U.S. patent number 3,783,816 [Application Number 05/243,293] was granted by the patent office on 1974-01-08 for system for mooring ships to structures.
This patent grant is currently assigned to Entreprise de Recherches Et D'Activites Petrolieres (Elf). Invention is credited to Andre Capdeboscq, Christain de Chassy.
United States Patent |
3,783,816 |
de Chassy , et al. |
January 8, 1974 |
SYSTEM FOR MOORING SHIPS TO STRUCTURES
Abstract
This invention concerns a system for mooring ships to structures
consisting of two rigid arms ( 3 and 4 ), jointed at one end to two
diametrically opposite points ( 7 and 8 ) on a crown-wheel, which
can revolve on the mooring structure ( 2 ), and at the other end,
by means of universal joints ( 31 and 32 ), to two floating
caissons ( 5 and 6 ); these are connected by flexible couplings (
51, 52 and 53 ), and the stem-post of the ship ( 1 ) passes between
them. The invention concerns the mooring of oil-tankers or other
vessels, floating appliances, etc.
Inventors: |
de Chassy; Christain
(Vauhallan, FR), Capdeboscq; Andre (Jurancon,
FR) |
Assignee: |
Entreprise de Recherches Et
D'Activites Petrolieres (Elf) (Paris, FR)
|
Family
ID: |
9075370 |
Appl.
No.: |
05/243,293 |
Filed: |
April 12, 1972 |
Foreign Application Priority Data
|
|
|
|
|
Apr 16, 1971 [FR] |
|
|
7113441 |
|
Current U.S.
Class: |
114/230.15;
405/211; 441/3 |
Current CPC
Class: |
B63B
22/021 (20130101) |
Current International
Class: |
B63B
22/00 (20060101); B63B 22/02 (20060101); B63b
021/00 () |
Field of
Search: |
;114/230,231,.5F,.5BD,49,235R,43.5 ;9/8P ;61/48 ;244/115 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Halvosa; George E. A.
Assistant Examiner: Kazenske; Edward R.
Attorney, Agent or Firm: Brisebois and Kruger
Claims
What is claimed is:
1. Apparatus for mooring floating objects to a mooring structure,
said apparatus comprising:
two elongated floating caissons,
a horizontal ring rotatably mounted on said mooring structure,
two rigid arms, each having one end pivotally connected to said
horizontal ring and the other end pivotally connected to one of
said caissons, the pivotal connections to said ring being located
diametrically opposite each other, and
elongated flexible means connecting the ends of the caisson
attached to said rigid arms, so that an object moving between said
caissons toward said mooring structure will strike said flexible
means and thereby draw said caissons toward each other.
2. Apparatus as claimed in claim 1 in which said elongated flexible
means comprises at least one net.
3. Apparatus as claimed in claim 1 in which the pivotal connection
at at least one end of each arm has some elasticity.
4. Apparatus as claimed in claim 1 in which the pivotal connection
at at least one end of each arm is a ball and socket joint in which
the socket is lined with an elastomer.
5. Apparatus as claimed in claim 1 in which the pivotal connection
between each arm and the corresponding caisson consists of a chain
comprising a plurality of connected metal links embedded in a block
of elastomer and covered with a protective sheath.
6. Apparatus as claimed in claim 1 in which said elongated flexible
means are connected to the caissons by energy-absoring means
7. Apparatus as claimed in claim 1 in which said elongated flexible
means comprises a line connected to said caissons between the
pivotal connections of said caissons to said rigid arms, so that
pressure against said line toward said mooring structure causes
said caissons to swing toward each other about their pivotal
connections to said rigid arms.
8. Apparatus as claimed in claim 7 comprising a plurality of lines
attached to said caisson at different points.
9. Apparatus as claimed in claim 7 comprising a plurality of lines
connecting said caissons, said lines being of different
lengths.
10. Apparatus as claimed in claim 9 in which said lines are
buoyant.
Description
This invention concerns devices for mooring ships, particularly
oil-tankers, or floating appliances, to structures which are also
floating or consist of fixed columns.
The purpose of these devices is to keep a ship moored in position
in such a way that it lies constantly in the direction of the
resultant of wind and current forces. They allow ships to be
loaded, particularly oil-tankers, equipment to be transferred from
appliances, and assistance to be given during special operations to
prospect for or work mineral, biological or other resources. They
also have to take account of the fact that loaded ships lie lower
in the water than one that has been unloaded.
The invention more specifically concerns devices of this type
containing two rigid arms, one end of which is attached to the
mooring structure and the other to floating ship-berthing
units.
In existing systems, the ship is steered against the floating arms
and attached to them by mooring lines. There are difficulties,
however, since long lines are required and the ends of them are
often hard to recover. Such systems also lack precision, especially
when the sea is rough or there is wind or current; furthermore,
they may endanger installations, since the mooring structure can be
subjected to considerable strain.
The present invention aims at providing a mooring system which
avoids these drawbacks.
According to this invention, the connection between the two arms
and the supporting structure consists of two jointed couplings
located at two diametrically opposite points on a horizontal
crown-wheel which fits loosely on to the structure and can revolve
on it, the floating ship-berthing units consist of two elongated
caissons, connected to the two arms by two joints, and a flexible
coupling is provided between the two arms or floating units.
In one embodiment of the invention, the floating caissons are
connected by slack, flexible couplings, against which the stem-post
of the ship pushes as it moves forward between the arms, causing
the caissons to pivot on the joints connecting them to the arms and
bringing them against the sides of the ship's bows.
This special structure makes berthing operations very simple : the
stem-post of the ship is first guided in between the two caissons
(which is easy because the caissons can move freely, pivoting on
the arms, which themselves pivot on the mooring structure); as the
ship moves forward, the stem-post pushes against the flexible
couplings between the caissons, causing them to move automatically
towards the sides of the ship's bows. The ship is thus properly
berthed against the floating caissons, in a very adaptable
operation, merely being brought close to the caissons, which then
automatically and flexibly press against the sides of the ship's
bows. It can then be moored to the caissons by means of easily
handled short lines.
In one embodiment of the invention, the articulations providing a
link between the arms and supporting structure are all single or
double articulations, such as single or double cardan joints, or a
universal joint.
The joints between the caissons and arms and between the arms and
mooring structure provide a connection between ship and mooring
structure that has almost no play in it, and yet which allows all
the relative movements required by wind, currents, waves or
differences in the depth at which the ship lies in the water,
depending on whether it is being loaded or unloaded.
In one recommended embodiment, the flexible couplings between the
two caissons are of different lengths and/or attached to the
caissons at different points, so that they are stretched in turn by
the stem-post of the ship, absorbing its force as it moves between
the caissons. This makes the installation extremely adaptable, and
ensures much safer, faster and easier berthing. Excess energy is
absorbed by the successive couplings as they stretch, and possibly
break, offering effective protection against damage to the mooring
structure or ship. Any broken couplings can easily be replaced for
the next mooring operation.
In another embodiment of the invention, and to make the
installation even safer, the universal joint situated at one end at
least of the arms has some elasticity, compression-wise at any
rate.
Other features and advantages of the invention will appear from the
following detailed description of one embodiment of a ship-mooring
system, and the accompanying figures, which illustrate the present
invention without its being in any way confined to this particular
version.
In the drawings :
FIG. 1 is an elevation of the whole device;
FIG. 2 is the corresponding plan-view;
FIG. 3 is a view in perspective of one of the arms and the joint
between it and the mooring structure, on a larger scale;
FIG. 4 shows an elevation, also on a larger scale, of one
embodiment of the joint between a caisson and the end of the
corresponding arm;
FIG. 5 is a detailed cross-sectional view along the line V -- V in
FIG. 3;
FIG. 6 is a cross-sectional view along the line VI -- VI in FIG.
5.
The system shown in FIGS. 1 and 2 is designed to allow a ship 1,
such as an oil-tanker, to be moored to a fixed structure 2. In this
particular example, the fixed structure consists of a column, but
the system could equally well be used for mooring ships to a
floating structure.
The mooring system consists basically of two rigid arms 3 and 4,
one end of which is connected to the mooring structure 2 and the
other to floating ship-berthing units 5 and 6. In this example, the
two arms each consist of a lattice girder (see also FIG. 3), and
the floating berthing units of an elongated watertight caisson.
The connection between the two arms 3 and 4 and the mooring
structure 2 is provided by two universal joints 7 and 8, located at
two diametrically opposite points on a horizontal crown-wheel 11,
which fits loosely on the structure and can revolve on it (see also
FIG. 3).
These two universal joints between the two arms and the mooring
structure may be replaced by any kind of single or double jointed
coupling, such as a single or double Cardan joint.
FIGS. 3, 5 and 6 show one of these two universal joints 7
consisting basically of a casing 13, which can pivot on a vertical
axle-pin 14. In this example, the axle is fixed to the upper
surface of the rotating crown wheel 11. To prevent the casing from
coming off the axle, there is a suitable standard clamping system,
shown diagrammatically here in the form of a pin 15, which fits
into a slot 16 at the top of the axle.
The near end of the arm 3 has a ball-joint 21, in contact with a
suitable synthetic material covering the sides of a spherical
socket 23 in the casing 13. The assembly is held in place by a
cover 25 attached to the casing by means of screws 26.
The other ends of the arms 3 and 4 are attached to the two caissons
5 and 6, also by means of universal joints 31.
In the particular embodiment shown in FIGS. 3 and 4, this joint 31
consists of a chain 32 formed from several metal links imbedded in
a block of elastomer 33, and covered with a sheath 34. The two end
links 36 and 37 are specially shaped to allow them to pivot on two
axle-pins 38 and 39 in two jaws 41 and 42. One of these jaws 41
forms part of the corresponding end of the arm 3, and the other 42
is at the end of a cavity 45 in the caisson 5.
This means that each arm can pivot to a limited extent on the
mooring structure 2 and on the caisson to which it is connected.
This pivoting movement can be in any direction, in other words not
just on the horizontal and vertical planes, but also on any oblique
plane. In addition, the special design of the universal joints
described here ensures a certain amount of flexibility in the
connections, compression-wise at least.
The two floating caissons 5 and 6 are linked together by flexible,
loose couplings 51, 52 and 53 in FIG. 2, preferably buoyant. Only
three such couplings are shown here, but there could in practice be
far more of them. They preferably consist of nets, made of a
suitable synthetic material, for instance, which will stretch
fairly considerably before breaking.
The ends of these couplings are preferably connected to the
floating caissons by means of energy-absorbing jacks of some
suitable standard type (not shown here).
The system operates as follows.
To moor the ship 1 to the structure 2, the stem-post is guided
between the floating caissons 5 and 6, which have previously been
separated as widely as possible to facilitate the operation. As
soon as the stem-post reaches the first flexible coupling 51, it
stretches it, causing the two caissons to move towards one another
and thus against the sides of the ship's bows. As soon as they
touch the ship's sides, the caissons set up considerable resistance
to the flexible couplings, the elongation of which absorbs part of
the ship's driving force. The couplings are preferably of different
lengths and/or attached to different points on the two caissons.
This means that they come in action one after another, providing
increasing resistance to the forward movement of the ship towards
the mooring structure. Some of these couplings may snap under the
strain of the remaining kinetic energy of the ship, but they can
easily be replaced with new ones for the next mooring
operation.
The ship can be attached firmly to the caissons by convenient short
mooring lines 55.
The whole unit formed by the mooring system and the ship can pivot
around the vertical axis of the rotating crown-wheel 11, so that it
is always facing the resultant of winds and currents. In addition,
the flexible universal joints provide a firm connection between the
ship and mooring structure, without hindering any of the movements
that may be needed to adapt to outside agents, or to the variation
in the depth at which the ship lies in the water, depending on the
weight of its cargo.
Naturally, the invention is in no way confined to the embodiment
described here and illustrated in the figures : many other variant
forms are possible, for a person skilled in the art, and depending
on the applications involved, without any departure from the spirit
of the invention.
For instance :
The ball-and-socket joints connecting the arms with the revolving
crown-wheel may be replaced by a horizontal pivotal axle-pin which
would combine with the existing vertical pivotal axle-pin to
provide the necessary universal joint;
The joints which in the description consist of some links imbedded
in elastomer could be replaced by a ball-and-socket joint;
In general, the universal joints can consist of any other suitable
type of joint which allows the components linked by it to move in
relation to one another, in all directions and to the extent
required.
The floating caissons can naturally consist of compartments which
can be flooded, and the two arms and caissons can be lowered or
raised, as required. When no ship is moored, they can be raised by
some suitable device such as a winch. The caissons can be flooded
and the system attached to the structure to form a rigid unit.
In this way the arms and caissons are protected from the effects of
rough seas, which are felt mainly at the surface.
* * * * *