KR810001873B1 - Vessel for flotatation loading and unloading and partial buoyancy suppot of barges and the flating cargoes - Google Patents

Abstract

A vessel for transport of a floating buoyant cargo such as barges, lighters, and pontoons, wherein the cargo is partially supported in the vessel by its own buoyancy, including in combination; a hull having a bottom shell with rigid submarine cargo-supporting and hull-reinforcing structure, bow, a stern, and side walls providing a series of buoyance compartments, and a hollow enclosed interior including a cargo hold, gate means in the hull for opening to enable floatation loading and unloading of the floating cargo and for closing during transportation thereof, and securing means for releasably locking the cargo.

Description

Floating Carrier Ship

1 is a side view of a ship according to the present invention, and a state in which the bars or lighters are aligned in a line to be carried in the ship, wherein the parts of the bars or lighters submerged below the water are indicated by diagonal lines, and these bars or lighters Their final transport location is indicated by a dashed line.

2 is a top plan view of the vessel and the floatable carriers of FIG. 1 according to the present invention.

FIG. 3 is a view similar to FIG. 1 showing the state immediately after the bags or lighters have been taken out.

4 is a longitudinal cross-sectional view of the ship showing the state in which the bars or lighters are securely loaded by the fixing device, in which the closed position of the bow gate is indicated by a solid line and the open position is indicated by a dotted line.

5 is a horizontal cross-sectional plan view along line 5-5 of FIG.

6 is an enlarged view of the cross section taken along line 6-6 of FIG.

7 is a partial cross sectional view along line 7-7 of FIG.

8 is a graph showing the tonnage per inch of the ship showing the buoyancy effect on the ship during loading or non-loading of bars or lighters.

9 is a partial enlarged view of a hydraulic cylinder used for a fixing device at the corner of two vices or lighters floating at different heights due to the difference in specific gravity.

FIG. 10 is a view similar to FIG. 9 showing a state where the hydraulic cylinder is sufficiently extended so that the safety retaining pins are reinserted.

11 is a partial perspective view of the bottom of the bottom to give the beam box beam or girder.

12 is a partial cross-sectional view of the hull.

13 is a cross-sectional view taken along the line 13-13 of FIG.

14 is a cross-sectional view taken along line 14-14 of FIG.

15 is a partial cross-sectional view of the bow of a ship showing another variant of the fore gate.

FIG. 16 is a plan view of FIG.

FIG. 17 is an enlarged front view taken along the line 17-17 of FIG. 15 showing the inner wave bulkhead. FIG.

18 is a plan view of the tank and pump device.

FIG. 19 is a view similar to FIG. 2 showing another form of the loading / unloading device using a single winch.

20 is a hydraulic circuit diagram when all the fixing devices are operated at the same time.

21 is a hydraulic circuit diagram when each fixing device is operated separately.

FIG. 22 is a view similar to FIG. 3 except that the carry out work is carried out through the stern gate instead of the fore gate.

FIG. 23 is a view similar to FIG. 4 showing a vessel according to the invention in which the bow gate, the stern gate and their open positions are shown in dashed lines; FIG.

FIG. 24 is a view similar to FIG. 19 showing export through a stern gate.

Fig. 25 is a partial cross-sectional view of the stern portion showing the stern gate in which the closed position is indicated by a solid line and the open position is indicated by a dotted line.

FIG. 26 is a top view of FIG. 25. FIG.

FIG. 27 is a similarity of FIG. 10 showing another variant of the hydraulic cylinder.

28 is a partial view of three bars in a state prior to actuating the lock.

29 is a view showing the buoyancy effect of the bar and the buoyancy transfer of the present invention after operating the fixing device.

The present invention relates to a ship for transporting a floating carrier such as a barge or lighter, and more specifically, to support most of the weight of the cargo itself using the buoyancy of the cargo, and the rest of the weight. Bay is concerned with a ship for floating carrier transport carried by a hull.

The hull in such a vessel is smoothed in appearance to safely receive cargo and at the same time reduce hydrodynamic resistance. In addition, a hole is provided at the bottom of the vessel to allow these seawater to flow freely, filling the seawater in the dock so that the hull To use buoyancy. In the ship of the present invention, the floating cargo may be brought into or out of the dock by a crane, but these cargoes are mainly brought in and out through the door at the bow or the stern. The ship can also be loaded on deck to carry cargo.

The ship of the present invention is particularly useful for the transportation of cargo loaded on the barge or cargo loaded on the floating container. A series of bags or containers are towed from sea to tugboat to the stern and then brought to the vessel through the stern or stern door. At the end of the voyage, these sets of vehicles are transported through the fore and stern gates and towed by tugboats.

Vessels with cargo handling docks filled with water only upon loading or unloading are known in several patents. In these ships, claps, sterns or doors on the side of the ship were used, and multiple cargoes were brought in or taken out of the water. In these ships, the water in the docks had to be drained immediately after the cargo was loaded, and while the cargo was taken out, the water had to be shut off to support the full static load of the cargo. In this conventional invention, the water in the vehicle was only used to float the cargo only upon loading and unloading of the cargo so that the dock was kept dry during navigation.

In contrast, U.S. Patent No. 3,356,058 describes a wooden shipping vessel. The patented timber transport ship has ballast devices and hull through holes to keep these timbers floating during transport.

The present invention has the great advantage that it can be used to transport floating container cargo or baiji. However, this is not possible with ships of this patent.

Systems for handling bars and lighters by high speed large vessels are well known. In one of these systems, the bar or lighters need to be towed to the ship, and in the vicinity of the ship they are raised from the sea to the height of the deck by the elevator and then transported by rollers to the final loading position. In another system, the lighter or barge is towed to the ship and then loaded onto the ship by a large crane.

These systems eliminate the need for large vessels to dock to the docks to handle cargo. These ships may, of course, carry cargo from these small ports to smaller ports which may not be docked by large vessels. In many cases, these loading and unloading systems are more economical than other sea transport systems.

Vessels of the aforementioned patents for loading bars or lighters on board ships have several problems with timber transportation.

Woods have practically the same weight, even if they differ in size and shape. However, lighter, barge or cargo containers usually have the same size or shape, but vary in specific gravity due to the difference in cargo. Therefore, bringing them into the ship and allowing them to float freely makes them easy to swing up and down, and under bad weather conditions not only damages the hull of the ship but also the hull of these carriers themselves, and even sinks the ship. That is, there is a problem in that it is possible to share the load of the lighter that is heavily loaded with the hull using the buoyancy of the lighter that is empty or lightly loaded. This is not possible with ships of the aforementioned patents. However, if this problem is solved, very beneficial results will be obtained.

Problems with supporting floating containers and bars or lighters and problems with the above-mentioned special conditions arise.

Although the present invention is partially in communication with US Pat. No. 3,356,058 in that it uses buoyancy using a porous hull and sidewalls, the present invention provides that floating containerized cargo units, such as bars and lighters, are held securely in a fixed position during transportation. The base of these cargo units is securely coupled to the hull, and a retaining device extending downwardly with a uniform distance from the frame or deck of the ship is coupled to the top of the cargo unit to secure the cargo. Each bag or lighter has a relatively large value of excess buoyancy because empty or light loads have different densities due to the difference in the weight of the load or the weight of the cargo itself. In the present invention, the excess buoyancy is transmitted to the fixing device, and the excess buoyancy is used to support the entire ship and the floating cargo, whereby the hull structure can be designed lightly.

In one embodiment of the present invention, the bars or lighters are normally brought in from the bow door and taken out through the stern door. Therefore, partial carry-out work at the port is easy.

In addition, a single winch device can be installed to assist the floating cargo in and out of the ship.

It is desirable to install a hydraulic or pneumatic device in the holding device for the bar or lighter and to install a mechanical safety fixing means for fixing the cargo in the final shipping position.

Other objects and advantages of the present invention will become apparent from the following detailed description described with reference to the accompanying drawings.

In the figure, vessel 10 has a suitable hull 11 with a porous bottom shell 12, which has an opening 13 formed therein to allow water to pass through (see FIGS. 4 and 6). Since the water exerts the same pressure on all sides, this sheath may be made thin.

Hull 11 is reinforced by a bottom side box girder 14, and since the hull and girder are of this type, a flat surface 15 for a series of floating carriers 16, such as a lighter or a barge, is placed on top of the girder. Can be installed. Ship 10 can also be used to transport other floating cargo.

Side wall 17 of hull 11 is provided with a series of waterproof buoyancy tanks 18, each of which is fitted with a ballast pipe installation 18a connected to a ballast manifold 18b (see Figure 18). Manifold 18b has an appropriate ballast pump 19 that drains seawater from sea chest 19a to buoyancy tank 18, while draining it from the buoyancy tank 18 to sea through pipes 19b and 19c. Is equipped with a regulating valve. Exhaust port 20 is installed at the top of the buoyancy tank to allow air to flow in or out when the tank is filled or emptied. When the ship is supported by the buoyancy of the ship itself and the buoyancy generated by the bar or lighter 16, the odd line of ship 10 is determined by the weight of the cargo, the weight of the ship and the weight of the water in the buoyancy tank 18. In order to control the odd number of the ship 10, the buoyancy tank 18 is filled with water to give the desired amount of buoyancy and odd number to the whole ship or the combination of the ship and the barge or lighter. The longitudinal slope of the ship's transverse slope can also be adjusted in this way, by selectively filling tank 18.

At the stern end of vessel 10 there is a ship propulsion section 21, which can be installed satisfactorily on any type of vessel, as well as the appropriate and necessary crew compartment.

Appropriate gates are installed at the stern of ship 10, at one of the bows, or on both sides to float or unload the carrier.

The bow 23 of the bow 10 of the ship 10 shown in Figs. 1 to 4 is provided with a gateway 23, which is normally located on the surface of the water as shown in Fig. 4, but the connector of the carrier 16 is brought in or When taken out, it is pivoted about its own axis and locked below the surface of the water, and closed when sailing.

One variant of the fore gate is shown in FIGS. 15-17. This bow gate 63 pivots upwardly about the pivot 64, and is provided with an inner bulkhead 65 at a fixed distance from the gate, which is generally a vertical plate with an opening 66 and is an opening. They act to prevent sea water from tumbling back and forth between the fore gate 63 and the front end of the first carrier 16.

As shown in FIG. 22, the ship 10a according to the present invention is also provided with a stern gate 81 which is opened to normal position upon loading and unloading. Vessel 10b shown in FIG. 23 has a stern gate 81 as well as a foremen 63. Figures 25-26 show the stern gate 81 in detail. The stern gate 81 pivots upwards around the pivot 80, with one or more propellers 83. This stern gate 81 is closed while vessels 10a and 10b are carrying the cargo and open up only when the cargo is unloaded.

If ship 10b uses both headgate 63 and stern gate 18 at the same time, one of these two gates may be used for import and the other may be used for export.

As shown in Figures 1 and 3, the cargo that can be loaded on this ship is typically a standardized connection of standard lighters or bars that are fitted to the ship's standardized equipment. The carrier body 16 all has the same size and shape and has the same mounting means as shown in FIGS. 9 and 10, which mounting means comprises a cylindrical protrusion 25 with a truncated cone-shaped protrusion 26 on top. . Also at the base of these carriers is a cylindrical groove 27 having a truncated conical portion 29. They are used to mount the carriers 16 in a secure position at all times. Conventionally, this mounting means has been mainly used for loading carriers on large ships, but in the dock of the present invention, these carriers are not loaded, i.e. they are kept at the same height and the same mounting means 25, Use 26, 27, 29 to give stability to the cargo. Other parts of the bars or lighters that are not important to the invention are not shown. These are usually well known, and even other types of carriers can be used in the ship of the present invention as long as they are deformed, and only the parts of the ship itself can be changed.

In vessel 10b, the bagina or lighter 16 is usually connected in series, brought in through the bow and taken out through the stern. As shown in FIGS. 1 to 3, the carriers 16 are tied together with ropes or cables 30 using anchors or ends to join the carriers 16 into a series of connections. After doing this, tow or push to tug. Typically, the carriers do not have the same height due to the different loading and specific gravity. In order to float on their same odd line, they may be emptied of their interior or may be loaded with the same amount and weight of cargo.

Different odd lines of carriers floating at different heights are shown in Figures 1 and 3, which shows that the heavy ones are near the top and the lighter ones near the bottom. In view of this difference in height, the ship 10 is designed such that the dock 32 between the bottom transverse girder 14 and the deck transverse girder 33 is actually twice the height of the carrier 16.

Towing the carrier 16 or pushing it towards the ship 10 brings the carrier closer to the ship 10, opening the bow gate and attaching a pair of winches 35 mounted on the ship 10 to the top of the carrier 16. Winch 35 is preferably located at the center of vessel 10. In the vicinity of the stern, there is a pulley 37 used to bring in, and in the vicinity of the bow there is a pulley 38 used for carrying out. That is, at the time of import, the cable 36 from the winch 35 passes over the stern pulley 37 above the pulley with the ship's port and the pulley at the starboard, and one of these cables extends through the gate 23 past the bow 22 and is carried out in the carrier 16. It is attached to the first one. Then, the pulley is powered to pull the vehicle 16 into the dock 32 and the tug 31 is dropped back to the port. Other types of carrier loading or propulsion means may be used having a single winch 35 with bridle 39 at the end of the cable as shown in FIG. 19.

Once all of the lighters or bars are transported into Vessel 32 in Ship 10, they are placed in their respective places. The inner wall 40 of the buoyancy tank 18 is inclined downwardly inward, so that the upper end of the tank is narrower than the lower end. The side wall 40 is fitted with a diagonal buffer 41 made of a material such as a mat or an artificial rubber for the purpose of preventing the buoyancy tank 18 from being impacted by bars or lighters. The buoyancy tank 18 can be drained by a pump to lighten the boat to lift the heaviest baggage or lighter carrier onto the girder 14 on the hull 11. While the tank is drained, the carriers 16 are aligned and seated on the bottom protrusion located on the girder 14 and then engage with the grooves 27 of the carrier 16 as shown in FIGS. 9 and 10. The protrusions 44 each consist of cylindrical members 45 with truncated conical ends 46.

A series of hydraulic (or pneumatic) devices 50 are suspended from the top of the vehicle 16 and the deck 33, each of which has a fixed housing 51 with a piston rod 52 and a fixed piston 53 installed and fixed to the deck girder 33. have. A movable cylinder 54 is provided, and a movable spud or a housing member 55 is fixed to the cylinder 54 by a trunnion pin 65. Thus, when hydraulic or pneumatic fluid is hydraulically pumped through the inlet 57 into the space between the lower end of the piston 53 and the cylinder 54, the cylinder 54 moves down to move the spud 55. When this fluid flows through the inlet 58 between the piston 53 and the upper end of the cylinder 54, the cylinder 54 is withdrawn upwards. Each of the spuds 55 in Figs. 9 and 10 has a receiving portion 59 which is properly engaged with the two projections 26. Figs.

As shown in FIG. 27, each spud 55a has an accommodating portion 59a that engages only one protrusion 26, which is mounted at the end of the rod 52a with the fixed cylinder 54a and the movable piston 53a. have. Spurds 55 and 55a have advantages and disadvantages, respectively. Both types are used in conjunction with known regulating control valves, and thus whether or not combined with a single projection, whether pushed or unloaded into cargo, all of the spuds at the same speed. Go down.

When the carriers 16 are all combined and pushed down to their lowest position, they are seated and are buoyant. For example, as in FIG. 28, the individual carriers 16 each have a different odd line. When freely suspended, all three carriers 16a, 16b, and 16c (FIG. 28) are floating, but carrier 16a has the highest odd line, and carrier 16b has the lowest odd line. When seated by a buoyancy transfer action and a fixture as shown in FIG. 29, the carriers are all fixed at the same height. Their first odd line W ₁ L ₁ and the last odd line W ₂ L ₂ are shown in FIG. The hatched 28 ° pro-portion shows a first waterline W ₁ L final waterline W first waterline W moves waterline part between ₁ L ₁ from ₂ L ₂ of the _first portion represents a part of the following, hatched claim 29 degrees friendly. When the moving part is at the top of the last odd line W ₂ L ₂ , as in carrier 16a, the net effect of buoyancy is that of the carrier weight (corresponding to that of the hatched part for the whole carrier in FIG. 29). It is rain. As in the carriers 16b and 16c, the buoyancy effect at the bottom of the final toll line W ₂ L ₂ is to add upward buoyancy to the vessel 10, i.e. buoyancy corresponding to the hatched portion of FIG. From the ship 10 to the buoyancy of the carriers 16b and 16c to help the ship 10 heat up and to support the load of the hatched portion of the carrier 16a.

As shown in FIG. 21, the devices 50 may operate separately, but in most cases they are connected to each other for a single control or simultaneous action as in FIG. When the carrier 16 is held in place by the device 50, the cable 30 is separated.

FIG. 20 is a schematic diagram of an embodiment in which a single motor 47 and a single pump 48 are used and the cylinder 54 is installed in parallel, while FIG. 21 is a series of parallel pumps in which the motor 47 operates only one cylinder 54. Schematic of the example using 49.

As shown in FIGS. 11 to 14, the vessel 10 is provided with a transverse girder 14 of a waterproof box girder having a top plate 70 and side plates 71 and 72 joined to the base plate 12. Opening 13 (which may be a conduit as shown in FIG. 12) is not open into girder 14, and the girder always serves as a watertight space that provides a block. Girder 14 is reinforced by porous webs 73 and angle irons 74 mounted on plates 70, 71 and 72, which webs 73 have openings 75 through which angle irons extend. At the location of the projection 44 the plate 70 was reinforced by a diagonal member 76 that thickened or extended up to the round iron 74. Between the continuous girders 14 the hull base 12 is longitudinally reinforced by a longitudinally extending beam 77, such as a T-beam. Tank 18 is also reinforced by porous web 78 and square iron 78 attached to the plate which is part of the wall of tank 18.

The deck on the dock may be a hinged pontoon or movable tuntun, which is generally handled by two cranes 80 on both sides. In addition, conventional mast and boom cargo handling devices may be used.

When lighters or bars 16 enter the dock 32 of the vessel 10, fluid is applied to the lower hole 57 of all of the device 50 and the spud 55 (or 55a) so that the carriers 16 are automatically aligned. Each of the studs 55 and the buoys of the baggers or lighters 16 with buoyancy are combined to press the carriers, and then they are combined with the protrusions 26 of the bars or lighters 16 with the small buoyancy to base the grooves 27 of the carriers. By pressing towards 44, the carriers 16 are seated in place and do not move during voyage (similar manipulations are made for the spud 55a). Safety precautions to be taken in advance should be that the retaining pin 60 is inserted through the opening 61 in the housing 51 and engages with the upper end 62 of the spud 55 to prevent upward movement. During or after this operation, the buoyancy tank 18 is to be filled with seawater to ensure proper odd-line and left-right balance. Since there is always seawater inside the dock 32, and some of the carriers are so heavy that they rest directly on the hull girder 14, the total load on the vessel 10 can be lightened by completely empty or relatively light carriers. have. Thus, it is possible to effectively apply the negative load to the hull 11 which reacts to a certain positive load of the heavy carriers 16. By this buoyancy transfer, the load can be shared more effectively.

At the same time as the carriers 16 are all seated or shortly thereafter, other cargoes 84 which cannot be floated can be loaded onto the deck as shown.

When Ship 10 arrives at its destination port and anchors it, pin 60 is withdrawn and Spud 55 is withdrawn, leaving all carriers free to float. The carrying out operation may be performed as shown in FIG. 3 by opening the bow gate 22, attaching the winch 35 to the front pulley 38, and then attaching the end of the carrier 16 to the end. All carriers are pushed through the bow while stationary. Then, these exported bags or lighter connections are towed to the dock by tug 31. Alternatively, the winch 35 may be attached to the aft pulley 37 and then attached to the foremost carrier, and then all the carriers in the fixed state may be pulled out of the stern and carried out as described in Nos. 22 and 24 degrees. On ship 10b with both fore and aft gate 63 and stern gate 81, the first incoming and outgoing vehicle can be routed first and proceed in the same direction.

This is particularly useful if you want to export a portion of the vehicle from the first port of call and the rest from another port of call. For this purpose, the carriers must be arranged in the order of export from the outset. That is, after the device 50 is withdrawn at each port, the cable 30 is properly released and several carriers are transported to the transport port through the stern gate 81, and then the remaining vehicles are pulled toward the stern by the winch 38, through the fore gate 63 Move into the dock and settle all in place. Another method may be applied for partial export or import.

Ships with this structure typically have a displacement of about 10,000 tons, a captain of about 108 meters (360 feet), a beam length of about 24 meters (80 feet), and an odd number of about 4.5 meters (15 feet). Spuds are typically about 1.5 m (5 ft), cross-section about 1.5 m square (5 ft square), and about 4.2 m (14 ft) high. Eight bags or lighters were accommodated in the embodiment of the present invention, each of these carriers being 18 m (60 ft) long, 9 m (30 ft) wide and 4.2 m (14 ft) high.

As shown in FIG. 8, the drainage tonnage per inch increases rapidly at the first 30 cm (1 foot) odd number and then linearly up to about 3 m (10 foot) odd height, which is the height of the top surface 15 of the transverse girders 14. Have a relationship. At this 3m odd height, the tonnage per inch varies greatly. That is, it decreases when the ship is emptied and rises sharply when the bars or lighters are loaded. When the boat is emptied at 3m odd, the tonnage per inch increases linearly to about 4.5m (15ft) odd.

However, the value at this 4.5m odd is smaller than the value at the first 3m odd. When the ship is loaded at 3m odd, the tonnage per inch will increase linearly to its maximum, dropping to an optimal working odd level of about 4.68m (15ft 6in). 8 is a graph showing the buoyancy transfer concept according to the present invention, in which the excess buoyancy of light floating carriers, such as bars or lighters, assists in supporting a vessel or other heavy bars by being transmitted to the vessel through a spud. .

Claims (1)

In addition to installing a series of buoyancy tanks on the side walls of the hull, an empty dock is installed inside, and a bow gate is opened to carry a series of floating carriers, such as bars and lighters, by floating and closed during transportation. In a conventional floating carrier transport ship provided with means for attracting and exporting a series of connected carriers into a dock, the gateway 81 for carrying out the carriers is upwardly about the pivot axis 82. A movable piston 53a reciprocated in the fixed cylinder 54a mounted on the deck girder 33, as a fixing means for being fixed to the stern portion so as to be rotatable and fixed in a fixed place. Floating carrier transport ship, characterized in that one having a spud 55a is provided above the end of each carrier.

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