WO2015143487A1

WO2015143487A1 - A mooring mechanism

Info

Publication number: WO2015143487A1
Application number: PCT/AU2015/000176
Authority: WO
Inventors: John Mackay Hadcroft
Original assignee: Trelleborg Marine Systems Melbourne Pty Ltd
Priority date: 2014-03-25
Filing date: 2015-03-25
Publication date: 2015-10-01
Also published as: CA2943512A1; AU2015234695A1; US20180178885A1; WO2015143489A1; SG11201607361VA; EP3122620A1; WO2015143490A1; EP3122620A4; WO2015143488A1

Abstract

In summary, described herein is a mooring mechanism for mooring a sea vessel to a structure. The mooring mechanism comprises a support capable of being mounted to a sea vessel, a first clamping component connected to the support through an adjustment mechanism, and a second clamping component connected to the support. Operation of the adjustment mechanism moves the first clamping component relative to the second clamping component to allow a structure to be clamped therebetween to moor a sea vessel to the structure

Description

A MOORING MECHANISM

Field of the Invention

5 The invention relates to a mooring mechanism and a system for controlling a mooring mechanism.

Background of the Invention i o Docked ships are regularly moored to mooring posts to restrain the ship from moving relative to the dock. Mooring lines, such as ropes, are thrown over and attached to mooring posts permanently fixed to the dock. The process of mooring with ropes is labour intensive, time consuming, cumbersome and at time dangerous. Dock mounted automated mooring mechanisms have been used to automate mooring,

15 however these systems can be expensive, complex and do not always operate as intended.

It is therefore desirable to provide an alternative mooring mechanism and/or system that is reliable and efficient to use.

20

Summary of the Invention

The invention provides a mooring mechanism for mooring a sea vessel to a structure, the mooring mechanism comprising: a support capable of being mounted to 25 a sea vessel, a first clamping component connected to the support through an

adjustment mechanism, a second clamping component connected to the support, wherein operation of the adjustment mechanism moves the first clamping component relative to the second clamping component to allow a structure to be clamped therebetween to moor a sea vessel to the structure.

30

By having a ship mounted mooring mechanism it is possible to reduce the overall number of mooring mechanisms, as each port of call only requires a structure for the mooring mechanism to attach to at the berth.

35 In some embodiments the adjustment mechanism comprises a first extendable arm. The adjustment mechanism may further comprise a second extendable arm connected to the first extendable arm, the first extendable arm being connected to the support and the second extendable arm being connected to the first clamping component. In a preferred embodiment the first extendable arm and the second extendable arm form an articulated linkage.

In some embodiments the first extendable arm is retracted and the second 5 extendable arm is extended in order to clamp a structure between the first clamping component and the second clamping component. The first extendable arm may be a pneumatic piston that operates at low pressure. The second extendable arm may be a pneumatic piston that operates at high pressure. i o The first clamping mechanism may be pivotally connected to the second

extendable arm. The first clamping mechanism may be pivotally connected to the support. A sensor may be used to detect whether the first clamping component has hooked onto the structure.

15 In some embodiments the support comprises an extension drive. By having an extension drive it is possible to mount the mooring mechanism so that it can be stored within the hull of the sea vessel when not in use, and extended when required to moor a sea vessel to a structure.

20 In some embodiments the second clamping component is connected to the support through a second adjustment mechanism, wherein operation of the second adjustment mechanism moves the second clamping component relative to the first clamping component.

25 The invention also provides a system comprising the mooring mechanism as described above and an automated control system, wherein the automated control system controls the position of the first clamping component by operating the adjustment mechanism.

30 The automated control system may control the position of the first clamping component of the second mooring mechanism by operating the adjustment mechanism of the second mooring mechanism.

The invention also provides a system comprising a mooring mechanism and an 35 automated control system, wherein the automated control system controls the position of the first clamping component and the second clamping component by operating the adjustment mechanism and the second adjustment mechanism, respectively. The invention also provides a method of mooring a sea vessel to a first structure via a mooring mechanism, the method including: positioning the sea vessel in a mooring position; moving a first clamping component of the mooring mechanism relative to a second clamping component of the mooring mechanism to clamp the first structure therebetween and moor the sea vessel to the first structure.

The method may include moving the second clamping component relative to the first clamping component to clamp the first structure therebetween and moor the sea vessel to the first structure.

The method may include moving the first clamping component into a semi- closed position before the sea vessel is positioned in the mooring position. The step of positioning the sea vessel in a mooring position may include hooking the semi-closed first clamping component onto the first structure.

The method may include mooring the sea vessel to a second structure via a second mooring mechanism after the sea vessel has been moored to the first structure. Brief Description of the Drawings

An embodiment, incorporating all aspects of the invention, will now be described by way of example only with reference to the accompanying drawings in which;

Figure 1 is an isometric view of a mooring mechanism in an open position;

Figure 1A is a perspective view of the mooring mechanism in Figure 1 with one clamping component in a semi-closed position and one clamping component in the open position;

Figure 1 B is a perspective view of the mooring mechanism in Figure 1 with one clamping component in the closed position and one clamping component moving from the open position to the semi-closed position;

Figure 2 is an isometric view of the mooring mechanism in Figure 1 in a closed position;

Figure 3 is an isometric view of a ship with the mooring mechanism in Figure 1 ; Figure 4 is an isometric view of the ship in Figure 3 manoeuvring towards a mooring post; Figure 5 is an isometric view of the ship in Figure 4 moored to the mooring post;

Figure 5A is a side view of a mooring mechanism and mooring post;

Figure 6 is a plan view of the mooring mechanism in Figure 1 attached to an extension drive;

Figure 7 is a perspective view of the mooring mechanism in Figure 1 attached to a different extension drive; Figure 7A is a perspective view of the mooring mechanism in Figure 7 and a mooring post;

Figure 8 is an isometric view of a damper unit, cut away to illustrate the internal componentry therein and alternative compressible elements;

Figure 9 is an isometric view of the three dampener units, configured to damp motion of a vessel in four directions (two degrees of freedom);

Figure 10 is a transparent perspective view of an alternative drive mechanism, illustrating the stack-up of the internal components therein;

Figure 1 1 is a perspective view of the mooring mechanism installed on a ship and viewed from internally of the ship; and Figure 12 is an isometric view of another mooring mechanism installed on a ship.

Detailed Description of an Embodiment of the Invention Figures 1 to 6 show a mooring mechanism 10 for mooring a sea vessel, such as a ship 12, to a structure, such as a mooring post 14. The mooring mechanism 10 comprises a support 20 capable of being mounted to the ship 12. The mooring mechanism 10 also comprises a first clamping component 30 connected to the support 20 through an adjustment mechanism 40 and a second clamping component 50 connected to the support 20. Operation of the adjustment mechanism 40 moves the first clamping component 30 relative to the second clamping component 50 to allow the mooring post 14 to be clamped therebetween to moor the ship 12 to the mooring post 14.

5 The adjustment mechanism 40 has a first extendable arm, shown as first

pneumatic piston 41 a and first pneumatic cylinder 41 b, and a second extendable arm, shown as second pneumatic piston 42a and second pneumatic cylinder 42b. The first pneumatic cylinder 41 b is pivotally attached to the support 20 to allow the first extendible arm to pivot relative to the support 20. The second pneumatic cylinder 42b i o is rigidly fixed in a housing 43. The housing 43 is pivotally attached to the first

pneumatic piston 41 a to allow the housing 43, and the second pneumatic cylinder 42b, to pivot relative to the first pneumatic piston 41 a. In this way the first extendable arm and the second extendable arm form an articulated linkage. The second pneumatic piston 42a is pivotally attached to the first clamping component 30.

15

The first and second clamping components 30, 50 have an arcuate semicircular structure that act as hooks to allow the clamping components 30, 50 to effectively clamp against a cylindrical mooring structure. The clamping components 30, 50, which may resemble claws, are pivotally attached to a horizontal section 21 of the 20 support 20 at a proximal end 32, 52 of the clamping components 30, 50. The clamping components 30, 50 are pivotally attached to the second pneumatic piston 42a at approximately a midpoint 34, 54 of the clamping components 30, 50. The clamping components 30, 50 have rubber inserts 36, 56 that act as fenders.

25 The second clamping component 50 has a second adjustment mechanism 60.

The functionality of the second adjustment mechanism 60 is the same as the adjustment mechanism 40 described above. The second adjustment mechanism 60 has a first extendable arm, shown as first pneumatic piston 61 a and first pneumatic cylinder 61 b, a second extendable arm, shown as second pneumatic piston 62a and

30 second pneumatic cylinder 62b, and a housing 63. As shown in Figure 5A the

adjustment mechanism 40 and the second adjustment mechanism 60 are vertically offset from each other to allow for a more compact design.

Figure 1 shows the mooring mechanism 10 in an open position. When in the 35 open position the first pneumatic piston 41 a is extended and the second pneumatic piston 42a is retracted. In order to close the first clamping component 30 of the mooring mechanism 10 the first pneumatic piston 41 a is retracted, which pulls the housing 43, and the second pneumatic cylinder 42b, towards the first pneumatic cylinder 41 b. The housing 43 has rollers or wheels (not shown) that allow the housing to roll against a flat surface 22 of the support 20. As the first pneumatic piston 41 a is retracted the housing 43 and second pneumatic cylinder 42b rotate into a position that 5 is perpendicular to the flat surface 22 of the support 20. This brings the first clamping component 30 into a semi-closed position (see Figure 1A). The first pneumatic piston 41 a operates at low pressure to allow fast movement of the first clamping component 30 from the open position to the semi-closed position. i o The adjustment mechanism 40 can move the first clamping component 30 from the semi-closed position to the closed position (see Figure 2) by extending the second pneumatic piston 42a. The second pneumatic piston 42a operates at high pressure to provide a clamping force large enough to secure the mooring mechanism 10 to the mooring post 14. Figure 1 B shows the mooring mechanism 10 with the first clamping

15 component 30 in the closed position and the second clamping component 50 between the open position and the semi-closed position. As the housing 43 and the second pneumatic piston 42a are perpendicular to the flat surface 22 of the support 20, the articulated link is bolstered in the semi closed position as the second extendable arm is wedged against the upright section 22 of the support 20.

20

As a result, any force exerted on the second pneumatic piston 42a is transferred to the housing 43 which is in contact with the flat surface 22 of the support 20. This prevents force being transferred from the second pneumatic piston 42a to the first pneumatic piston 41 a, protecting the first pneumatic piston 41 a. This in turn 25 prevents the first clamping component 30 from being forced open beyond the semi- closed position by force imparted on the clamping component 30. That is, no matter how much force is applied to the clamping component 30 the first pneumatic piston 41 a will not move as the force is transferred through the housing 43 to the flat surface 22 of the support 20.

30

While only the movement of the first clamping component 30 has been described it will be understood that the second clamping component 50 works in the same way. That is, to close the second clamping component 50 the first pneumatic piston 61 a is retracted, which pulls the housing 63, and the second pneumatic cylinder 35 62b, towards the first pneumatic cylinder 61 b. As the first pneumatic piston 61 a is retracted the housing 43, which has rollers or wheels (not shown), and the second pneumatic cylinder 62b rotate into a position that is perpendicular to the upright section 22 of the support 20. The second pneumatic piston 62a is extended to move the second clamping component into the closed position.

5 The procedure for moving the first and second clamping components 30, 50 from the closed position to the open position is the reverse of the procedure for moving the clamping components 30, 50 from the open position to the closed position. The clamping components 30, 50 are moved independently so that one component first hooks onto post and then the other, but the components 30, 50 can be moved i o simultaneously if desired.

Figures 3 to 6 show a ship 12 mooring to a mooring post 14 via the mooring mechanism 10. The mooring mechanism 10 is mounted to the ship on the underside of the deck, preferably between main beams of desk space at any suitable level (see

15 Figures 1 1 and 12). The mooring mechanism 10 is housed behind watertight doors 16, in order to protect the mooring mechanism from damage, such as corrosion from salt water. In order to save space the mooring mechanism is kept in the open position when stored behind the watertight doors 16. The watertight doors are closed when the ship 12 is out at sea. When the ship 12 is ready to moor to the mooring post 14 the

20 watertight doors 16 are opened and an extension drive 120 extends the mooring

mechanism 10 sufficiently so that the mooring mechanism 10 can attach to the mooring post 14 and clear the rubbing strake distance (the extension drive 120 is discussed in detail later). In the open position the first and second clamping

components 30, 50 are substantially 180 degrees apart.

25

Once the mooring mechanism 10 has been extended sufficiently to attach to the mooring post 14 the adjustment mechanism 40 is operated to retract the first pneumatic piston 41 a and bring the first clamping component 30 into a semi-closed position (as show in Figure 4). The first clamping component 30 moves from the open 30 position to the semi-closed position at high speed due to the low pressure first piston 41 a. The mooring mechanism 10 may be part of a broader mooring system that includes an automated control system which controls the position of the first clamping component 30 by operating the adjustment mechanism 40.

35 Once the first clamping component 30 is in the semi-closed position the ship 12 manoeuvers astern to its moored position. Sensors (not shown) in front and behind the first clamping component 30 determine when the clamping component 30 has contacted the mooring post 14 and whether the first clamping component 30 is in the correct position, such that it has hooked onto the mooring post. The data from the sensors is sent to the automated control system. If the first clamping component 30 is in the wrong position, or if the first clamping component 30 will be subjected to forces greater than a predetermined threshold, determined by the design limitations of the clamping components, the automated control system retracts the first clamping component 30 into the open position by extending the first pneumatic piston 41 a to avoid the clamping mechanism 30 being damaged. This allows the mooring procedure to begin again, and avoids the clamping mechanism 30 accidentally impacting the mooring post 14 as the ship manoeuvers into position. Another example of when the automated control system would retract the first clamping component 30 into the open position is when the ship moves too fast to moor safely. An emergency manual override is provided to override the automated control system and open the mooring mechanism if activated.

If the first clamping component 30 is in the correct position when the first clamping component 30 contacts the mooring post 14 the automated control system will operate the second adjustment mechanism 60 to retract the first pneumatic piston 61 a and bring the second clamping component 50 into a semi-closed position. Once the first clamping component 30 and the second clamping component 50 are in the semi-closed position the first and second clamping components 30, 50 are moved simultaneously, by the automated control system, into the closed position by operating the adjustment mechanisms 40, 60 to extend the second pneumatic pistons 42a, 62a and clamp the mooring post 14 therebetween, thereby mooring the ship 12 to the mooring post 14. When in the closed position the first and second clamping

components 30, 50 have each rotated substantially 90 degrees from the open position. If the mooring mechanism 10 is part of a system then the automated control system will control the position of the second clamping component 50 by operating the adjustment mechanism 60.

The system, in addition to comprising a mooring mechanism 10 and an automated control system, may also have a second mooring mechanism 10'. Once the mooring mechanism 10 is clamped to the mooring post 14 the ship 12 can use its steerage and propulsion to move inwards to the berth so that the second mooring mechanism 10' can clamp to a second mooring post 14'. The rubber inserts 36, 56 in the clamping components 30, 50, which act as fenders, provide enough give that the mooring mechanism 10 can rotate relative to the mooring post 14. That is, the clamping components 30, 50 do not provide a rigid connection to the mooring post 14, and the mooring mechanism 10 and the mooring post 14 can slip relative to each other.

5

In addition, the mooring post 14 has a consistent cross section in the range of heights at which it is likely to be clamped against. This allows the mooring mechanism 10 to slip up and down the mooring post when the mooring mechanism is clamped to the mooring post 14 in order to account for tidal range and draught displacement while i o moored. This configuration avoids the need for height adjustable berth attachments, which are considerably more complicated and expensive.

The second mooring mechanism 10' is identical to the mooring mechanism 10, and like numbers follow by ""' indicate components that function in the same way.

15 Once the ship 12 has moved into position so that the second mooring mechanism 10' can be attached to the second mooring post 14' the adjustment mechanism 40' and the second adjustment mechanism 60' are operated, one at a time as described above in relation to the mooring mechanism 10, to move the first and second clamping mechanisms 30', 50' into the closed position to clamp the second mooring post 14'

20 therebetween, thereby mooring the ship 12 to the second mooring post 14'.

Alternatively, the adjustment mechanism 40' and the second adjustment mechanism 60' can be operated simultaneously to reduce the time taken to moor the ship 12. Once both of the mooring mechanisms 10, 10' have clamped onto the mooring posts 14, 14' the extension drives 120, 120' are operated to retract the mooring mechanisms 10, 10'

25 to a distance ideally positioned for placement of the vessel against fenders on the

berth.

The extension drive 120 will now be described in detail. While the primary purpose of the extension drive 120 is to extend and retract the mooring mechanism 10,

30 where a ship 12 is moored to a mooring post 14 there will be relative movement

between the ship 12 and the mooring post 14, due to the tidal forces exerted on the ship 12. If the movement is not catered for the ship 12 or mooring post 14 can be damaged, or the connection lost. The extension drive therefore allows relative movement between the mooring post 14 and the ship 12, while retaining the mooring

35 of the ship 12. This is achieved by a damping mechanism 171. The extension drive 120 comprises a first portion, inner portion 108, which is extendable and retractable in relation to a second outer portion 107. The outer portion 107 has a closed end 107a for supporting an electrically driven motor 1 1 1 or similar drive mechanism. The outer portion 107 further provides an open end 107b for receiving the inner portion 108. The inner portion 108 has both ends closed. A first closed end 108b is configured for mounting the mooring mechanism 10 and can come into contact with water. This closed end will reduce the opportunity for water to enter the extension drive 120. The second end 108a of the inner portion 108 is housed within the outer portion 107, and is also closed, to provide a reaction surface for the resilient components of the damping mechanism 171 to work against.

The damping mechanism 171 is provided for varying the damping, or tension, of the extension drive 120. This allows the extension drive 120 to be adjusted for different ocean conditions when moored. If the extension drive 120 is not stiff enough, the vessel will be subject to excessive movement and may break free of the mooring post 14. Alternatively, if the extension drive 120 is too stiff, the ship 12 or the mooring post may be damaged.

The damping mechanism 171 , illustrated in 108, is configured to damp forces (or dissipate energy) between the inner portion 108 and the outer portion 107. By mounting the damping mechanism 171 within the extension drive 120 there are fewer external projections on the extension drive 120. This reduces the exposure of the damping mechanism 171 to sea water, salt and hostile weather conditions, all of which impair the longevity of mechanical or hydraulic componentry.

A first embodiment of the extension drive 120 is shown Figure 8, which illustrates an electrically driven and mechanical operating system of the damping mechanism 171 , specifically designed for the extension, retraction and damping of a ship 12 moored to a mooring post 14. The extension drive 120 is rectangular in configuration and the inner portion 108 and outer portion 107 of the extension drive

120 are dissimilar in size to allow the inner portion 108 to telescopically slide in and out of the open end 107b of the outer portion 107. Inner and outer portions 107, 108 provide a sealed housing in which to install operable components of the damping mechanism 171 providing a shield from the environment. The interface between inner portion 108 and outer portion 107 can be further enhanced by providing a seal between the two components (not illustrated). The mooring mechanism 10 is mounted to a first end of the extension drive 120. At a second opposing end of the extension drive 120 there is mounted a geared motor 1 1 1 , operably connected to a worm drive 1 10. The worm drive 1 10 extends 5 through the extension drive 120 and is driven by the motor 1 1 1 to extend the inner portion 108 of the extension drive 120 relative to the outer portion 107. The worm drive 1 10 is connected to a moving pedestal or tensioner 109, the tensioner 109 being configured to move backwards or forwards relative to outer portion 107, depending on the rotation of the worn drive 1 10, but also is capable of shifting or sliding within inner o portion 108 in order to control and adjust the pre-tension within the dampener

depending on whether the extension drive 120 requires a stiffer or softer damping effect as a consequence of the sea state conditions.

The tensioner 109 is located within the extension drive 120. Held between the5 tensioner 109 and the front face 108b of inner portion 108 is a single resilient member, illustrated in Figure 8 as a spring 1 13. On the opposing side of the tensioner 109, compressed between a rear face 108a of the inner portion 108 and the tensioner 109 is a series of resilient members, illustrated in Figure 5 as three springs 1 13a, arranged in parallel. Springs 1 13a are held under compression between the back face 108a of 0 the inner portion 108 and the tensioner 109.

Spring 1 13 is attached to the tensioner 109 only, and as such can push the front face 108b of the inner portion 108 outwardly away from the ship 12. The drive motor 1 1 1 turns the worm drive 1 10 and extends the tensioner 109 outwards, thereby 5 pushing the spring 1 13 against the front face 108b of the inner portion 108, which then extends away from the outer portion 107, until the mooring mechanism 10 at the first end of the extension drive 120 is extended in preparation for clamping to a mooring post 14. o Springs 1 13a are attached at their opposite ends to the rear face 108a and the tensioner 109. Accordingly, when the extension drive 120 is extended the springs 1 13a pull the inner portion away from the ship 12, and when the extension drive 120 is retracted the tensioner 109 bears against the springs 1 13a and pushes them against the rear end 108a of the inner portion 108 to retract the inner portion 108 back towards5 the ship 12.

Once the connection has been established between the mooring mechanism 10 and the mooring post 14 the drive motor 1 1 1 reverses and the tensioner 109 pushes against the rear series of flexible components 1 13a which load the rear face 108a of the inner portion 108, in turn retracting the inner portion 108, and thereby retracting the mooring mechanism 10 to bring the ship 12 closer to the mooring post 14 in a controlled manner until the ship 12 contacts the fenderline at the dock where the mooring post 14 is located. When the vessel is at the fenderline and cannot move any closer to the dock, further shifting of tensioner 109 a short distance toward rear wall 108a of inner portion 108, compresses springs 1 13a to thereby increase the stiffness of the extension drive 120.

With the ship 12 moored in position, the damping mechanism 171 maintains the extension drive 120 in equilibrium, by resisting the forces of the ship 12 pulling away from the mooring post 14. The ship 12 cannot move towards the dock as a fender system will be present to absorb any collision between the ship 12 and the dock. When wind or waves urge the vessel away from the mooring post 14, control of the ship 12 is maintained by the amount of tension in the resilient components 13a. If the ship 12 moves away from the mooring post 14 beyond the acceptable moored position the damping mechanism 171 bring the extension drive 120 back into equilibrium. Essentially, the springs 1 13 and 1 13a on either side of the tensioner 109 will always be drawn to equilibrium within the inner portion 108 of the extension drive 120. As such, driving the tensioner 109 toward the mooring mechanism 10 will urge the inner portion 108 forward, and driving the tensioner 109 away from the mooring mechanism will retract the inner portion 108 of the extension drive 120 until such point as the ship 12 contacts the fenderline. Any load imparted into the mooring post 14 by the ship 12 will be damped by the motion of the springs 1 13, 1 13a on either side of the tensioner 109 until the damping mechanism 171 returns to equilibrium within the inner portion 108. The series of three springs 1 13a in parallel are compressed between the tensioner 109 and an end face 108a of the inner portion 108. The stiffness of these springs 1 13a provides a variable damping force to damp the movement of the vessel away from the dock. By activating the motor 1 1 1 and adjusting tensioner 109 relative to the end face 108a of inner portion 108, the damping capability of the series of springs 1 13a is adjustable. This occurs especially when the vessel is against the fenderline so that inner portion 108 cannot move back into the outer portion 107 (because mooring mechanism 10 being attached to the mooring post 14) as the tensioner 109 is drawn by the worm drive 1 10 back toward end face 108a.

A sensor can be mounted to the springs 1 13, 1 13a to monitor the tension 5 therein. For example, a load cell or similar measurement device. The signal from the sensor can be remotely communicated to a controller for monitoring and assessment, or even to a computer that can be set to activate the motor and thus move the tensioner 109 in response to the tension in the springs 1 13, 1 13a. If the loads within the springs 1 13, 1 13a become excessive the tensioner 109 is activated to draw the i o ship 12 closer to the dock and thereby exercise more control over the motion of the ship 12.

The term "damping" as used herein refers to an influence upon a system that reduces, restricts or prevents oscillations by dissipating energy from within the system 15 before the energy can be transferred to other parts of the system or interconnected systems.

Once the mooring mechanism 10 is attached to the mooring post 14, at sea, the ship 12 will oscillate with the wave motions of the sea. These oscillations will supply a 20 force input to the extension drive 120 and thus the damping mechanism 171 therein.

The series of spring 1 13a will be subjected to the force input from the vessel and the stiffness of the springs 1 13a will absorb and dissipate the force input by compressing the springs 1 13a. In this manner the force input from the vessel is not directly transferred to the second structure.

25

The resilient members within the damping mechanism 171 need not be a springs 1 13, or a series of springs 1 13a. Alternative resilient members can be an air bellow 1 14, shaped rubber sections 1 15 or an air cylinder 1 16.

30 Figure 9 is a perspective view of the extension drive 120 described above, co- located with two additional extension drives 120' and 120". The extension drive 120 is shown with a vacuum drive 200 attached to it, however it will be understood that a mooring mechanism 10 could instead be attached to the extension drive 120. The extension drive 120', 120" are located on opposing sides of the original extension drive

35 120, to control motion in a positive and negative, perpendicular direction to that of the original extension drive 120. While the original extension drive 120 attached to the mooring mechanism 10 damps motion of the ship 12 away from the dock, the two extension drives 120', 120" damp motion along the face of the dock.

As the movement of the extension drive 120 is controlled by an electric motor 1 1 1 (running the worm drive 10) the extension drive 120 is very responsive. The 5 extension drive 120 can be activated and extended quickly into position. This control method is to be contrasted with hydraulic units, which are comparatively less responsive and not able to react with the same efficiency and speed as an electric motor. A hydraulic unit relies on fluid power and the time the fluid takes to react will vary depending on the size of the unit, the volume of the fluid to influence and the i o viscosity of the fluid. In contrast an electric motor 1 1 1 can instantaneously be

activated to activate the worm drive 1 10 and alter the position of the tensioner 109. If the tension in the damping mechanism 171 is being monitored a predetermined trigger condition can be set, at which time the motor 1 11 is reactivated, immediately activating the worm drive 1 10 and thereby adjusting the tensioner 109.

15

An alternative extension drive 120 is illustrated in Figure 10. In this alternative the extension drive 120 is of a cylindrical construction comprising an inner portion 108 and an outer portion 107. The damping mechanism 171 is configured to operate as described in relation to the embodiment discussed above. However, the springs 1 13,

20 1 13a have been substituted for tubes 170, each tube containing a plurality of rubber balls 1 15. As the worm drive 1 10 urges the tensioner 109 away from the outer portion 107, the rubber balls 1 15 push against a series of aligned cylindrical members 1 17 forcing the inner portion 108 of the extension drive 120 to extend. As the worm drive 1 10 moves the tensioner 109 towards the outer portion 107, the rubber balls 1 15 apply

25 pressure to the cylindrical members 1 18 attached to the rear face 18a of the inner portion 108, retracting the inner portion 108 back into the outer portion 107.

The worm drive 1 10 is operably connected to the tensioner 109, and driven by the motor 1 1 1. Accordingly, the motor 1 1 1 controls the position of the tensioner 109 30 within the extension drive 120 and the amount of damping provided by varying the compression on the rubber balls 1 15 within the tubes 170.

A load cell or alternative form of sensor can be located within the tubes 170 to measure the force (tension) within the rubber balls 1 15. This force can be relayed to a 35 controller for monitoring or a computer. By this method, the tensioner 109 can be adjusted to reduce the tension in the rubber balls 1 15 and thereby increase the damping of the extension drive 120 depending on weather conditions and how much the ship 12 is moving relative to the mooring post 14.

The extension drive 120 can be mounted to the ship 12 in any suitable way. For example, the extension drive 120 could be rigidly attached (See Figure 1 1 ).

Alternatively, the extension drive 120 may be mounted so that the horizontal location of the extension drive 120 can be adjusted, and to account for fore/aft movement of the ship 12. For example, the extension drive 120 may be spring loaded on rails (see Figures 7A and 12) or mounted between pneumatic pistons (see Figure 7). These methods of mounting will allow horizontal centralising positioning. Alternatively, the extension drive 120 may be pivotally mounted to the ship 12 (see Figure 6), and rely on extension drives similar to extension drive 120 to position the extension drive 120 and account for fore/aft movement of the ship 12.

Extension drives 120 are also discussed in co-pending PCT application no. , entitled "Automated Mooring Device" and filed by the Applicant on 25

March 2015, the disclosure of which is incorporated herein by reference in its entirety.

It is envisaged that various types of sea vessels could be moored with only two mooring mechanisms, one placed at the bow and one at the stern of the ship. In addition, sea vessels could have more than two mooring mechanism. While the second mooring mechanism 10' was described as operating the adjustment mechanism 40' and the second adjustment mechanism 60' simultaneously, the adjustment mechanism 40' and the second adjustment mechanism 60' could also be operated independently. Alternatively, a sea vessel could be moored with a single mooring mechanism. For example, a sea vessel mooring with a berth could involve a stern ramp with a locating pin that attaches to the stern of the sea vessel, and a mooring mechanism near the bow to moor the sea vessel to a mooring post on the berth.

It is envisaged that if the ship is especially large, for example a bulk carrier of a Transhipper, the ship 12 would instead be positioned stationary in the mooring position against fenders before either of the clamping mechanisms 30, 50 are moved from the open position. In this situation, once the ship 12 is in the mooring position the adjustment mechanism 40 and the second adjustment mechanism 60 are operated to move the first and second clamping mechanisms 30, 50 into the closed position to clamp the mooring post 14 therebetween, thereby mooring the ship 12 to the mooring post 14. Mooring a large ship in this way reduces the forces to which the clamping components are subjected. It is envisaged that a camera may be installed in close proximity to the mooring mechanism to observe the mooring operation from the bridge of the vessel. It is also envisaged that the captain of the sea vessel could operate the mooring mechanism 10 manually if desired, with the mooring mechanism 10 having sensors and an automatic 5 retract function if the clamping components are overloaded.

While the clamping components have been described as being pivotally attached to the support 20 to allow for rotational movement, the clamping components could instead be moved linearly. In addition, while the mooring post 14 has been i o described as having a circular cross section, which allows for easy clamping by

semicircular clamping components, the mooring post and clamping components may be any suitable shape that allows the clamping components to clamp to a

corresponding mooring post.

15 While the adjustment mechanism 40 and the second adjustment mechanism 60 have each been described as having two piston/cylinder combinations each, the mooring mechanism 10 will still function if the adjustment mechanism 40 or the second adjustment mechanism 60 only had a single piston/cylinder arrangement. In addition, the piston cylinder arrangement could be replaced with any other suitable mechanism

20 that allows extension and retraction to move the clamping component. For example, the adjustment mechanism could be a worm drive or a motor directly coupled to the clamping component to rotate the clamping component between the open and closed positions.

25 The mooring mechanism 10 is described as having a second clamping

component 50 with a second adjustment mechanism 60, however the mooring mechanism will still function if the second clamping component 50 is fixed relative to the support 20. For example, the second clamping component 50 could be fixed in the position shown in Figure 1 . Alternatively, the second clamping component 50 could be

30 fixed in the position shown in Figure 2.

While the mooring mechanism was described as being mounted on the underside of the deck, it will be understood that the mooring mechanism could instead be mounted to the main deck.

35

While the mooring mechanism 10 has been described above as attaching to a mooring post 14 at a berthing, it will be understood that the mooring mechanism 10 could be used to moor a ship to any suitable structure. For example, the mooring mechanism 10 could be used to moor a ship to another ship, either while docked or out at sea. In addition, the extension drive 120 may act as a fender between the vessels.

While the mooring mechanism has been described as being used to secure a ship in a stationary position, it is envisaged that a mooring system with two or more mooring mechanisms could be used for controlled vessel movement. For example, Transhippers and Bulk Carriers are required to move along a loading berth during loading/unloading operations. This could be achieved by driving the extension drives 120 sideways, either linearly or through rotation, to produce fore/aft movement of the ship up to the limit of the mooring mechanism. A second mooring mechanism, attached to another mooring post, would continue moving the ship in the same direction and the first mooring mechanism, which reached its limit, would disengage the first mooring post. In this way the ship would move along the length of the loading berth. This has the advantage of reducing fuel as the ships engines would not need to be run to keep the ship in position and move the vessel throughout the loading process.

In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word "comprise" or variations such as "comprises" or "comprising" is used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention.

Claims

CLAIMS:

1 . A mooring mechanism for mooring a sea vessel to a structure, the mooring mechanism comprising: a support capable of being mounted to a sea vessel, a first clamping component connected to the support through an adjustment mechanism, a second clamping component connected to the support, wherein operation of the adjustment mechanism moves the first clamping component relative to the second clamping component to allow a structure to be clamped therebetween to moor a sea vessel to the structure.

2. The mooring mechanism of claim 1 , wherein the adjustment mechanism comprises a first extendable arm.

3. The mooring mechanism of claim 2, wherein the adjustment mechanism comprises a second extendable arm connected to the first extendable arm, the first extendable arm being connected to the support and the second extendable arm being connected to the first clamping component.

4. The mooring mechanism of claim 3, wherein the first extendable arm and the second extendable arm form an articulated linkage.

5. The mooring mechanism of claim 3 or claim 4, wherein the first extendable arm is retracted and the second extendable arm is extended in order to clamp a structure between the first clamping component and the second clamping component.

6. The mooring mechanism of any one of claims 3 to 5, wherein the first extendable arm is a pneumatic piston that operates at low pressure.

7. The mooring mechanism of any one of claims 3 to 6, wherein the second extendable arm is a pneumatic piston that operates at high pressure.

8. The mooring mechanism of any one of claims 3 to 7, wherein the first clamping mechanism is pivotally connected to the second extendable arm.

9. The mooring mechanism of any one of the preceding claims, wherein the first clamping mechanism is pivotally connected to the support.

10. The mooring mechanism of any one of the preceding claims, further comprising a sensor to detect whether the first clamping component has hooked onto the structure.

1 1. The mooring mechanism of any one of the preceding claims, wherein the support comprises an extension drive.

12. The mooring mechanism of any one of the preceding claims, wherein the second clamping component is connected to the support through a second adjustment mechanism, wherein operation of the second adjustment mechanism moves the second clamping component relative to the first clamping component.

13. A system comprising the mooring mechanism of any one of the preceding claims and an automated control system, wherein the automated control system controls the position of the first clamping component by operating the adjustment mechanism.

14. The system of claim 13 further comprising a second mooring mechanism as defined in any one of claims 1 to 12, wherein the automated control system controls the position of the first clamping component of the second mooring mechanism by operating the adjustment mechanism of the second mooring mechanism.

15. A system comprising the mooring mechanism of claim 12 and an automated control system, wherein the automated control system controls the position of the first clamping component and the second clamping component by operating the adjustment mechanism and the second adjustment mechanism, respectively.

16. A method of mooring a sea vessel to a first structure via a mooring mechanism, the method including:

positioning the sea vessel in a mooring position;

moving a first clamping component of the mooring mechanism relative to a second clamping component of the mooring mechanism to clamp the first structure therebetween and moor the sea vessel to the first structure.

17. The method of claim 16, including moving the second clamping component relative to the first clamping component to clamp the first structure therebetween and moor the sea vessel to the first structure.

18. The method of claim 16 or claim 17, including moving the first clamping component into a semi-closed position before the sea vessel has reached the mooring position.

19. The method of claim 18, wherein the step of positioning the sea vessel in a mooring position includes hooking the semi-closed first clamping component onto the first structure.

20. The method of any one of claims 16 to 19, including mooring the sea vessel to a second structure via a second mooring mechanism after the sea vessel has been moored to the first structure.