JP4657122B2 - Fender - Google Patents

Description

  The present invention relates to a fender, and more particularly, to a fender for a special ship that berths in the sea, such as a submarine or a catamaran.

There are known ships such as submarines and catamarans that berth in the sea with the hull or part of the hull deeply submerged. In such a ship, since it will be berthed in the sea, a fender different from a fender for a normal ship has been proposed (for example, see Patent Document 1).
FIG. 6 is a view showing a schematic structure of the vertical pneumatic fender disclosed in Patent Document 1. As shown in FIG.

  Referring to the figure, a vertical pneumatic fender 61 is installed on the wall surface 20 of the quay wall 19 via a spacer 68. The vertical pneumatic fender 61 includes a fender main body 63 in which a liquid 64 is housed, and a weight 66 attached to the lower end of the fender main body 63. Is attached through.

  As shown in the figure, the vertical pneumatic fender 61 is adjusted so that a part of its upper end is positioned on the sea surface 27 by adjusting the storage amount of the liquid 64 and the weight of the weight 66. Yes. In the figure, a state in which a ship 24 made of a submarine is berthed is shown. Such a ship 24 comes to berth in a state where most of the hull 25 is submerged from the sea surface 27. Accordingly, the berthing position of the hull 25 with respect to the wall surface 20 is located below the sea surface 27. Since the vertical pneumatic fender 61 is used in a state where most of the fender main body 63 is extended in the sea, the fender effect is sufficiently exerted on the ship 24 whose berthing position is underwater. is there.

Japanese Patent Laid-Open No. 11-117261

The conventional fenders as described above can be said to have achieved their purpose functionally. However, since the quay where such a fender is installed is limited, it is necessary to transport and install it to a desired port as needed. However, the fenders as described above occupy a large volume as a whole and have a large weight, so that a special transport vehicle such as a trailer is required for transportation. Also, installation on site is not easy. Furthermore, when the berthing position becomes deeper than the sea surface, the overall length becomes longer regardless of the size of the berthing surface, and the weight increases accordingly.
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a fender that is compact and has a reduced overall weight, which is used for berthing in the sea.

In order to achieve the above object, the invention described in claim 1 is a fender used for berthing of a ship in the sea, and is disposed between the ship and the wall surface of the quay to provide a buffering effect. A fender having a specific gravity greater than the specific gravity of seawater, and a float having a specific gravity connected to the fender and capable of floating on the sea surface in a state where the fender is connected. The body and the float are connected via the first wire .
If comprised in this way, the part which gives the buoyancy of a fender and the part which exhibits a fender effect will become a separate structure. Moreover, the position from the sea surface of a fender changes with the length of a 1st wire.

According to a second aspect of the invention, in the configuration of the invention of claim 1 Symbol placement, Bofunabatatai are disposed parallel to each other so as to face a first cushioning member smaller than the specific gravity of sea water and the second buffer material, It arrange | positions so that it may span between a 1st shock absorbing material and a 2nd shock absorbing material, and is comprised from a larger frame body than the specific gravity of seawater.

  If comprised in this way, the specific gravity of the whole will be determined by the combination of the volume of the 1st buffer material and the 2nd buffer material, and the volume of a frame body.

According to a third aspect of the present invention, in the configuration of the second aspect of the present invention, the weight of the frame body is determined based on the buoyancy in seawater due to the entire volume of the first buffer material and the second buffer material. It is configured to be 1.1 to 1.3 times the value obtained by subtracting the total weight of the cushioning material.

  If comprised in this way, the buoyancy required for the float for suspending the whole fender will not become so large.

According to a fourth aspect of the present invention, in the configuration of the second or third aspect of the present invention, each of the first cushioning material and the second cushioning material includes an elastic plate made of polyethylene foam having a closed cell structure, and an elastic plate. It consists of a woven fabric covering the outer surface side and a rubber sheet covering the outer surface side of the woven fabric.

  If comprised in this way, the outer surface of a polyethylene foam will be covered with a woven fabric and a rubber sheet.

According to a fifth aspect of the invention, in the configuration of the invention according to any one of the first to fourth aspects, the float has a light emitting means.

  If comprised in this way, it will become possible to clarify the position of the float at nighttime.

The invention according to claim 6 is a fender used for berthing of a ship in the sea, and is arranged between the ship and the wall surface of the quay to exhibit a buffering effect and is larger than the specific gravity of seawater. And a float having a specific gravity and a float having a specific gravity which is connected to the fence and can float on the sea surface in a state where the fence is connected . A horizontal marker line is formed on the float. It is what is done.

If comprised in this way, the part which gives the buoyancy of a fender and the part which exhibits a fender effect will become a separate structure. In addition, the vertical position of the marker line with respect to the sea surface changes depending on the specific gravity of the fender.

The invention according to claim 7 is a fender used for berthing of a ship in the sea, and is arranged between the ship and the wall surface of the quay to exhibit a buffering effect and is larger than the specific gravity of seawater. A fence having a specific gravity and a float having a specific gravity that is connected to the fence and can float on the sea surface in a state in which the fence is connected. A marker plate that extends upward and has a horizontal scale is attached.

If comprised in this way, the part which gives the buoyancy of a fender and the part which exhibits a fender effect will become a separate structure. Moreover, the scale located on the sea surface of the marker plate changes depending on the position of the fender.

The invention according to claim 8 is a fender used for berthing of a ship in the sea, and is disposed between the ship and the wall of the quay to exhibit a buffering effect and is larger than the specific gravity of seawater. A fender having a specific gravity, and a float having a specific gravity connected to the fender and capable of floating on the sea surface in a state where the fender is connected. It is connected via a length adjusting means that can adjust the distance.

If comprised in this way, the part which gives the buoyancy of a fender and the part which exhibits a fender effect will become a separate structure. In addition, the distance from the float to the fender is variable.

According to a ninth aspect of the present invention, in the configuration of the eighth aspect of the invention, the length adjusting means includes a first flat plate having a plurality of first adjustment holes and a first flat plate having at least one second adjustment hole. In a state where the two flat plates, the first flat plate and the second flat plate are overlapped, it is configured to be freely inserted into any one of the first adjustment holes and the second adjustment holes, A fastener for coupling the first flat plate and the second flat plate is provided.

  If comprised in this way, the whole length will change by changing the coupling position by the fastener of a 1st flat plate and a 2nd flat plate.

According to a tenth aspect of the present invention, in the configuration of the first aspect of the present invention, the fender is provided with buoyancy adjusting means capable of adjusting its own buoyancy.

  If comprised in this way, the buoyancy of a fender will be increased / decreased.

According to an eleventh aspect of the present invention, in the configuration of the tenth aspect of the present invention, the buoyancy adjusting means is attached to the box having a sealed structure, at least one opening provided in the box, and removably attached to the opening. And a cap capable of sealing the opening.

  If comprised in this way, the buoyancy of a buoyancy adjustment means will change by inject | pouring or discharging | emitting arbitrary amount of liquids into a box.

A twelfth aspect of the present invention is the structure according to any one of the first to eleventh aspects, wherein the fender is provided with a second wire for lifting.

  If comprised in this way, the connection tool of a float and a fender and the 2nd wire for lifting will be a separate structure.

The invention according to claim 13 is the configuration of the invention according to any one of claims 1 to 12 , wherein the fender has a first rope for connecting to the ship and a second for connecting to the quay. The rope is attached.

  If comprised in this way, a fender will be moored from the both sides of a quay side and a ship side.

As described above, according to the first aspect of the present invention, the part that provides the buoyancy of the fender and the part that exerts the fouling effect have a separate structure, so the whole volume is reduced and the whole weight is reduced. To do. Therefore, it is possible to quickly install on-site without requiring a special vehicle for transportation. Moreover, since the position from the sea surface of a fender changes according to the length of a 1st wire, arrangement | positioning of the appropriate fender according to the ship which touches a shore becomes easy. Furthermore , even if the sea level changes, the position of the fender body from the sea surface is constant, so that the fender effect is stably exhibited.

The invention of claim 2, wherein, in addition to the effect of the invention of claim 1 Symbol placement, the entire specific gravity in combination with the volume of the first buffer material and the second buffer material volumes and the frame body is determined, proof It becomes possible to easily adjust the specific gravity of the entire casing. Further, if the first cushioning material is disposed on the ship side and the second cushioning material is disposed on the quay side, an effective cushioning effect is exhibited.

In addition to the effect of the invention described in claim 2 , the invention described in claim 3 does not increase the buoyancy required to float the entire fender so that the float can be made compact. The overall volume of the brazing material is reduced.

Invention of claim 4, in addition to the effects of the invention of claim 2 or claim 3, wherein, since the outer surface of the polyethylene foam is covered with fabric and the rubber sheet, an elastic plate serving as polyethylene foam from bumps and exhaustion Using Is protected, and the durability of the cushioning material is improved.

In addition to the effects of the invention according to any one of claims 1 to 4 , the invention according to claim 5 can clarify the position of the float at night, so the target at the time of ship berthing This makes it easier to perform the welding process.

According to the sixth aspect of the present invention, since the part providing the buoyancy of the fender and the part exhibiting the fender effect are separate structures, the whole volume is reduced and the whole weight is reduced. Therefore, it is possible to quickly install on-site without requiring a special vehicle for transportation. In addition, since the vertical position of the marker line with respect to the sea surface changes depending on the specific gravity of the fender, it is possible to easily determine the attachment state of the fender.

According to the seventh aspect of the present invention, since the part that provides the buoyancy of the fender and the part that exerts the fender effect are separate structures, the overall volume is reduced and the overall weight is reduced. Therefore, it is possible to quickly install on-site without requiring a special vehicle for transportation. Moreover, since the scale located on the sea surface of the marker plate changes depending on the position of the fender, the position of the fender in the sea can be easily confirmed.

According to the eighth aspect of the present invention, the part providing the buoyancy of the fender and the part exhibiting the fender effect have a separate structure, so that the whole volume is reduced and the whole weight is reduced. Therefore, it is possible to quickly install on-site without requiring a special vehicle for transportation. Further, since the distance from the float to the fender is variable, it is easy to adjust the position of the fender from the sea surface according to the ship that is berthing.

According to the ninth aspect of the invention, in addition to the effect of the eighth aspect of the invention, the overall length is changed by changing the coupling position of the first flat plate and the second flat plate by the fastener. The body can be easily adjusted to a desired position from the sea level, and the position can be kept constant even if the sea level changes. Further, since the length adjusting means has a plate-like structure, there is little possibility of deformation due to slack or the like, and the fender is positioned stably in water.

In the invention described in claim 10 , in addition to the effect of the invention described in claim 1, since the buoyancy of the fender is increased or decreased, it is possible to optimally adjust the load applied to the fitting between the fender and the float. It becomes possible.

According to the eleventh aspect of the present invention, in addition to the effect of the tenth aspect , the buoyancy of the buoyancy adjusting means is changed by injecting or discharging an arbitrary amount of liquid into the box. It becomes possible to adjust the whole buoyancy to an appropriate one.

In the invention described in claim 12 , in addition to the effect of the invention described in any one of claims 1 to 11 , the connecting tool for the float and the fender and the second wire for lifting are separated. Therefore, since it is sufficient to use a wire having a strength corresponding to the lifting during installation, the reliability of the lifting work is improved.

According to the thirteenth aspect of the present invention, in addition to the effects of the invention according to any of the first to twelfth aspects, the fender is moored from both sides of the quay side and the ship side. This stabilizes the position and prevents inadvertent movement.

FIG. 1 is a schematic view showing the state of use of the fender according to the first embodiment of the present invention.
Referring to the figure, a fender 11 is installed between a ship 24 such as a submarine and a wall surface 20 of a quay wall 19. The fender 11 includes a fender 14 located in the sea, and a spherical float 13 that floats on the sea surface 27 via the wire 16 to the fender 14. The position of the fender 11 is maintained by attaching a chain 17 connected to the fender 14 to the mooring column 22 in order to prevent movement of the fender 11.

  The ship 24 needs to berth against the quay 19 in a state where most of the hull 25 is submerged under the sea surface 27. That is, the hull 25 has a shape closest to the wall surface 20 in the sea. For this reason, the length of the wire 16 is set so that the fender body 14 is disposed at a position where the outer surface of the hull 25 is closest to the wall surface 20. In this embodiment, the vertical length of the fender 14 is set to 1500 mm, and the upper and lower centers thereof are set to coincide with the closest position to the wall surface 20 in the hull 25. ing.

  Since the fender 11 is used in this way, the fender 14 is set to have a specific gravity greater than that of seawater. The float 13 is set to have a specific gravity capable of floating on the sea surface 27 in a state where the fender 14 is connected via the wire 16. As a result, the installation depth from the sea surface 27 to the fender 14 is always constant regardless of the vertical movement of the sea surface 27. As a result, the fender body 14 can always come into contact with the hull 25 that similarly moves up and down according to the vertical movement of the sea surface 27 at an appropriate position.

  As described above, the fender 11 has the float 13 that provides buoyancy and the fender 14 that exhibits the fender effect as a separate structure. In comparison, the overall volume is reduced and the overall weight is reduced. Moreover, since these can be separated and transported, they can be transported easily without requiring a special vehicle.

  Furthermore, when the fender 11 is installed on the quay, the fender 11 is transported to the quay using a medium truck with a crane (4 ton class), and the fender 11 is installed on the sea by the arm of the crane. . Then, by simply releasing the fender 11 from the arm and sinking it into the sea, it can be easily installed on the desired quay.

  2 is an enlarged perspective view showing a schematic structure of the fender 14 shown in FIG. 1, and FIG. 3 is an enlarged cross-sectional view taken along line III-III shown in FIG.

  With reference to these drawings, the fenders 14 are rectangular plate-like first cushioning material 31 and second cushioning material 32 arranged in parallel to face each other, and the first cushioning material 31 and the second cushioning material. And a frame body 34 spanned between the two. In addition, the horizontal width of the first buffer material 31 is configured to be smaller than the horizontal width of the second buffer material 32. The first buffer material 31 and the second buffer material 32 are configured around an elastic plate 44 smaller than the specific gravity of seawater, and the frame body 34 is configured of a metal material larger than the specific gravity of seawater.

  The frame body 34 is disposed so that a first flat plate 36 having substantially the same area as the first cushioning material 31 and a second flat plate 37 having substantially the same area as the second cushioning material 32 face each other in parallel. As described above, the two substantially identical rectangular sheet-shaped third flat plate 39 and fourth flat plate 40 are arranged with a predetermined gap therebetween, and are integrated by welding or the like. The distance between the ship and the quay can be adjusted by changing the width of the third flat plate 39 and the fourth flat plate 40.

  A plurality of reinforcing plates 42 are attached to the outer sides of each of the third flat plate 39 and the fourth flat plate 40 by welding or the like, so that the force applied in the direction in which the first flat plate 36 and the second flat plate 37 approach each other. Reinforcing effect. Note that the weight of the frame body 34, that is, the fender body 14 can be adjusted by changing the number and size of these reinforcing plates. An opening 55 and an opening 56 for attaching the wire 16 are formed at the upper ends of the third flat plate 39 and the fourth flat plate 40, respectively.

  Next, referring to FIG. 3, an elastic plate 44 made of polyethylene foam having a closed cell structure is adhered to the outer surface of the first flat plate 36 with an adhesive. The outer surface of the elastic plate 44 is covered with a woven fabric 45 such as a fiber, and the outer surface of the woven fabric 45 is further covered with a rubber sheet 46. The woven fabric 45 and the rubber sheet 46 are attached to the end portion 48 of the first flat plate 36 so as to be folded back to the position on the inner surface side of the first flat plate 36. This prevents the elastic plate 44 from being peeled off from the first flat plate 36 from the end portion 48 of the first flat plate 36.

  Since the elastic plate 44 is attached to the first flat plate 36 in this way, the attachment state is stabilized and the elastic plate 44 is protected from impact and wear during use by the woven fabric 45 and the rubber sheet 46. And the durability is improved.

  Even in the second buffer material 32, the second buffer material 32 is made of the same material as the first buffer material 31, and is integrated with the second flat plate 37. Further, the chain 17 shown in FIG. 1 is connected to an engaging portion (not shown) with respect to the frame body 34.

  In use, when the first cushioning material 31 is disposed on the ship 24 side and the second cushioning material 32 is disposed on the wall surface 20 side, the installation state is stabilized from the shape of the fender 14 and a more preferable arrangement is obtained.

  Here, the relationship between the specific gravity of the first buffer material 31 and the second buffer material 32 shown in FIG. 2 and the weight of the frame body 34 will be described.

  As described above, the elastic plates constituting the first cushioning material 31 and the second cushioning material 32 are made of polyethylene foam having a closed cell structure, and therefore their specific gravity is smaller than that of seawater. Therefore, if the fender 14 is constituted only by these, the fender 14 itself floats on the sea surface, and does not produce a contact effect on a special ship. Therefore, the frame body 34 not only reinforces the first buffer material 31 and the second buffer material 32 but also has a function of sinking in the sea by making the entire fender 14 larger than the specific gravity of seawater.

  Specifically, the weight of the frame body 34 is obtained by subtracting the total weight of the first buffer material 31 and the second buffer material 32 from the buoyancy in seawater with respect to the entire volume of the first buffer material 31 and the second buffer material 32. It is set to 1.1 to 1.3 times the value. This is because if this ratio is too large, the float 13 for making the entire fender 11 floating will be larger than necessary. On the other hand, if the weight of the frame body 34 is set to a value smaller than the above ratio, the float 13 becomes small, but the follow-up operation of the entire fender 11 becomes slow, and a stable floating state cannot be secured. is there. In this embodiment, the weight of the frame body 34 is 950 kg, and the weight of the fender 14 is 1200 kg.

  FIG. 4 is a perspective view showing a schematic structure of a fender according to the second embodiment of the present invention.

  Referring to the drawings, the fender 14 according to this embodiment has basically the same structure as the fender in the previous embodiment, and therefore the description of the same parts will not be repeated. In this embodiment, the point that the marker plate 50 is installed on the first flat plate 36 to which the first cushioning material 31 is attached is greatly different from that in the previous embodiment. A large number of scales 51 are formed on the marker plate 50 at predetermined intervals in the horizontal direction. The length of the marker plate 50 extending in the vertical direction is set such that at least a part of the marker plate 50 is exposed above the sea surface 27 when used as shown in FIG. . Therefore, the sea level 27 coincides with any of the scales 51 described on the marker plate 50 when in use. As a result, the installation depth of the fender 14 is determined based on the matched scale 51. Thus, since the installation position of the fender 14 can be confirmed and the installation position can be easily adjusted, the reliability of the fender 11 when used is improved.

  FIG. 5 is a perspective view showing a schematic shape of a float according to a third embodiment of the present invention.

  Referring to the figure, in this embodiment, a marker line 53 extending in the horizontal direction is formed on the outer surface of float 13. The marker line 53 is set so that the position of the marker line 53 coincides with the sea surface 27 in relation to the weight of the fender 14 when used as shown in FIG. Therefore, when the position of the marker line 53 does not match the position of the sea surface 27, it means that the fender 14 is not being used in a normal state due to breakage, dropout, or the like. Accordingly, even when the fender 14 is placed under the sea surface and the fender is invisible, the reliability during use is improved.

  In each of the above embodiments, a light emitting device may be installed as a light emitting means on the float, or a fluorescent paint may be applied. If comprised in this way, since the position of a float will become clear if it makes it light-emit at nighttime etc., it will become a target at the time of the ship's berthing, and a crawl work will become easy.

  In each of the above embodiments, a special ship such as a submarine is targeted, but it goes without saying that even a normal ship can be applied in the same way when it is berthed under the sea surface.

  Furthermore, in each of the embodiments described above, the fender is made of a specific material and a specific shape, but the same effect can be obtained even if another material or shape is adopted instead.

  Further, in each of the above-described embodiments, the description is made on the assumption that the shore is on the shore, but the present invention can be similarly applied to a freshwater quay such as a lake. In this case, “underwater” is read as “underwater”, “seawater” is read as “fresh water”, and “sea surface” is read as “water surface”.

  Furthermore, in the first embodiment described above, the vertical length of the fender is set to 1500 mm, but this length may be at least 1000 mm.

  Further, in each of the above-described embodiments, the weight of the frame body is 1.1 to 1.3 times the predetermined value. However, if the weight of the frame body exceeds the predetermined value, it is within the other range. May be.

  FIG. 7 is a schematic view showing the state of use of the fender according to the fourth embodiment of the present invention, and FIG. 8 is an enlarged perspective view showing a schematic structure of the fender shown in FIG.

  With reference to these drawings, the description of the same parts as the fender in the first embodiment will not be repeated, and only the differences will be described.

  First, referring to FIG. 7, in this embodiment, the float 13 of the fender 11 and the fender 14 are connected via a length adjusting device (length adjusting means) 76. Yes. The rope 71 connects the fender 14 and the connection tool 74 in the ship 24, and the rope 72 connects the fender 14 and the mooring column 22.

  Next, referring to FIG. 8, the length adjusting device 76 a is connected to the first flat plate 36 side of the third flat plate 39, and the length adjusting device 76 b is connected to the upper portion of the fourth flat plate 40. Are connected to the fenders 14 via shackles 93b attached to the second flat plate 36 side. The ropes 71 a and 71 b are connected to the shackles 14 by being tied to the shackles 91 a and 91 b attached to the first flat plate 36 side of the upper reinforcing plates 43 a and 43 b of the reinforcing plate 42. Yes. In the same manner, the ropes 72a and 72b are connected to the fender 14 by being connected to the shackles 92a and 92b attached to the second flat plate 37 side of the upper reinforcing plates 43a and 43b (the shackle 92a is not shown). ). Further, a shackle 94a is attached to the second flat plate 37 side above the third flat plate 39, and a shackle 94b is attached to the second flat plate 37 side above the fourth flat plate 40, and both ends of the wire 97 are connected to the respective shackles. ing. Since the wire 97 is used for lifting work with a crane or the like at the time of installation, and the wire 97 having an optimum strength for this work may be used, the reliability of the installation work is improved. Further, since the wire 97 is a separate body from the connecting device for the float 13 and the fender 14, the connection work between the float 13 and the fender 14 can be performed on land, and efficient installation work can be performed. Can be done.

  Next, a specific configuration of the length adjusting device 76 and a method for adjusting the position of the fender 14 from the sea surface using the same will be described.

  9 is a schematic view showing a plan view of the length adjusting device 76 shown in FIG. 8, and FIG. 10 is a side view seen from the line XX shown in FIG.

  Referring to these drawings, the length adjusting device 76 has three elongated flat plates stacked, shackles 80 and 81 for connecting the float 13 and the fender 14 are attached to both ends, and the shackle 80 is further attached. The shackle 82 is attached to the shackle 81, and the shackle 83 is attached to the shackle 81.

  The three flat plates include a pair of first adjustment plates (first flat plates) 78a and 78b and a second adjustment plate (second flat plate) 79, and the second adjustment plate 78a and 78b has a second gap between the first adjustment plates 78a and 78b. The adjustment plate 79 is sandwiched. The first adjustment plate 78a has 10 adjustment holes 88, the first adjustment plate 78b has 10 adjustment holes 89, and the second adjustment plate 79 has 10 adjustment holes 90, respectively. Each of the holes has the same shape, and is equally arranged at the interval B shown in FIG. These adjustment plates are inserted in a state in which three adjustment holes of the adjustment hole 88a in the first adjustment plate 78a, the adjustment hole 90a in the second adjustment plate 79, and the adjustment hole 89a in the first adjustment plate 78b are aligned. Are connected by bolts 84a and nuts 85a as fasteners, and are also connected by bolts 84b and nuts 85b in the form of inserting three adjustment holes of an adjustment hole 88j, an adjustment hole 90j, and an adjustment hole 89j. Yes. That is, the first adjustment plates 78a and 78b and the second adjustment plate 79 are coupled by two sets of bolts and nuts, that is, the bolt 84a and the nut 85a, and the bolt 84b and the nut 85b.

  The length adjusting device 76 adjusts the overall length by shifting the coupling position of the adjusting holes. That is, from the state of FIG. 10 which is the shortest state, the second adjustment plate 79 is translated by a length B which is the minimum unit of adjustment, and as a result, the length is a maximum of the length A shown in FIG. It is possible to extend the entire adjustment device 76, ie the distance between the ends.

  FIG. 11 shows an example in which the length is adjusted from the state of FIG.

  With reference to the drawings, the length adjusting procedure of the length adjusting device 76 will be described.

  When adjusting the length of the length adjusting device 76, the bolt 84a and nut 85a, and the bolt 84b and nut 85b are removed from the length adjusting device 76 from the state shown in FIG. Next, the second adjusting plate 79 is moved so as to be pulled out in the extending direction of the length adjusting device 76 so as to keep parallel to the first adjusting plates 78a and 78b. Finally, the leftmost adjustment hole 90a in the second adjustment plate is inserted in a state where it is aligned with the adjustment hole 88f and the adjustment hole 89f, which are the sixth adjustment holes counted from the left of the first adjustment plates 78a and 78b. The bolt 84a and the nut 85a are attached, and the rightmost adjustment holes 88j and 89j in the first adjustment plates 78a and 78b are the sixth adjustment holes counted from the right of the second adjustment plate 79. A bolt 84b and a nut 85b are attached so as to be inserted in a state aligned with 90e, and the three adjustment plates are coupled.

  That is, the length adjusting device 76 in the state of FIG. 11 is in a state of being extended by a length of B × 5, which is an interval corresponding to five adjustment holes, compared to the state of FIG.

  Thus, since the length adjusting device 76 can be adjusted within a certain range, the length adjusting device 76 is extended when it is desired to deepen the position of the fender 14 from the sea surface, and is shortened when it is desired to be shallow. good. Such length adjusting means is easier than that by adjusting the length of the wire in the embodiment of FIG. 1 because the degree of elongation is determined by a multiple of dimension B. In addition, as described in the description of the first embodiment, the depth at which the fender 14 is kept constant regardless of whether the sea level is up or down is as described in the first embodiment. Are connected by two plate-like connecting devices, and such connecting devices are less likely to cause deformation such as loosening and twisting in the sea, so that the shield pair 14 can be stably positioned.

  FIG. 12 is a schematic view of the use state of the fender 14 shown in FIG. 7 as viewed from above.

  With reference to the drawing, the ends of the ropes 71 a and 71 b connected to the fender 14 are attached to connecting tools 74 a and 74 b in the hull 25 of the ship 24. Similarly, the ends of the ropes 72 a and 72 b connected to the fender 14 are attached to the mooring columns 22 a and 22 b installed on the quay 19. Compared to the state in which the fender 11 is connected only to the mooring column 22 on the quay 19 via the chain 17 as shown in the embodiment of FIG. 1, the fender 14 is connected to the quay 19 in the state of FIG. 12. Since they are moored from both sides of the ship 24, inadvertent movement of the fender 11 is prevented.

  FIG. 13 is a perspective view showing a schematic structure of a fender according to the fifth embodiment of the present invention.

  With reference to the drawings, the difference from the first embodiment will be mainly described. In this embodiment, the buoyancy is provided between the upper reinforcing plate 43 in the fender 14 and the lower reinforcing plates 47 and 49 attached to the lower portion of the reinforcing plate 42 instead of the reinforcing plate 42. An adjustment box (buoyancy adjustment means) 101 is installed. A box body 103 which is a main body portion of the buoyancy adjustment box 101 has a shape close to a triangular prism in order to match the mounting position. An inlet 104 is formed in the upper plate 109 of the box body 103 and a discharge port 106 is formed in the bottom plate 110, which are configured to be hermetically sealed by removable caps 105 and 107, respectively.

  In the buoyancy adjustment box 101, when the cap 105 is removed and a liquid such as seawater is injected from the injection port 104, the buoyancy in the sea decreases when the cap 105 is attached again and the buoyancy adjustment box 101 is sealed. Further, after removing the cap 107 and discharging the liquid from the discharge port 106, if the cap 107 is attached again and the buoyancy adjustment box 101 is sealed, the buoyancy in the sea increases. That is, when such a buoyancy adjustment box 101 is installed in the fender body 14, the buoyancy of the whole fender body 14 is increased or decreased by injecting and discharging liquid into the buoyancy adjustment box 101. For this reason, the buoyancy of the entire fender can be easily adjusted in consideration of the buoyancy of the float 13 and the optimum load applied to the connector between the float 13 and the fender 14.

  In the figure, the buoyancy adjustment box 101 is shown mounted between the upper reinforcing plate 43b and the lower reinforcing plates 47b and 49b, but the upper reinforcing plate 43a and the lower reinforcing plate on the opposite side not shown. The buoyancy adjustment box 101 and a symmetrical buoyancy adjustment box are also attached between 47a and 49a.

  In the fourth embodiment, the length adjusting device is composed of three flat plates, but may be composed of two flat plates. At that time, the number of adjustment holes in the flat plate may be two or more on one side and one or more on the other.

  Moreover, in the said 4th Embodiment, although the volt | bolt and the nut are used as the fastener of the flat plate of a length adjusting device, what is necessary is just to couple | bond with the fastener of flat plates through holes, such as a pin. .

  Furthermore, in the fifth embodiment, the box that is the buoyancy adjusting means is provided with two openings and caps as the inlet and outlet, but only one opening and cap are used as the box. It may be provided and used for both liquid injection and discharge.

It is the schematic which showed the use condition of the fender according to 1st Embodiment of this invention. FIG. 2 is an enlarged perspective view showing a schematic shape of the fender shown in FIG. 1. It is an expanded sectional view of the III-III line shown in FIG. It is the expansion perspective view which showed the schematic shape of the fender by the 2nd Embodiment of this invention. It is the expansion perspective view which showed the schematic shape of the float by the 3rd Embodiment of this invention. It is the schematic which showed the use condition of the conventional vertical type air fender. It is the schematic which showed the use condition of the fender according to 4th Embodiment of this invention. FIG. 8 is an enlarged perspective view showing a schematic shape of the fender shown in FIG. 7. It is the top view which showed schematic shape of the length adjustment instrument shown in FIG. FIG. 10 is a side view of the XX line shown in FIG. 9. It is the figure corresponding to FIG. 10, Comprising: It is the side view which showed the example which adjusted the length of the length adjustment instrument. It is the schematic which looked at the fender shown in FIG. 7 from upper direction, Comprising: It is the figure which showed the state before berthing. It is the expansion perspective view which showed schematic shape of the fender by the 5th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Fender 13 ... Float 14 ... Fender body 16 ... Wire 19 ... Wharf 20 ... Wall surface 24 ... Ship 25 ... Hull 31 ... 1st shock absorbing material 32 ... 2nd shock absorbing material 34 ... Frame body 44 ... Elastic plate 45 ... Woven cloth 46 ... Rubber sheet 50 ... Marker plate 51 ... Scale 53 ... Marker line 71 ... Rope 72 ... Rope 76 ... Length adjusting device 78 ... First adjustment plate 79 ... Second adjustment plate 84 ... Bolt 85 ... Nut 88 ... Adjustment Hole 89 ... Adjustment hole 90 ... Adjustment hole 97 ... Wire 101 ... Buoyancy adjustment box 103 ... Box body 104 ... Inlet port 105 ... Cap 106 ... Discharge port 107 ... Cap In addition, the same code | symbol in each figure shows the same or an equivalent part.

Claims (13)

A fender used for marine berthing of ships,
A fender having a specific gravity greater than the specific gravity of seawater, being arranged between the ship and the wall of the quay and exhibiting a buffering effect,
A float having a specific gravity connected to the fender and capable of floating on the sea surface in a state in which the fender is connected ;
The fender and the float are fenders connected via a first wire . The fender is
A first cushioning material and a second cushioning material which are arranged parallel to each other so as to face each other and are smaller than the specific gravity of seawater;
The first is arranged so as to bridge between the and the buffer material second buffer material composed of a large frame body than the specific gravity of sea water, according to claim 1 Symbol mounting fender. The weight of the frame body is 1.1, which is a value obtained by subtracting the total weight of the first cushioning material and the second cushioning material from the buoyancy in seawater due to the total volume of the first cushioning material and the second cushioning material. The fender according to claim 2 , which is -1.3 times. Each of the first cushioning material and the second cushioning material includes an elastic plate made of polyethylene foam having a closed cell structure, a woven fabric covering the outer surface side of the elastic plate, and a rubber sheet covering the outer surface side of the woven fabric. The fender according to claim 2 or 3 . The fender according to any one of claims 1 to 4 , wherein the float has a light emitting means. A fender used for marine berthing of ships,
A fender having a specific gravity greater than the specific gravity of seawater, being arranged between the ship and the wall of the quay and exhibiting a buffering effect,
A float having a specific gravity connected to the fender and capable of floating on the sea surface in a state in which the fender is connected;
Wherein the float, the horizontal marker lines are formed, fender. A fender used for marine berthing of ships,
A fender having a specific gravity greater than the specific gravity of seawater, being arranged between the ship and the wall of the quay and exhibiting a buffering effect,
A float having a specific gravity connected to the fender and capable of floating on the sea surface in a state in which the fender is connected;
Wherein the fender body, a horizontal marker plates scale is formed is mounted with extending upward from at least sea level at the time of installation, fender. A fender used for marine berthing of ships,
A fender having a specific gravity greater than the specific gravity of seawater, being arranged between the ship and the wall of the quay and exhibiting a buffering effect,
A float having a specific gravity connected to the fender and capable of floating on the sea surface in a state in which the fender is connected;
Wherein A fender body and the float is connected via a length adjusting means capable of adjusting the distance between its ends, fender. The length adjusting means is
A first flat plate having a plurality of first adjustment holes;
A second flat plate having at least one second adjustment hole;
In a state where the first flat plate and the second flat plate are overlapped with each other, it is configured to be freely inserted into any one of the first adjustment holes and the second adjustment hole, The fender according to claim 8 , further comprising a fastener that joins the first flat plate and the second flat plate. The fender according to claim 1, wherein the fender is provided with buoyancy adjusting means capable of adjusting its own buoyancy. The buoyancy adjusting means is
A box made of a sealed structure;
At least one opening provided in the box;
The fender according to claim 10 , further comprising a cap that is detachably attached to the opening and that can seal the opening. The fender according to any one of claims 1 to 11 , wherein the fender is provided with a second wire for lifting. The fender according to any one of claims 1 to 12 , wherein a first rope for connecting to the ship and a second rope for connecting to the quay are attached to the fender. Wood.

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