EP0745044B1 - Pushing unit - Google Patents

Abstract

A pushing unit with a pusher craft (1) and a lighter (2) pushed and controlled by the pusher craft is designed for use in shallow waters with the optimum cargo-carrying capacity in that the pusher craft (1) is propelled by a paddle-wheel (3) fitted at the stern.

Description

The invention relates to a pushing unit with a pushing ship and a pram pushed and controlled by the pushing ship.

Push boat is a special form of inland navigation, in which usually several unmanned barges, so-called push barges or barges, are combined to form a more or less rigid ship group (push group) and pushed and controlled by a push boat. The pushers known from practice have a mostly compact pontoon shape with a broad forehead and front pushing shoulders as storage for the lighter or for the barge. The so-called push barges are mostly simple steel structures in a selective construction with a pontoon shape and usually at one end of a vertical boundary surface. Their number and arrangement in front of or next to the push boat depends on the respective fairway conditions. The load capacity of a single lighter known from practice is a few hundred to three thousand tons. Other thrust units consist of a motor ship and a lighter rigidly connected to it, which is simply referred to as a coupling unit. The economic advantages of the push unit are the small number of crews, the low construction costs of the lighter with a high load capacity, the extensive typing and the high flexibility in the assembly of the push units, especially the independence of the drive vehicle from the load carrier during loading and unloading.

Numerous rivers can only be navigated by barges to a limited extent, because due to the lack of congestion they have at least some stretches and especially in the summer, in the best construction season, extremely low water. The rivers, which are problematic in this respect, include the Elbe, which, while ensuring sufficient navigability, offers an ideal transport route for building materials, especially for sand and gravel could. For example, one could use the Elbe and the Märkische waterways, i.e. the waterway to Berlin, to transport the materials that would otherwise only be transported by truck, but would have to use very special transport ships, which have an optimal loading capacity in extreme low water.

The present invention is therefore based on the object of specifying a transport ship or a pushing unit of the type mentioned at the outset which is suitable for use in low water with an optimal loading capacity.

The above object is achieved by the features of claim 1. Thereafter, a pushing unit is used as the load ship, in which the pushing ship has a paddle wheel drive assigned to the stern.

According to the invention, it was first recognized that for the transport of bulk goods, such as Gravel, sand, grit, coal, etc. a shear bandage is particularly suitable for low water. It has also been recognized that shear bandages must have only a small immersion depth even with an optimal loading capacity. A sufficient or powerful drive of high efficiency is also possible in a further inventive manner even with a low immersion depth if a paddle wheel drive assigned to the rear is provided as the drive. Such a paddle wheel drive on the one hand provides the necessary thrust and on the other hand allows the low immersion depth required in low water.

With regard to the bucket wheel drive according to the invention, a simplest construction could be designed in such a way that the bucket wheel drive comprises one bucket wheel or better two bucket wheels arranged on a common axle shaft. To ensure adequate maneuverability in the smallest of spaces, however, it is advantageous if the paddle wheel drive comprises two paddle wheels arranged on two axially aligned axles, which on the one hand can be driven synchronously and on the other hand can be driven at different speeds and possibly also different directions of rotation. With paddle wheels driven in the opposite direction of rotation, the push boat could turn on the spot. In the case of paddle wheels rotating asynchronously in the same direction, directional corrections can be made or the push boat can be steered with ease.

Due to the small, maximum permissible immersion depth in low water, it could be particularly advantageous to compensate for the different immersion depths that result when the tank is full and the tank empty when the axle shaft or axles are vertically adjustable. In this respect, the paddle wheel or the paddle wheels could always be immersed optimally and therefore sufficiently regardless of the tank filling. The disadvantage of such a construction is certainly the effort involved and the increased manufacturing costs. Incidentally, this increases weight and immersion depth.

The paddle wheels should have a diameter of at least 3.5 m, which can ultimately be derived from the dimensions of the push boat. It would also be advantageous if the two paddle wheels together have almost the width of the push boat, so that the effective area of the paddles forming the paddle wheels is maximum to achieve the required thrust.

The paddles of the paddle wheel and the other components of the paddle wheel could be made of wood. As part of an always striving for weight reduction, the paddles and also the other components of the paddle wheel could be made of aluminum. A mixed construction would also be conceivable. Furthermore, it is advantageous if, preferably in the case of rigidly arranged paddle wheel bearings, a vertically downward one Paddle - the bottom paddle of the paddle wheel - dips with its upper edge just below the water surface when the tank is full and protrudes a few centimeters from the still water surface when the tank is almost empty. This information also results from the remaining dimensions of the push ship.

With regard to the drive, it is advantageous, at least in the case of two paddle wheels which can be rotated independently of one another, if two synchronously controllable diesel engines are provided. These diesel engines can drive the paddle wheels independently of one another. This means that a comparison of the two motors and thus a check of the efficiency is always possible, which means that errors in the drive can be easily identified by comparison.

The required diesel fuel could be stored in tanks preferably made of polyethylene, such a tank being able to be accommodated in the area of the center of gravity of the push ship. If several tanks are provided, these could be arranged approximately diagonally through the center of gravity of the ship at the back and front of the push boat, which means that the push ship is stabilized again. The same applies to the arrangement of the motors. The tank or tanks should have a capacity of approximately 30,000 liters of diesel fuel.

With regard to the power transmission from the motors to the paddle wheels, it is particularly advantageous if this is done hydraulically, ie with the lowest weight of the components required for power transmission. With regard to such a hydraulic power transmission, reference is made to the relevant prior art, in particular construction machine technology, especially since this is part of the general specialist knowledge of a relevant average specialist. It is also essential that the speed of the motors or the paddle wheels is infinitely variable, which is part of a hydraulic power transmission between the motors and the paddle wheels by means of adjustment pumps is possible with simple means.

The hull of the push ship is designed in a particularly advantageous manner as a pontoon. This pontoon could have closed and open transverse bulkheads and diagonal stiffeners for stabilization, which can also be perforated to save weight. Closed transverse bulkheads are at least partially necessary for safety reasons in the event of an accident, so that water that has penetrated cannot cause a shift in the center of gravity that promotes capsizing.

With regard to the desired continuous operation on the Elbe, even in extremely low water, the hull should have an immersion depth of between 60 cm and 65 cm. The push ship should also be designed so that - with no component - it does not exceed a maximum immersion depth of about 90 cm when fully filled.

To favor the flow against the paddlewheels, the ship's bottom should rise towards the paddlewheels at an angle of less than 30 °. In this respect, a laminar flow to the paddle wheels is guaranteed, i.e. energy-swallowing turbulence is avoided.

Basically, the push boat is provided without an oar. The control of the pusher ship and thus the entire pusher group is carried out by different speeds or directions of rotation of the two paddle wheels which can be driven independently of one another. However, a rudder could be provided for maneuvering assistance, which the push ship could preferably have in the area of the rising ship floor - in front of the paddle wheels.

To stabilize the straight ahead of both the entire pushing unit as well as the pushing boat driving alone could further advantageously have the hull on both sides in an extension of the side walls preferably keels projecting downwards by approximately 25 cm. Although these keels increase the overall weight of the push boat, they ensure considerable stabilization of the straight-ahead travel.

Furthermore, the hull should be closed laterally in the area of the paddle wheels, in order to avoid the water evading and thus reducing the efficiency.

The push ship advantageously has a height-adjustable command bridge, the height adjustability ensuring that even low bridges can be passed through. In concrete terms, the command bridge could be arranged on a lifting device designed as a scissor table. A cylinder-piston arrangement with appropriate guidance could also be considered as the lifting device. In any case, the command bridge is essentially arranged at the bow-side end of the hull, so that from there the bar is also clearly manageable. Furthermore, the push ship could have a construction that can be used as a living and machine room and is arranged essentially in the center of the hull. Such a structure is imperative, especially on longer journeys.

The following explanations relate to advantageous configurations of the prah. Like the hull of the push boat, this is designed as a pontoon - but in a further advantageous manner with a streamlined bow design. With regard to the provision of transverse bulkheads and diagonal stiffeners, reference is made to the relevant explanations for the push boat, so that corresponding explanations are not necessary here.

Because of the relatively high load-bearing capacity with a shallow diving depth, the Prahm in particular naturally demonstrates empty travel to a very minimal immersion depth, which means that there is a great tendency to drift. In strong cross winds or even at a higher speed during a descent, the maneuverability of the pushing unit is at risk. Consequently, the prahm has in a very particularly advantageous manner at least one vertically actuated and possibly tiltable lowering sword. For better stabilization, at least two lateral lowering swords are provided, two lateral lowering sword pairs in the front area and one lowering sword pair in the rear area being provided in the context of a very particularly preferred exemplary embodiment. These lowering swords can be operated mechanically and / or hydraulically or pneumatically, ie lowered and raised.

To further improve the maneuverability of the pushing unit, a drive controllable from the pushing ship is preferably provided in the bow of the pusher. This particular drive is advantageously height-adjustable and can be rotated through 360 ° if necessary. Specifically, this could be a Schottel pump jet drive. The arrangement of this drive would have the great advantage that the prahm is independently - limited - maneuverable, which has an enormous advantage, particularly in the harbor and in the gravel field. The prahm thus has its own mobility, which is desirable with regard to independent putting on and taking off. The combination of the lowering swords with your additional drive guarantees the maneuverability of the pushing unit, especially when driving empty, whereby the bar itself can only be maneuvered to a limited extent. For the latter, an at least temporally or temporarily independent power supply to the drive is provided, i.e. Even when the pram is separated from the push boat, an energy supply for the prah and thus for the drive there is guaranteed.

As mentioned before, the prahm is designed as a pontoon. Accordingly, the prahm does not have an internal loading area, but Rather, a closed surface, which is designed as a gable roof profile with a cross slope of about 2 °. So that sand or gravel can now be safely heaped onto the loading area, this is defined by an all-round loading area limitation. The side loading area limit could have a height of about 0.3 m. The end-side loading area boundary could in each case be designed as a boundary wall for pushing the transport goods against it, the boundary walls being able to be increased to 0.7 m. Such a design or dimensioning of the loading area boundary also serves, among other things, for the purpose of unloading and mechanized cleaning with a so-called Bobcat, the rear or front boundary wall serving to push the cargo against. With regard to the lateral loading area limitation, it is of further advantage if it has passages or holes for water drainage. Freshly excavated sand or gravel can drip off while driving.

Like the push boat, the Prahm is designed in such a way that it can still be loaded with almost 700 tons of load at an immersion depth of only 90 cm, so that the push unit is suitable for operation on extremely low water. Based on realizable sizes and dimensions, the prahm could carry a load of 1,250 tons. For this purpose, the entire push unit could in turn be 110 m long, so that operation on the Elbe is possible under the circumstances to be found there. Accordingly, the push ship could have a length of approximately 18.5 m and the barge could have a length of 91.5 m. With regard to the width of the shear bandage, it would be advantageous if it did not exceed a width of 11.4 m. The accessibility of the Elbe and the Brandenburg waterways would also be guaranteed in this respect. Finally, the pushing unit should be designed for the lowest possible passage height of a maximum of 3.00 m, so that the inland navigation mentioned here is also possible insofar as the existing bridges are taken into account.

Fig. 1

in einer schematischen Seitenansicht ein Schubschiff als Antriebseinheit eines erfindungsgemäßen Schubverbandes,

Fig. 2

in einer schematischen Draufsicht den Gegenstand aus Fig. 1,

Fig. 3

den Gegenstand aus Fig. 2 entlang der Linie A-A,

Fig. 4

den Gegenstand aus Fig. 2 in einer Ansicht entlang der Linie B-B,

Fig. 5

in einer schematischen Seitenansicht, teilweise, einen Prahm des erfindungsgemäßen Schubverbandes,

Fig. 6

in einer schematischen Draufsicht den Gegenstand aus Fig. 5,

Fig. 7

den Gegenstand aus Fig. 6 in einem Schnitt entlang der Linie B-B und

Fig. 8

den Gegenstand aus Fig. 6 in einem Schnitt entlang der Linie A-A.

There are now various possibilities for advantageously designing and developing the teaching of the present invention. For this purpose, on the one hand, reference is made to the claims subordinate to claim 1, and on the other hand to the following explanation of an embodiment of the invention with reference to the drawing. In connection with the explanation of the preferred exemplary embodiment of the pushing assembly according to the invention with reference to the drawing, preferred configurations and developments of the teaching are also explained in general. In the drawing shows

Fig. 1

a schematic side view of a push ship as the drive unit of a push assembly according to the invention,

Fig. 2

1 in a schematic plan view,

Fig. 3

2 along the line AA,

Fig. 4

2 in a view along the line BB,

Fig. 5

in a schematic side view, partially, a prahm of the pushing association according to the invention,

Fig. 6

5 shows the object from FIG. 5 in a schematic plan view,

Fig. 7

6 in a section along the line BB and

Fig. 8

6 in a section along the line AA.

1 to 8 together show the essential parts of an exemplary embodiment of the pushing assembly according to the invention, namely a pushing ship 1 and a pusher 2 pushed and controlled by the pushing ship. According to the invention, the pushing ship 1 has a paddle wheel drive 3 assigned to the stern.

According to the illustration selected in FIGS. 2 and 4, two paddle wheels 4 are provided which are arranged on two aligned axle shafts 5 and which are separate from one another, i.e. can be driven independently of one another via a respective motor. A hydraulic power transmission, not shown in the figures, ensures an extremely low weight of this operative connection and thus a small overall length of the pushing ship and thus in turn the greatest possible overall length of the pushrod and thus also the lowest possible draft of the entire pushing unit with a relatively high weight of the load.

2 and 4 also show that the two paddle wheels 4 together have almost the width of the push boat. In this respect, the paddles 6 provided here can have a maximum area for driving. Only on the edge it should be noted here that the paddles 6 are made of aluminum.

1 to 4 further show that the hull 7 of the push boat 1 is designed as a pontoon. The push ship or the hull is designed such that it does not exceed a maximum immersion depth of about 90 cm with any component when fully fueled.

1, 3 and 4 also indicate that the hull 7 has keels 11 which protrude downwards by about 25 cm on both sides in an extension of the side walls 10 and which, seen in themselves, ensure stabilized straight-ahead travel. Furthermore, FIGS. 1 and 4 show that the hull 7 is closed in the area of the paddle wheels 4.

In Fig. 1 it is only indicated that the ship's bottom 8 rises against the paddle wheels 4 at an angle of less than 30 °. A rudder can be provided in the area of this rising ship floor 8, which guarantees a stabilized straight-ahead travel at a low immersion depth. This rudder could be arranged in the area below the central bearing 9 of the axle shafts 5.

Above the pontoon, i.e. on the hull 7, a height-adjustable command bridge 12 is provided. The command bridge 12 is arranged on a lifting device 13 designed in the manner of a scissor table, which can be actuated via cylinder-piston arrangements. It is also essential for the command bridge 12 that it is arranged at the bow end of the hull 7.

Finally, a structure 14 that can be used as a living and engine room is provided on the hull 7 of the push boat 1. This structure 14 is arranged essentially centrally on the hull 7.

5 to 8 show a prahm 2 of the push bandage according to the invention in different views. This prahm 2 is also - like the hull 7 of the push boat 1 - designed as a pontoon. 5, 6 and 8 show together that two lateral pairs of lowering swords 15 are provided in the front area and one pair of lowering swords 15 in the rear area. These pairs of lowering swords 15 are intended to counteract a drift of the pushing unit.

5 and 6 also indicate that a drive 16 which can be controlled from the push boat 1 is provided in the bow of the barge 2. This drive 16 is on the one hand height adjustable and on the other hand rotatable through 360 °. In the shown here In the exemplary embodiment, the drive 16 is designed as a Schottel pump jet drive.

6, 7 and 8 together show that the loading surface 17 of the bar 2 has a gable roof profile with a transverse inclination of approximately 2 °. Furthermore, a circumferential loading area limitation 18 is provided, the lateral loading area limitation having a height of approximately 0.3 m. A boundary wall 19 of 0.7 m is provided at each end, which serves to push the transport goods against.

With regard to the maximum permissible immersion depth, a maximum loading capacity, maximum dimensions and other details that cannot be seen in the figures, reference is made to the general part of the description in order to avoid repetitions.

Finally, it should be particularly emphasized that the exemplary embodiment discussed above merely discusses the claimed teaching, but does not restrict it to this exemplary embodiment.

Claims (10)

1. Water craft assembly with a towboat (1) and a barge (2) pushed and steered by the towboat (1), whereas the towboat (1) is provided with a paddle wheel drive (3) arranged in its stern,
   characterized in that the barge (2) includes a drive mechanism (16) which is controllable from towboat (1).
2. Water craft assembly as in claim 1, characterized in that the drive mechanism (16) is located in the bow of the barge (2).
3. Water craft assembly as in claim 1 or 2, characterized in that the drive mechanism (16) is vertically adjustable and, if need be, rotatable by 360°.
4. Water craft assembly as in one of claims 1 to 3, characterized in that the drive mechanism (16) is designed as a Schottel pump jet drive.
5. Water craft assembly as in one of claims 1 to 4, characterized in that the barge (2) is equipped with at least one vertically actuatable and, if need be, tiltable skeg (15), preferably provided with a least two lateral skegs (15), whereas two pairs of lateral skegs (15) are provided in the forward region and one pair of skegs (15) in the rearward region.
6. Water craft assembly as in claim 5, characterized in that the skeg (15) is designed for mechanical, and/or hydraulic or pneumatic actuation.
7. Water craft assembly as in one of claims 1 to 6, characterized in that the loading surface (17) of the barge (2) has the profile of a saddle roof with a transverse inclination of about 2° and that the barge (2) comprises a peripheral boundary (18) of the loading surface, whereas the lateral boundary (18) of the loading surface has a height of about 0.3 meters, whereas each end of the loading surface boundary (18) is designed and constructed as a boundary wall (19) for countermoving the cargo and whereas the boundary walls (19) have an increased height of about 0.7 meters.
8. Water craft assembly as in one of claims 1 to 7, characterized in that at least the lateral boundary (18) of the loading surface contains holes for the discharge of water.
9. Water craft assembly as in one of claims 1 to 8, characterized in that the barge (2) is designed such as to still hold a cargo of about 700 tons with an immersion depth of only 90 cm.
10. Water craft assembly as in claim 9, characterized in that the barge (2) is designed such as to be able to hold a cargo of about 1,250 tons and to maintain yet an immersion depth of less than 1.5 meters.

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