RU2786282C1 - Method for formation of ship composition - Google Patents

Abstract

FIELD: water transport.

SUBSTANCE: invention relates to water transport and concerns ship trains formed from non-self-propelled barges, ships and tugs. A method for forming a ship convoy is proposed, which consists in docking/undocking non-self-propelled barges and tugs, while docking is carried out along the sides, bow and stern parts of the docked objects using automatic coupling devices in one or more rows, each of which consists of one or more barges, at the same time, docking / undocking of non-self-propelled barges and a tugboat is carried out with the formation of the optimal length and width of the train based on the calculated data on the characteristics of the ship's course and the dimensions of the barges and the tugboat in terms of length, width and draft, and the calculation of the dimensions of the train taking into account these data, as well as the volume of transported cargo, a plan for placing cargo on non-self-propelled barges and navigation charts with information about the characteristics of the waterway throughout the entire route of the ship's composition is produced when planning a ship's voyage using the software and computer complex installed in the vessel traffic control center, and in the form of a transition plan indicating places reformed The ship's composition is transferred to the on-board computer of the tug.

EFFECT: invention makes it possible to form an optimal configuration of a ship's train, depending on the characteristics of the waterway along the entire route of the train.

1 cl, 1 dwg

Description

The present invention relates to water transport and concerns ship trains formed from non-self-propelled barges, ships and tugs. The method makes it possible to form the optimal configuration of the ship's composition, depending on the characteristics of the waterway along the entire route of the composition.

In the practice of water transport, the joint use of non-self-propelled ships and barges is widely used, the movement of which is carried out by towing or pushing using tugs. Such methods can significantly increase the efficiency of the fleet through the use of several vessels in a single composition. However, with sufficient power and maneuverability of a modern barge-towing fleet, the number of simultaneously towed or pushed non-self-propelled vessels or barges is limited by the characteristics of the waterway, namely the width of the navigation channel, the radius of its curvature and the dimensions of surface structures, for example, the width of lock chambers or spans between bridge supports, etc.

The formation of the barge-towing train is carried out in various ways, differing in the degree of mechanization and automation. Methods for connecting non-self-propelled barges and pusher tugs to each other are known from the prior art (patent RU No. 2097254, published on November 27, 1997; patent RU No. 2117601, published on August 20, 1998; application for invention No. 97101990/28, published on February 20, 1999 RU patent No. 2150405, published 06/10/2000; RU patent No. 40045, published 08.27.2004; RU patent No. 2245276, published 01.27.2005; RU patent No. 2401764, published 10.20.2010; US patent No. 8490567 published on July 23, 2013, etc.). A common disadvantage of these methods is the lack of the possibility of automatic docking and undocking of non-self-propelled ships and tugs, incl. in conditions of different draft of ships, when they perform the necessary maneuvers or when changing the tug.

For docking and undocking of non-self-propelled barges and tugs, there are automatic coupling devices: a device according to US patent 4587920, publ. 05/13/1986, realizing the quick connection and disconnection of the traction cable; according to patents RU 2551777, publ. May 27, 2015 and RU 2747326, publ. On 05/04/2021, the device and method of the automatic coupling device were implemented due to the new shaping of the bow of the pusher tug and the stern of the pushed barge; according to patent WO2010007644A1, publ. 01/21/2010, a device for automatic connection of ships was implemented due to retractable connecting pins in the hull.

Both towed (application for invention RU 94017166, publ. 10.05.1996) and pushed (patent RU 209963, publ. 03.24.2022; patent RU 2709213, publ. 17.12.2019; patent RU 2331543, publ. 08/20/2008) single non-self-propelled vessels and compositions of vessels (tugs and barges) (patent RU 2096244, published on 11/20/1997; patent RU 2141428, published on 11/20/1999; patent RU 2488512, published on 07/27/2013), combined into one row (line) using automatic or semi-automatic coupling devices.

There are also known compositions of non-self-propelled barges and tugs, connected in several rows (lines) due to their side, bow or stern coupling both with each other and with the tug. In analogues according to patents RU No. 2104208, publ. 01/12/1994; No. 2099234, publ. 12/20/1997; No. 2113374, publ. 06/20/1998; No. 2183172, publ. 06/10/2002, the ship's composition contains two or more rows of barges. In analogues according to US patent No. 6748892, publ. 06/15/2004 and No. 8166902, publ. 05/01/2012 the system consists of many barges interconnected.

From the prior art known ways to control the operation of the barge-towing trains. In the patent RU 2113374, publ. On June 20, 1998, river and sea barges, tugs and pushers are used simultaneously, which makes it possible to use them alternately. Invention according to RU 2462385, publ. 09/27/2012, characterized by the possibility of changing the working module depending on the working conditions: free water or ice conditions, the way of working differs depending on the selected mode. In the patent RU 2408494, publ. 01/10/2011, the design of vessels, including at least two non-self-propelled barges and tugs, and the method of their transformation under the specified conditions of cargo transportation are given.

A common disadvantage of the listed analogues is the lack of the ability to manage the reorganization of the composition of ships, depending on the conditions of navigation.

The closest analogue of the claimed invention in terms of technical essence and purpose is the method of forming a ship composition, described in US Pat. RF No. 2113374, IPC B 63 B 21/62, publ. 06/20/1998, and consisting in connecting in rows or lines of trains from non-self-propelled barges and tugs by docking barges with the help of automatic couplers between themselves and the tug.

The disadvantage of the prototype is that the ship's composition in the conditions of limited or cramped navigation conditions of the waterway is not able to pass the route section if the length or width of the ship's composition respectively exceeds the radius of curvature or the width of the ship's passage in this section of the waterway.

The claimed method allows to obtain a new technical result in comparison with the prototype, which consists in providing the possibility of regrouping or reforming the ship composition with the choice of its optimal dimensions depending on the characteristics of the following waterway throughout the route while providing the necessary (maximum) carrying capacity and maneuvering characteristics of the composition.

) и ширины (

) состава на основе расчетных данных о характеристике судового хода и габаритах барж и буксира по длине, ширине и осадке, исходя из соотношений:To achieve this result, the following set of essential features is used: in the method of forming a ship composition, which, like the prototype, consists in docking / undocking non-self-propelled barges and tugs, while docking is carried out along the sides, bow and stern parts of the docked objects using automatic coupling devices in one or more rows, each of which consists of one or more barges, unlike the prototype, docking / undocking of non-self-propelled barges and a tug is carried out with the formation of the optimal length (

) and width (

) composition based on the calculated data on the characteristics of the ship's course and the dimensions of the barges and the tug in length, width and draft, based on the ratios:

for rigidly connected (short) compositions of vessels:

where:

- ширина судового состава;

- ширина буксира-толкача;

- ширина буксира-тягача;

- ширина несамоходной баржи;

- количество линий в судовом составе;

- ширина судового хода, зависящая от

- навигационная глубина судового хода и

- максимальная осадка судового состава;

- длина судового состава;

- длина буксира-толкача;

- длина буксира-тягача;

- длина несамоходной баржи;

- количество рядов в судовом составе;

- радиус кривизны судового хода, при этом расчет габаритов состава с учетом перечисленных данных, а также объема перевозимого груза, плана размещения груза на несамоходных баржах и навигационных карт с информацией о характеристиках водного пути на протяжении всего маршрута следования судового состава производят при планировании судового рейса с помощью установленного в центре управления движением судов программно-вычислительного комплекса, и в виде плана перехода с указанием мест переформирования судового состава передают на бортовой компьютер буксира.

- the width of the ship's composition;

- pusher tug width;

- width of the tug-tractor;

- width of a non-self-propelled barge;

- the number of lines in the ship's composition;

- the width of the ship's passage, depending on

- navigational depth of the ship's course and

- maximum draft of the ship's composition;

- the length of the ship's composition;

- pusher tug length;

- length of the tug-tractor;

- length of non-self-propelled barge;

- the number of rows in the ship's composition;

- the radius of curvature of the ship's course, while the calculation of the dimensions of the composition, taking into account the listed data, as well as the volume of cargo carried, the plan for placing cargo on non-self-propelled barges and navigation charts with information on the characteristics of the waterway throughout the entire route of the ship's composition, is carried out when planning a ship's voyage with using the software-computer complex installed in the vessel traffic control center, and in the form of a transition plan indicating the places of reorganization of the ship's composition, they are transferred to the on-board computer of the tug.

To implement the method, a software-computer complex is used, made in the form of a specialized automated workstation (AWS) based on a personal computer, which receives information about the volume of transported cargo, a plan for placing cargo on non-self-propelled barges, data on the characteristics of sections of the navigation of waterways on the route routes obtained from navigation charts, and data on the dimensions of barges and tugs in length, width and draft from their measurement certificates. The result of the work of the automated workplace is a detailed plan for the transition of the ship's composition, indicating the places of its reformation.

The essence of the invention is as follows.

), радиусе кривизны судового хода (

) и изобатах глубин - для всех прямолинейных и криволинейных участков следуемого маршрута водного пути - и данные о габаритах барж и буксиров по длине, ширине и осадке из их мерительных свидетельств. Результатами расчета, которые передаются на бортовой компьютер буксира, является план перехода с указанием мест переформирования судового состава. В соответствии с полученной из ЦУДС информацией капитан буксира имеет возможность принять своевременное решение о необходимости переформирования судового состава перед приближением к критичному участку водного пути. В результате состав может сгруппироваться в оптимальную конфигурацию для обеспечения безопасного прохождения стесненного участка с сохранением грузоподъемности и маневренных характеристик.When planning a ship's voyage, a preliminary calculation is made in the VTC software complex, the initial data for which are the volume of transported cargo, the plan for placing cargo on non-self-propelled barges, navigation charts with information about the characteristics of the waterway - the width of the ship's passage (

), radius of curvature of the ship's passage (

) and depth isobaths - for all straight and curved sections of the following waterway route - and data on the dimensions of barges and tugs in length, width and draft from their measurement certificates. The results of the calculation, which are transmitted to the on-board computer of the tug, is a passage plan indicating the places of reorganization of the crew. In accordance with the information received from the VTC, the tug captain has the opportunity to make a timely decision on the need to reorganize the crew before approaching the critical section of the waterway. As a result, the train can be grouped into an optimal configuration to ensure safe passage of a cramped area while maintaining carrying capacity and maneuverability.

Comparison of the proposed invention with the prototype showed that the task - to ensure the possibility of reforming the ship composition with the control of its optimal dimensions depending on the characteristics of the following waterway - is solved as a result of a combination of new features, which proves the compliance of the proposed invention with the criterion of patentability "novelty".

At the same time, the conducted information search in the field of water transport did not reveal solutions containing individual distinguishing features of the invention, which allows us to conclude that the claimed method complies with the criterion of "inventive step".

), криволинейный участок водного пути - радиусом кривизны судового хода (

) и его шириной (

). Тогда программно-вычислительным комплексом для безопасного прохода криволинейного участка судовым составом предлагается зона для его переформирования, обозначенная штриховкой - 6. В указанной зоне судовой состав переформировывают в автоматическом или полуавтоматическом режиме без изменения количества несамоходных барж и буксиров, но изменяя его конфигурацию по количеству рядов и линий несамоходных барж, после чего он продолжает свое движение (на фиг. 1. схема вероятного движения переформированного судового состава представлена в виде его пунктирных контуров). Таким образом, переформированный судовой состав имеет возможность пройти криволинейный участок водного пути, тогда как исходный вариант судового состава был ограничен в его прохождении.The essence of the proposed method is illustrated by graphic materials, where in Fig. Figure 1 shows the scheme of the movement of the ship's composition: the original version - 1 (for example, consisting of 3 rows and 2 lines of non-self-propelled barges and one pusher) and the reorganized ship's composition - 2 (calculated consisting of 2 rows and 3 lines of non-self-propelled barges). Previously, in the software-computer complex (not shown in Fig. 1), a calculation was made according to formulas (1-3), which made it possible to determine that the ship composition in the initial configuration - 1 does not have the ability to pass on this section of the waterway, which has a turn, since the turning radius of the ship's convoy exceeds the radius of curvature of the ship's course. The software-computer complex took into account the characteristics of sections of the following waterway (in the figure it is limited by lines - 3, and the boundaries of the ship's passage are limited by a dangerous isobath - 4), which consists of a straight and curved sections separated by a line - 5. A straight section of the waterway for the movement of the ship's composition limited by the width of the ship's passage (

), a curvilinear section of the waterway - by the radius of curvature of the ship's passage (

) and its width (

). Then the software-computer complex for the safe passage of the curved section of the ship's composition proposes a zone for its reformation, indicated by hatching - 6. In the specified zone, the ship's composition is reformed in automatic or semi-automatic mode without changing the number of non-self-propelled barges and tugs, but changing its configuration in terms of the number of rows and lines of non-self-propelled barges, after which it continues its movement (in Fig. 1, the scheme of the probable movement of the reorganized ship composition is presented in the form of its dotted contours). Thus, the reorganized ship composition has the ability to pass the curvilinear section of the waterway, while the original version of the ship composition was limited in its passage.

The proposed method is performed in the following sequence.

и

или для жестко соединенных (учаленных) составов

, на основе которой определяются возможность безопасного прохода судового состава на отдельных участках следуемого маршрута, его оптимальная конфигурация для прохождения стесненных участков водного пути с сохранением грузоподъемности и места переформирования. В результате создается детальный план перехода судового состава с указанием мест его переформирования в зависимости от характеристик участков судового хода следуемого водного пути на всем протяжении маршрута.When planning the transportation of cargo along a given route, the software and computer system, made in the form of a specialized workstation, receives information about the volume of transported cargo and a plan for placing cargo on non-self-propelled barges, loading navigation charts with the characteristics of straight and curved sections of the waterway of the waterway of the following route , including the width of the channel and the radius of curvature of the channel, depth isobaths, and measuring certificates perform the input of data on the dimensions of barges and tugs in length, width and draft. The software package as part of the automated workplace processes the received data: for each section of the following waterway, the fulfillment of the ratios is checked

and

or for rigidly connected (accelerated) trains

, on the basis of which the possibility of a safe passage of the ship's composition on certain sections of the following route, its optimal configuration for the passage of cramped sections of the waterway while maintaining the carrying capacity and the place of reformation are determined. As a result, a detailed plan for the passage of the ship's composition is created, indicating the places of its reorganization, depending on the characteristics of the sections of the passage of the following waterway throughout the route.

An example of the implementation of the proposed method.

As part of the research work by the specialists of the Federal State Budgetary Educational Institution of Higher Education “GUMRF named after Admiral S.O. Makarov" for the section of the Volga-Baltic basin of inland waterways on the Neva River - from the confluence of the Izhora River to the confluence of the Slavyanka River - with the help of the developed software and computer complex, mathematical modeling of the movement of the ship's composition, consisting of 6 non-self-propelled barges of project 81218 (overall length - 59.5 m, overall width - 13.4 m, draft - 1.6 m) and one pusher project 81353 (overall length - 24 m, overall width - 7.2 m, draft - 1.6 m ), rigidly connected (fastened) to each other along the sides and in the bow and stern parts with the help of automatic coupling devices. The initial configuration was a vessel composition formed in 3 rows and 2 rows of non-self-propelled barges with a pusher tug. The calculation was performed for three curvilinear and four straight connected sections of the following waterway. With the help of a software-computer complex, it was revealed the need to reshape the ship's composition for the passage of one of the curved sections with a width of the navigation channel - 100 m and a radius of curvature of the navigation channel - 250 m, while determining the optimal configuration of the ship's composition for passing a cramped section of the waterway - 2 rows and 3 lines of non-self-propelled barges connected to a pusher tug. Reformation was recommended to be carried out immediately before the turn.

Thus, the calculations and mathematical modeling showed the advantage of the proposed method in comparison with the prototype - the possibility of reforming the ship's composition with the control of its optimal dimensions, depending on the characteristics of the sections of the navigation of the following waterway throughout the route, which allows us to conclude that the invention meets the criterion " industrial applicability.

Claims (6)

A method for forming a ship convoy, which consists in docking / undocking non-self-propelled barges and a tug, while docking is carried out along the sides, bow and stern parts of the docked objects using automatic couplers in one or more rows, each of which consists of one or more barges, differing docking/undocking of non-self-propelled barges and a tugboat is carried out with the formation of the optimal length (

) and width (

) composition based on the calculated data on the characteristics of the ship's course and the dimensions of the barges and the tug in length, width and draft, based on the ratios:

for rigidly connected (short) compositions of vessels:

where:

- the width of the ship's composition;

- pusher tug width;

- width of the tug-tractor;

- width of a non-self-propelled barge;

- the number of lines in the ship's composition;

- the width of the ship's passage, depending on

is the navigational depth of the ship's passage, and

- maximum draft of the ship's composition;

- the length of the ship's composition;

- pusher tug length;

- length of the tug-tractor;

- length of non-self-propelled barge;

- the number of rows in the ship's composition;

- the radius of curvature of the ship's course, while the calculation of the dimensions of the composition, taking into account the listed data, as well as the volume of cargo carried, the plan for placing cargo on non-self-propelled barges and navigation charts with information on the characteristics of the waterway throughout the entire route of the ship's composition, is carried out when planning a ship's voyage with using the software-computer complex installed in the vessel traffic control center, and in the form of a transition plan indicating the places of reorganization of the ship's composition, they are transferred to the on-board computer of the tug.

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