EP2602177B1 - Ship with gantry crane - Google Patents

Description

The present invention relates to a ship, in particular a cargo ship, with a lifting device for loading and unloading the ship.

Ships, and in particular cargo ships, have traditionally played a key role in the international movement of goods of all relevant economies. Much of the world's freight traffic is still transacted by sea. The present invention relates to cargo ships in general, but in particular to those cargo ships used for the transport of heavy and general cargo. Especially this business unit in the shipping industry has grown disproportionately in the recent past. This is partly due to the fact that in the field of offshore wind energy use freighter ships are increasingly used to bring the plant parts to their site.

Known freighters are loaded and unloaded either by external cranes in the harbor or by crane ships on the water. Alternatively, known ships have their own ship cranes. These known ship cranes are usually arranged on the port and / or starboard side of the ship and serve to load and unload the ship to the respective side. However, due to the generally limited heel reserve or stability of ships in the transverse direction such charging measures are problem-free only up to a certain weight feasible. Stability is understood here to be the property of the ship to maintain an upright floating position. Stable behavior is understood when in response to a squeezed moment a re-erection of the hull takes place. In addition, stability-enhancing measures are necessary or unloading by ship's means is not possible. Especially when dealing with heavy or bulky goods, these systems are disadvantageous.

From the DE 26 24 839 A1 or the DE 10 2004 058 824 A1 For example, ships, in particular cargo ships are known, which have a lifting device for loading and unloading of the ship.

Against this background, the present invention seeks to provide a ship of the type described, which allows improved handling of heavy and / or bulky cargo.

The invention solves their underlying problem in a ship by the lifting device has a port side frame, a starboard side frame, at least one extending between the scaffolds and bugwärts and rearwardly movable first boom, which between a, preferably horizontal, first orientation transverse to Kiellinie of the ship and a to the first, preferably horizontal orientation inclined second orientation reciprocable and has a arranged on the first boom, starboard and port-side movable first crane. The invention makes use of the finding that the tipping or kenter stability of a ship in the direction of the keel line is many times greater in comparison with the stability transverse to the keel line. It is virtually impossible for most ships, especially cargo ships, to capsize the ship over the bow or stern. This makes use of the invention in that the lifting device is movable in all directions above the deck, but not due to the framework beyond the portside and starboard side. Preferably, the first boom is movable out of a horizontal "normal position" by an angle of up to 90 ° into a vertical "erecting position". This has the advantage that the overall height of the port side and starboard side scaffolding can be significantly reduced. The shipment of bulky goods on deck, the height of which exceeds the height of the scaffold, is thereby made possible.

According to the invention, the transfer or takeover of the cargo by the ship preferably takes place via the nose or tail region, the tail region being preferred. This results in the advantage that the center of gravity (COG) is displaced exclusively in the longitudinal direction of the ship, but not in the transverse direction. As a result, there is no increased kenter risk on the transept.

According to a preferred embodiment, the ship according to the invention is a transport ship and / or installation ship, also referred to as erector ship, for foundation structures of offshore wind turbines, in particular tripods.

The invention is advantageously further developed in that the lifting device has a second boom extending between the stands and movable in bow and stern direction, and a second crane arranged on the second arm and movable to starboard and port. By means of these two cranes, large and bulky goods can be attacked and raised at two points, thereby significantly improving the stability and safety of moving the cargo above the ship's deck. In addition, this does not hinder the use of additional trusses and / or spreaders, but is still possible.

In a preferred embodiment of the invention, the first and / or second boom is or are between a horizontal first orientation transverse to the keel line of the ship and a second orientation inclined to the horizontal first orientation transverse to the keel line, ie in the transverse direction of the ship horizontal, second orientation non-parallel to the transverse direction of the ship back and forth. Preferably, the first and / or second boom is or are movable out of the horizontal "normal position" by an angle of up to 90 °. This has the advantage that the overall height of the port side and starboard side scaffolding can be significantly reduced. The shipment of bulky goods on deck, the height of which exceeds the height of the scaffold, is thereby made possible. To move the boom (s) past such bulky cargo, the jibs are movable out of the horizontal first orientation transverse to the keel line for movement. The first boom is pivotable laterally according to a preferred alternative about a vertically oriented axis of rotation, whereby a deflection of the boom when moving over the side scaffolds projecting cargo pieces on the ship deck is possible, such as offshore foundations. At the same time the center of gravity of the ship is not further increased in a lateral pivoting of the boom. The boom is preferably equipped with a counterweight that balances the mass during pivoting and when moving the boom without an abutment. In addition, horizontal pivoting requires less effort to move the boom between its first orientation transverse to the keel line and its second orientation parallel to the keel line.

For the purposes of the invention, it is particularly preferred if the port side frame and the starboard side frame extend aft beyond the stern of the ship. In this way it is possible to carry cargo from the deck beyond the stern of the ship and then lower it behind the ship, for example to a platform located rearward of the ship or a loading area in the harbor, or more preferably in the case of structural elements of wind turbines to the ship Installation site into the water.

Preferably, a catwalk is arranged in the rear area of the ship. This catwalk is preferably formed on and ausbringbar. The catwalk at the rear allows safe access to the cargo at full deck loading at all times. Optionally, alternatively or additionally, a trailer lamp is provided in the rear area of the ship for this purpose.

In a further preferred embodiment, the ship has a first main trolley movably arranged on the port side or starboard side frame and a first support trolley movably arranged on the opposing truss, the first boom being pivotally mounted on the first main trolley and in first alignment with the first support trolley can be coupled. More preferably, the ship has a second main trolley movably arranged on the starboard or port side scaffold and a second support trolley movably arranged on the opposing scaffold, wherein the second boom is pivotally mounted on the second main trolley and can be coupled in its first orientation with the second support trolley. Particularly preferred are the main trolleys to which the respective boom is pivotally mounted, that is arranged opposite one another on the respective frame in order to simultaneously move the boom from the, preferably horizontal, first orientation transverse to the keel line in the second orientation to remain tilting moment neutral.

The function of the support trolley is in this case that serve as a support opposite to the respective main trolley for the respective boom such that the weight of the boom and, where appropriate, the suspended cargo suspended on the boom and introduced into the scaffold. In addition, the support trolley is adapted to carry out the movement of the opposite main trolley synchronously with.

In a further preferred embodiment of the ship according to the invention, the first and / or second main trolley each have or have a separate motor drive for moving the main trolley along the scaffold. Further preferably, the first and / or second support trolley each have a separate motor drive for moving the support trolley along the framework, which is synchronously operable with the motor drive of the respective opposite main trolley, preferably by means of an electronic control unit.

It is also preferred that the motor drive of the first and second main trolley are selectively operable synchronously or independently of each other, preferably by means of the electronic control unit or by means of its own electronic control unit. As a result, a simultaneous, synchronous operation of the first and second boom is possible, which is possible, for example, when transporting loads that require hanging on both crane systems, with reduced control effort for the operator.

According to a further preferred embodiment of the ship according to the invention, the first boom and / or the second boom is reciprocable, preferably controlled, by means of a secondary drive respectively provided on the first or second main trolley between the first orientation and the second orientation the electronic control unit or its own electronic control unit.

Further preferably, the first and / or second crane are respectively coupled by means of a boom trolley with the first and second arms and respectively by means of a lifting drive in height movable, wherein the first and / or two boom are each movable by means of a boom drive. Preferably, in each case the lifting drive and / or the boom drive can be controlled by means of the electronic control unit or a separate electronic control unit.

In order to enable a precise and well controllable operation, the drive of the main trolley, and / or the support trolley, and / or the boom trolley, and / or the secondary drive, and / or the lifting drive is respectively designed as an electric motor and for receiving Control signals from the electronic control unit (or in each case a separate electronic control unit) set up, wherein the electronic control unit (or control units) signal-conducting connected to a portable control unit or is integrated into this (or are). As a result, the operation of the entire lifting device with one or two arms is made possible by the central, portable control unit. The operating device is preferably set up for wireless communication with the drives or with the control unit (or the control units).

The utility of the ship with the inventively designed device is further improved by the fact that the ship has a plurality of hatch covers, each flush with the main deck of the ship. As a result, a storage of bulky Good is possible, which extends beyond the hatch on the main deck.

According to a preferred embodiment of the invention, the port side frame and the starboard side frame extend substantially along the entire length of the main deck. As a result, the first and / or second boom of the lifting device can approach substantially all points of the main deck and be used there for lifting or lowering of cargo.

According to an alternative embodiment, the port-side scaffold and the starboard-side scaffold extend along a portion of the main deck, preferably aft. The fact that the frameworks extend only in the sub-region of the main deck, which inevitably occurs in large ships torsion of the hull on the interaction of the port side and starboard side scaffolding significantly less influence, because the length of the scaffold considerably reduced is. Consequently, the scaffold formed according to this alternative can be realized with little design effort. There are less stiffening elements necessary.

According to a second aspect of the present invention this solves the underlying object by a ship with one or more trolleys, which are movable on trolley rails, which are provided on a main deck of the ship, in particular on a plurality of hatch covers, wherein the trolley or the respective receiving points to be attached to a ship crane. The trolleys ensure that the cargo jammed on these trolleys can be moved on the ship in such a way that a center of gravity position that is advantageous for ship stability is adjustable. In addition, the trolley or the simplify the loading process, because neither the ship, nor a possibly externally to the ship existing loading crane must be moved back and forth, but the cargo can be brought to a certain, always the same point on the ship, and from there can be moved by means of the trolley on the ship on deck.

In this case, the ship is preferably designed according to one of the preceding preferred embodiments described in relation to the first aspect of the invention. With regard to the advantages, reference is made to the above statements.

According to the first and / or second aspect, the ship according to the invention preferably has a first winch in the lifting region of the ship and a second winch in the stern region of the ship, wherein the winches can be connected to the rolling cart (s). Adjacent trolleys are preferably each connectable by means of bridge members or stiffening elements, so that by means of winch operation optionally one or more trolleys can be moved simultaneously.

The one or more trolleys preferably each have latching means, in particular bolts, which can be brought into engagement with corresponding recesses in the hatch covers, the side wall and / or the main deck of the ship. Hereby, the trolley (s) can be fixed to their respective position while the ship is sailing. The locking means are preferably hydraulically, pneumatically or electromagnetically actuated and can be brought from a release position into the blocking position (and back again).

According to a further advantageous embodiment of the invention according to the first and / or second aspect, the ship has a arranged in the rear of the ship, preferably closable, separate to a main cargo space loading space below deck for the trolley or on. Thus, the number of available on deck trolleys is variable at any time by unneeded trolleys are spent in the space provided for this purpose or brought from the hold on deck.

Figur 1

eine Darstellung des erfindungsgemäßen Schiffs gemäß einem ersten Ausführungsbeispiel,

Figur 2

eine Darstellung des erfindungsgemäßen Schiffs gemäß einem zweiten Ausführungsbeispiel,

Figur 3

die Hubvorrichtung des erfindungsgemäßen Schiffs in einer ersten Ausrichtung,

Figur 4

die Hubvorrichtung aus Figur 3 in einer zweiten Ausrichtung, und

Figur 5

eine Darstellung eines Teils des Schiffs gemäß Fig. 2 mit einem weiteren erfindungsgemäßen Ausführungsbeispiel ihrer Hubvorrichtung.

The invention will be described in more detail below with reference to preferred embodiments and with reference to the accompanying figures. Show here

FIG. 1

a representation of the ship according to the invention according to a first embodiment,

FIG. 2

a representation of the ship according to the invention according to a second embodiment,

FIG. 3

the lifting device of the ship according to the invention in a first orientation,

FIG. 4

the lifting device FIG. 3 in a second orientation, and

FIG. 5

an illustration of a part of the ship according to Fig. 2 with a further embodiment according to the invention of its lifting device.

In FIG. 1 a ship 1 according to a first embodiment of the invention is shown. The ship 1 has a hull 3. In addition, the ship has a main deck 5, also referred to as a weather deck. In a bow area 7 of the ship 1, a deckhouse 9 is arranged. The arrangement of the deckhouse 9 in the bow area 7 of the ship facilitates the view from the bridge and makes it possible to load cargo that significantly exceeds the height of the deckhouse. Above the deckhouse 9 a helipad 12 is arranged.

This in FIG. 1 shown ship 1 has a lifting device 10. This comprises a port side frame 11 and a starboard side frame 13, which are connected by means of several buttresses with the ship structure. According to the first embodiment, the port side stand 11 and the starboard side stand 13 extend substantially along the entire main deck 5. Between the port side and starboard side stand 11, 13, a first boom 19 and a second boom 21 extend. Both of the boom 19, 21 are each by means of a main trolley and a support trolley (see FIGS. 3, 4 ) Connected to the port side and starboard side frame 11, 13 of the lifting device 10 and bug- and moved backward. In addition, the boom 19, 21 from the in FIG. 1 shown horizontal first orientation in an inclined second orientation deflected (see FIGS. 3, 4 ).

On the hull 3 are arranged on the outside of the hull arranged receptacles 29, two in the bow area 7 and four in the stern portion 23 of the ship 1. In these shots 29 each support pillars are provided so-called jack-ups, which lowered to stabilize the ship to the seabed and can be locked.

The main deck 5 of the ship 1 also has a plurality of hatch covers 25. The hatch covers go over flush into the surface of the main deck 5.

FIG. 2 shows a ship 101 according to the invention according to a second embodiment. The ship 101 is similar in many aspects to the ship 1 of the first embodiment ( FIG. 1 ). Identical features are provided with identical reference numerals, therefore, with respect to these features also to the previous versions FIG. 1 reference is made.

The ship 101 according to the second embodiment has a lifting device 110. The lifting device 110 has a port side frame 111 and a starboard side frame 113. The port side and starboard side frame 111, 113 extend in contrast to the in FIG. 1 ship not along the entire length of the area of the main deck 5, but only aft. On the port side and starboard side frame 111, 113 of the lifting device 110, in turn, the first and second boom 19, 21 are arranged by means of main and support trolleys. Regarding the details will be on the FIGS. 1 as well as 3 and 4 directed. The ship 101 has as well as ship 1 a total of 6 buttresses 27 and jack-ups. These are arranged in receptacles 129, which, however, according to the embodiment of FIG. 2 not attached outside on the ship's side but integrated into the ship's structure. Below deck a main cargo space is provided, which is closed by means of several hatch cover 125. The hatch covers 125 have port side rails 31 and starboard side rails 33 which extend rearward of the hatch covers 125 as extensions 31 a, 33 a on the main deck 5, and also on the hatch cover 34 of a separate cargo space. The rails are adapted to receive a plurality of trolleys, which are movable by means of (not shown) winds along the rails 31, 33, 31a, 33a. The trolleys are housed in the closed by hatch cover 34 separate hold and can be moved by means of the lifting device 110 on deck.

The Figures 3 and 4 illustrate the operation of the lifting device according to the first or second embodiment of the invention. First is in FIG. 3 represented the position of the lifting device in a first, horizontal orientation. The boom 19, 21 extends between the port side frame 11, 111 and the starboard side frame 13, 113. The boom 19, 21 is pivotally mounted on a main trolley 35 and lies on the opposite side of her on a support trolley 37. On the boom 19, 21 a boom trolley 39 is arranged, which is designed for moving the crane 15, 17 starboard and port forward. The boom 19, 21 is by means of a (not shown) drive from the in FIG. 3 shown movable first, for example, in an in FIG. 4 shown second alignment. The main trolley 35 and support trolley 37 are preferably driven synchronously to move the boom 19, 21 bow- or rearward.

As in FIG. 4 can be seen, the boom 19, 21 at its distal to the connection with the main trolley 35 a latching portion 41 which is designed to engage with a corresponding portion 43 of the support trolley 37. According to the in FIG. 4 In the state shown, it is possible to move the lifting device in the shown second orientation past those objects which are arranged on the deck of the ship and extend beyond the height of the framework 11, 111, 13, 113. For this purpose, the main trolley 35 and the support trolley 37 in boom 2 located in the second alignment 19, 21 moved synchronously bow or rearward.

FIG. 5 shows the ship 101 according to the invention, which is preferably used as a transport or erector ship for foundation structures of offshore wind turbines, with its along a portion of the main deck 5, preferably aft, extending lifting device 110 and its port side and starboard side extending scaffolds 111 and 113th On the port side and starboard side frame 111, 113, a first and a second boom 119, 121 are arranged, which are with the help of main and support trolleys 135,137 bowward and rearward movable. In this embodiment of the invention, the outriggers 119, 121 are received in the area of the starboard side frame via a vertically oriented pivot axis 141 and adapted to be between a first, horizontal orientation transverse to the keel line of the ship and a horizontal, second orientation parallel to the keel line of the ship and to be moved. The vertical axis of rotation 141 is in each case arranged on the main trolleys 135 of the two arms 119, 121. The cantilevers protrude beyond the starboard side stand 113 by a predetermined amount, with counterweights 123 being arranged on the projecting portion of the cantilevers 119, 121, with which the mass of the cantilever can be compensated during pivoting and without an abutment. Each boom 119, 121 has a jib trolley 139, which is designed in each case for moving the crane 15, 17 starboard and port forward.

Claims (14)

1. A ship (1, 101), in particular a cargo ship, having
   a lifting device (10, 110) for loading and unloading the ship (1, 101),
   wherein the lifting device (10, 110) has a port-side framework (11, 111), a starboard-side framework (13, 113), a first arm (19), extending between the frameworks and movable towards the bow and towards the stern, and a first crane (15), arranged on the first arm (19) and movable starboardwards and portwards,
   characterized in that the first arm (19) is movable to and fro between a first orientation transverse to the keel line of the ship (1, 101) and a second orientation at an incline to the first orientation.
2. A ship (1, 101) according to claim 1,
   wherein the lifting device (10, 110) has a second arm (21, 121), extending between the frameworks and movable in the bow and stern direction, and a second crane (17), arranged at the second arm (21, 121) and movable starboardwards and portwards.
3. A ship (1, 101) according to claim 1 or 2,
   wherein the first and/or second arm (21, 121) is/are movable to and fro between a horizontal, first orientation transverse to the keel line of the ship (1, 101) and a second orientation at an incline to the horizontal orientation and transverse to the keel line of the ship or a second orientation horizontal and non-parallel to the transverse direction.
4. A ship (1, 101) according to claim 3, having
   a first main trolley (35, 135) movably arranged on the port-side or starboard-side framework (11, 13, 111, 113) and having a first support trolley (37, 137) movably arranged on the opposite framework, wherein the first arm (19, 119) is pivotably mounted on the first main trolley (35, 135) and in the first orientation can be coupled with the first support trolley (37, 137).
5. A ship (1, 101) according to claim 3 or 4, having
   a second main trolley (35, 135) movably arranged on the starboard-side or port-side framework (11, 13, 111, 113) and having a second support trolley (37, 137) movably arranged on the opposite framework, wherein the second arm (21, 121) is pivotably mounted on the second main trolley (35, 135) and in its first orientation can be coupled with the second support trolley (37, 137).
6. A ship (1, 101) according to any one of the preceding claims, wherein the first and/or second main trolley (35, 135) in each case has/have a separate motor drive to move the main trolley (35, 135) along the framework (11, 13, 111, 113).
7. A ship (1, 101) according to anyone of the preceding claims, wherein the first and/or second support trolley in each case has/have a separate motor drive to move the support trolley (37, 137) along the framework, which drive can be operated synchronously with the motor drive of the respective opposite main trolley (35, 135), preferably by means of an electronic control unit.
8. A ship (1, 101) according to any one of the preceding claims, wherein the first arm (19, 119) and/or the second arm (21, 121) is/are movable to and fro between the first orientation and the second orientation by means of a secondary drive provided in each case on the first or second main trolley (35, 135), preferably controlled by means of the electronic control unit.
9. A ship (1, 101) according to any one of the preceding claims, wherein the first and/or second crane is/are coupled with the first or second arm (19, 21, 119,121) as the case may be by means of an arm trolley (39, 139) and in each case is/are movable in height by means of a lifting drive, wherein the first and/or second arm (19, 21) is/are each movable by means of an arm drive.
10. A ship (1, 101) according to any one of claims 6 to 10, wherein the drive of the main trolley (35, 135) and/or the support trolley (37, 137) and/or the arm trolley (39, 139), and/or the secondary drive and/or the lifting drive are each in the form of an electric motor and are set up to receive control signals from the electronic control unit, and wherein the electronic control unit is connectable to a portable operating unit in a signal-conveying manner or is integrated therein.
11. A ship (1, 101) according to any one of the preceding claims, having a plurality of hatch covers (25, 125) which each finish flush with a main deck (5) of the ship (1, 101).
12. A ship (1, 101) according to any one of claims 1 to 11, wherein the port-side framework (11, 111) and the starboard-side framework (13, 113) extend along a partial region of the main deck (5), preferably aft.
13. A ship (1, 101), in particular according to any one of the preceding claims, having one or a plurality of wheeled wagons, movable on wheeled-wagon rails, which are provided on a main deck (5) of the ship (1, 101), in particular on a plurality of hatch covers (125), wherein the wheeled wagon(s) each has/have receiving points for hanging on a ship crane (15, 17).
14. A ship (1, 101) according to claim 13, having a first winch in the bow region (7) of the ship (1, 101) and a second winch in the stern region (23) of the ship (1, 101), wherein the winches are connectable to the wheeled wagon(s).

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