U.S. patent number 3,559,606 [Application Number 04/814,672] was granted by the patent office on 1971-02-02 for submersible barge roll control system.
This patent grant is currently assigned to Jered Industries, Inc.. Invention is credited to Charles E. Gregory.
United States Patent |
3,559,606 |
Gregory |
February 2, 1971 |
SUBMERSIBLE BARGE ROLL CONTROL SYSTEM
Abstract
A dry dock comprising a submersible barge located between a pier
and piling, sheaves carried by the sides of the barge, and chains
trained over the sheaves and extending across the barge in
crisscross fashion whereby the barge is maintained in a stable
condition regardless of the location of the centers of gravity of
the barge and a ship or boat carried by the barge with respect to
the center of buoyancy of the barge.
Inventors: |
Gregory; Charles E.
(Anchorville, MI) |
Assignee: |
Jered Industries, Inc. (Troy,
MI)
|
Family
ID: |
25215695 |
Appl.
No.: |
04/814,672 |
Filed: |
April 9, 1969 |
Current U.S.
Class: |
114/44;
405/3 |
Current CPC
Class: |
B63B
71/00 (20200101); B63C 3/06 (20130101); E02C
5/02 (20130101) |
Current International
Class: |
B63B
9/00 (20060101); B63c 00l/08 () |
Field of
Search: |
;114/48,44 ;61/65 |
References Cited
[Referenced By]
U.S. Patent Documents
|
|
|
710170 |
September 1902 |
Weindorf |
|
Primary Examiner: Farrell; Andrew H.
Claims
I claim:
1. A submersible barge roll-control control system comprising a
barge adapted to be mounted adjacent a pier, said barge having an
internal chamber from which water can be evacuated to produce a
buoyant condition, said barge when submerged in a waterway being
positioned under a ship to be repaired, a pair of sheaves mounted
on one side of said barge adjacent the pier, a second pair of
sheaves mounted on the opposite side of said barge, a first chain
anchored at one end thereof adjacent said pier and trained over one
of said first pair of sheaves and one of said second pair of
sheaves, the other end of said first chain being anchored at a
location spaced from the pier, a stationary structure extending
vertically from the water adjacent the other side of said barge,
and a second chain connected to said stationary structure and
extending over the second of said second pair of sheaves and the
other sheave of said first pair of sheaves, the other end of said
second chain being c anchored adjacent said pier, said chains
crossing each other at a location intermediate the sides of the
barge, said sheaves and chains maintaining lateral stability of the
barge thereby eliminating roll as the barge is raised, the center
of buoyancy of the barge falling below the effective center of
gravity of the barge and its load.
2. The combination as set forth in claim 1, wherein said stationary
structure is in the form of piling driven into the bottom of the
waterway adjacent the said opposite side of said barge, said second
chain being anchored to said piling and the first chain being
anchored to said pier, the other ends of said chains being anchored
to the bottom of the waterway.
3. The combination as set forth in claim 1, wherein said stationary
structure includes multiple pilings arranged along the said
opposite side of the barge at longitudinally spaced locations,
multiple pairs of sheaves mounted on said barge at said opposite
side, a multiple pairs of sheaves mounted on said barge at said one
side, each of said spaced pairs of sheaves having trained thereover
roll-control chains anchored at each end thereof, said roll-control
chains crossing over each other at a location intermediate the
sides of said barge.
4. The combination as set forth in claim 2, wherein said stationary
structure includes multiple pilings arranged along the said
opposite side of the barge at longitudinally spaced locations,
multiple pairs of sheaves mounted on said barge at said opposite
side, a multiple pairs of sheaves mounted on said barge at said one
side, each of said spaced pairs of sheaves having trained thereover
roll-control chains anchored at each end thereof, said roll-control
chains crossing over each other at a location intermediate the
sides of said barge,
5. The combination as set forth in claim 3, wherein said
roll-control chains cross each other at a location intermediate the
sides of the barge and extend in independent directions whereby
both lateral stability and longitudinal stability are maintained to
avoid roll with respect to either a longitudinal axis or a
transverse axis for said barge.
6. The combination as set forth in claim 4, wherein said
roll-control chains cross each other at a location intermediate the
sides of the barge and extend in independent directions whereby
both lateral stability and longitudinal stability are maintained to
avoid roll with respect to either a longitudinal axis or a
transverse axis for said barge.
Description
GENERAL DESCRIPTION OF THE INVENTION
The improvements of my invention can be applied to a barge used as
a dry dock. The barge, which is submersible, may be lowered under
the hull of a ship. The barge can be pumped to expel water
contained in its watertight chambers, thereby causing the barge to
raise the hull of the ship where repairs can be made.
As the submerged barge is pumped in this way preparatory to raising
the ship, the center of gravity of the combined load of the ship
and the weight of the barge rises substantially above the center of
buoyancy of the barge. The center of buoyancy lowers, of course, as
the water line becomes lower with respect to the barge. This
normally introduces an unstable condition tending to cause the
barge to tip laterally in one direction or the other.
The width of the barge usually is substantially less than the
length of the barge, and tipping then tends to occur about the
longitudinal centerline of the barge after the ship is raised.
Stability of the barge with respect to a transverse axis thus is
not a problem since the center of buoyancy is capable of being
shifted longitudinally with respect to the centerline of the barge
as the hull of the ship becomes tilted in a direction causing the
bow to rise or fall with respect to the stern.
The improvements of my invention comprise a means for maintaining
lateral stability of the barge. In the use of a relatively short
barge, my invention is capable also of improving longitudinal
stability. In providing such stability I locate pairs of sheaves on
the sides of the barge at spaced locate locations. A chain anchored
at one end thereof the pier extends over one sheave of a first pair
of sheaves and across the barge. It then is trained over another
sheave of a companion pair of sheaves on the opposite side of the
barge. The other end of that chain then is anchored either to an
anchor post or to an adjacent piling. A second chain is anchored at
an upper location on the piling and extends over the second of the
pair of sheaves on the said opposite side of the barge and then
across the barge in a lateral direction. That same chain passes
over the other of the first pair of sheaves and is anchored at its
other end either to the pier or to an anchor post. Sheaves and
crossover chain are provided at selected locations along the barge,
the number of chains and sheaves depending upon the length of the
barge.
BRIEF DESCRIPTION OF THE FIGURES OF THE DRAWINGS
FIG. 1 shows a plan view of a submersible barge.
FIG. 2 is an end view of the barge shown in FIG. 1.
FIG. 2A shows a modification of the anchor and piling
structure.
FIG. 3 is an alternate embodiment of the invention, which is
capable of providing both longitudinal stability and lateral
stability of the barge.
PARTICULAR DESCRIPTION OF THE INVENTION
In FIG. 1 numeral 10 designates the edge of a pier. A barge 12
floats in the water adjacent the pier. The water line is indicated
in FIG. 2 by the reference character 14. On the left-hand side of
the barge, as indicated in FIG. 2, there is rotatably mounted a
sheave 16. Directly under the sheave 16 is a companion sheave 18. A
pair of sheaves 20 and 22 is secured also the right-hand side of
the barge as shown in FIG. 2. These correspond to the sheaves 16
and 18, respectively.
A chain 24 is anchored at one end to the pier by means of an anchor
member 26. This includes an adjustable elements 28 to which the
chain 24 is connected whereby the tension of the chain 24 can be
adjusted.
The chain 24 is trained over the sheave 16 and is extended
transversely across the barge. The chain 24 then is trained over
sheave 22 on the opposite side of the barge. The other end of the
chain 24 is anchored to an anchor post 30, which is driven into the
bottom of the waterway.
A piling 32 is driven into the bottom of the waterway and extends
vertically on one side of the barge. A chain 34 is anchored to the
top of the piling 32 by means of an anchor element 36. The chain 34
is trained over the sheave 20, is extended transversely across the
barge and then trained over the sheave 18. The opposite end of the
chain 34 is anchored to anchor post 38, which is driven into the
bottom of the waterway. The chains 24 and 34 cross over at
approximately the center of the barge.
The barge defines an interior chamber, which may be filled with
water and emptied by a suitable pump mechanism not shown. When the
barge is filled, it tends to sink. When it is empty it rises. When
the barge is submerged below the surface of the water, a ship may
be positioned over the barge. The ship may be raised then by
evacuating the water ballast from the barge. The chain and sheave
arrangement maintains stability of the barge as it is raised.
The center of buoyancy of the barge, upon being raised, falls
considerably below the center of gravity of the ship and the barge
itself. This tends to produce an unstable condition which tends to
tilt the barge and its load with respect to a vertical plane
passing through the geometric center of the barge. The presence of
the chains and sheaves prevents lateral tilting of the barge in
either direction.
In FIG. 1, I have shown other pilings at 38, 40 and 42. These are
arranged in a straight line of the same side of the barge 12. Each
piling serves to anchor one end of a chain that corresponds to the
chain 34.
Because the barge 12 usually is long with respect to its width,
longitudinal stability would not be a problem. If a tendency
existed for the barge to tilt in either longitudinal direction, the
center of buoyancy would change sufficiently to cause a restoring
force couple that would maintain stability. If, however, the barge
is relatively short so that longitudinal stability might be a
problem, the chains that extend over the barge may be crossed, as
indicated in FIG. 3. Each chain, then, would provide both
longitudinal stability and lateral stability. The chains are
indicated schematically in FIG. 3 by reference characters 44 and
46. Each of the other elements of the FIG. 3 construction, however,
may be common to the FIG. 1 construction, and for this reason the
reference characters used in FIG. 3 are the same as those used in
FIG. 1, although prime notations have been added.
The pulleys 16 and 20 may be offset in a longitudinal direction
relative to each other in order to permit clearance between the
crossover chains, thereby avoiding frictional drag of one chain
upon the other.
* * * * *