WO1995018038A1 - Procede de manipulation d'un element de raccordement pour la navigation - Google Patents

Procede de manipulation d'un element de raccordement pour la navigation Download PDF

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Publication number
WO1995018038A1
WO1995018038A1 PCT/NL1995/000002 NL9500002W WO9518038A1 WO 1995018038 A1 WO1995018038 A1 WO 1995018038A1 NL 9500002 W NL9500002 W NL 9500002W WO 9518038 A1 WO9518038 A1 WO 9518038A1
Authority
WO
WIPO (PCT)
Prior art keywords
manipulator
connecting element
tow
tug
winch
Prior art date
Application number
PCT/NL1995/000002
Other languages
English (en)
Inventor
Sven Olaf Aarts
Original Assignee
Sven Olaf Aarts
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sven Olaf Aarts filed Critical Sven Olaf Aarts
Priority to EP95904041A priority Critical patent/EP0767750B1/fr
Priority to AU12845/95A priority patent/AU1284595A/en
Priority to DE69518422T priority patent/DE69518422D1/de
Publication of WO1995018038A1 publication Critical patent/WO1995018038A1/fr
Priority to NO962777A priority patent/NO962777L/no

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/04—Fastening or guiding equipment for chains, ropes, hawsers, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring

Definitions

  • This invention relates to a method of manipulating a connecting element in shipping, in which at least a free end of at least one connecting element is moved between an object to be called tug, such as a tugboat or a mooring installation, and an object to be towed, to be called tow, such as a seagoing vessel or an offshore installation, and is fastened to the tow or unfastened therefrom.
  • tug such as a tugboat or a mooring installation
  • tow such as a seagoing vessel or an offshore installation
  • Conventional connecting elements are cables and chains, and optionally bars, one end of which being firmly attached to the tug, and the other end being provided with e.g. a loop or hook, which can be fastened around a bollard, a cleat, a towing hook or a towing eye and the like.
  • a tug is maneuvered to near the tow, or the tow to near the tug, after which, in general, the free end of the connecting element is transferred from the tug to the tow.
  • various methods are used.
  • the free end of the connecting element can be attached to a thin rope, the so-called heaving line, after which the free end of the heaving line is thrown over or shot at ' the tow by means of a rocket or such projectile, or is sailed to the tow by means of a small boat and brought on board via a ladder.
  • the usually heavy connecting element is then pulled towards the tow, optionally by means of one or more thicker intermediate cables, until its free end is brought on board the tow.
  • This free end is then secured on board the tow by a number of people, e.g. by lifting a loop formed at the fastening element over a bollard by manual effort or by passing it through an eye and fastening it thereto.
  • Both methods described are labor-intensive and require, both on the tow and on the tug, operations to be carried out by people, which operations are therefore time-consuming and expensive and are highly influenced by, inter alia, weather and other labor conditions. People may then run the risk of getting wounded during sailing across and unfastening or fastening the connecting element, and the method of making the connection strongly depends on the skill of those carrying out the operations .
  • breaking the connection the end of the connecting element fastened to the tow is thrown back into the water, while in cases of emergency the connecting element is often cut, after which the connecting element is drawn on board the tug, which involves the risk of the connecting element getting entangled with the propeller.
  • connecting elements between a tug and a tow, using, e.g., magnets or suction cups to be placed on the skin of the tow, which magnets or suction cups are connected with a cable and the like.
  • These connecting elements must remain energized continuously during the fastening period, because otherwise the connection is broken so that these connecting methods are not suitable for a prolonged attachment.
  • an (electro)magnet has the drawback that it causes large electric and magnetic fields . Since ships are in general earthed to the body, this may cause great damage to the electric installations of the tow.
  • the use of electricity is very dangerous in the vicinity of, in particular, tankers.
  • the object of the invention is to provide a method of the type described in the opening paragraph, in which the drawbacks of the known methods are avoided and the advantages thereof are maintained.
  • the method according to the invention is characterized in that the connecting element is gripped from the tug with a manipulator and is manipulated in such a manner that at least the movement of the free end between the tug and the tow is manipulator controlled.
  • the connecting element is gripped and picked up from the tow with a manipulator and is then transferred by means of the manipulator from the tug to the tow, or from the tow to the tug, without the help of people in a direct sense, i.e. for operations other than control.
  • a further advantage of the method according to the invention is that a connection between the tow and the tug can be made with fewer people so that a clear economic advantage is obtained.
  • this method has the advantage that the manipulator can bring the free end of the connecting element picked up to the desired position in a very direct way, irrespective of the weather. This means that even in heavy seas and strong winds the connection between the tow and the tug can be made and broken with no danger to bystanders, also against the direction of the wind. This has the further advantage that when breaking the connection the connecting element does not fall loosely into the water, which is of great importance, in particular near the ship's propellers of a tow and a tug.
  • fastening and/or unfastening of the connecting element is controlled by the manipulator.
  • a connection can be made and broken by means of the manipulator, so that the whole method can be carried out from, e.g., the tug, with no necessity of manning the tow, but even so, the connecting element is safely moved, fastened and unfastened.
  • this method gives the advantage that the connecting element need not be gripped by man-power, so that the risk of accidents is minimized, the more so as the connecting element need not get loose from the manipulator at any moment.
  • the manipulator is preferably remote-controlled and, in particular, radio-controlled, which enables a safe and good control of the manipulator whatever the circumstances .
  • the fastening element is fastened to the tow in a position that cannot be reached by people from a deck of the tow without auxiliaries.
  • the fastening element By fastening the fastening element out of reach of people on a deck of the tow, the risk of these people getting wounded is easily reduced. With the manipulator such a position can be reached indeed, so that, unlike in the known methods, such an attachment is quite possible with the method according to the invention.
  • the fastening element can be arranged in a very favorable position, in particular near the waterline of the tow. in general, the tow will rise above the surface of the water much more than the tug. In the known methods of fastening the connecting element this means that the connecting element slopes steeply, which results in a very unfavorable load.
  • the connecting element may slope less steeply or even " extend in a nearly horizontal direction so as to obtain an optimum load characteristic of the tow, the tug, the connecting element, and the fastening elements.
  • a manipulator is placed on a mooring installation in a suitable position and the connecting element is coupled to the tow, after which by means of the connecting element provided by the manipulator the tow is pulled closer to the mooring installation and then secured thereto. Since the manipulator is placed on the mooring installation, the tow can be pulled continuously in a favorable direction.
  • the invention further relates to .an assembly of an object to be called ' tug, such as a tugboat or mooring installation, an object to be towed and to be called tow, such as a seagoing ship or an offshore installation, and a connecting element designed to make a firm connection between the tug and the tow.
  • ' tug such as a tugboat or mooring installation
  • tow such as a seagoing ship or an offshore installation
  • connecting element designed to make a firm connection between the tug and the tow.
  • the assembly according to the invention is characterized in that it comprises a manipulator provided with a gripper element for gripping the fastening element and moving it between the tug and an adjacent tow, in such a manner that by manipulation of the connecting element by means of the manipulator a firm ' connection between the tug and the tow can be obtained with the connecting element.
  • the manipulator and the gripper element are designed for such manipulation of the connecting element that a coupling between the connecting element and the tow can be made and broken without human intervention other than for controlling the manipulator.
  • connection can be made and broken in a rapid and effective manner with the help of few people and within a short time. It is thus possible to work safely at relatively low cost.
  • the invention further relates to a manipulator, a winch and a coupling assemoly, in particular suitable for use in an assembly and a method according to the invention.
  • the manipulator according to the invention comprises an articulated arm and preferably a number of parts capable of telescopically moving relative to each other.
  • the manipulator can be provided with a relatively wide range, while it can be brought to a compact position and has a great many freedoms of movement.
  • the manipulator is placed on a preferably mainly vertical axis of rotation and is provided with overpressure protections designed to at least partly release at least part of the degrees of freedom of the manipulator when a predetermined force to be maximally exerted on the gripper element is exceeded.
  • the manipulator can be brought to an optimum position relative to the tow and the tug, while, simultaneously, the overpressure protections prevent the manipulator from coming into such contact with the tug or the tow as to cause damage, e.g. as a result of an unexpected movement of the tug relative to the tow owing to the motion of the sea.
  • the winch according to the invention is provided with a control mechanism and a coiling reel, the control mechanism comprising running rollers, and the connecting element extending, at least in use, from the coiling reel through the running rollers.
  • the running wheels are provided with a pressing mechanism for exerting a frictional force via the running rollers on the connecting element, the pressing mechanism being adjustable in such a manner that, in use, the tension in the connecting element is independent of the quantity of connecting element wound on the coiling reel.
  • the tension in the connecting element is independent of the diameter of the coiling reel with the part of the connecting element wound thereon. Consequently, the pressing mechanism can be of simple design, since no compensation for the diameter of the coiling reel is necessary and, moreover, the coiling reel may be of less heavy construction, since the running rollers receive a relatively large part of the. tension in the connecting element.
  • the coupling assembly comprises at least a connecting element that can be connected at one side to a tug and is characterized in that the connecting element is provided near a free end with a spherical segment shaped male part, the convex surface of which is directed to the connecting element, which male part can be received in a slot shaped female part, which can be firmly connected to a tow to be coupled, the slot being provided with a first part that is wider and with a second part that is narrower than the maximum width of the male part, and the female part covering a recess.
  • the coupling assembly according to the invention has the advantage that a coupling can be easily made therewith by inserting the male part connected to the connecting element in the female part, with no further operations being required to make the connection. Consequently, this coupling assembly is eminently suited for use in the assembly according to the invention, because by means of the manipulator the male part can be easily placed in the female part.
  • the convex surface of the male part has the advantage that it can rotate to some degree within the recess in the female part, so that the connecting element can always extend mainly in a favorable direction of pulling.
  • the connecting element can always extend mainly in a favorable direction of pulling.
  • chafing of the connecting element along the tow is largely avoided.
  • means are provided for mechanically releasing the male part from the female part. Consequently, a connection made can be broken in an easy, rapid and safe way with no necessity of people coming close to the fastening element.
  • the connection can be directly broken, e.g.
  • a connection made by means of, e.g., a coupling assembly according to the invention provided with a push-out cylinder can be broken at relative high speeds and whatever the circumstances, without causing danger to the safety of the tow or the tug, and moreover, such a connection can be made at relative high speeds and whatever the circumstances.
  • the invention further relates to a tugboat and a mooring installation for use in a method or an assembly according to the invention.
  • Fig. 1 shows, in diagrammatic side elevation, an assembly according to the invention
  • Fig. 2 shows, in diagrammatic top plan view, an alternative embodiment of an assembly according to the invention
  • FIG. 3 shows, in four successive steps, a method according to the invention in connection with the mooring of a ship along a mooring installation;
  • Fig. 4 shows, in diagrammatic partly cross-sectional side elevation, a manipulator and a winch according to the invention
  • Fig. 5 shows, in front elevation, the female part of a coupling assembly according to the invention
  • FIG. 6 shows, in cross-sectional top plan view along the line VI - VI in Fig. 5, a coupling assembly according to the invention, in assembled condition
  • Fig. 7 shows, in cross-sectional side elevation, an alternative embodiment of a coupling assembly according to the invention, provided with a push-out piston
  • Fig. 8 shows a female part of a further alternative embodiment of a coupling assembly according to the invention.
  • Fig. 1 shows a ship 1 to be towed and a tugboat 2.
  • the ship 1 is provided with a bollard 5 disposed near the bow 3 on a deck 4 thereof.
  • the tugboat is equipped with a manipulator 6 and a connecting element 7 extending therefrom, e.g. a cable, a chain or a webbing.
  • the connecting element 7 is provided with a loop 8 which can be thrown around the bollard 5 so as to make a firm connection between the ship 1 and the tugboat 2.
  • the manipulator 6 is provided with a winch 9 and an articulated arm 10, which are placed together on a turntable 11., thus enabling rotation of the manipulator around an axis of rotation extending substantially at right angles to the deck 12 of the tugboat 2.
  • the articulated arm 10 consists of six arm portions 13 a-f hinged together and is provided at the free end with a gripper 14. It will be clear that more or fewer arm portions are also possible.
  • the connecting element 7 extends from the winch 9 along or through the arm portions 13 a-f of the articulated arm 10 beyond the gripper 14, in such a manner that at least the loop 8 reaches out of the manipulator 6.
  • the manipulator can be controlled directly, e.g.
  • Remote control of the manipulator has the advantage that a good survey of the various movements of the ship 1, the tugboat 2, the manipulator 6 and the connecting element 7 can be obtained without running the risk of accidents .
  • a connection between the ship 1 and the tugboat 2 can be made as follows.
  • the ship 1 is sailed to near the tug 2 or, the other way round, the tug to near the ship, the articulated arm 10 being kept in a compact position. Then the articulated arm 10 is brought to an at least partially stretched position, as shown in Fig. 1, and the free end is moved upwards to locate the gripper 14 above the level of the deck 4 of the ship 1.
  • the connecting element 7 is nearly completely wound on the winch 9, so that only the loop 8 extends out of the articulated arm 10 and is held by the gripper 14.
  • the gripper 14 is then manipulated to move the loop 8 over and fasten it around the bollard 5.
  • the connection is made without people on board the ship 1 or the tugboat 2 having touched the connecting element 7 in any manner whatever or without so much as having to approach it.
  • this method according to the invention minimizes the risk of accidents during making connections between a ship 1 and a tugboat 2, while, furthermore, the connection can be made rapidly and accurately with a minimum of people, e.g. also in the absence of people on board the ship.
  • the connecting element 7 is released by the gripper 14 and the possibilities of movement of the articulated arm 10 and the turntable 11 are released so that the connecting element 7 can be pulled and kept taut, only by means of the winch 9.
  • the tugboat 2 can then even sail away from the ship 1 some distance, while it simultaneously pays out the connecting element 7.
  • the manipulator 6 will easily follow the movements of the connecting element 7 so that the load of the manipulator 6 is confined to a minimum during towing of the ship and chafing of the connecting element 7 is largely prevented.
  • a reverse method can be used.
  • the articulated arm 10 is maneuvered to enable the gripper 14 to take hold of the loop 8 again.
  • the loop 8 can be taken from the bollard 5 by means of the manipulator 6, and the connection is broken.
  • the articulated arm 10 is then retired, and the tugboat 2 can recede from the ship 1. Since the loop 8 is always controlled by the manipulator 6 before, during and after making and breaking the connection, the connecting element is prevented from being loose in the water at any moment, thus avoiding that the connecting element- can get entangled with a propeller of the ship 1 or the tugboat 2, or can otherwise hinder the movements thereof. Even when the connecting element must unexpectedly be cut in case of a calamity, it can be easily prevented from falling loose into the water. Moreover, the connecting element is thus prevented from becoming entangled.
  • connection During the making or breaking of the connection the two ships need not be brought to a standstill. Even at relatively high speeds (e.g. 12 knots) the connection can be safely and rapidly made or broken by means of the manipulator 6. This has the important advantage that little time and energy are lost and that, moreover, the risk of accidents is minimized.
  • the figure shows embodiments of the manipulator in which the connecting element 7 extends through or along the manipulator 6 and is wound on or unwound from a winch 9 connected with the manipulator.
  • the manipulator pick up a connecting element which lies free on the deck of a tugboat or on a deck of a ship. It is even possible to pick up such a connecting element from a mooring installation, e.g. a quay.
  • the connecting element is simply picked up by means of the gripper 14 and with the connecting element thus picked up a connection can be made, as described above, between a tugboat or a quay and a ship.
  • This has the advantage that with only one tugboat 2 equipped with a manipulator connections can be made between a ship and different conventionally equipped tugboats or a quay.
  • Such a connection can also be made from a ship equipped with a manipulator according to the invention.
  • Figs. 2 and 3 show a mooring installation in the form of a quay 115, provided with manipulators 106 arranged for movement relative to the quay.
  • the manipulator 106 shown in Fig. 4 is provided with a turntable 111, a winch 109, an articulated arm 110 and a gripper 114.
  • the manipulator 106 is placed on a movable frame 116, shown in the figure in a strongly simplified form.
  • the articulated arm consists of a number of arm portions 113 telescopically adjustable relative to each other, the lowermost arm portion 113a being slewably connected to a foot part 117.
  • a gripper arm 118 is slewably connected at one end with the uppermost arm portion 113e and at the other ende with the slewable gripper 114.
  • the connecting element 107 which preferably consists of a flat webbing, extends from the winch
  • the webbing 107 is provided with a male coupling part 120 firmly connected therewith.
  • the pressing mechanism 119 and the coupling part 120 will be explained below in more detail.
  • Fig. 3 shows, in four steps, a method according to the invention for mooring a ship 101 along a mooring installation, such as a quay 115, by means of manipulators 106.
  • the ship 101 is preferably maneuvered to near the quay 115, at least in such a manner that the ship 101 is within range of the manipulators 106 and is brought to a standstill there.
  • the range of the manipulators 106 can be, e.g., more than 15 m.
  • the articulated arm 110 is then moved out, while the coupling part 120 is put and kept in a desired position by means of the gripper 114.
  • the ship 101 is provided in appropriate positions with female coupling parts 121, which will be explained below in more detail.
  • the male coupling part 120 is firmly connected with the female coupling part 121, after which the articulated arm 110 is withdrawn again, and the degrees of movement of the manipulator 106 are released.
  • the ship 101 By winding the webbing 107 on the winch 109 the ship 101 is then drawn to the shore. Since at least two manipulators 106 are used simultaneously, the ship 101, with its longitudinal axis L parallel to the quay 115, can be pulled straight to the quay 115, thus resulting in a very favorable direction of pulling. In order to prevent the ship from unintentionally coming into contact with the quay 115, the ship 101 can be connected at the side facing away from the quay 115 with one or more tugboats 102, as shown in Fig. 2, which can stop the ship 101.
  • these tugboats 102 can be provided with manipulators which correspond to the manipulators 106 placed on the quay 115, but the tugboats can also be designed, e.g., as the tugboat 2 shown in Fig. 1.
  • a ship 101 can be rapidly and accurately moored in a very safe way, for which relatively simple, thin and light chains, webbings and cables can be used, since the direction of pulling is very favorable.
  • the pressing mechanism 119 serves to take up a large part of the forces exerted on the webbing 107, guide the webbing 107, and adjust a constant tension in the webbing 107.
  • the pressing mechanism comprises a number of running rollers 122 through which the webbing 107 is passed.
  • the position of the running rollers 122 is selected to have them exert an adjustable frictional force on the webbing.
  • This frictional force can be adjusted by means of the adjusting mechanism 126, because it brings the running rollers 122 closer to or even farther from each other.
  • the connecting element extends directly from the coiling reel in the direction of the ship to be towed or moored.
  • the complete pulling force exerted on the connecting element is then transferred directly to that coiling reel, which has the result that it must be of a very robust construction.
  • the force exerted on the reel spindle highly depends on the diameter of the reel and the quantity of connecting element wound on the reel. According as the connecting element wound on the reel gives a larger layer thickness, the moment exerted on the reel increases. Apart from a strongly increasing load on the winch, this has the additional drawback that complicated constructions are necessary to maintain a constant tension in the connecting element . Consequently, the coiling reels of the conventionally used winches are of broad and relatively thick construction and the connecting element is wound in layers, each layer consisting of several juxtaposed windings of connecting element.
  • the winch 109 according to the invention the greater part. of the tensile force in the webbing 107 is taken up by the running rollers 122.
  • the coiling reel 123 of the winch 109 only serves to wind up and deliver the webbing 107 and is composed of a thin spindle 124 provided with two parallel side flanges 125 disposed at a mutual distance corresponding to the width of the webbing 107 to be wound.
  • the small width of the coiling reel 123 has the advantage that the winch can be simply installed, and moreover, that the webbing, seen from the top side, always extends at the same angle from the coiling reel. Consequently, chafing of the webbing is readily prevented.
  • the pressing mechanism 119 is described above as a mechanism comprising a number of running rollers 122 and an adjusting mechanism 126. Within the scope of the invention, however, other variants are also possible for the adjustment of this tension, e.g. frictional blocks or, when using a chain as connecting element, braked chain sprockets. Moreover, the running rollers can be put in different positions and another number of running rollers can be used with the same effect .
  • the gripper can cover an area located within a segment of spherical segment which is determined by the angle of rotation of the table 111 (e.g. 360°), the length of the fully stretched articulated arm 110 (e.g. 20 m) , the maximum angle at which the lowermost arm portion 113 can be inclined to the foot part 117 (e.g. between 100° upwards and 60° downwards) and the angles at which the gripper arm 118 can be inclined to the uppermost arm portion 113e, and the gripper 114 to the gripper arm 118 (e.g. ⁇ 100° in the horizontal and ⁇ 100° in the vertical plane) .
  • the deck 4 of the ship 1, 101 is often considerably higher than the deck 12 of the tugboat 2, 102 or than the quay 115 or comparable mooring installation.
  • the known use of connecting elements results in a very disadvantageous direction of pulling, not only in the horizontal direction but in particular also in the vertical direction. Consequently, the connecting element is loaded more heavily than would be necessary in principle to tow the ship, but moreover, during pulling the relatively low weight of the tugboat as compared with the ship causes the tugboat to be partly drawn from the water, as a result of which the full towing capacity of the tugboat cannot be used optimally without taking additional measures.
  • the ship 101 is provided with a row of female coupling parts 121 at some distance below the deck.
  • these coupling parts 121 cannot be reached from the deck without auxiliaries, which substantially reduces the risk of accidents during fastening and unfastening the connecting elements 107.
  • the female coupling parts 121 are located low and preferably near the waterline of the ship 101, recessed in the skin 127, thus preventing them from being damaged.
  • the female coupling parts 121 are provided around the ship 101 so that connecting elements 107 can be coupled in appropriate positions.
  • the ship is advantageously provided with several rows of superimposed female coupling parts.
  • a simple arithmetic example teaches that when the tugboat is at a distance from the ship equal to the difference of level between the deck 12 of the tugboat 2 and the deck 4 of the ship 1 (e.g. both 12 m) the tension in a connecting element fastened to both decks, which connecting element therefore extends at an angle of approximately 45° located in the vertical plane, is at least 1.4 times as high as in a connecting element which extends in approximately horizontal direction, as shown in Fig. 3.
  • the assembly according to the invention enables easy fastening in case of the connecting element extending almost horizontally, in particular when using the coupling assembly according to the invention, as particularly shown in Figs. 5 - 8.
  • Fig. 5 shows, in front elevation, the female coupling part 121
  • Fig. 6 shows, in cross-sectional top plan view, the female and the male coupling part 121, 120 in coupled condition.
  • the male coupling part 120 consists of a spherical segment shaped part 128 firmly connected to one end of the connecting element 107, the convex outer surface 129 facing towards the connecting element 107.
  • the connecting element can in principle be any type of connecting element.
  • the female coupling part 121 comprises a slot 130, which slot is provided with a first slot portion 131 which is wider than the maximum width of the male part 120, and a second slot portion 132 which is narrower than that maximum width.
  • the first slot portion 131 blends with the top side of the second slot portion 132.
  • the female part 121 further comprises a recess 133 extending behind the slot and having such dimensions that the male part 120 can be freely received therein.
  • the male part 120 is composed of a hollow spherical part 134 which is provided with a central opening 135.
  • the connecting element 107 extends through the opening, over the end of which connecting element 107 a pin part 136 having a central bore is placed from the concave side of the spherical part 134.
  • the pin part has a frusto-conical portion 137 which can be tightly received in the central opening 135 and a flange 138 extending from the wide end of the frusto-conical portion, which flange 138 can abut against the concave inside of of the spherical part 134.
  • the pin part can be connected with the connecting element 107 in many ways, such as welding, pressing or glueing, or can be clamped in the central opening 135 by means of the pin part 136.
  • the spherical part 134 is preferably larger than a semisphere.
  • the female part 121 is composed of a box-shaped shell part 139, preferably mounted with the open side against the inside of a skin 127.
  • the shell part 139 is covered with a plate part 140 which is approximately in the same plane as the skin 127 or part thereof. Consequently, the female part does not project from the ship so as to minimize the risk of damage.
  • the slot 130 is formed into the plate part 140 .
  • the edges of the slot 130 are formed by an anti-chafing/buckling tube 141 welded against the inside of the plate part 140, the curved outer surface 142 of which forms a blending abutting face for the connecting element 107.
  • a leader collar 143 slopes inwards from the anti-chafing/buckling tube 141, which leader collar 143, at the end remote from the anti-chafing/buckling tube
  • the recess 133 which is enclosed between the abutting tube 144 and the back wall 145 of the box-shaped shell part 139, has such dimensions that the male part 120 can move and rotate therein clear of the walls and the abutting edge at least in the longitudinal direction of the slot.
  • the coupling assembly according to the invention can be used as follows.
  • the male part 120 is brought into the recess 133 via the first (upper) slot portion 131, the connecting element 107 extending beyond the slot 130.
  • the male part 120 is moved downwards, in such a manner that it is located behind the second slot portion 132 and the connecting element 107 extends through the second slot portion 132.
  • the convex surface 129 of the spherical part 134 then abuts against the side of the abutting tube 144 facing away from the exterior of the ship 1.
  • the connecting element 107 When a force is exerted on the portion of the connecting element 107 extending beyond the ship in the forward, backward or downward directions seen in the direction of the ship, the connecting element is deflected along the curved surface 142 of the anti-chafing/buckling tube 141, thus preventing damage to the connecting element 107 at least substantially.
  • the convex surface 129 of the spherical part 134 then enables slight rotation of the male part 120 within the female part 121, thus preventing buckling of the connecting element 107 at least near the spherical part 134, since the portion of the connecting element located close to the spherical part 134 will always extend parallel to the axis H of the central opening 135 of the spherical part 134, optionally parallel to the leader collar 143.
  • the male part 120 When breaking the connection between the male part 120 and the female part 121, and thus between the ship 101 and the connecting element 107, the male part 120 is moved upwards parallel to the longitudinal direction of the slot 130, until the male part 120 can be drawn from the recess 133 via the first slot portion 131.
  • connection can be broken without haste, then the male part 120 can be easily gripped, e.g. with the gripper 14, 114 of a manipulator 6, 106, or optionally using the hands, and can then be lifted in the recess 133. If, however, the connection must be broken without delay or the female part 121 is in a position which cannot be easily reached, then it is particularly advantageous if the female part 121 is designed as an "active" coupling point, e.g. as shown in Fig. 7.
  • An "active" coupling point means that the male part 120 can be released from the female part 121 mechanically, without it being necessary to grip the male part 120 or the connecting element 107 from outside the recess 133.
  • the female part 121 as shown in Fig. 7, comprises a hydraulic push-out piston 146 partly extending into the recess.
  • the top side 147 of the push-out piston 146 In a first, withdrawn position the top side 147 of the push-out piston 146 is located below the second slot portion 132, so that the spherical part 134, abutting against the top side 147, can be received behind the second slot portion 132.
  • the push-out piston 146 is energized, so that the top side 147 with the spherical part 134 lying thereon is pushed up along the slot 130, until the spherical part 134 lies behind the first slot portion 131 and can be drawn therethrough from the recess 133.
  • the push-out piston is remote-controlled, preferably both from the tugboat 102 or the quay 115 and from the ship 101, thus enabling both the user of the tugboat 102 or quay 115 and the user of the ship 101 to break the coupling in case of emergency or at any other moment.
  • an "active" coupling point enables a connection between sailing ships to be easily and safely broken.
  • the male part 120 is gripped by means of the gripper 14, 114 of a manipulator 6, 106 and brought to near a skin 127, preferably above a female part 121. Then the gripper is moved along the skin towards the female part. As soon as the male part passes the anti-chafing/buckling tube 141, the spherical part 134 will be guided by the leader collar 143 into the recess behind the slot 130, after which the spherical part 134 will be received behind the second slot portion 132 by moving the gripper further down and the connection is made. The male part can then be released, after which the gripper can be withdrawn.
  • This method of making the connection has the advantage that the connection can be easily made in nearly all conditions, in particular because the movements of the gripper relative to the ship are then minimized.
  • Unexpected movements of the ship relative to the mooring installation 115 or the tugboat 2, 102, and in particular relative to the manipulator 6, 106 involve the risk of the manipulator 6, 106, and in particular the gripper 14, 114, coming into sharp and undesirable contact with the ship, which may cause damage to both the ship and the manipulator.
  • this manipulator is therefore provided with overpressure protections ensuring that when certain optionally adjustable forces exerted on the manipulator are exceeded, the possibilities of movement of the manipulator are at least partly released.
  • the manipulator cannot exert forces on the ship (or on other objects or persons) greater than these adjusted forces, so that damage is prevented. Since no pulling or other forces are exerted with the manipulator on the fastening element, these overpressure protections do not restrict the towing capacity of the tugboat or the mooring installation.
  • Fig. 8 shows an alternative embodiment of the female coupling part 221, in particular suitable for being mounted on a deck of a ship.
  • the slot 230 is open at the top side and substantially has a width smaller than the maximum width of the male part 120.
  • This alternative embodiment of the female part 221 also comprises, in a comparable manner, an anti-chafing/buckling tube 241, a leader collar 243, and an abutting tube 244, which are all connected at the bottom side with a baseplate 250 connected with the deck 204 of a ship.
  • an abutting edge 251 is mounted at the top side of the baseplate 250, which abutting edge 251 extends over a substantial portion of the width of the baseplate 250.
  • the female part 221 is fully open.
  • the male part 120 can be easily brought above the female part 221 and then moved downwards so that the spherical part 134 is located behind the abutting tube 244 and the connecting element 107 extends through the slot 230.
  • the spherical part 134 can then abut against the abutting edge 251 with its back, thus preventing the spherical part 134 from moving in the direction away from the abutting tube 244.
  • the male part 120 can be easily moved away upwards behind the slot.
  • a female part can be easily designed as an
  • a push-out cylinder can be used, as shown in in Fig. 7, but besides, the female part may also be tiltably positioned.
  • the slot 230 is then tiltably connected with the deck 204 towards the connecting element, so that the slot 230 can be tilted in a substantially horizontal plane, parallel to the deck 204 projecting therefrom, or farther.
  • the male part 120 can then be withdrawn along the abutting tube 244 in approximately horizontal direction.
  • the manipulator 6, 106 is provided with positioning means 150 (Fig. 3A) which can cooperate with manipulator directing means 151, which are arranged near a female part 121.
  • the positioning means 150 e.g. a signal source and receiver
  • the manipulator directing means 151 e.g. a signal reflector
  • the gripper can be positioned relative to the female part 121 independently of the movements of the tug relative to the tow, the movements for coupling preferably being carried out via a control program.
  • the winch for instance, may be designed to receive two or three windings per layer, so that a greater length of webbing can be wound on a coiling reel that is relatively small in cross- section, while largely retaining the above advantages, though.
  • the male part may be connected with the connecting element in a different way, and the female part may have a different shape.
  • a tugboat may be provided with another manipulator or the ship may be equipped therewith, and a mooring installation may be provided with female coupling parts.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Manipulator (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

Procédé de manipulation d'un élément de raccordement dans la navigation, selon lequel au moins une extrémité libre d'au moins un élément de raccordement est déplacée entre un objet appelé remorqueur, tel qu'un bateau remorqueur ou une installation d'amarrage, et un objet à remorquer, appelé remorque, tel qu'un navire de haute mer ou une installation offshore, et est attachée à la remorque ou en est détaché. Ledit élément de raccordement du remorqueur est saisi par un manipulateur et manipulé de telle manière qu'au moins le mouvement de l'extrémité libre entre le remorqueur et la remorque soit commandée par ledit manipulateur.
PCT/NL1995/000002 1993-12-31 1995-01-02 Procede de manipulation d'un element de raccordement pour la navigation WO1995018038A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP95904041A EP0767750B1 (fr) 1993-12-31 1995-01-02 Procede de manipulation d'un element de raccordement pour la navigation
AU12845/95A AU1284595A (en) 1993-12-31 1995-01-02 A method of manipulating a connecting element in shipping
DE69518422T DE69518422D1 (de) 1993-12-31 1995-01-02 Verfahren zum manipulieren eines verbindungselementes in der schifffahrt
NO962777A NO962777L (no) 1993-12-31 1996-07-01 Fremgangsmåte for håndtering av et forbindelseselement ved shipping

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL9302289 1993-12-31
NL9302289A NL9302289A (nl) 1993-12-31 1993-12-31 Werkwijze voor het in de scheepvaart manipuleren van een verbindingselement.

Publications (1)

Publication Number Publication Date
WO1995018038A1 true WO1995018038A1 (fr) 1995-07-06

Family

ID=19863335

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL1995/000002 WO1995018038A1 (fr) 1993-12-31 1995-01-02 Procede de manipulation d'un element de raccordement pour la navigation

Country Status (6)

Country Link
EP (1) EP0767750B1 (fr)
AU (1) AU1284595A (fr)
DE (1) DE69518422D1 (fr)
NL (1) NL9302289A (fr)
NO (1) NO962777L (fr)
WO (1) WO1995018038A1 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2369607A (en) * 2000-12-01 2002-06-05 Billy Jay Smart Vessel control system for automatic docking
WO2006123934A2 (fr) * 2005-05-20 2006-11-23 Rolls-Royce Marine As Grue pour la manipulation de chaines, cables, etc. et organes correspondants
WO2013141773A1 (fr) 2012-03-20 2013-09-26 Seaflex Invest Ab Dispositif de fixation pour un élément élastique dans une unité souple comprise dans un système d'ancrage
EP2450271A3 (fr) * 2010-11-04 2013-12-04 Korea Advanced Institute of Science and Technology Système d'amarrage pour un navire
NL2010288C2 (en) * 2013-02-12 2014-08-13 Bos & Kalis Baggermaatsch Mooring device.
WO2014210332A1 (fr) * 2013-06-27 2014-12-31 Nachem Ira Systèmes d'amarrage d'engin nautique et leurs procédés de fonctionnement
WO2018021917A1 (fr) * 2016-07-25 2018-02-01 Stormlinker As Appareil destiné à relier un objet dérivant à un navire de remorquage et procédé d'utilisation dudit appareil
NO342581B1 (en) * 2017-02-01 2018-06-18 Rolls Royce Marine As Automated transportable mooring unit and a system comprising multiple automated transportable mooring units
NL2022439B1 (en) * 2019-01-24 2020-08-18 Thr Marine B V Mooring line positioning head for placing a mooring line around a bollard and method therefor
WO2020187887A1 (fr) * 2019-03-18 2020-09-24 Macgregor Norway As Structure d'amarrage pour l'amarrage automatique d'un vaisseau à un quai et procédé d'amarrage
WO2020187900A1 (fr) * 2019-03-18 2020-09-24 Macgregor Norway As Vaisseau ayant un système d'amarrage pour amarrage automatique à une borne et procédé d'amarrage
CN114096460A (zh) * 2019-07-15 2022-02-25 斯维特泽尔公司 一种用于操作系泊缆绳的方法和装置
GB2621592A (en) * 2022-08-16 2024-02-21 Submarine Tech Limited System for attaching a vessel and method for doing the same

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GB1395886A (en) * 1971-09-01 1975-05-29 Hydroconic Ltd Docking of ships
EP0046547A2 (fr) * 1980-08-22 1982-03-03 Howaldtswerke-Deutsche Werft Ag Procédé et dispositif pour amarrer un navire à une construction
DE3049235A1 (de) * 1980-12-27 1982-07-29 Hammer, Gero, 2330 Eckernförde Vortrieb zum uebergeben von trossenenden
JPS58136585A (ja) * 1982-02-10 1983-08-13 Hitachi Zosen Corp 係船方法
US4729332A (en) * 1983-12-21 1988-03-08 Nippon Kokan Kabushiki Kaisha Mooring apparatus
US4932700A (en) * 1989-01-18 1990-06-12 Hart Ronald D Mooring line shackle
WO1991014615A1 (fr) * 1990-03-26 1991-10-03 Norent Ab Systeme d'amarrage

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Publication number Priority date Publication date Assignee Title
GB1395886A (en) * 1971-09-01 1975-05-29 Hydroconic Ltd Docking of ships
EP0046547A2 (fr) * 1980-08-22 1982-03-03 Howaldtswerke-Deutsche Werft Ag Procédé et dispositif pour amarrer un navire à une construction
DE3049235A1 (de) * 1980-12-27 1982-07-29 Hammer, Gero, 2330 Eckernförde Vortrieb zum uebergeben von trossenenden
JPS58136585A (ja) * 1982-02-10 1983-08-13 Hitachi Zosen Corp 係船方法
US4729332A (en) * 1983-12-21 1988-03-08 Nippon Kokan Kabushiki Kaisha Mooring apparatus
US4932700A (en) * 1989-01-18 1990-06-12 Hart Ronald D Mooring line shackle
WO1991014615A1 (fr) * 1990-03-26 1991-10-03 Norent Ab Systeme d'amarrage

Non-Patent Citations (1)

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PATENT ABSTRACTS OF JAPAN vol. 7, no. 254 (M - 255)<1399> 11 November 1983 (1983-11-11) *

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2369607A (en) * 2000-12-01 2002-06-05 Billy Jay Smart Vessel control system for automatic docking
GB2369607B (en) * 2000-12-01 2003-11-12 Billy-Jay Smart Vessel navigation and docking system and method
US7021231B2 (en) 2000-12-01 2006-04-04 Billy-Jay Smart Vessel navigation and docking system and method
GB2441468B (en) * 2005-05-20 2009-04-29 Rolls Royce Marine As Tool for handling wires
WO2006123934A3 (fr) * 2005-05-20 2007-01-25 Rolls Royce Marine As Grue pour la manipulation de chaines, cables, etc. et organes correspondants
GB2441468A (en) * 2005-05-20 2008-03-05 Rolls Royce Marine As Crane for handling of chains, wires, etc. and tools for same
WO2006123934A2 (fr) * 2005-05-20 2006-11-23 Rolls-Royce Marine As Grue pour la manipulation de chaines, cables, etc. et organes correspondants
EP2450271A3 (fr) * 2010-11-04 2013-12-04 Korea Advanced Institute of Science and Technology Système d'amarrage pour un navire
WO2013141773A1 (fr) 2012-03-20 2013-09-26 Seaflex Invest Ab Dispositif de fixation pour un élément élastique dans une unité souple comprise dans un système d'ancrage
NL2010288C2 (en) * 2013-02-12 2014-08-13 Bos & Kalis Baggermaatsch Mooring device.
US10053193B2 (en) * 2013-06-27 2018-08-21 Ira Nachem Watercraft docking systems and methods of their operation
WO2014210332A1 (fr) * 2013-06-27 2014-12-31 Nachem Ira Systèmes d'amarrage d'engin nautique et leurs procédés de fonctionnement
US20160107727A1 (en) * 2013-06-27 2016-04-21 Ira Nachem Watercraft docking systems and methods of their operation
WO2018021917A1 (fr) * 2016-07-25 2018-02-01 Stormlinker As Appareil destiné à relier un objet dérivant à un navire de remorquage et procédé d'utilisation dudit appareil
NO20170158A1 (en) * 2017-02-01 2018-06-18 Rolls Royce Marine As Automated transportable mooring unit and a system comprising multiple automated transportable mooring units
WO2018143816A1 (fr) 2017-02-01 2018-08-09 Rolls-Royce Marine As Unité d'amarrage transportable automatisée et système comprenant de multiples unités d'amarrage transportables automatisées
NO342581B1 (en) * 2017-02-01 2018-06-18 Rolls Royce Marine As Automated transportable mooring unit and a system comprising multiple automated transportable mooring units
NL2022439B1 (en) * 2019-01-24 2020-08-18 Thr Marine B V Mooring line positioning head for placing a mooring line around a bollard and method therefor
WO2020187887A1 (fr) * 2019-03-18 2020-09-24 Macgregor Norway As Structure d'amarrage pour l'amarrage automatique d'un vaisseau à un quai et procédé d'amarrage
WO2020187900A1 (fr) * 2019-03-18 2020-09-24 Macgregor Norway As Vaisseau ayant un système d'amarrage pour amarrage automatique à une borne et procédé d'amarrage
CN114096460A (zh) * 2019-07-15 2022-02-25 斯维特泽尔公司 一种用于操作系泊缆绳的方法和装置
JP2022541224A (ja) * 2019-07-15 2022-09-22 スバイツァー アー／エス 係留索の取り放し方法及び装置
GB2621592A (en) * 2022-08-16 2024-02-21 Submarine Tech Limited System for attaching a vessel and method for doing the same
WO2024038257A1 (fr) 2022-08-16 2024-02-22 Submarine Technology Limited Système de fixation d'un navire et son procédé pour le faire

Also Published As

Publication number Publication date
EP0767750B1 (fr) 2000-08-16
NO962777D0 (no) 1996-07-01
NO962777L (no) 1996-08-28
NL9302289A (nl) 1995-07-17
EP0767750A1 (fr) 1997-04-16
AU1284595A (en) 1995-07-17
DE69518422D1 (de) 2000-09-21

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