JPS5893693A - Dock ship for heavy freight - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a dock vessel VCIIL having loading/unloading equipment and ship equipment for heavy loads such as large prefabricated plant covers, where the ship equipment is substantially open. It is adapted to be driven on a strong structural member forming a 211f shipboard on each side of the long hold and an aft-directed overhang at the top aligned with the double shipboard at the side ends. Ru.

Such a dock ship has an inclined member for a load-carrying vessel device arranged between the ship and the wharf between the two ends described in German Patent Application No. 7805807, published on December 3, 1978. Each time a heavy load is placed between the two double-sided ship equipment, the load between each ship equipment is transferred to this! Transport by lifting and lowering with jacks. The inclined part is supported by hinge connections on its two ms on the stern and on the quay respectively, which
Each time a conveying vessel load carries a heavy load weighing between 00 and 1000 tons, a significant moment of balance is generated at the stern of the vessel, and the heavy load carrying the loading truck It has the disadvantage that it poses a number of problems in ensuring that it is well leveled.

The present invention eliminates this disadvantage by equipping the ship with support arms such that the stern ends of both sides of the 2x ship's sides lie on the pier. Hence this cargo.

When loading and unloading, each time a rigid point at the stern is passed, the same bending action that would occur on the sloped section hinged and supported at the location of the loading truck does not occur. The adjustment caused by the loading of approximately 600 tons on the dock ship's wharf support
nt) can be virtually completely ignored as opposed to the moment generated in the ship giving a displacement of about 30,000 yen - up to the stern support, beyond the distance of the center of gravity, whose distance is about 100 m. Therefore, when loading and unloading a loading truck, the loading and unloading action of such heavy loads is considerably facilitated, and the load truck must remain perfectly level. To carry out such work more safely.

Furthermore, for new equipment, VC, German patent, application no. 78
For overboard and road transportation, such as the early Tokku ships in No. 05807, the overboard transfer of heavy loads between each ship's equipment can be omitted, and a large amount of work can be done to The loading and unloading operations, both before and after, are carried out on the wharf, of course, under completely stationary conditions. The lateral tail end portions ride on each jack as a strut support point, and the vessel equipment is loaded up to or from the strut extensions of the loading trucks placed in the double gunwales on the lateral tail end portions. Applies to all 21 ships of both parties.

This is carried out on railway tracks running together over the double ship walls, their lateral tail sections and strut length sections,
Another way of looking at the new loading/unloading equipment is that each vessel equipment is mounted on each dual shipboard side on one side, in order to be able to run on rails with different openings. A double flanged wheel runs on a single-gauge railway, with a seven-flangeless wheel on the other side, the flanged wheel bearing in a vertically adjustable wheel housing, and a temporary It is possible to transfer on the runway, especially on the axial waterproof edging, which is located at a different height than on single-gauge railways.

Each ship equipment has a number of jacks, and for ship equipment with a number of 4 in %, these ship equipment are supported by transverse support members that ride on each jack.

They are connected to each other in pairs under load and have the balance of the load on all the jacks and on all the wheels, especially those wheels that rotate on a temporary runway of varying height.

The present invention will be described in detail below with reference to the accompanying drawings.

The dock ship 1 represented in the drawings has an open, unobstructed hold 2 extending from a fore hold bulkhead 6 to a stern gate 4.

The draft of the closed stern gate 4 is indicated at position 6 when the tri-cargo 5 is transferred into the hold 2.

A plurality of double transoms 11!7 are the main strong structural members of the ship's axial construction and are formed as floating storage boxes, their upper surface forming a loading truck 8, on which one or It is possible to carry a larger gantry capacity9, which allows heavy loads up to 1000 tons5.
For example, loading large boiler equipment and nuclear vessels, etc.
Unloading work will be carried out. The hold opening of the hold 2 can be closed by a strong box-shaped waterproof hatch cut T-10. Provision is made for the hatch cover to be fitted externally along the double gunwale 7 in order to serve as a floating storage compartment for added stability, especially when heavy loads are being transported. This heavy deck cargo consists of a dry cargo 5 of large dimensions that cannot be handled and loaded even by the gantry crane 2. Such a large object is driven back and forth on the loading truck B onto the transport vessel device 11, and the loading and unloading operations thereof are performed by rolling up and down on the stern 12 (roll onloff). With the loading and unloading device shown in the drawings, it is possible to load and unload tri-cargoes 5 each with a load of up to 2,000 tons. Loading onto the deck takes place on hatch covers 10, which for that purpose extend in continuous rows over the hold 2 and provide longitudinal waterproofing at that location on the inner walls of the transom 7. Dry car supported on the edge material 13 and having dimensions smaller than the transport vessel device 11: 1
It is built so strongly that it can take over 5 at any time.

Dry Car: 15 can be loaded onto the deck in a safe manner by hoisting/unloading.

During this hoisting/unloading, the dock ship 1
2 is lying on the pier 1114 and is secured by an anchor immovable mooring device as schematically illustrated in FIG. The anchor immovable mooring device consists of a small 1!16 placed in a drop pipe 15 passed through the bow, at which point the weave 16 is simply dropped to the ground 17 and performs the mooring action.

As illustrated, the dock vessel 102 heavy shipside 7 has respective jacks 1 to securely maintain the dock vessel 1 therein.
9 extends rearwardly in the form of a lateral aft end 18 supported on the quay 14, at which point a shipside extension 20 of a loading truck 8 is then connected.

As is clear from Fig. 4.5, a single-gauge railway 21 is provided on each loading truck 8, and a double flange is attached to the top of this single-gauge railway on one side of the transport vessel device 1L11. Wheels 22 run, and on the opposite side thereof seven non-lunge wheels 23 rotate on a temporary runway 24 which is arranged at a higher tK than the single-gauge railway 21, this temporary runway 24 as shown. , fixed to the upper part of the longitudinal waterproof edging 13, but the temporary runway on the column extension 20 of the loading truck 8 has the same height k as the single-gauge railway 21 and therefore can be rotated at different heights. The wheel 23 is therefore mounted in a vertically telescoping and adjustable wheel housing 25.

As is clear from FIG. 5, the one or more lunge wheels 22 can also be vertically adjustable, so that the transport vessel device 11 can also be transported on two high rails of equal height fK. Gives the possibility of making it 5.

Each transport vessel device 11 has a pair of wheels 22.26 on both sides, front and rear, one behind the other;
In addition, a pair of jacks 26 are arranged in each part,
As shown in FIG. 4, the transverse support members 27, shown on one side of the dock vessel 1, extending across the two ship equipment 11 are maintained under pressure equilibrium at all times.

Depending on the loading plan to be planned, the load 5 is placed on this lateral support 27 on various jacks 26 and on all wheels 2.
2, while consideration is given to the load balance on the height-adjustable wheels 23.

Finally, it is noted that the illustrated embodiment of the loading/unloading device is, of course, subject to various modifications within the scope of the invention.

[Brief explanation of drawings]

FIG. 1 is a schematic side view of a dock ship loaded with a heavy cargo. FIG. 2 is a plan view of the same dock vessel depicted in FIG. FIG. 3 is an enlarged side view of the loading/unloading device according to the invention in the stern position of a dock vessel. ! Figure 4 relates to a pair of transport vessel devices on opposite lateral aft portions of a dock vessel. It is a further enlarged cross-sectional view. Figures 5.6 and 7 are a transverse section, an axial section and a plan view, respectively, showing the transport vessel device in more detail. Codes in the figure: 1...Dock ship, 2...Hold, 6...
Forward hold bulkhead, 4... Stern gate, 5... Cargo, 6...
...draft, 7...double gunwale, 8...loading truck,
9... Gantry crane, 10... Hutch cover, 11... Transport vessel device, 12... Stern, 13...
・・Waterproof rim material, 14-・Wharf, 15・Drop pipe, 16
...Ho, 17...Ground, 18-...Tail end, 1
9...Judgement %20...Extension S. 21・-Single gauge railway, 22...Double 7 lunge wheels, 23-
... Wheels without flanges, 24 ... Temporary runway, 25-
・Wheel housing, 26... jack, 27. ...
Lateral support material

Claims (1)

[Scope of Claims] 1) At the lateral aft end portion of the vessel device, which is aligned with the double shipboard and forms a dowel beam directed rearward at the top,
Loading/unloading, e.g. large prefabricated branded equipment, applied to be driven on structurally strong members forming double gunwales on each side of a substantially open long hold. In heavy loading dock vessels with equipment and ship equipment, the lateral aft portions 1.8 of the double transom 7 are
An east cargo dock ship characterized by being equipped as a support arm K to rest on the pier 14. 2) The dock ship according to claim 1, wherein the lateral tail end portion 18 is configured to rest on each jack 19 as a shore support point. 3) 0-vehicle dock ship A ship equipment 11- on the double gunwale 7 carries out loading and unloading between the lateral aft end portion 18 and the shore extension 21 of the loading truck 8 arranged on the double gunwale 7. A dock ship according to any one of claims 1 and 2, characterized in that it is applied to and when. 4), railway tracks (22
, 231! The dock ship described in item 3. 5), each vessel equipment 11 has double flange wheels 22 running on a single gauge railway 21 on each of the double transoms 117 on one side and vertically adjustable wheel housings on the other side. It has 7 non-lunge bearing wheels and is placed above the temporary runway 24, especially at a different height than the single-gauge railway.
The dock ship according to any one of claims 1 to 4, characterized in that the dock ship is configured to be able to rotate on an axial waterproof edge member. 6), each ship equipment *11 includes a large number of biyatsuki 26,
In particular, there are four ship equipments, and these ship equipments are loaded by the lateral support members 27 that sit on each jack, two at a time, and are loaded on all the jacks 26 and on all the wheels (22, 23). , which are interconnected with load balance on wheels 23 rolling on temporary runways 24 having different heights. The dock ship described in any one of paragraphs. 7) It is characterized by having a fixed member 16 in a drop pipe 15 passing through the bow as mooring equipment for mooring the dock ship 1 on the pier 14 at the side tail end portion that stops at the rear. dock ship.