EP2520485B1 - Système et procédé pour amarrer un vaisseau flottant contre un objet fixe - Google Patents

Système et procédé pour amarrer un vaisseau flottant contre un objet fixe Download PDF

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Publication number
EP2520485B1
EP2520485B1 EP12166445.2A EP12166445A EP2520485B1 EP 2520485 B1 EP2520485 B1 EP 2520485B1 EP 12166445 A EP12166445 A EP 12166445A EP 2520485 B1 EP2520485 B1 EP 2520485B1
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EP
European Patent Office
Prior art keywords
engagement
guide track
vessel
bumper bar
stationary object
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP12166445.2A
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German (de)
English (en)
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EP2520485A1 (fr
Inventor
Reinout Klaar Norfolc Jaap Prins
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Z Knowledge BV
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Z Knowledge BV
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Publication of EP2520485A1 publication Critical patent/EP2520485A1/fr
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Publication of EP2520485B1 publication Critical patent/EP2520485B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • 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
    • E02B3/24—Mooring posts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B2021/003—Mooring or anchoring equipment, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
    • B63B59/02—Fenders integral with waterborne vessels or specially adapted therefor, e.g. fenders forming part of the hull or incorporated in the hull; Rubbing-strakes

Definitions

  • the invention relates to a method and system for mooring a floating vessel against a stationary object, for example a mast of an offshore wind turbine.
  • the stationary object is for example placed in the sea, wherein the vessel is moored against this to transfer persons or goods.
  • persons and goods are transferred many times to the offshore wind turbines under construction.
  • installed wind turbines are visited regularly for maintenance activities.
  • Other stationary objects at sea are also often visited by vessels to transfer personnel or equipment.
  • EP 1695902 describes a method for stabilising a floating vessel against an offshore structure.
  • the vessel has an engine to propel the vessel.
  • the engine pushesa fender at the bow of the vessel firmly against bumper bars of the offshore structure.
  • the force exerted by the engine and the friction between the fender and the bumper bars of the offshore structure prevent the fender from slipping up or down along the bumper bars.
  • personnel or equipment can be transferred between the vessel and the offshore structure.
  • WO 02/20343 constitutes the closest prior art.
  • the fender at the bow forms a hinge point on rotation of the vessel under the effect of the waves (pitch).
  • the stabilised fender however prevents rotation about the longitudinal axis of the vessel (roll) and translation in the height direction (heave).
  • high waves can break over the bow of the vessel, which leads to hazardous situations in the transfer of personnel and/or goods.
  • the bow of the vessel can come clear of the water while the engine holds the fender at the bow pushed against the bumper bars of the offshore structure, provided that the engine has sufficient power.
  • the significant wave height Hs is a term generally understood in the field of seamanship, traditionally meaning the wave height which an experienced sailor perceives by eye.
  • the significant wave height in practice appears to be the average height of the highest 1/3 of the waves. The significant wave height can thus be determined visually or by measurement. If the significant wave height is less than 1.5 m however there will still be waves which are higher. It cannot be predicted when this will happen precisely and what the height of the wave will be. In principle every following wave can cause an unsafe situation in the transfer of persons or goods. Another factor is the random wind and current circumstances which are unpredictable or scarcely predictable.
  • An object of the invention is to provide an improved system for mooring a vessel against a stationary object.
  • a system for mooring a vessel against a stationary object for example the mast of an offshore wind turbine, which system comprises a stationary object and a vessel, wherein the stationary object is provided with:
  • the buffer body of the vessel is pressed against the outside guide track of the bumper bar of the stationary object, for example a mast of an offshore wind turbine.
  • the engagement arm is then in the release state. While the engine holds the buffer body pressed against the bumper bar, the buffer body can move over the outside guide track vertically up and down with the wave movement.
  • the engagement arm While the engine holds the buffer body pressed against the bumper bar and the buffer body moves up and down over the outside guide track of the bumper bar, the engagement arm is moved from the release state to the mooring state. Hereby the engagement member hooks behind the inside guide track of the bumper bar.
  • the engagement member of the engagement arm in the mooring state can move vertically over the inside guide track so that the engagement member can also move up and down with the wave movement.
  • the extension with which the bumper bar is attached to the stationary object is not in the way.
  • the inside guide track according to the invention protrudes sideways in relation to the extension so that the engagement member of the engagement arm can be moved past the extension.
  • the bumper bar with the sideways protruding, inside guide track and the engagement member are configured to allow a free stroke of the engagement member.
  • the engagement member can pass the extension on vertical displacement along the inside guide track of the bumper bar. As the vessel moves up and down with the waves, the engagement member and the buffer body of the vessel thus move vertically along the inside and outside guide tracks respectively without this vertical displacement being hindered by the extension.
  • mooring of the vessel is therefore achieved by the fact that the bumper bar is enclosed between the buffer body and the engagement member. This prevents a translation of the vessel away from the bumper bar. At the same time a translation in the height direction is still possible so that the vessel can move with the waves. As a result the system according to the invention can be used with relatively high waves.
  • the stationary object is provided with at least two substantially vertical bumper bars which are each provided with a substantially vertical, inside guide track running transversely in relation to the extension of the bumper bar and substantially facing towards the stationary object, wherein for example the inside guide track protrudes sideways in relation to the extension of the bumper bar, and a substantially vertical, outside guide track substantially facing away from the stationary object
  • the vessel is provided with at least two engagement arms which are each provided at one end with an engagement member, and the engagement arms are each moveable in relation to the hull between a mooring state, in which the engagement member of the first or second engagement arm respectively engages on the inside guide track of the first or second bumper bar respectively and is vertically displaceable along this, and a release state, in which the engagement member of the first or second engagement arm respectively is out of engagement with the inside guide track of the first or second bumper bar respectively, and the buffer body in the mooring state of the engagement arms engages on the outside guide track of the bumper bars and is vertically displaceable along this, wherein the inside guide track of the first and
  • the bumper bars of the stationary object are arranged mutually parallel and spaced apart from each other.
  • the vessel By connecting the vessel with the two bumper bars via the two engagement arms, the vessel can be prevented from swivelling in a horizontal plane about the stationary object (yaw). This also prevents a translation movement in the width direction of the vessel (sway), as the bumper bars are enclosed between the engagement members of the engagement arms. This increases safety during the transfer of persons or goods.
  • the extension is provided with at least one top support, a bottom support, which is below the top support, and/or a middle support, which is located between the top support and bottom support.
  • the supports of the extension run for example substantially horizontally, each support being attached with a first end to the stationary object and with a second end to the bumper bar.
  • the supports of the extension with which the bumper bar or bumper bars are attached to the stationary object do not, in the mooring state, obstruct the vertical displacement of the engagement member or engagement members along the inside guide track of the bumper bar or bumper bars.
  • the inside guide track protrudes sideways in relation to the extension supports.
  • the bumper bar or bumper bars with the sideways protruding, inside guide track and the engagement member or engagement members are configured to allow a free stroke of the engagement member or engagement members.
  • the engagement member or engagement members can pass the supports of the extension on vertical displacement along the inside guide track of the bumper bar or bumper bars.
  • the or each engagement arm comprises a support part and an engagement part wherein the support part is connected with the vessel, and wherein the engagement part is displaceable in the mooring direction of the vessel in relation to the support part, and wherein the engagement part at the end facing away from the support part is provided with the engagement member.
  • the engagement part is for example mounted so as to be reciprocatingly moveable on the support part.
  • the support part is for example tubular, wherein the engagement part is held telescopically in the tubular support part.
  • the buffer body is attached firmly to the hull of the vessel.
  • the vessel can still rotate about a transverse axis determined by said buffer body (pitch).
  • the or each engagement arm is situated at a distance above said transverse axis.
  • the engagement part moves out in relation to the support part.
  • the length of the engagement arm thus increases.
  • the extent of movement of the engagement part in relation to the support part is smaller than the length of the engagement arm, such as no greater than around 25% of the length of the engagement arm.
  • the extent of this movement is for example less than 70 cm, in particular less than around 50 cm.
  • the or each engagement arm and the buffer body are mutually displaceable and drivable such that the or each bumper bar can be clamped between the engagement member of the or each engagement arm and the buffer body.
  • the engagement arm can pull the vessel more firmly against the stationary object, or the buffer body of the vessel is pushed away from the stationary object.
  • the or each engagement arm or the buffer body respectively comprises a drive member.
  • the or each bumper bar is clamped between the engagement member of the or each engagement arm.
  • the engagement arm or arms can be continuously subjected to tensile load. This increases the stability of the connection between the vessel and the stationary object, in particular the translation of the vessel in the longitudinal direction (surge) is prevented.
  • the drive member of the or each engagement arm allows a displacement of the engagement part in the longitudinal direction in relation to the support part while the engagement arm is continuously under tensile load.
  • the bumper bars remain clamped between the buffer body and the engagement member of the or each engagement arm while rotation of the vessel about the transverse axis formed by the buffer body (pitch) is possible.
  • continuous clamping is possible which is independent of the rotation of the vessel about the transverse axis formed by the buffer body (pitch) and can be maintained in almost all circumstances.
  • the engagement member of the or each engagement arm of the vessel is provided with at least one roller which is vertically displaceable along the inside guide track of the or each bumper bar. It is also possible that the buffer body of the vessel is provided with at least one roller which is vertically displaceable along the outside guide track of the or each bumper bar.
  • the use of rollers allows a smooth and low-friction movement over the inside and/or outside guide tracks of the bumper bar. Incidentally, the rollers can also be replaced by other guide elements such as slide blocks.
  • the vessel is provided with a substantially horizontal guide track, wherein the engagement arms are each attached non-rotatably to a carriage which is arranged displaceable along the horizontal guide track, and wherein the engagement arms in the release state are at a distance from each other, and wherein the engagement arms, in particular with the carriage, can move along the horizontal guide track towards each other on movement from the release state to the mooring state and move apart from each other on movement from the mooring state to the release state.
  • the or each engagement arm is mounted on the carriage which is connected in a sliding manner with the substantially horizontal guide track, which for example runs in the width direction of the vessel.
  • the substantially horizontal guide track is for example mounted on the deck of the vessel.
  • the guide track is for example rectilinear or curved.
  • the carriages with the engagement arms can move from outside to inside so that for example at first only one engagement member moves against a bumper bar of the stationary object. After the engagement member has made contact with one of the bumper bars, the carriages are driven such that the engagement arms move closer together. This moves the vessel in the width direction (sway) until the engagement members of both engagement arms hook behind the inside guide tracks of the bumper bars. On driving the engagement arms, the vessel is therefore manoeuvred towards the centre of the stationary object .
  • the or each engagement arm is connected swivellably about a substantially vertical rotational axis with the vessel.
  • the or each engagement arm swivels against the bumper bars of the stationary object.
  • the bumper bar or bumper bars with the inside and outside guide tracks can be designed in various ways.
  • the or each bumper bar is provided with a substantially vertical rod which comprises the inside guide track, wherein the supports of the extension extend substantially horizontally, wherein each support is attached with a first end to the stationary object and with a second end to the rod, leaving the inside guide track of the rod clear.
  • the bumper bars in this case are different from conventional bumper bars of offshore wind turbine masts. These bumper bars according to the invention can nonetheless easily be used on new offshore wind turbines to be constructed.
  • each bumper bar is provided with a substantially vertical rod and a guide rail which protrudes sideways in relation to the rod, wherein the guide rail contains the inside guide track, and wherein the supports of the extension extend substantially horizontally, wherein each support is attached with a first end to the stationary object and with a second end to the rod, leaving the inside guide track of the guide rail clear.
  • conventional bumper bars can easily be adapted by attachment of the guide rail, for example by welding or otherwise.
  • the bumper bars of existing offshore wind turbines can easily be converted for use of the invention.
  • the substantially vertical bumper bars are mounted at a horizontal distance from each other, wherein the vessel is provided with a nose body which protrudes in relation to the buffer body, and wherein the nose body has a width which substantially corresponds to the horizontal distance between the bumper bars, and wherein the nose body in the mooring state of the engagement arms is mounted between the bumper bars.
  • the nose body in this case prevents translation of the vessel in the width direction (sway) by the fact that the nose body is tightly enclosed between the bumper bars.
  • the invention also relates to a method for mooring a vessel against a stationary object, for example the mast of a wind turbine erected in water, wherein the stationary object is provided with:
  • two substantially vertical bumper bars and two engagement arms may be used. It is preferred in that case if the vessel is provided with a substantially horizontal guide track, wherein the engagement arms are each mounted non-rotatably to a carriage which is mounted displaceable along the horizontal guide track, and wherein the engagement arms in the release state are spaced apart from each other, and wherein the engagement arms on moving from the release state to the mooring state move towards each other and thus manoeuvre the vessel into a position in relation to the bumper bars in which the bumper bars are enclosed between the engagement arms.
  • the driving of the engagement arms helps manoeuvre the vessel into the correct position in relation to the bumper bars. This is easier than manoeuvring the vessel by means of the engine alone.
  • a stationary object 3 is erected in a sea 2.
  • the stationary object 3 is an offshore wind turbine which is provided with a mast.
  • two substantially vertical bumper bars 5, 6 are mounted by means of an extension or boom 30.
  • the extension 30 in this exemplary embodiment comprises a top support 31, two middle supports 32 and a bottom support 33. Between the bumper bars 5, 6 is a ladder 7 with which installation or maintenance personnel can climb up and down the wind turbine 3.
  • the bumper bars 5, 6 of the wind turbine 3 each comprise a substantially vertical, inside guide track 40 which protrudes sideways in relation to the supports 31, 32, 33 of the extension 30 of the bumper bars 5, 6.
  • the inside guide tracks 40 substantially face the mast of the wind turbine 3.
  • the inside guide tracks 40 run transversely in relation to the supports 31, 32, 33.
  • the bumper bars 5, 6 of the wind turbine 3 comprise a substantially vertical, outside guide track 41 which substantially faces away from the mast of the wind turbine 3 .
  • the personnel is brought to the offshore wind turbine 3 with a vessel 1 (a so-called crew transport vessel).
  • the vessel 1 comprises an engine 14 to propel the vessel 1.
  • the engine 14 in this embodiment example drives a propeller.
  • the engine 14 can however drive a different propulsion member such as a water jet or other (not shown).
  • the engine 14 for example has a power to supply 4 - 8 tonnes thrust.
  • the vessel 1 has a hull 9 which is provided with a bow 10, a midships and a stern 11.
  • the vessel 1 has a flat bow 10.
  • a carrier frame 17 (see figures 1a-1d ) which is located at the bow 10.
  • the carrier frame 17 comprises a platform on which a person can stand (not shown).
  • a buffer body 16 which protrudes in relation to the hull 9.
  • the buffer body 16 comprises a roller 34 with a substantially horizontal rotational axis.
  • the buffer body 16 with the roller 34 can also be mounted on the outside of the hull 9 (see figure 2a ).
  • the carrier frame 17 is integrated with the structure of the vessel 1.
  • the vessel 1 comprises two engagement arms 20, 21 each of which at a free end is provided with an engagement member 24.
  • Each engagement member 24 in this exemplary embodiment comprises a roller 37 with a substantially horizontal rotational axis.
  • the engagement members 24 of the engagement arms 20, 21 are configured to engage on the inside guide tracks 40 of the bumper bars 5, 6 of the wind turbine 3.
  • the engagement arms 20, 21 are hook-shaped.
  • Each engagement member 24 forms a hook part which protrudes transversely in relation to the engagement arm 20, 21.
  • the engagement arms 20, 21 are each attached non-rotatably to a carriage 35 which is mounted so as to be displaceable in the transverse direction of the vessel 1 along a horizontal guide track 36.
  • the engagement arms 20, 21 are each hereby moveable in relation to the hull 9 between a release state and a mooring state.
  • the rollers 37 of the engagement members 24 of the engagement arms 20, 21 are out of engagement with the inside guide track 40 of the bumper bars 5, 6.
  • Figures 1a, 1b show the release state in which the engagement arms 20, 21 are moved apart.
  • FIGS 1c and 1d show the mooring state in which the engagement arms 20, 21 have moved towards each other and enclose the bumper bars 5, 6.
  • the hook part 24 with the roller 37 of each engagement arm 20, 21 thus at least partly hooks behind the inside guide track 40 of the respective bumper bars 5, 6.
  • the roller 34 of the buffer body 16 in the mooring state of the engagement arms 5, 6 engages on the outside guide track 41 of the bumper bars 5, 6 so that the roller 34 is vertically displaceable along this.
  • Each engagement arm 20, 21 comprises for example an elongated support part and an elongated engagement part which are connected telescopically together (not shown).
  • Each engagement arm 20, 21 can comprise a drive member for driving the engagement part in relation to the support part, for example a hydraulic cylinder (not shown).
  • the engagement part is then connected with the support part by means of the hydraulic cylinder such that the engagement part can be moved reciprocatingly in relation to the support part by operation of the hydraulic cylinder.
  • the engagement arms 20, 21 are hooked by means of engagement members 24 behind the guide tracks 40 of the bumper bars 5, 6 of the wind turbine 3, the engagement arms 20, 21 can be maintained continuously under tensile load by exercising a tensile force in the hydraulic cylinders of the engagement arms 20, 21.
  • the drive members in the engagement arms 20, 21 can optionally be designed to allow a displacement of the engagement part in relation to the support part while the engagement arms 20, 21 at the same time remain continuously under tensile load.
  • the drive member of each engagement arm 20, 21 comprises an accumulator (not shown).
  • the accumulator is provided with a receptacle containing a movable partition wall.
  • the partition wall divides the inside of the receptacle into two chambers, the volume of which can be varied by movement of the partition wall.
  • the first chamber is closed by the movable partition wall while the second chamber is connected with the hydraulic cylinder of the associated engagement arm 20, 21.
  • the first chamber contains a compressible fluid under pressure, for example air or another gas.
  • the second chamber is filled with hydraulic fluid which can flow to and from the hydraulic cylinder.
  • the vessel 1 is moored as follows against the bumper bars 5, 6 of the offshore wind turbine 3.
  • the mooring direction of the vessel 1 is the direction in which the vessel 1 moves towards the offshore wind turbine - the mooring direction of the vessel 1 corresponds for example to the longitudinal direction of the vessel 1.
  • the thrust of the engine 14 then continues to press the roller 34 of the buffer body 16, the roller 34 of the buffer body 16 can move up and down with the waves along the outside guide tracks 41 of the bumper bars 5, 6.
  • the engagement arms 20, 21 are then in the release state (see the figures 1 a and 1 b).
  • the hydraulic cylinders in the engagement arms 20, 21 can be actuated so that the engagement arms 20, 21 pull the buffer body 16 of the vessel 1 more firmly against the bumper bars 5, 6, i.e. to clamp the bumper bars 5, 6 between the roller 34 of the buffer body and the rollers 37 of the engagement members 24.
  • the pulling of the engagement arms 20, 21 is however optional because the bumper bars 5, 6 are held by form fit between the buffer body 14 and the rollers 37 of the engagement members 24.
  • the vessel 1 can still rotate about a transverse axis 27 (pitch) which is determined by the buffer body 16 (see figure 3 ).
  • the engagement arms 20, 21 lie above the transverse axis 27. If for example as a result of a wave, the vessel 1 rotates downward about the transverse axis 27, the engagement part 23 moves out in relation to the support part 22 of the engagement arms 20, 21.
  • the extent of movement of the engagement part 23 in relation to the support part 22 is for example no more than around 30 cm.
  • each receptacle On extension of the hydraulic cylinders in the engagement arms 20, 21, hydraulic fluid flows out of each receptacle into the hydraulic cylinders.
  • the moveable partition wall in each receptacle also moves to the outside i.e. the volume of the second chamber diminishes while the volume of the first chamber increases proportionally.
  • the engagement arms 20, 21 are held at a constant pressure. While the length of the engagement arms 20, 21 is varied by wave movements, the engagement arms 20, 21 can therefore be kept under continuous tension.
  • the engagement arms 20, 21 are placed under tension by a pushing force being exerted from the vessel 1 onto the bumper bars 5, 6 of the wind turbine 3.
  • the carrier frame 17 is for example guided in a displaceable manner on a chassis mounted on the deck 12 of the vessel 1 (not shown). If the buffer body 16 is attached to the carrier frame 17, the buffer body 16 is displaceable in relation to the hull 9 of the vessel 1 and the buffer body 16 and the engagement member 24 are then displaceable in relation to each other.
  • the buffer body 16 can be moved reciprocatingly in relation to the hull 9 by means of one or more hydraulic cylinders, whereby a pushing force can be exerted by the buffer body 16.
  • the buffer body 16 can then move against the bumper bars 5, 6.
  • the hydraulic cylinders can also be designed such that these cylinders contribute to the buffering effect of the buffer body 14.
  • FIGS 4a - 4f and figures 5a - 5f show various embodiments of bumper bars and engagement arms according to the invention.
  • the bow 10 of the vessel 1 comprises a nose body 50 which protrudes in relation to the buffer body 14.
  • the nose body 50 has a width which substantially corresponds to the horizontal distance between the bumper bars 5, 6.
  • the nose body 50 in the mooring state of the engagement arms 20, 21 is arranged between the bumper bars 5, 6.
  • the nose body 50 in this exemplary embodiment is however optional and can be omitted.
  • FIGS. 4a - 4f and figures 5a - 5f show a number of exemplary embodiments of bumper bars 5, 6 which comprise a substantially vertical rod 51 and a guide rail 52. This makes it possible to fit the guide tracks 40, 41 according to the invention easily to bumper bars of existing offshore wind turbines.
  • the two engagement arms 20, 21 in these exemplary embodiments can also each be rotatable about a vertical rotational axis (not shown).
  • the engagement arms 20, 21 can then swivel about the vertical axis between the release state and the mooring state.
  • the buffer body and the engagement arms can be mounted on the stern of the vessel. In this case the vessel approaches the stationary object in reverse.

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  • Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Environmental & Geological Engineering (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Wind Motors (AREA)

Claims (15)

  1. Système pour amarrer un vaisseau (1) contre un objet fixe (3), par exemple le mât d'une éolienne érigée dans l'eau, lequel système comprend un objet fixe (3) et un vaisseau (1),
    dans lequel l'objet fixe (3) est prévu avec :
    au moins une barre de pare-chocs sensiblement verticale (5, 6) qui est fixée à l'objet fixe (3) au moyen d'une extension,
    et dans lequel le vaisseau (1) est prévu avec :
    une coque (9),
    un moteur (14) pour propulser le vaisseau (1),
    un corps tampon (16) qui fait saillie par rapport à la coque (9),
    caractérisé en ce que :
    la barre de pare-chocs (5, 6) de l'objet fixe (3) est prévue avec une voie de guidage intérieure sensiblement verticale qui fait sensiblement face à l'objet fixe (3), et une voie de guidage extérieure sensiblement verticale, qui est orientée sensiblement à l'opposé de l'objet fixe (3) et le vaisseau (1) est prévu avec au moins un bras de mise en prise (20, 21) qui, au niveau d'une extrémité, est prévu avec un élément de mise en prise (24) et le bras de mise en prise (20, 21) peut être déplacé par rapport à la coque (9) entre un état d'amarrage dans lequel l'élément de mise en prise (24) se met en prise sur la voie de guidage intérieure de la barre de pare-chocs (5, 6) et est verticalement déplaçable le long de cette dernière, et un état de libération dans lequel l'élément de mise en prise (24) n'est pas en mise en prise avec la voie de guidage intérieure, et le corps tampon (16) à l'état d'amarrage du bras de mise en prise (5, 6) se met en prise sur la voie de guidage extérieure de la barre de pare-chocs (5, 6) et est verticalement déplaçable le long de cette dernière, et la voie de guidage intérieure fait saillie latéralement par rapport à une partie adjacente de l'extension de la barre de pare-chocs (5, 6) de sorte que l'élément de mise en prise (24) du bras de mise en prise (20, 21) à l'état d'amarrage peut être déplacé au-delà de l'extension suite au déplacement vertical le long de la voie de guidage intérieure de la barre de pare-chocs (5, 6).
  2. Système selon la revendication 1, dans lequel l'objet fixe (3) est prévu avec au moins deux barres de pare-chocs sensiblement verticales (5, 6) qui sont chacune prévues avec une voie de guidage intérieure sensiblement verticale s'étendant transversalement par rapport à l'extension de la barre de pare-chocs (5, 6) et sensiblement orientée vers l'objet fixe (3) et une voie de guidage extérieure sensiblement verticale sensiblement orientée à distance de l'objet fixe (3), et le vaisseau (1) est prévu avec au moins deux bras de mise en prise (20, 21) qui sont chacun prévus, au niveau d'une extrémité, avec un élément de mise en prise (24), et les bras de mise en prise (20, 21) sont chacun mobiles par rapport à la coque (9) entre un état d'amarrage dans lequel l'élément de mise en prise (24) du premier ou du second bras de mise en prise (20, 21) se met respectivement en prise sur la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement et est verticalement déplaçable le long de cette dernière et un état de libération dans lequel l'élément de mise en prise (24) du premier ou du second bras de mise en prise (20, 21) respectivement n'est pas en mise en prise avec la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement, et le corps tampon (16) à l'état d'amarrage des bras de mise en prise (20, 21) se met en prise sur la voie de guidage extérieure des barres de pare-chocs (5, 6) et est verticalement déplaçable le long de cette dernière, dans lequel la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement fait saillie latéralement par rapport à une partie adjacente de l'extension de la première et de la seconde barre de pare-chocs (5, 6) respectivement de sorte que l'élément de mise en prise (24) de chaque bras de mise en prise (20, 21) à l'état d'amarrage, suite au déplacement vertical le long de la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement, peut être déplacé au-delà de l'extension de la première ou seconde barre de pare-chocs (5, 6) respectivement.
  3. Système selon la revendication 1 ou 2, dans lequel l'extension est prévue avec au moins un support supérieur, un support inférieur qui est au-dessous du support supérieur, et/ou un support central qui est positionné entre le support supérieur et le support inférieur, et dans lequel l'élément de mise en prise (24) du ou de chaque bras de mise en prise (20, 21) à l'état d'amarrage, suite au déplacement vertical le long de la voie de guidage intérieure de la barre de pare-chocs ou des barres de pare-chocs (5, 6), peut être déplacé au-delà du support supérieur et/ou du support central et/ou du support inférieur de l'extension.
  4. Système selon l'une quelconque des revendications précédentes, dans lequel le ou chaque bras de mise en prise (20, 21) comprend une partie de support (22) et une partie de mise en prise (23), dans lequel la partie de support (22) est raccordée avec le vaisseau (1) et dans lequel la partie de mise en prise (23) est déplaçable dans la direction d'amarrage du vaisseau (1) par rapport à la partie de support (22) et dans lequel la partie de mise en prise (23) au niveau de l'extrémité orientée à l'opposé de la partie de support (22) est prévue avec l'élément de mise en prise (24).
  5. Système selon l'une quelconque des revendications précédentes, dans lequel le ou chaque bras de mise en prise (20, 21) et le corps tampon (16) sont mutuellement déplaçables et peuvent être entraînés de sorte que la ou chaque barre de pare-chocs (5, 6) peut être serrée entre l'élément de mise en prise (24) du ou de chaque bras de mise en prise (20, 21) et le corps tampon (16).
  6. Système selon l'une quelconque des revendications précédentes, dans lequel l'élément de mise en prise (24) du ou de chaque bras de mise en prise (20, 21) du vaisseau (1) est prévu avec au moins un rouleau qui est verticalement déplaçable le long de la voie de guidage intérieure de la ou de chaque barre de pare-chocs (5, 6).
  7. Système selon l'une quelconque des revendications précédentes, dans lequel le corps tampon (14) du vaisseau (1) est prévu avec au moins un rouleau qui est verticalement déplaçable le long de la voie de guidage extérieure de la ou de chaque barre de pare-chocs (5, 6).
  8. Système selon l'une quelconque des revendications 2 à 7, dans lequel le vaisseau (1) est prévu avec une voie de guidage sensiblement horizontale et dans lequel les bras de mise en prise (20, 21) sont chacun fixés de manière non rotative à un chariot qui est agencé de manière déplaçable le long de la voie de guidage horizontale, et dans lequel les bras de mise en prise (20, 21) à l'état de libération sont à une distance l'un de l'autre et dans lequel les bras de mise en prise (20, 21) se déplacent l'un vers l'autre suite au passage de l'état de libération à l'état d'amarrage et s'éloignent l'un de l'autre suite au passage de l'état d'amarrage à l'état de libération.
  9. Système selon l'une quelconque des revendications 3 à 8, dans lequel la ou chaque barre de pare-chocs (5, 6) est prévue avec une tige sensiblement verticale, qui comprend la voie de guidage intérieure, et dans lequel les supports de l'extension s'étendent sensiblement horizontalement, dans lequel chaque support est fixé avec une première extrémité à l'objet fixe et avec une seconde extrémité à la tige, laissant la voie de guidage intérieure de la tige, dégagée.
  10. Système selon l'une quelconque des revendications 3 à 9, dans lequel la ou chaque barre de pare-chocs (5, 6) est prévue avec une tige sensiblement verticale et un rail de guidage qui fait saillie latéralement par rapport à la tige, dans lequel le rail de guidage contient la voie de guidage intérieure, et dans lequel les supports de l'extension s'étendent sensiblement horizontalement, dans lequel chaque support est fixé avec une première extrémité à l'objet fixe et avec une seconde extrémité à la tige, laissant la voie de guidage intérieure du rail de guidage, dégagée.
  11. Système selon l'une quelconque des revendications 2 à 10, dans lequel les barres de pare-chocs sensiblement verticales (5, 6) sont montées à une distance horizontale l'une de l'autre, et dans lequel le vaisseau (1) est prévu avec un corps de nez qui fait saillie par rapport au corps tampon (16), et dans lequel le corps de nez a une largeur qui correspond sensiblement à la distance horizontale entre les barres de pare-chocs (5, 6) et dans lequel le corps de nez à l'état d'amarrage des bras de mise en prise (20, 21) est monté entre les barres de pare-chocs (5, 6).
  12. Système selon l'une quelconque des revendications précédentes, dans lequel l'élément de mise en prise du ou de chaque bras de mise en prise (20, 21) fait saillie latéralement par rapport à une partie adjacente du bras de mise en prise (20, 21).
  13. Procédé pour amarrer un vaisseau (1) contre un objet fixe (3), par exemple le mât d'une éolienne érigée dans l'eau,
    dans lequel l'objet fixe (3) est prévu avec :
    au moins une barre de pare-chocs sensiblement verticale (5, 6) qui est fixée à l'objet fixe (3) au moyen d'une extension, laquelle barre de pare-chocs (5, 6) est prévue avec une voie de guidage intérieure sensiblement verticale qui fait sensiblement face à l'objet fixe (3) et une voie de guidage extérieure sensiblement verticale qui est orientée sensiblement à l'opposé de l'objet fixe (3),
    et dans lequel le vaisseau (1) est prévu avec :
    une coque (9),
    un moteur (14) pour propulser le vaisseau (1),
    un corps tampon (16) qui fait saillie par rapport à la coque (9),
    au moins un bras de mise en prise (20, 21) qui est prévu, au niveau d'une extrémité, avec un élément de mise en prise (24) et le bras de mise en prise (20, 21) peut être déplacé par rapport à la coque (9) entre un état d'amarrage dans lequel l'élément de mise en prise (24) se met en prise sur la voie de guidage intérieure de la barre de pare-chocs (5, 6) et est verticalement déplaçable le long de cette dernière, et un état de libération dans lequel l'élément de mise en prise (24) n'est pas en mise en prise avec la voie de guidage intérieure, et le corps tampon (16) à l'état d'amarrage du bras de mise en prise (5, 6) se met en prise sur la voie de guidage extérieure de la barre de pare-chocs (5, 6) et est verticalement déplaçable le long de cette dernière, et la voie de guidage intérieure fait saillie latéralement par rapport à une partie adjacente de l'extension de la barre de pare-chocs (5, 6) de sorte que l'élément de mise en prise (24) du bras de mise en prise (20, 21) à l'état d'amarrage peut être déplacé au-delà de l'extension suite au déplacement vertical le long de la voie de guidage intérieure de la barre de pare-chocs (5, 6),
    et dans lequel le procédé comprend :
    la poussée du corps tampon (16) du vaisseau (1) contre la barre de pare-chocs (5, 6) de l'objet fixe (3) au moyen du moteur (14) alors que le bras de mise en prise (20, 21) est à l'état de libération, dans lequel le corps tampon (16) au moyen de la poussée se met en prise sur la voie de guidage extérieure de la barre de pare-chocs (5, 6) et est verticalement déplaçable le long de cette dernière,
    le mouvement consécutif du bras de mise en prise (20, 21) de l'état de libération à l'état d'amarrage.
  14. Procédé selon la revendication 13, dans lequel l'objet fixe (3) est prévu avec au moins deux barres de pare-chocs sensiblement verticales (5, 6) qui sont prévues avec une voie de guidage intérieure sensiblement verticale faisant saillie latéralement par rapport à l'extension de la barre de pare-chocs (5, 6) et faisant sensiblement face à l'objet fixe (3), et une voie de guidage extérieure sensiblement verticale orientée sensiblement à l'opposé de l'objet fixe (3), et le vaisseau (1) est prévu avec au moins deux bras de mise en prise (20, 21) qui sont montés au niveau d'une extrémité avec un élément de mise en prise (24) et les bras de mise en prise (20, 21) sont chacun mobiles par rapport à la coque (9) entre un état d'amarrage, dans lequel l'élément de mise en prise (24) du premier ou second bras de mise en prise (20, 21) se met respectivement en prise sur la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement et est verticalement déplaçable le long de cette dernière, et un état de libération dans lequel l'élément de mise en prise (24) du premier ou second bras de mise en prise (20, 21) respectivement n'est pas en mise en prise avec la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement et le corps tampon (16) à l'état d'amarrage des bras de mise en prise (5, 6) se met en prise sur la voie de guidage extérieure des barres de pare-chocs (5, 6) et est verticalement mobile le long de cette dernière, dans lequel la voie de guidage intérieure des première et seconde barres de pare-chocs (5, 6) respectivement fait saillie latéralement par rapport à une partie adjacente de l'extension des première et seconde barres de pare-chocs (5, 6) respectivement de sorte que l'élément de mise en prise (24) de chaque bras de mise en prise (20, 21) à l'état d'amarrage, suite au déplacement vertical le long de la voie de guidage intérieure de la première ou seconde barre de pare-chocs (5, 6) respectivement, peut être déplacé au-delà de l'extension de la première ou seconde barre de pare-chocs (5, 6) respectivement et dans lequel le corps tampon (16) du vaisseau (1) est poussé contre la barre de pare-chocs (5, 6) de l'objet fixe (3) au moyen du moteur (14) alors que chaque bras de mise en prise (20, 21) est à l'état de libération, et dans lequel les bras de mise en prise (20, 21) passent chacun de l'état de libération à l'état d'amarrage après que le corps tampon (16) du vaisseau (1) a été poussé contre la barre de pare-chocs (5, 6) de l'objet fixe (3) au moyen du moteur (14).
  15. Procédé selon la revendication 14, dans lequel le vaisseau (1) est prévu avec une voie de guidage sensiblement horizontale, et dans lequel les bras de mise en prise (20, 21) sont chacun montés de manière non rotative sur un chariot qui est monté de manière déplaçable le long de la voie de guidage horizontale, et dans lequel les bras de mise en prise (20, 21) à l'état de libération sont écartés l'un de l'autre et dans lequel les bras de mise en prise (20, 21) suite au passage de l'état de libération à l'état d'amarrage se rapprochent l'un de l'autre et ainsi manoeuvrent le vaisseau (1) dans une position par rapport aux barres de pare-chocs (5, 6) dans laquelle les barres de pare-chocs (5, 6) sont enfermées entre les bras de mise en prise (20, 21).
EP12166445.2A 2011-05-03 2012-05-02 Système et procédé pour amarrer un vaisseau flottant contre un objet fixe Not-in-force EP2520485B1 (fr)

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NL2006710A NL2006710C2 (nl) 2011-05-03 2011-05-03 Systeem en werkwijze voor het aanmeren van een drijvend vaartuig tegen een stationair object.

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EP3715239A1 (fr) 2019-03-25 2020-09-30 Offshore Windservice A/S Récipient doté d'une protection inclinable
EP3763616A1 (fr) * 2019-07-12 2021-01-13 Damen 40 B.V. Système de charge de batterie d'un navire entraîné électriquement
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EP3915866B1 (fr) 2020-05-27 2023-11-22 Offshore Windservice A/S Système de stabilisation d'un navire contre un objet fixe
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