Note: Descriptions are shown in the official language in which they were submitted.
41;~
This is a division of copending Canadian Patent
application serial No. 322,272 which was filed on February
26, 1979.
Backqround of the Invention
The present invention pertains to an apparatus for
releasably coupling two movable bodies, and, more
particularly, to an articulated ship employing a coupling
arrangement permitting both rigid and flexible
interconnection.
The use of tug-barge combinations for transporting
cargoes by water offers many advantages over the use of
self-propelled vessels such as tankers and the like.
While the tug-barge combination can be used quite
successfully in calm or sheltered water, the push-towing
technique is generally unsuitable for open water travel
because of the severity o~ conditions frequently
encounterecl. In an attempt to reap the economic
advantages afforded by tug-barge arrangement and yet
overcome the adverse conditions encountered in open water
travel, numerous articulated ships have been proposed.
These articulated ships have taken numerous forms
including both rigidly coupled systems and systems
employing flexible coupling, i.e. systems allowing certain
substantial relative movements of the coupled vessels.
Examples of rigidly coupled vessels are disclosed in such
patents as U.S. Patents 3,610,196 to Lowry, 3,735,722 to
Hooper et al and 3,486,476 to Breit, Jr. U. S. Patents
3,756,183, and 3,605,675 to Clemence, Jr., and 3,563,621
to Kawasaki all disclose svstems in which the articulated
ship is flexibly coupled.
It is apparent from the prlor art, as exemplified
above, that both rigidly coupled and flexibly coupled
systems have advantages. In terms of acting as a unitary
ship, the rigidly coupled system far surpasses that of the
flexibly coupled system. On the other hand, in terms of
maneuverability in heavy seas, it may be desirable that
certain relative motions of the two vessels be allowed
while others be prevented as much as possible. In such
cases, the flexibly coupled system may be preferred. As
noted above, while both types of systems are disclosed in
the prior art, there are no known practical systems by
which both types of coupling can be accomplished with the
same apparatus. It should also be pointed out that in
rigidly coupled systems heretofore disclosed, relative
draft engagement of the coupled vessels has been limited
to a plurality of discrete draEt engagements rather than
continuous relative draft engagement within the draft
limits of the vessels.
Summary of the Invention
It is, therefore, an object of the present invention
to provide an apparatus for releasably coupling two
movable bodies.
Another object of the present invention is to provide
an apparatus for releasably coupling two floatable vessels.
Still another object of the present invention is to
provide an articulated marine transportation combination
having coupling means permitting both rigid and flexible
coupling of the two vessels.
Yet another object of the present invention is to
provide an articulated marine transportation combination
having a coupling assembly permitting, within the
respective draft limits of the vessels, continuous
relative draft engagement thereof.
These and other objects of the present invention will
become apparent from the drawings, the description given
herein and the appended claims.
In one embodiment, the apparatus of the present
invention comprises a first coupling assembly secured to
one of two movable bodies, the first coupling assembly
having a bearing member providing opposed bearing surfaces.
Secured to a second movable body is a second coupling
asssembly which has gripping means for frictionally
engaging the bearing surfaces of the first coupling
assembly, and means for effecting such engagement of the
gripping means with the bearing surfaces.
In another embodiment, the present invention includes
a first vessel having a notch at one end defined by
oppositely d,isposed wings and a second vessel having a bow
portion and sides. At least three of the first coupling
assemblies described above are secured to the first
vessel, one of which is disposed generally forward of the
notch, the remaining two being disposed generally rearward
of the notch and on respective ones of the opposed wings.
Secured to the second vessel are three of the second
coupling assemblies described above, the second coupling
assemblies being disposed on the second vessel so as to be
engageable with the first coupling assemblies when the
second vessel is suitably received in the notch.
In still another embodiment, the present invention
includes an articulated movable combination comprising a
first body having a notch at one end defined by oppositely
disposed wings, and a second body having a forward portion
and sides. The first body has secured thereto at least
one of the first coupling assemblies described above, the
3~
first coupling assembly being disposed generally forward
of the notch. The second body has a second coupling
assembly, described above, secured to the forward portion
of the second body such that when the second body is
received in the notch of the first body, the second and
first coupling assemblies can be engaged to couple the
respective bodies together. There are further included
lateral thrust bearing means between the opposite sides of
the second body and the wings, generally rearwardly of the
notch. In the preferred form, the two bodies are floatable
vessels, one of which, preferably the second vessel, is
powered.
In accordance with an aspect of the invention there is
provided a marine push-towing transportation combination
comprising: a first vessel having a notch at one endl said
notch having a pair of oppositely disposed wings, a second
vessel having a bow portion and sides, coupling means
coupling said Eirst vessel to said second vessel when said
second vessel is received in said notch between said wings,
said coupling means including at least three first coupling
assemblies secured to one of said vessels, each of said
first coupling assemblies including at least one bearing
member having opposed, substantially vertical bearing
surfaces, one of said first coupling assemblies being
disposed for engagement generally forward of said notch,
the other two of said first coupling assemblies being
disposed for engagement generally rearward and on opposite
sides of said notch, and at least three second coupling
assemblies secured to the other of said vessels, each of
said second coupling assemblies being disposed so as to be
engageable with said first coupling assemblies when said
3~
second vessel is received in said notch, each of said
second coupling assemblies including gripping means for
frictionally engaging sald bearing surfaces, each of said
gripping means comprising first and second gripping
members, said first gripping member having a surface
engageable with one of said bearing surfaces, said second
gripping member having a surface engageable with the other
of said bearing surfaces, said first gripping member being
mounted for movement in a direction generally transverse
to said bearing surfaces, and means for effecting
engagement of said gripping means with said bearing
surfaces.
Brief Descri~tion of the Drawinqs
L _ ,,
The present invention, taken in conjunction with the
invention disclosed in copending Canadian patent
application Serial No. 322,272 which was filed on February
26, 1979 will be described in detail hereinbelow with the
aid of the accompanying drawings, in which:
Fig. 1 is a fragmentary top plan view of one
embodiment of the present invention showing a coupled tug
and barge.
Fig. 2 is an elevational view, partly in section,
taken along the ]ines 2-2 of Fig. 1.
Fig. 3 is a view, enlarged, taken along the lines 3-3
of Fig. 2.
Fig. ~ is a fragmentary top plan view showing the
- 4a -
3~
adjustable la-teral bearinJ means e~ployed in OI'e embodimen~ of
the present inven~ion~
~ Fi~. 5 is a detailed sectional view of a gripping means
~ en~loyed in the coupling means of the present inventionO
~igo 6 is a detaile~ elevational vie~r, partly in section,
taken along the lines 6-6 of Fig. 4
Fi~. 7,is a view taken along the lines 7-7 of Fig. 6~
Fig. 8 is a fragmentary top plan view of another embodi-
ment of the present invention showing a coupled tug and barge.
Fig. 9 is an enlarged vieJI of the side coupling means
e~ployed in the embodimznt of Fig. 80
Fig. 10 is a fragmentary top plan view of another
embodiment of the present invention~
Fig~ 11 is a vie~ similar to Figo 3 and showing a
variation of the coupling means of the present invention.
Fig. 12 is a view similar to Fig. 6 sho~ing a variation
of the lateral bearing means.
~ig~ 13 is a view taken alon~ the lines 13-13 of Fig~ 12
Fig~ 14 is an isometric view of a roller assembly
e~ployed in the lateral bearing means of Fig. 12.
Description of the Preferred Embodiments
.
In the description which follol:ls, the invention will
be described ~ith particular reference to an ar-ticulated ship,
i~e~ a se~mented ship comprised o-f two vessels~ generally a
cargo vessel and a powered vessel, e~g. a tug. As will be seen,
the articulated ship can be one in ~Jhich the respective vessels
are (1) rigidly coupled to~ether or (2) flexibly coupled
to~ether, the latter ~o the extent that a certaln degree of
relative movement between the vessels of the articulated ship
is permitted~ It is to be understood, however, that the
coupling appara-tus of the presen~ inverltion finds application
herever t-~o movable bodies are to be coupled together to fo~m
an articulated assemblageO
~c~crr.i~lg first to ~ig~ ~, there is sho-:~ a first
vessel or barGe 10 ha~-ing a throughgoing notch 11 de~ined by
~ .i
opposed po-rt and stai-board wings 12 and 13, respectively, extending
a~t of balge 10. Partially received into notch 11 is a second
vessel or tug 14 having opposed port and starboard sides 15 and
~6, respectively, and a for~ard or bow portion 17~ As seen from
Fig~ 8, the shape of -the notch 11 is generally complementary to
that of the portion of the tug 14 received therein. Ho~lever~
the shape of notch 11 need not conform to that o~ the portion of
tug 14 received therein and need only be such as to accommodate
coupling of the vessels employing the coupling means described
herein.
In the mated position sho~n in Fig. 8, tug 14 is
coupled to barge 10 by three independent coupli.ng means, the
three coupling means comprising forward or bow coupling means 20
and port and starboard coupling means 18 and 19, respectively
Couplin~ means 18, 19 and 20, which are described more fully
~ ~ .
belo~T, all include a firs-t coupling assembly secured to one of
-the vessels, in this case barge 10, and a second coupling assembly
secured to the other of the vessels, in this case tug 14. I~ile
there is some dif~erence in their mounting on the vessels, as
will be seen, the basic construction and operation of the
coupling means 18, 19 and 20 is substantially iden-tical.
Accordingly, the terms 'Ifirst coupling assembly" and Dsecond
coupling assembly" are used ~ith regard to all three coupling
means.
Turning no-Y to Fig. 3, there is shown in greater detail
bow coupling means 20~ While Fig~ 3 is actually a view of the
embodiment of Fig. 2, the bo~ coupling means 20 used in the
embodiments of Figs. 7 and 8 is identical~ As noted above~ bo~Y
coupling means 20 comprises ~irst and second coupling assemblies
The first coupling assembly compri.ses a generally vertically
extendin~ plate or bar 21 secured to barge 10 at substantially
.
the a~ex OL` notch 11, plate 2] serving as a bearing mem`~er ha~ing
opposed vertical and genera~ly parallel bearinO sur~aces 22 and
( 23. Secured to the bol~r or forlrard portion 17 of tug lLI is a
mounting member 24, mounting member 24 having a vertically
extending slot 25 partially defined by lateral walls 26 and 27,
the width of slot 25 being larger than the thickness of bearing
member 21 between bearing surfaces 22 and 23~ As can be seen
_. _
from Figs. 3 and 8, t~rhen tug ll~ is matincly received in notch 11,
bearing member 21 extends into slot 25 be-tl~reen the lateral t~ralls
26 and 27.
Disposed t~ithin mounting member 21-' is the second coupling
assembly. rhe second coupling assembly comprises gripping
members 53 and 41, portions of which extend out of lateral walls
26 and 27. As ~ill be explained ~ore fully hereafter, grippin~
mem~er 41 is mounted for movement in a direction generally
~ransverse to bearing surfaces 22 ancl 23, such movement being
effected by a piston-cylinder arranOement shown generally at 28
d mounted internally of moun-ting member 24.
The detailed construction and operation of the first and
second coupling assemblies is best understood by reference to
Fig. 5. Secured in the starboard side of ~ol~ting member 24 is
housing 29. Mounted within housin~ 29 is a cylindrical guide
tube 30, guide tube 30 and housing 29 being secured to one another
by suitable webbing 31~ ~lebbing 31 being ~elded to housing 29
and guide tube 30~ Disposed internally of guide tube 30 is
hydraulic cylinder 32 and associated piston 40~ cylinder 32
abutting a shoulder 33 formed by an internally upset portion 34
of guide tube 30~ A removeable stop plate 35 extends through
suitable openings 36 and 37 in the upper portions of housing 29
and 30 a~d, ~rhen fully inserted in a down~rard posi-~ion, engages
a groove 38 in guide tube 30. ~en stop plate 35 is securely in
place, hydraulic cylinder 32 is secured a~ainst transverse, i.eO--~
port or starboard, movement by shoulder 33 and stop plate 35
}~^moval ol ,to~ p~ate 35 perlnits access to h~draulic cylinder 32
throug}l bore 39 ~hich opens starboard OI mO~ ting me(ll`Oer ~
:~-; Disposed in the cylindrical bore form_d by internal upset portion
34 of guide tube 30 is cylindrical ~ripping member 41 having a
gripping surface 41 a formed boy a plurality of concentric annular
groovesO Gripping mernber 41 is spaced ~rom piston 40 by self-
lubricating thrust plates 42. A bolt 43 extending through a
generally central bore 44 in gripp ~g memoer 41 also e~tends
through registering bores in thrust plates 42 and is threadedly
L0 received in piston 40 It will be observed that the threaded
portion of bolt 43 at no time enga~es a co~lementary threaded
portion of bore 4LL, Accordingly, ~ripping member 41 is free to
rotate about the axis defined by bolt 43 0-ring 45 disposed
in an annular groove on the outer periphery of gripping member
l~l provides sealing between the internal upset portion 34 o~
guide tube 30 and gripping member 41.
Located on the port side of slot 25 in mounting member
2ll is housing 1~6 internally of which is cylindrical guide tube
47~ guide tube 47 being secured to housing 46 by webbing 48
-- -- _
welded to guide tube 47 and housing 46. ~. bearing plate 49 is
disposed internally of and welded -to guide tube 47 and a support
frame~ork consisting of webbing members 50 and 51, the support
frame~ork in tur~ being welded to housing 46~ Bearing plate 49
is spaced from cylindrical gripping member 53 by self-lubricating
thrust plates 540 A bolt 52 extends through central bores in
bearing plate 49 and thrust plates 54 and is threadedly received
in cylindrical gripping member 53. 0-ring 55 effects sealing
bet~een cylindrical gripping member 53 an~ the guide tube 47.
As can be seen, gripping member 53 is free to rotate within guide
tube 47 on the generally horizontal axis defined by bolt 52.
Like member 41, gripping member 53 has a gripping surface 53a
formed by a plurality of concentric annular grooves. ~ -
~
It will be apparent that, ~hereas both gripping members
1~l an~ 5~ are per~itted to rotate on the same gene~al hori%ontal
__ _
axis dofined by bolts 52 and 41~, gripping member 53 is restrainedfrom any substantial transverse movement relative to bearing
surface 22. ~ccordingly, ~Jhen tug 14 is received in notch 11,~
and bearing member 21 is received in slot 5, bearing surfaces
23 and 22 will be in a position to be engaged by gripping surfaces
41a and 53a, respectively. Movement of piston 40 in a port
direction, i.e. toward bearing surface 23, ~iill force gripping
surface 41a into engagement ~rith bearing surface 23 which in turn
O ~Jill, if necessary, cause movement of bearing member 21 to-~ard
gripping mem~er 53 until bearing surface 22 and gripping surface
53a are engaged. As a practi~cal matter~ the clearances between
gripping surface 41a and bearing surface 23 and gripping surface
53a and bearing surface 22 are relatively small even whe~ the
vessels are not coupled. Accordingly, very li-ttle movement of
bearing member 21 to-~ard gripping surface 53a occurs upon movem~nt
of gri~ping member 41 toward bearing surface 23.
The grooved ~ripping sur~aces ~la and 53a serve to
enhance frictional engagement bet~leen the gripping~ members a~d
~o bearing rnember 21. Other surface configurations such as dimpl~d,
waf~led, etc., may be employed to achieve the enhanced ~rictional
. . .
engagement between the gripping members and the bearing surfaces~
it being understood that the gripping surfaces can be smoo~h if
desired.
`5 The hydraulic piston~cylinder arrangement described
above is of the double-acting type whereby gripping member 41
can also be moved in a direction a~lay from bearing surface 23
resulting in dlsengagement of bearing member 2 and gripping
members 41 and 53. It should further be observed that ~Yhile
,O double-acting piston-cylinder arrangement is sho~Yn other means
of effecting engagement of the gripping ~embers ~ith bearing
member 21 can be employedO Such means, ~lhich may be consider2d
for~e modules, can include singl~-acting piston-cylinder systems
_9_
usirlg r~ al or mecnanical return, mechanical sy;tems such as
cams, scre~Js, etc., or electrical systerns such as solinoids,
electrorn~ne-ts, etc.
I~hile in the coupling means depicted ln Figs. 3 and 5,
only onc of the g-ipping mernbers is mounted for transve-rse
movement in a direction generally transverse to bearing member
21, it is apparent that both of the gripping rnembers can be so
mounted. Such an arrangement is sholl~n in ~ig. 11 where a dual
piston-cylinder systems, such as depicted in Figs. 3 and 5 are
~0 used in conjunction ~ith both gripping members 53 and 41.
In Fig. 9 is sho~m the port coupling means 18j it
being understood that starboard coupling ~eans 19 is identical
in construction. As noted above~ couplinG means 18 and 19
function the same as coupling means 20 and are, iTl pertinent
part, substantially identical structurally, save for their
mounting assemblies employed and their relative disposition o~
the vessels~ DependinG frorn the af-t of poxt ~ling 12 is the ~irst
coupling assembly comprising vertically extending bearing member
56 having opposed vertical and generally parallel bearing
surfaces 57 and 58. It will be appreciated that bearing member
56, like bearing member 22 generally extends for substantially
.
the full height of notch 11. Secured to the port side 15 of
tug 14 is port mounting member 59 having a fon~ardly opening~
generally vertical slot 60 having opposed lateral ~alls 60a
and 60b. Mounted in ~all 60a of mounting member 59 is gripping
member 62, gripping member 62 being mounted substantially the
same as gripping member _, io e. rotatabl~ around a generally
horizontal axis but fi~ed ~gainst motion in a direction transverse
to bearing surfaces 57 and 58~ Disposed on the other side of
slot _ in wall 60b and facing bearinO surface 5O is gripplng
member 63, gripping member 63 being mounted subs-tantially the
same as gripping member ~1 and being operatively connected tb
piston-cylinder arrangement 6l~, basicàlly the same as piston-
-10 -
. . .
cylinder syste~ 2~ sho'~n :in Fi~. 5, to effect movc~ent of ~rippin~
member 63 in a direction to-/ard bear~rlg surrace 58 and assuming
, . . .
a double-acting piston-cylinder system is used to effect rnovemen~
of gripping member 63 away frorn bearing surface 5~. As in thé
case of the em~odiment shown ln Fig. 11, both grip inO members
62 and 63 may be operati~ely connected to suitable force modules
to effect engagement ~lth bearing member 56.
In Fig. 10 is sho~rn an embodirnent of the present inven-tion
wherein a barge sho~rn ~t 65 and a -tug sho-rn at 66 are coupled at
0 the stern 69 of the barge 65 and the bo~r 68 of the tu~ 66, there
being no notch on barge 65 Dual coupling means 67, substantially
identical with coupling means 20, are used to couple tug 66 and
barOe 65 to~ether. It ~rill be obser-~ed that the second coupling
assemblies described above and cornprising the gripping mQmbers
L5 are connected to the forward portion 68 of tug 66, forward portion
68 having a more blunted nose to accommodate lateral spacing of`
the asse~blies. ~ikewise, the stern 69 of barge 65 has secured
thereto the first coupling assemblies described above and
co~prising the vertical bearing member~ the first couplin~
'0 assemblies being suit~bly-spaced so as to register ~ith and be
engagable with the f-rst coupling assemblies upon mating of ~ug
66 and barge 65.
.
It is to be cbserved that in the preferred case, the
generally cylindrically shaped gripping members of each of the
'5 second coupling assemblies will lie on and rotate about the same,
generally horizontal, axis, although the axes need not all lie
in the same horizontal planeO Thus, for example, the gripping
members of` for-;rard or bow coupling means 20 could be disposed
relatively higher or lower than those of couplin~ means 18 or
19 which, in turn, could also be in dif`ferent horizontal planes.
It is further to be noted that the disposition of the CoUpling
means relatiVQ to the two vessels ~ill depend upon such paramete-rs
as ~eight, length and other such dimensio~l~ of th~ vessels and,
as can b_ seen belo:~, on thc type o~ cou ling desired, i.e.
et~ler of the rigid or flexible t~pe~
The extreme versitility and utility of the invention
described herein is clearly brought out by an analysis of the
capa~ilities of -the system. For e~am~le, it is t~i be observed
that ~ithin the draft limits of the ma-ted vessels, the coupling
means provides continuous relative draCt engagement. This is in
contrast to other mainly rigidly coupled systems in ~'nich relative
draft engagement of the t~o coupled vessels is limited to a
0 pluralit~ of discrete coupling points. For practical purposes,
`; relative draft engagement is limited only by the vertical e~tent
of the bearing members ~hich can be co-extensive ~ith the draft
lirni-ts of the vessel. The uni~ue coupling means provides for
both rigid and flexible coupling o~ t~Jo bodies to~rether. In
regard -to the former, it should be observed from Fig. 8 that when
couplingr means 18, 19 and 20 are all engaged and the gripping
members have frictionally engaged the vertically extending bearing
members, an artlculated system which is rigidly connected is
achieved. ~oreover, this ri~id interconnection is achieved in
~0 a manner which for practical purposes can be considered to be
a three-point suspension system. In this regard, it is important
to note that the area of enga~ement between the gripping members
and the bearing surfaces, relative to the sizes of the t~Jo mated
vessels is small such that, for practical purpose~ point engage-
'5 ment a-t the coupling sites is achieved. This permits the vessels
to engage and disengage extremely rapidly, a feature which cannot
be over emphasized from a safety point of vie~Y. By utilizing a
sui-table control system operatively connected to all of the
coupling means, i~e. coupling means 18, 19 and 20~ the latter
,0 can be engaged or disengaged virtually simultaneously which ~Yill
provide virtually instant~neous en~agement or disengagement of
the t~Yo vessels. -
The coupling means described herein also ~rovides a
--12-
3~
uni~ue ;~s1e~ for providing ~le~ible coupli~ r,~ i. e. alloling
some rcl~tivc movel~ent; bett~Jeen the coupled vessels. In the
`~ cnlbodimellt of Fig. ~, if the gripping members in couplin~ means
18 and 19 are not f`rictional]y cngaged l`Ji th -the corresponding
bearing members, tug 14 l~Jill be alloJed to pivot, in a ~enerally
vertical plane, arou~d coupling means 20, i-t being remembered
that the gripping mernbers are rotatable relative -to tug lL~.
Adjustment of the aft coupling me~ns 18 and 19 so as to allo~:l
vertical sliding of the gripping members cn the bearing surfaces
~ill allow such vertical pivot'ng but ~rill substantially curtail
any relative rollin~, ya~Jing~ i.e. steering, of the coupled
vessels~ The embodiment of Fig.10 sho~ls still another articulated
ship ~ihereln fle~ible coupling is achieved
Thus, the coupling means of the present invention in
one basic structure provides a means ~rhereby t~lO vessels may be
ri~idly or ~lexibly coupled. Xt should be borne in mind that
~hile the invention has been described ~lith regard to the second
couplin~ means being secured to the pol~ered or pushing vessel~
they can, of course, be secured to the pushed vessel. Generall~,
~0 however, since ~he po-~er and control systems are usually on the
pushing vessel, the movable, grippin~ members would be more
conveniently secured to the powered or pushing vessel.
Another advantage of the coupling means resides in the
fact that, because of its ~ique desi~n and manner of coupling,
~5 auxillary equipment to lash or otherwise secure the vessels
together can be minimized and, in some cases, dispensed ~/ith.
Once the bearing surfaces are frictionally engaged by the
gripping members, the t~o vessels are not simply coupled but
are, for all inten-ts and purposes, locked together. Nonetheless,
it may be desirable, particul~rly in heavy sea conditions or as
a safety measure, -to employ securing devices such as hydraulic
rams, ~inches, cables, turnbuclcles, bolts or the like. -.
~ttention is no~l directed to Figs~ 1, 2, 4, 6 and 7
'
Q~
for a dcscription o~ a ~odifled form of the ar-ticulated shi~
of the present invention. ReferrinG first to Fig. 1, there is
sho~ a barge or pushed vessel 70 having a throughOoing notch
71 ~t one end thereof defined by port and s-tarboard ~Jings 72
and 7~, respec-tively. Received in notch 71 is a tug 74 having
a forlrard portion 75 and port and starboard sldes 76 and 77,
respectively. Coupling means 20, id_n-tical to that sho-~n in
Figs~ 3, 5 and 8 couples the for~rard portion 75 of tug 74 to
barge 70, coupling occurrinG substantially a-t the apex of notch
71 and the bo.~ of tug 7~. Disposed between the side 77 of tug
74 and the ir~ler wall of starboard ~Jing 73 is a lateral thrust
bearing 78 ~Jhose construction and operation will be described
more fully hereafter ~a-teral thrus~ bearing 78 is extensible
and retractable in a generally por~ and starboard direction a~d
is secured to thrust bearing mounting member 79 ~rhich in turn is
secured to the side 77 o~ vessel 7l'. A bearing or guide surface
80 (see Fig. 4J is formed on the inner ~Jall of starboard wing 7
adjacent lateral thrust beari.ng 78.
Disposed between the port side 76 of tug 74 and the
inner ~Jall of por~ ~ing 72 is a second lateral thrust bearing 81,
lateral thrust bearing 81 like;~rise being engag2ble wi~h a -
bearing or guide sur~ace, which as in the case of bearing surface
80, can be partly formed by the inner wall of wing 72~ Lateral
thrust bearing 81~ unlike thrust bearing 78, is fixed against
gener~lly port or starboard movementr Extending generally
vertically upwardly from wings 72 and 73 are above-deck guides
83 an~ 84, respectively~ guides83 and 84 forming vertical upward
extensions of the bearing surfaces formed on the inner walls of
~rings 72 and 73, respectively. Guides 83 and 84, which extend
the bearing sur~aces against ~rhich thrust bearings 81 and 78,
respectively, bear, allo~l for greater latitude in terms of r~elative
draft engagement of the two vessels ~n~ maximum relative pitchin~ -
or pivoting of the t~ro vessels about co~oling means 20 ~rhen the
latter is engaged.
~ ), , .
3~
l~crerence i.s no~J made to ~igs. ~ ~ld 7 for a detailed
clc-cription of adjustable l~teral thrust bearing 78. Lateral
thrust bearing 7~ includes a substantially flat plate 86 to
~Ihich are secured a plurality of resilient pads 87. The term
"resilient-" as employed herein, is intended to mean a material
possessing su-~ficient rigidity and resistence to compression so
as to prevent an~y substantial deforr~.ation thereof, but yet
possessing some degree o~ elasticity. In general, pads 87 will
comprise certain polymeric materials, either in pure or COT.~OSite
~orm. Plate _ is secured to a framework cor~rising vertical
support beams 88 and generally horizontal ribs 89. Secured to the
back side of plate 85 are a plurality of cylindrica-L guide -tubes
90, the number and disposi~ion bein~ dependent u on the size of
the thrust bearing ~Thich in turn depends upon the relative size
L5 f the vessels~ In the er~bodiment shot~m eight such tubes are
err~loyedO As best seen in Fig. 6, guide tubes 90 open in a
direction facin~ the side 77 oi` tug 71~.
Secured to the side of tu~ 74 is a thrust bearing
mounting member 79, mountins member 79 comprising a ~rame~Jorl{
'0 of vertical beams 91 and cross-webbing 92. As can be seen from
Fig. 6, mounting member 79 extends above the deck of tug 7~ and
is connected to a crossbeam 93, crossbeam 93 in turn being
secured to the deck of ~ug 74 and, pre~erably, being connected to
or being an extension of a like beam extending from fixed thrust
'5 bearing 81. It wlll be understood that the mo~nting member 79
can be constructed in m~ny ~rays, the only requisite being that
it be so designed and o~ a ma~erial as to possess the strength
to ~rithstand the forces encountered in the environment in ~lhich
the articulated ship is to be used. Forming par~ of mounting
member 79 is a face plate 9~ havin~ a series of cylindrical
mounting member guide tubes 95 secured thereto, each tube 95
being disposed so as to be telescopically engagable lith a
corresponding thrust bearing guide tube 90. Disposed ~ thin
r.ounting mcmber 79 arc a p]urality of doul)lc-acting piston-
- cylinder sys'ems com~rising cylinders 96 and pis-tons 97, the
piston-cylinder sys-tems being of the conven-tional hy~raulic
type~ Pistons 97 eY~tend throu~h openings in face plate 94 and
are secured to plate 86 of thrust bearing ~8. Each of the piston-
cylinder assemblies is disposed ~rithin mounting member 79 such
-that each piston 97 lies generally concen-tric ~.ith the corresponding
mounting rnember guide tube 95 and thrus~t bearing guide tube 90~
llhile not sho~m, f:Lxed thrust bearing 81 will, to the
0 extent of its bearin~ surface configuration, be substantially
identical to the sur~ace configuration of bearinrg 78 sho-~ in
Fig. 7. Howeve-r, as noted, bearing 8 being fixed will be
rigidly secured in a suitable fashion to the side 76 oP tug 74.
The pis-ton-cylinder systems can be easily controlled
~5 by well kno~Jn means and methods so as to be simultaneously activated
~hereby either to extend thrust bearing 78 out~Jardly away from
tug 7~ and into engage~ent with bearin~ surface 80 or to retract
bearing 78. It ~rill be apparen-t that ~;hen tug 71~ is received in
the notch ~1 of barge 70, and thrust bearing 78 is urged laterally
'0 outward in a starboard direction to engage bearing surface 80,
tug 74 will be snugly fitted in notch 71, fixed lateral thrust
bearing 81 engaging the bearing surface formed on wing 72.and
adjustable lateral thrust bearing 78 engaging bearing surface
80. The snug engage~..ent will allow tug 74 some freedom to pivot
~5 around coupling means 20 but will prevent any substantial
relative yawing or rolling of tug 7l~ and barge 70~
l~hile only one adjustable lateral thrust bearing 78
is sho~m, it will be apparent that adjustable thrust bearings
may be provided on both sides of tug 74, i~eO a lateral thrust
~0 bearing similar to 78 may be substituted for fixed thrust beari.ng
81. ~s noted above, ~rhen the thrus-t bearin~s are engaged with
the bearing surfaces on the win~s of the bar~e and for~rard
coupling me~ns 20 is engaged, the t~lo vessels are allo~red
9~
rel2ti~-e ~ertieal movcment, i.e. pivotin~, about coupling mcans
20, 5UCn m~vc~ent being ret rded only by -the friction~l
rcsistence between the lateral -th-rust bearings and the bearing
surfaces on the wings of the barge. The relative vertical
rnovemQnt or pivoting about coupling means 20 can be essentially
s~opped dependin~ on hol~ much force is exerted on the lateral
thrust bearin~s and~ accordingly, the degree of frictional
engagement bet~ieen the thrust bearinr~s and the bearing surlaces
on the inner walls of the ~Jins of the barge, i.e~ the articulated
ship can be ~ade rigidly coupled.
- Other than the above described double-acting piston-
cylinder systens, other forms of force e~erting devices such as
cams~ screws, etc.~ can be used in conjunction wi-t~ the movable
lateral thrust bearin~ to extend and retract the latter. Tt
sl~ould also be noted that the thrust bearings~ trhile sho~rn as
being secured to the powered vessel or -tu~, can be disposed on
the ~rings of the barge~ the ~ormer arrangem2nt being preferred
because of the usual presence of power and control systerns on
the po~rered vessel.
~eference is now made to ~igs. 12~ 13 and 14 ~or a
modified version of the lateral thrust bearing sho~m in Figs.
6 and 7. In Figso 12 and 13, like characters are used to
denote like elemen-ts o~ the lateral thrust bearins assembly
shown in Figs. 6 and 7~ MountinO member 79 and lateral thrust
bearing 78a shown in Figs. 12 and 13 are identical in construc-
tion and operation with mounting ~ember 79 and lateral thrust
bearing 78 sho~ in Figs~ 6 and 7, except lateral thrust
bearing 78a includes a plurality of roller assemblies, sho~
generally at 100O
Roller housing 101 havinO upper and lower walls 102
and 103, respectively, side t~alls 10~ and 105, respectively~
and rear wall 106 is mounted in thrust bearing 78a by welds 111
which secure housing 101 to plate 86. ~ile no-t sho~m, housing
-17~
~ . . ... .
iS al50 supportcd b~ the frame ~orli comprising vertic~l
support bea!l~s ~ and hori~ontc-l ri~s 89.
~' Roller assembl~r 100, as best seen in ~ig~ 14, comprises
a central, generaLly horizontally disposed shaf-t 107 fixedly
secured, usually by welding, on each end '~o mounting brackets
108, opposite encls of sha-~t 107 extend:ing through bores 108a
in each bracket. Shaft 107 acts ~s a bearing surface -for roller
109 which is preferably, though not necessarily, comprised of
the same or similar material as pads 87, and ~Jhich is free to
rotate around shalt 1070 Moun-ting bracke-ts ~o8 abu-t the surface
105a of wall 105 and are tapped (not sho~Jn) to receive bolts llO
~hich e~tend throu~n registering holes (not shown) on either side
of the rear wall 106 of roller housing lOlo As best seen in
Fig~ 14, the width of roller assembly 100, taken betweell -the
outside surfaces of opposed rno-mting bracke~ts 108 is substantially
equal to the width of housing 101 -ta~en between -the inside
sur~aces ol sicle ~alls 104 and 105. Likewise, the height of
__
roller assembly 100 taken between the top and bottom edges o-~
brackets lOo is substantially equal to the dis-tance between the
inside surfaces of the walls 102 and 1030 Accordingly, ~Jhen
roller asse~bly 100, com~rising shaft 107, brac~cets 108 and
roller 109, is inserted into roller housing 101, roller asse~bly
100 is substantially restrained from any vèr-tical or horizontal
movement. As c~l also be seen~ preferably3 roller assembly 100
is dimensioned such that when it is disposed ~ithin housing 101
and secured in the latter by means o-f bolts 110, roller 109-
extends outwardly past the surface of pads ~7 not more than the
radial thickness of roller 109.
~ile the roller assemblies 100 have been described
~ith referenCe to incorporation into the adjustable lateral
thrust bearing 78a, it will be apparen-t that, in the preferred
case, such roller assemblies will also be incorporated into ~he
fixed lateral thrust bearing, such as 81, as well ~ike~ise~
~`nen bo~h lat~r~l thrust be.rin~s are ~dj-lstable, both m~y ~nclude
the rollcr assemblies. I~e disposition and number Or the rollers
in the lateral thrust bearings ~ill, of course~ de~end upon
various parameters such as the size of the thrust bearings, the
relative sizes of the vessels, etc
Incorporation of the roller assemblies into the la-teral
thrust bearings greatly facilitates pivotin~ about coupling
means 20. Since rollers 109 are free to rotate around shafts
107, the frictional forces bett~een the lateral thrust bearings
.0 and the bearing surfaces on the t~Jin~s of the barge are decreased.
~Tot onl~ does this permit easier relative pivoting of the tr;~o
vessels around the couplin~ means 20, but it also lessens the
chances that the resilient pads 87, if used, ~rill be damaged.
As noted, and as sho~rn in Fi.g. 14, rollers 109 have a composition
.5 essen-tially the same as -that of the pads 87. r~hus, roller 109
is resilient, as that term is described above. Their resilien-t
na~ure allo~rs rollers 109 to be compressed or -to yeild easier
than if they trere metallic in nature. ;ln the event the ~orces
e~erted against rollers 109 are sufficient to com~ress or crush
0 them beyond their yield point, the bearing surlaces on the ~Jings
o~ barge 70 will then engage pads 87. To this extent, the rollers
provide a cushion t~Jhich acts to protect the pads o7 against
sudden damage~ As is readily apparent, the roller assemblies
are quite easily replaced ~rith net~ assemblies~ and it will be
appreciated that replacement of the roller assemblies is much
easier than replacement of resilient pads 87. It is to be
understood that trhile the rollers have been described ~lith
reference to their being constructed from a resilient material,
they can, o. course, be metallic in n~ture or of some other non-
0 resilient material.
-19-
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