JPS62141211A - Fender with impact-receiving plate - Google Patents

Abstract

PURPOSE:To absorb the great bank-contacting energy of ships by using a system in which loads are averagely applied to buffer parts by a fender consisting of buffer parts facing each other with a spacing and an impact-receiving plate having a frictional coefficient lower than the buffer parts. CONSTITUTION:A fender 10 with an impact-receiving plate consists of buffer parts 11 facing each other with a spacing and capable of absorbing the bank- contacting energy of ships by contraction and buckling and an impact-receiving plate 12 having a frictional coefficient lower than the part 11. The hull can thus be smoothly directed in a sliding manner by the plate 12, and the great bank-contacting energy can be absorbed by applying loads averagely to the buffer parts 11.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to the improvement of fenders used when shearing ships, and is intended to facilitate installation.

[Conventional technology]

BACKGROUND ART Fenders have traditionally been used to protect the hull and 1"!" wall of a ship when it is docked, and are particularly used on quay walls.

A typical fender currently in use is a rubber fender 1 whose hollow lateral surface is trapezoidal, as shown in FIG. 5.

This rubber fender 1 has an M end portion as a mounting portion 2 that is attached to a quay cap, and a tip end surface as an impact receiving portion 3 that comes into contact with the ship's hull. The buffer parts 4 are integrally connected by a pair of buffer parts 4 facing each other.

When a force is applied perpendicularly to the impact receiving part 3 of this rubber fender 1,
As shown in FIG. 6, the pair of loose kDi parts 4 are first compressed, then buckled, and then compressed again. The load changes. In this case, the absorbed energy 1= by the rubber fender 1 changes as indicated by the broken line in FIG.

However, with the Go11 fender 1 used in the solid line, the ship almost never hits the ship at a right angle when berthing, but what happens when it hits the ship diagonally? It is through.

For this reason, the rubber fender 1 is deformed into an inclined shape due to the friction between the ship's hull and the impact receiving part 3, as shown in FIG. decreases,
The specified performance cannot be obtained, and rubber fenders (Δ1 damage and damage to the hull are often caused by In < J3 Z), requiring large rubber fenders that can handle such deformation.

In addition, since the hull surface is not flat and the rivets and water pipes protrude, they often rub against the impact-receiving portion 3 of the rubber fender 1, causing cracks or destruction.

In order to solve these drawbacks, it is possible to reduce the friction between the hull and the impact receiving part 3 of the rubber fender 1 and to make it slide.
As shown in FIG. 9, an impact receiving plate 5 made of synthetic resin or the like is now attached to the front end surface of the impact receiving portion 3.

The installation of this impact receiving plate 5 is performed by installing a receiving plate such as an iron plate in the impact receiving part 3.
J handling (J metal fitting 6 is buried, and bolts are tightened to this impact plate mounting metal fitting 6 and fixed with /V.

By attaching such an impact-receiving plate 5, the hull becomes slippery and the characteristics of the rubber fender 1 can be fully utilized. i
When the impact plate 5 is (existed) and the load is increased by 18, and a bundled cart is added to a part of the impact plate 5, the impact plate mounting plate 116 for attaching the impact plate 5 becomes permanently attached. There is a new problem in that the rubber fender 1 is deformed and the function of the rubber fender 1 is deteriorated.

Therefore, as shown in Fig. 10, an L-shaped beam 7 is interposed between the impact plate 5 of the rubber fender 1 and the metal fitting 6 to prevent the concentrated load from being dispersed. Some have made it possible to do so.

[Problem that the invention seeks to solve]

When the type 1 beam 7 is interposed in this way, an I type beam of a predetermined size is required for tightening the bolt cap, and the height of the rubber fender 1 is high and the distance between the hull and the quay is high. There is a problem in that the distance increases, which poses a danger to all parties.

This invention was made in view of such prior art, and f
f A fender material with a receiving plate that is low cost and easy to use for ¥J=b, while securing sufficient absorbed energy by taking advantage of the advantages of the conventional technology shown in Figures 19 and 10, and solving the problems of these conventional techniques. It is Party B who is trying to provide the following.

[Means for solving problems]

In order to solve the above problems, the present invention aims to solve the above problems.
A feature is that buffer members capable of compressing and absorbing energy are placed opposite to each other with a space between them, and an impact receiving plate having a lower coefficient of friction than the buffer members is integrally fixed to the tip surface of the buffer member. This is the case of Party B.

[Function] Compression 63 J: By directly adhering and fixing the impact plate to the front end surface of the buffer member that can absorb berthing energy by buckling, the hull slides on the impact plate and the load is reduced. In addition, the impact receiving part 3 and the impact receiving part 3, which did not substantially contribute to the absorption of berthing energy in the prior art shown in FIGS. 9 and 10, are Take f=j, metal fittings, etc. are omitted.

〔Example〕

Embodiments of the present invention will be described in detail below with reference to the drawings.

Figure 1 (a), (b) t,! SotL Soleco (7)
fl Akira (1) Uke'g! i II (FIG. 2 is a cross-sectional view of an example of J fender.

These impact receiving plates (=J fenders 10, 20 are a pair of buffer members 11, 20, which absorb berthing energy by compression and buckling.
21 are opposed to each other with a space between them, and the end faces are tapered in a V-shape, and are made of rubber.

In the fender 10 with impact receiving plate, the base ends of the pair of buffer members 11 are integrally molded and connected, and the fender is attached to the base end for attachment to the quay. Metal fittings (U shown)
) is buried. In addition, the impact plate J fender 20 has a fender mounting bracket (
(not shown) is buried so that it can be attached to a quay, etc.

Buffer members 11.21 of these fenders with impact plates 10.20
The tip surface of the U end is a flat surface parallel to the mounting surface to the 1V wall shade, and here synthetic resin 15 has a lower rtl than rubber such as wood.
l! ! An impact plate 12.22 made of coefficient M II is attached with adhesive.

The adhesive used to attach the impact receiving plate 12.22 is selected depending on the material of the receiving plate 12.22's. For example, if the receiving plate is made of polyethylene, polypropylene or For the first case using BS resin, the adhesive surface of the cushioning member was treated to create strong adhesion, and then
Strong adhesion can be achieved by using a combination of epoxy and cyan adhesive as adhesives.

The fenders 10 and 20 with the impact receiving plate configured in this manner have their base end faces attached to the quay wall, dolphin, etc., and the impact receiving plate 12
．． 22 is placed on the outside.

When a ship berths in this state, normally the impact plate 12.2
2, the hull will hit diagonally to the picture receiving plate 12.
．． Since 22 is made of a material with a lower coefficient of friction than rubber, the hull slides smoothly, preventing only one of the buffer members 11 and 21 from deforming significantly, and deforming both on average. Deformation of this buffer member 11.21, that is, compression→
Buckling → compression absorbs berthing energy and prevents damage to the ship's hull, quay walls, etc.

In addition, when a large concentrated load is applied, permanent deformation occurs and the Uke'fI temporary remains deformed because the conventional rubber fender is not buried. The contact piece is always maintained in a state where it can absorb 1 inch of energy.

In addition, when manufacturing the fender 10.20 with a receiving plate, there is no need to form the pH setting fitting for the receiving plate on the tip surface of the buffer member 11.21, and there is no process such as bolt tightening, so it is easy. Moreover, manufacturing and assembly can be done within close proximity.

Next, another embodiment of the fender with picture receiving plate of the present invention will be described with reference to FIGS. 2(a) and 2(b).

These fenders 30.40 with impact receiving plates have a pair of rubber shock absorbing members 31.41 arranged in parallel so that they are positioned in parallel; other configurations are as shown in Figure 1(a). b)
It is the same as that shown in tb.

These fenders 30, 40 with receiving plates are fenders developed for ultra-expensive ships, and are designed so that their buffer members 31, 41 are perpendicular to the mounting surface. If a force is applied from the ship's hull through the impact receiving plates 32 and 42 that are adhesively fixed to these end surfaces, the shock absorbing member has the same effect and shape as the one in Figure 1. The berthing energy transfer effect is exactly the same as that of conventional structures such as complex structures. Note that the other functions are the same as those of the above embodiment.

Next, with reference to FIGS. 3(a) and 3(b), an embodiment of the fender with a receiving board according to the invention will be described.

In the fenders 50.60 with impact receiving plates of these embodiments, the buffer members 51.61 are arranged in a V-shape similar to that shown in FIG. ing.

Impact receiving plate 5 which is the front end surface of these buffer members 51 and 61
The ``A'' surface of 2.62 is not parallel to the base end surface that is the attachment surface to the quay, etc., but is tilted symmetrically with respect to the 11th line. Correspondingly, the adhesion surfaces of the impact receiving plates 52.62 are also tilted, so that when the U is in contact with the surface of the quay, etc., and the center of the receiving plates 52.62. There is sea urchin-C where the tangent line is parallel.

In the fender 50 with a receiving board configured as described above, the tip angle θ of the tip surfaces of the pair of buffer members 51 is 180 degrees or less, and when θ is 180 degrees or more and 180 degrees or less, it is difficult for ships to berth. Since the direction of energy transmission to the buffer is different, the performance of the fender 50.60 will change.I! It's something you get.

On the other hand, in the fender 60 with impact receiving plates, the angle θ formed by the tip surfaces of the pair of buffer members 61 is 180 degrees or more.

Therefore, by changing the η angle θ of the tip surfaces of the pair of buffer members 51° and 61 in this way, the absorbed energy can be easily changed, and the reaction force can also be changed.

Unlike conventional methods, there is no need to adjust the energy during berthing by changing the collection or size of the buffer member itself, and it is only necessary to change the angle 0 formed by the tip of the buffer member, making manufacturing and processing easy. So, 5' in size and material? There is no need to create a large number of products.

The receiving board (=J fender 10 shade) explained in each example above is
As shown in Figure 4 (a), (b), (C), and (d), the quay walls 7 are spaced at regular intervals so that the hollow part is in the horizontal direction.
0'! They are used by being attached to the quay 70 or the like at regular intervals so that the hollow part is in the vertical direction. 1. Use two impact receiving plates on the top and bottom of the fender 10 and one receiving plate 12 glued to the end surface of each shock absorbing member 11 so as to bridge both. In this case, the hollow part can also be extended horizontally or vertically.If it is long in the vertical direction like this and is attached to a quay, etc., it will be sufficient to cover the quay 70 even if there are large changes in the sea level due to tides. etc. can be protected.

In each of the above embodiments, the front end surfaces of the shock absorbing members are independent from each other, but the front end surfaces of the shock absorbing members are integrally made of rubber so that alignment U is easy when adhering the impact receiving plate. Even if they are connected, J: Yes. The connecting part in this case is completely different from the impact receiving part 3 of the conventional fender, and there is no need to bury the impact plate mounting bracket, so it has the same thickness as the conventional impact receiving part 3. There's no need.

In addition, as shown in FIG. 4(e), the connecting portions of the buffer member are formed only at both ends, so that the i portion is protected from the impact of ships, etc. on both ends of the impact plate. It's good to do that.

〔Effect of the invention〕

As specifically explained above in conjunction with the embodiments, according to the present invention, the buffer members capable of absorbing the berthing energy of a ship by compression and buckling are arranged to face each other with a space in between, and the front end faces of the buffer members are arranged to face each other with a space therebetween. Since the receiving board with a friction coefficient of 11 lower than that of the 'tji component is integrally glued and fixed,
The receiving board allows the hull to move smoothly, and by applying an average of 64 layers to the buffer material, a large amount of berthing energy can be absorbed, and it is possible to absorb a large amount of berthing energy with conventional fenders. The receiving department did not make a substantial contribution;
J-j and mounting brackets can be omitted, so materials can be saved! XJ construction cost can be reduced.

In addition, since the impact plate is attached to the shock absorbing member by adhesive, the work is easy and the distance from the quay to the tip of the impact plate can be reduced. It is small and safe for cargo handling.

Furthermore, since it is not necessary to bury the mounting fittings in the buffer member for attaching the impact receiving plate, a large amount of berthing energy can be absorbed without causing permanent deformation due to large loads.

In addition, by appropriately selecting the thickness of the adhesive surface, it is possible to change the direction of the force applied to the buffer member, and it is possible to change the berthing energy that can be absorbed by a buffer member of the same size. , the reaction force received by the hull, etc. can be adjusted.

Roughly speaking, even if one member of the impact receiving plate wears out, it can be removed from the adhesive part (,
1, maintenance such as removing a new picture receiving board can be done by simply gluing the tube.

[Brief explanation of drawings]

Figures 1(a), (b) to 3bl) and (b) are cross-sectional views of one embodiment of the fender with impact plate of the present invention, and Figures 4(a) and (b) ), (c), (d)
, (e) are respectively perspective views of the fenders in use; Figures 5 to 10 show conventional rubber fenders;
Figure 5 (cross-sectional view), Figure 6 is an explanatory diagram of the 1!I! imaginary deformed state, Figure 7 is a graph showing changes in load and absorbed energy with respect to displacement, and Figure 8 is the state of tilted deformation. An explanatory diagram, Fig. 9 is an explanatory diagram of the installation state of the picture receiving board, and Fig. 10 is an I
FIG. 3 is an explanatory diagram of the case where the impact plate is removed through the shaped steel. 10.20, 30.40.50.60...Fender with impact plate, 11.21.31,41,51.61...Buffer member, 12,22,32,42.52゜62. ...impact plate, 70... quay.

Claims (1)

[Claims] A feature is that buffer members capable of absorbing the berthing energy of ships by compression and buckling are placed opposite to each other with a space between them, and an impact receiving plate having a coefficient of friction lower than that of the buffer members is integrally bonded and fixed to the tip surface of the buffer members. A fender with an impact-receiving plate.