KR890001752B1 - Approchable apparatus of a vessel - Google Patents

Abstract

The device comprises a combination of a fender (13) made of spring material with dash-pots (18,19) mounted on the wall so that some of the impact energy is absorbed by the spring material of the fender in the form of displacement energy, and some is dissipated by the dash- pot in forcing fluid from one chamber (18a) to another (18b) through restricted orifices (19a). The dash-pot may be provided with a by- pass path (11) for the fluid containing a non-return valve (12) so that the path is closed when the device is being compressed but is open to allow the device to return quickly to its rest state when a vessel moves away from the device.

Description

Floating eyepiece

1 is a conceptual diagram of a floating eyepiece device according to an embodiment of the present invention.

FIG. 2 (a) is a perspective view showing a specific example of the device of FIG. 1, and FIG. 2 (b) is a diagram representing the difference between the energy absorption rate of the fender and the dashpot.

3 is a chart showing the absorbed energy of the fenders at the eyepiece.

4 is a chart showing the maximum reaction forces acting on the eyepiece wall and the floating body at the eyepiece.

5 is a chart showing the fleece of the fender at the time of berthing.

6 is a cross-sectional view of an apparatus according to another embodiment of the present invention.

7 is a sectional view of an apparatus according to another embodiment of the present invention.

8 is a cross-sectional view showing an embodiment of a dash pot used in the present invention.

9 is a conceptual diagram of an apparatus according to another embodiment of the present invention.

* Explanation of symbols for main parts of the drawings

1: hull 2, 42: eyepiece

3, 13, 23, 43: Fender 4: Spring body

5: Attaching Plate 6: Water Receiving Plate

7, 17, 27, 37, 47: dashpot 8, 18, 28: cylinder

9, 19, 29, 39: piston 9a, 19a, 29a, 39a: gap

10: load 11: bypass path

12: one-way valve 22: cylinder

21: bypass passage body 20: operating rod

39b: communication path 40: check valve

The present invention relates to a floating eyepiece device for absorbing the eyepiece energy of the floating body, such as ships.

Background Art Conventionally, fenders are known as devices for absorbing eyepiece energy such as ships. This device is made by disposing spring member on the berth of the quay, the main body of the bridge, etc., and when the ship is berthing, it contacts the side and absorbs the collision energy of the ship by its displacement energy. In recent years, with the enlargement of ships, large numbers of spring constants have been inevitably used.

However, if the spring constant of the fender is large, it can reliably absorb the huge eyepiece energy of the large ship. However, the fender will generate a large reaction force on the eyepiece, and the strength of the eyepiece or the bridge body must be increased to a considerable degree. do.

In addition, when the spring constant of the fender is increased, the ratio of the mooring line to the spring constant is remarkably turned off (for example, 100: 1 to 1000: 1). This action causes the subharmonic motion, ie, the spring constant of the mooring line, to be smaller than the fender, and the asymmetry of the spring to be larger when the hull reaches its fluctuation. Due to the phenomenon that a large fluctuation occurs due to the resonance, the movement of the hull is expanded.

In view of the above, an object of the present invention is to provide a floating eyepiece device capable of effectively absorbing large eyepiece energy while using a small spring constant in the fender and reducing the maximum reaction force generated by the eyepiece wall. .

Another object of the present invention is to provide a floating eyepiece device capable of reducing the movement of the floating body by pressing the proportion of the spring constant of the fender and the spring constant of the mooring line to the minimum as possible when the floating body is mooring to an asymmetric mooring line. It is to be done.

In order to achieve the above object, the present invention provides a dash that absorbs the eyepiece energy of the floating body by the displacement action of the spring in the floating eyepiece and attenuates the eyepiece energy by the resistance of the inner fluid. It is characterized by the addition of a dash pot.

Next, the present invention will be described in detail with reference to the following examples.

1 and 2 show a device of one embodiment of the invention, which first shows a dashed port (3) in a fender (3) installed on the eyepiece (2) of the hull (1) as shown in FIG. 7) is provided so that both (3) and (7) may be integrated.

The fender 3 is formed of, for example, a spring body 4 having a length of 80 diameter 100 and a mounting plate 5 and a spring body 4 fixed to the rear end formed by a rubber material or the like, as shown in FIG. It consists of the receiving plate 6 attached to the front end, and it is protruding horizontally from the inner wall 2 by fixing the attachment plate 5 to the inner wall 2.

On the other hand, four dash pots 7 are arranged at equal intervals around the spring body 4 of the fender 3, and the rear end of the sealed cylinder 8 filled with the viscous fluid is attached to the attachment plate 5. The front end of the rod 10 of the piston 9 inserted into the cylinder 8 is fixed to the water receiving plate 6, and is fixed horizontally between the two plates 5 and 6, respectively.

In the figure, 9a is a gap 9a formed in the piston 9 which imparts resistance when the piston 9 moves in the cylinder 8 and attenuates the load on the piston rod 10.

It goes without saying that well-known oil leaking means are implemented in the first half of the cylinder 8 and the sliding part of the piston rod 10. Thus, the receiver plate 6 is pressed by the hull 1, and the spring body 4 and the dash port 7 are simultaneously compressed so that the eyepiece energy of the hull is absorbed by the displacement energy of the spring body 4, It is consumed by the damping force of the dash pot 7.

Explaining this state by the representation in FIG. 2 (b), it means that energy is not absorbed in the initial stage of displacement. However, in the case of dash pot 7, the force is proportional to the compression speed of the inner fluid. It is maximum when the velocity x is 0, and minimum when Xmax.

·mv 인고로 방현재(3)와 대시포드(7)가 병설되었을 경우 다음의 공식이 성립된다.

·mv=

KX²maxEd 즉 이 경우에는 Ed가 있는 분일뿐 Er 이 적어도 좋다. 또 대시포트(7)의 최대 반력과 방현재(3)의 최대반력을 거의 같도록 하여 설명하면 일정의 에너지를 흡수하는 경우에 안벽의 최대반력을 효과적으로 저감시킬수 있는 것이다.In other words, the inverse relationship of energy absorption with displacement occurs. This relationship is shown as Ed in the same explanatory diagram. The amount of kinetic energy at the time of docking the ship

When the fender (3) and the dashford (7) are combined due to mv, the following formula is established.

Mv =

KX ² maxEd, that is, in this case only Ed is the least. In addition, if the maximum reaction force of the dashpot 7 and the maximum reaction force of the fender 3 are explained to be substantially the same, the maximum reaction force of the quay wall can be effectively reduced when absorbing a certain amount of energy.

Therefore, the spring constant of the spring body 4 of the fender 3 can be made as small as possible compared to the eyepiece composed only of the conventional fender. This will be described in detail with reference to the diagrams of FIGS. 3 to 5. .

This diagram is based on the numerical simulation when the ship is docked parallel to the quay wall and the calculation conditions and method are as follows.

Calculation condition

(a) Mooring Models-Captain L = 144m

Line width B = 27.3m

Mold length D = 18m

Absorption d = 5.4m

Mass M = 22. 000ton

(b) Eyepiece model eye distance = 4.8m

Eyepiece speed = 15cm / sec in case of fender impingement Calculations were obtained in time series using the equation (1) of the motion of Cummins.

〔(Mkj＋mkj)x"j＋

Kkj(t-I)x'j(T)dr＋ckjxi〕=fk(w)coswt……(1)

((Mkj + mkj) x "j +

Kkj (tI) x'j (T) dr + ckjxi] = fk (w) coswt... … (One)

(k = 1.2… 6)

(Wherein Mk is the inertia matrix and CKj is the K-j element mkj and kkj (t) of the hydrodynamic reaction coefficient)

3 is calculated according to the above conditions and methods.

To clarify the relationship between the spring constant of the fender and the absorbed energy, take the absorbed energy (the absorbed energy of the fender) E of the eyepiece which the fender should absorb the spring constant k'f of the fender on the horizontal axis. The solid line is a one-point chain line (in case of the attenuation coefficient c'df = 278.5tfsec / m of the dashpot) of the fender which is a conventional eyepiece. for · sec / m) and samjeom chain line (in the case of the metabolic port damping coefficient c / df = 1115.4tf · sec / m) has a broken line Fenders of the present invention, and uses the E = MV ^2/2 Each of the assumed berthing energies, which are the calculated design criteria, is indicated.

(However, the ship's imaginary mass M, the stealson equation was used in the calculation.)

According to this diagram, in the case of the eyepiece consisting only of the fender, the amount of energy E to be absorbed by the fender is significantly changed by the spring constant k'f of the fender, and in particular, E rises as the k'f decreases. E significantly lowers the eyepiece energy, and when k'f becomes 10.000 tf '/ m or more, E falls below the assumed eyepiece energy.

This is because the displacement of the hull to the fender side becomes large and the resistance of the wave waves decreases.

Therefore, using a small fender of k'f, E increases despite the fact that the actual energy absorption capacity of the fender is deteriorated, and thus it becomes useless as an eyepiece.

For this reason, a large fender of k'f is to be used with the enlargement of a ship.

On the other hand, in the present invention, E decreases by increasing the attenuation coefficient c'df of the dashpot, and cdf uses a dashpot of 278.9 tf sec / m or more, and E is a store's eyepiece energy no matter what value k'f is. Will be less.

Moreover, this tendency is especially noticeable in areas where k'f is less than 500 tf / m. Thus, by using a large dashpot of attenuation coefficient c'df and using a small fender of k'f, the energy to be absorbed by the fender ends up being small.

4 shows the relationship between the maximum reaction force acting on the quay or hull during berthing and the spring constant k'f of the fender, taking the spring constant k'f on the horizontal axis and the above reaction force on the vertical axis The reaction force only of the fender of the present invention with the dash port of attenuation coefficient c'df = 1115.4tf sec / m Each is indicated by a broken line.

This chart shows that the reaction force in the present invention is attenuated compared to the conventional device.

Moreover, the difference in reaction force generated by the present invention because of using a smaller fender of k'f than the conventional device is remarkably large.

FIG. 5 shows the deflection of the fender by changing the spring constant k'f of the fender, and each line in the chart indicates the same as in the case of FIG.

According to this chart, the skew decreases at the same time as the k'f decreases, but the skew decreases in all the invention devices equipped with dash ports.

Therefore, even when the fender having the same k'f as in the prior art is used, the whole device can be miniaturized according to the present invention.

Next, a table comparing various data of the conventional apparatus and the apparatus of the present invention at the time of berthing (V = 15 cm / sec) and hull swing time (T = 14 sec. H = 1.2 m) is shown.

However, in the conventional apparatus A, the asymmetric mooring apparatus whose spring constant k'e of the mooring line is 3.7 tf / m fender spring constant k'f is 2.939 tf / m, and k in the present invention device B is k. 'e is 3.7tf / m k'f is 73.4tf / m and dashpot's attenuation coefficient c'df is 279tf / m.

According to this, in the case of the present invention, it is clear that not only the maximum reaction force to the quay wall is reduced, but also the vibration amplitude during hull swing is significantly reduced.

6 and 7 show different embodiments of the apparatus of the present invention. In these two embodiments, dash ports 17 and 27 are provided inside the fenders 13 and 23. At the same time, the dashed fenders, which are compressed at floating berths, are configured to quickly return to the next berth of the fan.

First, in the embodiment shown in FIG. 6, the dash port 17 opens the extrusion chamber 18a and the expansion chamber 18b of the cylinder 18 separated by the piston 19 under the wheat cylinder 18. When the dashed port 17 is operated in the direction in which the dash port 17 is compressed in the middle of the passage 11 and has a bypass passage 11 communicating therewith, it is abolished and returns (in the direction of the arrow Y in the drawing). There is a one-way valve 12 that opens when in operation.

Therefore, when the hull berthing is pressed by the land plate to the water receiving plate 16, the dash port 17 has the internal passageway to the compression chamber 18a because the bypass passage 11 is closed by the one-way valve 12. From the piston 19 gradually flows into the expansion chamber 18b through the gap 19a of the piston 19 and consumes the eyepiece energy by its damping action. Then, the hull 1 is languish, and the dash pot 17 and the fender 13 return to the circle together and are lowered.

At this time, since the one-way valve 12 of the bypass passage 11 is opened, the inner fluid of the dash port 17 quickly returns to the extrusion type 18a without attenuating action, and thus the dash port 17 The circular force can be easily and quickly returned only by the reaction force by the elasticity of the current 13.

In the embodiment of FIG. 7, a subcylinder 22 is attached to the lower portion of the cylinder 28 of the dash port 27 to accommodate the bypass passage 21 described later freely in the axial direction. The bypass passage body 21 fitted therein has a bypass pad 21a which communicates with the extrusion chamber 28a of the cylinder 28 and the expansion chamber 28b, and is located on the hull side. The operating rod 20 is fixed at one end and a spring 22a attached to the subcylinder 22 is abutted at the other end.

And the tip 20a of the actuating rod 20 is opposed to the biasing force of the spring 22a when pressed by a chord side protruding from the outer surface of the receiver plate via the through hole 26a of the receiver plate 26. As shown in the bypass passage 21, it moves to the left in the drawing.

In addition, the bypass passage body 21 communicates the compression chamber 28a and the expansion chamber 28b via the bypass passage 21 when the dash port 27 is in a no-load state, while the operating rod tip 20a is connected. When pressed, the two openings 21b and 21c of the passage 21a are shifted so as to close the fluid inlets 28c and 28d of the cylinder 28. In addition, the closed state can be properly adjusted from fully closed to partially closed by adjusting the protruding length of the actuating rod tip 20a.

Thus, in the present embodiment, when the vessel is docked, the actuating rod end portion 20a is pushed, leaving the bypass passage 21 aside, and through the bypass passage 21a, the compression chamber 28a and the expansion chamber 28b. ) Is associated or eliminated.

Then, the lateral side approaches and presses the receiver plate 26, and the eyepiece energy is absorbed and consumed by the steel beam action of the dashpot 27 and the displacement energy of the fender 23 as in the above embodiment.

Subsequently, the port of the ship 1 proceeds slowly, and since the side surface is in constant contact with the receiver plate 26, the bypass passage 21a remains closed and the fluid in the cylinder 28 is discharged from the piston 29. It cannot be returned to the compression chamber 28a via the gap 29a, and by the damping action, the apparatus slows down the circular return and makes a return motion following the movement of the ship 1.

However, the hull 1 falls at a higher speed than the circular return movement of the apparatus, and the pressing force of the working rod tip 20a is released, and the bypass passage 21 quickly returns to its original position by the elastic force of the spring 22a. The passage 21a is opened. As a result, the dash port 27 is quickly returned, and with this, the apparatus also returns to rapid circular return.

Therefore, according to this embodiment, not only can the circular return of the dashpot fender be faithfully followed by the movement of the hull 1, but also the damping force of the fender 23 as a spring pushing the hull 1 farther toward the sea is reduced. I can make it.

In addition, in this embodiment, the damping force of the dashpot 27 is performed by the gap 29a formed in the piston 29, but the biped passage to the cylinder 28 is adjusted by adjusting the sliding action of the biped passage 21. If the area of the communication port of (21a) can be changed at any time, the same effect can be obtained without providing the gap (29a).

FIG. 8 shows a modification of the fluid return passage of the embodiment shown in FIGS. 6 and 7, which does not provide a biped passage as a return passage and has a diameter separate from the gap 39a in the piston 39. FIG. The piston 39 is provided with a check valve 40 for laying the large communication path 39b and closing the communication path 39b at the time of compression of the dash port 37 and opening it at the return of the dash port 37. And the action is the same as in the above embodiment, but the structure of the dash port can be further simplified.

In addition, in the embodiments of FIGS. 6 to 8, as in the embodiment of FIG. 1, the maximum reaction force against the quay wall and the like can be reduced, and the movement of the ship during mooring, i.e., the movement of the hull, can be expanded. I can't say anything.

9 shows a conceptual diagram of another embodiment of the present invention in which the dash port 47 is not installed in the fender 43 and is adjacent to the eyepiece 43 separately from the fender 43. And a pair of protons 43 and 47 are arranged on the two sets of inner walls, and the same effect can be obtained by acting as in the embodiment shown in FIG.

As described above, according to the present invention, since the fender absorbs the eyepiece energy of the float by the spring displacement action in the float eyepiece, the dashpot which attenuates the eyepiece energy by the resistance of the inner fluid is used together. In the conventional case by the current only, the berth edge (energy that the fender must absorb) can stop at a very small range without increasing the spring constant of the fender. At present, the use of a small spring constant reduces the size of the fender and at the same time reduces the maximum reaction force against the inner wall of the eyepiece to reliably absorb the eyepiece energy of a huge vessel without increasing the strength of the inner wall.

In addition, the spring constant of the fender is closer to the spring coefficient of the mooring system, and the mooring system is symmetrical to reduce the floating motion caused by the wave, especially the subharmonic motion.

In addition, while the present invention has been described in accordance with various embodiments, the present invention is not limited to these embodiments, and various design changes can be made without departing from the spirit thereof.

Claims (7)

A dash port 7 is provided in the eyepiece part 2 of the floating body 1 for absorbing the floating energy of the floating body by a spring displacement action and at the same time attenuates the eyepiece energy by the resistance of the inner fluid. Floating eyepiece, characterized in that the disease. 2. The floating eyepiece device according to claim 1, wherein the dash port (7) is provided integrally with the fender (3) disposed in the eyepiece portion (2) of the floating body (1). 2. The floating eyepiece device according to claim 1, wherein the dashpot (7) and the fender (3) are provided independently of each other at intervals between the floating body (1) and the eyepiece part (2). The compression port of the cylinder 18 and the clearance gap 19a installed in the piston 19 inserted into the cylinder 18 as a passage of an inner fluid according to claim 1, 2 or 3. And a return passage which communicates with (18a) and expansion chamber (18b) and simultaneously closes during compression and opens during circular return. 5. The return passage of the fluid is a bypass passage (11) which communicates the compression chamber (18a) of the cylinder (18) with the expansion chamber (18b), and the fluid flows from the expansion chamber (18b) to the compression chamber (18a). Floating eyepiece device, characterized in that the one-way valve 12 is allowed to flow only to the side. 5. The flow passage of claim 4, wherein the fluid return passage is a bypass passage 21 slidably attached coaxially to the cylinder 28, and communicates the compression chamber 28a of the cylinder 28 with the expansion chamber 28b. Floating eyepiece, characterized in that both communication openings are closed in the actuation of the dash port (27) in the compression direction and open at the return of the dash port (17). 5. The return passage of the fluid according to claim 4, wherein the return passage of the fluid has a large diameter passage (39) installed in the piston (39), and the check valve (40) is provided in an opening on the compression chamber (39b) side of the piston (39). Floating eyepiece, characterized in that.

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