• 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:
    The present invention relates to a method and an arrangement for protecting a harbor fender from jamming the ship's mooring ropes, wherein harbor fenders (2) having a fender pad (2a) and a fender pad (2a) securing the fender pad (2a) are secured to the dock (5) to the dock (5) with lashing ropes (4). At the top of the fender pad (2a) is placed a protective structure (1) extending from the fender pad (2a) in the direction of the pier (5).
    公开号:FI20175704A1
    申请号:FI20175704
    申请日:2017-07-28
    公开日:2019-01-29
    发明作者:Afrim Krasniqi
    申请人:Novafiber Oy；
    IPC主号:
    专利说明:

    METHOD AND ARRANGEMENTS FOR PROTECTING A PORT FENDER FROM A VESSEL Mooring
    The invention relates to a method for protecting a harbor tendon from the seizure of a ship's mooring ropes as defined in the preamble of claim 1 and to an arrangement for protecting a harbor tendon from the mooring of a mooring rope in the preamble of claim 7.
    The method according to the invention as well as the protection structure of the harborender, hereinafter referred to as the solution according to the invention, is very suitable for use in harbors where vessels are secured to the side of the quay by means of mooring ropes and bollards. The solution of the invention is particularly used in connection with new types of port tenders, hereinafter also referred to as fenders, which protect the sides of ships, such as ships, from colliding with the quay. Fenders are also commonly referred to as "fendari" or "sleeper". The solution according to the invention prevents and prevents the ropes of the ship from sticking to the structures of the port tenders.
    20175704 prh 28 -07- 2017
    In the past, fixed fenders have been used as harbor fenders, such as car tires, which, especially in the harsh winds of 25 or the surf, do not give up much and are easily hit by the sides of ships. In modern ports, new types of fenders, which are mounted on the flanks of the berths with one or two flexible, for example rubber fastening elements, are very commonly used and which suitably allow the fender pads to move. The fender cushion itself is usually a few square meters thick and partially padded plate that rests against the side of the ship. These new fenders follow the movement of the ship in the waves and wind, effectively keeping the ship from the hard edge of the quay, but keeping the fender pad itself on the side of the ship so that it cannot collide with the flank. In harbors, especially in Finland, a concrete fender platform is commonly used at the edge of the quay to get the fenders high enough to support the sides of the ships. In many oceans, where the tide phenomenon is affected, the fenders are completely on the side of the docks and no separate fender stands are needed. In recent years, some modern harbors have been fitted with fenders that can be attached to ships, in addition to which traditional ropes are needed to secure the ship 10 to the berth.
    The ship's ropes are tightened from the ship to the berth bollards in different directions, whereby the springs are tightened from the bow and stern towards the center of the ship, and the 15 ropes are tightened away from the bow and stern. When a ship rests on a berth with ropes attached to the fenders, the ropes of the ship often run directly above the fenders to the berth berths. During the handling of the ropes, as well as when ropes are being fastened and when the ropes are being removed20, an additional person is often used to ensure that the ropes do not get caught in the fender iraq by means of an auxiliary rod.
    20175704 prh 28 -07- 2017
    Berths in the ports for large vessels are expensive. The mooring and dismantling of vessels should be carried out as quickly as possible in order to ensure rapid, efficient and productive berthing of vessels.
    The problem with the newer port tenders currently used 30 is that the ship's ropes may become entangled in the fenders, and in particular in their mooring mechanisms. When removing the ropes from the bollards, the ropes may fall on the fenders. Often the rope slides off Fender smoothly, but there is also the danger of the rope
    20175704 prh 28 -07- 2017, for example, gets caught in the Fender's dock mooring mechanism.
    The attachment of ship mooring lines to the fender structures has a direct impact on business and the safety of port workers and ship personnel. A rope caught in the Fender may, as the vessel moves, possibly pull the Fender out of the sea and fall into the sea. The rope may also be broken, causing it to bend towards the ship10, presenting a high safety risk to port and ship personnel. Fenders and their installation are expensive devices and their repair or replacement is very expensive. In the event of a problem, the arrival or departure of a ship in port may be disturbed and delayed, which will have a direct impact on increasing costs. In these cases, for example, the ship's rope may be worn or damaged, resulting in higher rope maintenance / replacement costs. Also, the additional men used during the mooring and dismantling of the vessel to ensure the correct operation of the ropes will incur additional costs. Usually the ports themselves bear the costs of the ports.
    It is an object of the present invention to eliminate the aforementioned drawbacks and to provide an inexpensive, simple and reliable solution for preventing the mooring lines of a ship from being stuck in the harbor fenders.
    The method according to the invention is characterized in what is stated in the characterizing part of claim 1. Accordingly, the arrangement according to the invention is characterized by what is set forth in the characterizing part of claim 7. Other embodiments of the invention are characterized by what is set forth in the other claims.
    20175704 prh 28 -07- 2017
    In the method of the invention to protect a harbor tether from the seizure of the ship's mooring ropes, harbor fenders with a fender pad supported on the ship's side and fender pad mooring members are secured to 5 berths and the vessel is moored to the berth with mooring ropes. At the top of the fender cushion is a protective structure extending from the fender cushion in the direction of the pier.
    The purpose and greatest advantage of the solution according to the invention is to prevent the ship's mooring lines from getting stuck in the port. This has the advantage, among other things, of a significant improvement in occupational safety, since tangled and broken ship mooring lines represent a significant safety risk and there are many cases where fatal ship mooring lines have resulted in fatalities. It also has the advantage that the solution's fender protection protects the port tenders themselves from the damage caused by the ropes. There are several cases where a stranded rope has released Fender from its 20 moorings and Fender has sunk to the bottom of the sea. The solution thus reduces unnecessary fender repair costs. Vessel mooring lines will also remain intact and the solution will thus reduce maintenance and renewal costs for mooring lines.
    It also has the advantage that mooring and unmooring the vessels does not require an additional person to ensure that the ropes do not interfere with the fenders, thus saving labor costs.
    The solution according to the invention ensures reliable and fast anchoring of ships to and from the quay and prevention of disturbances and damage. This avoids unnecessary delays to vessel schedules
    20175704 prh 28 -07- 2017 and increase the effective uptime of expensive berths.
    Another advantage of the solution according to the invention is the simple construction of the protective structure of the one hundred 5 mafender, whereby it can be cheaply and easily manufactured and installed on port fenders. In addition, the protective structure can be easily retrofitted to existing fenders and their mounting brackets.
    The invention will now be described in more detail by way of example with reference to the accompanying simplified drawings in which: Fig. 3b is a side view of another method of the invention and a portfender's protective structure, Fig. 4a is a side view of the method and a portfender's protective structure, Fig. 4b is a side view of the method and a portfender's protective structure and Figure 5 illustrates the method and harbor fender protective structure of the invention seen from the side in a different kind of portender solution.
    Figure 1 shows a ship 3, in this case a ship, in a dock 5, where the mooring line 4 of the ship 3 is above the port fender 2, hereinafter also referred to as Fender. At the edge of the platform 5 is a fender platform 2c, typically made of concrete. The fender platform 2c allows the fenders 2 to be mounted well above the surface 10 of the platform 5. This is a common method of installing port fenders 2, especially in Finland, since the sea level 7 is quite close to the top surface of the quay 5 and the height of sea level 7 is not significantly affected by tides.
    The portender 2 is secured to the side of the dock 5 and the side of the fender platform 2c by means of the Fender attachment members 2b. The fender fastening members 2b are made of a strong and tough and resilient material, such as rubber, allowing them to tilt freely in different directions. This new construction of Fender 2 holds the fender cushion 2a flexibly on the side of the vessel 3, even if the wind or surf is swaying the vessel 3 at the quay 5.
    20175704 prh 28 -07- 2017
    The mooring rope 4 of the vessel 3 is secured to the pole 6 of the quay 5. The mooring rope 4 is a so-called spring because it is pulled from the front / rear end of the vessel 3 towards the middle of the hull of the vessel 3. The mooring rope 4 passes from the vessel 3 above the port fender 2 to the bollard 6 of the quay 5. When the rope 4 is detached from the bollard 6, it descends over the fen30 der 2 on the protective structure 1 according to the invention.
    In this case, the protective structure 1 prevents the rope from passing over the Fender fastening members 2b and possibly becoming caught in the structures of the Fender 2.
    20175704 prh 28 -07- 2017
    Figure 2 is an oblique top and side view of the protective structure 1 of the method of the invention and the harbor fender 2. The fender structure is the same as shown in Figure 1. Figure 3 is a side elevational view of the Fender 5 2 and protective structure 1 of Figure 2.
    The protective structure 1 consists of one or more longitudinal frame elements ly, in this embodiment two longitudinal frame elements ly. The protective structure 10 may also have one or more transverse frame elements lx. In this embodiment, there are two transverse frame elements lx. The longitudinal frame elements ly extend over the edge of the quay and extend substantially perpendicular to the edge of the quay 5, and the oblong frame elements lx extend substantially parallel to the edge of the quay 5.
    The first end la of the protective structure 1 is secured and articulated to the fastening body 20 on the upper part of the fender pad 2a by means of fastening means 9, such as by means of a threaded rod and nuts extending through the inside of the transverse body element lx. It is essential that the attachment also acts as a hinge so that the guard structure 1 can pivot at its attachment point 25 on the attachment lugs 8. Depending on the design of the guard structure 1, In this exemplary embodiment, the protective structure 30 1 is secured and articulated to the phantom cushion 2a by two longitudinal frame elements ly of the protective structure 1.
    The other end Ib of the protective structure 1 rests freely on the protective plate 10 mounted on the fender platform 2c. The wind and 35 surfs move the ship 3 on quay 5, resulting in Fender
    20175704 prh 28 -07- 2017 The cushion 2a moves in its flexible Fender fastening members 2b due to the movement of the ship 3. Then the other end Ib of the protective structure 1 also moves over the protective plate 10. The purpose of the shield plate 10 is to protect the concrete surface of the fender platform 2c or the platform 5 and one end Ib of the guard structure 1 from wear caused by the movement of the other end Ib of the guard structure 1 over the fender platform 2c or platform 5. The surface of the shielding plate 10 is smooth and slippery, whereby it provides as little friction as possible to the other end Ib of the movable shielding structure 1. The contact surface of the second end Ib of the second end of the protective structure 1 is shaped to be round and suitably small in surface area, so that when moving over the protective plate 10, there is minimal friction. The fender cushion 2a may also pivot in its resilient fastening members 2b laterally, thereby allowing part of the other end Ib of the protective structure 1 to move outside the upper surface of the protective plate 10. The design of the second end Ib is such that, when the fender pad 2a returns to its normal position, the other end Ib of the protective structure 1 also returns completely to the protective plate 10.
    Figure 3b illustrates another method of the invention and a portfender protective structure 1, viewed from the side, which is otherwise similar to the solution of Figure 3a, but the body element ly of the protective structure 1 is not straight. The body element ly is initially directed steeper downwardly from its first end la and thereafter the body element ly is directed more gently downwards in the direction of the platform onto the protective plate 10. The above solution of the guardrail structure 1 allows the mooring ropes 4 of the ship 3 to pass into the port bollard 6 over the harbor fender 2 and very close to the harbor fender 2, but without the mooring ropes depressing the guard structure 1.
    20175704 prh 28 -07- 2017
    Figures 4a and 4b show a side view of the method of the invention and the protective structure 1 of the portfender 2, the fender cushion 2a of the portfender 2 being inclined forward and backward. Wind, surf, and the ship's own motor moves the vessel 3 at the quay 5, whereby the fender pad 2a is tilted in the flexible mooring members 2b of the Fender 2 by the movement of the ship 3. Typically, the vessel 3 swings up and down in the waves 7, whereby the top of the fender pad 2a moves back and forth to the sea and to the pier.
    Figure 4a fenderityynyn upper part 2a moves toward the sea, and also to pull Fender 2 of the protective structure to the ocean 1, wherein one end of the second protection structure Ib slides easily into the top surface of the shield plate 10 in the direction of the arrow towards the sea. Figure 4b fenderityynyn upper part 2a moves toward the dock 15 and also pushes the Fender 2 of the protective structure 1 towards the dock, wherein one end of the second protection structure Ib slides easily on the upper surface of the shield plate 10 in the arrow direction.
    Figure 5 is a side elevational view of the method of the invention and the protective structure 1 of the portfender 2 in a different portfender solution. The harbor fender 2 is fully mounted to the side of the dock 5, and the fender platform 2c shown earlier is not used. The upper surface of the fender pad 2a 25 may be below the level of the platform 5.
    In this adaptive embodiment, the protective structure 1 functions as previously described, but the longitudinal frame elements ly of the protective structure 1 are suitably bent so that the other end Ib of the protective structure 1 extends well to the upper surface of the protective plate 10 mounted on the pier 30 5.
    The protective structure 1 of the port fender 2 according to the invention can advantageously be mounted on the port fenders 2 which have already been installed on the dock 5. These fenders 2 often have fastening lugs 8 at the top 35 already.
    20175704 prh 28 -07- 2017 shields 8 can also be retrofitted to fenders 2. The protective structure 1 of the portfender 2 is made of strong, weather and corrosion-resistant material, such as stainless or hot-dip galvanized steel.
    It will be apparent to one skilled in the art that various embodiments of the invention are not limited to the examples above, but may vary within the scope of the following claims. It is essential that the method of the invention and the protection structure of the harbor fender effectively prevent the ship's mooring ropes from getting caught in the harbor fender's structures and any possible seizure. Thus, for example, the shapes of the protective structure may be different from those illustrated in the embodiments.
    It will also be apparent to one skilled in the art that the port fender protective structure of the invention may be attached and articulated to the top of the fender pad in a manner other than that shown in the embodiment. For example, attachment may be made to the fender pad or the protective structure may be attached at its first end to the fender pad, for example by means of hinges.
    It is also clear to a person skilled in the art that the solution of the invention can also be applied to other types of port fenders than those shown in the application example. The solution can also be applied, for example, with fixed port berths or with new types of berthing berths.
    权利要求:
    Claims (11)
    [1]
    1. A method of protecting a harbor fender from seizing a ship's mooring lines, comprising: (3)
    The port tenders (2) provided with a fender pad (2a) and a fender pad (2b) securing the fender pad (2a) are secured to the dock (5) and the vessel (3) is secured to the dock (5) by means of fastening ropes (4). ) a protective structure (1) extending in the direction of the jetty (5) extending from the fender bar 10 (2a) in the upper part.
    [2]
    Method according to Claim 1, characterized in that the protective structure (1) is arranged to extend substantially over the edge of the pier (5) from the fender pad (2a) to the pier.
    15 (5) direction.
    [3]
    Method according to Claim 1 or 2, characterized in that the protective structure (1) is fastened at its first end (1a) by means of articulated fastening means (8, 9) to the upper part of the phen20 derivative (2a).
    [4]
    Method according to claim 1, 2 or 3, characterized in that the protective structure (1) is arranged at one end (Ib) to move freely on its base.
    [5]
    Method according to one of the preceding claims, characterized in that a protective plate (10) is provided on the surface of the quay (5) and / or on the surface of the harbor fender platform (4) as a base for the other end (Ib) of the protective structure (1), and
    30 that the upper surface of the shielding plate (10) is sliding.
    [6]
    Method according to one of the preceding claims, characterized in that the protective structure (1) is mounted
    20175704 prh 28 -07- 2017 to the mounting brackets (8) of the previously installed port tender (2).
    [7]
    7. Arrangement for the protection of the harbor fender
    5, comprising a fender cushion (2a) and a fender cushion (2a) secured to the side of the ship (3), characterized in that the fender cushion (2a) has an upper portion of the fender cushion (2a) in the direction of the dock (5). protective structure (1).
    [8]
    Arrangement according to Claim 7, characterized in that the protective structure (1) is hinged at its upper end (1a) to the upper part of the port fender (2).
    15
    [9]
    Arrangement according to Claim 7 or 8, characterized in that the protective structure (1) at its other end (Ib) is arranged to move freely on the pier (5) or on the port fender platform (4).
    20
    [10]
    Arrangement according to Claim 7, 8 or 9, characterized in that the free-moving second end (Ib) of the protective structure (1) is shaped to produce low friction.
    [11]
    An arrangement according to any one of claims 7 to 10,
    Characterized in that the protective structure (1) has one or more longitudinal frame elements (ly) which are substantially perpendicular to the pier (5) and extend over the pier edge, and that the protective structure (1) has one or more transverse bodies with the edge of the pier (5) essentially sa30 parallel, frame elements (1x).
    类似技术:
    公开号 | 公开日 | 专利标题
    US5762016A|1998-06-09|Dock pole bumper assembly
    US6843197B1|2005-01-18|Near shore port security barrier
    KR20110005586A|2011-01-18|Anti-pirate system in ship
    US20160060837A1|2016-03-03|Marine Fender and Method of Assembly of Components of Same
    US7063484B2|2006-06-20|Boat barrier attachment for log and debris booms
    US20090107384A1|2009-04-30|Fender System for Vessels Which Allows Fenders to Self Adjust
    CN110949611A|2020-04-03|Mooring device, ship and arrangement method of mooring device
    FI20175704A1|2019-01-29|Method and arrangement for protecting a harbour fender against the entanglement of a vessel's mooring ropes
    US7370595B1|2008-05-13|Watercraft hull and gunwale mooring guard
    KR20160028148A|2016-03-11|Fender for preventing damage of the ship painting
    JP2009167685A|2009-07-30|Anchoring apparatus for pneumatic fender
    EP2309061A2|2011-04-13|Pier or dock fender
    KR20130005714U|2013-10-02|The Pirate's Intrusion Prevention Apparatus of Ship
    KR101149318B1|2012-05-23|Mooring structure for ship
    KR102063960B1|2020-01-08|Rope Protection Guard
    KR20110119861A|2011-11-03|Marine spray nozzle assembly and ship including the same
    KR20130047349A|2013-05-08|Jacket having guard protecting sway fender of offshore fixed platform
    US20060060122A1|2006-03-23|Mooring rope protector which is intended, in particular, for a pleasure boat
    JP2008013038A|2008-01-24|Mooring device for floating structure
    US7618214B2|2009-11-17|Containment boom guide system and method
    KR20100003388U|2010-03-29|Cushion tube
    KR20140045724A|2014-04-17|Mooring apparatus of vessel on the quaywall for preventing damage of outside shell
    CN202187322U|2012-04-11|Overhead dragging energy dissipation type ship arresting system
    KR20200049199A|2020-05-08|Fenders deploying apparatus for ships
    KR102095318B1|2020-03-31|floater
    同族专利:
    公开号 | 公开日
    FI128806B|2020-12-31|
    WO2019020868A1|2019-01-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPS5513472Y2|1977-04-04|1980-03-26|
    JPS5931620U|1982-08-24|1984-02-27|
    JPS6022521U|1983-07-19|1985-02-16|
    JP3013029B2|1995-10-27|2000-02-28|東洋建設株式会社|Ship impact force absorber|
    US20150292173A1|2012-07-11|2015-10-15|Trelleborg Marine Systems Australia Pty Ltd|Maritime fender and associated method of maintenance|
    法律状态:
    2019-08-12| PC| Transfer of assignment of patent|Owner name: OY ILMAKOS AB |
    2020-12-31| FG| Patent granted|Ref document number: 128806 Country of ref document: FI Kind code of ref document: B |
    优先权:
    申请号 | 申请日 | 专利标题
    FI20175704A|FI128806B|2017-07-28|2017-07-28|Method and arrangement for protecting a harbour fender against the entanglement of a vessel's mooring ropes|FI20175704A| FI128806B|2017-07-28|2017-07-28|Method and arrangement for protecting a harbour fender against the entanglement of a vessel's mooring ropes|
    PCT/FI2018/050555| WO2019020868A1|2017-07-28|2018-07-27|Method and arrangement to protect a harbour fender for sticking mooring ropes of a vessel|
    [返回顶部]