05/238097

07/17/1973

03/27/1972

Download PDF 3745958       PDF help

Click for automatic bibliography generation

114/246

114/253

B63B21/56; B63B21/00

114/236,237,235R,162 115/6.1,7

Buchler, Milton

Kazenske E. R.

What is claimed is

1. In a combination of connected vessels comprising:

2. an elongated flexible member having the respective ends thereof secured to the opposite ends of said beam and an intermediate portion formed in tension transmitting engagement with a torque transfer means connected with said rudders; and,

3. a monitoring means selectively adapted to sense the change in angularity of hawser departure off the tug stern, occasioned by deviation in alignment of vessels, actuates control of the towing winch to establish a differential between the pair of hawser lengths, therewith adjusting said beam to athwartship angularity commensurate with corrective rudder angularity to reinstate vessels alignment and directional heading.

4. An improved steering imparting draft connection between vessels according to claim 1, wherein said steering connection means further comprises:

5. An improved steering imparting draft connection between vessels according to claim 2, wherein said tubular members comprises:

6. An improved steering imparting draft connection between vessels according to claim 2, wherein said beam end arrangement comprises:

7. An improved steering imparting draft connection between vessels according to claim 4, wherein said beam end arrangement incorporates a length of chain as an extension of the hawser with connection to the said distal end of the lever arm.

8. An improved steering imparting draft connection between vessels according to claim 1, wherein said beam end arrangement comprises:

9. An improved steering imparting draft connection between vessels according to claim 1, wherein said steering connection comprises:

10. An improved steering imparting draft connection between vessels according to claim 7, wherein further provisions to secure said close coupled vessels comprises a portable spreader bar extended from the tugboat stern to the barge prow with position retaining means in contention with sea swells variously displacing said vessels' elevational relationship.

11. An improved steering imparting draft connection between vessels according to claim 1, wherein said steering connection means comprises:

12. In a combination of connected vessels comprising:

13. In a combination of connected vessels as in claim 10, the said pair of equal length wires employed as underrider pendants shackle to the tow chains of neighboring barges to establish the interval between barges.

14. In a combination of connected vessels as in claim 10, the said pair of equal length wires extend from reels mounted to the stern of a barge for extension aft with length depending upon interval of barge spacing for connection to the adjacent tow chain.

15. In a combination of connected vessels as in claim 10, the train further comprises:

16. An improved steering imparting draft connection between vessels according to claim 10, wherein said barges have an overhanging boom at the stern thereof to accommodate the safe disposition of the boat therefrom to provide transfer means for a man therebetween.

Reference: This application relates to my U.S. Pat. No. 3,336,895, dated 8-22-67, entitled, "Yaw Control of Towed Barges," hereafter noted as Ref. A.

BACKGROUND OF THE INVENTION

1. Field of the invention

The present invention relates to a system providing automatic steering of towed barges by employing rudders that are activated upon departure of towed vessels from a course set by a tugboat. The rudders are returned to zero angularity relative the barge centerline to impose a minimum drag with the barge in proper alignment to obtain increased speed as permitted by barges constructed with a ship shaped prow. The effect of heavy seas on such a formed barge is further diminished by incorporating a surge suppressor in the connection of the pair of hawsers extending from a dual drum towing winch on the tugboat to the barge.

2. Description of the prior art

The present method to tow barges is the result of a gradual modification of original ideas. The bulk of these barges employ a molded or spoon shaped bow with boxy sterns to accommodate fixed skegs in an effort to stabilize against an erratic course. Such barges pound into waves, ship water aboard to the detriment of deck cargo, still yaw badly while at the same time demand extraordinary power to progress at comparatively slow speed. The uncontrolled tow suffers damage in many collisions, self-destruction due to slamming and needless loss in taking headers to the ocean floor. Other devices introduced to improve control have been intricate requiring elaborate maintenance practices, most often omitted with a resulting premature failure.

Such problems and other like ones are overcome in the present invention, specifically relying on the type of vessel, modifications to them, simplified and basic mechanical appurtenances to produce a train of vessels employing the system transmitting propulsion forces as a draft and steering means.

A primary object is to provide a steering means for towed vessels that definitely controls against wandering off course set by the tugboat.

Another object is to minimize power requirements so as to obtain speeds that will enable barges to become competitive with ships on long hauls. For high speed performance the barge is formed with a ship shaped bow extending high above the deck to disperse waves tending to shatter deck cargo.

Another object is to sustain the time gain from increased sea speeds by arranging a close-coupling of barge to the tugboat to facilitate movement through restrictive channels and expedite mooring the barge to the dock.

A still further object is to provide an efficient tow of a train of barges with the facility to disengage any rearmost barge of the tandem tow to become a separate tow to intermediate destinations before the terminus is reached.

Another object is to provide apparatus that will minimize damage to equipment, and avoid danger to personnel or public liability.

SUMMARY OF THE INVENTION

The present invention is comprised of a tugboat fitted with a dual drum winch from which extends a pair of hawsers for connection to a barge with ship shaped pointed prow and stern mounted rudders. A pivotally mounted beam with ends extended to the barge sides provides for the equalized loading of hawsers connected thereto imparting draft for the barge. An elongated flexible member is arranged to transmit forces imposed on the beam as torque needed to activate rudder angularity commensurate with deviation of the barge off the tugboat course. Said deviation is monitored and controlled by an automatic means aboard the tugboat responding to changes in the hawser departure from the tugboat; to actuate the towing winch motor and/or brake to provide a shortened length of that hawser in leading position with respect the direction of said deviation from normal hawser departure. The unequal hawser lengths effects the beam angularity respective the barge centerline for a resulting rudder angularity committed through the interconnected elongated member.

A train of barges are similarly arranged in tandem tow, depending on the serial connection by pairs of wires extended between each two barges to repeat the beam-rudder angularity effect established for the first barge. A modified version depends upon the fitting of only the last barge of a train with the beam-rudder mechanism. The tugboat towing winch is manipulated when vessels are close-hauled to utilize the barge rudders as assistance in maneuvering through restricted channels and when mooring to docks of limited accommodation. To realize the effectiveness of the steering apparatus the barges are specified as to conformation and appurtenances to cope with heavy seas at increased speeds and constraining means provide for tugboat safety.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a plan view schematically illustrating the connection of vessels not in longitudinal alignment, depicting the resulting angularity of beam and rudder to produce corrective steerage for the barge;

FIG. 2 is a plan view schematically illustrating the close-coupled connection of vessels during traverse through restrictive channels and preparatory to mooring the barge to a dock;

FIG. 3 is a plan view schematically illustrating the tandem tow of similar barges fitted with the beam-rudder mechanism. An auxiliary tugboat is shown in phantom view as an optional arrangement in utilitarian position to supplement propulsion of the train of barges;

FIG. 4 is a plan view schematically illustrating an alternate tandem tow in which only the rear barge is fitted with the beam-rudder mechanism. An auxiliary tugboat is shown in phantom view as an optional arrangement in utilitarian position to provide a reverse pull to the train sufficient to oppose the force of a following sea affecting the proper trailing of barges;

FIG. 5 is a side elevational view of the towed barge illustrating the bow configuration and extension of the prow above the deck to protect deck cargo;

FIG. 6 is a plan view illustrating the towed barge and the inventive beam-rudder mechanism with draft transmitting connected means thereto;

FIG. 7 is a sectional plan view of the pivotal beam contained within a watertight tunnel incorporated in the barge;

FIG. 8 is a sectional elevational view taken along plane 8--8 of FIG. 7;

FIG. 9 is a plan view of the rudder torquing means associated with the elongated flexible member connected to the beam ends;

FIG. 10 is a partial elevational view taken along plane 10--10 of FIG. 9;

FIG. 11 is an elevational view schematically illustrating a means to lock rudders to a fixed position;

FIG. 12 is a plan view schematically illustrating a means to automatically actuate the towing winch on the tugboat in response to deviation of a towed barge off a tugboat course;

FIG. 13 is an elevational view illustrating a portable means to effect the safe transfer of a man to and from tugboat and barge;

FIG. 14 is an enlarged elevational view of the close-coupled arrangement between the tugboat and barge;

FIG. 15 is a portion of the plan view, partly in section, taken from the plane 15--15 of FIG. 14;

FIG. 16 is a portion of the plan view showing the disposition of rudders and the appendages supporting them; and,

FIG. 17 is a portion of an elevational view to depict an alternate rudder arrangement.

DESCRIPTION

1. General arrangement

Ref. A lays claim to the method of utilizing a propulsion force to provide draft for a towed barge fitted with rudders adopted to reduce the needed propulsion force; also applied to automatically activate the rudders to provide barge steerage to follow the tugboat course. The principle relies on the use of an athwartship pivotal beam on the barge with ends connected by means of a bridle to a hawser paid-out from the tugboat. A tensioned wire with ends also tied to the beam extends rearward on the barge and formed so as to respond linearly with the change in beam end position relative the barge rotated about the beam axis. This linear movement is transmitted as a torque to rotate the rudder to a predetermined angular magnitude to provide steerage in compliance with the barge characteristic in waters plied. This principle is applied with modified details to provide a fuller utilization of the accrued advantages in the present application, as follows.

In FIG. 1, the tugboat 10 (hereafter referred to as boat 10) is in tow of barge 11 shown off course with corresponding angular displacement of rudders 12. A dual drum towing winch 13 aboard boat 10 provides for the storage and pay-out of a pair of hawsers 14 and 15, each terminating with connecting means 16 for joining to the ends of pivotal beam 17. This arrangement is employed with an adequate expanse of water comparatively free of traffic.

In FIG. 2 the hawsers 14 and 15 have been hauled-in by towing winch 13 to provide a close-coupled boat and barge arranged with a protective spreader bar 18 extended between the stern 21 of the boat and prow 22 of the barge. This arrangement occurs during tow through restrictive channels and preparatory to mooring an individual barge to a dock.

In FIG. 3 the inclusion of another barge 11 to form a train is representative of two or more identically fitted barges with the beam-rudder mechanism in tandem tow. A smaller auxiliary tugboat 23 similar to boat 10 is shown in phantom view to have a utilitarian first position to supplement the draft of the train and thereafter assumes a second position typified in FIG. 2 wherein the last barge of the several represented to be in FIG. 3 has been disconnected for tow to an intermediate destination being passed on the voyage to the terminus. By including only identical barges 11, each one is operable to be steered (as subsequently disclosed) whether in the train or individually maneuvered.

In FIG. 4 the boat 10 is in tow of a train of barges with only the last one in the tandem tow being of the type represented by barge 11, whereas barge 24 is representative of one or more other barges in the train not fitted with the pivotal beam, rudder or other drag device but rather have bare hulls offering least resistance to tow. Stern barge 11 is relied on to provide steerage as subsequently covered. Auxiliary tugboat 23 is shown in a third utilitarian position to provide needed drag to the train in opposition to forces of following seas affecting the trailing of barges in tandem tow. In FIG. 3 the auxiliary tugboat 23 may also be reconnected to provide the stern drag cited, conveyed through wires 29, normally slack, connected between barges 11.

In FIGS. 5 and 6 a ship shape pointed prow 22 is advocated for barges destined for higher speeds. This representation of the form to extend high above the deck provides for wave dispersal from deck cargo 27 and minimizes slamming and tendencies to nose under waves by providing a more gradually increased buoyant capacity commensurate with the degree of keel submersion. The pointed prow also eliminates one need for the forward guides specified in Ref. A, therein indifferent to barge form with a stand to support that guide from the bow of any barge. The pointed prow provides sufficient latitude to accommodate angular deviation of two hawsers oppositely connected to the beam ends.

For barges with deck cargo 27 as shown in FIG. 5, the pivotal beam 17 is contained within a tunnel 30 installed below deck 26 to extend with open ends at the barge sides to retain the watertight integrity of the hull. The rudders 12 are actuated by the elongated flexible member 31 extending aft of the end connections 32 at the ends of the beam 17, caused to rotate by the hawsers 14 and 15 as subsequently discussed. Sheave segments 33, situated below deck 26 in compartment 34 immediately above stern rudders 12, contain the elongated flexible member to a tension state to convey linear movement of end connections 32 coincident with pivotal movement of beam 17 to rotate the rudders by a torque transfer means 35. Watertight tubes 36 extend between tunnel 30 and compartment 34 to contain a portion of the flexible member 31 extending aft. Said tubes 36 are provided with flared entrances 37 at the tunnel to accommodate deviation of the connection 32 with rotation of the beam. Non-return valves 39, of conventional form included with tubes 36, intercept water admitted at entrances 37 for discharge through the barge sides to the seas.

2. Detailed disclosure

The two hawsers 14 and 15 replace the single hawser and bridle of Ref. A. As illustrated in FIG. 1, the barge 11 has veered off to port of the boat 10 in which case monitoring means 40, subsequently discussed with regards FIG. 12, activates control of the dual drums of towing winch 13; so as to make hawser 15 shorter than hawser 14. This will produce a slight clockwise rotation (viewed looking down in FIG. 1) of beam 17 still attempting to retain equalized tension in the two hawsers. However, the displaced rudder responding with beam movement will transmit a torque, exerted by water reaction against it, through the torque transfer means 35 to add tension force to the port side of the elongated flexible member 31. This will cause an extra elastic stretch in the port wire with a resulting decreased stretch in the starboard side wire. This will be reflected as an increased load on the port hawser and decreased load on the starboard hawser, negligible differences with streamlined balanced rudders.

In transmitting draft forces the hawsers are relieved from suddenly applied loads by terminating the hawser wires as in FIG. 6 with a length of chain 41 as the connecting means 16 to increase sag and mass to be displaced before the hawsers become taut; to effect a gradually applied load. In FIGS. 7 and 8 a torsion bar 42 has been incorporated within beam 17 to be twisted by the lever arm extension 43 providing an indirect connection 16 of the hawsers and beam. The torsion bar is anchored to the beam at the inboard ends 44 and journal 45 at the outboard ends of the beam provide support for the twisted bar. Slide bearings 46 and 47 guide the rotative movement of the beam within the tunnel to assure proper alignment of beam 17 with the pivot axis 48 bolted through the tunnel 30 to permit the assembly of the beam therein. Shoulder guards 50 extend beyond the barge sides at the tunnel openings to protect the extending beam ends.

In moderate service the hawsers may be connected directly to the lever arms 43 thereby serving as the connecting means 16. For this case the angular displacement of the lever arm 43 resulting from twist in the torsion bar 42 due to change in load supplements accompanying change in elastic stretch in the hawser to act as a combined surge suppressor. In severe service a shortened chain length 41 terminal of the hawsers are incorporated with the torsion bar as an additional suppressant as was applied without the torsion bar.

In FIGS. 9 and 10 the elongated flexible member 31 is sectionalized to provide an improved application of a wire bent at the sheave segments 33. Instead of continuing the size of wire connected to the beam, two smaller sized wires 51 with superior bending characteristics are devised by means of a conventional equalizer thimble 52 to share the load equally of the one wire connected to it by socket 53. Two such equalized pairs 51 are required at a sheave segment; 51a a pair immediate to the wire from the beam and 51b a pair immediate to its counterpart for the oppositely disposed sheave on the barge. Pair 51a fit to grooves 54 formed in the periphery of the sheave segment and extended in wrap thereto for anchoring at 55a. Oppositely, pair 51b fit grooves 54 for anchoring at 55b with the two pairs interlaced and linked together through the common anchorage.

The lock of the elongated flexible member 31 by this means produces fixed angular sheave rotation corresponding with linear movement of wires. Torque transfer means 35 is comprised of a housing 56 to contain and support the sheave segment shaft 57, the extension into chamber 34 of rudder port 58 and mating gears 60, 61 mounted respectively to shaft 57 and post 58. Gears 60 and 61 provide an angular ratio between the rotation of the sheave segment and rudder, but more importantly provide the correct directional rotation of the rudder in response to hawser steering effort.

In FIG. 11 a lock means 62 permits the securing of rudders to any fixed angle and is comprised of an extension 63 penetrating deck 26 to reach into chamber 34 to depress a toggle joint 64 between the two torque transfer means 35. The toggle joint in turn forces plungers 65 arranged for guided engagement through housing 56 to the mesh with teeth of a gear. Thus the rudders may be locked with zero angularity with respect the barge centerline for minimum drag (resistance) and zero lift (steering thrust) as when backing the barge; or with the rudders locked 90° from said centerline then serve to brake against motion of the barge respective its centerline as when mooring the barge to a dock.

In FIG. 12 the monitoring means 40 is suitably mounted on boat 10 to control towing winch 13 with deviation off course of the towed barge as indicated by the abnormal departure of hawsers from the boat stern 21. In this arrangement one of the dual drums is made to haul-in while the other pays-out the wire hawser. Other arrangements are optional to the need as for instance only one wire may be shortened or lengthened respective the other wire left fixed in length for the existing conditions. A pair of pivotal arms 70 are selectively disengaged by clamp means 71; so that manual control of the towing winch can be manipulated as from the pilot house when the vessels are close-coupled. Port drum 72 and starboard drum 73 are held to position by brakes 74 (spring locked, solenoid released). Motors 75 are indicative of whatever means is employed to selectively power individual drums. Yokes 76 forming the rearmost part of the pivotal arms 70 are in engagement with hawsers 14 and 15. Thus as for the case of FIG. 1 with the barge veered to the port side, hawsers 14 and 15 are at a deflected angle to 14' and 15'. This therefore causes switch 77 to activate the port motor and starboard solenoid brake release. Refinements not shown in FIG. 12 would include limit switches to interrupt corrective control to permit response of the barge to assume a changed position. With a persistent force against a barge to demand continuous repeated action, the monitoring means centerline 78 may be realigned for the duration of that persistent force to establish agreement in departure as a temporary normal condition, thus the rudders would then be retained at some angular set respective the barge centerline.

In FIG. 13 a boom 18 is shown to extend from the stern of barge 11 to provide an overhung end above the boat 10 brought to a safe distance astern of the barge to effect the transfer of a man therebetween as needed to manipulate appurtenances especially having to do with mooring the barge to a dock as is customarily required. The pivotally mounted boom 80 contains a track 81 to receive a trolley 82 placed there by a man with a pole on the boat. A stirrup 83 fixed to a line 84 reeved over a sheave 85 mounted on the trolley provides footing for a man to be raised by other men hauling on line 84 until a stay 86 can be hooked into the trolley by the raised man. Self-haul along the boom to a drop ladder permits the man to board the barge, whereupon the pivotally mounted boom 80 is hauled inboard of the barge.

In FIG. 14 the spreader bar 18 is shown to be pivotally mounted to the stern 21 of boat 10 by a universal joint 90 and extends to the prow 25 of barge 11 in engagement with one of a series of protrusions 91 that provide an end support of bar 18 in an approximately mean horizontal position with the two vessels responding differently in heaving due to water swells.

In FIG. 15 yoke 92 formed to the distal end of bar 18 provides for the universal engagement to a protrusion 91 to effect a toggle like connection between vessels. A portable mast 93 is erected prior to the occurrence of close-coupling the vessels and is arranged to first assist in the lift of the bar 18 from storage on boat 10 by means of winch 94 for an initial connection with universal joint 90; thereafter to provide the support of the extended bar to effect engagement to the barge prow. Shortening of the hawsers draws the vessels to a limited close spacing when the spring loaded telescopic feature 95 becomes seated to provide a solid compression column. FIGS. 14 and 15 taken together shows the spring assembly 95 at both ends to indicate this combination or only one end so fitted. When the vessels assume a position whereby the ends of bar 18 are not at the mean position as above the compression of the spring feature 95 extends the reach between ends to retain the bar integrity as a toggle connection. With such action the winch means 94 is slacked off only enough not to interfere in the play of the bar, but remains connected-in to reassume support of the bar as needed and to remove the bar when interfering with other operations.

In FIG. 14 when a barge is to be disconnected, the hawser socket 96 is disconnected from the special chain link 97 after retrieving wire with buoy 98 has been fixed to link 97 and cast overboard. Thus chain length 41 can be let go to hang suspended from pendant 25 and retrieved when needed. Pendant 25 serves to prevent the tensioned chain 41 from underriding the barge keel 28 while permitting play in the hawser required to rotate beam 17. Tandem tows.

Although the disclosure has been directed more specifically to the two of a single barge, the procedure applies as well to tandem tow of a number of barges in a train. The discussion of FIG. 3 under the heading of general arrangement is continued now to disclose a method to link the several barges together. A pair of underrider pendants 19 of equal length with socket ends are connected to the special chain links 97 of adjacent barges. Thus when hawser lengths are changed respective each other, that effect is conveyed to all pivotal beams and rudders simultaneously to provide the individual steering of each barge in the train.

In FIG. 4 the chains 41 are connected to pad-eyes fitted to the sides of barges 24 without rudders. These chains extend forward with special chain links 97 for connection to wires 29 paid-off reels 20 mounted to the stern of the adjacent barge. Thus the rearmost barge 11 with pivotal beam and rudders depend upon conveyance of steering effort of hawsers to be transmitted through each barge 24 slightly aslant resulting from the propulsion force being transmitted principally through the shorter of the two hawsers.

In FIG. 16 the disposition of the rudders are shown supported by streamline appendages fixed to the stern of the barge.

In FIG. 17 the rudder is shown disposed so as to be operable through 90° from the neutral when the braking ability of the rudder is to be required as previously disclosed.

From the foregoing description, it is believed apparent that the present invention enables the accomplishment of the objects initially set forth herein. It is understood, however, that the invention is not limited to the specific details illustrated herein.