CONTAINER SHIP EQUIPPED WITH A TRANSFER SYSTEM
Patent Information
- Application Number
- AT2023736180T
- Authority / Receiving Office
- AT · AT
- Patent Type
- Patents
- Current Assignee / Owner
- Priority Date
- 2022-06-14
- Filing Date
- 2023-06-13
- Publication Date
- 2026-03-15
- Estimated Expiration
- 2043-06-13
Abstract
Description
Description Title: Container ship equipped with a transhipment system
[0001] The present disclosure relates to a container ship having at least one hull comprising a hold configured to receive a row of containers, the containers oriented longitudinally in the transverse direction of the ship, as well as a transhipment system comprising an overhead crane configured to circulate above the containers of the row in the longitudinal direction, and a lifting system on board the overhead crane.
[0002] The lifting system is configured to ensure, during unloading, the lifting of the container out of the hold, as well as a movement of the container in lateral overhang of the hull to a second position ensuring unloading of the container on a quay. Conversely, during loading, the lifting system is configured to ensure the gripping of the container in the second position on a quay and its loading to the first position in the hold and typically, according to inverse kinematics. Technical field
[0003] The present disclosure relates to the field of container ships, and more particularly to container ships having means for transhipping containers from the ship to an unloading area, typically a quay, or vice versa during loading from the quay into the hold, and advantageously without depending on port transhipment facilities. Prior art
[0004] It is thus known from the state of the art, in particular from documents FR2808252 A1, DE102004058824 A1 or EP1955943 A2, container ships comprising a transhipment system having a rolling bridge circulating above the containers stored in the hold of the ship.
[0005] The overhead crane is equipped with a lifting system such as a crane or similar to ensure the transhipment of containers, from their storage position in a ship's hold to a transhipped position on the quay, and in particular laterally to the quay.
[0006] According to the inventors' general findings: - the design of the transhipment systems of these prior art is based on the well-established knowledge of those skilled in the art of container ships for which it is customary to orient the containers, longitudinally, following the longitudinal direction of the hull which extends from the stern to the bow of the ship, - consequently, and when a transhipment is carried out laterally to the hull, from a position in the hold to an unloading position on the quay, these designs require a mechanism in the lifting system which allows a change in the orientation of the container to unload it directly onto a trailer, itself oriented in the transverse direction to the ship, and as illustrated in document DE102004058824A1, - such a design of transhipment systems is compatible with conventional thermally powered container ships, but unsuitable for other modes of propulsion, and in particular for ships using wind propulsion which typically include masts and wings or sails, which constitute obstacles on the deck hindering the movement of the overhead crane and the lifting system on board the overhead crane. Summary
[0007] This disclosure improves the situation.
[0008] A container ship is proposed comprising at least one hull having a longitudinal axis oriented in a direction X of advance of the ship, a transverse direction oriented in a direction Y and in which said at least one hull comprises at least one hold having an upper opening, and extending in depth in a vertical direction Z, said hold being configured to receive at least one row of containers, juxtaposed, in a manner parallel to each other, the containers oriented longitudinally along the transverse direction Y, and in which the vessel comprises at least one container transhipment system comprising: / a / a first rail and a second rail oriented longitudinally in the X direction, arranged on either side of the wedge in the transverse Y direction / b / an overhead crane comprising at least one transverse beam, such as two transverse beams, said at least one transverse beam comprising at its longitudinal ends, respectively first guide means and second guide means configured respectively to cooperate with the first rail and the second rail, so that said overhead crane is configured to travel along the first and second rails above said at least one row of containers under the action of motor means, / c / a lifting system on board said at least one transverse beam, comprising a motorized mechanism configured to ensure the gripping of a container from a first storage position in the hold, the lifting of the container out of the hold, as well as a movement of the container in lateral overhang of the hull to a second position ensuring unloading of the container onto a quay and / or vice versa.
[0009] The features set out in the following paragraphs may optionally be implemented. They may be implemented independently of each other or in combination with each other:
[0010] According to one embodiment, the overhead crane comprises first anchoring means, and second anchoring means, arranged at the two longitudinal ends of said at least one transverse beam, or even of the two transverse beams, said first and second anchoring means being configured to move from a decoupled position, allowing the free movement of the overhead crane under the action of the motor means to a coupled position for which the overhead crane is anchored to the hull, on either side of the hold, so that said at least one transverse beam of the bridge, or even the two transverse beams constitute a bracing structure of the hull in the transverse direction.
[0011] According to one embodiment, the first anchoring means and the second anchoring means are chosen from anchoring systems comprising: - bolting system, - tapered pin system, - clamping system with friction pad configured to clamp the first rail or the second rail.
[0012] According to one embodiment, the ship is wind-powered, comprising one or more sail / wing propulsion systems integral with the hull. In particular, the sail / wing propulsion system(s) are distributed on either side of the hold in the transverse direction so as not to encroach on the hold volume.
[0013] According to one embodiment, the ship comprises at least one pair of sail / wing propulsion systems, the two propulsion systems of the pair located in the same position in the longitudinal direction X, distributed on either side of the hold in the transverse direction, and in which the first anchoring means and the second anchoring means are configured to ensure the anchoring of the rolling crane in an anchoring position where said transverse beam, or even the two transverse beams of the rolling crane, brace the hull, at the position of the pair of sail / wing propulsion systems in the longitudinal direction X.
[0014] According to one embodiment, the propulsion system(s) are distributed on either side of the hold, the or each sail / wing propulsion system comprises a mast secured to the hull, as well as a wing or a sail extending along the height of the mast, from a high point, to a terminal, and in which the mechanism of the lifting system is configured to move from a retracted position of less vertical bulk in the vertical direction Z configured to allow the positioning of the overhead crane under the terminal and the sail, or under the wing, in a position in line with the mast in the longitudinal direction X, without risk of interference between the transhipment system and the propulsion system(s) to a deployed position of greater vertical bulk allowing the transhipment of the container when the overhead crane is moved by the motor means in an offset position relative to the mast in the longitudinal direction X.
[0015] According to one embodiment, said mechanism of the lifting system is configured to ensure the movement of the container from the first storage position in the hold to the second position ensuring unloading of the container onto the quay, according to a kinematics of the mechanism maintaining a longitudinal orientation of the container, oriented along the transverse direction Y to the hull, from the first storage position to the second unloading position.
[0016] In particular, the transhipment system and / or the mechanism of the lifting system may be devoid of means ensuring a change of orientation of the container, in particular in the vertical direction.
[0017] According to one embodiment, the overhead crane comprises the two transverse beams, including a first transverse beam and a second transverse beam, arranged parallel to each other along a first plane extending in the XY direction and in which said lifting system comprises, a first mobile chassis comprising, two intermediate beams, including a first intermediate beam and a second intermediate beam, extending along a second plane parallel to the first plane, parallel to the first and second transverse beams, secured to each other, and in which a first connecting rod and a second connecting rod are articulated at their lower end respectively along a first longitudinal pivot axis and a second longitudinal pivot axis to the first transverse beam,and articulated at their upper end respectively along a third longitudinal pivot axis and a fourth longitudinal pivot axis to the first intermediate beam, forming a first deformable parallelogram, and in which a third connecting rod and a fourth connecting rod are articulated at their lower end respectively along the first longitudinal pivot axis and the second longitudinal pivot axis to the second transverse beam, and articulated at their upper end respectively along the third longitudinal pivot axis, and the fourth longitudinal pivot axis to the second intermediate beam, forming a second deformable parallelogram, and such that the first mobile chassis is configured to move from a retracted position, folded close to the first and second transverse beams, to at least one deployed position in which the first mobile chassis is moved away from the retracted position, ensuring movement in the Y direction and the Z direction, a second mobile chassis forming a carriage mounted to move in the slide direction oriented along the first intermediate beam and second intermediate beam of the first mobile chassis, allowing movement of the carriage relative to the first mobile chassis in the transverse direction Y, - lifting means mounted on the trolley of the second mobile chassis, such as winches, jacks, preferably distributed at the four corners of the container, configured to ensure the suspension of the container arranged under the second mobile chassis and its vertical lifting.
[0018] According to one embodiment, the first connecting rod, second connecting rod, third connecting rod and fourth connecting rod are arranged in a removable manner, selectively: - according to a first coupling configuration to the first and second transverse beams and to the first and second intermediate beams, said first configuration configured to ensure unloading in said second position to starboard, and - according to a second coupling configuration to the first and second transverse beams and to the first and second intermediate beams, said second configuration configured to ensure unloading in said second position to port.
[0019] According to one embodiment, the draft of the vessel is less than 5 meters, or even less than 4 meters.
[0020] The present disclosure also relates to an assembly comprising a container ship according to the present disclosure, and containers arranged in the hold of the hull, the containers juxtaposed next to each other, in the longitudinal direction X of the hull, the containers oriented longitudinally parallel to the transverse direction Y, and in which said system of container transhipment comprising said overhead crane system comprising: / a / said first rail and said second rail oriented longitudinally along the X direction, arranged on either side of the wedge along the transverse Y direction / b / said overhead crane comprising said at least one transverse beam, such as the two transverse beams, said at least one transverse beam comprising the first guide means and the second guide means configured respectively to cooperate with the first rail and the second rail, so that said overhead crane is configured to travel along the first and second rails above said at least one row of containers under the action of motor means, / c / said lifting system on board said at least one transverse beam, comprises said mechanism configured to ensure the gripping of a container from a first storage position in the hold, the lifting of the container out of the hold, as well as a movement of the container in lateral overhang of the hull to a second position ensuring unloading of the container on a quay.
[0021] According to one embodiment of the assembly, the containers are 20-foot sea containers or 40-foot sea containers, or even 45-foot sea containers. Brief description of the drawings
[0022] Other features, details and advantages will become apparent upon reading the detailed description below, and upon analyzing the attached drawings, in which: Fig. 1a
[0023] [Fig. 1 a] is an embodiment of a wind-powered container ship, comprising a hull extending in the longitudinal direction from the stern provided with a rudder, to the bow, the hull comprising a hold extending in length in the longitudinal direction, and in width in the transverse direction, the hold receiving a row of about fifteen containers such as 40-foot containers, juxtaposed with respect to each other in the hold, the containers oriented longitudinally according to the transverse direction, the ship comprising sail propulsion systems distributed on both sides of the hold, following the transverse direction along the hull, as well as two transhipment systems each comprising a rolling crane configured to travel along the first rail and the second rail arranged on both sides of the hold, the rails oriented in the longitudinal direction, as well as a lifting system configured to allow the transhipment of the container, the lifting system being illustrated in a retracted position of less vertical space requirement, folded down close to the rolling crane, allowing the anchoring of the rolling crane, positioned between two masts of a pair of sail propulsion systems. Fig. 1b
[0024] [Fig. 1 b] is a top view of Figure 1 a, with the terminals of the various sail propulsion systems oriented in the longitudinal direction of the vessel. Fig. 2a
[0025] [Fig. 2a] is a top view of figure 1b after changing the orientation of one of the terminals towards the inside, then directed in the transverse direction. Fig. 2b
[0026] [Fig. 2b] is a view of the aft part of the hull, illustrating the transhipment systems and the overhead crane, in the retracted position of the lifting system, allowing its positioning below the inwardly facing bollard, and without risk of interference between the bollard and the overhead crane / lifting system then in the retracted position. Fig. 2c
[0027] [Fig. 2c] is a perspective view of Figure 2b. Fig. 3a
[0028] [Fig. 3a] is a consecutive view of figure 2c, in perspective and after movement of the overhead crane, in the longitudinal direction and deployment motorized by a first mobile chassis relative to the two transverse beams of the overhead crane via a connecting rod mechanism forming two deformable parallelograms, the first mobile chassis slidingly carrying a trolley forming a second mobile chassis, the second mobile chassis carrying four lifting cylinders associated with wedges ensuring the gripping and lifting of the container vertically outside the wedge in the vertical direction Fig. 3b
[0029] [Fig. 3b] is a top view of Figure 3a, showing the container lifted out of the hold, but still directly above it. Fig. 3c
[0030] [Fig. 3c] is a rear view of Figure 3b, illustrating the first connecting rod and the second connecting rod articulated at their lower end to the first transverse beam of the overhead crane and at their upper end to a first intermediate beam of the first mobile chassis, the first connecting rod and the second connecting rod forming with the first transverse beam and the first intermediate beam the first deformable parallelogram. Fig. 4a
[0031] [Fig. 4a] is a consecutive view of Figure 3a, in which the first mobile chassis is deployed by pivoting the connecting rods, in lateral overhang of the hull for the purpose of unloading the container, the suspended container still oriented longitudinally in the direction transverse to the hull. Fig. 4b
[0032] [Fig. 4b] is a view of Figure 4a from the stern of the vessel, with the container oriented in the transverse direction in lateral overhang of the hull, but only partially. Fig. 5
[0033] [Fig. 5] is a consecutive view of Figure 4b seen from the stern of the vessel, the container oriented in the transverse direction in lateral overhang of the hull, moved entirely in lateral cantilever of the hull by the motorized carriage forming the second mobile, the motorized carriage being sliding relative to the first chassis along the first and second intermediate beams of the first chassis. Fig. 6a
[0034] [Fig. 6a] is a consecutive view of Figure 5, seen from the stern of the ship, the container oriented in the transverse direction in lateral overhang of the hull, which is lowered towards a quay, by the kinematics permitted by the deformable parallelograms, the latter illustrated at the end of the stroke fully deployed, as well as by lifting systems comprising for example four jacks at the four corners of the second mobile chassis forming the trolley. Fig. 6b
[0035] [Fig. 6b] is a top view of Figure 6a. Fig. 7a
[0036] [Fig. 7a] is a detailed view of a transhipment system which comprises an overhead crane comprising two transverse beams, secured at its ends, on the one hand, to first guide means and first anchoring means, cooperating with the first rail, on one side of the hold, and on the other hand, to second cooperating guide means and second anchoring means, cooperating with the second rail. Fig. 7b
[0037] [Fig. 7b] is a view of the first guide means which comprise an axial groove, oriented in the direction of the rail, receiving the first rail, the female groove and the male rail, of complementary profiles, close to a dovetail, so as to prevent the rail from exiting through the groove entrance, the guide means comprising one or more rollers, articulated in a transverse direction, the rollers cooperating with a rolling surface of the rail, the rolling surface having two inclined walls and the roller then having a surface of bearing, comprising two inclined walls, complementary to those of the rolling surface of the rail, for centering the roller on the rail. Fig. 7c
[0038] [Fig. 7c] is a view of the first anchoring means associated with the first rolling means, which comprises a friction pad, as well as a clamping mechanism, in particular a clamping screw in the figure, which makes it possible to apply pressure to the friction pad firmly against the first rail, so as to anchor the rolling crane on this first side, the second anchoring means, on the other side of the wedge, may comprise the same anchoring means structure. Fig. 8a
[0039] [Fig. 8a] is a view of the transhipment system in a first configuration of coupling of the connecting rods for unloading to starboard. Fig. 8b
[0040] [Fig. 8b] is a view of the transhipment system in a second connecting rod coupling configuration for port side unloading.
[0041] Description of the embodiments
[0042] The drawings and description below contain, for the most part, elements of a certain character. They may therefore not only serve to better understand this disclosure, but also contribute to its definition, if necessary.
[0043] Also, the present disclosure relates to a container ship 1 comprising at least one hull 2 having a longitudinal axis oriented in a direction X of advance of the ship, a transverse direction oriented in a direction Y.
[0044] Thus, as illustrated in Figure 1a, and in general, the longitudinal direction X, extends from the stern, at the rear of the ship's hull to the bow of the ship. The transverse direction Y extends transversely to this direction X, following the horizontal. The ship may include a rudder.
[0045] The vertical direction Z is perpendicular to the X and Y directions. The container ship illustrated in the figures is a monohull ship. According to other possible embodiments, the container ship is a multihull ship, one or more hulls of which are provided with a hold 3 and a transhipment system as defined below.
[0046] The container ship's draft is preferably less than 5 meters, or even less than 4 meters. This allows the ship to dock in most ports, not just those with a deep seabed.
[0047] According to the present disclosure, said at least one shell 2 comprises at least one hold 3 having an upper opening, and extending in depth in a vertical direction Z, and in particular in length in the longitudinal direction X and in width in the transverse direction Y, said hold being configured to receive at least one row of containers Co, juxtaposed, in a manner parallel to each other, the containers oriented longitudinally in the transverse direction Y,
[0048] Containers can typically be 20-foot, 40-foot, or even 45-foot ISO shipping containers. They can also be 6-foot, 8-foot, or even 10-foot shipping containers.
[0049] According to the inventors' findings, such an orientation of the containers, oriented longitudinally along the transverse direction Y, differs significantly from the general knowledge of those skilled in the art who typically has the practice of systematically orienting the containers longitudinally, along the longitudinal axis of the hull of the ship.
[0050] Such a cross-sectional orientation has several advantages, in particular: - a transverse orientation of the containers provides better support for the containers in the hold during rolling movements, - such transverse orientation of containers promotes transhipment lateral, in particular when the vessel has obstacles such as masts and rigging, in that it is the solution for transhipment of containers, laterally to the hull requiring the smallest space requirement in the longitudinal direction, and advantageously without having to change the orientation of the container during its lateral transhipment, and compared to a solution where the containers are oriented longitudinally to the hull as an example taught by document DE102004058824A1.
[0051] According to an embodiment notably illustrated in figures 1a, 1b, 2a, 2c and 3b, the hold is configured in particular dimensioned to receive a single row of juxtaposed containers, the containers distributed in the longitudinal direction X, and oriented lengthwise in the transverse direction Y. Figure 1a illustrates for information purposes a hold receiving around fifteen containers Co in a single row.
[0052] According to another embodiment, not illustrated, the hold is configured and dimensioned to receive several rows of containers (in particular two rows, three rows, or even more), each row being directed in the longitudinal direction X, the different rows juxtaposed in the hold being distributed in the transverse direction Y.
[0053] According to the present disclosure, the ship comprises at least one transhipment system 4, 4' for containers Co, including in particular two systems marked 4 and 4', each comprising its own overhead crane. Such a transhipment system allows the ship to load and / or unload the containers from the ship, without being dependent on the transhipment equipment of port facilities for these loading and unloading operations.
[0054] The 4, 4' transshipment system includes: / a / a first rail R1 and a second rail R2 oriented longitudinally along the longitudinal direction X, arranged on either side of the wedge 3 along the transverse direction Y, / b / an overhead crane comprising at least one transverse beam, such as two transverse beams 40, 41, said at least one transverse beam comprising at its longitudinal ends, respectively, first guide means G1 and second guide means G2 configured respectively to cooperate with the first rail R1 and the second rail R2, so that said overhead crane is configured to circulate along the first and second rails R1, R2 above said at least one row of containers Co under the action of motor means, / c / a lifting system 5 on board said at least one transverse beam.
[0055] The lifting system 5 preferably comprises a motorized mechanism configured to ensure the gripping of a container from a first storage position in the hold P1, the lifting of the container out of the hold, as well as a movement of the container in lateral overhang of the hull to a second position P2 ensuring unloading of the container on an unloading area such as a dock. Conversely, the mechanism is configured to ensure the movement of the container in the opposite direction from the second position P2 to the first position P1 during loading operations.
[0056] According to one embodiment, said mechanism of the lifting system is advantageously configured to ensure the movement of the container from the first storage position P1 in the hold 3 to the second position P2 while ensuring unloading of the container onto the quay, according to a kinematics of the mechanism maintaining a longitudinal orientation of the container Co, oriented in the transverse direction Y to the hull, from the first storage position P1 to the second unloading position P2.
[0057] Advantageously, the transhipment system and / or the mechanism of the lifting system may advantageously be devoid of means ensuring a change of orientation of the container, in particular in the vertical direction.
[0058] The first guide means G1 and second guide means G2 at the ends of said at least one transverse beam, in particular at the two ends of the two transverse beams 40 and 41, may comprise rollers Gai, typically articulated in the transverse direction Y, and configured to roll on the first and second rails R1, R2.
[0059] In Figure 7b, and in general, the first guide means G1 (respectively the second guide means G2) may comprise an axial groove, oriented in the direction of the rail, receiving the first rail R1 (respectively the second rail R2), the female groove and the male rail being of complementary profiles (close to a dovetail in the figure for information purposes), so as to prevent the rail from exiting through the groove entrance.
[0060] The guide means comprising the roller(s), articulated in a transverse direction, can cooperate with a rolling surface of the upper rail which has, for example, two inclined walls in a V shape, the roller then has a rolling surface, comprising two inclined walls, complementary to those of the rolling surface of the rail, to ensure the centering of the roller on the rail.
[0061] The first guide means G1 may be secured to a first end of said transverse beam, or to the first ends of the two transverse beams 40, 41, by means of upright(s), on a first side of the wedge 3. Similarly, the second guide means G2 may be secured to a second end of said transverse beam, or to the second ends of the two transverse beams 40, 41, by means of upright(s) on a second side of the wedge. In such a case, the overhead crane including the transverse beam(s) 40, 41 and the uprights form a gantry which may be configured to travel astride said at least one row of containers Co. Said at least one row of containers Co may in particular be a single row of containers, or comprise several rows of containers juxtaposed, parallel to each other, such as for example two or three juxtaposed rows.
[0062] Advantageously, the overhead crane may comprise first anchoring means ACR1, and second anchoring means ACR2, arranged at the two longitudinal ends of said at least one transverse beam, or even of the two transverse beams 40, 41.
[0063] Said first and second anchoring means ACR1, ACR2 are configured to move from a decoupled position, allowing the free movement of the rolling crane along the rails R1, R2, under the action of the motor means to a coupled position for which the rolling crane is firmly anchored to the hull.
[0064] The decoupled position of the ACR1 or ACR2 anchoring means allows, during unloading operations, the overhead crane to be moved directly above the container to be unloaded, or during loading operations, the overhead crane to be moved along the hold to a free area of the hold intended to receive a container loaded by the transhipment system.
[0065] On the contrary, in the coupled position, the anchoring means ACR1 and ACR2 are anchored on either side of the wedge 3, so that said at least one transverse beam of the deck, or even the two transverse beams 40, 41, constitute a bracing structure for the hull in the transverse direction.
[0066] During navigation, the anchoring means ACR1 and ACR2 are advantageously in the coupled position, anchored so that the transverse beam(s) 40, 41 of the overhead crane become an integral part of the reinforcement structure of the hull, eliminating the inherent operating clearance between the rails R1, R2 and the guide means G1, G2. Such an anchoring makes it possible to limit the deformations of the hull during navigation, in particular in torsion along the longitudinal axis of the hull, in particular when the hull is subjected to external stresses, and in particular those due to the swell on the hull and / or those induced on the hull at the base of wind propulsion systems notably described below.
[0067] The first and second anchoring means ACR1, ACR2 may be chosen, by way of non-limiting example, from among the anchoring systems comprising: - bolting system, - pin system(s) including tapered pins, - clamping system with PTS friction pad configured to clamp the first rail or the second rail.
[0068] These may be discontinuous anchoring systems, allowing only anchoring positions in one or more discrete positions along the longitudinal direction, such as for example a conical pin passing through the hull or the rail (first or second) and simultaneously the overhead crane, at the level of anchoring holes between the overhead crane and the hull (or the rail).
[0069] These may also be continuous anchoring systems, allowing an infinite number of anchoring positions depending on the length of the rails R1, R2, and as illustrated by way of example, which comprise a friction pad PTS which can be applied under pressure against the surface of the rail, in particular against its rolling surface, in particular by a clamping screw or another clamping device such as, for example, a wedge effect clamping device. When the friction pad is tightened, the operating clearance between the rail R1 or R2 and the guide means G1 or G2 is eliminated.
[0070] The passage of the anchoring means (first ACR1 or second ACR2) from the decoupled position allowing free movement of the overhead crane to the decoupled position stiffening the hull, and vice versa, can be operated manually or even in a mechanized manner, typically by an actuator, such as an electric motor or a hydraulic or electric cylinder.
[0071] According to an advantageous embodiment, the ship may be wind-powered and for this purpose comprise one or more wind propulsion systems, in particular sail / wing(s) integral with the hull. Generally, there may still be a thermal propulsion mode such as a diesel engine or an electric engine, at least for navigation in port areas, in particular during docking maneuvers, or even for navigation in light winds.
[0072] Generally speaking, and as illustrated by way of example, these may be riggings typically comprising MT masts along which VL sails can be hoisted, secured in their lower part to terminals. In the examples illustrated, the sails are illustrated in a position lowered on the terminals. These may in particular be profiled sail assemblies as taught by document WO2021 148734 A1 of the present applicant, and which have the advantage of superior performance and which are illustrated in their position lowered on the terminal in the figures.
[0073] It may also involve propulsion systems comprising rigid or semi-rigid wings secured to the hull at their base by a mast, base or similar, or even inflatable wings, as disclosed by EP3475164.
[0074] Preferably, the sail propulsion system(s) are distributed, on either side of the hold 3, in the transverse direction Y and not inside the latter so as not to encroach on the loading volume of the hold 3.
[0075] Preferably, the transhipment system, in particular the overhead crane and the lifting system are configured to circulate between the propulsion systems, without these hindering the circulation of the system 4 or 4' along the rails R1, R2, at least in a retracted position PR of the lifting system 5.
[0076] In particular, the wind propulsion systems may comprise at least one pair of sail / wing propulsion systems, the two propulsion systems of the pair located in the same position in the longitudinal direction X, distributed on either side of the wedge 3 in the transverse direction Y.
[0077] The overhead crane, on the one hand, and the lifting system 5 on board the overhead crane, on the other hand, can be configured to travel along the rails R1, R2, crossing the two propulsion systems of the couple, at least in a retracted position PR of the lifting system 5 on the one or two transverse beams 40, 41 of the overhead crane.
[0078] According to one embodiment, the first anchoring means ACR1 and the second anchoring means ACR2 can be configured to ensure the anchoring of the overhead crane in an anchoring position where said transverse beam, or even the two transverse beams 40, 41 of the overhead crane, brace the hull 2, at the position of the pair of sail / wing propulsion systems in the longitudinal direction X. For example, the mast can be located, in the longitudinal direction, between the two transverse beams 40, 41 of the overhead crane.
[0079] The structure of the hull 2 is then reinforced during navigation by the transverse beam(s) 40, 41 of the deck which provide reinforcement of the structure of the hull at the base of the propulsion systems, that is to say advantageously preferably at the locations where the stresses induced by the wind propulsion systems on the hull are the greatest.
[0080] The propulsion system(s) can thus be distributed on either side of the hold 3. The or each sail / wing propulsion system typically comprises an MT mast attached to the hull, as well as a wing or even a VL sail extending along the height of the mast, from a high point, to a BO terminal.
[0081] Advantageously, the mechanism of the lifting system 5 can be configured to move from a retracted position PR configured to allow the positioning of the overhead crane under the bollard and the sail, and in particular whatever the orientation of the bollard and the sail, when sailing, or under the wing whatever its orientation, in a position of the overhead crane in line with the mast in the longitudinal direction X, without risk of interference between the transhipment system and the propulsion system(s), to a deployed position PD allowing transhipment when the overhead crane is moved by the motor means into a position offset from the mast MT in the longitudinal direction X.
[0082] Thus, Figures 2a and 2b illustrate an anchoring position of the overhead crane between two sail propulsion systems comprising masts, sails and bollards. In Figures 2a and 2b, the sails are lowered onto the bollard.
[0083] When sailing, the sail and the bollard and / or the wing are typically oriented according to the direction of the wind and the direction of travel of the ship, the wing, or the boom / sail being able to theoretically interfere with the rolling crane anchored to the hull. The retracted position of the lifting system 5 is a position of less vertical bulk, and as can be understood from Figure 2b, which makes it possible to eliminate the risks of interference between the transhipment system and the sail / wing propulsion systems, even when the rolling crane is interposed, and preferably anchored between the two sail / wing propulsion systems of a couple.
[0084] To allow the deployment of the lifting system 5 in a deployed position (of greater vertical size in the vertical direction Z, compared to the retracted position), the overhead crane can first be moved along the rails R1, R2 to a position allowing such deployment, and as illustrated in figures 3a to figure 6b.
[0085] Generally, the overhead crane comprises two transverse beams, including a first transverse beam 40 and a second transverse beam 41, arranged parallel to each other along a first plane extending in the XY direction.
[0086] We give a possible embodiment of the lifting system 5 which is illustrated in the figures which is an embodiment given as a non-limiting example.
[0087] Also, said lifting system 5 may comprise a first mobile chassis comprising two intermediate beams, including a first intermediate beam 50, transverse and a second intermediate beam 51, transverse, extending along a second plane parallel to the first plane, the beams 50 and 51 being parallel to the first and second transverse beams 40, 41, integral with one another.
[0088] A first connecting rod B1 and a second connecting rod B2 are articulated at their lower end respectively along a first longitudinal pivot axis X1 and a second longitudinal pivot axis X2 to the first transverse beam 40, and articulated at their upper end respectively along a third longitudinal pivot axis X3 and a fourth longitudinal pivot axis X4 to the first intermediate beam 50, forming a first deformable parallelogram. Longitudinal pivot axis in the first, second, third and fourth longitudinal axes means that the axes are oriented parallel to the longitudinal direction X.
[0089] Similarly, a third connecting rod B3 and a fourth connecting rod B4 are articulated at their lower end respectively along the first longitudinal pivot axis X1 and the second longitudinal pivot axis X2 to the second transverse beam 41, and articulated at their upper end respectively along the third longitudinal pivot axis X3 and the fourth longitudinal pivot axis X4 to the second intermediate beam 51, forming a second deformable parallelogram parallel to the first deformable parallelogram.
[0090] The first mobile chassis is then configured to move from a retracted position, folded close to the first and second transverse beams, to at least one deployed position PD in which the first mobile chassis is moved away from the retracted position, ensuring movement in the Y direction. and the Z direction when pivoting the connecting rods B1 to B4 along their pivot axis X1 to X4. This movement is motorized.
[0091] In the retracted position PR, with less vertical space requirement, the first chassis including the first intermediate beam 50 and the second intermediate beam 51 can be housed between the two transverse beams 40, 41 of the overhead crane.
[0092] The lifting system preferably further comprises: - a second mobile chassis forming a carriage Char mounted mobile in the direction of oriented slides, along the first intermediate beam 50 and second intermediate beam 51 of the first mobile chassis, allowing movement of the carriage Char relative to the first mobile chassis in the transverse direction Y, - lifting means on board the trolley of the second mobile chassis, such as winches, or V1 to V4 jacks preferably distributed at the four corners of the container, configured to ensure the suspension of the container arranged under the second mobile chassis and its vertical lifting typically via cables.
[0093] In the retracted position PR, the trolley Char forming the second chassis can be stored in the space between the intermediate beams 50, 51, or even housed with the intermediate beams between the two transverse beams 40, 41 of the overhead crane.
[0094] Two of the jacks V1, V2 (first and second) can be arranged on a first crosspiece joining two side members of the carriage, the side members respectively sliding along the first and second intermediate beams 50, 51, while two other jacks (third and fourth) can be arranged on a second crosspiece joining the two side members.
[0095] In the deployed position PD, the cylinders extend longitudinally, projecting above the carriage Char, vertically substantially perpendicular to the plane passing through the side members of the carriage. In the retracted position PR, the first and second cross members can be pivoted 90°, around their axis, in a motorized manner so as to retract the cylinders V1, V2, V3, V4 between the trolley side members which are preferably arranged between the intermediate beams 50, 51 and the two transverse beams 40 and 41 of the overhead crane.
[0096] The transhipment system of the embodiment illustrated in figures 1 to 7a is configured for unloading the container to starboard (to the right of the hull in its normal direction of advancement), and according to a first coupling configuration CF1 of the connecting rods B1 to B4 illustrated in figure 8a.
[0097] The configuration of the transhipment system can be changed to allow unloading on the other side, to port (left in the normal direction of travel), and according to a second CF2 coupling configuration of the connecting rods illustrated in Figure 8b.
[0098] It is thus noted that the or preferably each of the two transverse beams 40, 41 can be provided with four motors, preferably electric (or hydraulic), configured to ensure the pivoting of the connecting rods B1 to B4, comprising a first motor Mot 1, a second motor Mot 2, a third motor Mot 3 and a fourth motor Mot 4 distributed over the length of the first transverse beam 40 and integral with the latter and a fifth motor, a sixth motor, a seventh motor and an eighth motor distributed and integral with the second transverse beam 41.
[0099] In Figure 8a, and in the first coupling configuration CF1 of the connecting rods for unloading to starboard, the second engine Mot2 carried by the first transverse beam 40 is coupled to the first connecting rod B1 and the fourth engine Mot4 is coupled to the second connecting rod, and while the first engine and the third engine are unused. Similarly, the sixth engine carried by the second transverse beam is coupled to the third connecting rod B3 and the eighth engine coupled to the fourth connecting rod B4, while the fifth engine and the seventh engine are unused.
[0100] To allow unloading to port, the connecting rods B1 to B4 are decoupled at their lower end from the transverse beams 40, 41 and at their upper end from the intermediate beams 50, 51 of the first mobile chassis and are then recoupled to the latter in other predetermined positions to obtain the second coupling configuration.
[0101] In Figure 8b, in the second coupling configuration CF2 of the connecting rods for unloading to starboard, the first engine Mot1 carried by the first transverse beam 40 is coupled to the first connecting rod B1 and the third engine Mot3 is coupled to the second connecting rod B2, and while the second engine and the fourth engine are unused. Similarly, the fifth engine carried by the second transverse beam is coupled to the third connecting rod B3 and the seventh engine coupled to the fourth connecting rod B4, and while the fourth engine and the sixth engine are unused.
[0102] Thus, and in general, the first connecting rod B1, second connecting rod B2, third connecting rod B3 and fourth connecting rod B4 can be arranged in a removable manner, selectively: - according to a first coupling configuration CF1 to the first and second transverse beams 40, 41 and to the first and second intermediate beams 50, 51, said first configuration CF1 configured to ensure unloading in said second position P2 to starboard, and - according to a second coupling configuration CF2 to the first and second transverse beams 40, 41 and to the first and second intermediate beams 50, 51, said second configuration CF2 configured to ensure unloading in said second position P2 to port. Industrial application
[0103] These technical solutions can be applied in particular in maritime transport and aim to offer a container ship which can load and unload containers in ports, even those without transhipment equipment, or even ports with shallow waters.
[0104] The present disclosure also aims to propose, at least according to one embodiment, such a container ship, generating very little CO2, while minimizing transport costs linked to fuel. List of reference signs
[0105] - 1: Container ship, - 2: Hull, - 3. Wedge, -4, 4'. Transshipment systems (of containers), - 40, 41. First cross beam and second cross beam (overhead crane), - 5. Lifting system, - 50, 51. First and second intermediate transverse beams (forming the first mobile chassis), - Chariot. Carriage forming a second mobile chassis (slidingly mounted along the first and second transverse beams) - V1, V2, V3, V4. Lifting cylinders attached to the second mobile chassis configured for lifting a container vertically suspended from the trolley. - Co. Containers, - G1, G2. First and second guidance means, - Gai. Pebble (guiding means in particular first and second), - ACR1, ACR2. First and second anchoring means, - PST. Friction pad (anchor), P1, P2. First position (storage) and second position (unloading / loading) of the container, - PR, PD. Respectively retracted position of the lifting system near the overhead crane and extended position of the overhead crane for transhipment of the container, - MT, VL, BO. Respectively mast, sail and terminal of wind propulsion systems, - X, Y, Z. Respectively longitudinal direction, transverse direction, and vertical direction, - Word1, Word2, Word3, Word4. First, second, third and fourth engines, - CF1, CF2. First and second coupling configurations.
[0106] .
Claims
Claims
1. Container ship (1) comprising at least one hull (2) having a longitudinal axis oriented in a direction X of advance of the ship, a transverse direction oriented in a direction Y and in which said at least one hull (2) comprises at least one hold (3) having an upper opening, and extending in depth in a vertical direction Z, said hold being configured to receive at least one row of containers (Co), juxtaposed, in a manner parallel to each other, the containers oriented longitudinally in the transverse direction Y, and in which the ship comprises at least one container transhipment system (4, 4') comprising: / a / a first rail (R1) and a second rail (R2) oriented longitudinally in the X direction, arranged on either side of the wedge (3) in the transverse Y direction, / b / an overhead crane comprising at least one transverse beam, such as two transverse beams (40, 41), said at least one transverse beam comprising at its longitudinal ends, respectively first guide means (G1) and second guide means (G2) configured respectively to cooperate with the first rail (R1) and the second rail (R2), so that said overhead crane is configured to travel along the first and second rails (R1, R2) above said at least one row of containers (Co) under the action of motor means, / c / a lifting system (5) on board said at least one transverse beam, comprising a motorized mechanism configured to ensure the gripping of a container from a first storage position in the hold (P1), the lifting of the container out of the hold, as well as a movement of the container in lateral overhang of the hull to a second position (P2) ensuring unloading of the container onto a quay and / or vice versa.
2. Container ship according to claim 1 wherein the overhead crane comprises first anchoring means (ACR1), and second anchoring means (ACR2), arranged at the two longitudinal ends of said at least one transverse beam, or even two transverse beams (40, 41), said first and second anchoring means (ACR1, ACR2) being configured to move from a decoupled position, allowing the free movement of the overhead crane under the action of the motor means to a coupled position for which the overhead crane is anchored to the hull, on either side of the hold, so that said at least one transverse beam of the deck, or even the two transverse beams (40, 41) constitute a bracing structure of the hull in the transverse direction.
3. Container ship according to claim 2, wherein the first and second anchoring means (ACR1, ACR2) are chosen from anchoring systems comprising: - bolting system, - tapered pin system, - friction pad clamping system (PTS) configured to clamp the first rail or the second rail.
4. Container ship, according to one of claims 1 to 3, with wind propulsion comprising one or more sail / wing propulsion systems integral with the hull.
5. Container ship according to claim 4 in which the sail / wing propulsion system(s) are distributed on either side of the hold in the transverse direction (Y) so as not to encroach on the hold volume (3).
6. Container ship according to claims 2 or 3 and 5, comprising at least one pair of sail / wing propulsion systems, the two propulsion systems of the pair located in the same position in the longitudinal direction X, distributed on either side of the hold (3) in the transverse direction, and in which the first anchoring means (ACR1) and the second anchoring means (ACR2) are configured to ensure the anchoring of the overhead crane in an anchoring position where said transverse beam, or even the two transverse beams (40, 41) of the overhead crane, brace the hull (2), at the level of the position of the pair of sail / wing propulsion systems along the longitudinal direction X.
7. Container ship according to one of claims 4, 5 or 6, in which the propulsion system(s) are distributed on either side of the hold (3), the or each sail / wing propulsion system comprises a mast (MT) secured to the hull, as well as a wing or a sail (VL) extending along the height of the mast, from a high point, to a terminal (BO), and in which the mechanism of the lifting system (5) is configured to pass from a retracted position (PR) of less vertical bulk in the vertical direction Z configured to allow the positioning of the overhead crane under the terminal and the sail, or under the wing, in a position in line with the mast in the longitudinal direction X,without risk of interference between the transhipment system and the propulsion system(s) up to a deployed position (PD) of greatest vertical size allowing the transhipment of the container when the overhead crane is moved by the motor means into a position offset from the mast (MT) in the longitudinal direction X.,
8. Container ship, according to one of claims 1 to 7 wherein said mechanism of the lifting system is configured to ensure the movement of the container from the first storage position (P1) in the hold (3) to the second position (P2) ensuring unloading of the container on the quay, according to a kinematics of the mechanism maintaining a longitudinal orientation of the container (Co), oriented in the transverse direction Y to the hull, from the first storage position (P1) to the second unloading position (P2).
9. Container ship according to claim 8, wherein the transhipment system and / or the mechanism of the lifting system is devoid of means ensuring a change of orientation of the container, in particular in the vertical direction.
10. A container ship according to claim 8 or 9, wherein the overhead crane comprises the two transverse beams, including a first transverse beam (40) and a second transverse beam (41), arranged parallel to each other along a first plane extending in the XY direction and in which said lifting system (5) comprises a first mobile chassis comprising two intermediate beams, including a first intermediate beam (50) and a second intermediate beam (51), extending along a second plane parallel to the first plane, parallel to the first and second transverse beams, secured to each other, and in which a first connecting rod (B1) and a second connecting rod (B2) are articulated at their lower end respectively along a first longitudinal pivot axis (X1) and a second longitudinal pivot axis (X2) to the first transverse beam (40), and articulated at their upper end respectively along a third longitudinal pivot axis (X3) and a fourth longitudinal pivot axis (X4) to the first intermediate beam (50), forming a first deformable parallelogram,and wherein a third connecting rod (B3) and a fourth connecting rod (B4) are articulated at their lower end respectively along the first longitudinal pivot axis (X1) and the second longitudinal pivot axis (X2) to the second transverse beam, and articulated at their upper end respectively along the third longitudinal pivot axis (X3) and the fourth longitudinal pivot axis (X4) to the second intermediate beam (51), forming a second deformable parallelogram, and such that the first mobile chassis is configured to move from a retracted position folded close to the first and second transverse beams, to at least one deployed position in which the first mobile chassis is moved away from the retracted position, ensuring movement in the Y direction and the Z direction,a second mobile chassis forming a carriage (Char) mounted to move in the direction of slides oriented along the first intermediate beam (50) and second intermediate beam (51) of the first mobile chassis, allowing movement of the carriage (Char) relative to the first mobile chassis in the transverse direction Y, - lifting means mounted on the trolley of the second mobile chassis, such as winches, jacks (V1, V2, V3, V4), preferably distributed at the four corners of the container, configured to ensure the suspension of the container arranged under the second mobile chassis and its vertical lifting.
11. A container ship according to claim 10, wherein the first connecting rod (B1), second connecting rod (B2), third connecting rod (B3) and fourth connecting rod (B4) are arranged removably, selectively: - according to a first coupling configuration (CF1) to the first and second transverse beams (40, 41) and to the first and second intermediate beams (50, 51), said first configuration (CF1) configured to ensure unloading in said second position (P2) to starboard, and - according to a second coupling configuration (CF2) to the first and second transverse beams (40, 41) and to the first and second intermediate beams (50, 51), said second configuration (CF2) configured to ensure unloading in said second position (P2) to port.
12. Container ship according to one of claims 1 to 11, wherein the draft of the ship is less than 5 meters, or even less than 4 meters.
13. Assembly comprising a container ship according to one of claims 1 to 12, and containers (Co) arranged in the hold (3) of the hull, the containers juxtaposed next to each other, in the longitudinal direction X of the hull, the containers oriented longitudinally parallel to the transverse direction (Y).
14. An assembly according to claim 13, wherein the containers are 20 foot sea containers or 40 foot sea containers, or 45 foot sea containers.