JPS5950553B2 - composite ship - Google Patents

Description

[Detailed description of the invention] The present invention relates to a composite device for maritime operations.

Tugboat and barge combinations are widely used as an efficient and economical means of transporting cargo from one point to another.

If two separate ships are used, one to generate power and one to carry cargo, the power ship only needs to work when the barge is moving toward its designated destination. For example, during cargo handling, a power vessel can be used to transport other barges to other destinations, since there is no need for the power vessel to continue idling while cargo is being unloaded.

This method of operation also wastes the power vessel's crew.

On a typical ocean-going cargo ship, once the ship reaches its destination and begins cargo handling, the crew has relatively little time off.

This, combined with the rise in ship construction and maintenance costs, is a cause of increased shipping costs.

To separate barges from motorized ships, ships consisting of several units connected together are used, but their use is limited to inland waterways such as rivers and lakes, or in bays. Ta.

In other words, conventional barge/powerboat combinations were not suitable for ocean-going vessels, which are subject to the effects of wind, waves, tides, etc.

In addition, conventional composite ships have difficulties in connecting and separating the power ship and the barge, so when it is necessary to immediately separate the power ship from the barge for safety purposes, it is not possible to do so.

Furthermore, when conventional composite ships combined a power ship and a barge, it was not possible to combine the two ships firmly enough to form a single ship.

It is therefore an object of the present invention to provide an improved composite vessel, in which the power vessel and the barge can be firmly coupled together, the devices for coupling the two vessels can be easily engaged and disengaged, and the vessel can be operated on the open seas. This makes it a suitable vessel.

To achieve this objective, according to the concept of the present invention, a composite ship suitable for ocean navigation is constituted by two ships, one of which is equipped with a docking device for receiving the other ship, where both ships are connected. At least three locking devices are provided to securely connect the two ships when they are coupled.

It should be noted that these locking devices are designed so that they can be engaged and disengaged almost simultaneously.

To explain the drawings, first, in the first embodiment shown in FIGS. 1 and 2, the reference numeral 10 generally indicates a barge of an appropriate shape, and the reference numeral 11 generally indicates a power boat of an appropriate shape. By connecting the two vessels together with three locking devices 27 and 28, the vessel is suitable for ocean-going vessels.

The power boat 11 includes a stern section 12, a bow section 13, and side sections 14 and 15, and the barge 10 has a spindle 21, a bow section 16, and a stern section 17, and the stern section 17 of the barge has a jetty open water surface. In order to provide a notch 18 comparable to
This is a docking device for 1.

Thus, when the power boat 11 and the barge 10 are coupled together as shown in FIG. It fits inside.

Note that the notch 18 is made in a shape that matches the joint portion with the power boat 11.

The one shown in FIGS. 3 and 4 is substantially the same as that previously described, but the shape of the notch or docking device is slightly different.

In other words, as shown in FIG.
3, and the bow 24 of the power boat 11 having a square protrusion is accommodated in this recess.

As shown in Figures 1 and 3, in general, the barge 1
The shape of the notch provided in the stern section of the 0 has a contour that roughly matches the shape of the power boat 11 to be housed here, but the specific shape of the notch may be changed, and the only requirement here is that, as described later, In both cases, three locking devices are used to connect a power boat and a barge together.

In the composite ship of the present invention, the locking devices that connect the power vessel 11 to the barge 10 can be engaged and disengaged almost simultaneously, so that the two vessels can be quickly coupled and separated.

I mentioned earlier that at least three locking devices are required, but in reality it is better to have four locking devices, and the standard arrangement is one between each side of the powerboat and the aft overhang of the barge. One locking device is provided, and two locking devices are provided between the bow of the powerboat and the barge at the deepest point of the barge's stern cut.

Figures 7 to 9 are indicated by reference numeral 28 in Figures 1 to 4.
1 is an enlarged view of the ship side locking device shown in FIG.
1, the part marked 28a in the figure is fixed to the barge 10, and the part 28b is fixed to the power boat 11.

The member 28a is constituted by a mounting plate 29 fixed to the inner wall 30 of the barge stern aft extension 19, and the same structure is present in the extensions 20, 25, 26.

From the plane of the mounting plate 29, the notch 18 is
A large number of wedge-shaped members 31 are provided which protrude toward the direction 2.

As can be seen from FIG. 8, the wedge-shaped members 31 in the barge are arranged vertically with a space between them, so that a groove 32 having substantially the same shape and size as the members 31 is formed therebetween. .

Note that the wedge-shaped member 31 has its tapered wedge end facing toward the stern of the barge 10, and its thickened wedge end facing toward the bow of the barge.

On the other hand, the member 28b in the locking device 28 is attached to the mounting plate 3.
A wedge-shaped member 34 is provided protruding from 3, and the mounting plate 33 is fixed to the power boat 11 so that the tapered wedge end faces the bow of the power boat 11 and the thickened wedge end faces the stern of the power boat 11. do.

Therefore, when the mounting plate 33 is installed, the ship side 15 of the power boat 11
A wedge-shaped member 34 projects from the side, and a similar transverse projection is formed from the other side 14 of the ship.

In the illustrated example, the mounting plates 29 and 33 appear as if they were made separately from the wedge-shaped members 31 and 34;
In reality, the wedge shape and the shape may be formed as one piece.

Furthermore, the wedge-shaped members 31 and 34 can be made as an integral part of each side of the power boat and barge.

When the power boat 11 and the barge 10 are coupled together as shown in FIG.
2, which of the many grooves the wedge-shaped member 34 engages with depends on the difference in the crossbars of a power boat and a barge.

As mentioned above, the groove 32 is made to complement the wedge-shaped member 34, so that when the power boat 11 enters the stern cut 18 or 22 of the barge 10, the two vessels are completely connected and the wedge-shaped member 34 The upper and lower sides contact and frictionally engage the lower side and the upper side of the other wedge-shaped member 31 adjacent thereto.

Due to the tapered shape of the locking device members 31 and 34, the engagement and disengagement between the locking members 28a and 28b is almost simultaneous, so that coupling and disassembly of the power boat and barge is accomplished very quickly.

FIG. 5 is an enlarged view of the bow locking device designated by the reference numeral 27 in FIGS. It is made with.

That is, the part corresponding to the top arm of the T-shaped member 35 is fixed to the barge at the deepest point of the stern notch 18 of the barge 10, and the part corresponding to the center leg of the T-shape faces toward the stern of the barge. , protrudes into the notch 18.

Wedge-shaped members 37 and 38 similar to the wedge-shaped member 31 described above are attached to this T-shaped member 35 on both sides of the T-shaped central leg.
By installing these series of wedge-shaped members, a wedge-shaped groove similar to the above-mentioned groove 32 is formed between each wedge-shaped member.

Note that, like the above-mentioned member 28a, wedge-shaped members 37 and 3
8 is arranged so that the tapered end of the wedge faces toward the stern and the wide end of the wedge faces toward the bow of the barge.

on the other hand.

A substantially rectangular recess 39 located at the bow 13 of the power boat 11
, and mounting plates 40 and 41 facing each other are provided on both sides of this recess.

These mounting plates, like the mounting plates 33 described above, have wedge-shaped members 42, 43 integral with each mounting plate, and members 34, 42, 4
The relative height positions of 3 are approximately the same, and member 31°3
7.38 are designed to have approximately the same relative height, so by entering the power vessel into the barge's stern cut, adjacent wedge-shaped members are wedged together, and the side of the power vessel is At the same time, sufficient frictional engagement can be obtained at the bow of the ship to connect both ships.

In addition, as mentioned above in connection with the locking device members 28a and 28b on the ship side, the wedge-shaped members 37 and 38.4 at the bow and stern portions
2, 43 may also be formed integrally with the respective mounting plate, or even as part of the bow and stern itself.

FIG. 6 is an enlarged view of the bow locking device 29 according to the example shown in FIGS.
Although it appeared as if it existed only on one side of the square bow between the bow 24 and the barge 10, which project from the bow 1, the same locking device is also provided on the opposite side.

That is, mounting plates 44 are attached to both sides of the square bow, and the aforementioned wedge-shaped members 34, 31, 37 are fixed to each mounting plate.
, 38, 42, and 43, the tapered wedge end is oriented toward the bow, and the thickened wedge end is oriented toward the stern.

On the other hand, each mounting plate 47 is fixed to the side wall 46 of the square recess 23 forming the stern notch 22 of the barge 10, and a series of wedge-shaped members 48 are provided protruding from the surface of each mounting plate. The shape of the wedge-shaped member is the same as the wedge-shaped member at the bow of a power boat, although in the opposite direction.

Therefore, the configuration of the series of wedge-shaped members 48 is the same as in FIG.

Therefore, in the specific example shown in FIGS. 3 and 4, when the power boat 11 is coupled with the barge 10, the locking device 28 provided on the same side of the power boat and the mounting plate 29 provided on both sides of the bow square are used.
Since the , , and the barges are engaged and disengaged at the same time, the coupling and separation of the power boat and the barge can be carried out quickly.

Since the locking device is a wedge-shaped member, i.e. a friction engagement member with a tapered profile, the member does not need to be very long.

The unique locking device of the present invention eliminates the need for long friction rings or splines that can prolong mating and uncoupling times.

It can be said that a locking device having a tapered wedge-shaped member can be frictionally engaged and disengaged in a short time, and that all the locking devices can be engaged and disengaged at the same time.

In the specific example described above, a large number of wedge-shaped members were provided at each lock of the barge, and a power boat was provided with only one wedge-shaped member at each lock, but each lock of a power boat also has a wedge-shaped member. A large number of members may be provided.

In reality, both ships have a number of protrusions of wedge-shaped members on their locking portions, which engage each other in grooves between the wedge-shaped members of the opposing ship.

FIG. 12 shows an example in which the locking device to be provided on the power boat side has been slightly modified.

This locking device, indicated generally by the numeral 49, is similar to the locking device 28a previously described with reference to FIG. There is a difference.

Wedge-shaped member 50 is identical in size and shape to member 34, but is not vertically aligned and is slightly horizontally staggered.

The orientation of these wedge shapes is similar to the wedge shape member 3 in FIG. 9 of the previous example.
Same as 4, that is, the tapered wedge end should face towards the bow of the power boat.

However, the lower wedge-shaped member 50 is in a position slightly set back toward the stern compared to the upper wedge-shaped member 34.

With this arrangement of the wedge-shaped members, even if the wedge-shaped members 34 are damaged due to unpredictable severe sea conditions,
Another wedge-shaped member 50 takes over and maintains a secure lock.

12, the member 50 appears to be positioned much further back than the member 34, but this is an exaggeration; in reality, it is only a few millimeters away.

Therefore, both the first wedge-shaped member 34 and the second wedge-shaped member 50 are in an engaged state, and the frictional engagement force of the second wedge-shaped member is slightly weaker than that of the first member.

In the specific example shown in FIGS. 1 and 3, the barge 10 has an aft extension 19.20 or 25.26 at the stern, but when voyaging on the open ocean or in rough weather, the joints of the composite ship are subjected to large stresses. It is fully expected that it will take some time.

In particular, this stress may concentrate on the stern rearward extension of the barge and cause it to break. Therefore, to solve this problem, it is advisable to provide an anti-convergence device as shown in FIGS. 10 and 11.

That is, the wedge-shaped member 31 to be provided on each of the stern rear overhangs of the barge is a mounting plate 52 that is wider than the above-mentioned mounting plate 29.
When attaching this mounting plate 52 to the stern rear overhang, for example 19, the rear edge of the plate 52 is further rearward than the overhang 19, that is, the rear wall 54 of the stern overhang.
Position it so that it protrudes further back than the surface.

Therefore, the trailing edge 55 of the mounting plate 52' becomes a vertical plate protruding from the stern of the barge 10.

On the other hand, the locking device of the power boat 11 is also modified as shown in FIG.

That is, the wedge-shaped member 56 on the power boat side is fixed to or integrally formed with the mounting plate 60, and the member 56 is further provided with a portion 57 extending toward the stern from the thicker end of the wedge. A vertical slot 59 is formed by extending the arm 58 from the section 57 towards the aft bulge 19 of the barge.

A slot 59 is in the arm 57 so that when the power boat 11 is coupled to the barge 10, the aft extension 55 of the barge mounting plate 52 is in the slot 5.
Make sure it fits within 9.

In this way, it is possible to prevent a widening effect from occurring between the stern overhangs of the barge.

In the illustrated example, the arm 58 is integrally constructed with the wedge-shaped member 57, but there is no need to integrate the two, and the arm 58 can be attached as a separate body to the appropriate position on the side of the power boat by an appropriate method. Good too.

Therefore, when the power boat 11 and the barge 10 are coupled, there is no concern that the width of the barge's stern notch will increase, a close engagement with the bow locking mechanism of the power boat is ensured, and the coupling between the two vessels is strong. Although they are effectively one ship, if it becomes necessary to separate the two ships, that purpose can be easily achieved.

The actual placement of the locking device between the barge and the power vessel will depend on weight, length and other dimensional factors, but in any case, the locking device will be able to
It must be strong enough to prevent both ships from separating arbitrarily, and must be strong enough to support the opposing ship and in an optimal position.

Hydraulic rams, winches, cables, turnbuckles, bolts, and other mechanisms may be used to connect and separate the vessels, as appropriate.

In addition, once the two ships are connected, pins, cables, winches, rotary wheels, hydraulic rams, etc. may be used as necessary to
It can also be used to prevent ships from moving away from each other.

In the above explanation, the structure of a composite ship was one power ship connected to one barge to form one ocean-going cargo ship. It also includes a number of non-powered boats connected in a line and a powered boat.

In order to connect such barge sides, it is sufficient to provide the above-mentioned protrusions and notches at the bow and stern of each barge, and to provide each barge with a locking device.

[Brief explanation of the drawing]

1 and 2 are a plan view and a side view of a composite ship according to a first embodiment of the present invention, FIGS. 3 and 4 are a plan view and a side view of a composite ship according to a second embodiment of the present invention, and FIG. FIG. 6 is an enlarged sectional view of the bow locking device in the first specific example, FIG. 6 is an enlarged sectional view of the bow locking device in the second specific example, FIG. 7 is an enlarged sectional view of the standard locking device on the ship side, and FIG. 8 is the barge. Figure 9 is an external view of the side locking device, and Figure 9 is an example of the locking device on the power boat side, Figure 1.
Figure 0 is a partial cross-sectional plan view showing a device that prevents the expansion of the stern rear overhang of a barge, Figure 11 is a perspective view of the device shown in Figure 10, and Figure 12 is a precedent for a locking device on a power boat. FIG. 10... barge, 11... power boat, 13.24...
Bow of a power boat, 14.15...Side of a power boat, 17.
... Stern of barge, 18, 22, 23... Stern notch (docking device) of barge, 19. 20. 25. 2
6... Stern rear overhang of barge, 27, 29... Bow locking device, 28... Ship side locking device (1 pair), 28
a... Locking device member on the barge side, 28b... Locking device member on the power boat side, 31.34... Wedge-shaped projection member in the ship-side locking device, 32... Wedge-shaped groove formed between the wedge-shaped members 31 , 35...T protruding from the stern of the barge
Shaped members, 37, 38... Wedge-shaped protruding members provided on both sides of the T-shaped member, 39... Quadrangular recess on bow of power boat, 42
．． 43... A pair of wedge-shaped members protruding from the bow recess 39 of the power boat, 45... A pair of wedge-shaped members protruding from the power bow of the bow locking device 29, 48... A stern notch of the barge in the locking device 29 A wedge-shaped protrusion member in.

Claims (1)

[Claims] 1. Consists of a first ship having a bow and a ship side, and a second ship having a stern notch at one end for receiving at least a part of the first ship, the second ship having a stern notch at one end for receiving at least a part of the first ship; has a pair of oppositely disposed overhangs and is open at the top and bottom, and at least a portion of the first vessel is in the notch between the overhangs. the receiver is receivable and includes at least three coupling devices for rigidly engaging the first vessel to the second vessel, each of which includes:
the first vessel and the second vessel are interengaged, and one of the coupling devices is arranged on one side of the first vessel on a bulge of the notch adjacent to that side; and wherein the second coupling device is interengageable with structure on the remaining overhang of the notch adjacent the other side of the first vessel. further comprising a structure capable of interengaging with a structure on the second vessel located on the bow of the first vessel, generally in the center of the notch. each coupling device comprises first and second interfitting members, the first mating member being a protruding member, and the second mating member being a protruding member; The receptacle for the projecting member constitutes a receptacle and prevents relative vertical movement of the first and second ships, and the coupling device prevents relative vertical movement of the first and second ships. 1. A composite vessel, characterized in that the vessels are engaged by longitudinal movements, thereby allowing the vessels to be rapidly engaged and disengaged without relative vertical displacement.