JPH0242736Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to improvements in pneumatic fenders.

In the first place, pneumatic fenders are made of a rubber-like elastic body with a reinforcing layer embedded in it, and are fixed or moored to quays, etc., in order to buffer the impact when a ship approaches the berth, using the elasticity of the pressurized air sealed inside. has been done.

However, in the past, when a pneumatic fender was damaged when a ship was berthed, causing damage to the ship or port structures such as quays, it was difficult to determine whether the cause of the damage was due to a defect in the pneumatic fender or whether the ship was damaged. Due to the difficulty in obtaining clues as to whether the accident was caused by a ship maneuvering error while berthing,
The current situation is that it is extremely difficult to investigate the cause, and troubles often occur between port administrators, ship operators, and fender manufacturers over who is responsible.

The present invention was developed as a result of studies to solve the above-mentioned problems.

Therefore, the purpose of this invention is to simplify maintenance by making it easy to know the internal pressure of the pneumatic fender when the ship is not berthed and the maximum internal pressure of the pneumatic fender when the ship is berthed. To provide an excellent pneumatic fender that can confirm whether a ship is berthed normally or not.

The pneumatic fender of the present invention consists of a fender body with pressurized air sealed inside, a communication pipe that communicates with the fender body, and a needle-type pressure sensor attached to the outer end of the communication pipe. This needle-type pressure gauge consists of an internal pressure indicator needle that constantly displays the internal pressure inside the fender body, and a pressure indicator needle that displays the maximum internal pressure inside the fender body when the ship is berthed. It is characterized by having a visible maximum internal pressure indicator needle that automatically stops at the specified position.

Hereinafter, the configuration of the present invention will be explained in detail with reference to the drawings.

Figures 1 and 2 show a pneumatic fender according to an embodiment of the present invention. Figure 1 is a partially cutaway explanatory perspective view, and Figure 2 is the main part of the same, that is, a needle-type pressure gauge. FIG. 3 is a diagram showing the relationship between the amount of compression and internal pressure of the pneumatic fender, and the amount of compression and absorbed energy.

In the figure, E indicates a pneumatic fender according to an embodiment of the present invention, which is a fender main body 10 made of a rubber-like elastic body with a reinforcing layer K embedded therein and filled with pressurized air.
and a communication pipe 20 that communicates within this fender main body 10.
and a pointer type pressure gauge 30 which is attached to the communication pipe 20 and is capable of displaying the internal pressure of the fender main body 10 when the ship is not berthed and the maximum internal pressure of the fender main body 10 when the ship is berthed. has been done.

To further explain this structure, in this embodiment, the fender main body 10 is a rubber-like elastic body in which a reinforcing layer K is integrally embedded between an outer rubber layer 10a and an inner rubber layer 10b, as shown in FIG. As shown in FIG. A bottom plate 12 is integrally attached to the flange portion 11 so as to cover the opening,
Attachment holes 13 to a quay wall or the like are provided around the flange portion 11 and the bottom plate 12.

Further, in this embodiment, the communication pipe 20 is located on the bottom plate 12 side of the flange portion 11 or on the bottom plate 12 side.
It is provided in a groove (not shown) bored in the fender main body 10 side, and a nipple 2 is provided at the outer end of the groove (not shown).
1, the needle type pressure gauge 30 is removably attached.

Furthermore, as shown in FIG. 2 in this embodiment, the needle-type pressure gauge 30 has an internal pressure indicator 31 that constantly displays the internal pressure of the pneumatic fender E when the ship is not berthing, and a pressure indicator needle 31 that always displays the internal pressure of the pneumatic fender E when the ship is not berthed. A maximum internal pressure indicating needle 32 is provided which displays the maximum internal pressure at and automatically stops at that position after displaying the maximum internal pressure.

The internal pressure indicator 31 and the maximum internal pressure indicator 32 are visible.

Therefore, the internal pressure indicator 31 of the needle-type pressure gauge 30 can be read at a glance, and thereby the internal pressure of the pneumatic fender E when the ship is not berthed, that is, the main pneumatic fender E. It is very easy to know whether the pressure inside the air chamber A, which affects the buffering performance of the air chamber A, is normal.

Furthermore, by reading the maximum internal pressure indicator 32, it is possible to easily and reliably know the maximum internal pressure when the ship is berthed, and from this maximum internal pressure when the ship is berthed, it is possible to determine whether the ship's maneuvering when the ship is berthed is appropriate. You can accurately know whether the

As shown in Figure 3, while there is a correlation between the amount of compression of the pneumatic fender, internal pressure, and absorbed energy, there is also a correlation between the size of the ship, the maneuvering situation, and the absorbed energy when the ship berths. Since there is a correlation between the two, as mentioned above, it is possible to accurately determine from the maximum internal pressure at the time of the ship's berthing whether or not the ship's maneuvering at the time of the berth was appropriate.

As mentioned above, in this embodiment, a fixed pneumatic fender used by being fixed to a quay etc. was explained as an example, but this is a floating type fender moored to a quay etc. and used while floating on the water surface. Of course, the present invention may be applied to type pneumatic fenders.
In this case, it is preferable to lengthen the communication pipe 20 and install the needle type pressure gauge 30 at a place where it can be easily observed, such as on a quay.

As explained above, the pneumatic fender of this invention is
It consists of a fender body, a communication pipe that communicates with the inside of the fender body, and a pointer-type pressure gauge attached to the outer end of this communication tube, and this pointer-type pressure gauge serves as an internal pressure indicator and a maximum internal pressure indicator. Since the needle is visually visible, the present invention can achieve the following effects.

By visually observing the internal pressure indicator needle, the internal pressure inside the fender body can be recognized at a glance.
Furthermore, by visually observing the maximum internal pressure indicator needle, it is possible to know at a glance the maximum internal pressure within the fender main body when the ship is berthed. Therefore, it becomes possible to quickly take appropriate measures when the ship is not berthed or when the ship is berthed.

By visually checking the internal pressure indicator needle, you can easily know at a glance whether the pressure inside the fender body, that is, the internal pressure that affects the cushioning effect of pneumatic fenders, is normal or not. Maintenance can be greatly simplified compared to type fenders.

In addition, the maximum internal pressure indicator displays the maximum internal pressure inside the fender body when the ship is berthed, and after displaying it, it automatically stops at that position, so it can be used even if the fender body is damaged. Even in the event of a ship being berthed, you can easily and reliably know at a glance the maximum internal pressure of the fender body when the ship is berthed by visually checking this maximum internal pressure indicator. This allows you to immediately and accurately know whether or not your actions were appropriate. As a result, if it is determined that the vessel is being maneuvered abnormally, the person in charge of vessel operation can be warned of this, thereby making it possible to prevent accidents. In addition, in the event that an accident occurs, it will be possible to clarify who is responsible for the accident.
It is possible to prevent unnecessary conflicts.

[Brief explanation of the drawing]

Figures 1 and 2 show a pneumatic fender according to an embodiment of the present invention. Figure 1 is a partially cutaway explanatory perspective view, and Figure 2 is the main part of the same, that is, a needle-type pressure gauge. FIG. 3 is a diagram showing the relationship between the amount of compression and internal pressure of the pneumatic fender, and the amount of compression and absorbed energy. 10...Fender main body, 20...Communication pipe, 30...
...Pointer type pressure gauge, K...Reinforcement layer.

Claims (1)

[Scope of utility model registration request] It consists of a fender body with pressurized air sealed inside, a communication pipe that communicates with the fender body, and a needle-type pressure gauge attached to the outer end of this communication pipe.
The needle-type pressure gauge has an internal pressure indicator needle that constantly displays the internal pressure inside the fender body, and a pressure indicator needle that displays the maximum internal pressure inside the fender body when the ship is berthed. A pneumatic fender characterized by having a visible maximum internal pressure indicator needle that stops.