• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method of loading cargo-carrying barges (B1) into an ocean-going ship having a self-lowering capability and having facility for flooding at least one cargo-carrying space with water up to a Loading Water Line corresponding with the ballasted water line of the ship. The carrying barges (B1) are closed against entry of water, and each barge (B1), after being floated into the cargo-carrying space such as (3), is upended in the water and conveyed into a storage location where it is retained, for example by retaining rails (42, 43).
    公开号:SU1409127A3
    申请号:SU823527373
    申请日:1982-12-03
    公开日:1988-07-07
    发明作者:Николас Галатис Телемакус
    申请人:Питер Стефен Мэйн (Фирма)；
    IPC主号:
    专利说明:

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    The invention relates to shipbuilding, in particular to a method for loading a vessel with floating cargo tanks and a device for carrying it out.
    The purpose of the invention is to increase the specific carrying capacity of the vessel.
    1 shows a transport vessel; figure 2 - part of the vessel, a top view in section; on fig.Z - section aa in figure 2; 4 is the same, with a number of barges at storage sites; FIG. 3 shows a part of the storage barges of barges with barges located in its places; 6 shows part of a device for tipping and transporting barges on board a vessel; 7 - the second embodiment of the vessel, side view in section; on fn. 8 - part of the third variant of the vessel; figure 9 is a barge, side view; Fig. 10 is the same, top view of Fig. 11 is a schematic representation of the tilting mechanism of barges.
    The vessel has six cargo holds 1-6 divided by transverse bulkheads 7-11. Each of these holds extends across the entire width of the interior of the ship between the ballast tanks of the left and right sides and throughout the entire vertical distance between the structures of the bottom and deck of the ship.
    Each cargo hold is formed between bulkheads 8 and 9, onboard ballast tanks 12 and 13, bottom structure 14 and deck structure 15. The hold has cargo hatches 16 and 17 of the left and right sides located near the front end of the seaworthy waterline. These hatches have waterproof doors 18 and 19, respectively, in the hull.
    The vessel is equipped with ballast pumps dp pumping water into ballast tanks and pumping it out from there and pumps dp pumping water into the holds and pumping it out. Pumping systems may be such as are commonly used in tankers.
    Before loading barges, water is pumped into the ballast tanks and into the hold (s) to be loaded (s) in order to increase the draft of the vessel to the corresponding load line between the upper and lower edges of the cargo hatches of the left and right sides and simultaneously flood the indicated holds to the appropriate level. Then may
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    the cargo hatches of the hold to be loaded are opened so that the sealed barges can be introduced into the hold afloat.
    In each hold there is a cargo device for overturning barges sailing into the hold and moving the overturned barges at storage sites during their transportation on board the vessel. If several holds are subject to loading by barges, the holds can be loaded simultaneously, with the result that the entire loading operation can be completed in a relatively short period of time.
    When all the barges to be transported are on board the vessel at their storage sites, the vessel will be debated to reduce the draft to the seaworthy waterline, and the doors of the hatches are closed, after which the vessel is ready for the voyage.
    After loading barges into the bilge, the water in the bilge can, if desired, be pumped out by means of cargo bilge pumps. When pumping this water or a sufficient part of it, the overturned barges in the hold are lowered at their storage sites until they are thrown onto the support cushions 20 (FIG. 3 and 4) located under them on the bottom structure 14 of the vessel.
    Cargo and supporting devices in all holds are the same.
    Consider the process of overturning, moving and storing barges in the hold 3.
    After entering the hold, each barge is located across the hold in the area between the cargo hatches - in the inlet zone (in Figs. 2 and 3, Barge B1 is shown in phantom lines in the specified transverse position). The barge has an end loading and unloading hatch ensuring the impermeable FOR fluid sealing hatch cover N (Fig.2 and 5). In the inlet zone, the barge is tilted to a vertical position and in this position is moved afloat to one of the eight parallel storage corridors passing in the longitudinal direction of the vessel (in FIG. 3 the BI barge is shown in full lines at the storage location in one of the storage corridors). 4, one transverse row of eight barges, including the barge BI, in the storage position).
    Rails 21 are fixed under the lower part of the tubular structure 15, forming a transverse rail 11, the path passing through the upper part of the hold's floating zone. Along this track, a frame 22 provided with wheels (6) can be moved with t-roBbw means (not shown) containing a cable wound on electrically driven winch drums placed in rooms close to the ends of the track. If necessary, the rails 21 and the wheels of the frame 22 can be made in the form of a rack and pinion gear transmission. Suspension rods 23 are attached to frame 22 supporting short parallel rails 24. These rails form a section of rail track for a crane truck 25, on which two coaxial pulleys 26 and 27 are electrically driven and driven by steel motors. 29 and 30, the free ends of which are attached to the front end of each barge during or after its introduction afloat in the inlet area of the bilge. Winding the pulleys on the coils raise the front end of the barge from the water level in the hold, while at a certain moment of the barge tipping over its stern end goes under water and, slowly turning, goes down until the barge is in a vertical position. After that, to allow the barge to float, the lift forces are removed. Since the buoyancy of the water continues to operate (although of lesser magnitude) during tipping, the crane truck 25 does not at any moment bear the entire weight of the loaded barge. The maximum load of the carriage is the force required to begin tipping the barge and to compensate for the temporary decrease in the buoyancy force of the water until the gravity of the barge is in the vertical position of the water in the water. After that, the cart only maintains the floating barge in an overturned position and, during its movement to its storage location, overcomes the frontal resistance that impedes the movement of the overturned barge in the water. Thus, the crane truck may have a relatively small carrying capacity.
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    It is advisable to provide ferric means 31 (figure 2) at the end of the inlet zone where the barges complete their turn into a vertical position. Such buffers may be located on the side of the hold or protrude into the inlet zone from the adjacent transverse assembly.
    After the tipping over of the laden barge is completed, the cart 25 is moved along the transverse rails 21 to transfer the crane cart and the floating, fixed barge until it is aligned with the specific storage corridor in which the barge is to be stored.
    Along the eight longitudinal storage corridors in the upper part of them, the corresponding longitudinal railways 32-39 (FIG. 3) for the trolley, formed by rails suspended to the deck structure 15 by means of hanging rods 40 (FIG. 6), are moved along the transverse the rails 21 to align the rails 24 of the crane carriage with the longitudinal rails forming the rail track of the selected longitudinal corridor (Fig. 6).
    In order to prevent the overturned barge from swinging when the frame 22 stops opposite the selected longitudinal corridor, stops 41 may be provided in the inlet zone opposite the longitudinal corridors selectively extended to the working position from the retracted position inside or near adjacent transverse bulkheads. Through such stops, the barge is tipped over, being moved to the inflow zone, and can be stopped exactly in the transport position along the chosen longitudinal corridor. Such stops can be activated by means of traditional hydraulic or mechanical devices, for example, such as those used for sequential operation of vertical supports for superposed load carriers in multi-cargo vessels.
    Instead of attaching two lift-iuix cables 29 and 30 to barges, the cable can be connected via a spreader to four connecting points on the barge at the four corners of its bow or stern tip. This method of attachment helps to stabilize the overturned barge and reduces its tendency to swing when overturning and subsequent movements to storage sites.
    With the rail route of each corridor, the longitudinal traction facilities (not shown) containing traction cables driven by electric-driven winches placed at the ends of the hold are connected to the top. After combining the crane truck 25 with the rail of the chosen cargo corridor, the cart is attached to the appropriate means and promoted along the track to move the suspension barge along this corridor to its storage location.
    Each storage corridor is formed by upper and lower pairs of parallel guide rails 42 and 43. The upper rails 42 are located above the load waterline, and the stepped guide rails 43 are below this waterline closer to the bottom of the hold. Between adjacent corridors for the storage of barges, only one upper and only one lower rail rail structures and common to two corridors can be provided. The upper guide constructions, and also the lower ones, if desired, can be equipped with guard rails 44 and used as a longitudinal bridge through which personnel can reach individual storage sites for barges in the adjacent corridor (s). Along each corridor there are upper and lower groups of interbarg struts 45 and 46, respectively, mounted on axes 47 on guide rails. Struts in various places along the corridor can be independently moved from the working position to the non-working position in order to allow the free passage of the barge past such struts. After the first overturned barge has been moved along the cargo corridor to the storage location, where one side of the barge is adjacent to the stops at the far end of the corridor or is located close to them, the first struts of the upper 45 and lower 46 groups are moved to the working position in which they protrude corridor . After that, the cables 29 and 30 can be disconnected from this barge, since the end stops and struts.
    just moved into position, hold the barge in an upright position. The next barge to be stored is moved along this corridor up to the struts moved by the latter, after which, to hold the barge, they move the struts along the corridor along the corridor, etc.
    The upper struts 45 represent the swivel elements, which can be manually rotated between the non-working and working positions (Fig. 5, dotted and solid lines, respectively). Lower struts located below the water level in the bilge must be remotely operated. This can be done by mechanical connection between each upper and corresponding lower struts. In accordance with another option, all the struts can be supplied with a remote, for example electric, control.
    When unloading the vessel, the vessel is ballast to re-draft before the load water. If, after receiving barges, water is completely partially pumped out of the discharged hold, then water is pumped into this hold up to the AOSPH & grueova waterline. Then open the doors of the hatches of the hold. Through the mobile crane truck, the flushed floating barges are pulled out one by one of the cargo corridors and diverted to the inflow area of the hold, where the tension of the cables is relaxed, allowing the barge to take the normal horizontal position of the vessel before taking it out of the hold afloat through one of the hatches .
    If it is necessary to transport barges that do not contain cargo, they are loaded with water before approaching the transport vessel. Thus, they can be easily loaded and unloaded in the same way.
    Alternatively, or in addition to the overhead lifting device, an underwater traction device driven by an electric or hydraulic motor may be provided in the inlet area of each hold, designed to perform a tipping operation or to assist it by pulling down the end of the barge. Energy needed to tilt the barge
    by applying downward forces, less than is required to pull one of the ends of the barges out of the water. In addition, this alternative method requires significantly less free space above the waterline.
    FIG. 7 shows a vessel that can carry two Rusa barge overturned in a vertical position. The vessel basically has the same design, however it Bbmie and each bilge room between transverse bulkheads is divided by an intermediate deck into two one above the other compartments, for each of which cargo hatches are provided, and the vessel can be ballast until a draft is provided. afloat in both compartments. The bilge room (Fig. 7) is divided by an intermediate deck 48 into an upper 49 and a lower 50 compartment. Department
    49 has cargo hatches 51 and 52, it is loaded when the ship is loaded to the waterline with the mark VL1. Department
    50 has cargo hatches 53 and 54, it is loaded when the draft corresponds to the waterline with a VL2 mark. Each of compartments 49 and 50 has devices for tipping and moving barges.
    and storage corridors similar to those found in the holds of the vessel shown in Figures 1-6. The two barges 55 and 56 are shown in the storage position in the upper and lower compartments, respectively.
    The third vessel variant (Fig. 8) is an open vessel with a waterproof aft gate, which is capable of self-lowering, allowing the open cargo space to be flooded through the stern when the gate is open, resulting in barges that can swim directly to the vessel. The vessel (4mg.8) is equipped for tipping barges into a vertical position in the water in the vessel and storing them in the tilting {1st position. Cargo equipment includes crane goats 57, which block the cargo area and can be retrofitted by electric motors (not shown) along crane lines 58 and 59, located along the sides of the hull. On the trestles there is an installation crane that keeps the electrical
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    The motor 60, which drives the pulleys 61 and 62, for winding two cables 63 and 64, which are attached to the barges entering the vessel before the application of lifting forces to them, causing the barges to overturn in the vertical position. In the cargo area there are parallel storage corridors, similar to those in the holds of the vessel shown in Figures 1-6. The crane can be moved along the goats, i.e. across the vessel, to advance the overturned barge to align with any chosen cargo corridor, before the goats move along the vessel, advancing the barge along this corridor.
    When using the vessel shown in FIG. 8, the barges may be tipped over when sailing into the vessel or after.
    A general view of barges intended for use with a vessel may be, for example, as shown in FIGS. 9 and 10. The skin of the barge may, for example, consist of one or more layers 65 of fiber-reinforced synthetic resin material attached to a steel frame. 66
    Due to the fact that barges do not need to carry their cargo in a state of complete removal from water, they are subject to minimal strength requirements.
    The design of the barge shown has a flat stern end 67, which, when barge is tilted, can firmly rest on the underlying support, such as pillow 20 (FIGS. 3 and 4) in storage areas. Inside the barge there is a support structure 68, to which a gas-filled capsule 69 can be detachably attached. Such a capsule reduces the available volume to accommodate the cargo and it can be filled with water or other material that is as high as water or higher specific gravity. The capsule can expand (expand), for example, it can be inflatable or made up of retractable (telescopic) sections, so that using the same capsule, you can adjust the free volume of the cargo room to such an extent that the barge will float.
    the height of the freeboard, when the free volume of the cargo room is completely filled with a cargo of a given specific weight / The location of the capsule is such that a closed cavity does not noticeably prevent the barge from tipping over or keeping it in a tilted state.
    The barge may have internal bottom tanks 70 and 71, which may be filled with water to ensure the normal course of the barge, each of which has valve openings for gas inlet and outlet. To cause a barge to move from a horizontal to vertical position or vice versa, or to assist such movement, water from a tank can be forced out and replaced with C02 or another gas that APPROACHES by supplying pressurized gas to the tank through a gas inlet. One or several suitable tanks with compressed gas can be installed on the barge itself, or the source of gas under pressure can be located in some other place, for example, in the DOOR area of the cargo hold of a transport vessel.
    The method can also be carried out with the use of elongated floating cargo containers, which, although functioning as a QMC of a barge, do not have any traditional barge geometry. Fig. 11 shows a pair of floating cargo containers having the shape of an elongated rectangular parallelepiped, and also shows the method of tipping containers completely different from the method used in the described ships. The two containers 72 and 73 are butt-joined by means of a transverse hinge 74. Inside the uterus, for example, the vessel shown in Figures 1-6, or the open-type vessel (Fig. 8), there is a tilting device mounted on the carriage 75 and containing double joints levers 76 and 77 moving down from the cart. The cart travels along a track appropriately placed on the vessel. Each of the levers 76 to 77 contains parallel elements, carrying magnets 79 and 80, coupled with opposite sides of one of the containers. When actuating the tilting device, the levers 76 and 77 are moved apart.
    I am acting on floating containers with a downward force applied in the place where the containers are held by magnets. As a result, the hinged ends of the container go under water. The containers are upright shown in dotted lines. Containers can have loading and unloading openings located at the ends of the containers opposite to the hinge. Holding the tilted containers with levers, you can move the cart 75 along the track 78 and CciMbiM transfer the containers to the same line with the corridor to store the containers on the vessel. Along this corridor, tilted containers can be moved with the help of the same trolley, if you transfer it to a suitable rail track for this corridor. In accordance with another option, the maintenance of the containers can be transferred to a second trolley walking along a corridor track.
    For tilting only one container, a tipping device containing only one double lever, for example, 76, can be used.
    The vessel necessary for carrying out the invention can be obtained by modifying the existing one. For example, a tanker without side access to cargo holds can be redone by cutting the side cargo hatches in the hull of the ship and installing watertight doors, modifying the ballast and bilge-drying systems so as to give the ship the ability to self-admit and ensure that water can be removed from the holds after loading afloat, and equipping holds with necessary devices for tipping, moving and storing barges. If the holds of the original vessel are separated by a longitudinal bulkhead, then in this bulkhead opposite the side cargo hatches, you can cut holes to create an inlet zone that runs across the width of the internal space of the hull with access to cargo corridors on both sides of the longitudinal bulkhead. An existing open-type vessel, capable of self-lowering, enabling the introduction of barges into the vessel’s internal space afloat, can be redone simply by supplying the vessel with a suitable device for tipping and moving barges and storage spaces (barges).
    权利要求:
    Claims (2)
    [1]
    Invention Formula
    one . The method of loading a cargo transport vessel with floating cargo containers prior to their transportation, including flooding the cargo hold of a transport vessel, moving long closed cargo tanks to a cargo hold, and towing these containers to storage areas in the cargo hold during their transportation and securing at these places, characterized in that, in order to increase the specific carrying capacity of the vessel, the tanks are turned afloat from the horizontal to the vertical position without any release of the cargo from them or entering Water is stored in them, towed in this position to storage areas in the cargo hold and secured in a vertical position for transportation,
    [2]
    2. The method according to claim 1, which is different from the fact that the containers are inverted to a vertical position after their introduction in a horizontal position into the cargo hold.
    3, Cargo cargo ship containing at least one cargo hold, having a loading opening for entering heavy cargo tanks into the cargo hold afloat, towing device for moving them afloat to storage places, having tank attachment elements and ballasting means and flooding the cargo hold to a level that coincides with the ship's waterline in the ballast, characterized in that, in order to increase the specific carrying capacity of the vessel, the vessel is equipped with a device for flipping long cargo tanks, afloat in the cargo hold, from horizontal to vertical position, and the towing device is adapted to move containers to storage sites when they are located in a vertical position, while the fastening elements of tanks in storage places are located at levels ensuring the tanks are fixed in a vertical position .
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    类似技术:
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    同族专利:
    公开号 | 公开日
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2513004A|1945-09-14|1950-06-27|Edward H Cooley|Ship's hull construction|
    US3318276A|1965-10-22|1967-05-09|Lykes Bros Steamship Co|Ocean-going barge carrier|
    GB1130626A|1966-07-18|1968-10-16|Turnbull Marine Design|Improvements relating to cargo ships|
    FR1539932A|1967-08-10|1968-09-20|equipment for vertical guidance of containers loaded in a ship|
    US3863585A|1970-05-02|1975-02-04|Weser Dt197005022021653 Ag|Marine cargo vessel|
    US3738302A|1970-10-02|1973-06-12|E Flajole|Cargo container mounting|
    JPS5587688A|1978-12-25|1980-07-02|Mitsui Eng & Shipbuild Co Ltd|Structure and pull-down method of sub-barge|FI71702C|1985-05-08|1989-01-25|Waertsilae Meriteollisuus|Application to a floating dock type vessel|
    FR2762580B1|1997-04-29|1999-06-04|France Etat|HANDLING MEANS FOR CONTAINER SHIP|
    FR2862272B1|2003-11-17|2007-01-26|Doris Engineering|PROCESS FOR CONSTRUCTING TERMINAL FOR LIQUIFIED NATURAL GAS OR LIQUIFIED PETROLEUM GAS|
    US7654211B2|2005-12-07|2010-02-02|Textron Inc.|Marine vessel transfer system|
    US9630686B2|2013-03-15|2017-04-25|Hadal, Inc.|Systems and methods for pressure tolerant energy systems|
    US10960957B1|2020-04-10|2021-03-30|Tritec Marine Ltd|Gas supply marine vessel|
    US11161573B1|2020-04-10|2021-11-02|Tritec Marine Ltd.|Gas supply marine vessel and floating refueling facility|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB8110678|1981-04-06|
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