WO2010057252A1 - Coupling for pusher tug - Google Patents

Coupling for pusher tug Download PDF

Info

Publication number
WO2010057252A1
WO2010057252A1 PCT/AU2009/001503 AU2009001503W WO2010057252A1 WO 2010057252 A1 WO2010057252 A1 WO 2010057252A1 AU 2009001503 W AU2009001503 W AU 2009001503W WO 2010057252 A1 WO2010057252 A1 WO 2010057252A1
Authority
WO
WIPO (PCT)
Prior art keywords
barge
coupling
tug
rail
cars
Prior art date
Application number
PCT/AU2009/001503
Other languages
French (fr)
Inventor
Stuart Edward Ballantyne
Original Assignee
Asd Marine Services Pty. Limited
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
Priority claimed from AU2008906056A external-priority patent/AU2008906056A0/en
Application filed by Asd Marine Services Pty. Limited filed Critical Asd Marine Services Pty. Limited
Priority to AU2009317866A priority Critical patent/AU2009317866B2/en
Publication of WO2010057252A1 publication Critical patent/WO2010057252A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B63B35/70—Tugs for pushing

Definitions

  • This invention relates to a coupling for a pusher tug to a barge and particularly suited to a coupling for catamaran pusher tugs.
  • the object of the invention is to provide a coupling for a pusher tug to a barge in which the weight of the coupling is carried by the barge and the tug retains freedom of movement relative to the barge so as to operate in its most efficient matter and which, at the same time, enables rapid release of the tug from the barge should this be required.
  • the invention includes a coupling for pusher tugs whereby the connection permits the tug freedom to heave pitch and roll semi-independently from the motion of the barge whilst retaining full control of the barge as far as steering is concerned.
  • the coupling includes two rails attached to the barge, each rail having two cars which can move along the rail and connecting rods attached to the tug the ends of which are engagable with the cars of the adjacent rails thus permitting driving and turning force to be transmitted from the tug to the barge and permitting relative vertical movement therebetween.
  • one rod is connected to the upper car on one rail and the lower car of the other rail and the other rod is connected to the other two cars.
  • connection pin is permitted to move axially in the connection to thereby permit relative heel and roll movement between the tug and the barge.
  • Fig 1 shows the arrangement at the bow of the tug showing the rails attached to the barge and the cars on the tug and barge being in a more or less neutral situation
  • Fig 2 shows a side elevation similar to that of Fig 1 showing the relationship between one of the rails and its associated cars
  • Fig 3 shows the relationship between the tug and the barge in a more or less neutral position
  • Fig 4 shows an arrangement similar to that of Fig 3 with the tug riding very much higher than the barge;
  • Fig 5 shows the interconnection between the cars on the adjacent rails; Fig 6 gives an indication of the range of movement between the barge and the tug which can be accommodated by the arrangement of the invention; and Fig 7 shows the arrangement of the car at the bow of the tug.
  • the coupling between the tug and the barge has three components, a pair of rails 10 which are mounted on the stern of the barge, a car 20, which rides on each rail and connection rods 40 which include pins whereby the tug can be connected to the coupling to provide driving and steering control over the barge and which control roll between the tug and the barge.
  • a feature of the invention is that the rails 10 and the cars, which are the heavy components of the coupling, are on the barge 60 and if the barge is provided with counter weighting means do not add to the weight of the tug with any consequent degradation of the performance of the tug, although this is not essential.
  • a further feature which will be described further herein is that the tug has freedom to heave pitch and roll relative to the barge motion which ensure that the tug propellers maintain the best immersion for operating efficiency and also eliminate the high rolling forces due to high GM of the tug if it is forced to move with the barge. At the same time the tug and barge are locked in yaw motion which ensures an immediate steering response of the barge when the tug's direction of movement is changed.
  • the rails 10 are connected to the stern of the barge 60 and depending on the relative sizes of the tug 61 and the barge 60 so these are positioned to permit the cars 20 to be located along their length at the required extremes of movement as can be seen from Figs 3 and 4.
  • the rods 40 are connected between the 'opposite' car 20 on the adjacent rail 10, that is one rod 40 is connected from the upper car of the first rail to the lower car of the other rail. As the cars can move along the rails, this permits roll between the tug and the barge permitting the tug to retain stability along its horizontal axis.
  • the degree of available movement is illustrated in Fig 6 although the particular degree of movement shown could vary as required.
  • Each rail 10 comprises a web 11 which is attached to the barge and has a flange 12 extending outwardly from each side thereof.
  • the rail is of stainless steel or, at least the flange 12 has stainless steel bearing surfaces.
  • Each car 20 has a body member which, in part, includes a pair of spaced members 21 ,21' between which the car wheel 30 is located for rotation about an axle 31 transverse to the vertical axis of the barge.
  • the wheel is a solid bronze or stainless steel wheel in either one or more pieces having a peripheral circumferential groove which carries a solid rubber tyre 32 which is in the form of an O-ring part of which is received in the groove used to cushion shock loads.
  • the wheel preferably has a bronze bush bearing and the axle 40 comprises a stainless steel bearing pin which passes through the wheel and is located in the spaced members, the arrangement providing a self lubricating bearing.
  • the body is readily dissembled to enable replacement of the tyre and the bush, when required.
  • the body also has, rearwardly of the wheel, in the direction of forward movement, a socket 25 to receive the tug pin 42.
  • This includes a stainless steel socket which is located in bronze bearing blocks which, in turn are pivoted on yokes to permit movement of the pin relative to the rail.
  • the socket includes a plastic inner bearing for the tug pins and the pins can move axially relative to the socket with stop members 26,27 to limit the amount of available movement.
  • the tug pins are located above the tug 50 foredeck height 51 to minimise salt water immersion and the rails are thus located on the barge at a height whereby the car will be substantially centrally thereof in still water.
  • the tug pins 42 are located in the rod 40 and are moveable axially normally by an hydraulic ram. Means are provided whereby the tug can be disengaged from the barge which are operable from with the tug or the barge. Under normal operation the pins can be retracted, either manually or hydraulically to permit location in the socket 25 and there can also be provided, for emergency operation a spring/air loaded pull out mechanism with local and remote triggering to retract both pins simultaneously.
  • the tug When the tug is to be connected to the barge, there can be a trace connected to the car which can be caught with a boat hook and pulled through the tug's pin centre or a separate centering system, the tug is then nudged into position between the barge rails, the cars are pulled into vertical alignment with the tug pins which are then simultaneously engaged when the cars are aligned.
  • connection pins can be a degree of movement relative to the sockets and the sockets themselves have a degree of movement about the yoke pivots.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Guiding Agricultural Machines (AREA)

Abstract

A coupling for pusher tugs whereby the connection permits the tug freedom to heave pitch and roll semi-independently from the motion of the barge whilst retaining full control of the barge as far as steering is concerned. The coupling includes two rails attached to the barge, each rail having two cars which can move along the rail and connecting rods attached to the tug the ends of which are engagable with the cars of the adjacent rails thus permitting driving and turning force to be transmitted from the tug to the barge and permitting relative vertical movement therebetween. Preferably one rod is connected to the upper car on one rail and the lower car of the other rail and the other rod is connected to the other two cars so that there can be relative rotational movement between the tug and the barge.

Description

COUPLING FOR PUSHER TUG
Technical Area
This invention relates to a coupling for a pusher tug to a barge and particularly suited to a coupling for catamaran pusher tugs.
Background to the Invention
Whilst pusher tugs have been in use for many years, it has been difficult to provide couplings which enable to the tug to operate efficiently in that its attitude" remains optimum for operation, whilst retaining full control of the barge being pushed and at the same time ensuring the safety of the barge under normal operating conditions. It is also necessary that any connection be such that it can readily be broken in case of emergency and deteriorating weather.
Outline of the Invention
The object of the invention is to provide a coupling for a pusher tug to a barge in which the weight of the coupling is carried by the barge and the tug retains freedom of movement relative to the barge so as to operate in its most efficient matter and which, at the same time, enables rapid release of the tug from the barge should this be required.
The invention includes a coupling for pusher tugs whereby the connection permits the tug freedom to heave pitch and roll semi-independently from the motion of the barge whilst retaining full control of the barge as far as steering is concerned.
It is preferred that the coupling includes two rails attached to the barge, each rail having two cars which can move along the rail and connecting rods attached to the tug the ends of which are engagable with the cars of the adjacent rails thus permitting driving and turning force to be transmitted from the tug to the barge and permitting relative vertical movement therebetween.
It is also preferred that one rod is connected to the upper car on one rail and the lower car of the other rail and the other rod is connected to the other two cars.
It is preferred that the connection pin is permitted to move axially in the connection to thereby permit relative heel and roll movement between the tug and the barge.
It is also preferred that there can be rotational movement between the pin and the car to permit rotation between the tug and the barge.
In order that the invention may be more readily understood, a specific embodiment of the invention will be described in relation to the accompanying drawings, in which:
Fig 1 shows the arrangement at the bow of the tug showing the rails attached to the barge and the cars on the tug and barge being in a more or less neutral situation; Fig 2 shows a side elevation similar to that of Fig 1 showing the relationship between one of the rails and its associated cars; Fig 3 shows the relationship between the tug and the barge in a more or less neutral position; Fig 4; shows an arrangement similar to that of Fig 3 with the tug riding very much higher than the barge;
Fig 5 shows the interconnection between the cars on the adjacent rails; Fig 6 gives an indication of the range of movement between the barge and the tug which can be accommodated by the arrangement of the invention; and Fig 7 shows the arrangement of the car at the bow of the tug. Description of an Embodiment of the Invention
Referring to Figs 1 and 2 of the drawings, the coupling between the tug and the barge has three components, a pair of rails 10 which are mounted on the stern of the barge, a car 20, which rides on each rail and connection rods 40 which include pins whereby the tug can be connected to the coupling to provide driving and steering control over the barge and which control roll between the tug and the barge.
A feature of the invention is that the rails 10 and the cars, which are the heavy components of the coupling, are on the barge 60 and if the barge is provided with counter weighting means do not add to the weight of the tug with any consequent degradation of the performance of the tug, although this is not essential.
A further feature which will be described further herein is that the tug has freedom to heave pitch and roll relative to the barge motion which ensure that the tug propellers maintain the best immersion for operating efficiency and also eliminate the high rolling forces due to high GM of the tug if it is forced to move with the barge. At the same time the tug and barge are locked in yaw motion which ensures an immediate steering response of the barge when the tug's direction of movement is changed.
These controls will be described generally with relation to Figs 1 to 6 and a particular arrangement of the cars will be described in relation to Fig 7 but it is to be appreciated that there may be variations in the form of the car.
Referring to Figs 1 and 2 the rails 10 are connected to the stern of the barge 60 and depending on the relative sizes of the tug 61 and the barge 60 so these are positioned to permit the cars 20 to be located along their length at the required extremes of movement as can be seen from Figs 3 and 4. As can be seen from Fig 5, the rods 40 are connected between the 'opposite' car 20 on the adjacent rail 10, that is one rod 40 is connected from the upper car of the first rail to the lower car of the other rail. As the cars can move along the rails, this permits roll between the tug and the barge permitting the tug to retain stability along its horizontal axis. The degree of available movement is illustrated in Fig 6 although the particular degree of movement shown could vary as required.
Thus, the is a permissible degree of pitch and roll between the tug and the barge which enables to the tug to operate in its optimum condition, but there is no freedom of movement in yaw which means that the steering between the tug and the barge is direct and there can be no lack of control of the steering of the barge.
Each rail 10 comprises a web 11 which is attached to the barge and has a flange 12 extending outwardly from each side thereof. The rail is of stainless steel or, at least the flange 12 has stainless steel bearing surfaces.
Each car 20 has a body member which, in part, includes a pair of spaced members 21 ,21' between which the car wheel 30 is located for rotation about an axle 31 transverse to the vertical axis of the barge.
The wheel is a solid bronze or stainless steel wheel in either one or more pieces having a peripheral circumferential groove which carries a solid rubber tyre 32 which is in the form of an O-ring part of which is received in the groove used to cushion shock loads.
The wheel preferably has a bronze bush bearing and the axle 40 comprises a stainless steel bearing pin which passes through the wheel and is located in the spaced members, the arrangement providing a self lubricating bearing.
The body is readily dissembled to enable replacement of the tyre and the bush, when required. The body also has, rearwardly of the wheel, in the direction of forward movement, a socket 25 to receive the tug pin 42. This includes a stainless steel socket which is located in bronze bearing blocks which, in turn are pivoted on yokes to permit movement of the pin relative to the rail.
The socket includes a plastic inner bearing for the tug pins and the pins can move axially relative to the socket with stop members 26,27 to limit the amount of available movement.
The tug pins are located above the tug 50 foredeck height 51 to minimise salt water immersion and the rails are thus located on the barge at a height whereby the car will be substantially centrally thereof in still water.
The tug pins 42 are located in the rod 40 and are moveable axially normally by an hydraulic ram. Means are provided whereby the tug can be disengaged from the barge which are operable from with the tug or the barge. Under normal operation the pins can be retracted, either manually or hydraulically to permit location in the socket 25 and there can also be provided, for emergency operation a spring/air loaded pull out mechanism with local and remote triggering to retract both pins simultaneously.
When the tug is to be connected to the barge, there can be a trace connected to the car which can be caught with a boat hook and pulled through the tug's pin centre or a separate centering system, the tug is then nudged into position between the barge rails, the cars are pulled into vertical alignment with the tug pins which are then simultaneously engaged when the cars are aligned.
When the barge is being moved, it will be understood that the cars will be permitted to rise and fall on the rails thus permitting the tug to be In Its optimum position to transfer energy through its propellers. At the same time, there can be a degree of movement of the connection pins relative to the sockets and the sockets themselves have a degree of movement about the yoke pivots.
Thus, there can be a substantial degree of independent movement between the barge and the tug whilst, at the same time any change in direction of the tug is directly reflected in the direction of movement of the barge.
Whilst there has been described herein one particular arrangement of the invention, it will be understood that the various components could be made substantially differently without in any way departing from the spirit and scope of the invention.

Claims

We claim:
1. A coupling for pusher tugs whereby the connection permits the tug freedom to heave pitch and roll semi-independently from the motion of the barge whilst retaining full control of the barge as far as steering is concerned.
2. A coupling as claimed in claimi wherein there are two rails attached to the barge, each rail having two cars which can move along the rail and connecting rods attached to the tug the ends of which are engagable with the cars of the adjacent rails thus permitting driving and turning force to be transmitted from the tug to the barge and permitting relative vertical movement therebetween.
3. A coupling as claimed in claim 2 wherein one rod is connected to the upper car on one rail and the lower car of the other rail and the other rod is connected to the other two cars.
4. A coupling as claimed in claim 2 whereby rotational movement between the tug and the barge within the limit of movement of the cars relative to the rails.
5. A coupling as claimed in any preceding claim wherein the rods at each end thereof have pins which can be retracted to permit the rods to be positioned between their adjacent cars and to be engaged therewith.
6. A coupling as claimed in claim 5 wherein means are provided to permit rapid disengagement of the rods from the cars.
7. A coupling as claimed in any preceding claim wherein each rail has an outwardly web and a flange extending outwardly from each side thereof.
8. A coupling as claimed in claim 7 wherein each car has a body member having a pair of spaced members between which a car wheel is located for rotation about an axle transverse to the vertical axis of the barge.
9. A coupling as claimed in claim 8 wherein the body member is connected to the rail by extensions from the spaced members to maintain the car wheel in contact with the outer surface of the rail.
10. A coupling as claimed in either claim 8 or claim 9 wherein the car wheel has a peripheral groove in which a tyre which is in contact with the rail is located.
11. A coupling as claimed in any one of claims 7 to 10 wherein the body has, rearwardly of the car wheel a socket to receive the rod pin, the socket is pivotally located to permit angular rotation of the associated rod relative to the car body.
PCT/AU2009/001503 2008-11-21 2009-11-19 Coupling for pusher tug WO2010057252A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2009317866A AU2009317866B2 (en) 2008-11-21 2009-11-19 Coupling for pusher tug

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2008906056A AU2008906056A0 (en) 2008-11-21 Coupling for pusher tug
AU2008906056 2008-11-21

Publications (1)

Publication Number Publication Date
WO2010057252A1 true WO2010057252A1 (en) 2010-05-27

Family

ID=42197747

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2009/001503 WO2010057252A1 (en) 2008-11-21 2009-11-19 Coupling for pusher tug

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AU (1) AU2009317866B2 (en)
WO (1) WO2010057252A1 (en)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3257986A (en) * 1965-01-05 1966-06-28 Sea Link Inc Marine towing warpable thrust coupling
US3461829A (en) * 1967-06-09 1969-08-19 Ocean Research & Mfg Co Inc System and apparatus for connecting and steering pushed vessels
US3882813A (en) * 1970-01-17 1975-05-13 Weser Dt197001172001996 Ag Watercraft coupling system
CA969040A (en) * 1972-04-15 1975-06-10 Gustav Weissenborn Device for coupling adjacent ends of two marine vessels
GB1433065A (en) * 1973-02-07 1976-04-22 Weser Ag Pusher vessel for push-navigation
US4026234A (en) * 1974-10-19 1977-05-31 Centrum Badawczo-Projektowe Zeglugi Srodladowej Device for coupling a barge unit to a pusher-tug for sea transport
US4407214A (en) * 1980-04-08 1983-10-04 Masasuke Kawasaki Non-roll tug-and-barge linkage
JP2004042729A (en) * 2002-07-10 2004-02-12 Yasuda Kensetsu:Kk Coupling device for work pontoon and push ship

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3257986A (en) * 1965-01-05 1966-06-28 Sea Link Inc Marine towing warpable thrust coupling
US3461829A (en) * 1967-06-09 1969-08-19 Ocean Research & Mfg Co Inc System and apparatus for connecting and steering pushed vessels
US3882813A (en) * 1970-01-17 1975-05-13 Weser Dt197001172001996 Ag Watercraft coupling system
CA969040A (en) * 1972-04-15 1975-06-10 Gustav Weissenborn Device for coupling adjacent ends of two marine vessels
GB1433065A (en) * 1973-02-07 1976-04-22 Weser Ag Pusher vessel for push-navigation
US4026234A (en) * 1974-10-19 1977-05-31 Centrum Badawczo-Projektowe Zeglugi Srodladowej Device for coupling a barge unit to a pusher-tug for sea transport
US4407214A (en) * 1980-04-08 1983-10-04 Masasuke Kawasaki Non-roll tug-and-barge linkage
JP2004042729A (en) * 2002-07-10 2004-02-12 Yasuda Kensetsu:Kk Coupling device for work pontoon and push ship

Also Published As

Publication number Publication date
AU2009317866B2 (en) 2015-01-22
AU2009317866A1 (en) 2010-05-27

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