Note: Descriptions are shown in the official language in which they were submitted.
BACKGROUND OF THE INV~ITION
1. Field of ~he Invention
The present invention relates to connection systems
~or barge - tug connections in which a tug pushes a nstched
barge allowing relative vertical movement therebetween. More
particularly, the present invention relates to a ender system
for use between the barge and the tug to buffer orces there-
between, and to a connection and tensioning coupling device
for the "pushing lines" whicll connect notched barges and tugs
together preventing separation in adverse sea condi.tions while
allowing relative movement between the tug and the barge, and
further allowing easy, ~uiclc release of the pushing lines in
emergencies without human intervention on deck.
2. General Background
It is known in the marine art to secure a tug in the
notch of a V-notched barge by USillg pushing lines.
It is also known to form connections both fixed and
moving between the tug and the barge at the tug bow.
~ A7hen connecting a tug and V-notched barge, pushing
lines are usually firstly connected. One end of a heavy
cable., generally a wire rope, is seeured with a shackle to
the transom of the barge on each side. The other end of this
cable, called the pushing line, runs over a large sheave pinned
on the aft deck oi the tug, close t~ the bulwark, and is then
secured either to the deck of the ship or to the towing -~inch,
sometimes through some kind of device giving some elasticity
to the assemblY.
&enerally all systems are built on these present
principles and differ only by their components. Most of these
prior art systems have the same dra~backs. The pushing lines
at sea are taut and slack alternatively, due to relative motions
of the tug and barge, and snap by snatching when the sea
-- 1 --
deteriora~es. Tl~e han(]lillg o~ tllc)se l;nes is vcry clurnsy and
thcre is generally no safe emergency release system.
Rubber tires, rigid connections, and complex "pinch-
ing" arrangements are used to space the barge-tug longitudi-
nally, usually at the bow of the tu~. Those systems of the
prior art, although in use for many years, have not been
greatly improved since the tugs ~were pushing only in relatively
good weather.
The sizes of tugs and barges are now increasing
.~ensibly as well as the necessity to lceep on pushing in adverse
condition~. Some recent technological improvements on the
fender system of the tug allow the tug to stay in the barge
up to fifteen (15) foot seas and there is a demand for improved
pushing lines. An increase in the size of the actual syste~
becomes a problem in that large systems are impossible to
handle by the crew members and too expensive.
U.S. Patent 4,168,672 issued to Fletcher discloses
an apparatus for transmission of thrust from the bow of a tug
secured in the bottomless recessed well of a barge. Transmit-
ting means is mounted to the bow of the tug to a retainingmeans which is mounted to the stern of the barge and an ajust-
able coupling means is mounted to the tug and barge~proximity
of the thrust transmitting means and complementary retaining
. means. The apparatus may include calbes for connecting the
tug to the barge for maintaining longitudinal alignment and a
number of resilient bumpers molmted to the bow of the tug to
absorb collision shock between tle two vessels.
U.S. Patent 4,148,27~ issued to Bludworth discloses
an apparatus for releasably coupling an articulated ship,
particularly a tug-barge combination, by use of a coupling
arrangement permitting both rigid and flexible interconnection.
O~e vessel is provided with opposed bearing surfaces which are
secured to the gripping members of the second vessel. The
barge partially accepts the tug in a bottomless notch in its
stern.
U.S. Pa~ent 4,168,~72 isslled to ~looper, et al, dis-
closes a thrust transmitting, means for a tu~ and barge without
mechanical couplin~. A deep bottomless V-notch is provided at
the stern of the barge to receive the bow of the tug. The bow
of the tug has a thrust exerting member which is adapted to
mate thrust receiving means on the barge at dif~erent relative
drafts of the two vessels. Automatic lubrication is provided
to the mating system.
A prior U.S. Paten~ 4,03l,843 issued to applicant
0 herein, Jean Paul Colin, discloses a tug-barge interconnection
where the barge has a longitudin~l groove at the stern of the
barge having an inverted T-form in transverse cross-section
which is adapted to receive the tug, which has a rigid thrust
'transmitting member attached thereto. The vessels are inter-
connected by hydraulic compression members combined withpressure accumulators. Inflatable cushions are interposed
between the barge and tug surfaces.
U.S. Patent 4,023,519 issued to Ha~ns discloses an
apparatus or coupling a ~ug in a barge. The apparatus com-
prises coupling means in the stern of the barge and at the
bow of the tug to allow relative movement of the vessels about
a vertical axis. Elongated flexible connectors are provided
between the vessels, one on each side. The tug can act as a
rudder for steering the barge.
U.S. Patent 4,~26,234 issued to ~bilu~, et al, dis-
closes a device for coupling a barge to a tug for sea trans-
portation, the barge having a stern portion with a bottomless,
V-notch or nesl: and the tug having a bow to mate with such
nest. The coupling device includes a system oE guiding
rollers whicll are mounted on the wings of the nest of the
barge including shock absorbers and hydraulic power devices.
Cables are passed over the rollers and fixed to the deck of
the tug. The device has self-adjustinp, qualities securing
--3--
both constant posit:ion of the tug relative to the barge and a
constant pressure of the tug against the barge both in pushing.
U.S. Patent 4,013,032 issued to Bludworth discloses
an articulated ship co~prising a cargo vessel and a powered
vessel. The cargo vessel has a bottornless, V-notch at its
stern end for receiving a portion of the powered vessel.
Three individual lockick means are provided for rigidly coup-
ling the two vessels together for instantaneous engagement and
disengagement. The locking means permit a multiplic;.ty of
lQ relative draft engagements of t:he two vessels.
U.S. Patent 4,000,714 issued to Jean Paul Colin
(applicant herein), discloses a system for interconnecting
barges and tugs in which the barge has a longitudinal grooved
recess which is an inverted T-section in cross-section into
wh;ch the bow of the tug can adapt itself with clearance when
the tug and barge are brought together. They are secured to
each other by thrust transmitting and receiving members.
U.S. Patent 3,962,983 issued to Ono discloses a con-
necting structure for an oceangoing push barge. The bow of a
powered pusher-boat is connected to the stern of a powerless
barge in a recessed or notched, bottomless portion formed at
the stern of the barge. Projecting connecting pins are pro-
vided at positions near the center part of and on both sides
of the bow of the pusher-boat. These are inserted in connect
ing pin receiving ports formed at corresponding positions in
the recess of the barge to unify the vessels into a single
navigable vessel.
U.S. Patent 3,954,078 issued to Garcia discloses a
method of connecting adjacent units of a barge two with inter-
locking connectors between which unit ends deflated cushionsare placed in ex~andable enclosures for preventing friction
between the cushions and the tow units when they are later
inflated.
U.S. l~atent 3,949,6~9 issued to l~ecse discloses a
method and apparatus for connecting two vessels such as a tug
and barge to form a composite vessel. It uses a hydraulically
powered apparatus to extend a shaft trom the vessel in it on
toward the other vessel which has an apparatus to capture the
extended shaft.
U.S. Patent 3,935,831 issued to Yamaguchi discloses
an apparatus for connecting a tug and a barge in which the bow
of the tug is received in a bottomless, notched stern portion
of the barge. Movable connectirlg pins are mounted on both
sides of the bow of the tu~ and are inserted into vertical
channels formed within the notch of the barge.
U.S. Patent 3,922,993 issued to Bluclworth discloses
a barge with a bottomless notch in its stern for receiving
the bow of a tug with bumpers therebetween to prevent relative
yawing of the two vessels. A coupling apparatus is provided
to permit vertical pivoting of the two vessels about the
point of couplings.
U.S. Patent 3,910,219 issued to Ono discloses a con-
20 necting structure ~or tugs and barges wherein the stern of thebarge is notched and bottomless receiving the bow of a tug;
The front and sides of the portion of the tug which is received
into the notch of the barge are provided with connecting pins
protruding from the tug which are accepted in vertical re-
ceiving ports in the notch of the stern.
U.S. Patent 3,892,196 issued to Swoboda discloses
a tug-barge connecting system wherein hook-shaped latching
members are provided on hoth the tug and barge for coupling
the tug to the barge.
U.S. Patent 3,89~.,195 issued to Janssen discloses a
tug-barge coupling system in which tension coupling elements
are connected to the barge and extend along the barge later-
ally of the tug and being connected thereto.
U.S. Patent 4,073,~17 issued to Jean Paul Colin
(applicant hereln), discloses a hydra~llically or pne~natically
controlled device for locking a ~iston in the bore of its
cylinder at any point of its stroke. It comprises a piston
.~ and mounted thereon fluid tight seals, a series of wedges,
and annular jacks incorporated in the piston.
U.S. Patent 4,072,122 to Balston discloses a hydro-
pneumatic device which secures and releases a mooring or tow-
ing hawser ~o a vessel.
` U.S. Patent 4,048,941 issued to Legnos discloses a
barge with a bottomless notched stern for receiving the bow
of a tug for an integrated vessel capable of use on the high
seas. The tug is formed to securedly fit into the notch of
the barge to prevent lateral movement.
3. Gen&ral ~iscussion o.f the Present Invention
The present invention solves the prior art problems
and shortcomings by providing a barge-tug connection, tension-
ing, and hydraulic spacing apparatus which allows relative
` movement between the tùg and the barge in adverse sea condi-
2~ tions with a snapping of the pushing line being prevented.
Further, the system of the present invention provides a reduc2d
stress on the aft deck of the tug, con.sequently reducing the
price of the tug. The present invention further provides a
fast, efficient and safe emergency release system which can
be operatéd without personnel on deck. The present invention
also provides an apparatus which facilitates easy connection
of the pushing lines and avoids the handling during connection
of the pushing apparatus by deckhands.
The present invention provides a barge and tug con-
nection apparatus with a barge having a V-notched portion
connecting to a tug, the tug allowed to pitch and heave within
the barge notch. At least one elongated elastic pu~shing line
having barge and tug end portions is provided, with connections
being perfected at the respective end portions to the barge
and to the tug. A pre-stressing member mounted in the preferred
e~bodiment on the tug stretches the pushing line unifonnly
along its length between the tu~ and the barge, the pushing
line being unidirectional and being entirely disposed during
operation between the tug and the barge, at the end connection
portions.
A quick release system allows quick disconnection
in, for exa~ple, emergency situations.
An improved fender system provides a plurality of
hydraulically actuated pads on the tug to transmit forces
between the tug and barge, absorbing shock and preventing
damage. The pads act as fenders positioned away from the tug
and bear against towers on the barge having bearing surfaces
receptive of the pads. An associated hydraulic system pres-
surizes the pads to a desired pressure with the pad wear sur-
face, with the pads having an indexing spring assembly which
registers the pad at a desired normal position absent pres-
surization or contact with the bargeA
The pre-stressing member can be a powered lever
movably attached to the tug aft deck (see Figures 4 and 6).
The pushing line lever connection can be a hook. and eyelet
connection with the lever providing a hook and the pushing
line having an eyelet. Other suitable temporary connections
such as a claw/ball or removable pin could be used.
The quick release system in the preferred embodiment
is a slot in the tug bulwark, with the lever moving through
the slot effecting a disengagement with the larger eyelet,
the eyelet being unable to push through the slot.
The lever could be powered, for example, hydrauli-
cally by using a hydraulic cylinder affixed to the lever and
to the tug deck. An alternate embodiment provides a movable
powered carriage with an outboard projecting hook ~see Figure
7~, while stlll al-lother em~od-imellt provicle.s the hook portion
directly afEixed to the hydralllically powered cylinder (see
~igures 10 and 11).
An improved articulated bow fender maintains hori-
zontal spacing of the tug-barge in a longitudinal direc~ion.
The bow fender provides a first generally vertical coupling
plate affixed to the tug bow with a second coupling plate
attached thereto in a movable fash;on which allows relative
movement between the plates. The plates are preferably verti-
cally disposed and are preferably connected by a "pinned"connection which allows pivoted relative movement. A plastic
generally flat face-plate mounted on the second moving coup
ling plate bears against a provided flat surface of the barge.
Both bearing surfaces are generally vertical and flat, and
extending laterally a distance in the port-starboard lateral
direction. Pressure applied by the pushing lines and the tug
urge the tug and barge bearing srufaces together during opera-
tion. The plastic surface which can be provided, for example,
on the second coupling plate lessens friction and wear between
20 the tug and b.~rge.
It is thus an object of the present invention to
provide a V-notched barge and tug connection system allowing
relative movement between the barge and tuy, even in heavy seas.
. It is another object of the present invention to
provide a ~-notched barge and tug connection system which
reduces stresses transmitted to the pushing rig.
Another object of the present invention is to provide
an improved fender system for transmitting forces between the
barge and tug responsive to relative movement therebetween.
Another object of the present invention is to provide
a fender system for use between tug and V-notched barge towing
arrangements wherein the side fenders have laterally movable
fender surfaces which can be retracted for insertion or re-
moval of the tug, and actuated to expand with the wear surface
--8--
during operation being forced into pt-e~sured contact with the
barge.
Another object of the present invention is to provide
a resilient fender arrangement for V-notched barge and tug
connections which absorbs shock between the tug and bar~e
generated during operation.
Another object of the present i.nvention is to provide
a V-notched barge and tug connection system wherein the connec-
tion is safely made without direct human intervention in the
vicinity of the s~ressed pushi.ng lines.
Another object of the present invention is to provide
a V-notched barge and tug connection system which is quickly,
easily, and safely dlsengaged during, for example, emergency
situations.
Still another object of the present invention is to
provide a V-notched barge and tug connection system which
eliminates the chance of pushing lines becoming slack during
the pushing opera~ion, even during excessive relative move-
ment between the barge and tug as occurs in heavy seas.
Brief Des r pt _ n of the Dra _ n~l~
For a furt21er understanclin~ of the nature and
objects of the present invention, reference should be had
to the following detailed description, taken in conjunction
with the accompanying drawings, in which like parts are
given like reference numerals and wherein:
Figure 1 is a side elevational view of the pre-
ferred embodiment of the apparatus of the present invention;
Figu.re lA is a partial perspective view of a
~arge tower and beari.ng surface portion of the preferred
embodiment of the apparatus of the present invention;
ligure 2 is a top view of the pre~erred embodiment
of the apparatus of the present invention;
Figure 3 is an enlarged partially hroken eleva-
tional v.iew of the bow fender portion of the preferredembodiment of the apparatus of the present invention;
Figur~ 4 is a partial plan view bow fender portion
of the preferred embodiment of the apparatus of the present
invention;
Figure 5 is a front view of the bow fender portion
of the preferred embodiment of the apparatus of the present
invention;
Figure 6 is a sectional view taken along lines 6-6
of figure 5;
Figure 6A is a fra~mentary view o~ a portion of the
bow fender of figures 5-6;
Figure 7 is an elevational view of the inflatable
pad side fendeL- portion of the preferred embodirnellt of the
apparatus of the present invention;
Figure 8 is a sectional view -taken alon~ li.nes
8-8 of figure 7; alld
-10-
l~i.cJure 9 is c~ perspectiv~ view o~ the in~ t~ble
pad side fen(ler oE figurcs 7-8 showi~ Llle hy~]r~ li.c p~d
cover porti.on tllereof;
Fiqure 10 is a part.ial sectional view of the
hydraulic pad portion of the preferred embodiment oE the
apparatus of the present invent:ion showing details of
construction thereof;
Figure 11 is a partial sectional view of the
hydraulic pad portion of the preEerred embodiment of the
~pparatus of the present invention showing details of
construction thereof
Figure 12 is a sectional view taken along lines
of figure 9; and
~ Figure 13 is a perspective view of the hydraulic
]5 pad portion of the preferred embodiment of the apParatus
of the present invention.
DETAIIJED DESCRIPTIO'~ T~iE PREFF:RREI) J MB(~DIMF,~lT
. ~
Figures 1 and 2 illustrat:e the ~referred embodiment
of the apparatus of the present invention in elevation and in
plan respectively and designated generally by the numeral 10.
In figure 1 there can be seen a tug 12 having a bow 14 which
supports as seen in figure 1, an articulated forward bow fender
assembly ll and sicle fender assemblies lO0, 1~2, which during
operation abuts barge 20 at surface 22 which normally is a
flattened surface as best seen in figures 1 and 2 The connec-
~ion achieved between tug 12 can pitch and heave with respectto barge 20. In such a case, bow fender assembly 11 provides
a forwardmost surface 13 which abuts the surface 22 of barge
20 and slides upwardly and downwardly with respect ~hereto in
a free, unattached manner, as ~ill be described more fully
hereinafter. Side fender assemblies 100, 102 are provided on
the port and starboard sides respectively of tug 12 and face
outwardly to barge 20 sliding thereagainst during operation.
Barge 20 would be a notch-type barge having a notch
25 defined by opposed port and starboard wings 23 and 24
respectively, extending aft of barge 20. As best seen in
figure 2, tug 12 is partially received into notch 25.
As will be described more fully hereinafter, when
tug 12 enters barge notch 25, side fenders lO0, 102 which are
hydraulically operated are deflated, thus leaving a desirable
clearance of on the order of, for example~ one inch between
wear surfaces provided on the barge and on the respective
side fender. ~hen tug 12 is fully within notch 25, side
fender assemblies are hydraulically inflated to a pre-deter-
mined desired pressure closing the clearance between the re-
spective wear surfaces of barge 20 and tug 12. ~ubsequentdeflation of the hydraul;cally operated side fenders 100,
102 allows for release of the tug.
A pair of pushing lines 28, 29 secure tug 12 into notch
25 by attaching generally at the transom 26 of wing 23 and at
the transom 27 of wing 24. This pushing line system is more
particularly described in my U. S. Patent No~ 4,347,801,
Collin, issued September 22, 1981.
Tensile force applied by the pushing line system and
more particularly by lines 28, 29 urges tug 12 into notch 25
abutting the bow 14 portion thereof towards surface 22. Side
fender assemblies 100 face port 24 w:ing of barge 20 while side
fender assemblies 102 face starboard 23 wing of barge 20.
Figures 7 and 8 show more particularly the construction of
side fender assemblies 100, 102. Each side fender assembly
100, 102 is positioned to bear and slide against provided
corresponding bearing tower extensions 17, 18 (see Figure lA
and Figure 2) of barge 20. Each side fender assembly 100, 102
can include a number of inflatable hydraulic pads 103 with
between one and four pads being exemplary.
Figures 3 and 4 show more particularly the construction
of bow fender 11. Bow fender 11 provides at least one general-
ly vertical coupling plate 30 with three plates 30-32 being
shown in the plan view of Figure 2. ~orizontal brackets 35,
36 are also seen. The forwardmost leading edge 37 of each
vertical plate 30-32 provides upper and lower indentations
60, 62 for receiving resilient blocks ~for example, rubber)
40, 42 as best seen in Figure 3. The centralmost portion of
vertical plates 30-32 project outwardly providing a projected
38 portion which contains opening 43 through which pin 45 is
placed. The aforementioned vertical plates 30-32 and hori-
zontal plates 35, 36 are rigidly connected to tug 12 at bow
14. A movable, articulated section 50 of bow fender 11 is
also provided which attaches to the rigid section 52 as afore-
described portion of bow fender 11. The connection is formed
by means of pin 45 with o~eniT-gs 4~ being provided in each
vertical plate 3n-32 as well as the vertical plates 52-57 o~
articulated section 50 of bow fender ll.. In similar fashion
to ehe rigid 52 section of fender 11, articulated section 50
likewise provides a plurality of horizontal brackets 58, 59.
The construction of articulated secti.on 50 o fender 11 can
be of welded construction, for example, of structural steel
or like suitable material. Each vertical plate S2-57 provides
a similar profile to the pro~ile as aforedescribed with re~ard
to plates 30-32 of rigid section 52. Indentations 6~-62 are
provided which receive blocks 40-42 as shown in figure 3.
Likewise, a projected central portion 64 allows an opening
43 for the placement of pin 45,therethrougl~ en tug 12
pitches and heaves responsive to heavv seas, the tug position
with respect to harge 20 will var~ as shown by phantom lines
12A in figure 3 indicatin~ the varyin~ positions of the tug
12 hull with respect to the llull of barge 12. This articula-
tion produces expansion and compression of blocks 40-42 as
articulation wi~h respect to rigid 52 and articulated 50
sections of coupling takes place about pin 45 and axis 45A.
The forward face 13 of bow fender 11 provides as
best seen in figure 5 a matrix of blocks 70, each of which
is depicted in section in figure 6. Blocks 70 can be, for
. example, o plastic or like material and can be square or
rectangular being on the order of one foot square, for example.
A plurality of vertical shear bars ~n-~h and a plurality of
horizontal shear bars 75-78 define borders about each pad 70.
Openings 90-92 as shown in figure 6 provide means for inser-
tion of anchor bolts 93-94 or the like to secure block 70
against surface plate 41 of fender 11. Surface plate 41
could be, for example, of structural steel or like material
and would be we:lded, for example, to the plurality of vertical
plates 52-57 and the plurality of horizontal plates 52-58
-14-
provided in figures 3 ~ncl 4. ~enillg~ could be of a depth
which would allow the heacl 95 of each bolt 93-94 to be at
roughly the same depth as the s~lrface 97 of .~hear bars ~ 86.
Plugs 98, 99 of plastic material similar to the plastic material
o pad 70 coul~ be provided to thus p,ive an overall continuolls
plastic surface to each hlock 70. Each plug 98, 99 would
have a chamfer at its inner surface (see figure 6A). The
chamfer would insure exposure of the bolts 93, 94 when excess
wear occurs. When the bolt head 95 of any bolt 93, 94 appeared,
it would mean to ~he visual inspector that the surface 72 of
any particular block 7n had ~orn to a degree which required
its replacement since at the time the surface 72 of pad 70
would coincide roughly with the surface 97 of the various
shear bar ~0-86 or 75-78.
On the port and starboard sides of tug 12 can be
seen infla~able side fender assemblies 100, 102, each of which
comprises one or more hydraulically inflatable pads 1~3.
Figures 7-12 show more particularly the construction of each
inflatable pad 103.
Figures 7-13 illustrate the side fender assembly
100, 102 portions of the preferred embodlment of the apparatu~s
of the present invention. In figure 7, a side fender assembly
is designated by the numeral 100, 102 representing the same
assembly which could be used on both the port and starboard
sides respectively of tug 12.
In figure 8, a sec~ional view illustrates an indi-
vidual inflatable pad portion 1~3 of a side fen~er assembly
with figures 9-12 sho~ing details of construction thereof.
Each side fender assembly ln~, 102 includes, for
example, one to four inflatable pad~s 1~3, each having a wear
surface 101 which during operation bears against barge 20 at
the inner surface of the notched portion thereof. ~ach si~e
inflatable pad 103 is provided wi~h a wear surrace to bear
and slide against which includes the inner wall of the barge
notch 25 as well as a plurality of towers each having a resp~ct-
ive inner surface directed inwardly and facing tug 12 and more
particularly side fender assemblies 100, 102. Towers 17, 18
are vertically arranged, each providing a surface receptive of
pads 103 and which allows vertica:L relative movement of tug 12
with respect to barge 20 and further allows each side fender
assembly 100, 102 to move upwardly and downwardly responsive to
pitching and heaving motion of the tug 12 and barge 20.
In Figure lA, wear surface 101 of pad 103 is shown in
phantom lines, the arrows indicating schematically both
extended upward and downward motion of the wear surface 101.
The towers 17, 18 provide a vertical extension of barge 20
which provide the necessary wear surface above the deck of
barge 20 when excess pitching and heaving of the tug and
barge produces great vertical relative movement during
operation.
In Figure 8, a sectional view of an individual hydraulic
pad 103 is shcwn. A suitable backup structure 125 would in-
clude, for example, a plurality of gusset plates 130 as wellas a second plurality of gusset plates 131 placed at angles
thereto.
140 indicates generally the hull line of the vessel,
with 120 indicating the hull side shell portion of pad 103.
A rectangularly-shaped fairing 122 would surround the
hydraulic pad 103 moving parts with the fairing 11 providing
a generally beveled surface beginning at a point flush with
hull line ]40 and gradually thickening to a position sub-
stantially coplanar with the fully compressed position of
wear surface lOlo Designated in Figure 8 would be the normal
working position of wear surface 101 as well as its maximum
position. As will be described more fully hereinafter, these
-16-
~ ~ ~ 8 ~
positions will be reached d~lring operation at ti~es responsive
to the expansion and contraction o:E the inflatable pad bladder
104 portion of hydra~llic pad 103, ~hich responsive to pressuri-
zation causes pad cover assembly 105 to move away from hull
side shell 120 and likewise responsive to contraction allows
pad cover assembly 1~5 to return to a normal position. }Iy-
draulic fluid would be provided through spigot lnfi to inflat-
able pad 103 with hydraulic fluid being supplied thereto
using an accumulator and a hydraulic sys~em as more particu-
iarly explained in my prior U.S. Patent ~o. 4,031,843, which
is hereby incorporated by reference. A peripheral fairing
wall 123 surrounds pacl cover assemblv ln5 and inflatable pad
104.
Fi~ures 9-12 show more particularly the construction
of hydraullc pad cover 105. Pad cover 1~5 provides a genera]ly
rectangular configuration including cover plate 108 which is
substantially square or rectangular in construction, and which
is reinforced by a reinforcing shoulder lln. A peripheral
side retaining wall 109 extends away from cover 1~8 in a di.rec-
tion normal thereto and provides a retainer for hydraulic pad
bladder 104 during operation. A pl~lrality of openings 107
are provided through cover 105 (and reinforcing shoulder 110)
which will be occupied during o~eration by return springs
112 and studs 118.
In figures 10 and 11, the attachment of studs 118
to hull side shell 120 is shown as ~ein~ welded, for example.
Each stud 118 provides a nut llq which could be, for example,
threadably attached to stud 118 and affixed thereto. A cup
117 surrounds stud 118 and is placed generally within one of
the openings 107 in pad cover assembly ln5. A .srnall opening
is provided in cup 117 of a diameter slightly larger than ~he
diameter of stucl 118 so that stud 118 will p.~ss therethrough.
However, the opening is smaller than the outside diameter of
-17
nut 119 thus retai.nill~ pad cover ln5 in F)o.s; tion yet: a].lowing
it ~o move inwardly and outwardly responsive to inflation and
deflation of inflatable pad 103.
In fi~ure 11, return sprin~ 112 is shown as being
S mounted upon spring retainer 115 ~7hich is secured to hull
side shell 120 by nut 114 and stud 113. The nut 114 in con-
junction with stud 113 allows a preloading of the spring to
a predetermined foree. A spring cup 111 is provided within
opening 107 and spring eup stop 116 provides a stop for ~he
connection o~ spring 112 to pad cover assembly lOS. It wlll
be understood by one skilled in the art from the above, that
return springs 112 will normally hold and re~ister pad cover
assembly 105 and i.ts at~ached working wear surface 101 in a
normal working position as schematically illustrated in both
figures 10 and 11. The position of wear surface 101 can be
expanded to a maximum allowed position responsive to the intro-
duction of hydraulic fluid t~rough spigot 106 and into hydralic
pad 104. During neutral pressure wi~hin pad bladder 1~4, a
retracted working position will be occupied as return springs
112 would normally index nad cover assembly 105 in that posi-
tion. Pressurization forces the pad surface outwardly.
During operation, force applied against working surface 101
as, for example, when tug 12 and barge 20 are sailing trans-
mitting force from barge 20 to working surface 1~1, a fully
retracted position as sho~n in figures 1~ and 11 would be
realized with side wall 109 abutting against hull side shell
120. An access opening 126 would be provided through a rear-
most reinforcing plate 132 provided to backup structure 125
allowing the assembly of piping, for example, to spigot 106
for the introduction of hydraulic fluid to inflatable pad 104.
When ~he tug 12 enters in bar~,e notch 25 all hydrau-
lic pads 103 are deflated thus leaving a clearance of, for
example, on the order of one inch between surface 101 of
infla~able pad 103 and the ~c~or~r~ p~on~ing wear surface of towex-s
105, 106 of barge ?0 ()nce the tu~ 1~ is ~ully in notch 25,
the hydraulic pads 103 are inflated to a predetermined pressure
and ~he clearance between bearing surfaces of the tug and barge
are cancelled.
At sea, tug ]2 and barge 20 are subject to hydro-
dynamic forces which more particulArly tcnd to move tug 12 side-
ways and notch 25J and tug 12 is subject to roll relative to
the barge. Hydraulic pads 1~3 have an internal pressure which
varies according to the force and prevents the tug to sway, roll,
and yaw relative to barge 20.
When tug 12 is to be discomlected Erom barge 20, pushing
lines 28, 29 are castoff and hydraulic pads 103 are deflated by
opening of a valve. Return sprin~s 112 then force hydraulic
lS pad cover 105 toward hull 140 thus building a clearance between
tug 12 and barge 20. At that time the tug 12 can leave notch 25.
Hydrauli.c pad bladders 104 can be of a pliable, inflat-
able material such as rubber reinforced with steel S (Figs. 10-11).
Components of side fender assemblies 1~0, 102 can be manufactured
o~ structural steel or the like.
A flat hydraulic cylinder could be used with a dynamic
seal and/or in conjunction with an internal bladder to contain
the hydraulic fluid avoiding the necessity to have a dynamic
seal subject to wear and tear. A person skilled in the art
could make a one piece assembly of the metallic hydraulic
cylinder and the cover plate.
The steel rei.nforced bladder or hydraulic flat cylinder
could be replaced with a closed-end bellows of, for example,
metallic construction.
Because many varying an~ different embodiments may be
made within the scope of the inventive concept herein taught, and
because many modifications may be made in the embodiments herein
detailed in accordance with the descriptive re~uirement of the
law, it is to be understood that the details herein are to be
interpreted as illustrative and not in a limiting sense.-
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