UA132353U - FREIGHT VESSEL ON A Pontoon base - Google Patents

Abstract

Pontoon-based cargo ship having at least two horizontal floats fitted with fastening means and interconnected above deck, with floats close and the deck made in the form of at least two rigidly articulated, spacial, of which is based on its own float.

Description

The utility model belongs to the design of modular cargo vessels with pontoon bases with a carrying capacity of several to hundreds of tons or more. These vessels are intended for the transportation of mainly artificial cargoes (in big bags, in boxes, on pallets) and bulk cargoes (especially grains of wheat, rye, barley, oats, corn, buckwheat, sunflower seeds, soybeans and other plant products) on waterways. from manufacturers to collection points for large consignments or directly for transshipment to other means of transport. In addition, such vessels are suitable for the transportation of arbitrary cargo in waterproof packaging and in standard hermetically sealed containers.

Here and further, the term "waterways" refers to rivers, canals, lakes, reservoirs, a five-mile zone along seashores and the water area of ports and road stations.

Most intracontinental transportation of artificial and bulk cargoes and containers is provided by road and rail transport, and water transport is usually used for mass intercontinental transportation on specialized vessels (bulk carriers and container ships). This state of affairs is caused: partly by the fact that self-propelled and, even more so, towed river and cabotage vessels for the transportation of artificial and bulk cargoes are not operated all year round outside the tropics, and therefore their mass construction and maintenance in idle time are economically unprofitable, partly by the fact that self-propelled river vessels ships and barges during the transportation of bulk cargoes of plant origin usually go downstream with the cargo, followed by raid transshipment to transcontinental bulkers, and must go back, as a rule, empty, and especially because the bulk of various cargoes are now placed in standard 20- foot (or less often 40-foot) containers, for the transportation of which the vast majority of available river self-propelled cargo ships and barges are not adapted, and their construction as container carriers, according to the above circumstances, is not economically justified.

Therefore, even with developed networks of highways and railways, it is desirable that for the transportation of the specified cargo and containers by waterways, such means are available that can be compactly folded for economical return to the points of origin (in particular, to the headwaters of rivers) and for long-term off-season storage.

These means can be assembled and disassembled cargo ships on pontoon foundations.

For example, in 48163 01 a raft-catamaran is opened. It has a number of spaced inflatable floats, each of which is equipped with stringer pockets, and a rigid deck that is secured to the floats by at least one stringer-connected cross beam.

The deck is used to set up the tent, and the cargo is placed under the deck in containers made of soft waterproof fabric.

However, the total (and, even more so, the specific) carrying capacity of such a raft is extremely small, and therefore in practice it is intended only for tourist use.

Technically, the closest to the useful model is a pontoon-based cargo ship, namely the T-65 trimaran raft (see the advertising prospectus "MABTENKAT Catamaran Production", available on request on the Internet and by e-mail "5aiye(FFtavieiKaigi"). It has three floats in the form of inflatable cylindrical balloons, which are arranged in a horizontal row with longitudinal gaps, equipped with fastening means and connected to each other from above by a power deck in the form of a rigid plate. To increase course stability, the floats can have cone-shaped end parts on at least one side.

The known vessel has a carrying capacity of up to two tons and therefore can serve only for the transportation of small batches of artificial or bulk cargo (in particular, plant products in waterproof containers).

Theoretically, the carrying capacity of a known vessel can be increased by using larger inflatable balloons. However, at the same time, the mass of the rigid plate power deck and the vessel's material capacity will grow at a faster rate, and its specific carrying capacity will decrease accordingly.

The useful model is based on the task of creating a pontoon-based cargo ship with a higher specific load capacity by changing the design.

This problem is solved by the fact that in a cargo ship on a pontoon base, which has at least two floats located in a horizontal row, which are equipped with fastening means and are connected to each other from above by a deck, according to the inventive idea, the floats are installed close to each other, and the deck is made in the form at least two spatial trusses rigidly articulated in the working position, each of which rests on its own float.

With the same rigidity, a deck based on spatial trusses, compared to a rigid 60 plate deck, has a significantly lower material capacity, which has a favorable effect on the specific carrying capacity of the vessel. An additional advantage of the proposed design is that the vessel in the minimum configuration can be a module suitable for quick and convenient articulation with other identical modules to form vessels of the required total carrying capacity, suitable for moving by tugs. Not only that, artificial or bulk cargo in waterproof containers and standard containers can simply be placed on top of the specified spatial trusses and securely fastened.

The first additional difference is that the deck has a thin solid deck. This facilitates the movement of crew members and cargo when loading and unloading the vessel.

A second additional difference is that the vessel has hollow floats, the shape of which is selected from the group consisting of a cylinder and a rectangular parallelepiped. These forms are the most technologically advanced, and in cases where the floats are made of flexible polymer materials, they can be inflated and compactly folded for transportation (both by water and land) or for off-season storage.

A third additional difference to the second is that at least some hollow floats are divided by sealed partitions into at least two sections. This creates a reserve of buoyancy in case of local holes.

A fourth additional difference is that the vessel has foam floats enclosed in polymer or sheet metal shells. This is convenient in cases of year-round operation of the proposed vessel in non-freezing water areas.

A fifth additional difference is that the deck on at least two opposite sides has a protective structure selected from the group consisting of inflatable sides, solid sides, and layer protection. This makes it easier to fasten and unfasten packaged goods, increases the safety of loading and unloading operations, and reduces the probability of losing a part of the goods during shaking.

Next, the essence of the useful model is explained by a detailed description of the design and operation with references to the attached drawings, which are shown in: fig. 1 - general view of a cargo vessel on a pontoon base with cylindrical floats in the minimum configuration as a single floating module (axonometric projection);

From fig. 2 is the same as in fig. 1 (transverse section); fig. C - cross-section of a cargo ship module on a pontoon base with floats in the form of rectangular parallelepipeds); fig. 4 - the same as in Fig. 1 (side view); fig. 5 is the same as in fig. 1 (top view); fig b - a variant of the connection of the spatial truss of the deck with the float (fragment, axonometric projection); fig. 7 - sample view of one floating module with cargo (axonometric projection); fig. 8 - a sample of the appearance of a multi-module cargo vessel on a pontoon base with pulling and pushing tugs (axonometric projection); Fig. 9 is a graph of the dependence of the towing power on the speed and draft of multi-module cargo ships of different tonnage.

A cargo ship on a pontoon base in the minimal embodiment of the inventive idea has the form of a floating module, which includes (see figures 1, 2 and 3): at least two (and possibly three or more) located in a horizontal row close to each other floats 1 and deck 2 , which is made in the form of rigidly articulated spatial (mostly trapezoidal in cross-section) trusses in the working position, each of which rests on its own float 1 and is connected to it by oblique ties 3.

Floats 1 can be additionally tied with horizontal ties 4.

As a rule, the deck 2 has a thin solid floor 5, made, for example, of sheet duralumin, water-resistant laminated plywood, rigid sheet polyurethane or other abrasion-resistant and weather-resistant material.

A conventional ship has hollow floats 1, made, for example: of flexible and, as a rule, reinforced or multi-layered polymeric materials such as polyvinyl chloride, high-strength polyethylene, etc., or of sheet metal such as duralumin or steel, which, as a rule, has a protective - decorative coating.

It is desirable that the shape of the floats 1 was selected from the group consisting of a (not necessarily circular) cylinder (see Fig. 2) and a rectangular parallelepiped (see Fig. 3). because it is clear to Fakhivtsev, although it is not particularly shown on the drawings:

that at least some (and preferably all) hollow floats 1 must be divided by hermetic partitions into at least two (and preferably three or more) not particularly shown transverse and/or longitudinal sections; that floats 1 (especially in the form of cylinders) can be inflatable (including frame ones), or be made of foam plastic enclosed in polymer or thin metal shells; that floats can have rounded (conical or spheroidal) ends for cylinders and pyramidal for parallelepipeds (in particular, examples of unmarked spheroidal ends are visible in figures 4 and 5); that the multi-module vessel must have taps on both sides for safe mooring to berths, lock walls and the sides of other vessels and that the stern of the multi-module vessel must have a thrust transom with shock-absorbing pads (taps) for shock-free contact with the pusher tug.

It is desirable that the deck 2 at least on two opposite sides has a protective structure 6, selected from the group consisting of inflatable sides, solid sides and layer protection.

On deck 2 (usually at the corners of each floating module) jacks 7 are installed for mooring cables or for tying modules into cargo ships of the required carrying capacity.

Naturally, the sections of inflatable floats 1 must have their own air valves 8, as indicated in figures 1 and 6.

It is desirable that the length and width of the cargo area of the deck of the 2 floating modules are approximately equal to 12 m and 4 m, which allows for the transportation of standard cargo containers.

In fig. 6 shows an example of the articulation of a deck fragment 2 with an inflatable float 1, diagonal ties 3 in the form of segments of polymer cables with end metal carabiners, and examples of means for securing cargo are shown, namely holes 9 for fixing lock hooks, which are part of lashing slings cargo, and connecting elements of 10 type "twistlock" for high-performance assembly/disassembly of modules.

The described vessels are used in the following way.

As a rule, they are delivered to loading points in the form of single-module sets

From the above parts, packed in transport containers together with instructions for assembly-disassembly, operation, maintenance and repair.

Assembly, including inflation of the balloons of floats 1 (and balloons of inflatable sides b), if they are provided, connecting parts of the deck 2 to each other and joining them to the floats 1 with oblique ties 3, connecting floats 1 with horizontal ties 4, mounting the bodywork 6, lowering the assembled floating modules into the water and, if necessary, docking the modules with the use of jacks 7 into multi-module vessels afloat in most cases can be provided by two or three operators For lifting and transport operations, you can use forklifts and cranes (with a load capacity of up to 25 tons) and hand trucks .

After loading, individual modules (see Fig. 7) or multi-module vessels, as shown, for example, in Fig. 8, are floated downstream or forcibly towed to their destination on any of the above-mentioned waterways.

After unloading, the modules are disassembled, the floats 1 in the form of balloons are blown, dried and rolled up, the sets of parts are packed in transport containers and returned to the starting points of the routes or put in storage until the next navigation.

It is clear to an expert that an inventive idea can be implemented in a number of specific embodiments within the scope of rights limited only by the formula of a useful model. It is also clear to a specialist that structural elements and assemblies known from the state of the art or reference books can be used, for example: for buoyancy control, even single-module (and even more so - multi-module) vessels can be equipped with autonomous pressure monitoring systems in inflatable floats 1 and pressure regulation by pumping air in float 1 (in particular, from the tug's standard compressor) or its bleeding from them; to increase course stability and reduce hydraulic resistance, even single-module (and even more so - multi-module) vessels can have inflatable or rigid or combined fairings on at least one (fore) side; for the transportation of relatively large (up to hundreds and thousands of tons) batches of artificial or bulk cargo or many (from several dozen to hundreds) containers, multi-module vessels can be assembled either immediately at the place of initial loading of the entire batch of cargo, or as the cargo builds up during transportation.

The described vessels may be mass-produced products using publicly available materials and common, also publicly available, equipment.

According to calculated data, the specific carrying capacity of the proposed vessels, even with floats in the form of metal pontoons, is approximately four times higher than that of metal barges with the same cargo deck area. At the same time, fig. 9 shows that the power M (horsepower) consumed for towing a cargo ship from 18 loaded pontoon modules, even with the maximum displacement and speed of M up to 12 knots (22 km/h), can be fully provided by the existing river and port fleet tugboats

Claims (6)

USEFUL MODEL FORMULA 1. A cargo ship on a pontoon basis, having at least two floats located in a horizontal row, which are equipped with fastening means and are connected to each other from above by a deck, which is distinguished by the fact that the floats are installed close to each other, and the deck is made in the form of at least two rigidly articulated in the working position of spatial farms, each of which rests on its own float. 2. A cargo vessel according to claim 1, characterized in that the deck has a thin continuous decking. 3. A cargo ship according to claim 1, characterized in that it has hollow floats, the shape of which is selected from the group consisting of a cylinder and a rectangular parallelepiped. 4. Cargo vessel according to claim 3, which is characterized in that at least some hollow floats are divided by sealed partitions into at least two sections. 5. Cargo ship according to claim 1, which is characterized by the fact that it has foam floats enclosed in polymer or sheet metal shells. 6. A cargo ship according to claim 1, which is characterized in that the deck on at least two opposite sides has a protective structure selected from the group consisting of inflatable sides, solid sides and layer protection. There is V Zhe tk KZ v 8 some PRONUNCIATION pas nie V vo a M vy NK - i MOZH, MA A k p DK Z ay ky essay i z he ay i Hai et VN OO ak sche pk o a I Ba sk BY v- S U ev z o V V Ye ich ko y yav, ik 1: shiya yi U nn chi a: WASH NN ON Eh shi Sha cy y a che I bo o hody v: NNYA Be bo I Z sche a an - din y zho y shk m ty y, b Tudy ke V i cheh she ne E o, mesh days Sha y g "V xx oj 00 Deoa E і ee ikh 3 o a х ж; sk dis still in NO s: She - kh d MA PN her . y y AK y Shk ho M U Kz I z r i shk she chin o sht Ya ii izh ha t set ne vk A She b se ii pi a oh V. es x, I rai x . 1 ee 2 g. i h t o i 4 vv Me chscha still eh Ex. Fig. 1