RU213391U1 - ELECTROMAGNETIC MOORING DEVICE - Google Patents

Abstract

The utility model relates to the field of shipbuilding, namely to technical means of shipbuilding that provide mooring operations in ports, in particular, designed to reliably capture the wall of a towed vessel with a magnetic device without the participation of a deck mooring team in emergency situations in especially dangerous conditions. The technical result is to increase the reliability of mooring in emergency situations of mooring operations in automatic or automated mode, without the participation of the deck mooring team. The essence of the utility model lies in the fact that the electromagnetic mooring device, intended for installation on a tug, contains a housing, on one side of which separate electromagnets are installed, and on its other side, a drive cable fastening unit. According to the utility model, it is provided with a cable and a centering ring designed to fit into the ring seat of the tug. The body is disc-shaped with a spherical metal landing cover and a waterproofing head made of a pliable material, in the body of which a fastening unit is hermetically placed with the possibility of passing a drive cable and cable through it, a landing cover made of a pliable material. Inside the cover there is a junction box that commutates individual electromagnets with a cable. 2 w.p. f-ly, 11 ill.

Description

The utility model relates to the field of shipbuilding, namely to technical means of shipbuilding that provide mooring operations in ports, in particular, designed to reliably capture the wall of a towed vessel with a magnetic device without the participation of a deck mooring team in emergency situations in especially dangerous conditions.

An electromagnetic mooring device is known for installation on a tug and containing a housing, on one side of which separate electromagnets are installed, and on its other side, a drive cable attachment assembly (see patent SU No. 449848A1, pub., 11/15/1974).

The known device includes a box-shaped housing in which an electromagnetic device and a spring-loaded electromagnet are mounted, fixed by limited stops, which is mounted on the end of a telescopic rod, with its root end kinematically connected by means of a rod with the rod of the lifting hydraulic cylinder and passed through a centering ring, hinged on a rack that is installed on an axis with a base rigidly connected to the deck.

When the ship approaches for mooring, the device is transferred from the transport position (the telescopic rod is shifted and fixed in a certain position) to the working position. The rack with the device fixed on it is driven by an electric motor; in this case, the bar is given the desired direction. With the help of the hydraulic system available on the ship, the telescopic rod is extended to the required length, and the hydraulic cylinder rod gives it a certain position in the vertical plane.

However, this device requires, in addition to electricity, the presence of a hydraulic system, while it is unreliable when the water surface is rough, and is also limited by the area of application, due to the limited reach of the telescopic rod.

The technical problem is the creation of a reliable mooring device that allows mooring, especially in emergency situations, with increased roughness of the water surface and with the involvement of a minimum number of members of the mooring team.

The technical result consists in increasing the reliability of mooring in emergency situations of mooring operations in automatic or automated mode, without the participation of the deck mooring team.

The problem is solved, and the technical result is achieved by the fact that the electromagnetic mooring device, intended for installation on a tug, contains a housing, on one side of which separate electromagnets are installed, and on the other side, a drive cable fastening assembly, while, according to the utility model, it is equipped with a cable and a centering ring designed to fit into the annular saddle of the tug; inside the cover there is a junction box that commutates individual electromagnets with a cable.

The technical result is also achieved by the fact that the electromagnets can be made with the ability to control their traction force.

The technical result is also achieved by the fact that a sensor for measuring the thickness of the metal of the towed vessel can be installed on the hull with the possibility of transmitting the measured value to the cable drive.

The technical result is also achieved by the fact that the electromagnets are made with the possibility of self-regulation of the position of the core with respect to the magnetization plane.

The utility model is explained with the help of graphic materials.

In FIG. 1 shows the bow location of the described electromagnetic mooring device (EMSHU) in tow (side view);

in fig. 2 is the same, top view in Fig. one;

in fig. 3 shows a longitudinal section of the EMSHU;

in fig. 4 is the same, left view of the surface of the housing with electromagnets in Fig. 3;

in fig. 5 is an enlarged view of the drive cable attachment assembly with the housing;

in fig. 6 shows the option of installing the EMSHU at the stern of the tug with the cable supported on the pedestal (view to the stern);

in fig. 7 is the same, top view in Fig. 6;

in fig. 8 shows the option of installing the EMSHU at the stern of the tug with the cable supported on the stern bit;

in fig. 9 shows the stages of preparation and fixation of the magnetic grip, as an example of the use of nasal EMSA;

in fig. 10 shows the transport position of the tug along the side of the moored vessel (top view);

in fig. 11 shows the transport position of the tug along the side of the vessel being moored (view to the stern).

In the drawings, positions are indicated:

1 - stem;

2 - deck on the forecastle;

3 - anchor-mooring winch with two drums;

4 - cable-cable (combined drive cable of the housing 11 and cable for supplying electrical voltage to the junction box 18);

5 - bow biting;

6 - bulwark line;

7 - central key;

8 – supporting part for the annular saddle of the tug according to pos 9;

9 - annular seat of the tug for EMSHU - fender (soft);

10 - cable-rope connection unit with a system of flexible fastening connections EMSHU;

11 – EMSHU disk-shaped body;

12 - fender apron-catcher;

13 - the position of the EMSHU when it is removed from the water;

14 - a metal landing cover of a spherical shape with a waterproofing head made of a pliable material (rubber);

15 - elastic centering stiffness ring;

16 - electromagnet;

17 - flexible electrical cable;

18 - junction box, switching individual electromagnets 16 with a cable;

19 – cargo eyebolt;

20 - pedestal with rotating rollers;

21 – stern cable tension line;

22 – stern towing winch with cable stacker;

23 - stern biteng;

24 - side wall of the moored vessel;

25 - side clewse;

26 - side fender.

Bow automatic winch with 2 drums pos. 3 has automation that allows you to read data:

- according to the load of tractive effort;

- length of the etched cable;

- rope etching speed;

- cable wiping speed;

- has the ability to maintain a constant load of cable tension;

- has the ability to automatically etch the cable when the set load is exceeded.

Cable-rope pos. 4 with a length of about 200 m (fixed on one of the drums) with a breaking force of at least 45 tons (above the maximum load of the VRK about 40 tons + 10% tons).

There is also a synthetic towing rope with a breaking force of 64 tons (standard) or 128 tons reinforced. It is located on the 2-m drum of the bow automatic winch and can be used in standard mode (it is not shown in the drawings).

Biteng double pos. 5 is designed to guide the movement of the towline and with the possibility of working at different tension angles depending on the actual location.

The closure system: central closure pos. 7 and several reinforced hawsers for the stern towing cable on the port and starboard sides, respectively, pos. 25.

From the outer, relative to the towing bow structure, the stem pos. 1, there is a fender apron pos.12 and an annular saddle pos. 9 for EMSHU. In the plane of the forecastle deck pos. 2 there is a winch 3 and a bow bit 5.

The EMSHU design contains a set of electromagnets pos. 16 (the number of electromagnets in the system is calculated for each type of tug and towed object separately). The reinforced support part is connected to the EMSHU waterproofing for landing (installation in the stowed position) of the magnetic device in a regular place, the design of which provides for an elastic centering ring of rigidity pos. 15 to ensure connection with the body 11 of the EMSHU itself.

The electromagnetic mooring device is intended for:

- automatic mooring, tilting, towing of metal floating objects using an automatic remote-controlled anchor-towing-mooring winch (according to the requirements of the Rules of the IANS (Russian Maritime Register of Shipping))

- emergency work on mooring, tilting, towing dangerous floating objects in the sea of metallic origin, such as: floating objects detached during a storm and floating metal products (pontoons, barrels, containers, etc.) that pose a danger to navigation, especially in semi-flooded state;

- for emergency operations in stormy weather, when it is necessary to moor or tow a tug to another vessel and the wave does not allow approaching another vessel and disembarking the emergency crew, and it is also necessary to keep the vessel in distress with its bow on the wave in order to avoid capsizing, as a rule, when the emergency ship;

- other types of mooring, tilting, towing, when, under the circumstances, the work of a person carries a risk of his life or to minimize it,

- the use of an automatic mooring device for escorting, mooring, tilting heavy-duty ships.

Tugs equipped with an automatic magnetic mooring device, at the direction of the dispatcher and in agreement with the pilot, proceed to the meeting point of the vessel entering the port (meeting point for pilots or other pre-agreed place).

A vessel entering the port must proceed to the port at a minimum speed, and if necessary, stop before the tugboats arrive. The tugs approach the ship, in the general case, if possible under a direction close to the right angle to the point of contact. As a rule, the place of work of tugs is allowed in places reinforced with onboard framing and are marked with a distinctive color in the form of an inverted "T".

When touching the tug (generally) or at a short distance from the hull, the magnets are switched on at low power, the tugs are magnetized to the ship's hull and are ready for operation.

On the hull itself with magnets, a sensor for measuring the thickness of the metal of the ship's hull is installed. Measuring the thickness of the sheet allows you to set the value of the ultimate tear strength to avoid damage to the skin, as well as transmit data to the dispatcher and to the remote pilot's console (if necessary). At the same time, the automatic winch allows you to set the maximum holding force of the cable winch tension. By easing the rope of the bow winch and, using the RTO, the tug assumes a position parallel to the ship in the direction of its movement (as a rule). However, it is also possible to move the tug in reverse. In the stern of the tug there is the same magnetic system, the same as the bow. Therefore, the stern magnet is attached to the ship's hull. In this way two anchor points are created and a more rigid coupling with the vessel with the distribution of loads with the towed vessel. This operation coincides with the regular operation, as when applying two towing lines to the moored vessel. The tangible difference is that the magnetization points are determined by the exact distance of attachment of the bow and stern tow lines, and hence the standard commands when using the tug in automatic mode. The tug is ready to go.

It is possible to place a cable-rope on the stern supported by a pedestal (Fig. 6 and 7).

The proposed EMShU, installed on a tug, approaches the magnetic (metal) board of the vessel being moored, under an obtuse or close to a right angle (Fig. 9a), on which the EMShU is advanced to its original operating position at a distance of 2 ... 3 meters from the side of the ship, i.e. e. removal is carried out by etching the cable-rope 4 under its own weight to the position of waiting for contact with the metal board 24 position (Fig. 9b), followed by turning on the electromagnets and approaching them to the distance of their operation at very low speed.

Under the influence of a magnetic field, the body of the EMSHU 11 is magnetized to the hull of the vessel 24. Further, the magnet works as a point of application of forces. The tug works in the normal mode, as with the towing end (there is practically no difference).

Then the tug departs to its original position (Fig. 9 c) and taxis with its left side to the side wall 24, as was done by the bow EMSA for the same distance, and the movement program described above is repeated. When the EMSHU is triggered, the tug will work with propellers and roll off from side 24 to a certain technological distance to the side of the tug. After that, the mechanisms of the bow and stern winches are fixed, respectively, pos. 3 and 22. And the tug is ready to moor the ship (figs. 10 and 11).

Also, the stern magnetic device or bow can function as a bow or stern towing line, as when using a bow or stern tug separately. It is used for escorting vessels (barges, floating cranes, etc.) for side-to-side towing.

The advantage of this method of mooring, tilting and escort of the vessel is the use of an electromagnet as a rigid binding of the tug to the towed object in automatic mode without human intervention, which is especially important in cases of rescuing floating objects, both without people and with crews of emergency ships. Also, the method is applicable for urgent mooring of an emergency ship (for example, a fire on a ship or a floating object, when it is necessary to abruptly approach and instantly retreat to a safe distance), when it threatens people's lives.

Instant mooring is used:

1. In emergency situations at sea in stormy conditions, when the state of the sea, wind, current, drift, shallow depths, etc. do not allow the cable to be fed by a person.

2. When the time factor is decisive for correcting the emergency (the vessel has broken away from the berth and may be stranded) In this case, both stern and bow magnets can be used, depending on the situation and the ability to perform the assigned tasks. In such cases, the holding power of the magnets approximately corresponds to the maximum pull of the tug on the hook.

3. Mooring to vessels with high freeboard and oversized vessels, when the height of the side is extremely high for the tug to be delivered, and the angle of inclination of the tug is extremely large, which creates a risk of the vessel capsizing when the vessel is pulled.

4. Towing, mooring of emergency vessels with minimal stability and listing on any side.

5. In an emergency, keep the emergency vessel bow or stern to the wind to avoid capsizing.

6. Catch of drifting metal objects when transferring a person to a vessel or to a drifting object is not safe or the drifting object does not have a special fastening or is in an inverted state.

7. When an emergency ship is experiencing a strong roll and it is necessary to supply the towing line to the ship practically during the roll period.

8. In all other cases where the standard method of bringing in a tug is not applicable or involves a risk to a person.

Instantaneous automatic release of the tug is used in all cases where there is a risk of death or unreasonable damage to the tug. In all necessary situations, taking into account that the magnetic device will fall into the water and fail or be lost.

When using this device, the layout of the traction forces of the tug is in ONE horizontal plane, i.e. There is no distribution of forces into the vertical component with a high freeboard. Thus, when the tug is operating “for pushing” and “pulling” (“PUSH-POOL”) at a right angle to the towed vessel in the horizontal plane, it is up to 100%. Accordingly, the usable effective power of the main engines is reduced, and consequently the fuel consumption is reduced. The regulation of the traction force of the electromagnets additionally increases the reliability of mooring by ensuring the safety of the cable-rope, and also reduces the accelerations acting on the tug and its mechanization at the initial stage of connection with the towed vessel. Coordination of the tension force of the cable-rope with the thickness of the side of the towed vessel also works for the indicated result.

Thus, with the correct use of tugs, the effective operation of tugs increases both in terms of time and fuel consumption, that is, the reliability of mooring in emergency situations of mooring operations in automatic or automated mode, including without the participation of the deck mooring team, increases.

Claims (3)

1. An electromagnetic mooring device designed for installation on a tug, containing a body, on one side of which separate electromagnets are installed, and on the other side of it - a fastening unit for a drive cable, characterized in that it is equipped with a cable and a centering ring designed for landing in ring seat of the tug, the body is disc-shaped with a spherical metal seating cover and a waterproofing head made of pliable material, the fastening unit is hermetically placed in the body with the possibility of passing a drive cable and cable through it, while inside the cover there is a junction box that switches individual electromagnets with a cable . 2. The device according to claim. 1, characterized in that the electromagnets are made with the ability to control their traction force. 3. The device according to claim 1, characterized in that a sensor for measuring the thickness of the metal of the towed vessel is installed on the body with the possibility of transmitting the measured value to the cable drive.

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