FI81061B - Method for motorized, floating dwelling and arrangement for accomplishing this - Google Patents

Description

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Method for motorized, floating accommodation and equipment for its implementation Förfarande för motoriserad, flytande bostad och anordning med vilket det förverkligas

The invention relates to a method and apparatus for a floating living space. The second part of the apparatus according to the invention is a caravan or similar other accommodation element with wheels, which is known per se, and the second part is a double-hulled vessel, also known per se, which is suitably interoperable with the above-mentioned accommodation spaces. In the method, caravans can be loaded onto a ship from the shore or from a pier without fixed shore loading structures.

Double- and multi-hull houseboats are already known, which are commonly used e.g. the so-called. as a floating summer villa. In these, the living area is integral to the ship. Also known are caravan-driven caravans with various floats and the like, which, thanks to said floating parts, enable amphibious use. Such caravans running on land and water have been presented e.g. FI patent application 834099, US patent publications 3,673,622, 3,860,982 and 3,877,094 and 1,555,792 as well as DE patent publication 2238786.

DE patent publication 2119905 discloses my outboard, which can be equipped with an outboard motor, which acts as a water transport means for a caravan.

The known solutions for enabling caravans to navigate on water have primarily been intended to offer the owner of a caravan or living space the opportunity to utilize the device he controls also on water. The amphibious solutions presented above have their own use, mainly in utilization related to, for example, the forest industry, etc., although in the last twenty years, the above-mentioned much better techno-economic solutions have been found. For private households, e.g. caravan farms, the said pontoons accompanying the caravans are an essential financial burden at the procurement stage, containers causing significant additional costs in transport and impractical in use, e.g. due to the small free space they allow. Furthermore, taking into account the constantly increasing size and thus the weight of caravans, as well as national and international road traffic regulations and ordinances, it can be stated that accessory pontoons are somewhat impossible to equip a caravan. The well-known principle combination of a conventional caravan and a stern- or inboard-powered vessel is a substantially more successful but, in practice, poorly functioning solution than the amphibious technique described above. Like boats in general, known caravan-boat combinations are solved by symmetrical structures and generally by an outboard propulsion device. Due to the above, the provision of sufficient free deck space has resulted in a disproportionately wide area structure and thus a ship disproportionately expensive for the intended use. With the known outboard motor equipment and the corresponding single-propeller equipment, it is expedient to be able to move only in well-protected water areas: rivers, canals and small inland lakes, where there are no need to place great demands on maneuvering. However, ports, windy waters and operated waterways place such demands on a ship with large wind surfaces and a slow one that they cannot be solved safely and technically and economically optimally with the implemented structures.

Among other things, two outboard engines placed on a catamaran are not a good solution because their active co-operation, with the exception of heading and thrust, is problematic; for example, without unreasonably expensive accessories, simultaneous traction of one motor by one person and thrust of the other under controlled control is almost impossible.

In addition, the known devices require the loading and unloading of the caravan from the ship, which requires special, complex accessories and berth structures, which substantially increase the costs.

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The above-mentioned drawbacks have led to caravans not being available for transport, let alone in the tourism industry; which, on the other hand, is looking for new usable forms of service for tourists.

The method and apparatus according to the invention provide a decisive improvement in the above drawbacks.

To achieve this, the method according to the invention is characterized by what is stated in the characterizing part of claim 1. The ship according to the invention, on the other hand, is characterized by the characterizing part of claim 7.

The most important advantage of the method according to the invention is that a reliable and serious subframe with controlled production costs and even inexperienced hands and a controlled loading, unloading and handling by its caravan or the like are implemented as a chassis for a caravan known per se. Adequate and appropriate deck space has been implemented by taking into account the geometry and travel arrangements of the caravan. The solution of the functional deck space according to the invention has affected the substantial advantage of the ship's production costs compared to known ships. The method according to the invention creates a precondition for its own, e.g. through rental activities, the exploitation of caravans in waterborne transport and enabling their loading and unloading on waterfront beaches without substantial investment in shore structures. The invention enables the development of a new tourist service and thus improves the livelihoods of even small tourism operators along water bodies. It should also be noted that the method according to the invention alleviates the pressure in the summer housing construction of waterfront shores and the archipelago and, on the other hand, makes it possible to meaningfully spread the caravan-ideology from dusty roadside areas to a fresh water environment.

In the following, the invention will be explained in detail with reference to the accompanying drawing, the details of which, however, are in no way narrowly limited.

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Fig. 1 shows a chassis and a caravan belonging to the method according to the invention seen from the side. Fig. 2 shows the same as Fig. 1 but seen from the front. Fig. 3 shows the same as Fig. 1 but seen from the rear.

Figure 5 shows a stern of a vessel belonging to its method according to the invention

Figure 6 shows a method according to the invention in a loading situation

Figure 7 shows a support leg belonging to the method according to the invention

In Fig. 1, on top of the double-hulled vessel 1, a caravan 2 is attached to its position by means known per se. The desired horizontal position of the caravan 2 with respect to the cover 5 is realized by adjusting the height of the standing wheel 3 and the support leg 4. Said aids for fastening the deck 5 of the ship 1 of the caravan 2 are not shown in the figures. In addition, rolling barriers not known per se, not shown in the figures, can be placed against the wheels 6. The dimension of the ship 1 is chosen so that the generally used caravan 2 with its drawbars 7 remains inside it. The vessel 1 is provided with a railing 8, which is a detachable structure at the stern of the vessel 1. Figure 2 shows the asymmetrical position of the caravan 2 according to the invention on the deck of the ship 1, which enables the largest possible free free deck space on the smallest possible deck base. The doorless side of the caravan 2 is placed not closed but substantially close to the plane of the side of the ship 1. The door 9 of the caravan 2 opens on the deck 5 of the ship 1 into the living space, i.e. on the left side of the ship 1, when the caravan 2 is placed on the ship 1 so that the drawbar 7 is at the stern end. This is the case with all caravans used in the system according to the invention, which are intended for use in countries with right-hand traffic.

In many break wagons and other similar wagons used by industrial maintenance, etc., the door is located behind the wagon. By placing the door 9, it has been desired to secure, for example, the passage of a wagon parked on the side of the road so that it does not occur in front of road traffic. In the case of a stern door, the door shall be located at the bow of the ship and the mutual dimensions of the ship and the wagon shall be selected so that the door can be opened to the bow deck. The drawbar 7 is always located at the stern, because the carriage 2 is pushed from it into the ship 1.

According to the method according to the invention, the vessel 1 can also be loaded and unloaded so-called through or only from the bow. These alternatives are feasible with the technique described above and below, e.g. by providing the bow part of the vessel 1 with a detachable handrail corresponding to the stern, ramp and outrigger connections.

Figures 1, 2 and 3 show propellers 10 in two pieces, which are known per se placed inside the protective tubes 11 supported by the supports 12. The ends of the protective pipes 11 can be grate-protected, which protection prevents e.g. keeping the limbs of persons in the water within reach of the propellers 10. The supports 12 are welded in a known manner to the inner surfaces of the hulls 13 of the vessel 1 in the positions indicated in the figures and their position is expediently chosen so as to ensure unobstructed operation of the propellers 10 in the water under different loading situations of the vessel 1.

At the stern of the vessel 1 there is an appropriate support 14 of a structure known per se, to which e.g. in the event of a machine damage, an outboard motor 15 stored on board the ship 1 may be attached as an auxiliary machine.

Fig. 4 shows the following: ballast tanks of an appropriate number. The ballast tank is most preferably located right at the bow. The stern hull 13 of the ship 1 contains suitable ballast tanks as well as dry tanks for storage spaces, e.g. just behind the outboard from the free deck space 15. The arrangement of engines, equipment and fluid tanks described above shall in each case compensate for the inclination caused by the caravan 2 or similar asymmetrical 6 81061-meter position; any additional stabilization required is performed by means of the ballast tanks contained in the frames 13.

The internal combustion engine 16 is preferably less than 20 hp and drives a hydraulic pump 17 from which pressurized oil is supplied via hydraulic control systems known per se to hydraulic motors on the shafts of the propeller 10 and known to be mounted inside the protective tubes 11 and rotating the propellers 10 in selected directions. The controllers can be used to select the direction and speed of rotation per propeller independently of the other propeller.

The control of the vessel 1 takes place by adjusting the relative speed and direction of rotation of the propellers 10 with the controls of the hydraulic system, with the valves as desired. This adjustment can also be realized by utilizing a technique known per se, so that the valves are electrically controlled by means of an electric force from the unit 18 and an electric remote control known per se, which control can be brought into the interior of the caravan 2. In bad weather and otherwise if desired, the ship 1 can be steered through the stern window 19 of the caravan 2. Of course, the vessel 1 can, if desired, be provided with known rudders located in the propeller stream.

The vessel 1 shown in Figures 1, 2 and 3 is provided with passage lights 20 according to the requirements, which are independent of the caravan 2 to be placed on the vessel and which receive the necessary electrical current, e.g. from the unit 18. The vessel 1 is otherwise provided with legal and appropriate equipment and aids such as: oars, anchor, hen-rescue equipment, etc. These are not shown in the figures. Figure 5 shows a second vessel 1 ', which is also double-hulled and on which the living space 2' is placed on the vessel 1 'asymmetrically as described above. Unlike before, the hulls of the ship 1 'are of different sizes; the right frame 13 'below the living space 2' is substantially more load-bearing than the left frame 13'1. With this hull selection, it is possible to compensate for the tilt caused by asymmetrical loading and to implement, for example, in ships intended for caravans of less than 1 tonne, a more spacious engine room and similar facilities. The use of the body 13 '' is more in the nature of an additional stabilizing float.

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Figure 6 shows the loading of the vessel 1 "from the shore 21 by the method according to the invention. Both hulls of the vessel 1" according to the invention are provided with support legs 22 releasably attached to the desired height of the shore 21 relative to the hulls and temporarily locked in position. The rear part of the handrail 8 "has been removed and the rear end of the cover 5" is connected to the shore 21 by two ramps 24, e.g. made of a U-profile strip, according to Fig. 6. The distance between the ramps 24 is selected on the basis of the track spacing of the caravan 2 ". The ramps 24 are known per se secured by the cover 5". The caravan 2 "is pushed from the drawbar 7" either by a motor vehicle or otherwise known per se on the deck 5 "and secured in position as previously described. The rear rail 8" is put in place, the support legs 22 are removed and stored on the deck 5 "e.g. under the caravan 2". As previously described, the vessel 1 "is stabilized by means of ballast tanks utilizing water and either a hand pump known per se or the vessel 1 "'s own power source and motor pump, which may also be fixed in the vessel 1". The unloading of vessel 1 "is reversed. The use of outriggers 22 prevents longitudinal interfering trim of the vessel in loading and unloading situations.

Figure 7 shows in more detail the attachment of the support leg 22. The arm 29 of the support leg 22 is, for example, an aluminum percussion tube. The length depends on the desired operating beaches, but preferably not more than 3-4 meters. The arm 29 is detachably attached at its lower end, e.g. by a bolt-nut connection 30, 31 to a sleeve 33 forming part of the abutment plate 32. At the upper end of the arm 29 there is a loop 26 attached to the rope 27. When the arm 29 is placed between the lugs 23 against the body 23 through the holes 34 at the upper and lower ends and near the outer edge, pins 25 are inserted, which are known per se to be temporarily locked in place.

The position of the pins 25 is selected so that the arm 29 can be moved in the vertical direction. The arm 29 is pressed by hand or otherwise so that the abutment plate, which is an extension of the arm 29, corresponds to the bottom. The rope 27 is then attached to a loop 28 as part of the lug 23. The joints of the support legs 22 β 81061 and the vessel 1 described above prevent the stern from sinking in loading and unloading situations.

With the help of ropes 27 and loops 28, the vessel 1 can also be loaded from the berth. A tensioned rope as described above is attached to the berth above platform 1 during loading. In cases where the platform is lower than the deck 5, the support legs 22 described above are used as an aid.

In addition to the projections described above, the lugs 23 or the corresponding supports can also be realized as a recess built into the inside or on the sides of the body 13, or the so-called as an angle brace, as the situation in Figure 4; in addition, the loop 28 can be replaced by a fixed attachment point for the cover 5.

The loading of the ship 1 can also advantageously take place on soft sandy beaches, so that the ship is driven aft above the shore so far that the sterns of the hulls 13 correspond to the bottom.

This station supports the loading and unloading situation like the outriggers 22.

The structural material of the ship 1 is preferably aluminum suitable for shipbuilding. The bodies 13 can preferably be made of tubes or at least one end-shaped rectangular tube suitably connected to each other by a cover 5. The lid 5 preferably consists of transverse stiffeners covered with so-called with a fur plate or other roughened disc cover.

The ramp 24, which is preferably in two pieces, is made of, for example, an aluminum plate in a U-shape and is suitably further stiffened. The length of the ramp 24 is preferably at most 2-4 meters.

As described above, the method according to the invention has implemented a vessel which is inexpensive to manufacture and compatible with conventional caravans, the loading and unloading of which can take place safely in a wide variety of conditions without special and expensive loading systems and equipment. All the parts used in the method are so light that it is possible to handle them with the help of one person, taking into account occupational health aspects. No special beach or pier structures are required.

The method according to the invention creates a completely new opportunity for additional income for tourism operators adjacent to water bodies. On the other hand, both domestic and foreign caravans will have the opportunity to go on water rides and cottages in a familiar environment.

Outside the tourist season, vessels may assist in municipal and industrial activities in maintenance, upkeep or other tasks belonging to or closely related to water bodies; mm. water liming, etc.

Otherwise, it should be noted that the invention has been described above with reference to only a few preferred embodiments thereof. However, it is not intended to limit the invention to these examples only, but many modifications are possible within the scope of the inventive idea defined by the following claims.

Claims (2)

1. A method of loading a caravan (2 ', 2') or other wheeled room element onto a motorized vessel, the caravan or room element being arranged on the deck (5 ', 5' ·) of the double hull vessel (floating) ( 1 ', 1 *'), 1 of which one hull (1 * ·) of a ship has an engine (16) with transmission (17) and preferably also the main part of utility liquid and ballast tanks are located, and which ship is fitted with and per se known tools and equipment in connection with the boating port and with a propulsion device (10) in each hull, characterized in that in the pile loading stage the vessel (1 ·, 1 '') is supported on 1 and known per se towards the bottom (21) or the equivalent. by removable support legs (22) that accompany the vessel and which abut in the hulls (13 ', 13' '), one of which is substantially load-bearing, ends of structural parts (23), and in which supported position the wheeled caravan (2 ', 2' ') or the like, is moved on the ship from the ship along chassis ramps (24) or the like and loaded onto the ship deck in a substantially asymmetrical position on the side of the hull which is more portable. Method according to claim 1, characterized in that the support legs (22 *) used to support the vessel (1) to the bottom during loading and unloading are connected to the hull (13) in such a way that the external dimensions of the vessel do not grow as a result thereof.