JPH0565399B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a floating dock for storing small vessels such as small fishing boats and boats in a floating state in a harbor, a river, a mooring, or the like.

[Conventional technology]

Traditionally, as an anti-contamination measure against shellfish adhering to small vessels at sea, they have been periodically disembarked at coastal slopes, shipyards, and other appropriate facilities to scrape off the debris, and then painted with antifouling paint or moved to marinas when not in use. They were taken to land and stored.

Recently, floating storage platforms for small vessels such as boats have been used, which are based on the structure of the ancient floating docks for ships.

For example, as shown in FIG. 10, these have a structure using two floating bodies 11 each having a round or substantially square cross section. These floating bodies 11 are connected in parallel with connecting members 12 such as steel or wood, and the ship S is loaded thereon.

[Problem that the invention seeks to solve]

However, since these storage stands have a single cavity inside the floating body 11, it is difficult to stack them up and down.
It was extremely unstable with a marked incline from front to back.

In addition, in order to place the ship on the connecting member 12 on the floating body 11, the center of gravity of the ship S becomes higher with respect to the storage platform.
Similarly, when installing the upper and lower racks, it was easy to become unstable not only front and rear, but also left and right. As a countermeasure for this, it is necessary to have a width that is considerably wider than the total width of the storage stand.

As a result, the water surface area used by each boat became extremely large, and its use in generally narrow rivers, boat docks, etc. was restricted, which was an unfavorable situation in terms of the water surface environment.

The present invention was created as a new pontoon culvert that solves these various problems, and emphasizes safety measures against various tilting phenomena and selectivity and flexibility in product dimensions that take into consideration the water surface environment. The purpose of the present invention is to prevent the vessel from tilting at any angle during use, to allow the exterior to be designed to be wide or narrow, and to further improve the safety of small vessels loaded on pontoons.

[Means for solving problems]

In order to achieve the object, the structure of the pontoon culvert of the present invention is such that the pontoon culvert is composed of a pair of left and right floating bodies and a plurality of cross beams interconnecting the floating bodies, and the upper surface of the floating body is inclined in correspondence with the lower surface of the bottom of the ship. Along with letting
The floating body is characterized in that it has a cross-sectional shape that increases in height from the inside to the outside.

A buoyancy section is installed on the ceiling at both longitudinal ends of the floating body to reduce the cross-sectional area of the interior of the floating body toward the ends of the floating body to prevent air from remaining underwater and to reduce its own weight. Even in a slightly inclined state, the structure can be smoothly lowered without stopping the descent due to residual air. At the same time, in addition to reducing the weight of the pontoon in the water,
It has many advantages as described below.

In addition, the floating body is divided into multiple sections at the center in the longitudinal direction,
By providing floating and sinking means for ventilation and water flow in each compartment, it is possible to maintain the horizontal posture during vertical suspension, further improving safety in use.

[Effect]

According to experimental results regarding the lateral stability when using a pontoon culvert, in the case of a pontoon culvert with two parallel floating bodies each having multiple compartments in the longitudinal direction, the cross section of the floating body is generally square or round as shown in Figure 10. When a ship is set so that the bottom of the ship is supported on the upper part of a floating body, such as a floating body, and is suspended vertically, it is easy to stabilize because it has a structure with multiple compartments in the longitudinal direction, but the center of gravity of the ship is located at a high position relative to the floating body. Therefore, unless the distance between the two floating bodies is widened as much as possible, the lateral stability will be extremely poor. At least as shown in FIG. 10, sufficient lateral stability cannot be obtained unless the floating body is located as far outward as possible from the side.

Therefore, when adopting this configuration, it is absolutely necessary for safety to make the overall width of the floating culvert as wide as possible relative to the width of the ship.

On the other hand, according to the experimental results in the case of the present invention, which similarly has multiple compartments and has a different floating body cross-sectional shape, a floating body with a trapezoidal cross-section with the upper surface of the floating body cross-section slanted corresponding to the lower surface of the bottom of the ship is shown in FIG. If the ship is set up so that the bottom of the ship is received below the top of the floating body as shown in Figure 2, and the ship is suspended vertically, extremely high stability can be obtained as no heeling occurs not only in the longitudinal direction but also in the left and right directions. It has been found. Also, the 10th
It was also found that even if the overall width of the pontoon culvert in the diagram was made narrower to be equal to the full width of the pontoon culvert in Figure 2, it would be impossible to implement because the lateral slope would be large and the stability would be extremely poor.

As described above, in the case of the present invention, since the floating body cross section has an inclined shape corresponding to the shape of the bottom of the ship, the buoyancy increases from the inside toward the outside of the floating body. In addition, since it becomes possible to receive the bottom of the ship below the upper surface of the floating body, it is possible to further significantly lower the center of gravity of the floating body. Therefore, when raising and lowering the rack, there was very little lateral inclination, and a stable vertical position, almost horizontal, was achieved.

An even more significant feature of the floating structure of the present invention is that, in the conventional structure shown in FIG. In this case, the overall width can be selected quite freely.

Experiments have shown that in extreme cases, identical to the lifted ship,
Even with a very narrow overall width, it was still usable.

Due to the features of the present invention as described above, when implementing the present invention, the overall width of the pontoon culvert may be widened depending on the water surface environment of the place where it is used, or in some cases, conversely, the total width of the pontoon can be increased to a point that slightly exceeds the overall width of the floating boat. Very narrow dimensions can be selected.

〔Example〕

The features of the present invention will be specifically explained below using examples.

As shown in FIGS. 1, 2, and 3, the pontoon culvert according to the present invention has a pair of left and right floating bodies 1, 1 connected to each other by a cross beam 2 having a bottom cargo receiving portion 3.

As shown in FIG. 2, the floating body 1 is formed so that the upper surface 1a has an inclination that rises toward the outside in correspondence with the V-shaped bottom surface of the ship S. Also, the bottom surface 1C
are formed substantially horizontally, as shown in FIG. 2, or inclined outwardly and downwardly, as shown in FIG. 4. That is, the cross section of the floating body 1 has a trapezoidal shape with the substantially vertical outer surface 1d and inner surface 1e lying sideways, and the outer surface 1d of the floating body 1 is larger than the inner surface 1e. Therefore, the volume of the floating bodies 1 also increases toward the outside, and the center of buoyancy of each floating body 1 is located toward the outside. This means that the floating bodies 1 are formed such that the distance between the centers of their respective buoyancy forces is as large as possible. Therefore, an isosceles triangle with a small base angle is formed between the center of gravity of the ship S and the center of buoyancy of both floating bodies 1, and the pontoon culvert and the ship S loaded on it with a low center of gravity are extremely stable. It shows that the quality is high.

That is, in the structure of the floating culvert of this embodiment, the ship S
When the ship S is loaded and floated on the water, the center of gravity of the ship S is low. This is the bottom cargo receiving section 3 with a shallow V-shaped support surface, and the upper surfaces 1a, 1 of the floating bodies 1, 1.
This is because it is supported close to a. 10th
A conventional pontoon culvert, as shown in the figure, connects the bottom of the boat with the
Because it is suspended horizontally on top of 2, the center of gravity of the ship is higher, and the width between the floats is increased to prevent the ship from capsizing, which increases safety. There is a significant difference from the floating canal of this embodiment, which succeeded in reducing the width.

In the pontoon culvert of this embodiment, the width of the pontoon culvert can be narrowed because the boat is supported at a low center of gravity. That is, the width is the same as or slightly larger than the width of the loaded ship S, and it only extends slightly outward from the gunwale. In this way, in this example, the overall width can be significantly reduced compared to the conventional one,
The limited water surface area is not occupied more than necessary.

Furthermore, in this embodiment, the floating body is formed so that its upper surface corresponds to the lower surface of the bottom of the ship, and its volume increases toward the outside. For this reason, even if the floating body tilts due to wind and waves when the ship is loaded and one side begins to sink, the outer volume of the floating body prevents it from sinking any further, creating the effect of preventing a large tilt. , which functions to restore the original stable state. Therefore, despite its narrow overall width, it has extremely strong resistance to rolling motion.

In the present invention, buoyancy adjustment sections 4 having functions to be described later are provided above the front end and the rear end of the floating body 1, respectively.

The buoyancy adjustment unit 4, as shown in FIG.
The outer end portions 1f, 1g have an upper plate 5 provided substantially horizontally to the outer end portions 1f, 1g, and a lower plate 6 provided inclined downward toward the outer end portions 1f, 1g. 1
In g, there is a constant thickness between the upper plate 5 and the lower plate 6, and the other end is thin and formed into a wedge shape with an acute angle in vertical section. The interior is made watertight by filling with a foaming agent.

As shown in FIGS. 6a, 6b, and 6c, the buoyancy adjustment section 4 has a flat bottom surface in each cross-sectional view, and the volume increases as it approaches the outer ends 1f and 1g. ing. Since the lower plate 6 has a downward slope toward the outer ends 1f and 1g, it is difficult for air to accumulate at the upper end of the pontoon culvert, and even when the pontoon culvert sinks non-horizontally, the inside of the pontoon is It prevents air from remaining and prevents water flow from being obstructed.

In this way, the buoyancy adjustment parts 4 in both ends of the floating body act as walls to prevent air from remaining when the pontoon culvert is lowered on an inclined plane. It is used for adjusting buoyancy.

Next, the functions and effects of the buoyancy adjustment section 4 will be described.

There is no problem with the floating culvert according to the present invention if the undercarriage is used with the boat properly set as shown in FIG. However, due to causes such as improper setting of the ship in the pontoon dock when hoisted due to inexperience with handling, overloading or shifting of cargo during hoisting, overloading or shifting of the cargo due to crew members during hoisting, etc. Sometimes. As a result, there are cases where the vehicle is hoisted up while the vehicle is in an upright position. In this case, the next time the rack is lowered, it will be lowered in the same tilted state. In such a case, in the case of the structure shown in FIG. 10 which does not have this buoyancy adjustment part 4,
At the final stage when lowering the structure, the shaded area 9 in Fig. 9,
Residual air remains in the tank 10, and the air cannot escape from the ventilation hole 13 shown in FIG. 9. Therefore, water does not flow in from the water passage hole 14 shown in FIG. 9, which interferes with the descent. Therefore, by locally applying weight above the shaded area 9 in FIG. 9 by means such as moving the crew members, the air in the shaded areas 9 and 10 is removed from the ventilation holes 13 in FIG. It becomes necessary to repair the angle. The same holds true for the opposite position.

The above problems can be eliminated as follows by employing the buoyancy adjustment section 4 of the present invention.

That is, as shown in FIG. 5, by providing the buoyancy adjustment section 4 on the floating body 1, much air cannot stay at the upper end of the floating body 1. Even if some air remains, most of it reaches the ventilation hole 13,
However, as shown in Figure 6 a, b, and c, the volume of the floating body's cross section decreases toward the top, so the remaining air is not large enough to affect the overall descent. It won't happen. In addition, 14 in FIG. 5 indicates a water passage hole.

In addition, there is some air retention in the hatched area 10 in the center of Figure 9, but this is because when the air in the front part is released, the front part sinks slightly, so it moves to the other side and
Get out of 3. In this case, the buoyancy of the buoyancy adjustment part 4 and the float protrusion 1b in the opposite direction is acting, which ultimately brings about a lifting force that makes the entire pontoon culvert horizontal. Therefore, when lowering the platform at a slight incline, there is no need to stop the descent due to air stagnation, and there is no need to manually control the posture, and the elevator can automatically descend smoothly. The opposite situation is exactly the same.

The function of preventing residual air retention, which is the most important feature of the buoyancy adjustment unit 4, has been described above, but next we will explain how it also has the purpose of automatically reducing pontoon culverts underwater.

The pontoon culvert maintains a constant water depth and the floating body 1 is in the water before the ship is placed on top of the pontoon. Both floating bodies 1, 1 bear the weight of the connecting members of the pontoon, the supports, the cross beams for guides, and everything else. In order to support the weight of these objects and keep them stationary in the water so that the ship can enter the dock, it is necessary to hold the floating bodies 1, 1 in a suspended state by the buoyancy of the float protrusion 1b. In this case, it is preferable that the float protrusion 1b is small and exposed to little wind, and the volume is preferably as small as possible from the viewpoint of ship-to-ship operations on the floating body.

The buoyancy adjustment parts 4 at both ends of the floating body have a certain calculated volume, but this volume, or buoyancy, is only one corner of the floating body, which is filled with air when the pontoon is in use. , does not play any role, but when the floating body is lowered, water enters the floating body, and when it becomes full, water does not enter only the buoyancy adjustment part 4, but on the contrary, it acts as a buoyant force, and the floating body It serves to reduce the weight of the culvert underwater. Due to this auxiliary automatic reduction effect, the volume of the float protrusion 1b for attitude control can be reduced by that amount.

Furthermore, an advantage of the buoyancy adjustment section 4 is that many of the air piping and supporting parts on the floating body can be omitted.

According to experiments, if the buoyancy adjustment unit 4 is not provided, the air piping needs to be long to reach both ends of the floating body because it is necessary to remove air from the ends. On the other hand, the buoyancy adjustment section 4
As can be seen from FIG. 5, when this is provided, the distance between each air pipe is greatly shortened, and therefore the number of parts such as pipes and metal fittings required for holding the air pipe can be significantly reduced. In addition, the number of parts on the floating body is reduced, the number of structures on the floating body is reduced, the floating body is further simplified, and workability on ships such as maintenance and inspection of lifted ships is further improved.

Another advantage is that the buoyancy adjustment section 4 is located at the upper end of the floating body of the pontoon, which is most susceptible to external damage, but since a bulkhead filled with buoyancy material is provided in this section, it is extremely Great structural strength can be obtained.

When using a pontoon, the outer ends of each floating body are susceptible to shocks such as contact with driftwood or other ships, and it is particularly desirable for the outer ends to be strong. In this regard, by employing the buoyancy adjustment section 4, the structural strength is significantly increased and the structure becomes resistant to external impacts.

In addition, even if the floating body skin in this area is damaged due to a collision with another ship, the presence of bulkheads and fillings will prevent flooding and prevent the entire pontoon from sinking, thereby increasing safety. can be secured.

As described above, the provision of the buoyancy adjustment section 4 not only serves as a measure to prevent air stagnation, but also has many excellent advantages and effects.

Next, the structure of dividing the interior of the floating body into multiple sections in the longitudinal direction and its effects will be described.

The above-mentioned structure prevents horizontal inclination when the floating body is suspended vertically, but as a measure to prevent longitudinal inclination, the inside of the floating body is divided into two sections, and each section is made to allow ventilation and water passage. Then, water injection descended,
Air drainage is floated, but due to two compartments,
Since water is injected and drained evenly in both the front and rear sections, as long as the center of gravity of the ship is properly set, an almost perfectly horizontal vertical position can be obtained.

According to the experimental results, in the case of a single-hulled pontoon without compartments, when the boat is set up and lowered in use,
When ascending, the ventilation pipe side at the top of the floating body is facing upwards, and the drainage section at the bottom of the other end is facing downwards.
Extremely inclined. Take the same position when descending.

This is because air circulation always takes priority on the ventilation pipe side, so that part becomes lighter faster than other parts.

On the other hand, if a structure is adopted in which the interior of the floating body is partitioned, the instability associated with the risk of tilting forward, backward, left, and right is almost eliminated, and it is possible to provide an extremely safe structure.

In addition, as shown in FIGS. 1 to 7, in this embodiment, small floating bodies of float protrusions 1b are provided protruding from the upper ends of the outer ends 1f and 1g of the floating body 1.

The float protrusion 1b is provided to prevent the pontoon from sinking beyond a certain depth when the ship S is loaded or launched.

The float protrusion 1b is formed integrally with the floating body 1, and its lower part is partitioned by the upper plate 5 of the buoyancy adjustment part 4.

The inside of the float protrusion 1b is filled with a float material 8 such as hard polyurethane foam or expanded polystyrene foam. Float protrusion 1b
can be made hollow, but if a part of the outer wall is damaged, water will easily enter, so it is preferable to use a float material 8. Note that the float protrusion 1b may be formed integrally with the floating body 1 by firmly attaching a separate piece whose buoyancy has been calculated accordingly.

When the pontoon culvert is lowered below the water surface as shown in FIG. 7, when the float protrusion 1b enters the water, its buoyancy acts together with the buoyancy adjustment section 4 to prevent the floating body 1 from sinking beyond a certain depth. Since the float protrusion 1b has a certain buoyancy, it stops the pontoon culvert when it reaches a certain depth, maintains the horizontal state of the pontoon culvert, and helps the ship move in and out of the culvert smoothly.

FIG. 8 shows an example of a method of connecting the cross beams 2. In this example, the floating bodies 1, 1 are connected using a plurality of cross beams 2 having bottom cargo receiving parts 3.

FIG. 8a shows a case in which the floating body 1 is inserted blindly without penetrating the inside thereof. For this reason, since a plurality of cross beams are installed horizontally within the floating body, they serve as reinforcing members, and the entire floating body 1 can be made stronger. The problem of durability against seawater can be solved by coating the underwater cross beams with a highly corrosion-resistant chemical product that is used in water gates, underwater structures, etc.

FIG. 8b shows a structure in which a cross beam 2 is installed horizontally at the bottom of a floating body 1. Since the crossbeam 2 is fixed over the entire length of the bottom of the floating body 1, it comes into direct contact with the water bottom before the bottom of the floating body 1, and serves to protect the bottom of the floating body 1, such as when sitting on an elevated position during spring tide or other low water levels. can be fulfilled. In addition, as for the structure of the cross beam 2, the connecting member 12 attached to the upper part of the floating body 1 in Fig.
The center of gravity of the ship may be lowered with respect to the floating body 1 by making it V-shaped to fit the bottom of the ship or by lowering it near horizontally and providing a step (not shown).

As described above, the embodiments have been described, but in the present invention, the floating body 1 has not only its volume but also the volume of the underwater part sufficient to lift and support the ship in the normal storage state, buoyancy, and moreover, It goes without saying that the volume needs to be sufficient to take into account the buoyancy of the extra above-water part that will be submerged.

In the present invention, it is necessary to lower the load center as much as possible for functional and structural reasons, and therefore the distance between the water surface and the bottom of the ship cannot be made higher than necessary. This is convenient, and even if one of the floating bodies 1 were to break or become submerged in water, the bottom of the vessel would be extremely low below the water surface, so the vessel would be able to land on the water instantly and be launched without incident. It has the advantage of being extremely safe.

Regarding the cross-sectional angle of the floating body 1, the bottom shape of small vessels is usually a V-shape with a shallow angle at the rear end, except for special vessels, but the angle becomes steeper as it moves toward the middle, front, and bow. Therefore, it is sufficient to take a roughly average angle and set it to a slightly steeper angle than the rearmost V angle.

When the floating body 1 is injected with water and lowered to a certain depth, the narrower the distance between the bottom and the bottom of the ship, the better the workability when hoisting or setting the ship, and the relationship with the water depth of the mooring location is also favorable. It is. In addition, even if the degree of sinking of the floating body 1 is adjusted to an appropriate size at the beginning of use, the adhesion of shellfish algae to the floating body 1 will progress over a long period of time, and the degree of sinking will naturally increase, making it undesirable that it has sunk too much. condition may be reached. As an example of these measures, small airtight chambers are installed at both extreme ends of the left and right floating bodies 1 for further minor auxiliary floatation adjustment, and by performing operations such as water injection and drainage, slight floatation adjustment is possible. In addition to the float protrusion 1b and the buoyancy adjustment section 4, the floating body 1
It is also possible to have a structure that allows adjustment of the overall floating and sinking as well as final adjustment with the bottom of the ship.

〔Effect of the invention〕

As described above, in the pontoon culvert of the present invention, the upper surfaces of the pair of left and right floating bodies are inclined in correspondence with the lower surface of the bottom of the ship, so that the cross section of the floating bodies is larger on the outside than on the inside. For this reason, the center of buoyancy of each floating body is biased outward, supporting the ship at positions significantly separated from each other. Therefore, the ship is supported on the pontoon with a low center of gravity, and combined with the effect of the multi-compartment structure mentioned above, the ship has extremely high resistance to tilting caused by external forces such as wind and waves in all directions, including front and rear, as well as left and right. , has high stability. In addition, the provision of a buoyancy adjustment section eliminates the problems caused by residual air when the vessel is improperly set up, making it extremely easy to handle, and also improves the piping structure. This makes it possible to reduce costs. In addition, the structure allows the overall width to be narrowed, making it possible to use it within a limited area such as in a narrow boat dock or marina, so it can be used without disturbing others in terms of space and without any resistance. I can do it.
This is very favorable in terms of the water surface environment and can contribute widely to the marine industry.

[Brief explanation of the drawing]

Fig. 1 is a side view showing the floating pontoon of the present invention together with a small boat, Fig. 2 is a front view, and Fig. 3 is a plan view thereof.
Fig. 4 is a front view of another embodiment, Fig. 5 is a side sectional view showing a floating body provided with buoyancy sections at the front and rear, Fig. 6a,
b and c are line A-A and line B-B in Figure 5,
Cross-sectional view of the buoyancy adjustment section along the line C-C, No. 7
The figure is a side view showing one of the float protrusions provided at both ends of the floating body, Figures 8a and b are front views showing the connection between the floating body and the crossbeam with the cargo receiving part on the bottom, and Figure 9 is the residual air inside the floating body. FIG. 10 is a front view of a conventional floating culvert. 1: floating body, 1a: upper surface, 1b: float protrusion, 1c: lower surface, 1d: outer surface, 1e: inner surface,
2: Cross beam, 3: Bottom cargo receiving section, 4: Buoyancy adjustment section,
5: Upper plate, 6: Lower plate, 7: Water, 8: Float material,
9, 10: Shaded area, 11: Float, 12: Connecting material, 13: Ventilation hole, 14: Water hole, S: Ship.

Claims (1)

[Scope of Claims] 1. In a floating dock consisting of a pair of left and right floating bodies and a plurality of cross beams interconnecting the floating bodies, the upper surface of the floating bodies is inclined in correspondence with the lower surface of the bottom of the ship, and the floating bodies are tilted from the inside. A floating canal characterized by a cross-sectional shape that increases in height toward the outside. 2. A patent characterized in that the ceiling of both ends of the floating body in the longitudinal direction has buoyancy parts for preventing air from remaining underwater and reducing its own weight by reducing the cross-sectional area of the interior of the floating body gradually toward the ends of the floating body. A pontoon culvert according to claim 1. 3. The pontoon culvert according to claim 1, wherein the floating body is divided into a plurality of sections at the center in the longitudinal direction, and each section is provided with flotation and sinking means for ventilation and water flow.