Cancellation coupling assembly for force distribution in rack and pinion systems of self-elevating vessels

Abstract

A rack and pinion system for jacking in a jack-up vessel, comprising: a rack arranged to be fixed to a leg of the jack-up vessel; at least two pinion gear assemblies arranged to be mounted to the hull at different respective pinion gear levels along the hull, each pinion gear assembly comprising at least one pinion gear rotatably drivable along a rack for lifting; and at least one counteracting coupling assembly configured to selectively couple or discouple the pinion drive assemblies of the at least two pinion drive assemblies to each other such that when coupled to each other, respective pinion rotational forces of the pinion drive assemblies counteract each other via the at least one counteracting coupling assembly. The system may be used to distribute pinion rotational forces between different levels when a vessel is supported on its legs, particularly under dynamic loading of the hull, such as during lifting operations.

Description

TECHNICAL FIELD

[0001] The present invention relates to a rack and pinion system for jacking a hull of a jack-up vessel relative to one or more legs of the jack-up vessel. The invention further relates to: a counter coupling assembly for distributing pinion rotation forces between pinion drive assemblies of a rack and pinion system; a jack-up vessel provided with a rack and pinion system; use of a rack and pinion system and / or a counter coupling assembly; and a method. BACKGROUND

[0002] A jack-up vessel can be described as a self-elevating mobile offshore unit that can be used to perform a range of offshore activities. A jack-up vessel is equipped with extendable legs or jacking devices that can be lowered onto the seabed to provide a stable platform for the vessel. The term jacking is generally used to refer to the action of raising or lowering the hull of the vessel relative to the legs.

[0003] Jack-up vessels are widely used and highly mobile, making them a popular choice for operations in the offshore industry that require flexibility and adaptability, as jack-up vessels can be easily repositioned to different locations. Jack-up vessels are commonly used for offshore construction and maintenance activities, such as drilling, exploration, offshore wind turbine installation, oil and gas production, etc. Jack-up vessels are also used to transport heavy equipment, as a diving base, as personnel accommodation, etc.

[0004] The size and thus the weight of jack-up vessels is continuously increasing, requiring the use of more and more jacking systems. Jacking systems, in particular rack and pinion systems, are often difficult to upgrade, as the jacking system can be too large for the vessel. This can result in a reduction of deck space and add too much weight to the vessel. In the past, solutions have been found to increase the number of actuators of the jacking system and / or to adapt the way the jacking system is fixed to the vessel, for example using so-called floating frames as an alternative to direct installation to the hull. An important requirement is to provide a continuous and solid jacking process.

[0005] When the vessel is being jacked, the variable loads acting on the jack-up vessel tend to change the force distribution over the jacking system, in particular between the pinions arranged at different levels. These changes in so-called holding torque over the different pinions can for example be due to lifting operations performed using deck cranes, but can also be due to the action of waves and wind.

[0006] When multiple pinion gears are coupled to the same rack, the load distribution between the pinions during active jacking is typically balanced by the control system of the pinion gears. The control is typically such that each pinion has a similar load. The torque control on the pinions can be such that the motors are set to a constant torque, or such that the motors are set to a constant speed, requiring the slip motors to equalize the torque on the pinions. When movement stops, the pinion gears are on mechanical brakes, and the load distribution is equalized across the pinions.

[0007] Upon braking of the pinion gears, any change in load tends to cause a difference in load between the pinions. In these cases, the load distribution between the pinions is typically dependent on the stiffness of the rack, the pinion gears, and the associated structure. The uneven distribution of forces has several drawbacks, including uneven loading of the legs, which causes uneven stresses in the legs. This in turn can cause structural damage, can affect the stability of the jack-up vessel, causing it to lean or tilt to one side in extreme cases, and increases the wear and tear on the pinion gears, as some pinion gears can be subjected to greater stresses than others, resulting in costly repairs and downtime. This can then result in a reduction in the efficiency of the jack-up vessel, which can result in slower operations and increased fuel consumption, affecting the overall performance of the vessel.

[0008] As jack-up vessels become larger, the requirements on the jacking system increase. The unevenness in the load distribution across the different pinions when the jacking system is braked and thus at mechanical rest will be greater than on smaller jack-up vessels, requiring the pinions carrying most of the load to be updated more quickly. In some cases, the service life of the heavily loaded pinions can be 30% shorter than the other pinions. Furthermore, the wear caused by the slight movements between the different pinions and the rack, and the tearing caused by the loads working on the pinions, also increases.

[0009] In the past, the problem of uneven load distribution has been addressed by changing the way the jacking system is connected to the deck. A jacking system that is fixed directly will tend to distribute the load in a so-called Christmas tree fashion across the different pinions, meaning that the lowermost pinions will carry the greatest load, and the upper pinions the smallest load. By suspending the jacking system in an intermediate or “floating” frame, the load distribution tends to be distributed in a so-called banana fashion across the different pinions, meaning that the upper and lower pinions will carry the greatest load, and the intermediate pinion or pinions the smallest load. A compromise, the floating frame is more structurally large, requiring more deck space and adding more weight. Furthermore, the load distribution is still not perfectly even.

[0010] At the same time, systems have been developed that use a single motor for two or three pinions, which are coupled to each other vertically or horizontally by a gear arrangement and thereby distribute the load to some extent over the pinions. Examples of such systems are disclosed in FR2753466A1, US7581714B2 and US9702105B2. A disadvantage of such systems is that the gear arrangement typically needs to handle the combined load from multiple pinions, which in turn requires a relatively heavy and complex gear arrangement. Furthermore, in some cases it can be undesirable to use a single motor for multiple pinions, e.g. taking into account control of load distribution during jacking. SUMMARY

[0011] It is an object of the present invention to improve the static load distribution between pinion gear assemblies arranged at different levels, in particular to reduce or eliminate uneven static load distribution between levels, e.g. during a lifting operation and / or due to other time-varying load conditions. It is an object to achieve such improvements without excessive increase in size or weight. It is an object to achieve such improvements in a relatively robust and easy-to-use manner.

[0012] To this end, an aspect of the present invention provides a rack and pinion system for jacking a hull of a jack-up vessel relative to one or more legs of the jack-up vessel. The rack and pinion system comprises a rack arranged to be fixed to a leg of the jack-up vessel, and at least two pinion gear assemblies arranged to be mounted to the hull at different respective pinion levels along the hull, each pinion gear assembly comprising at least one pinion rotatable drivable along the rack for jacking. The rack and pinion system further comprises at least one counter coupling assembly configured to selectively couple or decouple pinion gear assemblies of the at least two pinion gear assemblies to each other, such that when coupled to each other, the respective pinion rotational forces of the pinion gear assemblies counteract each other via the at least one counter coupling assembly.

[0013] When the rack and pinion system is not actively used for jacking, pinion rotation forces tend to occur at the pinions of the pinion gear assemblies, mainly due to the load of the hull and the weight of the hull itself. Traditionally, respective brakes of the pinion gear assemblies are used to prevent such rotation forces from causing rotational movement of the pinions. While generally effective in preventing pinion movement, such brakes are generally unable to influence the way the load forces are distributed between the respective pinions of the different pinion gear assemblies. The present invention is based on the recognition that a counter coupling assembly as described above can be provided to make such force distribution between the different levels of pinion gear assemblies more uniform compared to traditional multi-level rack and pinion systems of jack-up vessels. The counter coupling assembly can be provided in addition to the respective brakes, but can even allow some or all of those brakes to be omitted. When the pinion gear assemblies are coupled by the counter coupling assembly, any such brakes are preferably disengaged to allow effective force balancing between the pinion gear assemblies.

[0014] When the counter coupling assembly decouples the respective pinion gear assemblies from each other, i.e. when no respective pinion rotation forces are caused to cancel each other out, the rack and pinion system can be used for active jacking in essentially the same way as traditional rack and pinion jacking systems. This generally involves controlling the respective motors of the pinion gear assemblies to rotate the respective pinions so as to move along the rack. The controller controlling the motors can facilitate force distribution between the pinion gear assemblies during jacking.

[0015] When no active jacking is performed, i.e. in a substantially stationary situation during so-called “holding”, the counter coupling assembly can couple the respective pinion gear assemblies as described so that the respective pinion rotation forces, also referred to as “holding torques”, cancel each other out. Advantageously, this cancellation of rotation forces will tend to cause an even or at least more even distribution of those forces between the respective pinions. Without wishing to be bound by theory, it is believed that this advantageous effect can be understood based on Newton’s third law of motion. At the same time, the same force cancellation can advantageously prevent pinion rotation, thereby eliminating the need for applying separate brakes. As indicated above, any such brakes are in fact preferably disengaged to allow the desired force balancing.

[0016] Due to the more even force distribution, wear of the pinions will generally be reduced, in particular for pinions that traditionally are subject to high loads and / or large load variations. In turn, the wear reduction can cause increased pinion life and reduced maintenance, thereby improving the overall performance of the jack-up vessel.

[0017] The counter coupling assembly can be implemented in various ways in a relatively simple and robust manner, as explained elsewhere herein.

[0018] The at least two pinion gear transmission assemblies can each comprise a motor and a gearbox between the motor and the at least one pinion gear, the gearbox being configured to convert a high speed low torque input from the motor into a low speed high torque output to the at least one pinion gear. Preferably, the at least one counter coupling assembly is then configured to engage with the pinion gear transmission assemblies at a part of the respective gearbox having a high speed and low torque compared to the respective pinion gear, for example at a part having a speed and torque corresponding to the respective motor, such as a motor shaft of the motor. In other words, the at least one counter coupling assembly is preferably configured to engage with the pinion gear transmission assemblies at the same side of the gearbox as the respective motor, or at least closer to the motor side than to the pinion gear side of the gearbox.

[0019] In this way, advantageously, a relatively low torque coupling at the counter coupling assembly can be used to balance a relatively high holding torque at the pinion gears. Thereby, the counter coupling assembly can be made relatively small and light. At the same time, the gearbox can be utilized not only during jacking, but also during holding. Thus serving a dual function. The gear ratio of the gearbox can be at least 1:1000, at least 1:2000 or at least 1:5000, for example about 1:7000 or about 1:8000. Thereby, depending on the position of the counter coupling assembly relative to the gearbox coupling, the torque on the counter coupling assembly can be reduced at the same or similar ratio as the holding torque at the pinion gears themselves.

[0020] The pinion gear transmission assemblies to be coupled can have a common rotational drive direction for jacking the hull relative to the legs. Preferably, the at least one counter coupling assembly then comprises a respective inversion mechanism configured to allow the respective pinion gears rotational forces of said pinion gear transmission assemblies to cancel each other out when coupled by the at least one counter coupling assembly.

[0021] Such inversion mechanism can advantageously facilitate the described cancellation, in particular without affecting the common rotational drive direction itself. The inversion mechanism can be implemented in various ways, as will be further explained herein.

[0022] Optionally, the inversion mechanism comprises a set of angled gearboxes, for example right angle gearboxes.

[0023] When the output rotational axis of a gear box is at an angle to its input rotational axis, the gear box is considered an angled gear box, the angle being different from 180 degrees and different from 360 degrees. For example, the angle can be a right angle, such that the angled gear box is a so-called right-angle gear box. Preferably, the set of angled gear boxes is a set of such right-angle gear boxes, but non-right-angle is also possible. The gear ratio of the angled gear box is preferably about 1 : 1, but can alternatively be slightly different, for example 1 : 2 or 2 : 1. In most cases, an oversized gear ratio of the angled gear box is not preferred, especially because, as explained above, the desired gear ratio with respect to the pinion is already available from the transmission of the pinion gear itself. However, a non-integral gear ratio can be applied in the angled gear box to reduce the torque, for example, such that the weight and / or size of the shafts of the counter coupling assembly, via which the angled gear boxes can be coupled to each other, can be reduced, as further explained elsewhere herein.

[0024] The angled gear boxes can advantageously enable the respective pinion gear assemblies to be coupled to each other across their different stages, in particular along an axis spanning the different stages. At the same time, the arrangement and design of the angled gear boxes can be chosen such that the relative rotational directions at the input and output of the angled gear boxes cause a reversal, such that the angled gear boxes can form at least part of a reversal mechanism, in particular when the angled gear boxes are coupled to each other.

[0025] Optionally, the angled gear boxes are coupled to respective ones of the pinion gear assemblies, wherein the at least one counter coupling assembly is configured to selectively couple or uncouple the angled gear boxes to each other.

[0026] Thus, the selective coupling or uncoupling of the pinion gear assemblies can be achieved by the selective coupling or uncoupling of the angled gear boxes. Thus, advantageously, switchable coupling mechanisms, such as clutches, can be arranged between the pinion gear assemblies, wherein sufficient space can be obtained without having to modify the pinion gear assemblies themselves.

[0027] Optionally, the at least one counter coupling assembly comprises a clutch configured to couple the pinion gear assemblies to each other when engaged, and to uncouple the pinion gear assemblies from each other when disengaged.

[0028] Such a clutch can provide an effective and robust measure to provide the selective coupling or uncoupling of the pinion gear assemblies, for example between the optional angled gear boxes.

[0029] Optionally, the at least one counter coupling assembly comprises a shaft or shaft assembly, preferably a universal shaft, extending between the pinion gear assemblies to be coupled, in particular at an angle to the rotational axis of the pinion gears.

[0030] Thus, pinion drive assemblies can advantageously be coupled across their different levels, particularly in combination with the angled gearboxes described, which can then be coupled via a shaft. A universal joint is preferred to accommodate possible small misalignments and, furthermore, to allow the shaft assembly to bypass any structure arranged between the pinion drive assemblies to be coupled, such as extending along a zigzag or meandering path. Preferably, the shaft or shaft assembly extends transversely to the normally horizontal axis of rotation of the pinion, for example, extending primarily vertically.

[0031] As a possible alternative to, or in addition to, mechanical connections such as angled gearboxes, clutches, and / or shafts, offsetting coupling components can be configured to provide a hydraulic connection between the pinion drive components. For example, one or more valves can be used to selectively cancel out or not cancel out the hydraulic pressures (corresponding to the rotational forces of the respective pinions) from different pinion drive components. However, non-hydraulic mechanical connections are preferred, particularly for improving the stability of the connection under typically challenging operating conditions at sea.

[0032] Optionally, each of the at least one offset coupling assembly is configured to selectively connect or disconnect two and only two pinion drive assemblies in the pinion drive assembly, in particular, such that each pinion drive assembly can be connected to only the other pinion drive assembly via at least one offset coupling assembly.

[0033] In this way, a more uniform distribution of holding torque can be achieved in a relatively simple yet precise manner, particularly between one or more pairs of pinion drive assemblies that may typically have different holding torques. However, it should be understood that the offset coupling assembly can be configured to selectively engage or disengage more than two pinion drive assemblies. For example, a pinion drive assembly associated with a higher torque can be engaged with two pinion drive assemblies associated with lower torque, particularly if the lower torque assemblies are relatively close to each other compared to each of their distances to the higher torque assemblies, or if the higher torque assemblies are located between the lower torque assemblies. To promote relatively uniform load balance, the gear ratio of the preferred angled gearbox can be adjusted depending on the specific arrangement.

[0034] Optionally, at least one of the offset coupling components is configured to selectively connect or disconnect non-adjacent pinion drive components, particularly to bridge one or more intermediate pinion drive components arranged between the pinion drive components to interconnect them via the offset coupling component.

[0035] In this way, advantageously, pinion drive assemblies can be matched into suitable pairs to promote a relatively uniform force distribution among them. In this regard, note that as the respective pinions further separate along part or all of the rack, resulting, for example, the typical Christmas tree-shaped or banana-shaped force distribution mentioned in the background section, the holding torques of the disengaged pinion drive assemblies can vary considerably. Given the above, it is preferable that the offsetting coupling assembly is not limited to connecting only adjacent pinion drive assemblies, so that the pinion drive assemblies can be matched into suitable pairs for selective coupling and force balancing. For example, a pinion drive assembly typically with a high holding torque can be matched with a pinion drive assembly typically with a correspondingly low holding torque, and so on, resulting in a relatively uniform overall force distribution for most or all pinion drive assemblies, i.e., most or all of the remaining torque differences between the pinions are close to zero.

[0036] Optionally, the number of pinion drive assemblies in at least two pinion drive assemblies is at least four, and the number of counteracting coupling assemblies in at least one counteracting coupling assembly is at least two.

[0037] In this way, a relatively powerful rack and pinion system can be provided, in which the holding force can be distributed through multiple sets of interlocking pinion drive components.

[0038] At least four pinion drive assemblies may include a first pinion drive assembly, a second pinion drive assembly, a third pinion drive assembly, and a fourth pinion drive assembly, arranged to be mounted at corresponding subsequent first pinion levels, second pinion levels, third pinion levels, and fourth pinion levels, respectively. Optionally, the offset coupling assembly then includes: an offset coupling assembly configured to selectively engage or disengage the first pinion drive assembly and the third pinion drive assembly, and / or an offset coupling assembly configured to selectively engage or disengage the second pinion drive assembly and the fourth pinion drive assembly.

[0039] In this way, pinion drive assemblies can be selectively interconnected in an interlaced or staggered manner, allowing for the cancellation of pinion rotational forces between pinion drive assemblies directly above and below the intermediate pinion drive assembly. This arrangement can produce a more efficient load balance than when pinion drive assemblies are only interconnected adjacent to each other. At the same time, the distance between the corresponding dimensions of the connected pinion drive assemblies and therefore the connected assemblies remains relatively small.

[0040] The number of pinion drive assemblies in the at least four pinion drive assemblies can be n, where the n pinion drive assemblies include a first pinion drive assembly, a second pinion drive assembly, an (n-1)th pinion drive assembly, and an nth pinion drive assembly, which are arranged to be mounted at corresponding first pinion levels, second pinion levels, (n-1)th pinion levels, and nth pinion levels, respectively. Optionally, the offsetting coupling assembly then includes offsetting coupling assemblies configured to selectively connect or disconnect the first pinion drive assembly and the nth pinion drive assembly, and / or offsetting coupling assemblies configured to selectively connect or disconnect the second pinion drive assembly and the (n-1)th pinion drive assembly.

[0041] In this way, the pinion drive assemblies in the rack assembly can be paired and matched according to their position within the assembly, either at the center or eccentrically. Advantageously, when the pinion drive assemblies are connected, the conventional Christmas tree or banana-shaped load distribution can be substantially uniform.

[0042] A further aspect provides a counteracting coupling assembly for distributing pinion rotational forces among pinion drive assemblies of a rack and pinion system, particularly as described herein, which is configured to selectively engage or disengage pinion drive assemblies of a rack and pinion system used for jacking the hull of a self-elevating vessel relative to outriggers, such that when engaged, the respective pinion rotational forces of the pinion drive assemblies cancel each other out via at least one counteracting coupling assembly.

[0043] For example, when retrofitted to the rack and pinion system of a self-elevating vessel, this type of offset coupling assembly can advantageously provide the aforementioned benefits.

[0044] It should be understood that the optional features described above regarding the rack and pinion system can be correspondingly applied to the offset coupling assembly.

[0045] Therefore, the connecting assembly may include: an angled gearbox for connection to a corresponding pinion drive assembly to form part of a reversing mechanism configured to allow the rotational forces of the corresponding pinions of the pinion drive assemblies to cancel each other out when the angled gearboxes are interconnected; and a clutch for interconnecting the angled gearboxes when the clutch is engaged, such that in use, the rotational forces of the corresponding pinions cancel each other out via at least one canceling connecting assembly, wherein when the clutch is disengaged, the angled gearboxes disengage from each other, allowing the corresponding pinion drive assembly to be driven for lifting.

[0046] A further aspect provides a jack-up vessel equipped with one or more rack and pinion systems as described herein for jacking the hull of the jack-up vessel relative to one or more outriggers, wherein the respective one or more racks are fixed to the respective one or more outriggers of the jack-up vessel, and the respective pinion drive assembly is mounted to the hull.

[0047] This type of self-elevating vessel can provide the aforementioned advantages.

[0048] A further aspect provides the use of rack and pinion systems as described herein and / or offset coupling assemblies as described herein for distributing pinion rotational forces among different levels of pinion drive assemblies along the hull of a self-elevating vessel supported on outriggers, particularly under dynamic loads on the hull, such as during lifting operations.

[0049] This application can provide the advantages mentioned above.

[0050] A further aspect provides a method for distributing pinion rotational forces among different levels of pinion drive assemblies along the hull of a self-elevating vessel supported on outriggers, particularly under dynamic loads on the hull, such as during lifting operations. The method includes releasably interconnecting the pinion drive assemblies such that the respective pinion rotational forces of the interconnected pinion drive assemblies cancel each other out.

[0051] This method can provide advantages corresponding to those mentioned above for rack and pinion systems, offset coupling assemblies, and / or ships.

[0052] A further aspect provides a method for retrofitting at least one counteracting coupling assembly to one or more rack and pinion systems of a jack-up vessel. The retrofitting method includes providing a rack and pinion system for jacking up the hull of the jack-up vessel relative to outriggers, the rack and pinion system comprising: a rack fixed to an outrigger of the jack-up vessel; and at least two pinion drive assemblies mounted along the hull at different corresponding pinion levels, each pinion drive assembly including at least one pinion rotatably driven along the rack to jack the hull relative to the outriggers. The retrofitting method further includes: providing at least one counteracting coupling assembly, particularly as described herein, for selectively engaging or disengaging the pinion drive assemblies of the at least two pinion drive assemblies; and mounting at least one counteracting coupling assembly to the pinion drive assemblies of the at least two pinion drive assemblies such that, when engaged, the rotational forces of the corresponding pinions of the pinion drive assemblies cancel each other out via the at least one counteracting coupling assembly.

[0053] This method can offer the advantages of the methods mentioned above, especially since it does not require, for example, partial or complete replacement of the existing rack and pinion system of the jack-up vessel.

[0054] While features may be described herein as relating to one or more aspects of the described aspects for the purpose of clarity and conciseness, it should be understood that such features can be correspondingly applied to other aspects, particularly where they are relevant. Thus, for example, features describing a system or component can be correspondingly applied to a method, and vice versa. Attached Figure Description

[0055] The invention will be further explained below using examples of embodiments and accompanying drawings. The drawings are schematic and only illustrate examples. In the drawings, corresponding elements are provided with corresponding reference numerals. In the drawings:

[0056] Figure 1 A side view of a jack-up vessel is shown;

[0057] Figure 2A and Figure 2B Each side view shows a theoretical illustration of a rack and pinion system with counteracting coupling components, wherein... Figure 2A In the process, the pinion is in an unloaded or lifted state relative to the rack, and in which... Figure 2B In the middle, the pinion is in a loaded or held state relative to the rack;

[0058] Figure 3 A front view of a pinion gear transmission assembly with a counteracting coupling component is shown;

[0059] Figures 4A to 4D Each illustration shows a rack and pinion system of a different variant according to the arrangement of the pinion drive assembly and one or more counteracting coupling assemblies;

[0060] Figure 5 A front view of a pinion gear transmission assembly with a counteracting coupling component is shown;

[0061] Figure 6 A side view of a set of two offset coupling components is shown, these components correspond to Figure 4C The arrangement shown; and

[0062] Figure 7 A diagram of a rack and pinion system based on further possible variations is shown. Detailed Implementation

[0063] The accompanying drawings show various views of an example of a rack and pinion system 1 for jacking up the hull 2 ​​of a self-elevating vessel 3 relative to one or more outriggers 4. System 1 includes: a rack 5 arranged to be fixed to the outriggers 4 of the self-elevating vessel 3; and at least two pinion drive assemblies 6 arranged to be mounted along the hull 2 ​​at different corresponding pinion levels, each pinion drive assembly 6 including at least one pinion 7 rotatably driven along the rack 5 for jacking.

[0064] System 1 further includes at least one cancelling coupling component 8, which is configured to selectively connect or disconnect the pinion drive components 6 of at least two pinion drive components 6 such that when connected, the rotational forces of the respective pinions of the pinion drive components 6 cancel each other out via at least one cancelling coupling component 8.

[0065] The accompanying drawings also show various views of examples of counteracting coupling components 8 for distributing pinion rotational forces among pinion drive assemblies 6 of the rack and pinion system 1. The counteracting coupling components 8 are configured to selectively engage or disengage the pinion drive assemblies 6 of the rack and pinion system 1, which are used to lift the hull 2 ​​of the jack-up vessel 3 relative to the outriggers 4 of the jack-up vessel 3, such that when engaged, the respective pinion rotational forces of the pinion drive assemblies 6 cancel each other out via at least one counteracting coupling component 8.

[0066] One or more such counteracting coupling components 8 can be adapted to one or more rack and pinion systems 1 of a jack-up vessel 3. The adaptation method includes providing a rack and pinion system 1 for jacking up the hull 2 ​​of a jack-up mining vessel 3 relative to outriggers 4 of the jack-up vessel 3. The rack and pinion system 1 includes: a rack 5, fixed to the outriggers 4 of the jack-up vessel; and at least two pinion drive assemblies 6, mounted along the hull 2 ​​at different corresponding pinion levels, each pinion drive assembly 6 including at least one pinion 7 rotatably driven along the rack 5 for jacking up the hull 2 ​​relative to the outriggers 4. The adaptation method further includes: providing at least one counteracting coupling component 8 for selectively engaging or disengaging the pinion drive assemblies 6 of the at least two pinion drive assemblies 6; and mounting at least one counteracting coupling component 8 to the pinion drive assemblies 6 of the at least two pinion drive assemblies 6 such that, when engaged, the rotational forces of the corresponding pinions of the pinion drive assemblies 6 cancel each other out via at least one counteracting coupling component 8.

[0067] Figure 1A self-elevating vessel 3 is shown, which is provided with one or more rack and pinion systems 1 for jacking the hull 2 ​​of the self-elevating vessel 3 relative to one or more outriggers 4, wherein the respective one or more racks 5 are fixed to the respective one or more outriggers 4 of the self-elevating vessel 2, and the respective pinion drive assembly 6 is mounted to the hull 2.

[0068] Therefore, the rack and pinion system 1 and / or the offset coupling assembly 8 can be used to distribute the pinion rotational force among different levels of the pinion drive assembly 6 along the hull 2 ​​of the jack-up vessel 3 supported on the outriggers 4 of the jack-up vessel 3, especially under dynamic loads on the hull 2, such as during lifting operations.

[0069] The accompanying drawings also illustrate a method for distributing pinion rotational forces among pinion drive assemblies 6 at different levels along the hull 2 ​​of the jack-up vessel 3 supported on outriggers 4, particularly under dynamic loads on the hull 2, such as during lifting operations. The method includes releasably interconnecting the pinion drive modules 6 such that the corresponding pinion rotational forces of the interconnected pinion drive assemblies 6 cancel each other out.

[0070] Special Reference Figure 3 At least two pinion drive assemblies 6 may each include a motor 9 and a transmission 10 between the motor 9 and at least one pinion 7. The transmission 10 is configured to convert a high-speed, low-torque input from the motor 9 to a low-speed, high-torque output from the at least one pinion 7. At least one cancelling coupling assembly 8 is configured to engage with the pinion drive assembly 6 at a portion of the corresponding transmission 10 that has a high speed and low torque compared to the corresponding pinion 7, such as a portion having a speed and torque corresponding to the corresponding motor 9, like the motor shaft 11 of the motor 9.

[0071] The transmission 10 may include, for example, a planetary gearbox 10a and a reduction gearbox 10b. The pinion drive assembly 6 may further include a brake 16, such as an electromagnetic brake.

[0072] The angled gearbox 13, as described elsewhere in this document, can therefore be coupled to the motor shaft 11, for example, as... Figure 3 As shown, it is located between the motor 9 and the optional brake 16, or alternatively between the motor 9 and the transmission 10. Although less preferred, angled gearboxes may also be arranged between different portions 10a, 10b of the transmission 10.

[0073] refer to Figure 2A and Figure 2BAs illustrated, the pinion drive assembly 6 to be connected may have a common rotational drive direction D for lifting the hull 2 ​​relative to the outrigger 4, wherein at least one counteracting connection assembly 8 includes a corresponding reversing mechanism 12, which is configured to allow the respective pinion rotational forces of the pinion drive assembly 6 to cancel each other out when connected via at least one counteracting connection assembly.

[0074] return Figure 3 The reversing mechanism 12 may include a gearbox 13 with a set angle.

[0075] Angled gearboxes 13 can be coupled to corresponding pinion drives in pinion drive 6, wherein at least one counteracting coupling assembly 7 is configured to selectively engage or disengage the angled gearboxes 13 from each other.

[0076] At least one counteracting coupling assembly 8 may include a clutch 14 configured to engage the pinion drive assemblies 6 to each other and disengage them from each other when disengaged. The clutch 14 may be a spring-loaded electromagnetic clutch.

[0077] At least one offset coupling component 8 may include a shaft or shaft assembly 15 that extends at an angle to the axis of rotation R of the pinion between the pinion drive components 6 to be coupled.

[0078] refer to Figure 5 and Figure 6 The shaft assembly 15 may include a universal joint 23.

[0079] Therefore, the cancelling coupling assembly 8 may include: an angled gearbox 13 coupled to a corresponding pinion drive assembly 6 to form part of a reversing mechanism 12, which is configured to allow the rotational forces of the corresponding pinions of the pinion drive 6 to cancel each other when the angled gearboxes 13 are coupled together; and a clutch 14 for coupling the angled gearboxes together when the clutch 14 is engaged, such that in use, the rotational forces of the corresponding pinions cancel each other together via at least one cancelling coupling assembly 8, wherein when the clutch 14 is disengaged, the angled gearboxes 13 disengage from each other, so that the corresponding pinion drive assembly 6 can be driven for lifting.

[0080] To facilitate automatic control of the offset coupling assembly 8 and / or the pinion drive assembly 6 and / or the rack and pinion system 1, one or more of the gearboxes 13 may be equipped with encoders 21, for example, such as Figure 5 and Figure 6 As shown.

[0081] In the example shown, each of the at least one offset coupling component 8 is configured to selectively connect or disconnect two and only two pinion drive components 6 from each other, such that each pinion drive component 6 can be connected to only the other pinion drive component 6 via at least one offset coupling component 8.

[0082] refer to Figure 4B , Figure 4C and Figure 4D At least one of the offset coupling components 8 can be configured to selectively connect or disconnect non-adjacent pinion drive components 6, in particular to bridge one or more intermediate pinion drive components 6 arranged between the pinion drive components 6 to interconnect them via the offset coupling component 8.

[0083] refer to Figure 4C and Figure 4D The number of pinion drive assemblies 6 in at least two pinion drive assemblies 6 can be at least four, and the number of offset coupling assemblies 7 in at least one offset coupling assembly 8 is at least two.

[0084] refer to Figure 4C At least four pinion drive assemblies 6 may include a first pinion drive assembly 6, a second pinion drive assembly 6, a third pinion drive assembly 6, and a fourth pinion drive assembly 6, which are arranged to be mounted at corresponding subsequent first pinion levels, second pinion levels, third pinion levels, and fourth pinion levels, respectively. The offset coupling assembly 8 may include offset coupling assemblies 8 configured to selectively connect or disconnect the first pinion drive assembly 6 and the third pinion drive assembly 6, and / or offset coupling assemblies 8 configured to selectively connect or disconnect the second pinion drive assembly 6 and the fourth pinion drive assembly 6.

[0085] refer to Figure 4D The number of pinion drive assemblies 6 in at least four pinion drive assemblies 6 can be n, where the n pinion drive assemblies 6 include a first pinion drive assembly 6, a second pinion drive assembly 6, an (n-1)th pinion drive assembly 6, and an nth pinion drive assembly 6, which are arranged to be mounted at corresponding first pinion levels, second pinion levels, (n-1)th pinion levels, and nth pinion levels, respectively. The offsetting coupling assembly 8 may include an offsetting coupling assembly 8 configured to selectively connect or disconnect the first pinion drive assembly 6 and the nth pinion drive assembly 6, and / or an offsetting coupling assembly 8 configured to selectively connect or disconnect the second pinion drive assembly 6 and the (n-1)th pinion drive assembly 6.

[0086] refer to Figure 4BFor any pinion gear transmission assembly 6 not associated with the offset coupling assembly 8, see, for example, [reference needed]. Figure 4B The intermediate pinion drive assembly 6 is preferably engaged with the conventional brake 16, while the other pinion drive assemblies 6 are interconnected by the offset coupling assembly 8.

[0087] Figure 7 An example of possible further elaboration is shown, in which the mutual connection 24 of the offset coupling components 8 is provided. In this way, for example, the offset coupling between pairs of pinion drive components 6 using corresponding offset coupling components 8 can be supplemented by the mutual connection of those offset coupling components 8, thereby enabling a further advantageous distribution of the load. Thus, advantageously, the pinion load can be distributed relatively evenly among a relatively large number of pinion stages. Reference Figure 4C and Figure 4D It should be understood that, through the interconnection of the multiple offsetting connection components 8 shown in the diagram, this interconnection of the offsetting connection components 8 can be correspondingly applied to the arrangement shown in the diagram. Therefore, by first connecting the pinion drive components in pairs, and then connecting those pairs, a particularly well-balanced system can be achieved. It should be understood that, given the number of pinion levels in the system, this multi-stage explanation of the general offsetting connection principle can, in principle, be implemented using multi-stage connections that are needed or desired. For example, in the case of eight pinion levels, Figure 7 The arrangement can be provided twice, with the two interconnected 24s subsequently interconnected to create a three-stage offset connection arrangement, in which the load from each of the eight pinion levels can be directly or indirectly distributed to each of the other pinion levels. However, it should be understood that this is only an optional illustration, and more generally, such a high degree of load distribution is not required.

[0088] Although the invention has been explained herein by way of example with reference to embodiments and figures, these do not limit the scope of the invention as defined by the claims. Many variations, combinations, and extensions are possible within this scope, as will be understood by those skilled in the art upon which this disclosure is made. For example, while the illustrated examples include up to four levels or layers of pinion drive assemblies, rack and pinion systems may include more than four such levels, such as up to eight levels or more. Furthermore, while the illustrated examples include a single pinion for each pinion drive assembly, pinion drive assemblies may include multiple pinions, for example, capable of being driven by the same motor. All such variations are considered to be included within the scope of the invention as defined by the claims.

[0089] List of reference numerals

[0090] 1. Rack and pinion system

[0091] 2. Hull

[0092] 3. Self-elevating vessels

[0093] 4. Support legs

[0094] 5. Gear rack

[0095] 6. Pinion gear transmission assembly

[0096] 7. Small gear

[0097] 8. Offset coupling components

[0098] 9. Motor

[0099] 10. Transmission

[0100] 10a. Planetary gearbox

[0101] 10b. Reduction gearbox

[0102] 11. Motor shaft

[0103] 12. Reversing Mechanism

[0104] 13. Angled gearbox

[0105] 14. Clutch

[0106] 15. Shaft or shaft assembly

[0107] 16. Brake

[0108] 17. Crane

[0109] 18. Crane load

[0110] 19. Ocean

[0111] 20. Seabed

[0112] 21. Encoder

[0113] 22. Shaft housing

[0114] 23. Universal joint

[0115] 24. To counteract the interconnection of connecting components.

[0116] D. The direction of rotational transmission of the pinion.

[0117] L. Load

[0118] R. The axis of rotation of the pinion.

Claims

1. A rack and pinion system for jacking the hull of a self-elevating vessel relative to one or more outriggers, comprising: - A rack, the gear being arranged to be fixed to the outriggers of the jack-up vessel; and - At least two pinion drive assemblies, the at least two pinion drive assemblies being arranged to be mounted to the hull along the hull at different corresponding pinion levels, each pinion drive assembly including at least one pinion capable of being rotatably driven along the rack for jacking; as well as - At least one canceling coupling component, the at least one canceling coupling component being configured to selectively connect or disconnect the pinion drive components of the at least two pinion drive components such that when connected, the respective pinion rotational forces of the pinion drive components cancel each other out via the at least one canceling coupling component.

2. The rack and pinion system according to claim 1, wherein, Each of the at least two pinion drive assemblies includes a motor and a transmission between the motor and the at least one pinion, the transmission being configured to convert a high-speed, low-torque input from the motor into a low-speed, high-torque output to the at least one pinion, wherein the at least one counteracting coupling assembly is configured to engage with the pinion drive assembly at a portion of the respective transmission having a high speed and low torque compared to the respective pinion, for example at a portion having a speed and torque corresponding to the respective motor, such as the motor shaft of the motor.

3. The rack and pinion system according to claim 1 or 2, wherein, The pinion drive assembly to be coupled has a common rotational drive direction for lifting the hull relative to the outriggers, wherein the at least one counteracting coupling assembly includes a corresponding reversing mechanism configured to allow the respective pinion rotational forces of the pinion drive assemblies to cancel each other out when coupled via the at least one counteracting coupling assembly.

4. The rack and pinion system according to any one of the preceding claims, wherein, The reversing mechanism includes a gearbox with a set angle.

5. The rack and pinion system according to claim 4, wherein, The angled gearboxes are coupled to corresponding pinion drives in the pinion drive assembly, wherein the at least one counteracting coupling assembly is configured to selectively engage or disengage the angled gearboxes from each other.

6. The rack and pinion system according to any one of the preceding claims, wherein, The at least one counteracting coupling component includes a clutch configured to engage the pinion drive assemblies and disengage them from each other when disengaged.

7. The rack and pinion system according to any one of the preceding claims, wherein, The at least one offset coupling component includes a shaft or shaft assembly, preferably a universal joint, the shaft or shaft assembly extending at an angle to the axis of rotation of the pinion gear between the pinion gear transmission components to be coupled.

8. The rack and pinion system according to any one of the preceding claims, wherein, Each of the at least one offset coupling assembly is configured to selectively connect or disconnect two and only two of the pinion drive assemblies, such that each pinion drive assembly can be connected to only the other pinion drive assembly via the at least one offset coupling assembly.

9. The rack and pinion system according to any one of the preceding claims, wherein, The at least one offset coupling assembly is configured to selectively connect or disconnect non-adjacent pinion drive assemblies, particularly to bridge one or more intermediate pinion drive assemblies arranged between pinion drive assemblies to interconnect them via the offset coupling assembly.

10. The rack and pinion system according to any one of the preceding claims, wherein, The number of pinion transmission assemblies in the at least two pinion transmission assemblies is at least four, and the number of counteracting connection assemblies in the at least one counteracting connection assembly is at least two.

11. The rack and pinion system according to claim 10, wherein, The at least four pinion drive assemblies include a first pinion drive assembly, a second pinion drive assembly, a third pinion drive assembly, and a fourth pinion drive assembly, which are arranged to be mounted in corresponding subsequent first pinion stages, second pinion stages, third pinion stages, and fourth pinion stages, respectively. The offsetting connection component includes: an offsetting connection component configured to selectively connect or disconnect the first pinion drive component and the third pinion drive component, and / or an offsetting connection component configured to selectively connect or disconnect the second pinion drive component and the fourth pinion drive component.

12. The rack and pinion system according to claim 10, wherein, The number of pinion drive assemblies in the at least four pinion drive assemblies is n, wherein the n pinion drive assemblies include a first pinion drive assembly, a second pinion drive assembly, an (n-1)th pinion drive assembly, and an nth pinion drive assembly, and they are arranged to be mounted at corresponding first pinion levels, second pinion levels, (n-1)th pinion levels, and nth pinion levels, respectively. The offsetting connection component includes: an offsetting connection component configured to selectively connect or disconnect the first pinion drive component and the nth pinion drive component, and / or an offsetting connection component configured to selectively connect or disconnect the second pinion drive component and the (n-1)th pinion drive component.

13. A counteracting coupling assembly for distributing pinion rotational forces among pinion drive assemblies of a rack and pinion system, particularly a rack and pinion system according to any one of the preceding claims, the counteracting coupling assembly being configured to selectively engage or disengage the pinion drive assemblies of the rack and pinion system used for jacking the hull of the jacking vessel relative to outriggers, such that when engaged, the respective pinion rotational forces of the pinion drive assemblies cancel each other out via the at least one counteracting coupling assembly.

14. The offset coupling assembly of claim 13, comprising: - A set of angled gearboxes to be coupled to a corresponding pinion drive assembly to form part of a reversing mechanism, the reversing mechanism being configured to allow the rotational forces of the corresponding pinions of the pinion drive assemblies to cancel each other out when the angled gearboxes are coupled to each other. as well as - A clutch for connecting the angled gearboxes to each other when the clutch is engaged, such that in use, the rotational forces of the respective pinions are canceled out by each other via the at least one canceling coupling assembly, wherein when the clutch is disengaged, the angled gearboxes disengage from each other, such that the respective pinion drive assembly can be driven for lifting.

15. A jack-up vessel comprising one or more rack and pinion systems according to any one of claims 1 to 12, said rack and pinion system for jacking the hull of the jack-up vessel relative to one or more outriggers, wherein, One or more racks are fixed to one or more outriggers of the self-elevating vessel, wherein the corresponding pinion drive assembly is mounted to the hull.

16. Use of a rack and pinion system according to any one of claims 1 to 12 and / or a counteracting coupling assembly according to claim 13 or 14 for distributing pinion rotational force among different levels of pinion drive assemblies along the hull of a self-elevating vessel supported on outriggers, particularly under dynamic loads on the hull, such as during lifting operations.

17. A method for distributing pinion rotational forces among different levels of pinion drive assemblies along the hull of a self-elevating vessel supported on outriggers, particularly under dynamic loads on the hull, such as during a lifting operation, the method comprising releasably interconnecting the pinion drive assemblies such that the respective pinion rotational forces of the interconnected pinion drive assemblies cancel each other out.

18. A method for retrofitting at least one offset coupling assembly to one or more rack and pinion systems of a jack-up vessel, comprising: - A rack and pinion system is provided for jacking the hull of a self-elevating vessel relative to outriggers, the rack and pinion system comprising: a rack, the pinion being fixed to the outriggers of the self-elevating vessel; and at least two pinion drive assemblies mounted along the hull at different corresponding pinion levels, each pinion drive assembly including at least one pinion rotatably driven along the rack to jack the hull relative to the outriggers; - Provide at least one offset coupling component, particularly the offset coupling component according to claim 13 or 14, for selectively coupling or disengaging the pinion drives of the at least two pinion drive assemblies; and - The at least one counteracting coupling component is installed into the at least two pinion drive components such that when they are connected to each other, the rotational forces of the respective pinions of the pinion drive components cancel each other out via the at least one counteracting coupling component.

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