Classifications

• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
  • E01D15/00—Movable or portable bridges; Floating bridges
  • E01D15/14—Floating bridges, e.g. pontoon bridges
  • E01D15/22—Floating bridges, e.g. pontoon bridges designed as, or mounted on, vehicles
• • E—FIXED CONSTRUCTIONS
  • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
  • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
  • E01D15/00—Movable or portable bridges; Floating bridges
  • E01D15/12—Portable or sectional bridges
  • E01D15/127—Portable or sectional bridges combined with ground-supported vehicles for the transport, handling or placing of such bridges or of sections thereof

Definitions

• This invention relates to a bridge and pontoon ar ⁇ rangement based upon one or more transportable units pro ⁇ vided with wheels and preferably designed so as to have a significant buoyancy in water.
• the load vehicle unit comprises a tank having a large volume which gives the unit a significant buoyance in water
• the structure inherently involves a structural strength which may be considered to constitute a "bridge span" between the end portions of the unit.
• each transportable unit is formed by a load vehicle being de ⁇ signed also for common road transport of goods and compri ⁇ sing a rear wheel set and possibly a front wheel set as well as a tank for liquid loads, with a middle portion of the tank lowered in relation to one or both end por ⁇ tions of the vehicle, whereby the upper side of the tank is substantially plane and has such a height from the ground that it constitutes a load surface for other goods than said liquid loads, said load surface or plane com- prising at least one longitudinally movable member which may be displaced completely or parly outside the load surface in order to form a ramp which allows driving on and off, either in relation to the ground or to a connec ⁇ ted load vehicle unit of the same type.
• Fig. 1 shows an arrangement according to the invention in the form of a semi-trailer floating in water
• Fig. 2 shows a similar load vehicle unit (semi-trailer) as in Fig. 1 , but raised with supporting legs on the ground and with an accompanying ramp at one end
• Fig. 3 shows a length of a longer bridge structure com ⁇ prising several load vehicle units, of which two have been shown completely in the figure
• Fig. 4 shows somewhat more in detail the ramp at the right-hand end of Fig. 2
• Fig. 5 shows the load vehicle unit from the rear and with two separate ramp members sunk into the truck body (the tank)
• Fig. 6 shows a ramp member from beneath
• Fig. 7 shows a relatively flexible intercoupling of two load vehicle units
• Fig. 8 shows a more rigid coupling between two units.
• a load vehicle unit 60 which in the principle may be of a similar design as the ones found in U.S. Patents 1400345 and 2395039, but are provided with certain additional structure in order to make possible the use contemplated here.
• the load vehicle unit 60 comprises a tank 63 the middle portion of which is lowered in relation to the end portions, and having an upper side 64 being designed so that it may con ⁇ stitute a load-supporting surface.
• a wheel set 61 here consisting of a boggi having three pairs of wheels.
• the unit 60 is here illustrated in a floating posi ⁇ tion, the water surface being designated W and with solid ground or a bottom B underneath.
• the unit 60 Because of the buoyance caused by the tank 63, the unit 60 will be able to float on water even with a significant load as indicated with arrows 66 on the load surface or plane 64.
• the liquid load in the tank 63 for example an oil charge as indicated with hatching at the lowered middle portion of the tank in Fig. 1, must be taken into account when calculating the carrying capacity and the stability for such a pontoon or barge floating in water.
• the oil charge as indicated with hatching in the tank 63 in Fig. 1, may for example be a necessary amount of reserve fuel for the operation concerned in which such units are involved, for example transporting off-road in connection with construction works or military movements.
• a supporting leg 67 and 68 which suitably may be in the shape of a hydraulic telescoping cylinder which is provided with a foot plate 69 at the lower end as shown at the supporting leg 67 in Fig. 1.
• This is a device which may be of a design as known per se and therefore does not require any closer description here. What is essential is that each of the supporting legs may be extended or adjusted individually to the desired length, for adaption to irregularities at the terrain site concerned, possibly the bottom of a river or the like.
• the supporting legs may also be used for other purposes, namely for suppor ⁇ ting the load vehicle unit when standing on solid ground, possibly to form a provisional bridge crossing a cleft or other depression in the terrain.
• Fig. 2 of the drawings The latter use may be considered to be illustrated by Fig. 2 of the drawings, in which the load vehicle unit 70 is supported by means of supporting legs (only one supporting leg 78 is shown at the right-hand end of the unit in Fig. 2) , the foot plate of which lies against the ground B. Also the wheel set 71 may be in engagement with the ground B.
• a ramp 75 which from the load surface 74 runs down to ground level.
• the ramp 75 has a (not shown) coupling to the unit 70 at 76 and besides is provided with a central support 77.
• Such a central support is more or less needed depending upon the loads to which the ramp 75 is subjected during leading and un ⁇ loading of cargo, possibly vehicles to be transported on or driven across the load surface 74.
• the ramp 75 constitutes a longitudinally mo ⁇ vable-part of the load surface 74 itself, so that this movable part normally is in a state or rest in which it is more or less incorporated in the upper side of the tank 73 and thereby constitutes a portion of the load surface or plane 74.
• Fig. 2 the ramp member 75 has been pulled out from the load surface 74 in its full length, but it is obvious that in other situations this longitudinally movable part may be pulled only partly out from the end of unit 70, so as to form a horizontal extension of the load surface 74 for the purpose of being connected to another load vehicle unit of the same type.
• Fig. 3 as in Figs. 1 and 2 there is shown sche ⁇ matically and simplified a section of a longer bridge structure based upon load vehicle units as shown in the principle in the preceding figures 1 and 2.
• the bridge of Fig. 3 there are shown two complete load ve ⁇ hicle units 80 and 90 as well as an end portion of a further unit 100 at the outermost right of the figure.
• a connection ramp 85 which constitutes a longitudinally movable part of the load surface 84 on unit 80.
• a ramp 95 between unit 90 and unit 100 A further ramp 115 is shown at the outermost left in the figure. This ramp may belong to unit 80 or it may be ⁇ long to an additional load vehicle unit (not shown) which constitutes an extension of the bridge further to the left.
• This bridge structure may be considered to be of the combined type indicated above, since it is built in water the surface of which is designated W and where the bottom is designated B. Accordingly the bridge will have a carrying capacity stemming in part from the buoyancy of the tanks 83, 93 and so on and in part from the sup ⁇ porting legs shown, being extended into engagement with the bottom B. As it appears from the figure there will thus be formed a continuous roadway which from the left side to the right of the figure, consists of the ramp 115, load surface 84, ramp 85, load surface 94, ramp 95 and unit 100. There are indicated two vehicles 88 and 99 being in the course of crossing the bridge.
• the ramp parts as for example shown at 75 in Fig. 2 as well as at 115, 85 and 95 in Fig. 3, may either be formed as one piece in the complete width of the required roadway, or as known per se they may consists of two parallel parts each of which forms the roadway for the wheel set at either side of the vehicles being of inte ⁇ rest for the crossing of the bridge.
• a prac ⁇ tical normal version may have a width of 2,4 m across the deck or load surface, but it is obvious that the struc ⁇ ture may be made wider, for example for military purposes if this should be desirable.
• Fig. 4 shows somewhat more in detail than Fig. 2 an example of an embodiment of a loading ramp arranged at an inclination for driving or bringing a load from ground level up to the load surface 74 on a load vehicle 70.
• the supporting leg 78 is extended into engagement with the ground.
• the ramp 75 may be regarded as composed of two halves 171 and 172 at either side of a transverse horizontal hole 177 for a bolt serving to mount the central support 77 swingably with respect to the ramp.
• the ramp has a fur ⁇ ther transverse and horizontal hole 176 for a bolt to cooperate with corresponding holes or coupling means at the end portion of the load vehicle unit.
• two similar holes 178 and 179 having a certain mutual spacing. The function of these two holes shall be explained more closely below, in particular with reference to Fig. 8.
• the ramp may consist of two ramp members 75a and 75b being arranged in parallel and each along a side of the load surface 74.
• the upper surfaces of these ramp members lie generally flush with the surface of the load plane. Accordingly there are provided recesses or pockets in the load plane or sur ⁇ face, respectively in the actual tank, in order to ac ⁇ commodate these ramp members.
• Suitable means may be pro ⁇ vided for facilitating the mentioned longitudinal move ⁇ ment of the ramp members when these shall be manipulated from their state of rest in order to form an inclined ramp as in Fig. 4 or possibly for use in the inter ⁇ connection of several load vehicle units, for example into a- pontoon bridge.
• the ramp members 75a and 75b have an inverted ⁇ -shaped cross-section, which in a practical design may consist of a steel pro ⁇ file 300 x 400 mm. In the state of rest in which the ramp members 75a and 75b are completely retracted into the load surface, they may be locked in this position by means of locking mechanisms as known per se.
• Fig. 5 there are also indicated wheels 71 and a supporting leg 78 as mentioned above.
• the supporting legs are located outwardly on the side walls of the tank, but for the purpose of obtaining a smaller total width of the vehicle, it may be possible to build in such supporting legs within the contour or ground plan of the tank.
• the two halves 171, 172 of the ramp have an articulated connection with each other centrally by means of a bolt 177b in the previous- ly mentioned hole 177, which at the same time connects the central support 7 * 7 to the ramp.
• the ramp mem ⁇ ber is shown from underneath and with the central support 77 swung completely into the ⁇ -profile of half member 172.
• the above holes 176, 178 and 179 penetrate both side flanges of the U-profiles.
• Figs. 7 and 8 show two different possibilities for interconnecting two load vehicle units using ramp mem ⁇ bers as discussed above.
• one or two such ramp members are adapted to be incorporated as essential elements in the coupling devices for this interconnection. Accordingly, this constitutes a substantial supplemen ⁇ tary function of the ramp members in addition to their primary function with respect to driving on and off, either in relation to the ground or to and from respec ⁇ tively, a connected load vehicle unit of the same type.
• the coupling shown in Fig. 7 serves to connect two load vehicle units 70a and 70b to each other in a rela ⁇ tively flexible way, for example in order to form a pon ⁇ toon bridge.
• the articulated design of the ramp members as shown in Fig. 6, are employed here.
• the holes 177 and 179 are in Fig. 7 brought into coincidence with cor ⁇ responding holes at the end of the two units 70a and 70b so that bolts (not shown) may be used for connecting ramp half member 172 to unit 70a and unit 70b, respectively.
• bolts not shown
• These have correspondingly shaped recesses into which the two ends of the ramp half members enter.
• FIG. 8 A more rigid interconnection by means of the same ramp member is shown in Fig. 8.
• the ramp half mem- ber 172 has been pulled just a little distance out from unit 70a, so that anchoring takes place with hole 178 and possibly one of the other holes, for example hole 177.
• the outermost right-hand end of this ramp member then projects as a rigid beam for connection to the other unit 70b by means of the hole 179.
• the connecting method according to Fig. 7 also allows vertical trans ⁇ lation movements between the units.
• the space between the units will also be substantially larger when connec ⁇ ted as in Fig. 7, compared to the coupling of Fig. 8.
• the former of these two connecting methods may for example be suitable on an irregular road or ground, whereas the latter connection may be adapted for more smooth, solid underlayers or when a floating structure is concerned, for example a pontoon bridge.

Landscapes

• Engineering & Computer Science (AREA)
• Architecture (AREA)
• Civil Engineering (AREA)
• Structural Engineering (AREA)
• Bridges Or Land Bridges (AREA)
• Road Paving Structures (AREA)
• Knitting Machines (AREA)
• Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=26647871

Family Applications (1)

Country Status (3)

Cited By (1)

Citations (10)

• 0
  • NO NO842415A patent/NO842415L/no unknown
• 1984
  • 1984-06-15 NO NO842415A patent/NO158386C/no unknown
• 1985
  • 1985-09-27 EP EP85904681A patent/EP0240487A1/en active Pending
  • 1985-09-27 WO PCT/NO1985/000060 patent/WO1987002081A1/en unknown

Patent Citations (10)

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