EP2193988A1

EP2193988A1 - Coupling system and a vessel provided with such a coupling system

Info

Publication number: EP2193988A1
Application number: EP09178418A
Authority: EP
Inventors: Robertus Friedrich Karl Zimmerman; Johan De Jonge
Original assignee: Mercurius Scheepvaart BV; Wil-Mac Europa BV
Current assignee: MERCURIUS SCHEEPVAART B.V.
Priority date: 2008-12-08
Filing date: 2009-12-08
Publication date: 2010-06-09
Anticipated expiration: 2029-12-08
Also published as: EP2193988B1; NL2002304C2

Abstract

A coupling system for connecting a side of a first vessel hull with a side of a second vessel hull, wherein between the two sides there is an imaginary, substantially vertical plane in which extend a horizontal Y axis and a vertical Z axis of an imaginary orthogonal X,Y,Z coordinate system, wherein the coupling system comprises: a first coupling assembly connected with the first vessel hull with at least one fender, a second coupling assembly connected with the second vessel hull with at least one fender guide, a first connecting assembly, a second connecting assembly capable of being brought into a connected condition with the first connecting assembly, wherein the fender guides and the fenders are arranged for positioning the first and the second coupling assembly with respect to each other at least in a direction parallel to the Y axis, and wherein the first and the second connecting assembly in the connected condition allow substantially no mutual displacement in a direction parallel to the X axis.

Description

Technical field

The disclosure relates to a coupling system for connecting two vessel hulls. More particularly, the disclosure relates to a coupling system with which a first vessel hull of, for example, an inland vessel and a second vessel hull, such as, for example, a dumb barge, can be connected with each other.

Background

The coupling of vessel hulls, such as, for example, an inland vessel hull with a dumb barge, currently takes place by means of winches and coupling cables. The coupling cables need to be laid manually around bollards on the ship and thereupon the coupling cables need to be tensioned with winches. Coupling two vessel hulls in inland navigation is therefore labor intensive and time consuming. Further, the use of winches and coupling cables is not without danger. Moreover, when loading the coupled vessel hulls, account needs to be taken of the condition that not one hull is fully loaded first and then the other hull is fully loaded. This is because the vessel hull that is loaded first will slowly obtain a deeper trim. When the coupling cables have already been pulled taut, the force exerted on these cables will become particularly great under the influence of the increasingly deeper trim of one vessel with respect to the higher, still unloaded, other vessel hull. Such an overloading of the coupling cables may lead to breaking of the cables, with all the attendant hazards.
The invention contemplates a coupling system that reduces at least a number of the disadvantages mentioned.

Summary

The invention provides to that end a coupling system for connecting a side of a first vessel hull with a side of a second vessel hull, wherein between the two sides there is an imaginary, substantially vertical plane in which extend a horizontal Y axis and a vertical Z axis of an imaginary orthogonal X,Y,Z coordinate system, wherein an X axis extends perpendicular to the imaginary plane through the intersection of the Y and the Z axes, wherein the coupling system comprises:

a first coupling assembly connected with the first vessel hull;
a second coupling assembly connected with the second vessel hull;

at least one fender; and
a first connecting assembly;

at least one fender guide associated with the at least one fender; and
a second connecting assembly capable of being brought into a connected condition with the first connecting assembly;

When the first vessel hull is to be connected with the second vessel hull, they are gradually moved towards each other, whereby the at least one fender of the first coupling assembly slowly moves into the corresponding at least one fender guide of the second coupling assembly. Thus, the first coupling assembly is positioned with respect to the second coupling assembly at least in a direction parallel to the Y axis. Thereupon, the one connecting assembly and the second connecting assembly can be brought into the connected condition, so that no mutual displacement of the first and second coupling assemblies in a direction parallel to the X axis is possible. In other words, the first and the second coupling assembly then cannot move away from each other anymore.
In an embodiment, the coupling system may be arranged to allow a mutual pivoting of the two vessel hulls with respect to each other about a centerline that extends parallel to the Y axis.
Because vessel hulls coupled to each other, especially when coupled to each other in a sailing direction corresponding to the X direction, can have a particularly great length, it is particularly advantageous when the coupling system allows pivoting of the two vessel hulls with respect to each other about a centerline that is parallel to the Y axis. When such a pivoting is not possible, then, as a result of ship movements and as a result of a mutually different trim angle of the two vessel hulls due to loading, the coupling system is rendered subject to very great forces. An important part of the forces can be compensated when the coupling system according to the embodiment allows a mutual pivoting of the two vessel hulls with respect to each other about a centerline that extends parallel to the Y axis. Such an embodiment is therefore more durable and more reliable in operation.
An embodiment of the coupling system can comprise a hinge connection which connects the first coupling assembly with the first vessel hull, wherein the hinge connection is provided with a hinge centerline that extends parallel to the Y axis.
In an alternative embodiment, the coupling system can comprise a hinge connection which connects the second coupling assembly with the second vessel hull, wherein the hinge connection is provided with a hinge centerline that extends parallel to the Y axis.
While in the foregoing two hinge connections have been described as alternatives, it is also possible to provide a coupling system with two hinge connections, wherein the first is between the first coupling assembly and the first vessel hull and the second is between the second coupling assembly and the second vessel hull. Such a variant could realize a still more flexible connection between the two vessel hulls. An important advantage of the presence of at least one hinge connection is that the coupled hull parts can pivot mutually and hence allow mutually different trim angles of the vessel hulls.
In an embodiment, the coupling system may be arranged to allow mutual displacement of the two vessel hulls with respect to each other in a direction parallel to the Z axis.
The embodiment enabling a mutual displacement of the two vessel hulls with respect to each other parallel to the Z axis has as an advantage that during loading of two vessel hulls in coupled condition the vessel hulls can each assume their own draft matching the extent of loading, without forces thereby being exerted on the coupling system. This is because as soon as a force in a direction parallel to the Z axis is being exerted on the coupling system as a result of a different draft, a mutual displacement will occur that cancels out the respective force. Possibly, provision may be made for an additional fixation position in which the movement possibility parallel to the Z axis is blocked. Thus, for example, during loading, the movement possibility in Z direction may be allowed by bringing the coupling system only in the connected condition, so that mutual displacement in X direction is blocked and hence the vessel hulls cannot move away from each other in X direction anymore. When loading has been completed and each vessel hull has assumed the trim matching its loading, the coupling system can be brought into the fixation condition, whereby mutual movement parallel to the Z direction is blocked. In this position, a durable coupling is obtained, allowing sailing in a stable manner.
An embodiment that allows mutual displacement of the two vessel hulls in Z direction may be formed by a coupling system in which the at least one fender and the at least one corresponding fender guide as well as the first and the second connecting assembly are so designed that in the connected condition of the first and the second connecting assembly the first and the second coupling assembly are displaceable with respect to each other in a direction parallel to the Z axis.
Such an embodiment will be further clarified below with reference to the drawings.
The invention further provides a vessel comprising at least a first vessel hull and a second vessel hull as well as at least one coupling system as described above.
The invention will presently be further clarified on the basis of an exemplary embodiment, with reference to the drawings.

Brief description of the drawings

Fig. 1 shows a perspective view of an inland vessel which is provided at the front with a first coupling assembly;
Fig. 2 shows a perspective view of a dumb barge which is provided at the back with a second coupling assembly and at a front is provided again with a first coupling assembly;
Fig. 3 shows an embodiment of the first coupling assembly in more detail;
Fig. 4 shows a side view of the front of a vessel hull with the first coupling assembly;
Fig. 5 shows in more detail a perspective view of a second coupling assembly;
Fig. 6 shows the locking plates of the second coupling assembly in the locking position;
Fig. 7 shows a top plan view of two vessel hulls in coupled condition;
Fig. 8 shows the coupling plate of the first coupling assembly, and locking plates of the second coupling assembly engaging the coupling plate;
Fig. 9 shows a perspective view of a drive assembly of a locking plate; and
Fig. 10 shows partly in cross section a side view of the drive assembly of the locking plate represented in Fig. 9.

Detailed description

The Figures show an exemplary embodiment of a coupling system 2, 4 for connecting a side of the first vessel hull 6 with a side of a second vessel hull 8. Between the two sides is an imaginary, substantially vertical plane P in which extend a horizontal Y axis and a vertical Z axis of an imaginary orthogonal X,Y,Z coordinate system. An X axis of the X,Y,Z coordinate system extends perpendicular to the imaginary plane P through the intersection of the Y and the Z axes.
The coupling system 2, 4 is provided with a first coupling assembly 2, which is connected with the first vessel hull 6. Further, a second coupling assembly 4 is connected with the second vessel hull 8. In the exemplary embodiment shown in Fig. 1, the first vessel hull 6 is part of an inland vessel 10. The inland vessel 10 may be provided with a saloon 12 and its own drive which is not shown in the Figures. With the inland vessel 10, for example, containers 14 may be shipped. Possibly, the inland vessel 10 may be provided with a crane 18, so that the inland vessel itself can load and unload the containers. The second vessel hull, an example of which is shown in Fig. 2, may be designed, for example, as a dumb barge. In the exemplary embodiment shown in Fig. 2, the second vessel hull is provided at the back with a second coupling part 4. At the front, the second vessel hull 8 is provided again with a first coupling assembly 2, to which, in turn, a next dumb barge could be coupled.
Fig. 3 shows the first coupling assembly 2 in more detail. The first coupling assembly 2 is provided with at least one fender 20. In the exemplary embodiment shown, two fenders 20 are shown. It is also possible, however, that only one fender or more than two fenders 20 are provided. The first coupling assembly 2 is further provided with a first connecting assembly 22. In an embodiment, an example of which is shown in Fig. 3, the first connecting system comprises a coupling plate 24 which extends substantially parallel to the Y and the Z axes and which is provided with at least one T slot 26, extending substantially parallel to the Z axis. In the exemplary embodiment shown, there are two T slots 26. From Fig. 4, it appears that the first coupling assembly 2 is pivotably connected with the first vessel hull 6 about hinge centerline 28 which extends parallel to the Y axis. The pivotal movement of the second coupling assembly 2 is indicated with the arrow S in Fig. 4. Such a hinge connection 30 makes it possible for the first vessel hull 6 and the second vessel hull 8 to have a different trim angle without this entailing considerable force application to the coupling system 2, 4. Moreover, this allows mutual hull pivoting occurring as a result of ship's movements.
The second coupling assembly 4 will be described with reference to Figs. 2, 5, and 6. The second coupling assembly 4 is provided with at least one fender guide 32 which is associated with the at least one fender 20. Further, the second coupling assembly comprises a second connecting assembly 34 which is capable of being brought into a connected condition with the first connecting assembly 22. The at least one fender guide 32 and the at least one associated fender 20 are arranged for positioning the first and the second coupling assembly 2, 4 with respect to each other at least in a direction parallel to the Y axis. The first and the second connecting assembly 22, 34 in the connected condition permit substantially no mutual displacement in a direction parallel to the X axis.
While in Figs. 2, 5, and 6 the fender guides 32 are shown as recesses in the transverse rear end of the hull, it is also possible, in an alternative elaboration, that on the deck of the second vessel hull 8 a kind of fork-shaped fender guide is set up in which an associated fender, which is connected with the first vessel hull 6, is receivable, such that the two vessel hulls 6, 8 are positioned with respect to each other in Y direction. The fender receivable in the fork-shaped fender guide can have, for example, a cylindrical configuration. The transverse rear end of the second vessel hull 8 can then be made of flat design, which is favorable for reasons of cost. Optionally, additional fenders of the type as shown in Figs. 1, 3 and 4 may then be present anyway, which, however, then abut against the flat rear end of the second vessel hull 8.
The second connecting assembly 34 can comprise at least one rotatable locking plate 36 which in a release position is capable of being brought into a corresponding T slot 26. In the exemplary embodiment shown in the Figures, the second connecting assembly 34 is provided with four rotatable locking plates 36 which in twos can engage associated T slots 26 in the coupling plate 24 of the coupling assembly 2. In a locking position rotated with respect to the release position, the at least one locking plate 36 is so received in the T slot 26 as to be fixed with respect to the coupling plate 24 in a direction parallel to the X axis.
In an embodiment, an example of which is shown in the Figures, the at least one fender 20 and the at least one corresponding fender guide 32 as well as the first and the second connecting assembly 22, 34 are so designed that in a connected condition of the first and the second connecting assembly 22, 34 the first and the second coupling assembly 2, 4 are displaceable with respect to each other in a direction parallel to the Z axis. To this end, the fenders can have a profile form whose profile longitudinal axis extends in vertical direction, that is, parallel to the Z axis. Each fender 20 then has a substantially constant horizontal cross section at different heights. Also the fender guides may be formed by recesses having a constant horizontal cross section in vertical direction Z. The fender guides 32 preferably have a slightly tapering horizontal cross section. Also the fenders 20 can have a slightly tapering horizontal cross section. The narrow sides of the fenders 20 move into the broad side of the fender guides when the first vessel hull and the second vessel hull are brought towards each other. When they abut against each other, the two vessel hulls 6, 8 are positioned with respect to each other in Y direction as a result of the self-locating action of the fenders 20 in the tapering fender guides. The term tapering is to be taken broadly here. As appears from the Figures, a fender 20 can have a horizontal cross sectional profile with a circular front. The fender guide 32 can have a profile narrowing in the X direction. To enable the mutual displacement of the coupling assemblies 2, 4 and hence of the vessel hulls 6, 8 in Z direction, in an embodiment, an example of which is given in the drawings, the dimensioning of the at least one T slot 26 and the corresponding at least one rotatable locking plate 36 can be such that the locking plate 36 in the locking position is slidable in the T slot 26 in a direction parallel to the Z axis.
As indicated above, the locking plates 36 are rotatable. To realize this rotation, in an embodiment, of which Fig. 5 gives an example, the locking plates 36 may be actively connected with a lever assembly 38. In the exemplary embodiment shown in Fig. 5, each locking plate 36 is connected through a shaft 40 with the frame of the second coupling assembly 4. The shaft 40 itself is nonrotatably connected with a pivoting arm 42 which is hingedly connected with adjusting arm 44. The adjusting arm 44 may be connected through a pin/slot connection 46 with a lever 48 which is pivotable about a hinge 50. The lever 48 can be adjusted, for example, by an operator 52. In an alternative embodiment, the locking plates 36 may also be adjusted with the aid of a drive 54 (see Fig. 8). In this connection, an electric, hydraulic or pneumatic drive may be considered. The drive can engage a shaft 40 directly or via a transmission, such as, for example, a lever system, a gear assembly, or the like. In Fig. 5 the locking plates 36 are shown in the release position in which they can be introduced into the T slots 26. Fig. 6 shows the second coupling assembly 4 in a condition in which the locking plates 36 are in the locking position. It is clearly visible that they have been pivoted through 90° with respect to the position represented in Fig. 5.
The operation of the coupling system 2, 4 is as follows. When the first vessel hull 6 is to be coupled with the second vessel hull 8, the locking plates 36 are placed in the release position represented in Fig. 5. Thereupon, the first vessel hull 6 and the second vessel hull 8 are moved towards each other with the coupling assemblies 2, 4 facing each other. The fenders 20 thereby move slowly into the fender guides 32 which are of tapered design. Due to the tapered design of the fender guides and the slightly rounded or tapered design of the fenders 20, the first vessel hull 6 will automatically position itself in Y direction with respect to the second vessel hull 8. The locking plates 36 thereby eventually move into the T slots 26 of the coupling plate 24 of the connecting assembly 22 of the first coupling assembly 2. Thereupon the locking plates 36 can be rotated such that they are brought into the locking position. This rotation can take place with the aid of a drive 54 which is operable from the saloon 12. It is also possible, however, that the rotation is energized by hand by an operator 52 who, for example, pivots levers 48 about hinge 50 and thereby operates a lever system that rotates the locking plates 36. Fig. 7 shows a top plan view of the coupled condition of the first and the second vessel hull 6, 8. In Fig. 8 it is clearly represented once more in what way the locking plates 36, which are rigidly connected with rotation shaft 40 and which are part of the second coupling assembly 4, engage in the T slots 36 of the coupling plate 24 of the connecting assembly 22 which is part of the first coupling assembly 2. From this, it is also clear that the locking plates 36 are displaceable with respect to the T slots in Z direction. From the foregoing description of the coupling, it appears how quickly and easily a coupling can be effected. The coupling described allows mutual movement of the vessel hulls 6, 8 in a direction parallel to the Z axis. Additionally, the coupling assembly 2, 4 allows a pivoting about a hinge centerline 28 parallel to the Y axis, so that the trim angle of the coupled hull parts 6, 8 may be different and mutual ship movements are possible.
In a further elaboration, which will be described with reference to Figs. 8 and 9, also the movement in Z direction may be fixed by pulling-in the locking plates 36 after rotation thereof, such that the two vessel hulls 6, 8 are pulled towards each other. During sailing, it is advantageous when the freedom of movement in Z direction can be blocked. During loading, the locking plates 36 can be brought into a rotated but not yet pulled position, so that the two vessel hulls 6, 8 are connected with each other in X direction but can move with respect to each other in Z direction. After loading is finished and hence the mutual position of the vessel hulls 6, 8 in Z direction has stabilized, the locking plates 36 can thereupon be tightened, so that the two vessel hulls 6, 8 during sailing are fixed with respect to each other also in Z direction and hence only a rotation about the centerline 28 is possible.
Figs. 9 and 10 show an exemplary embodiment of a drive assembly 56 with which the tightening of the locking plate 36 can be effected. For this purpose, near the end of the second vessel hull 8 a drive assembly 56 may be provided which is provided with a lever 58 which is pivotably connected by a first end thereof with the second vessel hull 8 on a pivot 60. The other end of the lever 58 is connected through a pivot 62 with a first end of a hydraulic cylinder 64. The other end of the hydraulic cylinder 62 is also connected with the second vessel hull 8, through a pivot 66. Connected with the lever 58 is the rotation shaft 40 which carries the locking plate 36. The rotation shaft 40 is rotatable about its central longitudinal axis which extends substantially parallel to the X direction. Through rotation of the rotation shaft 40, the locking plate 36 connected therewith can be rotated. Rotation of the rotation shaft 40 can also take place with a pivoting arm 42 again (see Fig. 9), whose position can be controlled with, for example, a hydraulic cylinder (not shown). The connection of the rotation shaft 40 with the lever 58 is pivotable about a centerline 28 which extends parallel to the Y axis. This hinge axis 28 allows pivoting of the first vessel hull 6 with respect to the second vessel hull 8.
In Fig. 10 the rear end wall 68 of the vessel hull 8 is visible. The drive assembly 56 is set up substantially in the interior of the second vessel hull 8. In a schematic manner, it is indicated that the hinge pivots 60, 66 are connected with the second vessel hull 8, for example with internal frame beams 8' thereof. Only the rotation shaft 40 carrying the locking plate 36 reaches outwards through a slotted opening 70 in the rear end wall 68. In the position shown in Fig. 10, the hydraulic cylinder 64 is energized and the locking plate 36 with the rotation shaft 40 is in the tightened condition. The two vessel hulls 6, 8 are thereby pulled towards each other so that the fenders of the first vessel hull 6 end up abutting firmly against the associated surfaces on the second vessel hull 8. Mutual displacement of the two vessel hulls in Z direction then is not possible anymore. During loading, the piston 72 in the hydraulic cylinder 64 will be in the other extreme position, so that the locking plate 36 can freely move up and down in the associated T slot 26 in the coupling plate 24 of the connecting assembly 22 which is part of the first coupling assembly 2. Thus, mutual displacement of the first vessel hull 6 with respect to the second vessel hull 8 in Z direction is possible again.
Instead of T slots 26 and rotatable locking plates 36, an embodiment is possible with at least one bayonet coupling of which one coupling half is part of the first coupling assembly and the other coupling half is part of the second coupling assembly. One of the coupling halves of the bayonet coupling then needs to be rotatable with respect to the other coupling half. The mutual displacement possibility in Z direction in such an embodiment may be realized by a separate guide in Z direction. A first guide half of the guide can carry a bayonet coupling half and another guide half of the guide may be fixedly connected with an associated coupling assembly frame. The coupling assembly frame, just as in the exemplary embodiment shown, may be provided with a hinge connection about a centerline extending parallel to the Y axis, with the aid of which the respective coupling assembly is connected to the vessel hull.
In yet another alternative embodiment, a coupling is conceivable that is based on magnetism. Instead of the locking plates 36 and the T slots 26, the first coupling assembly can comprise a ferromagnetic plate and the second coupling assembly can comprise an electromagnet to be electrically energized. By switching the electromagnet on and off, a locking between the first coupling assembly and the second coupling assembly can be effected. A vertical guide can then facilitate the mutual displacement of the vessel hulls 6, 8 in a direction parallel to the Z axis. And a hinge connection 30 as shown can facilitate the mutual pivoting between the vessel hulls 6, 8.
It will be clear that the invention is not limited to the exemplary embodiments described. Various modifications within the framework of the invention as defined by the appended claims are possible.

Claims

A coupling system for connecting a side of a first vessel hull (6) with a side of a second vessel hull (8), wherein between the two sides there is an imaginary, substantially vertical plane (P) in which extend a horizontal Y axis and a vertical Z axis of an imaginary orthogonal X,Y,Z coordinate system, wherein an X axis extends perpendicular to the imaginary plane (P) through the intersection of the Y and the Z axes,
wherein the coupling system comprises:
• a first coupling assembly (2) connected with the first vessel hull (6);

• a second coupling assembly (4) connected with the second vessel hull (8);
wherein the first coupling assembly (2) is provided with:
• at least one fender (20); and

• a first connecting assembly (22);
wherein the second coupling assembly (4) is provided with:
• at least one fender guide (32) associated with the at least one fender (20); and

• a second connecting assembly (34) capable of being brought into a connected condition with the first connecting assembly (22);
wherein the at least one fender guide (32) and the at least one fender (20) associated therewith are arranged for positioning the first and the second coupling assembly (2, 4) with respect to each other at least in a direction parallel to the Y axis, and wherein the first and the second connecting assembly (22, 34) in the connected condition allow substantially no mutual displacement in a direction parallel to the X axis.
A coupling system according to claim 1, wherein the coupling system (2, 4) is arranged to allow a mutual pivoting of the two vessel hulls (6, 8) with respect to each other about a centerline (28) which extends parallel to the Y axis.
A coupling system according to claim 2, comprising:
• a hinge connection (30) which connects the first coupling assembly (2) with the first vessel hull (6), wherein the hinge connection (30) is provided with a hinge centerline (28) which extends parallel to the Y axis.
A coupling system according to claim 2, comprising:
• a hinge connection (30) which connects the second coupling assembly (4) with the second vessel hull (8), wherein the hinge connection (30) is provided with a hinge centerline (28) which extends parallel to the Y axis.
A coupling system according to any one of the preceding claims, wherein the coupling system (2, 4) is arranged to allow a mutual pivoting of the two vessel hulls (6, 8) with respect to each other in a direction parallel to the Z axis.
A coupling system according to claim 5, wherein the at least one fender (20) and the at least one corresponding fender guide (32) as well as the first and the second connecting assembly (22, 34) are so designed that in the connected condition of the first and the second connecting assembly (22, 34) the first and the second coupling assembly (2, 4) are displaceable with respect to each other in a direction parallel to the Z axis.
A coupling system according to any one of the preceding claims, wherein one (22) of the first and second connecting systems (22, 34) comprises:
• a coupling plate (24) which extends substantially parallel to the Y and the Z axes and is provided with at least one T slot (26) extending substantially parallel to the Z axis;
and wherein the other (34) of the first and the second connecting systems (22, 34) comprises:
• at least one rotatable locking plate (36) which in a release position is capable of being brought into a corresponding T slot and in a locking position rotated with respect to the first position is so received in the T slot (26) as to be fixed with respect to the coupling plate (24) in a direction parallel to the X axis.
A coupling system according to claim 7, wherein the dimensioning of the at least one T slot (26) and the corresponding at least one rotatable locking plate (36) is such that the locking plate (36) in the locking position is slidable in the T slot (26) in a direction parallel to the Z axis.
A coupling system according to claim 7 or 8, wherein the at least one locking plate (36) is connected with a lever assembly (38) which is arranged for rotating the at least one locking plate (36).
A coupling system according to claim 7 or 8, wherein the at least one locking plate (36) is connected with a drive (54) of the electric, hydraulic or pneumatic type for rotating the at least one locking plate (36).
A coupling system according to any one of the preceding claims, wherein in addition to the connected condition of the first and the second connecting assembly (22, 34), the coupling system further has a fixation position, in which mutual displacement of the first coupling assembly (2) and the second coupling assembly (4) parallel to both the Y and the Z directions is substantially blocked.
A coupling system according to claim 7, wherein locking plate (36), in addition to being set up rotatably is also set up displaceably in X direction, wherein a drive assembly (56) is provided which is arranged for displacing the locking plate (36) in X direction between a pulled position and a non-pulled position, wherein the coupling system upon the transition from the non-pulled position to the pulled position is brought from the connected condition to a fixation position, in which fixation position mutual displacement of the first coupling assembly (2) and the second coupling assembly (4) parallel to both Y and Z directions is substantially blocked.
A coupling assembly according to claim 12, wherein the drive assembly (56) is provided with a lever (58) pivotably connected with the vessel hull (8) and a hydraulic cylinder (64) connected on one side with the lever (58) and on the other side with the vessel hull (8), wherein a rotation shaft (40) which carries the locking plate (36) is rotatable about a central longitudinal axis which extends substantially parallel to the X direction, wherein the rotation shaft (40) is connected via a hinge connection with the lever (58), wherein the hinge connection allows a pivoting of the rotation shaft (40) about a hinge centerline (28) which extends parallel to the Y axis, so that both in the connected condition and in the fixation position pivoting of the first vessel hull (6) with respect to the second vessel hull (8) about the hinge centerline (28) is possible.
A vessel comprising at least a first vessel hull (6) and a second vessel hull (8) as well as at least one coupling system (2, 4) according to any one of the preceding claims.