JP5501680B2 - Ship platform - Google Patents

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 hull and the hull, a difference in inclination between the hull and the bottom of the ship, or a change in the contact position between the hull and the hull due to a change in the inclination of the ground. 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, but in the case of small ships, especially those with a capacity of 100 tons or less, the hull is usually placed on a pulling platform that runs on wheels and ropes 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. 24 (a) is a schematic plan view showing an abdomen-type pedestal 39a having four contact points between the traveling carriage 40 and the ship 41 on the bottom of the ship, and FIG. 24 (b) is also a schematic side view thereof. FIG. FIG. 25A shows a keel type in which the traveling carriage 40 contacts the 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 with the keel traveling carriage 43 at one point. A schematic plan view showing the stern 39b, FIG. 25 (b) is also a schematic side view thereof. 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 pedestal, and as shown in FIG. 26, the rope 44 is passed from the four sides of the ship by a small ship, and this rope 44 is extended to the land and fixed to the land, or a fixed anchor in the sea The rope 44 is stretched in four directions around the ship 41, 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 JP 2005-205962 A

  However, even if the rope 44 is stretched on the ship 41 and the ship 41 is fixed to the center of the pedestals 39a and 39b, the center position of the pedestals 39a and 39b in the left-right direction can be recognized from the rails of the trolleys. 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. 28, when the inclination of the ground is constant, the area and the area where the ship bottom and the traveling carriage are in contact with each other do not change.

  However, as shown in FIG. 29, 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 with the ship bottom, and the load is concentrated at one point. Thereafter, only the front end of the rear carriage and the rear end of the front carriage come into contact with the ship bottom at the curved portion of the ground. After that, when the ground becomes a gently curved portion, both the rear carriage and the front carriage come into contact with the ship bottom in a wide range near the center. However, when it is elevated to a flat ground, the contact state in the curved portion is reversed, and only the rear end of the rear carriage and the front end of the front carriage are in contact with the ship bottom and support the entire weight of the ship 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.

  In order to solve the above-mentioned problems, the inventor of the present application provides a ship having a structure in which arms are provided in a pair of left and right traveling carriages that respectively travel on a pair of parallel trajectories and the hull is supported by the arms. A vertical platform was proposed. Further, it is disclosed that by using the above-structured vertical platform for the ship, the hull can be easily guided and restrained to the center between the traveling carriages, and the concentrated load at the contact portion with the ship can be reduced. did. In addition, in the patent document 3, the inventor of the present application is configured such that the pedestal that supports the hull is configured to be swingable about a left-right axis with respect to the wheel base of the traveling carriage. Thus, even when the angle between the ship and the ground changes, a technique for maintaining the contact state between the hull and the pedestal has been proposed (paragraphs 0030 to 0032 of the specification of Patent Document 3, FIG. 9).

  Conventionally, however, each traveling carriage in a marine vertical platform is configured to travel on a rail whose position is fixed. Accordingly, the distance between the pair of left and right traveling trolleys is constant, and the pedestal that supports the ship bottom is also fixed to the wheel base on the rail, so the distance in the width direction is constant. That is, when a small boat is towed by a marine vessel platform, as shown in FIG. 30, the distance between the outermost ends in the width direction of the pair of left and right pedestals 6 is wider than the width of the bottom 1a. In this case, even if the hull 1 is slightly displaced from the pedestal 6, the hull 1 may be detached from the pedestal 6. Further, for example, as disclosed in Patent Document 3, when the pedestal 6 is swingable only about the axis in the width direction of the stern 50, the pedestal 6 is grounded in the direction from the sea to the land. It is possible to make the supporting force of the hull supported by the pedestal uniform in the longitudinal direction of the hull. However, when the inclination angle of the hull width direction of the ship bottom 1a is different from the inclination angle of the upper surface of the pedestal 6 that supports the ship bottom 1a, the hull 1 is mounted on the vertical platform with the inclination angle between the upper surface of the pedestal 6 and the ship bottom 1a not matching. As a result, the load of the hull 1 is concentrated on one point on the pedestal 6 in the width direction of the stern 50, which causes a dent and damage to the bottom 1a and the pedestal 6. Further, as shown in FIG. 30, a member such as a bilge keel 1 b for preventing the rolling of the vessel being navigated may be installed at the end of the ship bottom 1 a in the width direction of the hull. When the load is biased on the pedestal 6, the members such as the bilge keel 1b may be damaged, which may hinder the navigation of the ship. As the size of the hull 1 is smaller, the inclination angle of the ship bottom 1a is often steeper, and there is a higher risk of dents and breakage of the ship bottom 1a and the pedestal 6 due to the inclination angle difference between the pedestal 6 and the ship bottom 1a. Become.

  On the other hand, when a large ship is towed by a marine vertical platform, as shown in FIG. 31, the width between the outermost ends of the pair of left and right pedestals 6 is larger than the width in the left-right direction of the bottom 1 a. The distance becomes smaller. In this case, when the load of the hull 1 is applied to the upper surface of the pedestal 6 in the left-right direction of the stern, the stability of the hull 1 on the pedestal 6 is lowered, and the hull 1 is mounted on the vertical pedestal 50 There is a risk of falling from.

  In order to solve this problem, for example, as shown in FIG. 32, three rails extending from the water to the land are provided for each of the left and right traveling carts 4 instead of one pair, or one traveling cart 4 side In the case where three or more rails 3 are provided and a small ship is elevated (FIG. 32 (a)) and a large ship is elevated (FIG. 32 (b)), the rail 3 on which the traveling carriage 4 is arranged is properly used. The length of the connecting rod 16 that connects the pair of left and right traveling carts 4 is changed depending on the arrangement of the traveling carts 4 so that at least the distance between the pair of left and right traveling carts 4 is adjusted to the width of the hull 1. It was. However, in order to move the traveling carriage onto another rail, it is necessary to use a large heavy machine such as a crane or a power shovel. That is, it is necessary to carry out the moving operation of the traveling carriage 4 on the other rail 3 and the replacement operation of the connecting rod 16 for the overhead work of the hull 1, and the cost required for the overhead work of the ship increases.

  On the other hand, in order to cope with the difference in the inclination angle of the ship bottom 1a, a plate or the like is placed on the pedestal 6 in accordance with the overhead map or the like, or the gap formed between the pedestal 6 and the ship bottom 1a is filled, or It is conceivable to place a sand bag or the like on the 6 so that the shape changes somewhat easily to prevent a gap from being generated between the base 6 and the bottom 1a. However, these operations are also labor intensive.

  In addition to the above-mentioned problems, the number of shipyards and specialists who carry out the work of building and repairing ships has been greatly reduced due to a significant decrease in the number of ships in the fishery industry. However, in areas where there are still many workers in the fishery industry, they do not have specialized knowledge about the work of lifting and lowering vessels, such as fishing cooperatives, etc. It is necessary for these organizations to carry out these operations. Accordingly, simplification of the vertical work is required.

  The present invention has been made in view of such problems, and provides an upright / bottom mount for a ship that can easily and stably perform an up / down work even when a ship of a different size is vertically mounted. The purpose is to do.

The vertical pedestal for ships according to the present invention is:
In a marine vertical platform that moves from underwater to land and moves along a pair of parallel left and right trajectories provided respectively corresponding to the left and right sides of the direction of travel of the hull ,
A pair of left and right self-supporting traveling carts that respectively travel on the left trajectory and the right trajectory and support a left portion and a right portion in the traveling direction of the hull, and the pair of left and right traveling carts are connected. A first stern on the front side provided with a connecting member to perform,
A pair of left and right self-supporting traveling trolleys that respectively travel on the left trajectory and the right trajectory at the rear of the first pedestal and support the left part and the right part in the traveling direction of the hull ; A rear second pedestal comprising a connecting member for connecting the pair of left and right traveling carts;
Have a, a tow rope for pulling the first gridiron and second slipway,
The pair of left and right pair of the traveling vehicle or the first gridiron first gridiron and second slipway traveling vehicle of the left and right respective pairs of the pair of, respectively, a wheel, a wheel stand this wheel is provided, the hull A hull support portion that is in surface contact with the bottom of the hull, a pedestal that supports the hull support portion in a swingable manner about a first axis extending in the hull longitudinal direction, and the pedestal in the hull width direction with respect to the wheel pedestal A swing support device that swingably supports a second shaft extending to
The surfaces of the pedestal and the hull supporting portion that are in contact with each other are concave surfaces that are curved in an arc shape, and the other surface is a convex surface that is curved in the same arc as the concave surface, and the convex surface is rocked within the concave surface. The hull support and the pedestal are swung along its arcuate curved surface by moving,
The hull support portion swings with respect to the pedestal, and the pedestal swings with the swing support device, whereby the hull support portion makes surface contact with the bottom of the hull.

  In the above-described marine vertical platform, for example, the hull support, the pedestal, and the swing support device are movable in the hull width direction with respect to the wheel base.

In addition, for example, the first stern or the first stern and the second stern of the vertical pedestal for ships is
An arm that pivots from a pair of left and right traveling carriages toward the center between the two and a grip bar that is supported at an end of each arm so as to be tiltable with respect to the arm. Is pulled toward the land, and the tow rope is pulled, whereby each grip bar is rotated forward, and the hull is pulled by holding the keel of the hull with the pair of left and right grip bars.

  In this case, an elastic member that urges the arms toward the traveling carriage can be provided.

  Further, the above-described upper / lower pedestal for a ship is configured such that, for example, the first pedestal or the first pedestal and the second pedestal are supported by a pair of left and right traveling trolleys so as to be rotatable about a traveling direction as a rotation axis. A portion of the traveling carriage facing direction outside the shaft pivots upward to apply a force to the inside of the facing direction against the hull, and the tow rope is in the facing direction from the pivot shaft of the arm There is a direction changing member connected to the inner part and arranged on the outer side in the opposite direction from the connection point of the tow rope with the arm to change the stretching direction from the connection point of the tow rope to the arm toward the land. And when the tow rope is pulled, the outer portion of the arm in the opposite direction rotates toward the hull, and the hull is clamped by the left and right arms to pull the hull. Also good.

  In this case, when the tow rope is loosened, the portion of the arm on the outer side in the facing direction can turn downward due to gravity and leave the hull.

Other marine vessel platform according to the present invention,
In a marine vertical platform that moves from underwater to land and moves along a pair of parallel left and right trajectories provided respectively corresponding to the left and right sides of the direction of travel of the hull ,
A pair of left and right self-supporting traveling carts that respectively travel on the left trajectory and the right trajectory and support a left portion and a right portion in the traveling direction of the hull, and the pair of left and right traveling carts are connected. A first stern on the front side provided with a connecting member to perform,
A pair of left and right self-supporting traveling trolleys that respectively travel on the left trajectory and the right trajectory at the rear of the first pedestal and support the left part and the right part in the traveling direction of the hull ; A rear second pedestal comprising a connecting member for connecting the pair of left and right traveling carts;
Have a, a tow rope for pulling the first gridiron and second slipway,
Each traveling carriage of the first stern includes a wheel, a wheel pedestal provided with the wheel, a hull support portion that makes contact with the bottom of the hull on the surface, and a first shaft extending through the hull support portion in the longitudinal direction of the hull. A pedestal that supports the pedestal in a swingable manner around the second shaft extending in the width direction of the hull with respect to the wheel pedestal,
The surfaces of the pedestal and the hull supporting portion that are in contact with each other are concave surfaces that are curved in an arc shape, and the other surface is a convex surface that is curved in the same arc as the concave surface, and the convex surface is rocked within the concave surface. The hull support and the pedestal are swung along its arcuate curved surface by moving,
The hull support portion swings with respect to the pedestal, and the pedestal swings with the swing support device, whereby the hull support portion comes into surface contact with the bottom of the hull,
The second stern has a keel support part that contacts the keel of the hull on the surface at a center part between the pair of left and right traveling carriages, and supports the keel support part so as to be swingable around the second shaft. A keel pedestal,
The keel support portion is in surface contact with the keel of the hull by swinging with respect to the keel base.

  According to the above-described vertical mounting platform for a ship, the hull supporting portion that contacts the bottom of the ship can swing around the first axis with respect to the pedestal, and swings in accordance with the inclination of the bottom of the ship and comes into surface contact. To do. Therefore, even when the inclination angle of the ship bottom varies depending on the ship, the swing angle of the hull support part is uniquely determined, and the hull support part is in surface contact with the ship bottom and stably supports the hull. Accordingly, it is possible to prevent damage to the hull support portion and the hull due to concentrated loads in the horizontal direction (hull width direction) of the stern.

  Further, it is possible to prevent the hull support part from actively swinging and generating a gap with the ship bottom without placing a plate or a sand bag between the hull support part and the ship bottom. Therefore, it is possible to easily and stably perform the vertical work.

(A), (b) is a front view which shows the vertical mounting platform for ships which concerns on 1st Embodiment of this invention. It is the side view similarly. It is the bottom view similarly. (A) is the elements on larger scale which show the pedestal part of a vertical platform when the inclination of a ship bottom is large, (b) is the elements on larger scale which show the pedestal part of a vertical frame when the inclination of a ship bottom is gentle. It is a side view which shows a traveling trolley part. It is a side view which similarly shows the effect. It is a front view which shows the vertical mounting platform for ships which concerns on 2nd Embodiment of this invention. It is the side view similarly. It is the partial bottom view similarly. (A) is a front view showing the case where the marine vertical platform according to the second embodiment is applied to a small ship, and (b) is the case where the marine vertical platform according to the second embodiment is applied to a large ship. FIG. (A), (b) is a modification of the upper-and-bottom mount stand for ships which concerns on 2nd Embodiment. It is a front view which shows the state at the time of the overhead work by the upper-and-bottom mounting stand for ships which concerns on 3rd Embodiment of this invention. It is the same 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 4th Embodiment of this invention. It is a partial top view which similarly shows the relationship between the arm and a traveling trolley. It is a side view which shows the vertical mounting platform for ships which concerns on 5th 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 6th Embodiment of this invention. It is the partial top view similarly. (A) is a top view which shows the traveling trolley | bogie part (keel pedestal) of the marine upper-and-bottom gantry concerning the modification of this invention, (b) is a side view similarly. It is a bottom view which shows an example in the case of using combining the platform of 1st thru | or 6th embodiment. (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 rope and adjusting the position of a ship. It is a figure which shows the conventional traction state in case the inclination of a ground changes. It is a figure which shows the conventional traction state in case the inclination of a ground is constant. It is a figure which shows the towing | pulling state by the conventional up-down gantry stand in case the inclination of a ground changes. It is a front view which shows the case where the conventional vertical platform for ships is applied to a small ship. It is a front view which shows the case where the conventional vertical platform for ships is applied to a large ship. (A) is a figure which shows the pulling state of a small ship in case a several rail is provided, (b) shows the pulling state of a large ship similarly.

  Hereinafter, embodiments of the present invention will be specifically described with reference to the accompanying drawings. FIG. 1 is a front view showing a marine vertical platform according to the first embodiment of the present invention, FIG. 2 is a side view showing the marine vertical cascade according to the first embodiment, and FIG. 3 is according to the first embodiment. It is a bottom view which shows the up-and-down mount stand for ships. The marine vessel platform 50 includes four traveling carriages 4 that travel on two pairs (one to two in total) of rails 3 laid from underwater to land. A pair of rails 3 is provided on each of the left and right sides of the hull 1, and each traveling carriage 4 travels with, for example, eight wheels 5 on the one-to-two rails 3. As shown in FIG. 1, each traveling cart 4 has a hull support portion 6a that supports the hull 1 in contact with the bottom portion 1a of the ship at its upper end, and a pedestal 6 that supports the hull support portion 6a from below. Is provided. The four traveling carriages 4 are arranged so as to oppose left and right and to be separated in the front-rear direction. Further, the traveling carts 4 that are paired to the left and right are connected to each other by a single connecting rod 16 at a wheel platform 30 provided with wheels 5, and the left and right directions of the traveling cart 4 (the hull when the hull is mounted vertically) The distance in the width direction is kept constant. Then, the front and rear pedestals 50 travel in this arrangement state by means of mounting wires 61 described later.

  As shown in FIGS. 2 and 3, each traveling carriage 4 is provided with a pair of wheels 5 provided with two pairs of wheels 5 (front and rear) (total of four) in the front-rear direction of the traveling carriage 4. In addition, a seesaw plate 31 is installed as a swing support device of the present invention on the wheel bases 30 arranged in front and rear, and a lower plate 32 b of the seesaw plate 31 is fixed to the wheel base 30. A pedestal 6 is fixed on the upper plate 32 a of the seesaw plate 31. As shown in FIG. 2, a hook 14 is provided on the wheel platform 30 on the front side of each traveling carriage 4, and a mounting wire 61 is bound to the hook 14 as a tow rope of the present invention. As shown in FIG. 3, the other end of the mounting wire 61 is connected to a pulley table 60 provided on the rail 3 in front of the vertical platform 50, for example. The pulley stand 60 is provided with two wheels on each of the left and right sides, and travels on the rail 3 by these wheels. Further, the pulley base 60 is provided with a pulley 60a, and a winding wire 62 having one end fixed to the pulley base 60 is provided with a pulley 63 provided at a fixed position such as an overhead facility, and a pulley 60a of the pulley base. It is wound between. Then, by pulling the other end of the winding wire 62, the two pulleys rotate, the pulley base 60 is pulled along the rail 3 toward the overhead facility side, and the base wire 61 is pulled, thereby Tow. A mounting wire 61 is provided for each traveling carriage 4 and pulls each traveling carriage 4, or the rear traveling carriage 4 is connected to the front traveling carriage 4 by a tag rope 12, a connecting member or another wire. (FIG. 3), the hoisting wire 62 is wound up to pull the front traveling carriage 4 together with the wheel base 60, and tow the front and rear vertical platform 50 simultaneously.

  One (lower side) plate 32b of the seesaw plate 31 fixed to the pair of front and rear wheel bases 30 for each traveling carriage 4 and the other (lower side) plate 32a fixed to the lower part of the base 6 are horizontal. The shaft 33 is rotatably connected. Thereby, the seesaw plate 31 supports the pedestal 6 so as to be swingable with respect to the wheel base 30. The rocking shaft 33 of the seesaw plate 31 is parallel to the left-right direction of the stern 50 (the hull width direction when the hull is mounted up and down), and is the second axis in the present invention.

  The pedestal 6 includes, for example, a support portion 6c in which the inside of an aluminum frame is reinforced with a reinforcing material, and a swing support portion 6b that is fixed on the support portion 6c and swingably supports the hull support portion 6a. The outermost outermost end portion in the left-right direction of the support portion 6c is provided so as to be inclined from above to below, and the width in the left-right direction of the support portion 6c is configured to widen from above to below. As described above, by providing the inclined portion at the outermost end of the pedestal 6, the reaction force received in the oblique direction when the hull 1 is supported is uniformly distributed below the pedestal 6, so that the traveling cart 4 Prevent falls. The swing support portion 6b is made of, for example, aluminum, and has a curved surface that is recessed in an arc shape at the top.

  In order to protect the ship bottom 1a from damage, the above-described hull support portion 6a is made of, for example, wood, and the lower surface thereof is a convex surface that is curved with the same arc as the concave surface of the swing support portion 6b. The center axis of the arcuate curved surface of the hull support 6a and the swing support 6b is parallel to, for example, the front-rear direction of the wheel 5 (the hull longitudinal direction when the hull is vertically mounted), and is the first axis in the present invention. It is. Then, by forming the same arc-shaped uneven surface at the lower part of the hull support part 6a and the upper part of the swing support part 6b, the hull support part 6a follows an arcuate curved surface with respect to the swing support part 6b. Can be swung.

  Next, the operation of the vertical platform 50 of the present embodiment configured as described above will be described. Four traveling carts 4 in the seawater 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. As shown in FIG. 3, a tag rope 12 is tied to each of the left and right positions of the ship 1. First, by pulling the tag rope 12 from the land, the ship 1 floats on the sea in the left-right direction. The center position is roughly matched with the center position of the left and right traveling carts 4. Next, the front and rear vertical platform 50 are pulled by winding the winding wire 62. At the same time, the tag rope 12 tied to the ship 1 is pulled (to the extent that the tension is not loosened), and the ship 1 is pulled in the land direction simultaneously with the vertical platform 50. Then, the traveling carriage 4 moves in the land direction along the rails 3, and first, the hull support portion 6 a in the front stage 50 is close to the bottom 1 a of the ship 1. Thereafter, when the hoisting wire 62 is wound up and the tug rope 12 is pulled, the weight of the ship 1 is loaded on the hull supporting part 6a, the hull supporting part 6a is pressed against the ship bottom 1a from above, and swingingly supported in accordance with the inclination of the ship bottom 1a. It begins to swing along the curved surface of the portion 6b. At this time, the hull 1 presses each of the hull support portions 6 a provided on the pair of left and right pedestals 6, but the hull support portion 6 a in the left traveling cart 4 and the hull support portion 6 a in the right traveling cart 4. When the pressing force is different, the hull 1 floats from the side with the large pressing force to the side with the small pressing force. Therefore, the center position in the width direction of the hull 1 automatically matches the center position of the vertical platform 50. In the pair of left and right traveling trolleys 4, the pair of left and right hull supports 6 a is placed on the bottom 1 a of the ship in a state where the pressing force in the left hull support 6 a is equal to the pressing force in the right hull support 6 a. Contact is made over the entire surface, and the pressing force from the ship bottom is evenly distributed over the entire surface of the hull support 6a. Thereafter, when the weight of the front side of the hull 1 is completely supported by the hull support portion 6a in the front side hull 50 by the winding of the hoisting wire 62 and the pulling of the tag rope 12, the hull 1 is stabilized on the hull 50. Therefore, even if the tension state of the tag rope 12 is released, the hull 1 is erected in the land direction in a state where the weight on the front side is stable. Then, as the hoisting wire 62 is wound up, the rear stern 50 approaches the rear side of the hull 1 and, like the front stern 50, the pair of left and right hull support portions 6b are located at the bottom of the ship 1a. Contact the entire surface. The rear side stern 50 supports the hull 1 in a state where the pressing force from the bottom 1a is made uniform over the entire surface of the hull support 6a, and the hull 1 is overlaid on the land by the front and rear side stern 50. To do.

  If the seesaw plate 31 is not provided on the vertical platform 50, the hull support 6a is loaded on the front side and the rear side of the platform 50 due to the inclination of the ground during the process of lifting the hull 1 from the sea to the land. For example, the load on the hull 1 is concentrated and heavily loaded on the rear side of the hull support 6a. Thereby, the hull support part 6a and the hull 1 may be damaged. In the present embodiment, a seesaw plate 31 (swing support device) that is rotatable around a horizontal shaft 33 is provided between the wheel base 30 and the base 6, and the ground is inclined in the process of overhanging. However, as shown in FIGS. 5 and 6, the base 6 swings around the shaft 33 extending in the hull width direction with respect to the wheel base 30. As a result, when the traveling carriage 4 is in a horizontal state, the load from the hull 1 is applied to the hull support 6a on the average, and even when the traveling carriage 4 is inclined, the plate By changing the angle formed between the plate 32b and the plate 32b, the hull support 6a can uniformly contact the bottom of the hull 1 over the longitudinal direction of the traveling carriage 4b, and the weight of the hull 1 is supported by the hull support 6a. Can receive evenly. While the ship 1 is being pulled to the land, the relative angle between the ship 1 and the traveling carriage 4 changes variously, but all the wheels 5 and the rails 3 are always in contact with each other, and the hull 1 and the hull support 6a Are always in contact. Therefore, in order to support the hull 1 stably and in a wide range, the hull 1 can be supported by the traveling carriage 4 with a small stress, and a concentrated load can be prevented from being applied to the ship 1 and the hull support portion 6a.

  Further, the vertical platform 50 of the present embodiment has a hull support portion 6a that contacts the bottom portion 1a of the ship, which can swing with respect to the pedestal 6, and has an axis extending in the longitudinal direction of the hull in accordance with the inclination of the vessel bottom portion 1a. And the rocking angle is determined, and comes into surface contact with the bottom 1a of the hull. Therefore, as shown in FIG. 4, even when the inclination angle of the ship bottom 1a varies depending on the ship, the swing angle of the hull support 6a is uniquely determined. Even when the inclination angle of the bottom 1a is large (FIG. 4 (a)) or when the inclination angle of the bottom 1a is gradual (FIG. 4 (b)), the hull support portion 1a contacts the bottom 1a over the entire surface. The hull 1 is supported. Accordingly, it is possible to prevent the hull support 6a and the hull 1 from being damaged due to concentrated loads in the left-right direction (hull width direction) of the stern 50.

  Furthermore, even if no plate or sand bag is placed between the hull support portion 6a and the bottom 1a, the hull support 6a is actively swung to prevent a gap from being generated between the hull support 1a. To do. Therefore, it is possible to easily and stably perform the vertical work.

  In the present embodiment, the pedestal 6 is configured separately from the swing support portion 6b and the support portion 6c. However, the swing support portion 6b and the support portion 6c are integrally formed by one member. It may be configured. Further, in the present embodiment, the outermost outermost end portion in the left-right direction of the support portion 6c is provided to be inclined from the upper side to the lower side. However, the vertical work can be stably performed with the boat 50 supported by the boat. As long as it is possible, it is not necessary to provide an inclination at the end portion on the support portion 6c side. Furthermore, the number of pulleys 62a and 63 around which the winding wire 62 is wound can be appropriately increased or decreased depending on the weight of the ship.

  Next, the vertical platform 50 of the second embodiment of the present invention will be described. FIG. 7 is a front view showing a marine vessel platform according to a second embodiment of the present invention, FIG. 8 is a side view showing a marine vessel platform according to the second embodiment, and FIG. 9 is according to the second embodiment. It is a partial bottom view which shows the up-and-down mount stand for ships.

  In the first embodiment, a hull support portion 6a that swings with respect to the base 6 and whose swing angle is determined in accordance with the inclination of the vessel bottom portion 1a is provided, and the hull is supported by the entire upper surface of the hull support portion 6a. However, in the second embodiment, destabilization of the vertical work due to the constant distance between the pair of left and right traveling carriages is prevented.

  In the present embodiment, as shown in FIGS. 7 to 9, the seesaw plate 31 is not directly fixed on the pair of front and rear wheel platforms 30 of the traveling carriage 4 but is described later on the pair of front and rear wheel platforms 30. The support plate 17b of the sliding mechanism 17 is constructed, and the front and rear wheel bases 30 are connected by the support plate 17b. A seesaw plate 31 is placed on the support plate 17b of the slide mechanism 17 as a first swing mechanism. As shown in FIG. 10, the wheel base 30 of the traveling carriage 4 has a width in the left-right direction larger than that of the first embodiment, and the innermost end between the pair of left and right wheel bases 30. The distance between the parts is smaller than, for example, the width of an average small ship (for example, about 3 m) (FIG. 10A), and the distance between the outermost ends is, for example, an average large ship (for example, 5 m). Is smaller than (degree) (FIG. 10B). Other configurations are the same as those of the first embodiment.

  The slide mechanism 17 includes, for example, a plurality of wooden sliding materials arranged at appropriate intervals on the upper surface of the support plate 17b. The slide mechanism 17 is provided below the seesaw plate 31 described later on the sliding material of the support plate 17b. The side plate 32b is placed. The support plate 17b of the slide mechanism 17 is provided such that the length of the pedestal 50 in the front-rear direction is slightly longer than that of the plate 32b, and the width in the left-right direction is longer than that of the plate 32b. Further, stoppers 17a are provided on each of the four sides of the support plate 17b in order to prevent the seesaw plate 31 from falling from the support plate 17b. The sliding material on the support plate 17b is made of, for example, synthetic wood made of a polymer plastic as a raw material, and the surface thereof is easy to slip. Accordingly, the support plate 17b supports the hull support portion 6a and the pedestal 6 so as to be slidable in the left-right direction of the hull 50 (the hull width direction when the hull is vertically mounted) integrally with the seesaw plate 31. In addition, the sliding material on the upper surface of the support plate 17b is in the left-right direction (the hull, for example) when the vertical support operator pushes the hull support portion 6a, the pedestal 6 and the seesaw plate 31 when the ship 1 is not supported on the pedestal 6. (The width direction) can be slid, but when the boat 1 is supported by the pedestal 6, a friction coefficient that generates a frictional force that holds the hull support 6 a, the pedestal 6, and the seesaw plate 31 at a fixed position. Have Further, the slide mechanism 17 is provided with pin holes communicating with the wheel base 30 side by side in the width direction of the stern, for example, at intervals of 10 cm, and the pin holes on the lower plate 32b of the seesaw plate 31 are similarly provided. It has been. Then, as shown in FIG. 7, the hull support 6a and the pedestal 6 are slid in the width direction of the stern 50 integrally with the seesaw plate 31, and the pin 18 is inserted from the plate 32b side when the desired position is reached, The hull support 6a, the pedestal 6, and the seesaw plate 31 can be held at fixed positions. Thereby, the hull support part 6a, the base 6 and the seesaw plate 31 can be slid and fixed in the left-right direction in units of 10 cm on one side.

  Next, the operation of the vertical platform 50 of the present embodiment configured as described above will be described. In this embodiment, first, the distance between the front and rear pedestals 50 is adjusted based on the length of the ship to be overlaid, and the position of the pedestal 6 is moved on the slide mechanism 17 based on the width of the ship. The number of pulleys around which the winding wire is wound is adjusted based on the weight of the ship. Next, the left and right bonden widths are adjusted according to the width of the ship. When the adjustment of the pedestal 50 is completed, the pedestal 50 is submerged in the sea. The position of the stern 50 in the sea is known from the position of Bonden. Subsequent operation of the vessel 1 to be elevated by the vertical platform 50 is the same as in the first embodiment.

  Since the vertical platform 50 of this embodiment is provided with a seesaw plate 31 (swing support device) that can rotate around a horizontal shaft 33 (extending in the hull width direction), as in the first embodiment. The hull support 6a on the pedestal 6 is in uniform contact with the bottom of the hull 1 over the longitudinal direction of the traveling carriage 4, and the weight of the hull 1 can be evenly received in the front-rear direction of the hull support 6a. Application of a concentrated load can be prevented.

  Further, even when the hull support portion 6a swings with respect to the pedestal 6 and is used in a ship having a different inclination angle of the bottom 1a, the hull support 1a is in surface contact with the bottom 1a to support the hull 1. . Accordingly, it is possible to prevent the hull support 6a and the hull 1 from being damaged due to concentrated loads in the left-right direction (hull width direction) of the stern 50. And even if a board or sandbag is not placed between the hull support 6a and the bottom 1a, the hull support 6a is actively swung to prevent a gap from being generated between the bottom 1a. To do. Therefore, it is possible to easily and stably perform the vertical work.

  Furthermore, in this embodiment, the hull support part 6a which supports the bottom part 1a of a ship is provided with the base 6 and the seesaw plate 31 so that it can move to the left-right direction (hull width direction) with respect to the wheel base 30. Therefore, as shown in FIG. 10, both the width of the hull 1 is small (FIG. 10A) and the width of the hull 1 is large (FIG. 10B). The distance between the side ends can be optimized for the hull 1 having various widths, and is highly versatile. And the conventional complicated work which increased the number of the rails 3 in order to respond | correspond to the ship body 1 of various width | variety, or mounted the traveling cart 4 on the other rail according to the width | variety of the ship body 1 is abbreviate | omitted. Even so, it is possible to carry out the up-and-down work easily and stably. Moreover, the cost which the ship requires for the overhead mounting work can be reduced.

  In this embodiment, the slide mechanism 17 is provided on the wheel base 30, but the seesaw plate 31 is fixed on the wheel base 30, the slide mechanism 17 is provided on the seesaw plate 31, and the pedestal 6 is attached to the seesaw. You may comprise so that it can move on the plate 31 in the left-right direction (hull width direction). Further, as shown in FIG. 11, it is not necessary to provide an inclination at the end portion on the side of the support portion 6 c in a range in which the vertical work can be stably performed while the boat is supported by the pedestal 50.

  Next, the vertical platform 50 of the third embodiment of the present invention will be described. FIG. 12 is a front view showing the state of the overhead work by the marine upper and lower gantry according to the third embodiment, FIG. 13 is a front view showing the upper and lower gantry and the ship at the same time, and FIG. Similarly, FIG. 15 is an enlarged front view of one traveling vehicle. In the vertical platform of the first and second embodiments, the hull support portion 6a is provided so as to be able to swing relative to the swing support portion 6b, and the hull support portion 6a is in surface contact with the bottom 1a. 1 is different between the hull support 6a in the left traveling trolley and the hull support 6a in the right traveling trolley, the hull floats on the sea from the side with the larger pressing force to the smaller side, The center position automatically coincided with the center position of the stern 50 in the width direction. However, for example, when the position of the center of gravity of the hull does not exist at the center position of the hull in the width direction, the position of the center of gravity of the hull 1 is the same as the center position of the stern 50 when the vertically mounted platform of the first and second embodiments is used. It is conceivable that the hull is overlaid so as to match, and the center positions in the width direction between the vertical platform and the hull do not match. In addition to the configuration of the vertical platform of the first or second embodiment, the vertical platform 50 of the present embodiment is provided with a structure for matching the horizontal center positions of the vertical platform 50 and the hull 1. It has been. That is, in the third embodiment, as shown in FIGS. 12 and 13, the inner side surface (in FIGS. 12 and 13) in the direction in which the pair of left and right traveling carriages 4 oppose each other (hereinafter referred to as the opposing direction). The arm 7 that rotates toward the center of the pair of left and right traveling carriages 4 is provided on the side surface of the base 6. As shown in FIGS. 14 and 15, the arm 7 is rotatably connected to a side surface on the inner side in the opposite direction of the traveling carriage 4 by a universal joint 10 so that the rotation axis thereof is substantially vertical. The universal joint 10 can be slightly rotated in the vertical direction. 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 1 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. In the stern 50 provided with the structure of the present embodiment, the tag rope 12 is connected to the front end portion 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. Also in the present embodiment, as in the second embodiment, first, the distance between the front and rear pedestals 50 is adjusted based on the length of the ship to be overlaid, and the position of the base 6 is slid based on the width of the ship. It adjusts by moving on 17, and adjusts the quantity of the pulley which winds a winding wire based on the weight of a ship. Next, the left and right bonden widths are adjusted according to the width of the ship. When the adjustment of the pedestal 50 is completed, the pedestal 50 is submerged in the sea, and a traveling carriage is disposed on the rail 3 in the seawater. The position of the stern 50 in the sea is known from the position of Bonden. As a result, four traveling carts, front, rear, left and right, are arranged in the sea water 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, by winding up the winding wire 62, the front and rear vertical platform 50 are pulled to the land side, and at the same time, the two right and left tag ropes 12 are simultaneously pulled 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. (FIG. 15). 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 exactly 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. The present invention is intended for the case where the inclination angle of the ship bottom varies depending on the hull. In the present embodiment, the arm 7 is provided so as to be rotatable in the vertical direction by the universal joint 10. Therefore, when the inclination angle of the ship bottom 1a is steep, as shown in FIG. 13, the arm 7 rotates downward as indicated by an arrow. Thereby, the damage by the collision of the ship bottom 1a with the arm 7 is prevented. When the tug rope 12 is further pulled, the hull support portion 6a comes close to the ship bottom 1a. When the hull support 6a comes into contact with the ship bottom 1a, the hull support 6a swings with respect to the swing support member 6b in accordance with the inclination of the ship bottom 1a, and the ship bottom 1a is evenly distributed over the entire surface of the ship support 6a. The state is supported by the pressing force. Thereby, the hull 1 is stably supported on the stern 50. When the hull 1 is stabilized on the stern 50, the traction of the tag rope 12 is released. Then, the arm 7 is stored at a position indicated by a two-dot chain line in FIG. 14 by the tensile elastic force of the elastic member 8. Then, the stern 50 lifts the hull 1 to the land by the hoisting of the hoisting wire 62 while stably supporting the hull 1 on the hull supporting portion 6a.

  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 after the hull keel is once clamped by the grip bar 9 and the tow of the hull is started, the grip bar 9 is separated from the hull keel by the urging force of the elastic member 8, and the keel 2 is released from 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 relative position with the ship 1 can be adjusted.

  Similar to the second embodiment, the vertical platform of the present embodiment is provided with the slide mechanism 17, the pair of left and right traveling carriages 4 are connected to each other by the connecting rod 16, and the distance between the wheel bases 30 is constant. In this state, the hull support 6a that supports the bottom 1a of the ship is configured to be movable in the left-right direction (hull width direction) with respect to the wheel base 30 together with the base 6 and the seesaw plate 31. Therefore, the distance between the left and right end portions of the pedestal 6 in the left and right direction is optimal for ships of various widths by simply moving the hull support 6a, the pedestal 6 and the seesaw plate 31 in the left and right direction (hull width direction). Therefore, it is possible to easily and stably perform the up-and-down installation work, and the versatility is high. Moreover, the cost required for the work of vertically mounting the ship can also be reduced. Since the seesaw plate 31 is provided, the load of the hull 1 is made uniform in the front-rear direction of the hull support portion 6a, and the hull support portion 6a can swing with respect to the swing support portion 6b of the base 6. The load of the hull 1 can be made uniform in the left-right direction (the hull width direction) of the hull support portion 6a, and a concentrated load can be prevented from being applied to the ship 1.

  In addition to this, in this embodiment, after moving the hull to the left and right middle of the four traveling carriages 4 by self-navigation or towing, the grip bar 9 is simply pulled by the tag rope 12 toward the land. Thus, 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 carriages accurately and in a short time without requiring complicated work on the sea such as rope passing and rope adjustment on the sea. For example, even when the position of the center of gravity of the hull is different from the center position in the width direction of the hull, the keel is held by the grip bar 9 at the tip of the arm 7 at the time of lifting, and the hull 1 matches the center position of the stern 50. The center position in the width direction is exactly the same as the center position of the vertical platform. Further, in the present embodiment, since the hull is restrained by restraining the keel of the hull with the grip bar, 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.

  In this embodiment, the arm 7 is provided on the side surface of the pedestal 6. However, if the keel 2 of the ship can be sandwiched from the left and right, the arm 7 can be attached to the traveling carriage 4 such as the wheel base 30 of the stern 50. You may provide in another part. Further, in the present embodiment, the hull support 6a and the pedestal 6 are configured to be movable in the left-right direction (the hull width direction) with respect to the wheel base 30, so that depending on the length of the arm 7, the keel 2 of the ship. The case where it does not reach is considered. In this case, an arm 7 having various lengths may be prepared, and the arm 7 may be appropriately changed according to the width of the hull 1 and the position of the keel 2.

  Further, in this embodiment, the hull support 6a is provided so as to be movable in the left-right direction (hull width direction) with respect to the wheel base 30 together with the pedestal 6 and the seesaw plate 31. In the case of the same size, the vertical platform does not have to be provided with a width adjustment function, the support force by the platform 50 is made uniform by swinging the hull support portion 1a, and the keel of the ship is lifted by the arm. Even if it is configured such that the center position is adjusted by clamping, it is possible to easily and stably perform the vertical mounting work.

  Next, a fourth embodiment of the present invention will be described. FIG. 16 is a front view showing a marine vertical platform of the fourth embodiment, and FIG. 17 is an enlarged plan view of an arm portion. In the embodiment shown in FIGS. 16 and 17, the same components as those in the third embodiment shown in FIGS. 12 to 15 are denoted by the same reference numerals, and detailed description thereof will be omitted. The two pairs of left and right traveling carts 4a have wheels 5 that travel on the rail 3, a hull support portion 6a that supports the hull 1, and a pedestal 6 that supports the hull support portion 6a. Among the traveling carts 4, the pair of front traveling carts 4 a has a towing direction of the ship on the outer side (outer side of the pedestal 6 in FIG. 16) of the front end portion in the left-right facing direction (the width direction of the ship). A fulcrum 22 having a rotation axis in a direction parallel to the (longitudinal direction of the ship) 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. 16, only one arm 20 is shown, but the same 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 wheel base 30 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 opposing direction of the traveling carriage at a height approximately the same as the fulcrum 22, and this portion is engaged with the stopper 25 when the inner portion in the opposing direction of the arm 20 is raised. 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 facing direction of the traveling carriage 4 a, and the tip of the inner side in the facing 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. In this embodiment, first, the distance between the front and rear pedestals 50 is adjusted based on the length of the ship to be overlaid, and the position of the pedestal 6 is moved on the slide mechanism 17 based on the width of the ship. The number of pulleys around which the winding wire is wound is adjusted based on the weight of the ship. In the present embodiment, as shown in FIG. 16, the portion on the outer side in the opposite direction from the fulcrum 22 of the arm 20 is configured to be rotatable outside the hull 1. Accordingly, the position of the base 6 is adjusted so that the distance between the left and right bases 6 and the seesaw plate 31 is smaller than the width of the hull 1 in the left-right direction. Next, the left and right bonden widths are adjusted according to the width of the ship. When the adjustment of the pedestal 50 is completed, the pedestal 50 is submerged in the sea, and a traveling carriage is disposed on the rail 3 in the seawater. The position of the stern 50 in the sea is known from the position of Bonden. Then, a traveling cart is arranged on the rail 3 in seawater. In this state, the ship is positioned between the left and right traveling carts 4a 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. Thereafter, by winding up the hoisting wire 62, the front and rear vertical platform 50 are pulled to the land side, and simultaneously the two left and right tag ropes 12 are pulled at the same time. The outer part rotates upward, and the protective rubber 21 comes into contact with the boundary part between the bottom of the ship 1 and the ship side. 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 1 of the ship. Thereafter, when the tag rope 12 is further pulled, the hull support portion 6a comes closer to the bottom of the ship and eventually comes into contact therewith. The hull support portion 6a swings along the curved surface of the swing support portion 6b, and the swing angle with respect to the swing support portion 6b coincides with the inclination of the ship bottom 1a. And the whole upper surface of the hull support part 6a will be in the state which surface-contacted uniformly with respect to the ship bottom. Further, the arm 20 rotates around the fulcrum 22 of the pedestal 6 to sandwich and restrain the ship 1. Then, with the pedestal 6 supporting the ship from below and the arms 20 sandwiching and restraining the ship from below and from the side, the ship 1 is pulled toward the land by the winding wire 62 and the tug rope 12 being pulled. The When it is necessary to readjust the relative positional relationship between the ship 1 and the traveling carriage 4a, 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 by the arm 20 Restraint is released. Then, after adjusting the position of the traveling carriage 4a, the ship 1 can be pulled by pulling the tag rope 12 again. When the hull 1 is stably supported on the stern 50, the traction of the tag rope 12 is released.

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

  Since the seesaw plate 31 is provided as in the first to third embodiments, the load of the hull 1 is made uniform in the front-rear direction (the hull longitudinal direction) of the hull support portion 6a, and the hull support portion 6a is a pedestal. 6, the load of the hull 1 can be made uniform in the left-right direction (the hull width direction) of the hull support 6 a, and a concentrated load is applied to the ship 1. It can also be prevented. Further, as in the second and third embodiments, the hull support 6a that supports the ship bottom is movable in the left-right direction (hull width direction) with respect to the wheel base 30 together with the base 6 and the seesaw plate 31. Therefore, by simply moving the hull support 6a together with the pedestal 6 and the seesaw plate 31 in the left-right direction, the distance between the outermost ends of the pedestal 6 is optimized with respect to ships of various widths, and stable vertical installation work And versatility is high. Moreover, since the rail etc. which were required for the conventional vertical mounting work are unnecessary, and the replacement work of the traveling cart 4a is also unnecessary, the work cost required for the vertical mounting work can be reduced.

  Also in this embodiment, as in the third embodiment, the vertical platform does not need to be provided with a width adjustment function in the left-right direction, and the vertical installation work can be performed easily and stably.

  FIG. 18 is a side view showing a marine vessel platform according to a fifth embodiment of the present invention, and FIGS. 19A to 19C are views showing the operation of the same. As shown in FIG. 18, a keel pedestal 39 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 39. However, the front stern 4b supports the hull 1 by the base 6 of each traveling trolley like the stern 50 of the first to fourth embodiments. In this case, the height of the keel pedestal 39 may be variably provided in accordance with a protrusion such as a heel piece in a ship. In this embodiment, the hull 1 is supported at two points by the hull support portion 6a of the pair of left and right traveling carriages 4b, and the hull is supported at one place by the keel pedestal 39 spanned between the rear running carriages 4c. To support. 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. 19 (b), when the ground is slightly inclined and the keel 2 is also slightly inclined in the process in which the ship 1 is 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 39, the keel 2 and the keel are located at a point where the ground is more steep (FIG. 19C). The pedestal 39 comes into contact only at the rear end of the keel pedestal 39, and the keel 2 and the keel pedestal 39 are at the front end of the keel pedestal 39 at a place where the ground is horizontal (FIG. 19A). 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 varies depending on the size of the propeller and the like. 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. 20 is a partial side view showing a traveling carriage part of the sixth embodiment of the present invention in which such inconveniences are eliminated, and FIG. 21 is 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. Also in this embodiment, the height of the keel pedestal 39 may be variably provided in accordance with a protrusion such as a heel piece in a ship.

  FIG. 22 is a view showing a modified example of the traveling carriage part of the sixth embodiment. As shown in FIG. 22, the traveling carriage of this embodiment is also configured as a keel pedestal 39. The keel pedestal 39 is disposed, for example, to support only the rear of the ship. Of the pair of front and rear traveling carts 4 disposed on the rail 3, the keel pedestal 39 is trapezoidal between a pair of rear traveling carts. The keel support 35 is provided. On the keel support portion 35, a position facing the hull keel 2 is hollowed out, and the concave portion is provided in an arc shape in a cross section perpendicular to the left-right direction (width direction) of the keel base 39. . A semi-cylindrical protective member 36 (the keel pedestal of the present invention) is loosely fitted in the concave portion of the keel support 35 with the cylinder axis directed in the horizontal axis direction. The support portion 35 is made of metal such as aluminum, and the protective material 36 is made of wood, for example, as in the above embodiment. The surface of the protective member 36 that is curved in an arc shape can freely swing along the arc-shaped concave surface of the keel support portion 35. As described above, the swing mechanism of the keel pedestal 39 is configured to be a slide type, so that in the traveling carriage of the fifth embodiment, the round bar 37 between the protective member 36 and the support part 35, and the fine holes on the lower surface of the support part 35 are provided. And the string 38 may not be provided.

  In the vertically mounted platform 50 of the present invention described above, the platform of the first to fourth embodiments is not limited to the case where the same type of platform is used for the front platform and the rear platform, Different types of stern may be used in combination for the stern and the rear stern. For example, as shown in FIG. 23, the front stern may be the stern of the third embodiment, and the rear stern may be the stern of the first embodiment.

  1: hull (ship), 1a: ship bottom, 2: keel, 3: rail, 4: traveling cart, 4a: traveling cart, 5: wheel, 6: pedestal, 6a: hull support, 6b: swing support member, 6c: support member, 7: arm, 8: elastic member, 9: grip bar, 10: universal joint, 11: hinge part, 12: tag rope, 13: spring, 14: hook, 15: hook, 16: connecting rod, 17: slide mechanism, 17a: stopper, 17b: support plate, 18: pin, 20: arm, 21: protective rubber, 22: fulcrum, 23: hook, 24: pulley, 25: stopper, 26: stopper, 30: wheel Table, 31: Seesaw plate, 32a: Plate, 32b: Plate, 33: Shaft, 34: Wheel base, 35: Support, 36: Protection material, 37: Round bar, 38: String, 39: Keel base, 40: Traveling platform , 41: Vessel, 44: Rope, 50 :( marine vertical rack) gridiron, 60: pulley stand, 60a: pulley, 61: base with wire, 62: hoisting wire, 63: pulley

Claims (7)

In a marine vertical platform that moves from underwater to land and moves along a pair of parallel left and right trajectories provided respectively corresponding to the left and right sides of the direction of travel of the hull ,
A pair of left and right self-supporting traveling carts that respectively travel on the left trajectory and the right trajectory and support a left portion and a right portion in the traveling direction of the hull, and the pair of left and right traveling carts are connected. A first stern on the front side provided with a connecting member to perform,
A pair of left and right self-supporting traveling trolleys that respectively travel on the left trajectory and the right trajectory at the rear of the first pedestal and support the left part and the right part in the traveling direction of the hull ; A rear second pedestal comprising a connecting member for connecting the pair of left and right traveling carts;
Have a, a tow rope for pulling the first gridiron and second slipway,
The pair of left and right pair of the traveling vehicle or the first gridiron first gridiron and second slipway traveling vehicle of the left and right respective pairs of the pair of, respectively, a wheel, a wheel stand this wheel is provided, the hull A hull support portion that is in surface contact with the bottom of the hull, a pedestal that supports the hull support portion in a swingable manner about a first axis extending in the hull longitudinal direction, and the pedestal in the hull width direction with respect to the wheel pedestal A swing support device that swingably supports a second shaft extending to
The surfaces of the pedestal and the hull supporting portion that are in contact with each other are concave surfaces that are curved in an arc shape, and the other surface is a convex surface that is curved in the same arc as the concave surface, and the convex surface is rocked within the concave surface. The hull support and the pedestal are swung along its arcuate curved surface by moving,
The hull support portion swings with respect to the pedestal, and the pedestal swings with the swing support device so that the hull support portion comes into surface contact with the bottom of the hull. Vertical platform. The vertical hull for a marine vessel according to claim 1, wherein the hull support portion, the pedestal, and the swing support device are movable in a hull width direction with respect to the wheel base. The first stand or the first stand and the second stand are:
An arm that rotates from a pair of left and right traveling carriages toward the center between the two, and a grip bar that is supported at an end of each arm so as to be tiltable with respect to the arm;
The tow rope pulls each grip bar toward the land, and pulls the tow rope to turn each grip bar forward. The ship's vertical platform as claimed in claim 1 or 2, wherein the ship is towed. 4. The marine upper and lower platform of claim 3, further comprising an elastic member that urges each arm toward the traveling carriage. The first stand or the first stand and the second stand are:
A pair of left and right traveling trolleys are supported so as to be rotatable about a traveling direction as a rotation axis, and a portion on the outer side of the traveling trolley opposite to the rotation axis is rotated upward to exert a force on the inner side in the opposite direction with respect to the hull. Has an arm to add,
The tow rope is connected to a portion on the inner side in the facing direction with respect to the pivot shaft of the arm,
It has a direction changing member that is arranged on the outer side in the opposite direction than the connection point of the tow rope with the arm and changes the tension direction from the connection point of the tow rope to the arm toward the land,
2. When the pulling rope is pulled, an outer portion in the opposite direction of the arm rotates toward the hull, and the hull is pulled by holding the hull between left and right arms. The upper / lower pedestal for a ship according to 1 or 2. 6. The marine upper and lower pedestal according to claim 5, wherein when the tow rope is loosened, a portion of the arm on the outer side in the facing direction rotates downward due to gravity and separates from the hull. In a marine vertical platform that moves from underwater to land and moves along a pair of parallel left and right trajectories provided respectively corresponding to the left and right sides of the direction of travel of the hull ,
A pair of left and right self-supporting traveling carts that respectively travel on the left trajectory and the right trajectory and support a left portion and a right portion in the traveling direction of the hull, and the pair of left and right traveling carts are connected. A first stern on the front side provided with a connecting member to perform,
A pair of left and right self-supporting traveling trolleys that respectively travel on the left trajectory and the right trajectory at the rear of the first pedestal and support the left part and the right part in the traveling direction of the hull ; A rear second pedestal comprising a connecting member for connecting the pair of left and right traveling carts;
Have a, a tow rope for pulling the first gridiron and second slipway,
Each traveling carriage of the first stern includes a wheel, a wheel pedestal provided with the wheel, a hull support portion that makes contact with the bottom of the hull on the surface, and a first shaft extending through the hull support portion in the longitudinal direction of the hull. A pedestal that supports the pedestal in a swingable manner around the second shaft extending in the width direction of the hull with respect to the wheel pedestal,
The surfaces of the pedestal and the hull supporting portion that are in contact with each other are concave surfaces that are curved in an arc shape, and the other surface is a convex surface that is curved in the same arc as the concave surface, and the convex surface is rocked within the concave surface. The hull support and the pedestal are swung along its arcuate curved surface by moving,
The hull support portion swings with respect to the pedestal, and the pedestal swings with the swing support device, whereby the hull support portion comes into surface contact with the bottom of the hull,
The second stern has a keel support part that contacts the keel of the hull on the surface at a center part between the pair of left and right traveling carriages, and supports the keel support part so as to be swingable around the second shaft. A keel pedestal,
The above-mentioned keel support part makes surface contact with the keel of the hull by swinging with respect to the keel pedestal.

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