NO128262B

NO128262B -

Info

Publication number: NO128262B
Application number: NO04123/70A
Authority: NO
Inventors: S Jarl; L Apelstrand; P Fagerlund
Original assignee: Ass Cargo Gear Ab
Priority date: 1969-11-11
Filing date: 1970-10-29
Publication date: 1973-10-22
Also published as: DE2046900A1; DE7035319U; NL159623B; DE2046900B2; US3687308A; YU275170A; ES385317A1; JPS5014793B1; BE757884A; GB1271625A; YU32453B; DE2046900C3; FR2071787A5; FI49940C; NL7015069A; FI49940B; SE342010B

Description

Lasterampe for fartøy. Loading ramp for vessels.

Ved mange fartoyer skjer lossing og lasting ved hjelp av trucker som kjores direkte inn i fartoyet. For å gjore dette mulig ' finnes" der eh eller annen form for fellbar bro> vanligvis kalt rampe, i mellom fartoyet og kaien. With many vessels, unloading and loading takes place using trucks that are driven directly into the vessel. To make this possible, there is "there" or some other form of collapsible bridge, usually called a ramp, between the vessel and the quay.

Denne rampe kan være anordnet i tilslutning til en port This ramp can be arranged in connection with a gate

i fartOyets sidebordkledning, men den beste tilgjengelighet av stuv-ningsrommene får man ved å anvende porten i fartcyets hekk. Dette for-utsetter i alminnelighet at fartoyet kan fortoyes ved en kai forsynt med et utspring eller en annen form for plattform så truckene kan in the yacht's side table cladding, but the best accessibility of the stowage spaces is obtained by using the port in the yacht's stern. This generally presupposes that the vessel can be moored at a quay equipped with a spring or another form of platform so that the trucks can

kjores rett inn i fartoyet aktenifra. is driven straight into the vessel from the stern.

En vanskelighet ved en slik lossing og lasting med kjore-toyer er at fartoyets hoydestilling i forhold til kaikanten endrer seg One difficulty with such unloading and loading with towables is that the vessel's height in relation to the quay's edge changes

under arbeidets gang, og videre har jo tidevannet mange steder på during the course of the work, and beyond, the tide has affected many places

jorden en avgjørende innflydelse på fartoyets stilling i forhold til kaikanten. the earth a decisive influence on the vessel's position in relation to the quayside.

En rampe anordnes vanligvis svingbart forbundet med far-coyskrogetslik at den ende av rampen som vender inn mot fartoyet, A ramp is usually arranged to be pivotably connected to the father-coy hull such that the end of the ramp facing the vessel,

kommer i hcyde med et lastmottagende dekk, og "under fart blir rampen svunget til vertikal stilling. Det er ofte nodvendig å anvende, en me.get lang rampe som i oppsvunget stilling kommer til å rage hoyt opp-over fartoyets overbygning, noe som er ugunstig fra et stabilitets-synspunkt og dessuten byr en stor angrepsflate for vinden under fart til sjos. comes in hcyde with a load-receiving deck, and "under speed the ramp is swung to a vertical position. It is often necessary to use a very long ramp which in the swung position will project high above the vessel's superstructure, which is unfavorable from a stability point of view and also offers a large attack surface for the wind during speed to sea.

En rampe egnet til formålet består av to udelte sidebjeiker som er leddforbundet med fartoyet, samt et kjorebaneplan. Oppfinnelsen angår en rampe av denne art og er karakterisert ved at kjorebaneplanet' består av en indre del som er fast forbundet med bjelkene og strekker ■ A ramp suitable for the purpose consists of two undivided side rails which are articulated with the vessel, as well as a taxiway plan. The invention relates to a ramp of this kind and is characterized in that the carriageway plane consists of an inner part which is firmly connected to the beams and extends ■

seg fra fartoyet over en del, hensiktsmessig ca. 3/4» av bjelkenes utstrekning, samt en ytterdel som er leddforbundet med den indre kjorebanedel slik at den når rampen reises til vertikal stilling, kan felles ned langs den indre del, og som har stbrre lengde enn lengde-', forskjellen mellom den indre kjorebanedel og bjelkene samt er forsynt med sidelengs utspringende partier som enden av bjelkene kan hvile på• når rampen befinner seg i nedfelt stilling. På denne måte vil belastningen bli fordelt over stort areal, og i oppfelt stilling vil bare de ytterste deler av bjelkene rage- opp over fartoyets tilgrensende dekkhus og by liten fangflate for vinden, da den ytre kjerne-banedel er foldet ned. away from the vessel over a section, suitably approx. 3/4" of the extent of the beams, as well as an outer part which is articulated with the inner carriageway part so that when the ramp is raised to a vertical position, it can be folded down along the inner part, and which has greater length than length-', the difference between the inner carriageway part and the beams and are provided with laterally projecting parts on which the end of the beams can rest• when the ramp is in the lowered position. In this way, the load will be distributed over a large area, and in the folded-up position only the outermost parts of the beams will protrude above the vessel's adjacent deckhouse and provide a small catching surface for the wind, as the outer core track part is folded down.

IfSlge en videre utvikling av oppfinnelsen kan rampen anordnes skrått i forhold til fartoyets langsgående midtplan og utformes slik at det blir mulig å kjore inn i fartoyets hekk fra en med fartoyet parallelt-lcpende kaikant langs en buelinje med forholdsvis.stor radius. According to a further development of the invention, the ramp can be arranged obliquely in relation to the longitudinal center plane of the vessel and designed so that it becomes possible to drive into the stern of the vessel from a quayside running parallel to the vessel along an arc line with a relatively large radius.

En utfcrelsesform for oppfinnelsen er anskueliggjort skjematisk på tegningen. Fig. 1 viser i grunnriss en del av et fartoy liggende ved kai og med en hekkrampe anordnet skrått i forhold til fartoyets langsgående midtplan.. An embodiment of the invention is illustrated schematically in the drawing. Fig. 1 shows a plan view of a part of a vessel lying at a quay and with a stern ramp arranged obliquely in relation to the vessel's longitudinal midplane.

Fig. 2 viser rampen under firingsoperasjonen. Fig. 2 shows the ramp during the fairing operation.

Fig. 3 og 4 viser rampen i nedfelt stilling ved forskjellige hoydestillinger av fartoyet i forhold til kaikanten. , Figs 3 and 4 show the ramp in the lowered position at different heights of the vessel in relation to the quayside. ,

På fig. 1 ses bare akterpartiet av et fartoy som er for-toyet ved en kai 11. Fartoyet er utrustet med on rampe av passende storrelse for at man skal kunna kjore ombord pt, fartoyet, ned trucker eller andre hjulbarne transportinnretninger av konvensjonell art. Rampen er anordnet i vinkel lii fartoyets langsgående midtplan og er ved sin ene ende lagret svingbart om gangjern 12, så den under fart kan svinges til hovedsakelig vertikal stilling. Rampen har slik lengde og form at den fra fartoyets hekk nar inn over kaikanten og gjer det mulig a kjore med trucker fra kaien direkte ombord i f arU'yeu. • In fig. 1 shows only the stern of a vessel which is moored at a quay 11. The vessel is equipped with an on ramp of a suitable size so that you can drive on board the vessel, down trucks or other wheeled transport devices of a conventional nature. The ramp is arranged at an angle to the vessel's longitudinal center plane and is supported at one end so that it can be pivoted about the handrail 12, so that it can be pivoted to a mainly vertical position during speed. The ramp has such a length and shape that it reaches over the edge of the quay from the stern of the vessel and makes it possible to drive trucks from the quay directly aboard the f arU'yeu. •

Rampen består av to udelte sidebjelker 13 og 14 saml", et kjorebaneplan forbundet med disse. Kjorebaneplanet omfatter en indre del 15 som er fast forbundet med bjelkene og strekker seg utover fra fartoyet over ca. 3/4 av bjelkenes lengde. The ramp consists of two undivided side beams 13 and 14 together with a carriageway plane connected thereto. The carriageway plane comprises an inner part 15 which is firmly connected to the beams and extends outwards from the vessel over approximately 3/4 of the length of the beams.

Med ytterkanten av .denne indre kjorebanedel er er; ytre del l6 forbundet ved gangjern 17 på en slik -ria te at denne ytre del kan svinges ned langs den indre når rampen står vertikalt. Selve endepartiet av den ytre del består av en lem lb som er leddforbundet med den egentlige kjorebanedel. Hengselet 19 mellom denne lem og den ytre kjorebanedel er anordnet like ved lemmens tversgående tyngdepunk takse, så lemmen innen praktisk anvendelige grenser kan innstilles i horisontalplanet uavhengig av' helningen av den ytre kjorebanedel lb mot kaien. For å lette oppkjorselen på rampen er bredden av rampelemmeo sterre With the outer edge of this inner carriageway part is is; outer part l6 connected by handrail 17 in such a way that this outer part can be swung down along the inner part when the ramp is vertical. The end part of the outer part itself consists of a limb lb which is articulated with the actual running track part. The hinge 19 between this limb and the outer carriageway part is arranged close to the limb's transverse center of gravity axis, so that the limb can be set within practically applicable limits in the horizontal plane regardless of the inclination of the outer carriageway part lb towards the quay. To make it easier to drive up the ramp, the width of the ramp blade is wider

enn avstanden mellom bjelkene ved disses frie ender. than the distance between the beams at their free ends.

For at lengden av bjelkene skal kunne gjeres minst mulig, hviler deres ytre ende på den ytre kjorebanedel omtrent over halve lengden av denne. Herved blir den meget store belastning overfort fra bjelkene via den ytre kjorebanedel 16 til kantlemmen lp, hvorved bjelkenes trykk blir fordelt over en forholdsvis stort areal, noe som har betydning fordi de fleste kaier ikke kan oppta konsentrerte las ter av den størrelsesorden som her kommer på tale. Den ytre kjorebanedel er forsynt med sidelengs utspringende knaster 20, som eventuelt kan være utformet slik at de blir trukket inn i kjdrebanekonscruksjonen når rampen felles opp. In order to keep the length of the beams as small as possible, their outer end rests on the outer carriageway part for approximately half its length. In this way, the very large load is transferred from the beams via the outer carriageway part 16 to the edge brace lp, whereby the pressure of the beams is distributed over a relatively large area, which is important because most quays cannot accommodate concentrated loads of the order of magnitude involved here speech. The outer running track part is provided with laterally projecting knobs 20, which can optionally be designed so that they are drawn into the running track construction when the ramp folds up.

For å gjore det mulig å stille inn- bjelkenes indre ende i forhold til de ytre rampedeler er hver bjelke forsynt med en glidesko 21 hvis stilling i forhold til bjelken reguleres med en trykkfiuidum-påvirket jekk'22. Glideskoene stotter seg mot de nevnte knaster 20 In order to make it possible to set the inner end of the beams in relation to the outer ramp parts, each beam is provided with a sliding shoe 21 whose position in relation to the beam is regulated with a pressure fluid-affected jack'22. The sliding shoes rest against the aforementioned lugs 20

på den ytre del av kjcrebanen. on the outer part of the kjcreban.

På grunn av de varierende kailengder i forskjellige havner, det fremadskridende arbeide med lasting resp. lossing og tidevannets innvirkning vil hoydestillingen av fartoyet i forhold til kaikanten variere. Figurene 3 °g 4 viser to stillinger hvor rampens feste på fartoyet ligger henholdsvis lavere og hoyere enn kaikanten. I begge tilfeller virker kjorebanen tilfredsstillende. Bjelkenes form er avpasset etter forekommende belastninger, og den utforeanordning som er vist på fig. 3 og 4, er funnet egnet i et aktuelt tilfelle. Som det fremgår av fig. 1, er den bjelke 14 som ligger nærmest kaikanten> knekket sidelengs i horisontalplanet. Man oppnår dermed storre mulighet for a la trucker svinge inn mot fartoyets symmetrilinje uten å behove å endre helningen av rampen for at.denne skal gå klar av kaikanten når kaikanten står i stillinger som vist på fig. 3- Dessuten vil den bredere endelern lo i vertikal stilling kunne fores inn mellom bjelkene, noe som minsker det ncdvendige stuvningsvolum. Due to the varying quay lengths in different ports, the progressive work with loading resp. unloading and the effect of the tide, the height of the vessel in relation to the quayside will vary. Figures 3 and 4 show two positions where the ramp's attachment to the vessel is lower and higher than the quay's edge, respectively. In both cases, the carriageway appears satisfactory. The shape of the beams is adjusted according to the loads that occur, and the outlining arrangement shown in fig. 3 and 4, have been found suitable in a relevant case. As can be seen from fig. 1, the beam 14 which is closest to the quay edge> is broken laterally in the horizontal plane. This results in a greater opportunity for trucks to swing in towards the vessel's symmetry line without the need to change the slope of the ramp so that it can clear the quayside when the quayside is in the positions shown in fig. 3- In addition, the wider end section lo in a vertical position will be able to be inserted between the beams, which reduces the necessary stowage volume.

Rampen manovreres ved hjelp av to vinsjer 23 og 24, hvorav den ene 23 &r montert i fartoyets overbygning og den annen 24 på den ene av bjelkene. I en praktisk utforelse benyttes to paralleltarbeid-ende vinsjer 23 og to vinsjer 24. The ramp is maneuvered using two winches 23 and 24, of which one 23 is mounted in the vessel's superstructure and the other 24 on one of the beams. In a practical embodiment, two parallel-working winches 23 and two winches 24 are used.

Pa fig. 2 er rampen vist med fullt opptrukne linjer under On fig. 2, the ramp is shown with solid lines below

en firingsoperasjon. Med strekpunkterte linjer er rampen vist i stuvestilling, hvor den kan låses med organer som ikke er vist nærmere. a firing operation. With dotted lines, the ramp is shown in the stowed position, where it can be locked with means that are not shown in more detail.

Rampen felles utover ved hjelp av linen 25 på vinsjen 23 Fold the ramp outwards using the line 25 on the winch 23

til stillingen pi fig. 2, hvorunder kjorebanens ytre del 16 med lemmen l6 henger omtrent loddrett ned. Fra denne stilling blir disse deler svunget opp ved hjelp av vinsjen 24 så de kommer i forlengelsen av den fastlagrede kjorebanedel 15* Linen 26 fra vinsjen 24 er fort over en forste omstyringstrinse 27 ved enden av bjelken og derfra over en annen omstyringstrinse 2o tilbake til bjelken, hvor den er festet. dår rampen stoter mot kaien, vil stillingen av lemmen 18 automatisk tilpasse seg etter kaiens plan. En innstilling av bjelkenes ender i forhold til knastene 20 ved hjelp av glideskoene 21 er skjedd i for-bindelse .med oopfellingen av den ytre kjorebanedel.. to the position pi fig. 2, under which the outer part 16 of the carriageway with the limb l6 hangs down approximately vertically. From this position, these parts are swung up with the help of the winch 24 so that they come in the extension of the fixed carriageway part 15* The line 26 from the winch 24 is quickly over a first turning pulley 27 at the end of the beam and from there over another turning pulley 2o back to the beam , where it is attached. when the ramp hits the dock, the position of the limb 18 will automatically adapt to the plan of the dock. An adjustment of the ends of the beams in relation to the cams 20 by means of the sliding shoes 21 has taken place in connection with the opening of the outer running track part.

Vinsjen 23 er hensiktsmessig av.samme type som kjente automatiske fortoyningsvinsjer. og kan omstilles for stadig å holde en konstant kraft i linen 25, hvorved der vil bli. gitt ut resp. halt inn pt- denne hvis belastningen forandrer seg fra en viss verdi. I det foreliggende tilfelle skal belastningen tilsvare rampens egenvekt. The winch 23 is suitably of the same type as known automatic mooring winches. and can be adjusted to constantly maintain a constant force in the line 25, whereby there will be. issued or hold in pt- this if the load changes from a certain value. In the present case, the load must correspond to the own weight of the ramp.

Det vil forstås.at rampen kan dimensjoneres slik at den Ved. ferger kan benyttes for å...ta ombord landeveiskjdre.toyer,- og at It will be understood that the ramp can be dimensioned so that it Ved. ferries can be used to...take on board road equipment, toys, and that

det selvsagt er mulig a forandre stillingen .1 fprhold til fartoyets langsgående midtplan it is of course possible to change the position .1 relative to the vessel's longitudinal center plane

Claims

1. Loading ramp for vessels, in particular a ramp of considerable length, consisting of two undivided side beams (13, 14) articulated with the vessel (10), and a roadway plane connecting them, characterized in that the roadway plane consists of an inner part (15) which is firmly connected to the beams (13, 1*0 , and which extends from the vessel a part, preferably approx. 3M, of the extent of the beams, as well as of an outer part (16) which is articulated with the inner part so that when it reaches the ramp it is raised in a vertical position, can be folded down along the inner part, and whose length is greater than the length difference between the inner carriageway half (15) and the beams (13, 14), and which is provided with laterally projecting parts (20) that the end of the beams can rest on when the ramp is in the lowered position.

2. Loading ramp as stated in claim 1, characterized in that the end part of the outer carriageway part (16) is designed as a limb (18) which is connected to the main part of this carriageway part by a hinge (19) arranged approximately at a transverse center line in the limb, to be able to adjust to the quay plane regardless of the inclination of the beams.

3- Loading ramp as stated in claim 1 or 2, characterized in that the beams (13, 14) with their free ends are provided with adjustable sliding shoes (21) arranged to cooperate with the aforementioned projecting parts (20).

4. Loading ramp as stated in one of the preceding claims and designed to be attached to the stern of the vessel with the hinge axis (12) at a certain angle to the longitudinal axis of the vessel, characterized in that the width of the part (18) of the outer carriageway part (16) which protrudes outside the beams, is greater than the distance between the beams (13, 14) at their free ends, and that at least one of the beams (14) at the point of connection to the vessel is bent to such an extent in the lateral direction that even the projecting part (18) of the outer carriageway part in the ramp^ folded position can be inserted between the beams.

5. Loading ramp as specified in one of the preceding claims, characterized in that it is designed to be maneuvered with at least two winches (23, 24), one for lifting and lowering the beam structure and one for controlling the foldable outer carriageway part (16) , while the first-mentioned winch (23) is designed in a manner known in automatic mooring winches, to maintain a pull in the associated line (25) sufficiently strong to support the ramp's own weight.