JP2005205962A - Grounding/ungrounding building berth for vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a grounding/ungrounding building berth for a vessel capable of constraining a hull by easily guiding the hull to the center between traveling carriages without requiring a work on the sea and reducing concentrated load of a contact part with a building berth. <P>SOLUTION: Two pairs of traveling carriages 4 travel on a pair of parallel loci extending from underwater to the land. Arms 7 are rotated toward the center between the traveling carriages 4 from at least one left and right pair of traveling carriages 4. Grip bars 9 are supported at a distal end of each of the arms 7 to be inclinable to the arms 7. The grip bars 9 are energized backward by an elastic member 8. A pair of tag ropes 12 are connected by holding the front and rear grip bars 9 with a fixed mutual interval, and each of the left and right grip bars 9 is towed toward the land to be mutually opposed. As a result, the grip bars 9 are rotated toward the front and the hull 1 is towed by holding a keel 2 of the hull 1 by two pairs of left and right grip bars 9. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a ship upper and lower stern for overhanging a ship on the sea, towing the ship to land, and to lower the ship after working on land on the sea.

  The top and bottom of a ship is one of the most dangerous tasks in a shipyard, and fixing a floating hull to an appropriate position on a gantry is a tough task even at the time of dredging. It is easily affected by wind, waves, seawater flow, etc. on the sea, and if these conditions overlap, the vertical work becomes even more difficult. In addition, the hull is more than expected due to a relative position shift between the stern and the hull, a difference in inclination between the stern and the bottom of the ship, or a change in the contact position between the stern and the hull due to a change in the ground inclination. Concentrated load was added to this, which caused the dent and breakage of the hull.

  There is a pole-shaped mark called bonden on the stern, but it is impossible to confirm the position in the water except by diving. Large ships are usually maintained in a facility called a dry dock. However, in the case of small ships, especially for ships of 100 tons or less, the hull is usually placed on a pulling platform that runs on wheels and wires are used. By pulling the stern, the stern is caused to travel on a rail or on the ground, and the hull is lifted from the sea to the land (for example, Patent Documents 1 and 2).

  2. Description of the Related Art Conventionally, there are two types of methods for lifting the above-mentioned ship on a lifting stand, that is, an abdomen type stand and a keel type stand. FIG. 15 (a) is a schematic plan view showing an abdomen type pedestal 39a in which four contact points between the traveling carriage 40 and the ship 41 are on the bottom of the ship, and FIG. 15 (b) is also a schematic side view thereof. FIG. FIG. 16A shows a keel type pedestal in which the traveling carriage 40 contacts the entire bottom of the ship 41 at two points, and the rear part of the ship 41 supports the keel 42 provided on the bottom of the ship by the keel traveling carriage 43 at one point. FIG. 16B is a schematic side view showing a schematic plan view showing 39b. Thus, the stern 39a contacts the ship bottom at four locations to support the ship 41, and the stern 39b contacts the ship bottom at three locations to support the ship 41.

  Next, a method for raising a ship using such a stern will be described. First, the frame is adjusted on the basis of the upper chart, which is a detailed view of the ship's bottom angle and contact position, etc., and the frame is lowered into the sea. Next, since a reference line of depth is provided in Bonden, which is a pole-shaped mark provided on the stern, the stern is lowered to that depth. Then, the ship is moved to the vicinity of the center of the stern, and as shown in FIG. 17, the rope 44 is passed from the four sides of the ship by a small ship 45, and the rope 44 is extended to the land and fixed to the land, or fixed in the sea. The rope 44 is stretched in four directions around the ship, for example, tied to an anchor, and the tension of the rope 44 is adjusted to move the ship 41 to the center of the four traveling carriages.

JP-A-10-001093 JP-A-01-262284

  However, even if the rope 44 is stretched over the ship 41 and the ship 41 is fixed to the center of the pedestals 39a and 39, the center position in the left-right direction of the pedestals 39a and 39b can be recognized from the rails of the running trolleys, but the traveling trolley The traveling direction of the vehicle, that is, the position of the traveling carriage in the front-rear direction is usually unknown. Therefore, the position of the pedestal with respect to the ship is adjusted for the time being, depending on the operator's feeling, but if the adjustment of the longitudinal position between the pedestal and the ship is bad, the rope is loosened at the same time as the ship is lifted, and the ship is also moved forward. Need to be moved to. For this reason, considerable manpower and time are required to determine the front-rear position and the left-right position of the gantry and the ship. In addition, because it is easily affected by a slight wave, wind or seawater flow, if these adverse conditions increase even a little, more manpower and time will be consumed. A ship may also be needed.

  The stern itself is a fixed base, and is usually made at an angle that matches the average bottom inclination of the ship according to the capacity of each stern. However, as described above, in order to fix the ship at an appropriate position of the gantry, the ability based on considerable experience is required, and in fact, a certain amount of contact position (support position of the ship by the pedestal) shifts. The ship is standing on the stern. Further, as the hull becomes smaller, the flat part of the bottom of the ship decreases, and the angle of the ground contact surface with the stern changes with a slight difference in the front and rear positions, so that the deviation of the inclination between the sill and the stern increases.

  In Hokkaido, Hokkaido, Hokkaido, and Hokkaido, where it is necessary to avoid drift ice, etc., most of the vessels are built up in winter and overwinter on land. Yes. In this waiting place, the shape of the ground is steep at the bottom of the seaside at the seaside, is gently inclined at the part that goes out of the seawater to the land, and is flat at the land part.

  As shown in FIG. 19, when the ground inclination is constant, the area and the area where the ship bottom comes in contact with the traveling carriage do not change.

  However, as shown in FIG. 20, at the initial stage when the ship is lifted by the traveling carriage, only the front end portion of the front carriage comes into contact, and the load is concentrated at one point. Thereafter, only the front end of the rear carriage contacts the rear end of the front carriage at the curved portion. After that, when it becomes a gently curved portion, both the rear carriage and the front carriage come into contact in a wide range near the center. However, when the flat portion is formed, only the rear end of the rear carriage opposite to the curved portion and the front end of the front carriage come into contact with each other, and the entire weight of the ship is supported in a very narrow range.

  Thus, even if the angle between the ship bottom and the stern is the same at the beginning of the overhead, if the ground angle changes, the load application position will move before and after the stern. This is one cause.

  The present invention has been made in view of such problems, and does not require any work at sea, and can easily guide and restrain the hull to the center between the traveling carriages, and concentrate the contact portion with the stern. An object is to provide a marine vessel platform that can reduce the load.

  The marine vessel platform according to the present invention includes a pair of front and rear traveling carts each traveling on a pair of parallel trajectories extending from underwater to the land, and at least one pair of left and right traveling carts. An arm that rotates toward the arm, a grip bar that is supported at the tip of each arm so as to be tiltable with respect to the arm, and a front and rear grip bar that are connected to each other while maintaining a constant distance from each other. A pair of tag ropes that pull each grip bar toward the land so as to face each other, and by pulling the tag rope, the grip bar rotates forward, and two pairs of left and right grips The hull is pulled by holding a keel of the hull with a bar.

  In this case, it is preferable to have an elastic member that urges each arm toward the traveling carriage side.

  The other vertical ship platform according to the present invention travels on two pairs of front and rear traveling carts each traveling on a pair of parallel trajectories extending from underwater to land, and at least one pair of left and right traveling carts. An arm that is pivotally supported with the direction as a pivot axis, and a portion on the outer side in the direction opposite to the traveling carriage with respect to the pivot axis pivots upward to apply force to the hull in the opposite direction, A pair of tag ropes connected to a portion on the inner side in the facing direction with respect to the pivot shaft and pulling the traveling carriage toward the land, and disposed on the outer side in the facing direction with respect to a connecting point between the arm of the tag globe. A direction changing member that changes the direction of the stretch from the connecting point with the arm toward the land, and when the tag globe is pulled, the outer portion in the opposite direction of the arm faces the hull. Rotate said Characterized by pulling said hull by sandwiching the body with the left and right arms.

  In this marine vessel platform, when the tag rope is loosened, the portion on the inner side in the facing direction of the arm rotates downward by gravity, for example, and leaves the hull.

  Further, in the above-described marine vertical platform, the traveling carriage includes, for example, a wheel base that supports wheels, a base that contacts the bottom of the ship and supports the ship, and the wheel base and the base. And a swing mechanism that is disposed between and supports the pedestal so as to swing about a horizontal axis with respect to the wheel base.

  Further, among the pair of left and right traveling trolleys, the pair of rear traveling trolleys are connected to each other by a keel pedestal extending in the opposite direction, and the keel at the bottom of the hull is supported on the keel pedestal. It can also be configured.

  According to the present invention, conventionally, the rope passing work and the marine work such as the winch work, which have been performed for adjusting the relative position between the hull of the ship and the vertical platform, the rope passing ship and the pushing ship, etc. Equipment for maneuvering the ship is not necessary, and it is possible to guide the ship to the center position between the traveling trolleys quickly and reliably only by land work, and restrains the ship's hull (including the keel) at the optimum position. can do. Further, according to the present invention, because of the difference in ship shape, it is not necessary to change the structural shape of the installation stand, and it can be used for general purposes and can flexibly cope with changes in the inclination of the ground. The equipment cost is low. Furthermore, by separating the part of the traveling carriage that contacts the hull and the part that supports the wheels and connecting them in a mutually rotatable manner, it is possible to flexibly cope with changes in the inclination angle of the ground. It is possible to prevent the load applied to the stern from becoming a concentrated load and to prevent the hull and stern from being dented and damaged.

  Hereinafter, embodiments of the present invention will be specifically described with reference to the accompanying drawings. FIG. 1 is a plan view showing a stern according to an embodiment of the present invention, FIG. 2 is a front view of a state where a ship is being pulled, FIG. 3 is a front view of a state where the ship is also being pulled, and FIG. FIG. 5 is an enlarged front view of one traveling vehicle. A keel 2 extending in the longitudinal direction of the hull is provided on the bottom of the hull 1. The stern of this embodiment has four traveling carts 4 that travel on two pairs (four in total) of rails 3 laid from underwater to land. One pair of rails 3 is provided on the left and right sides of the hull 1, and each traveling carriage 4 travels with the eight wheels 5 on the one-to-two rails 3. Each traveling carriage 4 is provided with a pedestal 6 that supports the hull 1 at its upper end. The four traveling trolleys 4 are arranged so as to oppose left and right and to be separated from each other in the front-rear direction, and travel in this arrangement state by a tag rope described later. An arm 7 that rotates toward the center of the pair of left and right traveling carts 4 is provided on the inner side surface in the direction in which the pair of left and right traveling carts 4 oppose each other (hereinafter referred to as the facing direction). The arm 7 is connected to the inner side surface of the traveling carriage 4 so as to be rotatable by a universal joint 10 so that the rotation axis thereof is substantially vertical. The arm 7 is also turned slightly in the vertical direction by the universal joint 10. Can move. The universal joint 10 is provided with a gradient adjusting spring 13. The arm 7 is elastically held in a substantially horizontal state by the gradient adjusting spring 13. When the hull tilts and contacts the arm 7, the arm can be lowered against the biasing force of the gradient adjusting spring 13 in order to avoid damage to the hull and the arm. A grip bar 9 is rotatably connected to the arm 7 by a hinge portion 11 at the tip of the arm 7. A portion of the grip bar 9 in the vicinity of the hinge portion 11 and a portion of the rear end portion of the traveling carriage 4 on the outer side in the opposing direction are connected by an elastic member 8 that applies tensile elastic force. The elastic member 8 has a tensile elastic force such as a spring or rubber, and applies a tensile force toward the traveling carriage 4 to the grip bar 9. A tag rope 12 is connected to the front end of the grip bar 9.

  The grip bar 9 sandwiches the keel 2 of the hull 1 with the pair of grip bars 9 of the pair of left and right traveling carts 4. For this reason, the mating is provided on the opposing surface of the grip bar 9 (the contact surface with the keel). Or rubber is stretched. The length between the connection point (hinge part 11) of the grip bar 9 with the arm 7 and the connection point (universal joint 10) with the arm of the traveling carriage 4, that is, the length of the arm 7 is opposite to the left and right. The ones provided on the traveling carriage 4 are the same. The arm 7 is longer than the distance between the traveling carriage 4 and the keel 2, and the hinge portion 11 is located behind the universal joint 10 in the traveling carriage pulling direction (direction toward the land). And the traveling carriage 4 is less than 90 °. The tag rope 12 is connected to a hook 14 provided at the front end of the traveling cart 4 forward in the towing direction, and further, a hook 15 provided at the rear end of the traveling cart 4 and a rear traveling cart 4 in the towing direction. A tag rope 12 is similarly connected to the hook 14 provided at the front end. The distance between the hook 15 provided at the rear end of the front traveling carriage 4 and the hook 14 provided at the front end of the rear traveling carriage 4 (the length of the tag rope 12) is determined by the left and right tag ropes of the keel 2. 12 is the same.

  Next, the operation of the upper and lower ship platform of the present embodiment configured as described above will be described. Four traveling carts in the sea water are arranged so as to be able to travel on a pair (four) of rails 3. The ship is positioned between the left and right traveling carts 4 of the upper and lower docks by self-navigating or towing. Adjustment of the ship position in the fore-and-aft direction of the towing direction is performed by rotating a propeller for self-propulsion, and the own ship is aligned with a position mark in the front-rear direction provided on the sea. In this case, the grip bar 9 is pulled by the elastic member 8 and is in a position indicated by a two-dot chain line in FIG. Thereafter, the two right and left tag ropes 12 are pulled simultaneously from the land. Then, the grip bar 9 connected to the tag rope 12 tries to move forward in the pulling direction, but the grip bar 9 is rotatably connected to the tip of the arm 7. The grip bar 9 that moves along the arcuate rotation trajectory and is connected to the arm 7 by the hinge 11 also follows the arcuate rotation trajectory, but the posture thereof is the side of the traveling carriage 4 and the keel 2. Move parallel to As a result, the grip bar 9 rotated from the pair of left and right traveling carts 4 has the same arm 7 length, and therefore holds the keel 2 at the center between the pair of left and right traveling carts 4. If the position of the ship 1 is biased toward the one traveling carriage 4, the grip bar 9 of the traveling carriage 4 on the biased side first comes into contact with the keel 2 of the ship 1. When the tag rope 12 is further pulled, the grip bar 9 in contact with the keel 2 presses the keel 2 toward the center in the opposing direction of the pair of left and right traveling carts 4. That is, the grip bar 9 on the side where the ship 1 is biased presses the ship 1 toward the other traveling carriage 4 to which the other grip bar 9 is attached via the keel 2. Then, since the ship 1 moves in the left-right direction, both of the pair of grip bars 9 come into contact with the keel 2 and the length of the arm 7 is the same, the keel 2 is just the center of the pair of left and right traveling carts 4 Will be located. Then, by further pulling the tag rope 12, the ship 1 is pulled toward the land via the keel 2 with the pair of grip bars 9 holding the keel 2 at the center between the traveling carriages 4.

  In addition, since most small ships are provided with protruding keels, the marine vessel platform of the present embodiment can be applied to most small ships. If it is necessary to adjust the position of the hull in the front-rear direction once the hull keel is pinched by the grip bar and the tow of the hull is started, the grip bar 9 is simply loosened by simply loosening the tag rope 12. Is separated from the hull keel by the urging force of the elastic member 8, and the keel 2 is released from the restraint by the grip bar 9. Therefore, by adjusting the front-rear position of the traveling carriage 4 or the front-rear position of the ship 1, the traveling carriage 4 and the ship The relative position to 1 can be adjusted.

  Thus, in this embodiment, after moving the hull to the left and right middle of the four traveling carts 4 of the pedestal by self-navigation or towing, the tag bar 12 is simply pulled to the land by the grip bar 9. The hull moves to the center between the pair of left and right traveling carts 4 and is adjusted in position, and then the hull moves toward the land. Therefore, it is possible to guide the hull to the center between the traveling carts accurately and in a short time without requiring complicated work on the sea such as rope passing and rope adjustment at sea, and restraining the keel with the grip bar. Since the hull is restrained, it is possible to prevent a concentrated load from acting locally on the hull. In addition, fine adjustment of the position of the hull and determination of the position can be facilitated even under weather conditions in which it is normally impossible to mount a vertical ship.

  Next, a second embodiment of the present invention will be described. 6 is a front view of the second embodiment, FIG. 7 is an enlarged plan view of an arm portion, and FIG. 8 is a plan view. In the embodiment shown in FIGS. 6 to 8, the same components as those in the first embodiment shown in FIGS. 1 to 5 are denoted by the same reference numerals, and detailed description thereof will be omitted. The two pairs of left and right traveling carriages 4 a have wheels 5 that run on the rails 3 and pedestals 6 that support the hull 1. Among the traveling trolleys 4, the pair of front traveling trolleys 4 a has a direction parallel to the traction direction of the ship (longitudinal direction of the ship) on the outside of the left and right facing direction (ship width direction) at the front end portion. A fulcrum 22 serving as a rotation shaft is provided, and the arm 20 is rotatably supported by the fulcrum 22. In the present embodiment, the arm 20 is provided only on the two traveling carriages 4a on the front side. However, in FIG. 6, only one arm 20 is shown, but a similar arm is provided symmetrically with the arm 20 shown in the other traveling carriage 4 a facing the same. A protective rubber 21 is provided on the upper surface of the arm 20 on the outer side of the fulcrum 22 in the left-right direction. Thus, by providing the protective rubber 21 on the surface that contacts the hull 1, damage to the hull 1 when the arm 20 contacts the hull 1 is prevented.

  On the other hand, on the outer side surface of the front end portion of the traveling carriage 4a, a pulley 24 is provided at a position below the fulcrum 22 with the rotation axis vertical. A hook 23 is provided at the front end of the arm 20 in the left-right direction of the traveling carriage with respect to the fulcrum 22, and the tag rope 12 is connected to the hook 23. Further, it is wound around the pulley 24 by a quarter arc length, changes its direction by 90 °, and is pulled forward. As a result, when the tag rope 12 is pulled from the land, it is pulled by the tag rope 12 and the inner end portion (the hook 23 portion) of the arm 20 receives a tensile force toward the outside, so that the arm 20 is lifted by the outer portion of the arm 20. Rotate. The arm 20 has a longer outer portion in the opposite direction than the fulcrum 22 and a larger weight than a portion in the opposite direction from the fulcrum 22. Therefore, when the traction force by the tag rope 12 is not applied to the arm 20, the arm 20 moves downward in the opposite direction due to its gravity. In other words, the inner part of the arm 20 in the opposite direction rises. Therefore, a stopper 25 is provided on the inner side surface in the opposite direction of the traveling carriage at a position approximately the same height as the fulcrum 22, and this portion is engaged with the stopper 25 when the arm 20 moves upward in the opposite direction. The arm 20 is stopped so that it does not rotate beyond a substantially horizontal posture. Further, a stopper 26 is provided on the side surface on the outer side in the opposite direction of the traveling carriage 4, and the tip of the inner side portion in the opposite direction of the arm 20 is locked to the stopper 26, so that this portion does not contact the pulley 24. ing.

  Next, the operation of the upper and lower ship platform of the present embodiment configured as described above will be described. When the two right and left tag ropes 12 are pulled simultaneously, the pair of left and right arms 20 pulls the inner portion thereof, so that the outer portion rotates upward, and the protective rubber 21 is a boundary portion between the bottom of the ship 1 and the ship side. To touch. As a result, the pair of left and right arms 20 sandwich the ship 1 at its outer portion. In this case, when the ship 1 is biased to either the left or right, the protective rubber 21 of the arm 20 on the biased side first contacts the outer surface of the ship, and the ship 1 is directed toward the arm 20 on the opposite side. Press. Thereby, the ship 1 moves to the center between the traveling carts 4, and the pair of arms 20 sandwich the hull of the ship 1. Thereafter, by further pulling the tag rope 12, the arm 20 pinches and restrains the ship 1, and the ship 1 is pulled by the tag rope 12 toward the land. When it is necessary to readjust the relative positional relationship between the ship 1 and the traveling carriage 1, if the tag rope 12 is loosened, the outer portion in the opposite direction of the arm 20 descends due to gravity, and the ship 1 is driven by the arm 20. Will be released. Then, after adjusting the position of the traveling platform difference 4, the ship 1 can be pulled by pulling the tag rope 12 again.

  Also in the present embodiment, no rope rope work or the like is necessary at sea, and the ship 1 is moved to the center between the traveling carts 4 and then the ship 1 is moved left and right via the arm 20 by pulling the tag rope 12. The vehicle 1 is finely adjusted to the central position between the pair of traveling carts 4, and the boat 1 is pulled toward the land while being held between the arms 20. Therefore, the ship 1 is evenly mounted on the pedestal 6 of the trolley 4 of the stern, and a local concentrated load can be prevented from being applied to the ship 1.

  As shown in FIG. 9, the structure of the traveling carriage 4 b can be configured such that the base 6 that supports the hull 1 is installed via the seesaw plate 31 on the wheel base 30 that supports the wheels 5. . That is, the plate 32 b of the seesaw plate 31 is fixed on the wheel base 30, and the plate 32 a is fixed to the lower surface of the base 6. Then, the plate 32 a and the plate 32 b are rotatably connected by a horizontal shaft 33. In addition, the arm 7 and the grip bar 9 shown in FIGS. 1 to 5 or the arm 20 shown in FIGS. 6 to 9 are installed on the base 6 portion of the traveling carriage 4b.

  Thus, when the traveling carriage 4b is in a horizontal state, the load from the hull 1 is applied to the pedestal 6 on the average, and even when the traveling carriage 4b is inclined, the plate 32a and the plate The angle formed between the pedestal 32b and the pedestal 6 can be in contact with the bottom of the hull 1 over its entire surface, and the weight of the hull 1 can be evenly received by the pedestal 6.

  As shown in FIG. 10, the relative angle between the ship 1 and the traveling carriage 4b varies in the process of the ship 1 being pulled to the ground, but all the wheels 5 and the rails 3 are always in contact with each other, and the hull. 1 and the base 6 are always in contact. Therefore, the hull 1 can be stably supported by the traveling carriage 4b with a small stress, and a concentrated load can be prevented from being applied to the ship 1.

  In FIG. 11, a keel pedestal 34 (see FIG. 14) may be provided between a pair of rear left and right traveling carts 4 c, and the keel 2 of the ship 1 may be placed on the keel pedestal 34. However, it is assumed that the front traveling carriage supports the hull 1 by the pedestal 6 of each traveling carriage like the traveling carriage 4b. In this embodiment, the hull 1 is supported at two points by the pedestal 6 of a pair of left and right traveling carts 4b, and the hull is supported at one location by a keel pedestal 34 spanned between the rear traveling carts 4c. . Therefore, in this embodiment, the ship 1 is supported at three places. The present invention can also be applied to such a marine vessel vertical platform.

  In this case, as shown in FIG. 12 (b), when the ground is slightly inclined and the keel 2 is also slightly inclined in the process of the ship 1 being pulled from the sea to the land, the keel pedestal 2 If the weight of the ship 1 is evenly added to the keel pedestal 34, the keel 2 and the keel are located at a point where the ground is more steep (FIG. 12 (c)). The pedestal 34 comes into contact only at the rear end of the keel pedestal 34, and the keel 2 and the keel pedestal 34 are the front end of the keel pedestal 34 at a place where the land on the ground is horizontal (FIG. 12A). It will contact only at the part. Therefore, one point of concentrated load is applied to the keel of the ship 1.

  The inclination angle of the keel 2 differs depending on the size of the propeller. Further, the relative angle of the keel with respect to the traveling carriage also varies depending on the displacement of the ship 1 in the front-rear direction with respect to the traveling carriage at the time of the overhead ship. Therefore, in the above-mentioned three-stage ship support frame that supports the hull of the ship 1, the stern traveling carriage is likely to come into contact with the keel 2 at one point and is likely to be a concentrated load.

  FIG. 13 is a partial side view showing a traveling carriage part of the fourth embodiment of the present invention in which such an inconvenience is eliminated, and FIG. 14 is also a partial bottom view. The traveling carriage 4d has a wheel carriage 34 that supports the wheels 5, and is configured by a keel pedestal 39 spanning between the wheel carriages 34 of the pair of left and right traveling carriages 4d. The keel pedestal 39 includes a support portion 35 having an end portion fixed on a central portion in the longitudinal direction of each wheel pedestal 34, and a protective member 36 disposed on the support portion 35 and mounting the keel 2 thereon. It consists of and. The support part 35 has a concave surface whose upper surface is recessed in an arc shape, and the protective material 36 has a convex surface whose lower surface is curved along the same arc as the concave surface of the support part 35. Then, the convex surface of the protective member 36 is fitted into the concave surface of the pedestal 35, and a plurality of round bars 37 are arranged with the longitudinal direction thereof parallel to the facing direction of the traveling carriage so as to be interposed therebetween. In order to protect the keel 2 from damage, the protective material 36 is cut out from the wood, and is provided in the protective material 36 with a fine hole extending in the opposite direction provided on the lower surface at the center of the running direction of the support portion 35. The protective member 36 and the support portion 35 are mutually restrained by passing the cord 38 through the fine hole extending in the opposite direction and connecting the cord 38 to make it endless. The circumferential length of the string 38 is such that the protective member 36 can be slightly rotated with respect to the support portion 35 but is not detached from the support portion 35.

  In the marine vertical platform of the present embodiment configured as described above, the protective member 36 that supports the keel 2 and the support portion 35 that is fixed to the wheel base 34 are slightly rotated with each other via a round bar 37. Even if the angle of the ship 1 and the angle of the ground change in the process of towing the ship 1, the angle of the protective material 36 rotates with respect to the support portion 35, and the change in this angle is possible. The state of contact between the keel 2 of the ship 1 and the protective material 36, that is, the state of contact with the keel 2 in the entire travel direction of the protective material 36 can be maintained. Thereby, it can suppress that the concentrated load is applied to the keel 2 and the stern of the ship 1.

It is a top view which shows the vertical mounting platform for ships which concerns on 1st Embodiment of this invention. It is the same front view. It is also a front view. It is a partial top view which similarly shows the structure of a traveling trolley | bogie and an arm. It is a partial front view which similarly shows the structure of a traveling trolley | bogie and an arm. It is a front view which shows the vertical mounting platform for ships which concerns on 2nd Embodiment of this invention. It is a partial top view which similarly shows the relationship between the arm and a traveling trolley. It is also a plan view. It is a side view which shows the traveling trolley | bogie part in 3rd Embodiment of this invention. It is a side view which similarly shows the effect. It is a side view which shows the vertical mounting platform for ships which concerns on 4th Embodiment of this invention. (A), (b), (c) is a figure which similarly shows the operation | movement. It is a partial side view which shows the traveling trolley | bogie part of the up-and-down mount stand for ships which concerns on 5th Embodiment of this invention. It is the partial top view similarly. (A), (b) is the top view and side view which respectively show the conventional 4 place support type belly pad type stern. (A), (b) is the top view and side view which respectively show the conventional 3 place support type keel type stand. It is a figure which shows the method of passing the conventional roll and adjusting the position of a ship. It is a figure which shows the conventional traction state. It is a figure which shows the conventional traction state. It is a figure which shows the conventional traction state.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1; Ship 2; Rail 3; Wheel 4, 4a, 4b, 4c; Traveling cart 5; Wheel 6; Pedestal 7; Arm 8; Elastic member 9; Grip bar 12; Tag rope 13; Spring 20; Pulley 30; wheel base 31; seesaw plate 32a, 32b; plate 35; support 36; protective material 37; round bar 39; keel base

Claims (6)

Two pairs of front and rear traveling carts each traveling on a pair of parallel trajectories extending from underwater to land, arms that rotate from at least one pair of left and right traveling carts toward the center between them, and each arm The grip bar supported at the tip of the arm so as to be tiltable with respect to the arm and the front and rear grip bars are connected with a constant distance between them, and the left and right grip bars are opposed to each other so that each grip bar is landed. A pair of tag ropes that are towed toward each other, and by pulling the tag rope, the grip bar rotates forward, and the hull keel is sandwiched between the two pairs of left and right grip bars. A vertical pedestal for boats, characterized by towing the ship. The marine upper and lower platform for a marine vessel according to claim 1, further comprising an elastic member that urges each arm toward the traveling carriage side. It is supported by two pairs of front and rear traveling carts each traveling on a pair of parallel trajectories extending from underwater to the land, and at least one pair of left and right traveling carts so as to be rotatable about a traveling direction as a rotation axis. An arm on the outer side in the direction opposite to the traveling carriage with respect to the rotating shaft pivots upward to apply a force to the inner side in the facing direction with respect to the hull, and an inner portion in the facing direction with respect to the rotating shaft A pair of tag ropes that are connected to pull the traveling cart toward the land and a connection point between the arm of the tag globe and are arranged on the outer side in the opposite direction, and the tag rope is directed from the connection point with the arm toward the land. A direction changing member that changes the tension direction, and when the tagg is pulled, the outer portion of the arm in the opposite direction rotates toward the hull to hold the hull between the left and right arms. By Vertical rack slipway for vessels, characterized in that pulling the hull. 4. A marine vertical platform as set forth in claim 3, wherein when the tag rope is loosened, a portion of the arm on the inner side in the facing direction rotates downward due to gravity and separates from the hull. The traveling carriage is arranged between a wheel base that supports wheels, a pedestal that contacts the bottom of the ship and supports the ship, and the wheel base and the pedestal. The upper and lower ship stand according to any one of claims 1 to 4, further comprising a swinging mechanism that swingably supports around a horizontal axis. Of the pair of left and right traveling trolleys, a pair of rear traveling trolleys are connected to each other by a keel pedestal extending in an opposing direction, and the keel at the bottom of the hull is supported on the keel pedestal. The upper / lower pedestal for a ship according to any one of claims 1 to 5.

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