EP0745044A1

EP0745044A1 - Pushing unit

Info

Publication number: EP0745044A1
Application number: EP95910395A
Authority: EP
Inventors: Dieter Dipl Ing Grimmig
Original assignee: Schiffswerft Oberelbe GmbH
Current assignee: Schiffswerft Oberelbe GmbH
Priority date: 1994-02-18
Filing date: 1995-02-15
Publication date: 1996-12-04
Anticipated expiration: 2015-02-15
Also published as: PL316074A1; PL177223B1; EP0745044B1; CA2183444A1; LV11826B; CZ287253B6; WO1995022485A2; KR970701141A; LT96121A; CN1046912C; LV11826A; DE59500648D1; CZ242996A3; US5850801A; RU2141428C1; LT4157B; EE9600106A; AU1753495A; CN1144512A; DE4405177A1

Abstract

A pushing unit with a pusher craft (1) and a lighter (2) pushed and controlled by the pusher craft is designed for use in shallow waters with the optimum cargo-carrying capacity in that the pusher craft (1) is propelled by a paddle-wheel (3) fitted at the stern.

Description

"Pushing association"

The invention relates to a pushing unit with a pushing ship and a pram pushed and controlled by the pushing ship.

Push boat is a special form of inland navigation, in which usually several unmanned barges, so-called push barges or barges, are combined to form a more or less rigid ship group (push group) and pushed and controlled by a push ship. The pushers known from practice have a mostly compact pontoon shape with a broad forehead and front pushing shoulders as bearings for the lighter or for the barge. The so-called push barges are mostly simple steel structures in a selective construction with a pontoon shape and usually at one end of a vertical boundary surface. Their number and arrangement in front of or next to the push ship depends on the respective fairway conditions. The load capacity of an individual lighter known from practice is a few hundred to three thousand tons. Other pushing units consist of a motor ship and a lighter rigidly connected to it, which is simply referred to as a coupling unit. The economic advantages of the pushing unit are the small number of crews, the low construction costs of the lighter with great carrying capacity, the extensive typing and the high flexibility in the assembly of the pushing units, in particular the independence of the drive vehicle from the load carrier during loading and unloading Unload.

Numerous rivers can only be navigated by cargo ships to a limited extent, since due to the lack of congestion they have extremely low water, at least in sections, and especially in summer, that is in the best construction season. The rivers, which are problematic in this respect, include the Elbe, which, while ensuring sufficient navigability, offers an ideal transport route for building materials, especially for sand and gravel could. For example, one could use the Elbe and the Markische waterways, ie the waterway to Berlin, to transport the materials that would otherwise only be transported by truck have an optimal loading capacity.

The present invention is therefore based on the object of specifying a transport ship or a pushing unit of the type mentioned at the outset which is suitable for use in low water with an optimal loading capacity.

The above object is achieved by the features of patent claim 1. Thereafter, a pushing unit is used as the load ship, in which the pushing ship has a paddle wheel drive assigned to the stern.

According to the invention, it was first recognized that for the transport of bulk goods, such as Gravel, sand, grit, coal, etc. a shear bandage is particularly suitable for low water. It has also been recognized that thrust bandages must have only a small immersion depth even with an optimal loading capacity. A sufficient or powerful drive of high efficiency is also possible in a further inventive manner even with a low immersion depth if a paddle wheel drive assigned to the rear is provided as the drive. Such a paddle wheel drive provides the necessary thrust on the one hand and on the other hand allows the low immersion depth required in low water.

With regard to the bucket wheel drive according to the invention, a simplest construction could be designed in such a way that the bucket wheel drive comprises one bucket wheel or better two bucket wheels arranged on a common axle shaft. To ensure sufficient maneuverability in the smallest of spaces, however, it is advantageous if the paddle wheel drive comprises two paddle wheels arranged on two axially aligned axles, which on the one hand can be driven synchronously and on the other hand can be driven at different speeds and possibly also different directions of rotation. With paddle wheels driven in the opposite direction of rotation, the pushing ship could turn almost instantaneously. In the case of paddle wheels rotating asynchronously in the same direction, directional corrections can be carried out or the push ship can be steered with ease.

Due to the small, maximum permissible immersion depth in low water, it could be of particular advantage to compensate for the different immersion depths that result when the tank is full and the tank empty when the axle shaft or axles are vertically adjustable. In this respect, the paddle wheel or the paddle wheels could always be immersed optimally and therefore sufficiently regardless of the tank filling. The disadvantage of such a construction is the effort involved and the increased manufacturing costs. Incidentally, this increases weight and immersion depth.

The paddle wheels should have a diameter of at least 3.5 m, which can ultimately be derived from the dimensions of the pusher ship. It would also be advantageous if the two paddle wheels together had almost the width of the thrust ship, so that the effective area of the paddles forming the paddle wheels was maximal to achieve the required thrust.

The paddles of the paddle wheel and the other components of the paddle wheel could be made of wood. As part of an always striving for weight reduction, the paddles and also the other components of the paddle wheel could be made of aluminum. A mixed construction would also be conceivable. Furthermore, it is advantageous if, preferably in the case of rigidly arranged blade wheel bearings, a vertically downward one Paddle - the bottom paddle of the paddle wheel - dips with its upper edge just below the surface of the water when the tank is full and protrudes a few centimeters from the still water surface when the tank is almost empty. This information also results from the remaining dimensions of the push ship.

With regard to the drive, it is advantageous, at least in the case of two paddle wheels which can be rotated independently of one another, if two synchronously controllable diesel engines are provided. These diesel engines can drive the paddle wheels independently of one another. This means that a comparison of the two motors and thus a check of the efficiency is always possible, which means that errors in the drive can be easily identified by comparison.

The required diesel fuel could be stored in tanks preferably made of polyethylene, such a tank being able to be accommodated in the area of the center of gravity of the push ship. If several tanks are provided, these could be arranged approximately diagonally through the center of gravity of the ship, through the rear and front of the push ship, so that the push ship is stabilized again. The same applies to the arrangement of the motors. The tank or tanks should have a capacity of approximately 30,000 liters of diesel fuel.

With regard to the power transmission from the motors to the paddle wheels, it is of particular advantage if this is done hydraulically, ie with the lowest weight of the components required for power transmission. With regard to such a hydraulic power transmission, reference is made to the relevant prior art, in particular construction machine technology, particularly since this is part of the general specialist knowledge of a relevant average specialist. Furthermore, it is essential that the speed of the motors or the paddle wheels can be regulated continuously, which is part of a hydraulic power Transmission between the motors and the paddle wheels by means of variable pumps is possible with simple means.

The hull of the push ship is designed in a particularly advantageous manner as a pontoon. This pontoon could have closed and open transverse bulkheads and diagonal stiffeners for stabilization, which can also be perforated to save weight. Closed transverse bulkheads are at least partially necessary for safety reasons in the event of an accident, so that water that has penetrated cannot cause a shift in the center of gravity which is favorable for capsizing.

With regard to the desired continuous operation on the Elbe, even in extremely low water, the hull should have an immersion depth of between 60 cm and 65 cm. The push ship should also be designed such that - with no component - it does not exceed a maximum immersion depth of about 90 cm when fully filled.

To favor the flow against the paddlewheels, the ship's bottom should rise towards the paddlewheels at an angle of less than 30 °. In this respect, a laminar flow to the paddle wheels is guaranteed, i.e. energy-swallowing turbulence is avoided.

Basically, the push boat is provided without an oar. The control of the pusher ship and thus of the entire pusher assembly takes place through different speeds or directions of rotation of the two vane wheels which can be driven independently of one another. However, a rudder could be provided as a maneuvering aid, which the push ship could preferably have in the area of the rising ship floor - in front of the paddle wheels.

To stabilize the straight ahead of both the entire pushing unit as well as the pushing boat driving alone In a further advantageous manner, the hull could have keels protruding downwards on both sides as an extension of the side walls, preferably by approximately 25 cm. Although these keels increase the overall weight of the push boat, they ensure considerable stabilization of the straight-ahead travel.

Furthermore, the hull should be closed laterally in the area of the paddle wheels, in order to avoid the water evading and thus reducing the efficiency.

The push ship advantageously has a height-adjustable command bridge, the height adjustability ensuring that even lower bridges can be passed. In concrete terms, the command bridge could be arranged on a lifting device designed in the sense of a desk table. A cylinder-piston arrangement with a corresponding guide could also be used as the lifting device. In any case, the command bridge is essentially arranged at the bow-side end of the hull, so that from there the prahm is also clearly manageable. Furthermore, the push ship could have a structure that can be used as a living and engine room and is arranged essentially in the center of the hull. Such a structure is imperative, especially on longer journeys.

The following explanations relate to advantageous configurations of the prah. This, like the hull of the push ship, is designed as a pontoon, but in a further advantageous manner with a streamlined bow design. With regard to the provision of transverse bulkheads and diagonal stiffeners, reference is made to the relevant explanations regarding the push ship, so that corresponding explanations are not necessary here.

Because of the relatively high load-bearing capacity with a shallow diving depth, the Prahm in particular naturally demonstrates empty travel to a very minimal immersion depth, which means that there is a great tendency to drift. With strong cross winds or even at a higher speed during a descent, the maneuverability of the pushing unit is endangered. Consequently, in a very particularly advantageous manner, the prah has at least one vertically operable and possibly tiltable lowering sword. For better stabilization, at least two lateral lowering swords are provided, two lateral lowering sword pairs in the front area and one lowering sword pair in the rear area being provided in the context of a very particularly preferred exemplary embodiment. These lowering swords can be operated mechanically and / or hydraulically or pneumatically, ie lowered and raised.

To further improve the maneuverability of the pusher assembly, a drive that can be controlled from the pusher is preferably provided in the bow of the pusher. This particular drive is advantageously height-adjustable and can be rotated through 360 ° if necessary. Specifically, this could be a Schottel Pumpjet drive. The arrangement of this drive would have the great advantage that the prahm is independently - limited - maneuverable, which has an enormous advantage, particularly in the harbor and in the gravel field. The prahm thus has its own mobility, which is desirable with regard to independent putting on and taking off. The combination of the lowering swords with the additional drive ensures the maneuverability of the pusher bandage, especially when driving empty, in which case the bar itself can also be maneuvered to a limited extent. For the latter, an at least temporally or temporarily independent power supply to the drive is provided, i.e. Even when the pram is separated from the push boat, an energy supply for the prah and thus for the drive there is guaranteed.

As mentioned before, the prahm is designed as a pontoon. Accordingly, the prahm does not have an internal loading area, but Rather, a closed surface, which is designed as a gable roof profile with a cross slope of about 2 °. So that sand or gravel can now be safely heaped onto the loading area, this is defined by a surrounding loading area limitation. The side loading area limit could have a height of about 0.3 m. The end-side loading area delimitation could in each case be designed as a delimitation wall for pushing the transported goods against it, whereby the delimitation walls can be increased to 0.7. Such a design or dimensioning of the loading area limitation also serves, among other things, for the purpose of unloading and mechanized cleaning with a so-called bobcat, the rear or front boundary wall serving to push the cargo against. With regard to the lateral storage area limitation, it is a further advantage if it has passages or holes for water drainage. Freshly dredged sand or gravel can drip off while driving.

Like the push boat, the Prahm is designed in such a way that it can still be loaded with almost 700 tons of load at an immersion depth of only 90 cm, so that the push unit is suitable for operation on extremely low water. Based on realizable sizes and dimensions, the prahm could carry a load of 1,250 tons. In addition, the entire pushing unit could in turn be 110 long, so that operation on the Elbe is possible in the circumstances to be found there. Accordingly, the push ship could have a length of approximately 18.5 m and the barge could have a length of 91.5 m. With regard to the width of the shear bandage, it would be advantageous if it did not exceed a width of 11.4 m. The accessibility of the Elbe and the Brandenburg waterways would also be ensured in this respect. Finally, the pushing unit should be designed for the lowest possible passage height of a maximum of 3.00 m, so that the inland navigation mentioned here is also possible insofar as the existing bridges are taken into account. There are now various possibilities for advantageously designing and developing the teaching of the present invention. For this purpose, reference should be made on the one hand to the claims subordinate to patent claim 1, and on the other hand to the following explanation of an exemplary embodiment of the invention with reference to the drawing. In connection with the explanation of the preferred embodiment of the pushing assembly according to the invention with reference to the drawing, generally preferred configurations and developments of the teaching are also explained. In the drawing shows

1 is a schematic side view of a push boat as the drive unit of a push band according to the invention,

FIG. 2 shows the object from FIG. 1 in a schematic plan view, FIG.

3 shows the object from FIG. 2 along the line A-A,

4 shows the object from FIG. 2 in a view along the line B-B,

5 is a schematic side view, partially, a prahm of the pushing association according to the invention,

6 shows the object from FIG. 5 in a schematic plan view,

Fig. 7 ^' the object of Fig. 6 in a section along the line BB and

Fig. 8 shows the object of Fig. 6 in a section along the line AA. 1 to 8 together show the essential parts of an exemplary embodiment of the push assembly according to the invention, namely a push ship 1 and a pram 2 pushed and controlled by the push ship. According to the invention, the push ship 1 has a paddle wheel drive 3 assigned to the stern .

According to the illustration selected in FIGS. 2 and 4, two paddle wheels 4 are provided which are arranged on two aligned axle shafts 5 and which are separate from one another, i.e. can be driven independently of one another via a respective motor. A hydraulic power transmission, not shown in the figures, ensures an extremely low weight of this operative connection and thus a small overall length of the pushing vessel and thus, in turn, the greatest possible overall length of the pusher and hence the lowest possible draft of the entire pushing assembly with a relatively high weight of the load.

2 and 4 also show that the two paddle wheels 4 together have almost the width of the push boat. In this respect, the paddles 6 provided here can have a maximum area for driving. Only on the edge it should be noted here that the paddles 6 are made of aluminum.

1 to 4 further show that the hull 7 of the push boat 1 is designed as a pontoon. The push ship or the hull is designed such that it does not exceed a maximum immersion depth of about 90 cm with any component when fully fueled.

1, 3 and 4 also indicate that the hull 7 has keels 11 projecting downwards on both sides in the extension of the side walls 10 by approximately 25 cm, which in themselves ensure a stabilized straight-ahead travel. Furthermore, FIGS. 1 and 4 show that the hull 7 is closed in the area of the paddle wheels 4. 1 only indicates that the ship's bottom 8 rises against the paddle wheels 4 at an angle of less than 30 °. A rudder can be provided in the area of this rising ship floor 8, which guarantees a stabilized straight-ahead travel at a low immersion depth. This rudder could be arranged in the area below the central bearing 9 of the axle shafts 5.

Above the pontoon, i.e. on the hull 7, a height-adjustable command bridge 12 is provided. The command bridge 12 is arranged on a lifting device 13 designed in the manner of a scissor table, which can be actuated by means of cylinder-piston arrangements. It is also essential for the command bridge 12 that it is arranged at the bow end of the hull 7.

Finally, a structure 14 that can be used as a living and engine room is provided on the hull 7 of the push boat 1. This structure 14 is arranged essentially centrally on the hull 7.

5 to 8 show a prahm 2 of the push bandage according to the invention in different views. This prahm 2 is also - like the hull 7 of the push boat 1 - designed as a pontoon. 5, 6 and 8 show together that two lateral pairs of lowering swords 15 are provided in the front area and one pair of lowering swords 15 in the rear area. These pairs of lowering swords 15 are intended to counteract a drift of the pushing unit.

5 and 6 also indicate that a drive 16 which can be controlled from the push boat 1 is provided in the bow of the barge 2. This drive 16 is on the one hand height-adjustable and on the other hand rotatable through 360 °. In the shown here In the exemplary embodiment, the drive 16 is designed as a Schottel pump jet drive.

6, 7 and 8 together show that the loading surface 17 of the bar 2 has a gable roof profile with a transverse inclination of approximately 2 °. Furthermore, a circumferential loading area boundary 18 is provided, the lateral loading area limitation having a height of approximately 0.3 m. A boundary wall 19 of 0.7 m is provided at each end, which serves to push the transport goods against.

With regard to the maximum permissible immersion depth, a maximum loading capacity, maximum dimensions and other details that cannot be seen in the figures, reference is made to the general part of the description in order to avoid repetitions.

In conclusion, it should be particularly emphasized that the exemplary embodiment discussed above merely discusses the claimed teaching, but does not restrict it to this exemplary embodiment.

Claims

1. pushing unit with a pushing ship (1) and a pram (2) pushed and controlled by the pushing ship (1), so that the pushing ship (1) has a paddle wheel drive (3) assigned to the stern.

2. Pushing assembly according to claim 1, characterized in that the paddle wheel drive (3) comprises two paddle wheels (4) arranged on an axle shaft (5).

3. thrust assembly according to claim 1, characterized in that the paddle wheel drive (3) comprises two on two mutually aligned axles (5) arranged paddle wheels (4).

4. thrust assembly according to claim 3, characterized in that the two paddle wheels (4) on the one hand synchronously and on the other hand at different speeds and possibly also different directions of rotation can be driven.

5. pushing assembly according to one of claims 2 to 4, characterized ge indicates that the axle shaft or the axle shafts (5) are vertically adjustable.

6. Shear bandage according to one of claims 2 to 5, characterized ge indicates that the paddle wheels (4) have a diameter of at least 3.5 m.

7. pushing assembly according to one of claims 2 to 6, characterized ge indicates that the two paddle wheels (4) together have almost the width of the pushing ship (1).

8. Shear bandage according to one of claims 1 to 7, characterized ge indicates that at least the paddles (6) of the paddle wheel (4) are made of wood.

9. Shear bandage according to one of claims 1 to 7, characterized ge indicates that at least the paddles (6) of the paddle wheel (4) are made of aluminum.

10. pushing unit according to one of claims 1 to 9, characterized ge indicates that a vertically downward paddle (6) of the paddle wheel (4) with a full tank with its upper edge just below the water surface and with an almost empty tank by a few centimeters protrudes from the still water surface.

11. pushing unit according to one of claims 1 to 10, characterized in that the drive takes place via preferably two synchronously controllable diesel engines.

12. pushing unit according to claim 11, characterized in that in the region of the center of gravity of the pushing ship (1) at least one preferably made of PE tank is accommodated.

13. Pushing unit according to claim 11, characterized in that two tanks, preferably made of PE, are arranged approximately diagonally through the center of gravity of the pushing ship (1) behind and in the front of the pushing ship (1).

14. pushing unit according to claim 12 or 13, characterized gekenn¬ characterized in that the tank or tanks holds or take about 30,000 liters of diesel fuel.

15. pushing unit according to one of claims 1 to 14, characterized in that the power transmission from the motors to the paddle wheel (4) is carried out hydraulically, ie with the lowest weight of the components required for power transmission.

16. pushing assembly according to one of claims 11 to 15, characterized in that the speed of the motors or the Schaufel¬ wheels (4) is infinitely variable.

17. pushing unit according to one of claims 1 to 16, characterized in that the hull (7) of the pushing ship (1) is designed as a pontoon.

18. pushing unit according to claim 17, characterized in that the ship's bottom (8) has an immersion depth between 60 cm and 65 cm.

19. pushing unit according to claim 17 or 18, characterized gekenn¬ characterized in that the pushing ship (1) is designed such that it does not exceed a maximum immersion depth of about 90 cm with any component in the fully fueled state.

20. pushing unit according to one of claims 1 to 19, characterized in that the ship's bottom (8) against the Schaufelrä¬ der (4) increases at an angle of less than 30 °.

21. Pushing unit according to claim 20, characterized in that the pushing ship (1) preferably has a rudder (9) in the area of the rising ship floor (8).

22. pushing unit according to one of claims 1 to 21, characterized in that the hull (7) on both sides in exten- sion of the side walls (10) by preferably about 25 cm downward keels (11).

23. Shear bandage according to one of claims 1 to 22, characterized in that the hull (7) in the region of the rocking wheels (4) is closed laterally.

24. pushing unit according to one of claims 1 to 23, characterized in that the pushing ship (1) has a height-adjustable command bridge (12).

25. Pushing unit according to claim 24, characterized in that the command bridge (12) is arranged on a lifting device (13) designed in the manner of a scissor table.

26. pushing unit according to claim 24 or 25, characterized gekenn¬ characterized in that the command bridge (12) is arranged substantially at the bow-side end of the hull (7).

27. pushing unit according to one of claims 1 to 26, characterized in that the pushing ship (1) has a usable as a residential and machine building (14).

28. pushing unit according to claim 27, characterized in that the structure (14) is arranged substantially centrally on the hull (7).

29. pushing unit according to one of claims 1 to 28, characterized in that the pusher (2) is designed as a pontoon.

30. Push bandage according to one of claims 1 to 29, characterized in that the prahm (2) is equipped with at least one vertically operable and possibly tiltable lowering sword (15).

31. Push bandage according to claim 30, characterized in that at least two lateral lowering swords (15) are provided.

32. Push bandage according to claim 31, characterized in that two lateral pairs of lowering swords (15) are provided in the front area and a pair of lowering swords (15) in the rear area.

33. push bandage according to one of claims 30 to 32, characterized in that the lowering sword (15) can be actuated mechanically and / or hydraulically or pneumatically.

34. pushing unit according to one of claims 1 to 33, characterized in that a drive (16) controllable from the pushing ship (1) is preferably provided in the bow of the pusher (2).

35. push bandage according to claim 34, characterized in that the drive (16) is adjustable in height and possibly rotatable by 360 °.

36. pushing assembly according to claim 34 or 35, characterized gekenn¬ characterized in that the drive (16) is designed as a Schottel pump jet drive.

37. pushing unit according to one of claims 1 to 36, characterized in that the loading surface (17) of the bar (2) has a satellite roof profile with a transverse inclination of approximately 2 °.

38. pushing assembly according to one of claims 1 to 37, characterized in that the prahm (2) has a circumferential loading area boundary (18).

39. pushing unit according to claim 38, characterized in that the lateral loading area limitation (18) has a height of about 0.3 m.

40. pushing assembly according to claim 38 or 39, characterized gekenn¬ characterized in that the end loading area boundary (18) is designed as a boundary wall (19) for pushing the transported goods.

41. pushing assembly according to claim 40, characterized in that the boundary walls (19) are increased to about 0.7 m.

42. pushing unit according to one of claims 38 to 41, characterized in that at least the lateral loading area limitation (18) has passages for water drainage.

43. pushing assembly according to one of claims 1 to 42, characterized in that the pram (2) is designed such that it still takes about 700 tons of load at an immersion depth of only 90 cm.

44. pushing assembly according to claim 43, characterized in that the prahm (2) is designed such that it can accommodate a load of about 1,250 tons and has an immersion depth of less than 1.5 m.

45. pushing unit according to one of claims 1 to 44, characterized in that the entire pushing unit has a maximum length of about 110 m.

46. pushing unit according to claim 45, characterized in that the pushing ship (1) is 18.5 m and the bar (2) is 91.5 long.

47. push bandage according to one of claims 1 to 46, characterized in that the push bandage has a maximum width of 11.4 m.

48. pushing unit according to one of claims 1 to 47, characterized in that the pushing unit is designed for a minimum clear passage height of a maximum of 3.00 m.