EP0104122A1 - Selbstangetriebene Schiffe zum optimalen Schieben und Steuern jeden Schubverbandes - Google Patents

Selbstangetriebene Schiffe zum optimalen Schieben und Steuern jeden Schubverbandes Download PDF

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Publication number
EP0104122A1
EP0104122A1 EP19830401834 EP83401834A EP0104122A1 EP 0104122 A1 EP0104122 A1 EP 0104122A1 EP 19830401834 EP19830401834 EP 19830401834 EP 83401834 A EP83401834 A EP 83401834A EP 0104122 A1 EP0104122 A1 EP 0104122A1
Authority
EP
European Patent Office
Prior art keywords
barges
pusher
train
equipment according
mobile assembly
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
EP19830401834
Other languages
English (en)
French (fr)
Inventor
Félix Maillard
Jean Simon
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
EXPLOITATION ET PRESTATIONS INTERNATIONALES
Original Assignee
EXPLOITATION ET PRESTATIONS INTERNATIONALES
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by EXPLOITATION ET PRESTATIONS INTERNATIONALES filed Critical EXPLOITATION ET PRESTATIONS INTERNATIONALES
Publication of EP0104122A1 publication Critical patent/EP0104122A1/de
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • 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

  • the present invention relates to motor boats, in particular a hitch for connecting a pusher to a convoy of barges.
  • the pusher comprises two buffers forming bearing surfaces against the rear tables of the barges, on which these surfaces come to bear. Mooring bittes placed at the ends of each barge make it possible to make rigid connections making the convoy undeformable.
  • the buffers each bear on a different barge, the overlapping position of the pusher making it possible to maintain the symmetry of the convoy.
  • the pilot must combine the reduction, or even the inversion, of the speed of one of the thrusters with the play of the various control surfaces, which has the effect of greatly disturbing the pro pulsating and cause significant eddies.
  • orientable nozzles it is shown that the drop in thrust due to the orientation of a nozzle is greater than that due to the orientation of a set of rudders; the yield is therefore further reduced.
  • the invention proposes, to remedy these drawbacks, an articulated coupling of the pusher to the convoy of barges, comprising a mobile assembly articulated around a vertical axis disposed at the front of the pusher, with, supported by this mobile assembly, a station steerable steering capable of being wedged on a determined direction, and means for hooking to the rear part of at least one barge by allowing damped oscillating connections; the coupling finally comprises means for driving in rotation, and for locking at a desired angular position, the assembly movable around the vertical axis so that the relative orientation, controlled by the pilot, of the pusher by compared to the train of barges, allows the pusher to hang the train of barges then to maneuver and steer it.
  • the pivoting of the pusher relative to the barges significantly reduces the turning radius, by a double effect: first, the lateral thrust obtained will be much greater than that of fixed nozzles associated with a set of rudders, or even that of adjustable nozzles, due to the elimination of eddies.
  • the system according to the invention makes it possible to maintain an excellent efficiency of the propellants, because the flow of the water streams remains optimal along the hull and the propeller arches.
  • the rudders are not used and become useless; they can also be removed, which improves the hydrodynamic characteristics of the pusher.
  • the incidence of the axis of the pusher relative to the axis of the barges allows the hull of the pusher to act like a rudder, regardless of the orientation of the propellers: the asymmetry created by the pivoting of the pusher around the hitch gives rise, hydrodynamically, an additional moment of gyration (all the higher as the speed of the convoy is important) which is added to the moment of gyration produced by the orientation of the thrusters and comes to reinforce its effects.
  • This rudder effect can also be amplified by giving the shell of the pusher an appropriate shape, or by providing it with one or more derivatives, possibly liftable.
  • the pusher acts simultaneously as a propulsion organ and as a steering organ.
  • the device according to the invention makes it possible to have a large component of the thrust, in a direction perpendicular to the axis of the train of barges; this component is itself the result of the moment of gyration created by the propellants and the moment of gyration due to the rudder effect, the latter being all the more accentuated as the speed of the convoy is important.
  • the low amplitude turns, which are the most frequent, are carried out practically without changing pace, the longitudinal thrust (which conditions this pace) not being significantly modified.
  • the mobile assembly comprises two grooved tubular uprights fixed by easels to a turret pivoting about the vertical axis, and each supporting the mobile hooking means in vertical sliding.
  • the mobile assembly comprises an arrow supporting the hooking means, at one of its ends, and articulated around a horizontal axis, on a turret pivoting around the vertical axis, at its other end.
  • the mobile assembly comprises a twin shaft implanted in the bow of the pusher, allowing the vertical sliding and the oscillations of a center nut of a beam-beam supporting the hooking means.
  • a final advantage lies in the possibility of using the invention without significant technical arrangement of the barges. It suffices to adapt the means attachment to barge standards, that is to say to the dimensions and location of the mooring bitts or the transom.
  • transverse beam provided with two telescopic ends capable of covering and holding by tightening the mooring bittes.
  • attachment means or other means adapted to such or such type of barges, can be combined either with one or the other of the above preferred embodiments.
  • the nature of the latter has no effect on the choice of attachment means.
  • the only imperative is that the barge-pusher link allows height adjustment (to compensate for variations in draft depending on the various loads). It is also desirable that this connection allows an oscillation around longitudinal and transverse axes, to adapt respectively to the roll and pitch effects of the assembly.
  • the rigid coupling between the line of barges 100, for example of the EUROPA II type and the motor boat 200 carrying the equipment 300 according to the invention is produced automatically, at the will of the pilot installed in the telescopic gangway 210.
  • the pilot approaching the pusher barge contact, rotates the turret 220 and maneuver the vertical boom 310 according to the differences in alignment and buoyancy of the boats so that, at least at one of the ends of the box beam 320 , the housing mortise 321 passing through it caps and circumscribes the mooring bollet 110 corresponding to the barge 100.
  • the beam 320 will have been tilted beforehand, around a longitudinal horizontal axis, on the side favorable for styling.
  • the beam 320 remains parallel to herself regardless of her movements.
  • the tilting of the beam is centered on the pivot spur 351 located in the middle of the axis 350, that is to say in the longitudinal axis of the frame jib. This tilting limited to about + 10 ° facilitates, as said above, the coupling maneuvers and authorizes, despite the imperative rigidity of the barge-pusher assembly, their roll differentiations which can be controlled by oleo-shock absorbers 360.
  • the pusher is necessarily located in the adjoining plane of the formation.
  • the oscillating hydraulic cylinders 322 from inside the beam slide its telescopic ends 323 so that the opening of its two mortises 321 corresponds to the center distance of two mooring bitts 110 each installed on one of the two coupled barges .
  • the rigid coupling of the beam on the barge (s) results, following recall of the cylinders 322, from the blocking on the bittes of two very resistant teeth 324 opposite to each other and integral each resiliently from the end of the two telescopic elements 323 of the beam.
  • the tooth fits, without play, in a housing of identical female profile of the anchor bead which faces it.
  • the strut serves as a gangway and the handrail 330.
  • the vertical tilting of the frame boom 310 is ensured by two hydraulic cylinders 230 provided with damping devices, acting on the arms 240 integral with the ends of the struts of the frame boom.
  • the pivoting of the turret 220 relative to the bridge of the pusher 200 takes place on a suitable circular base including, inter alia, a toothed crown 250 driven by one or more gearmotor groups 260 provided to ensure great operating flexibility.
  • a lifting device 270 makes it possible to mobilize this gangway vertically in order to increase the visibility of the pilot during the pushing of a long or light training.
  • the pusher can be equipped with a fin 280, possibly liftable, to increase the rudder effect explained above.
  • the shape and profile of the hull 290 can be optimized so as to improve the passage of the water streams. This optimization becomes possible due to the fact that the control surface is carried out by means of the coupling according to the invention, and no longer by inversions of direction of the nozzles and actions on the different rudders.
  • barges having a hull profile 120 substantially para bololic, identical at the front and at the rear.
  • FIGS. 3 and 4 there is a pivoting turret 400, with a diameter close to the width of the pusher (the front of which is constructed in a semicircle), and which carries, in overflow, the movable attachment means in vertical sliding.
  • the preferred attachment means are, as illustrated, similar to the equipment used on conventional pushers, that is to say with a flat face 410 coming to bear on the rear of one or two barges and grooved tubular uprights 420 fixed to the turret 400 by easels, uprights each supporting the hooking means fixed on the barge (s) by hook-jacks 430 which can slide vertically on the columns, according to the heights of. waterline.
  • grippers can advantageously be provided on the box beam 320 described above, the latter being articulated in the same way.
  • this variant of the hooking means has been illustrated, in which pairs of grippers 325, at least one of which is movable under the action of jacks 326, hook a fender 130 arranged on the transom of barge 100.
  • the flat jack 327 pressurized ensures the rigidity of the pusher-barge assembly after hooking of the grippers 325.
  • Centering shoes (not shown) can facilitate, during attachment maneuvers, the positioning of the grapples on the tusk.
  • FIG. 5a is a top view showing the structure of an elastic roll damping lock which can be used, in addition to the hooking means, to prevent or dampen the transverse sliding relative to the pusher and the barge.
  • the lock 700 has an elastic stop rod 710 embedded in an elastomeric friction strip 720. This rod cooperates with the grooved tubular upright 420 of the turret 400.
  • the jacks-fangs develop return forces N oriented longitudinally which prevent any transverse sliding G or greatly dampen it; if it occurs, the teeth of the elastic locks engaged in the grooves of the uprights finally stop it.
  • Figure 6 illustrates a third embodiment of the invention: installed in one piece on the front of the motor boat, the assembly 600 according to the invention consists of a rectangular frame 601, fixed on one side in the bow and overflowing on the other side like a bowsprit, where a twin mast 602 is planted, On the two columns 603 of this mast slides a mobile assembly 605 of trapezoidal shape which, at the point, comprises a nut 606 pivoting horizontally and tilting transversely integral with a beam-beam 607 clinging to the block of barges 604.
  • the chassis 601 On the bridge side, the chassis 601 carries an ascending and pivoting piloting bridge 608 fitted with all devices (control for propulsion, communication, environment detection, signaling, etc.) allowing the pilot to carry out his mission.
  • the chassis 601 On the bridge side, the chassis 601 carries an ascending and pivoting piloting bridge 608 fitted with all devices (control for propulsion, communication, environment detection, signaling, etc.) allowing the pilot to carry out his mission.
  • the torsional flexibility of the beam and the rooting elasticity of the attachment teeth on the mooring bitts are sufficient to ensure the pitch differentiations between the pusher and the block of barges.
  • the equipment according to the invention in addition to its conventional function of pushing member, allows the pusher to participate in the control of the barge train thanks to the relative pusher-train train orientation. , as ordered by the pilot.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Ship Loading And Unloading (AREA)
EP19830401834 1982-09-21 1983-09-20 Selbstangetriebene Schiffe zum optimalen Schieben und Steuern jeden Schubverbandes Ceased EP0104122A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8215869A FR2533193A1 (fr) 1982-09-21 1982-09-21 Perfectionnement aux bateaux automobiles pour assurer le poussage et la gouverne de tout train de barges avec une economie optimale
FR8215869 1982-09-21

Publications (1)

Publication Number Publication Date
EP0104122A1 true EP0104122A1 (de) 1984-03-28

Family

ID=9277608

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19830401834 Ceased EP0104122A1 (de) 1982-09-21 1983-09-20 Selbstangetriebene Schiffe zum optimalen Schieben und Steuern jeden Schubverbandes

Country Status (2)

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EP (1) EP0104122A1 (de)
FR (1) FR2533193A1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2563802A1 (fr) * 1984-05-02 1985-11-08 Jean Charles Francois Installation industrielle flottante, notamment pour industrie lourde
GB2394457A (en) * 2002-10-24 2004-04-28 Bluewater Terminal Systems Nv Apparatus for mooring two vessels together
EP1524185A3 (de) * 2003-10-13 2005-06-22 Premicon AG Binnen-Fahrgastschiff
NL1029908C2 (nl) * 2005-09-08 2007-03-09 Novatug B V Boot alsmede boot/baksamenstel.

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2437972B1 (de) 2009-06-03 2017-11-22 Austal Ships Pty.Ltd. Deckanordnung für einen trimaran

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1030707A (fr) * 1949-12-07 1953-06-16 Dispositif moteur pour chalands
US3237588A (en) * 1964-06-10 1966-03-01 Robert W Erlbacher Turntable towboat
BE680962A (de) * 1965-05-21 1966-10-17
FR2075279A5 (de) * 1970-01-17 1971-10-08 Weser Ag
FR2173017A1 (de) * 1972-02-21 1973-10-05 Bayerische Schiffbau Gmbh
GB1356781A (en) * 1970-06-06 1974-06-12 Kingston Marine Technology Ltd Linkages
US3850132A (en) * 1972-04-26 1974-11-26 W Jackson Steering unit for marine craft

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1030707A (fr) * 1949-12-07 1953-06-16 Dispositif moteur pour chalands
US3237588A (en) * 1964-06-10 1966-03-01 Robert W Erlbacher Turntable towboat
BE680962A (de) * 1965-05-21 1966-10-17
FR2075279A5 (de) * 1970-01-17 1971-10-08 Weser Ag
GB1356781A (en) * 1970-06-06 1974-06-12 Kingston Marine Technology Ltd Linkages
FR2173017A1 (de) * 1972-02-21 1973-10-05 Bayerische Schiffbau Gmbh
US3850132A (en) * 1972-04-26 1974-11-26 W Jackson Steering unit for marine craft

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2563802A1 (fr) * 1984-05-02 1985-11-08 Jean Charles Francois Installation industrielle flottante, notamment pour industrie lourde
GB2394457A (en) * 2002-10-24 2004-04-28 Bluewater Terminal Systems Nv Apparatus for mooring two vessels together
GB2394457B (en) * 2002-10-24 2004-09-08 Bluewater Terminal Systems Nv Apparatus for mooring vessels side-by-side
US6854408B2 (en) 2002-10-24 2005-02-15 Bluewater Energy Services Bv Apparatus for mooring vessels side-by-side
EP1524185A3 (de) * 2003-10-13 2005-06-22 Premicon AG Binnen-Fahrgastschiff
NL1029908C2 (nl) * 2005-09-08 2007-03-09 Novatug B V Boot alsmede boot/baksamenstel.

Also Published As

Publication number Publication date
FR2533193A1 (fr) 1984-03-23

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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Effective date: 19840813

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Effective date: 19861026

RIN1 Information on inventor provided before grant (corrected)

Inventor name: MAILLARD, FELIX

Inventor name: SIMON, JEAN