RU2747326C1 - Aft end of non-self-propelled vessel - Google Patents

Abstract

FIELD: shipbuilding.SUBSTANCE: invention relates to the field of shipbuilding and concerns the implementation of the aft end of non-self-propelled vessels operated by the pushing method. The aft end of the non-self-propelled vessel is made with a recess formed by the longitudinal walls and the transverse transom wall of the vessel's hull. On the longitudinal walls of the recess, grooves are made for attaching the sea pusher to them. A rigid frame is placed at the transverse wall of the recess, and a cargo device is installed on the deck of the aft end of the vessel, designed to move the frame along the volume of the recess and attach it to the longitudinal walls. The frame is installed in the recess so that its beam can be used to link the river pusher to the tip of the non-self-propelled vessel.EFFECT: increase in the operational efficiency of the ship's pushed trains of “river-sea” navigation type.2 cl, 5 dwg

Description

The proposed invention relates to shipbuilding and can be used to create non-self-propelled vessels (barges) for pushed trains of mixed "river-sea" navigation.

Briefly about the distinctive features of pushed trains of mixed "river-sea" navigation. A review of such compositions is given in article ¹⁾ ( ¹⁾ B.A. Atlas, M.I. Voinikov, A.D. Hoffman, A.K. Ivanov, V.V. Nemtsev, P.N. Kryukov, K.V. Slatin. Pushed trains of mixed "river-sea" navigation - the solution to the most important problems of water transport in Russia // Sudostroenie, 2010, No. 3, pp. 18-22.), Where in Fig. 2, 3 and 4 show variants of the compositions. It is accepted that the stern end of a non-self-propelled vessel included in the composition should be performed with a recession. In this case, the bow end of the pushing vessel is located in the volume of the recession, adjacent to its side walls. This arrangement of a sea pusher and a non-self-propelled vessel in the mixed "river-sea" navigation has become standard. In this case, the pusher is attached to the barge on the longitudinal walls of the recession with the help of the onboard coupling device ²⁾ ( ²⁾ B.V. Bogdanov, G.A. Alchudzhan, V.B. Zhinkin. Design of pushed convoys and compound vessels. - L .: Shipbuilding, 1981 .-- 224 p. see p. 176, 177)). In the working position, the end element (shoe, nozzle) of the pusher coupling device is located in a vertical groove, which is made in the recess wall. It has been established that the described scheme of fastening a sea pusher to a non-self-propelled vessel ensures the reliability of their communication in conditions of coastal sea waves.

For the first time, pushed ship convoys began to be used on the internal entrance routes. In domestic practice, on inland waterways, two types of end coupling are used: a single-lock automatic coupler and a two-lock automatic coupler with a falling lock ²⁾ (see pp. 140-142). To improve the maneuverability of wake trains, bending devices ^{2) are used} (see pp. 142-144).

It follows from the above that in sea and river navigation there are significant differences both in track conditions and in the design of ships that form pushed convoys. In this regard, it seems advisable on the "river-sea" routes, on the sea section to drive a non-self-propelled vessel with a recession in the stern to use a sea pusher (existing practice), and on the river section to carry out additional equipment of the stern end of the same non-self-propelled vessel and use it for driving river pusher.

The proposed invention presented below can be used to implement this idea.

Known ship pushed train containing a pusher and a barge made with a recession in the aft end (SU, and.with. No. 418374, class В63В 21/56). Three vertical beams are attached to the aft end of the barge. One of them is installed in the diametral plane on the transverse wall of the recession and is designed to be connected to the coupling device of the river pusher; the other two are fixed on the end surfaces of the side walls of the recession, that is, outside its volume. These two beams are designed to be connected to the side hitch devices of the offshore pusher. Such a design of the aft end of the barge allows, when the train is operating on the "river-sea" lines, to use a river pusher for driving it on inland waterways, and a sea pusher on the sea section.

Technical solution for A.w. No. 418374 has a drawback: its authors assume that the sea pusher will have original (special) side couplings, in which the longitudinal axes can move across the vessel, while remaining parallel to the centreline plane. However, according to the available information, such couplings are not used in shipping.

Closest to the claimed technical solution is the stern end of the non-self-propelled vessel included in the pushed train, presented in the invention - (SU, author's certificate No. 1303484, class В63В 21/56). The stern end of the non-self-propelled vessel is made with a recession to accommodate the bow end of the sea pusher in its volume. In the longitudinal wall of the recession, on each of the sides, a recess is provided in the form of a nest (3), and on the pusher, on each of the sides, a retractable rod (1) is installed, connected to a hydraulic cylinder (2). After the bow of the pusher enters the volume of the recession, by changing the landing of the pusher or barge, the axis of the rod (1) and the axis of the socket (3) are aligned, and then, using the hydraulic cylinder (2), the rod (1) is inserted into the socket (3) ...

The disadvantage of the invention on.with. No. 1303484 in relation to the working conditions of the train on the river (on the "river-sea" routes) is the impossibility of using a river pusher due to the incompatibility of the launching device of the considered barge and such a pusher.

The problem to be solved by the claimed invention is to increase the operational efficiency of the ship's pushed "river-sea" navigation.

The task is achieved by the fact that the aft end of a non-self-propelled vessel, made with a recession for fastening on its longitudinal walls of a sea pusher, according to the invention is equipped with a rigid frame having mutually parallel beams on its opposite edges, and for holding and moving the frame along the length and height of the recession volume a load device is installed, in which the lift mechanism is connected to the tubular beam of the frame by means of a cable and a ring, the latter enclosing this beam with the possibility of free movement along its length. In addition, each of the ends of one of the parallel beams is made with a nozzle that serves to fix the end of the beam in the recess on the recess wall with the possibility of turning the frame around the axis of this beam.

The proposed invention is illustrated by a drawing.

FIG. 1 shows a top view of the aft end of a non-self-propelled vessel (with a cliff), which is made with a recession. In the volume of the recession, the bow of the sea pusher is located, which is shown conventionally by a dash-dotted line. On the deck of the aft end, in the area of the transverse wall of the recess, there is a cargo device.

FIG. 2 shows a view according to A in FIG. 1 after removing the sea pusher. A movable load device (crane-beam) rests on the deck, which, by means of two cables, holds the frame. The latter in this case is located directly at the transverse wall of the recession.

FIG. 3 is a view from the stern of FIG. 1 after moving the loading device together with the frame to the area of the transverse plane I-I (Fig. 1). After such a movement, the attachments, fixed at the ends of the upper frame beam, are inserted into the vertical recesses on the longitudinal walls of the recession, and the frame is lowered to a predetermined level.

FIG. 4 shows a top view of the end of the ship after turning the frame around the axis "O-O" (see Fig. 3, 4) using a cargo device. FIG. 4 the cargo device is not shown conventionally; also conventionally the dash-dotted line shows the bow end of the river pusher.

FIG. 5 shows a sectional view of FIG. 4 along the diametral plane (DP); the frame is in working (stowed) position.

The stern end of the non-self-propelled vessel 1 is made with a recess (niche) bounded by two longitudinal walls, the height of which on the stern transoms is minimal, and a transverse wall (Fig. 5). In the volume of the recession, the bow end of the sea pusher 2 is located, in which, during the movement of the train, the side sliding rods are fixed in the recesses made on the longitudinal walls (Fig. 1). The aft end of the vessel 1 is equipped with a cargo device 3, the frame of which is made in the form of a movable crane beam. The cargo device 3 includes a power unit 4 (winch) (Fig. 2), a cable 5 and a ring 6 fixed at its end; the latter covers the tubular beam of the frame 7 with the possibility of free movement along the length of this beam (Figs. 2, 3). Frame 7 includes two mutually parallel edge beams. The ends of one of these beams are equipped with attachments; With this in mind, this beam is presented in the text as follows - a beam with nozzles 8 (Figs. 2, 3, 4).

The distance between the parallel edge beams (h, Fig. 3) is taken to be equal to the distance of the recess on the longitudinal wall of the recession from its transom (h, Fig. 4).

FIG. 4 and FIG. 5 shows the bow end of the river pusher 9.

The proposed technical solution is used as follows.

If a pushed convoy operating on a mixed (river-sea) navigation line is formed for the passage of the sea section, a sea pusher 2 is used (Fig. 1). After the arrival of such a train, for example, at the mouth of a river and the need to deliver cargo along the river, the sea pusher 2 is replaced by the river 9.

Replacement of pushers is carried out in the following sequence. The sea pusher 2 is removed from the volume of the recession. With the help of the cargo device 3, the frame 7 is moved from the transverse wall of the recession (Fig. 2) (the place of its storage) to the area of the plane "1-1" (Fig. 1). The ends of the beam with nozzles 8 are inserted into the recesses on the longitudinal walls of the recession and the frame 7 is lowered, by bleeding the cables 5, to a predetermined level ("O-O" in Fig. 3). Then the position of the beam with nozzles 8 is fixed at a predetermined level with the possibility of turning it and the frame 7 around the "O-O" axis.

The level of the axis "O-O" determines the level of the subsequent (final) position of the frame 7 - the horizontal position (Fig. 4, 5). This level is set based on the design features of a river pusher with a two-lock automatic coupler. After fixing the beam with nozzles 8 at the "O-O" level of the cable 5 is vented, and the rings 6 move freely down the tubular beams (Fig. 3). Then the cargo device 3 is moved towards the transoms of the longitudinal walls of the recession. Rotation of the frame 7 around the axis "O-O" in the final position is performed using the cables 5 (Fig. 5).

The extreme aft beam of the frame 7, which serves for engagement with the automatic coupler of the river pusher, is fixed at a predetermined level, in particular, with the help of the cables 5 of the cargo device 3 (Fig. 5).

After completing the described actions, the non-self-propelled vessel 1 is considered prepared for coupling by the river pusher 9.

The replacement of the river pusher 9 with the sea 2 is performed after moving, using the cargo device 3, the frame 7 from the working position to the place of its storage at the transverse wall of the recession (Fig. 1).

Changing the pusher in a mixed ("river-sea") navigation allows the use of such a type of pusher, whose seaworthiness is most consistent with the operating conditions.

Claims (2)

1. The stern end of a non-self-propelled vessel, made with a recession for attaching to it, using recesses on the longitudinal walls of the recession, a pusher, characterized in that it is equipped with a rigid frame having mutually parallel beams on its opposite edges, and for holding and moving the frame along the length and height of the recess, a loading device is installed, in which the lift mechanism is connected to the tubular beam of the frame by means of a cable and a ring, the latter covering this beam with the possibility of free movement along its length. 2. The stern end of the non-self-propelled vessel according to claim 1, characterized in that each of the ends of one of the parallel beams is provided with a nozzle that serves to fix the end of the beam in a recess on the recess wall, with the possibility of turning the frame around the axis of this beam.

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