JP6144081B2 - Fender - Google Patents

Description

  The present invention relates to a fender.

  When a ship comes to berth, the fenders provided on the quay to prevent damage to the hull and quay will cause deformation of the main body (rubber body) because the contact surface will be deformed by friction with the hull during compression, causing an internal load. To do. In view of this, a configuration has been proposed in which a resin layer with less friction than rubber is provided on the surface of the fender so as to reduce the frictional resistance when contacting the ship (see Patent Document 1).

  However, in this structure, the friction with the hull is received by the surface (flat surface), so even if a low friction material is used on the surface, the friction cannot be significantly reduced. Friction occurs between them.

JP 2000-309914 A

  In view of the above facts, an object of the present invention is to provide a fender having reduced friction between the fender surface and a ship.

The fender according to claim 1 is configured to follow a surface shape of the shock-absorbing material, one end surface of which is attached to the attachment surface, a convex-curved shock-absorbing surface formed on the other end surface of the shock-absorbing material, An impact receiving member that is formed in a convex curved shape and has a smaller dynamic friction coefficient and a lower static friction coefficient than the buffer surface , the buffer material is a channel-like long material, and the center of the impact member is in the width direction. The receiving member is a convex curved surface that is convex toward the other end side from both ends, and the impact receiving member is an annular surface-shaped convex curved surface whose center in the longitudinal direction is convex toward the other end side from both ends in the longitudinal direction.

  In the fender according to claim 1, the contact surface is small because the buffer surface and the receiving member that protrude toward the side in contact with the ship or the like are not in surface contact but in line contact or point contact. It is possible to provide a fender having a low frictional resistance when coming into contact with a ship or the like.

Moreover , since the center in the width direction is more convex than both ends, line contact can be made in contact with a ship or the like, so that a fender having less frictional resistance than surface contact can be obtained.

Furthermore , since the center in the longitudinal direction is more convex than both ends, it can be point contact at the time of contact with a ship or the like, so that it can be a fender having less frictional resistance than line contact.

The fender according to claim 2 is characterized in that the impact receiving member is ultra high molecular weight polyethylene.

In the fender according to claim 2 , since the impact receiving member is made of ultra-high molecular weight polyethylene, it can be an impact receiving member excellent in impact resistance, wear resistance, and chemical resistance at a wide range of temperatures. .

  Since this invention was set as said structure, it can be set as the fender which reduced the friction with a fender surface and a ship.

It is a perspective view which shows the structure of the fender which concerns on 1st embodiment of this invention. It is a perspective view which shows the structure of the conventional fender. It is sectional drawing which shows the structure before compression of the fender which concerns on 1st embodiment of this invention. It is sectional drawing which shows the structure after compression of the fender which concerns on 1st embodiment of this invention.

  Hereinafter, the structure of the fender according to the first embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the fender 10 is provided with a rubber cushioning material 12 having a substantially triangular prism shape inside and a cushioning surface 12 </ b> A of the cushioning material 12 that is provided over the entire length and is in contact with a ship or the like. The impact member 14 is formed of a wide flange 18 provided at the end of the cushioning material 12 and connected to the quay 20 by the mounting surface 18A.

  The flange 18 is fixed to a quay 20 made of concrete or the like by an anchor bolt 22 with a mounting surface 18A, and the fender 10 extends vertically or horizontally in accordance with the size of the ship, the amount of drainage, or the like. A structure in which a strength member such as a steel plate (not shown) is built in the flange 18 and is vulcanized and bonded to the flange 18 to maintain the mounting strength of the fender 10 can be used.

  As shown in FIG. 1, the cushioning material 12 of the fender 10 has a so-called arch-shaped cross section that connects two flanges 18 provided in parallel and is convex on the other end side (input side). I have.

  In addition, since the cushioning material 12 has an arch-shaped cross section, when the fender 10 (the cushioning material 12) is compressed when the input from the direction of the arrow F is made by a ship or the like, It can be set as the structure which the durability of the fender 10 whole improves by disperse | distributing to a wide range rather than a square shape, and reducing the stress concentration at the time of compression.

  The fender 10 according to the first embodiment of the present invention is different from the conventional fender 110 shown in FIG. 2 in the following points. That is, in the width direction W shown in FIG. 1, the input direction at the time of compression indicated by the arrow F so that the surface portion along the center portion C in the width direction W indicated by the alternate long and short dash line most protrudes from the quay 20. The cushioning surface 12A of the cushioning material 12, which is the surface, is a convex curved surface having an annular surface.

  Further, the impact receiving member 14 provided along the shock absorbing surface 12A is also configured to have a constant thickness with both the front surface 16A and the back surface 16B in the input F direction formed by annular convex surfaces. Thereby, when a ship etc. contact, the surface part along the center part C of the width direction W shown with the dashed-dotted line in the width direction W of the fender 10 becomes easy to contact a ship etc. initially.

  Similarly, in the longitudinal direction L, the cushioning surface 12A of the cushioning material 12 is an annular convex surface. The impact receiving member 14 provided along the buffer surface 12A is also formed of an annular surface-shaped convex curved surface on both the front surface 16A and the back surface 16B in the input F direction. Thereby, when a ship etc. contact, the center part becomes easy to contact a ship etc. initially also in the longitudinal direction L of the fender 10.

  The impact receiving member 14 is made of a material having a contact resistance smaller than that of the buffer material 12 such as UHMW-PE (ultra high molecular weight polyethylene), and may be deformed by being pulled in one direction by friction when contacting a ship or the like. It may be configured without this.

  As described above, the fender 10 according to the present embodiment has a shape in which the surface portion along the center portion C in the width direction W indicated by the alternate long and short dash line protrudes most from the quay wall 20 in the width direction W. As a result, at the time of contact, the center in the width direction of the receiving member 14 protrudes most in the input direction (arrow F), so that it is easy to first contact with a ship or the like.

  Furthermore, in the present embodiment, since the center in the width direction of the impact receiving member 14 that protrudes most from the quay is along the longitudinal direction L, the contact point with the ship or the like during contact is also the center in the width direction of the impact receiving member 14. Will be on the line along. The surface 116 which is a contact surface of the conventional receiving member 114 shown in FIG. 2 with respect to the ship or the like at the time of contact is a flat surface. Therefore, when the ship or the like contacts the quay in parallel, the surface 116 is used. May contact the ship or the like on the surface and may be pulled up or down or left and right by frictional resistance generated between the ship or the like.

  On the other hand, in the present embodiment, a contact point with a ship or the like is also present on the line along the center in the width direction of the impact receiving member 14 when contacting. As a result, the impact receiving member 14 (surface 16A) provided on the fender 10 does not come into contact with the ship or the like at the moment of contact (input). Or there is no possibility of being pulled in the left-right direction.

  Further, in the present embodiment, the buffer surface 12A of the buffer material 12 is also a ring-shaped convex curved surface in the longitudinal direction L, and has a so-called torus (annular) shape. Thereby, it becomes the shape which the longitudinal direction center part protrudes most with respect to the input direction shown by the arrow F in a figure.

  For this reason, together with the above effect, the impact receiving member 14 has a shape in which the center in the longitudinal direction of the surface 16A and the vicinity of the center in the width direction protrude most in the input direction. As a result, when the ship or the like is brought into contact, the center in the longitudinal direction and the vicinity of the center in the width direction of the surface 16A first contact the ship or the like.

  As a result, the contact member 14 (surface 16A) provided on the fender 10 at the moment of contact (input) is further less likely to come into contact with the ship or the like. There is no risk of being pulled vertically or horizontally.

  As shown in FIGS. 1 and 3, the impact receiving member 14 has an annular surface-like convex curved surface having a front surface 16A and a back surface 16B so that the front surface 16A side is convex. As a result, the central portion C in the width direction becomes the most protruded shape from the quay wall 20, and in addition to preventing deformation due to friction, the following effects are obtained.

  That is, when the fender 10 is in contact with the hull 30 as shown in FIG. 4, both the front surface 16A and the rear surface 16B are curved surfaces, and the thickness of the impact receiving member 14 is substantially constant in the width direction. When the impact receiving member 14 is deformed with respect to F), the surface 16 becomes substantially flat and contacts the hull 30 as in the conventional example shown in FIG.

  On the other hand, when the center in the width direction of the impact member 14 is thick and both ends are thin, or conversely, the center in the width direction is thin and both ends are thick, the input member 14 is not substantially flat with respect to the input. There is a possibility that a gap is formed, and it is difficult to efficiently absorb the input in these states.

  In the present embodiment, the front surface 16A and the back surface 16B of the impact receiving member 14 are respectively an annular curved convex curved surface and concave curved surface, and the thickness is made substantially constant in the width direction, so that the impact receiving member by input at the time of contact is provided. 14 deformation can be prevented. The inventors of the present invention have best results when the radius of the annular surface is 0.8 to 0.9 times the protruding height H of the fender 10, that is, contact friction with a ship or the like is reduced, and It has been found that results with less adverse effects such as strength reduction can be obtained.

  Also in the longitudinal direction, the front surface 16A and the back surface 16B are annular curved surfaces so that the center of the length indicated by the arrow L in FIG. This has the following effects in addition to preventing deformation due to friction.

  That is, when the fender 10 is in contact with the hull 30 in the longitudinal direction as in the width direction, both the front surface 16A and the back surface 16B are curved surfaces, and the thickness of the impact receiving member 14 is substantially constant in the longitudinal direction. When the impact receiving member 14 is deformed with respect to the input (arrow F), the surface 16 becomes substantially flat and contacts the hull 30 as in the conventional example shown in FIG.

  As a result, it is possible to prevent deformation of the impact receiving member 14 due to input during contact. The inventors of the present invention have best results when the radius of the annular surface is 4 to 6 times the longitudinal length of the fender 10, that is, contact friction with a ship or the like is reduced, and strength is reduced. We have obtained knowledge that results with less harmful effects can be obtained.

  The impact receiving member 14 is preferably made of, for example, ultra high molecular weight polyethylene (UHMW-PE). That is, ultrahigh molecular weight polyethylene has a very high impact resistance exceeding that of polycarbonate (PC), and this property does not deteriorate even in a wide temperature range from a low temperature to a high temperature. In addition, it has excellent wear resistance and self-lubricating properties. In terms of friction resistance, it is better than fluororesin and polyacetal (POM), has excellent chemical resistance, and is not easily affected by sunlight / seawater. Moreover, since specific gravity is as light as 0.92-0.94, even if it falls off, in addition to floating in water, its water absorption is low, and it is excellent in dimensional stability.

  Since the impact receiving member 14 is formed of a slippery material, there is no possibility that the impact receiving member 14 is dragged by the movement when the ship or the like moves in the up / down / left / right direction after moving. For this reason, it can prevent that the shock absorbing material 12 inclines in the up-down / left-right direction, and deform | transforms.

  In addition, when a material such as rubber comes into contact with the ship during contact, dirt on the fender 10 side may adhere to the ship, but hard plastic such as ultra high molecular weight polyethylene is used as the impact receiving member 14. Therefore, it can be set as the structure which is hard to get dirt on the ship side.

  The embodiments of the present invention have been described above with reference to the embodiments. However, these embodiments are merely examples, and various modifications can be made without departing from the scope of the invention. For example, the shape of the cushioning material 12 is a substantially V-shaped cross section, but is not limited thereto, and may be other shapes, and various shapes can be used.

  Alternatively, the shape of the buffer surface 12A and the impact receiving member 14 is not limited to a simple torus shape, and various shapes such as a corrugated shape, a hyperboloid, and a paraboloid can be used.

10 fenders, 12 cushioning material, 12A cushioning surface, 14 impact member, 16A surface, 16B back surface, 18 flange, 20 quay, 30 hull, C center

Claims (2)

A cushioning material whose one end face is attached to the attached surface;
A convex curved buffer surface formed on the other end surface of the buffer material;
An impact receiving member that is formed in a convex curved surface following the surface shape of the buffer surface and has a smaller dynamic friction coefficient and static friction coefficient than the buffer surface;
Equipped with a,
The cushioning material is a long channel-shaped material, and the impact receiving member is a convex curved surface whose center in the width direction is convex toward the other end side than both ends in the width direction, and the impact receiving member has a longitudinal center in the longitudinal direction. A fender that is a convex curved surface that is convex to the other end side than both ends in the direction . The fender according to claim 1, wherein the impact receiving member is ultra high molecular weight polyethylene.

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