KR101996280B1 - Fender apparatus for floating marine structure - Google Patents

Abstract

A fender apparatus for a marine vessel fluid is disclosed. A fender apparatus for a maritime fluid according to the present invention is characterized in that, in a fender apparatus for a marine vessel fluid, a marine vessel fluid has a first marine vessel and a second marine vessel each having a length corresponding to the length of the marine vessel fluid, A fender support portion provided on a side portion of the first hull and the second hull; And a fender detachably coupled to the fender support portion and serving as a contact area of the pulling means for pushing the first hull and the second hull through the side portions of the first hull and the second hull during launching.

Description

[0001] FENDER APPARATUS FOR FLOATING MARINE STRUCTURE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fender apparatus for a maritime fluid, and more particularly, to a fender apparatus for a marine vessel fluid, which comprises a first hull and a second hull, To a fender apparatus for a maritime fluid provided on a side surface of a hull.

Today, due to rapid economic growth and high industrialization, the expansion of various industrial facilities continues, but due to various problems such as lack of land space, rising land prices, friction with local residents, pollution problems, It is a reality that the securing of location is becoming very difficult.

In addition to solving the problem of securing the location, the alternative to reduce the construction period and reduce the construction cost is the development of offshore structures using marine space.

Fixed Steel Structure is composed of welded steel, tubular shaped skeleton and jacket to support various top structures. These fixed structures are fixed steel structures Quot;

In addition, although the upper structure is slightly different depending on whether it is a plant producing gas or oil, it is commonly used for hydrocarbon process equipment, power generation, heli-deck and residential facilities Accommodation and hotel services designed to meet the requirements of crews operating and maintaining the facility.

These fixed steel structures are disassembled by the disassembly vessel at sea and then loaded on the disassembly vessel and transported onshore.

Conventionally, a ship which disassembles a fixed steel structure was dried in a dry dock of a shipyard. However, a lot of time was required for the drying operation in the drying, and there was a problem that the turnover rate of the dry dock was reduced and the productivity was poor.

There was also a need for new alternatives that would facilitate the towing of the hull in the course of developing new alternatives.

Korean Patent Registration No. 10-1159212 (Samsung Heavy Ind. Co., Ltd.) 2012. 06. 18.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a fender of a floating structure capable of increasing the turnover rate of a dry dock by minimizing a dry dock occupation time of a maritime fluid during manufacture of a marine vessel fluid, Device.

According to an aspect of the present invention, there is provided a fender apparatus for a marine vessel fluid, wherein the marine vessel fluid is combined with the marine vessel after a first hull and a second hull having a length corresponding to the length of the marine vessel fluid are separately manufactured A fender support portion provided on a side portion of the first hull and the second hull; And a fender which is detachably coupled to the fender support portion and which is a contact area of the first hull and the pulling means for pushing the side portions of the second hull during launching of the first hull and the second hull, May be provided.

The fender support portion may include a plurality of support rods coupled to the side portion.

The fender may be releasably engageable with the fender support.

The fender includes: a plurality of transverse members; A plurality of longitudinal members coupled to the plurality of transverse members to form a rectangular planar shape; And a plurality of engaging members provided on the plurality of transverse members and hooked to the fender supporting portions.

The fender may be made of soft steel.

And a departure prevention portion provided on the fender support portion and the fender to prevent the fender from departing from the fender support portion.

Wherein the departure prevention portion includes: a stationary plate contacting the fender support portion and the fender; And a fastening member coupling the fastening plate to the fender support and the fender.

According to another aspect of the present invention, there is provided a fender apparatus for a maritime float, wherein the marine vessel fluid has a first hull and a second hull having a length corresponding to the length of the marine hull, The first hull and the second hull being a contact portion of a pulling means for pulling the first hull and the second hull when the first hull and the second hull are launched and being detachably attached to the side portions of the first hull and the second hull, A fender device of a marine vessel fluid including a fender may be provided.

Embodiments of the present invention can improve the turnover and productivity of a dry dock by reducing the working time in the dry dock by pre-connecting the first hull and the second hull constituting the off-shore fluid to the sea before moving to the dry dock And the towing of the hull can be carried out conveniently and efficiently.

FIG. 1 is a flow chart illustrating a lateral connection method of a marine vessel fluid according to an embodiment of the present invention.
FIG. 2 is a perspective view schematically showing a procedure of the lateral marine connection method of the present invention.
3 is a view schematically showing a process of launching a first hull in a first floating dock.
4 is a view schematically showing a process of launching a second hull in a second floating dock.
5 is a side view showing a state where the fender is coupled to the first hull.
6 is an enlarged perspective view of the area "A" of Fig. 5. Fig.
7 is a side view of the "A"
8 is an enlarged view of the area "B" in Fig.
9 is a sectional view taken along the line IX-IX in Fig.
10 is a view showing a state in which the first hull and the second hull are moored to the quay.
11 is a view showing a state in which a first hull is brought close to a second hull moored on a quay wall.
12 is a view showing a state in which the first hull and the second hull are connected by a winch.
13 is a perspective view showing a bumper guide provided on the main deck of the first hull and the second hull.
14 is a use state view of the bumper guide shown in Fig.
15 is a use state diagram of the setting guide.
16 is a plan view showing a state in which the first hull and the second hull are brought close to each other at a predetermined interval.
17 is a use state diagram of the setting piece and the tie bar unit.
18 is a plan view schematically showing a state where a level check system is provided on the first hull.
19 is a plan view schematically showing a state in which a level check system is provided on the second hull.
Fig. 20 is a side view of Fig. 19. Fig.
21 is a view schematically showing a state in which a level check system is provided in a state where the first hull and the second hull are connected in advance.
22 is a side view of Fig.
23 is a plan view showing a state in which the weight block is mounted on the first hull and the second hull for adjusting the heights and trims of the first hull and the second hull connected in advance.

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the accompanying drawings which illustrate preferred embodiments of the present invention.

Hereinafter, the present invention will be described in detail with reference to the preferred embodiments of the present invention with reference to the accompanying drawings. Like reference symbols in the drawings denote like elements.

In the present embodiment, the maritime fluid includes a ship which disassembles and transports a fixed steel structure at sea, and is separately manufactured by dividing into a first hull H1 and a second hull H2, and then joined.

2 is a perspective view schematically showing a construction procedure of a lateral marine connection method according to an embodiment of the present invention. FIG. 2 is a perspective view to be.

As shown in these drawings, the lateral directional connection method according to the present embodiment includes a towing step S100 for pulling the separately manufactured first hull H1 and the second hull H2 by a quay Q, A mooring step S200 of mooring the towed first hull H1 and the second hull H2 to the quay Q and a mooring step S200 of docking the first hull H1 and the second hull H2 A leveling step S300 of adjusting the draft and height of the first hull H1 and the second hull H2 by jointing the leveled first hull H1 and the second hull H2; A heel and trim adjustment step S500 for adjusting the heel and trim of the second hull H2 and combining the united unit hull HS as shown in Fig. (Step S600).

In the present embodiment, the leveling step S300 is performed not only for leveling the first hull H1 and the second hull H2 before pre-connection, but also for leveling the first hull H1 and the second hull H2 in the joint step S400. But also for leveling the two-ship hull H2.

FIG. 3 is a view schematically showing a process of launching a first hull in a first floating dock, FIG. 4 is a view schematically showing a process of launching a second hull in a second floating dock, 7 is a side view of the "A" area of Fig. 5, and Fig. 8 is a side view of the hull of Fig. FIG. 9 is a cross-sectional view taken along line IX-IX of FIG. 8. FIG.

In the present embodiment, the first hull H1 and the second hull are respectively formed in the first floating dock FD1 and the second floating dock FD2 and then pulled to the pulling means TB including the tug boats To the quay (Q).

In this process, the side portions of the first hull H1 and the second hull H2 are supported by a plurality of towing means TB, as shown in Figs. The side portions of the first hull H1 can be supported by the four towing means TB disposed opposite to each other as shown in Fig. 3 (d) , Can be supported by four traction means (TB), as shown in Figure 4 (d)

In this embodiment, the pulling means TB is not in direct contact with the first hull H1 and the second hull H2, but directly contacts the fender device 100 shown in Fig. 5, so that the first hull H1 ) And the second hull (H2).

In this embodiment, since the first hull H1 and the second hull H2 are uncomfortable openings (see Fig. 2 (a)) due to no joint work, the pulling means TB is connected to the first hull H1 and There is no smuggling in contact with the second hull H2, but the fender device 100 can provide such a place. For reference, a waste tire or the like may be provided on the forward hull of the pulling means TB contacting the fender device 100.

In the present embodiment, a pair of fenders 100 are provided, one of which is provided at the forefront of the first hull H1 and the second hull H2, and the other is provided at the forefront of the first hull H1 and the second hull H2 H2. ≪ / RTI > The first hull H1 and the second hull H2 of the region where the pulling means TB pushes the side portions of the first hull H1 and the second hull H2. Hereinafter, the fender device 100 will be described with reference to the first hull H1.

7, the fender apparatus 100 includes a fender support unit 110 provided on a side portion of the first hull H1, a fender support unit 110 provided on the fender support unit 110, A fender 120 which is detachably coupled to the first hull H1 and serves as a contact area of the pulling means TB for pushing the side of the first hull H1 when the first hull H1 is launched, And a separation preventing part 130 provided at the fender 120 to prevent the fender 120 from coming off.

7, the fender support portion 110 of the fender device 100 includes a plurality of support rods provided on a side portion of the first hull H1, and the plurality of support rods are welded or bolted . ≪ / RTI >

6, the fender 120 of the fender apparatus 100 is detachably attached to the fender support 110 and includes a plurality of transverse members 121 and a plurality of transverse members 121 And a plurality of engaging members 123 provided on the plurality of transverse members 121 and hooked to the fender supporting unit 110. The plurality of transverse members 122 are formed of a plurality of longitudinal members 122,

In this embodiment, the fender 120 may be made of a soft steel material, and the plurality of engaging members 123 may have a hook shape, as shown in Fig.

Further, a water drop hole may be formed in the upper and lower portions of the fender 120. In this embodiment, when the fender 120 is installed on the hull, a part of the fender 120 is submerged in water, and each part connected by the beam structure is closed to prevent the seawater from accumulating inside the fender 120 Water drop holes can be constructed.

8 and 9, the release preventing portion 130 of the fender device 100 includes a fixing plate 131 that is in contact with the fender support portion 110 and the fender 120, To the fender support portion 110 and the fender 120. The fastening member 132 includes a fastening member 132,

7 and 8, the release preventing part 130 may be provided only on the upper side of the fender 120, but is not limited thereto. The upper side and the lower side of the fender 120, Or the like.

Both ends of the fixing plate 131 can be bent in a downward direction of the fender 120 as shown in Fig. In this case, it is possible to prevent the fastening member 132 serving as a connecting pin from easily falling out due to an external factor.

Fig. 10 is a view showing a state where the first hull and the second hull are moored to the quay; Fig. 11 is a view showing a state where the first hull is brought close to the second hull moored on the quay wall; Is a view showing a state in which a first hull and a second hull are connected by a winch.

10, the second hull H2 towed by the quay Q is supported by a wire or the like on the quay wall QW of the quay Q and is closely moored, and is located close to the second hull H2 The towed first hull H1 is towed by the towing means TB and moved close to the second hull H2 as shown in Fig.

When the first hull H1 is moved close to the second hull H2, the winch W provided on the second hull H2 is moved to the first hull H1 by using the crane C provided on the inner wall QW . 12, the first hull H1 and the second hull H1 are connected to each other so that the interval between the first hull H1 and the second hull H2 has predetermined intervals by using the winch W and the towing means TB. To the second hull (H2).

13 is a perspective view showing a bumper guide provided on the main deck of the first hull and the second hull, Fig. 14 is a use state view of the bumper guide shown in Fig. 13, Fig. 15 is a use state view of the setting guide, Is a plan view showing a state in which the first hull and the second hull are brought close to each other at a predetermined interval, and Fig. 17 is a use state diagram of the setting piece and the tie bar unit.

In the present embodiment, the first hull H1 and the second hull H2 are jointed by a joint setting device when the first hull H1 and the second hull H2 are jointed to each other in the longitudinal direction of the hull, The joining in the transverse direction and the height direction of the hull are stably guided.

The joint setting device in the present embodiment is provided in the first hull H1 and the second hull H2 so that when the first hull H1 and the second hull H2 are brought close to each other in the lateral direction, And a hinge mechanism provided at least one of the first hull H1 and the second hull H2 to limit the motion of the first hull H1 and the second hull H2 in the height direction, A setting guide 300 for guiding the approach of the first hull H1 and the second hull H2 so as to maintain the first hull H1 and the second hull H2 in close contact with each other, And a hull bottom portion HB provided on the hull bottom portion HB of the first hull H1 and the second hull H2 so that the hull bottom portion HB is parallel to the first hull H1 and the second hull H2, And a tie bar unit 500 for restricting the tie bar unit 500 to maintain the tightened state.

The bumper guide 200 includes an arm guide 210 provided on the second hull H2 and a water guide 220 provided on the first hull H1 as shown in Fig. A part of the water guide 220 is inserted into the arm guide 210 when the hull H1 is moved close to the second hull H2 so as to guide the movement in the horizontal direction.

If the level of the first hull H1 does not match the level of the second hull H2, the water guide 220 can not be inserted into the arm guide 210. If the level of the water guide 220 is correct, Since the first hull H1 is close to the second hull H2 while being inserted into the arm guide 210, the lateral movement can be guided.

13, the arm guide 210 of the bumper guide 200 includes a first support frame 211 provided on the main deck MD of the second hull H2, And a guide frame 212 provided at an upper side of the frame 212 and provided with a plurality of horizontal frames 212a and a plurality of vertical frames 212b to provide an insertion space 212c.

The water guide 220 of the bumper guide 200 includes a second support frame 221 provided on the main deck MD of the first hull H1 and a second support frame 221 provided on the second deck frame H1 221 which is inserted into the insertion space portion 212c of the arm guide 210 when the first hull H1 is in proximity to the second hull H2 and which guides the proximity of the insertion hull H1 in the transverse direction, 222).

The area of the insertion rod 222 inserted into the insertion space 212c in this embodiment can be tapered as shown in Fig. 13, and the insertion rod 222 is inserted into the outer circumferential surface of the insertion rod 222 A stopper 222a for limiting the depth is provided.

The bumper guide 200 further includes a temporary stopper 230 that limits the insertion depth of the insertion rod 222 to a depth before the insertion rod 222 is finally inserted into the insertion space 212c do.

The temporary stopper 230 is disposed in a space between the stopper 222a provided in the insertion rod 222 and the guide frame 212 as shown in Fig. The first hull H1 and the second hull H2 are held by the pulling means TB and the winch W in a state where the temporary stopper 230 is disposed and then the first hull H1 and the second hull H2 And a height check system 600 described later in detail.

If the draft and height do not match enough to pre-join the first hull (H1) and the second hull (H2), the draft and height can be adjusted via the ballast. If necessary, a weight block may be used.

14, the setting guide 300 is provided in the main deck MD of the first hull H1 so that the front end in the longitudinal direction in the same line as the bumper guide 200 is located outside the first hull H1 And a protruding end portion after the insertion rod 222 is partially inserted into the insertion space portion 212c when the first hull H1 is in proximity to the second hull H2, , It functions to restrict the motion of the second hull (H2) in the height direction by pressing the second hull (H2).

In the present embodiment, the setting guide 300 includes an H-beam which is inclined in the upward direction of the main deck MD.

The setting piece 400 is provided with the first hull H1 and the second hull H2 so as to maintain the contact state after the first hull H1 and the second hull H2 come into close contact with each other, And serves to constrain the hull (H2).

In this embodiment, the setting piece 400 may be provided not only on the main deck MD of the first hull H1 and the second hull H2 but also on the hull bottom HB as shown in Fig. have.

17, the setting piece 400 includes a first hook 410 provided on the first hull H1 and a second hook 410 provided on the second hull H2, as shown in Fig. 17, And a holder 430 which is held at one side of the first hook 410 and the other side of which is held at the second hook 420.

In this embodiment, the holder 430 includes a hydraulic cylinder which is expanded and contracted in the direction of the first hook 410 and the second hook 420 by the supplied oil pressure.

The tie bar unit 500 is arranged in the longitudinal direction in the same line as the setting piece 400 to the hull bottom portion HB of the first hull H1 and the second hull H2 as shown in Fig. So as to restrain the first hull H1 and the second hull H2 so that the bottom portions of the first hull H1 and the second hull H2 remain in close contact with each other.

17, the tie bar unit 500 according to the present embodiment includes a caster 510 provided on the hull bottom HB of the first hull H1, And a coupling member 530 provided on the hull bottom HB of the second hull H2 to bind the tie bar 520. The tie bar 520 is coupled to the hull bottom HB of the second hull H2.

In this embodiment, the binding member 530 fixes the tie bar 520 and may fix the tie bar 520 in a manner such as bolt connection, pin connection, or engagement with the tie bar 520.

The setting piece 400 and the tie bar unit 500 provided in the hull bottom part HB are disassembled after the joint of the first hull H1 and the second hull H2 is completed at sea .

Fig. 18 is a plan view schematically showing a state in which a level check system is provided on a first hull, Fig. 19 is a plan view schematically showing a state in which a level check system is provided on a second hull, Fig. 20 is a side view 21 is a view schematically showing a state in which a level check system is provided in a state where the first hull and the second hull are connected in advance, and Fig. 22 is a side view of Fig.

The level check system 600 is a system that checks the draft and height of the first hull H1 and the second hull H2 before moving the first hull H1 and the second hull H2 to the quay Q, To adjust the heels, trims and the like of the first hull H1 and the second hull H2 before the partial welding is performed after the first hull H1 and the second hull H2 are connected in advance, Step.

The level checking system 600 includes a laser transmitter 610 provided in any one of the first hull H1 and the second hull H2 to transmit a laser signal and a second hull H1, H2 to measure the level of the first hull H1 and the second hull H2 by using a signal transmitted from the laser transmitter 610. The laser level meter 620 measures the level of the first hull H1 and the second hull H2, And a draft sensor 630 provided on the second hull H 2 to measure the draft of the first hull H 1 and the second hull H 2.

Before the first hull H1 and the second hull H2 are connected to each other, the laser transmitter 610 is provided in the first hull and the second hull H2, as shown in Figs. 18 and 19, respectively And after the first hull and the second hull H2 are connected in advance, they may be provided on the main deck MD of the second hull H2, as shown in Figs. 21 and 22.

The laser level meter 620 can detect the level of the first hull H1 and the second hull H2 regardless of whether the first hull H1 and the second hull H2 are connected in advance, H2 at predetermined intervals in the longitudinal direction of the first hull H1 and the second hull H2.

In this embodiment, the laser level meter 620 comprises a digital laser starter device as disclosed in the published patent application No. 10-2009-0059949, filed by the present applicant. A digital laser starter is a device that can accurately measure the position of a laser beam emitted from a laser transmitter 610 with a laser diode.

In this embodiment, the laser level meter 620 can be conveniently used in a compact size that can be carried, and can automatically measure the laser beam position within ± 1 mm within a radius of 100 m to display and control the level value digitally Function. In addition, laser reception can be displayed in 1mm increments, and the position of the laser light can be judged by using a pin-photo sensor (receive-only pin) of at least ± 150 (total length 300mm).

The laser level meter 620 also includes a wireless communication unit for wirelessly transmitting the measured level. The wireless communication unit includes Wi-Fi, signals transmitted from the wireless communication unit can be displayed in real time through the monitor of the control unit, and the measured level values can also be recorded in the memory in real time.

The draft sensor 630 may be provided at the widthwise edges of the first hull H1 and the second hull H2 before the first hull H1 and the second hull H2 are connected in advance, The first hull H1 and the second hull H2 may be provided at the edges of the first hull H1 and the second hull as shown in Fig.

The draft measured by the draft sensor 630 in this embodiment can also be displayed in real time on the monitor described above and can be recorded in real time in the memory.

When the height of the hull measured by the laser level meter 620 and the height of the draft measured by the draft sensor 630 are different, the height and the draft of the hull can be adjusted through the ballast.

After the adjustment of the height and the draft of the hull, the pre-joint work of the first hull H1 and the second hull H2 described above can be completed. Particularly, in the case of marine joining, since the level of the left and right hulls is important, if there is no difference in level between the left and right drafts of the hull and the joining portions, ie, the portions where the first hull (H1) and the second hull There is no big problem.

23 is a plan view showing a state in which the weight block is mounted on the first hull and the second hull for adjusting the heights and trims of the first hull and the second hull connected in advance.

23, when the first hull H1 and the second hull H2 are connected to each other, a weight block is placed on the first hull H1 and the second hull H2, ) And the trim (Trim). When the adjustment of the heel and the trim is completed, the welded regions of the first hull H1 and the second hull H2 are welded in the regions above the sea surface of the first hull H1 and the second hull H2.

When the welding of the first hull H1 and the second hull H2 is completed, the first hull H1 and the second hull H2 partially welded to the dry dock DD are moved and then the dry dock (See Fig. 2 (d)) of the finishing welding operation and the united unit hull (HS).

As described above, in the present embodiment, the first hull and the second hull constituting the off-axis fluid are pre-connected to each other before being moved to the dry dock, thereby reducing the operation time in the dry dock, There is an advantage that it can be improved.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. Accordingly, such modifications or variations are intended to fall within the scope of the appended claims.

100: Fender device 110: Fender support
120: Fender 130:
200: bumper guide 210: arm guide
220: number guide 230: temporary stopper
300: Setting guide 400: Setting piece
410: first hook 420: second hook
430: holder 500: tie bar unit
510: Dongbu District 520: Taiba
530: binding member 600: level check system
610: Laser transmitter 620: Laser level meter
630: draft sensor C: crane
DD: Dry dock FD1: First floating dock
FD2: second floating dock H1: first hull
H2: second hull HB: hull bottom portion
HS: Unit hull MD: Main deck
Q: Pier QW: Seawall
TB: Towing means W: Winch

Claims (8)

A fender apparatus for a marine vessel fluid,
The first hull and the second hull having a length corresponding to the length of the marine vessel fluid are separately manufactured and then joined at sea,
A fender support portion provided on a side portion of the first hull and the second hull; And
And a fender detachably attached to the fender support portion and serving as a contact area of the pulling means for pushing the first hull and the second hull of the second hull when the first hull and the second hull are launched,
The fender includes:
A plurality of transverse members;
A plurality of longitudinal members coupled to the plurality of transverse members to form a rectangular planar shape; And
And a plurality of engaging members provided on the plurality of transverse members and hooked to the fender support portions. The method according to claim 1,
Wherein the fender support comprises a plurality of support rods coupled to the side portion. The method according to claim 1,
Wherein the fender is releasably engaged with the fender support. delete The method according to claim 1,
Characterized in that the fender is made of ductile steel. The method according to claim 1,
Further comprising a fend- er supporting portion and an escape preventing portion provided on the fender to prevent the fender from escaping. The method of claim 6,
The departure-
A fixing plate contacting the fender support portion and the fender; And
And a fastening member for coupling the fastening plate to the fender support and the fender. delete

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