A transfer module vehicle for FSO vessels

Abstract

This utility model discloses a transfer module vehicle for FSO vessels. The transfer module vehicle includes a base plate, with several arrayed free wheels on the lower surface of the base plate, each free wheel equipped with an independent controller. The upper surface of the base plate is connected to several top plates via several independent shock-absorbing devices, and the head of the base plate is connected to the vehicle head. The shock-absorbing device includes an upper connecting block, an upper fixed block, a lower connecting block, a lower fixed block, and an X-shaped connecting rod. The rotating shaft is embedded in a sliding groove, and the upper and lower parts of the sliding groove are connected to the fixed block via hydraulic buffer rods. A spring-loaded telescopic rod is provided between the upper and lower connecting blocks. The two ends of the top plates are connected to the base plate via retractable square limiting guide posts, and each top plate is independent of the others. The free wheels include four coaxial tires, which are connected to the base plate via a coupling, an L-shaped buffer frame, a connecting frame, a rotating disk, and a rotating motor. This invention features flexible steering, multiple shock absorption, adaptability to uneven surfaces, and protection of the deck and modules, ensuring safe and stable transfer and improving efficiency.

Description

Technical Field

[0001] This article relates to a transfer module vehicle for FSO vessels. Background Technology

[0002] In the field of deep-sea oil and gas development, floating production storage and offloading (FSO) vessels are the core equipment for offshore oil and gas processing, storage and transportation. Their decks need to integrate key equipment such as power modules, process modules and pump modules. These modules are mostly in the ton range and contain precision components such as sensors and centrifugal pump valve assemblies. During the construction, maintenance or module replacement phases of the FSO, short-distance transfer operations need to be completed on the deck, which places extremely high demands on the safety, flexibility and shock absorption of the transfer equipment.

[0003] Currently, the transfer of FSO (Factory Ship Occupation) modules mainly relies on three types of technical solutions, all of which have significant limitations: First, there are rail-type transfer devices, which require welding and fixing rails on the deck and drilling bolt holes, compromising the integrity of the deck structure. Furthermore, they can only move in one direction along the rails, and path adjustments require re-laying the rails, which is time-consuming and labor-intensive. Additionally, the rigid rails transmit the energy of the ship's swaying from wind and waves, easily causing damage to the precision components inside the module due to vibration. Second, there are ordinary wheeled transport vehicles, which use an integral steering or single-axle steering design. Their large minimum turning radius makes them unsuitable for the narrow 3-5 meter wide passageways of the FSO deck. Relying solely on a single spring for shock absorption results in a vibration attenuation rate of less than 50%, failing to buffer the impact of ship swaying. Moreover, the small contact area between the wheels and the deck means that local pressure can easily exceed the FSO deck's 5-10 t / m² bearing capacity, causing deck dents. Third, there are integral load-bearing platforms, where the top plate cannot be raised and lowered independently. When there are manufacturing errors on the bottom surface of the module or unevenness in the deck, the module is only subjected to localized stress, easily leading to frame deformation. Furthermore, the control system has low precision, requiring manual adjustment of the position, resulting in low transfer efficiency.

[0004] In summary, existing technologies struggle to meet multiple core requirements, such as flexible steering, multiple shock absorption, adaptation to uneven surfaces, and protection of decks and modules, becoming a key bottleneck restricting the safety and efficiency of FSO vessel module transfer. Utility Model Content

[0005] The present invention aims to provide a transfer module vehicle for FSO ships to solve the problems existing in the prior art. The specific structure is as follows.

[0006] A transfer module vehicle for FSO vessels includes a floor, several free wheels, several shock absorbers, several top plates, a front end, and several independent controllers.

[0007] The lower surface of the base plate is provided with several arrayed free wheels, each with an independent controller; the upper surface of the base plate is connected to a corresponding number of top plates through several independent shock absorption devices.

[0008] The shock absorption device includes an upper connecting block, a lower connecting block, four X-shaped connecting rods, a slide groove, and a hydraulic buffer rod. A rotating shaft is provided at the intersection of the two connecting rods. The rotating shaft is embedded in the slide groove. The upper and lower parts of the slide groove are connected to the fixing blocks through independent hydraulic buffer rods. A telescopic rod with a spring is provided between the upper and lower connecting blocks. The two ends of the top plate are connected to the bottom plate through telescopic square limiting guide posts. Each top plate is independent of the others.

[0009] Furthermore, the free wheel includes four coaxial tires, an L-shaped buffer frame, a buffer spring, a connecting frame, a rotating disk, and a rotating motor;

[0010] The four tires are connected by a shaft, and the middle of the shaft is connected to an L-shaped buffer frame. A buffer spring is installed between the L-shaped buffer frame and the connecting frame. The top of the connecting frame is connected to a rotary motor via a rotating disk. The rotary motor is connected to the base plate and electrically connected through an independent controller.

[0011] The freewheel array distribution ensures even weight distribution across the module, preventing damage from excessive stress on individual freewheels and aligning with the local load-bearing limits of FSO ship decks. Each freewheel is equipped with an independent controller, enabling precise and independent control of its steering angle and speed. Unlike traditional integral steering structures, this design allows the vehicle to flexibly achieve various driving modes, including straight-line, diagonal, and 360° turning on the spot, without the need for tracks. It is suitable for narrow spaces and complex paths, significantly reducing modification workload and time costs, while avoiding the drawbacks of fixed paths and high risk of jamming associated with track-based transfer devices.

[0012] Furthermore, the bottom plate head is connected to the cab. As the control and operation center of the entire vehicle, the cab, after being connected to the bottom plate head, allows the operator to centrally control the entire vehicle by controlling the cab.

[0013] Furthermore, the top surface of the top plate is provided with an anti-slip structure, which may be a diamond pattern, striped protrusions, or an anti-slip pad. The anti-slip pad material can also achieve "soft contact," avoiding scratches caused by hard contact between the bottom surface of the module and the top plate, and protecting the integrity of the module's appearance and the flatness of the sealing surface.

[0014] Furthermore, the number of free wheels is 8-16, distributed in a rectangular array of 2×4, 2×5, 2×6, 3×4, or 4×4 on the lower surface of the base plate. The design of 8-16 free wheels can flexibly adapt to the weight of FSO modules ranging from 20-50 tons: 8-10 free wheels are used for lightweight modules of 20-30 tons, and 12-16 free wheels are used for heavy modules of 30-50 tons, ensuring that the force on each free wheel is evenly distributed.

[0015] The distance between two adjacent free wheels is 800-1200mm; limiting sleeves are provided at both ends of the coupling to limit the axial displacement of the tires. This ensures that the stress points on the base plate are evenly distributed while preventing mutual interference between the free wheels when they turn.

[0016] Furthermore, the inner wall of the limiting guide post is provided with a guide groove, and the outer wall is provided with a dust cover. The dust cover on the outer wall of the limiting guide post can effectively prevent impurities from entering the interior of the guide post, avoiding rust, oil stains, or dust accumulation that could cause the extension and retraction to become stuck.

[0017] Furthermore, a central control system is installed inside the vehicle's front end; the central control system is a PLC controller, electrically connected to the individual controllers. The PLC can receive freewheel status data from each individual controller in real time.

[0018] Furthermore, the tires are made of nitrile rubber or neoprene rubber, and the outer surface of the tires has anti-slip treads with a tread depth of 8-12mm. The 8-12mm deep tread can significantly improve the grip between the tires and the deck, prevent the free wheels from "spinning or veering", ensure the stable driving of the whole vehicle, and prevent the risk of module tilting.

[0019] Beneficial effects:

[0020] By constructing an independent modular structure consisting of a "base plate, free wheel, shock absorption device, and top plate," it is possible to achieve stable load-bearing capacity, flexible movement, precise shock absorption, and adaptation to uneven surfaces.

[0021] The base plate serves as the load-bearing structure. Through the combination of arrayed free wheels and independent controllers, it breaks through the limitations of traditional track-type transfer devices, which have fixed paths and high modification costs. The steering and speed of each free wheel can be precisely controlled by the independent controller, allowing the vehicle to move straight, diagonally, and turn 360° on the spot, adapting to narrow passages and complex paths that bypass fixed equipment.

[0022] The connection structure of the independent shock absorber is suitable for addressing module vibration damage caused by ship swaying or uneven road surfaces. Through the synergy of X-shaped linkages, rotating shafts, hydraulic buffer rods, and spring-loaded telescopic rods, the independent shock absorber forms a multi-layered damping system that absorbs impact energy and protects precision components such as sensors and pump valve assemblies within the module. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the overall structure of a transfer module vehicle for FSO (Free Shipping) vessels.

[0024] Figure 2 This is a schematic diagram of the bottom structure of a transfer module vehicle for FSO ships;

[0025] Figure 3 This is a structural schematic diagram of a single shock absorber;

[0026] Figure 4 This is a schematic diagram of the installation structure of a single freewheel;

[0027] In the diagram: 1. Base plate, 2. Controller, 3. Free wheel, 4. Limiting guide post, 5. Shock absorber, 6. Top plate, 7. Front of the vehicle, 8. Hydraulic buffer rod, 9. Connecting rod, 10. Lower connecting block, 11. Upper connecting block, 12. Slide groove, 13. Lower fixing block, 14. Connecting frame, 15. Rotary disc, 16. L-shaped buffer frame. Detailed Implementation

[0028] To enhance understanding of this utility model, the present utility model will be further described in detail below with reference to the embodiments and accompanying drawings. These embodiments are only used to explain the present utility model and do not constitute a limitation on the scope of protection of the present utility model.

[0029] Example 1: As Figure 1-4 As shown, this describes the transfer of a ton-level module for a 10,000-ton FSO vessel. The module integrates precision equipment such as pressure sensors and centrifugal pump valve assemblies. The module needs to be transferred from the deck hoisting area to the process equipment area, a transfer path of 18 meters, which must bypass two fixed crude oil pumps.

[0030] The FSO ship transfer module vehicle includes a floor 1, 12 free wheels 3, 18 shock absorbers 5, 18 top plates 6, a cab 7, and 12 independent controllers 2.

[0031] The lower surface of the base plate 1 is provided with several free wheels 3 arranged in a 2x6 array, and each free wheel 3 is equipped with an independent controller 2; the upper surface of the base plate 1 is connected to a corresponding number of top plates 6 through 18 independently set shock absorption devices 5, and the head of the base plate 1 is fixedly connected to the front of the vehicle 7.

[0032] The shock absorption device 5 includes an upper connecting block 11, a lower connecting block 10, four X-shaped connecting rods 9, a slide groove 12, and several hydraulic buffer rods 8. A rotating shaft is provided at the intersection of every two adjacent connecting rods 9. The rotating shaft is embedded in the slide groove 12 and can slide along the length of the slide groove 12. The upper surface of the slide groove 12 is connected to an upper fixed block via an independent hydraulic buffer rod 8, and the lower surface of the slide groove 12 is connected to a lower fixed block 13 via an independent hydraulic buffer rod 8. A telescopic rod with a spring on its outer surface is provided between the upper connecting block 11 and the lower connecting block 10. Both ends of each top plate 6 are connected to the bottom plate 1 via telescopic square limiting guide posts 4, and each top plate 6 is independently set with a pre-reserved gap between them.

[0033] When the module is placed on the top plate 6, the weight of the module is sequentially transferred to the top plate 6, the shock absorption device 5, and the bottom plate 1. If the road is uneven or the transported module shakes, the vertical impact on the top plate 6 will be transmitted to the upper connecting block 11 and the upper fixing block, causing the X-shaped connecting rod 9 of the shock absorption device 5 to rotate around the intersection axis, driving the axis to slide horizontally along the slide groove 12. When the slide groove 12 slides, it will squeeze the hydraulic buffer rods 8 on the upper and lower sides. The hydraulic buffer rods 8 absorb the impact energy through damping, achieving first-level shock absorption.

[0034] Simultaneously, the telescopic rod between the upper connecting block 11 and the lower connecting block 10 extends and retracts with the impact, and the spring on its outer surface compresses or extends synchronously, helping to absorb the remaining impact energy and generate a restoring force, pushing the top plate 6 and the connecting rod 9 back to their initial positions, forming a secondary damping system. The dual damping structure can control the module's vibration acceleration to within 0.3g, protecting the precision components inside the module from damage.

[0035] Meanwhile, since the road may have a large slope or unevenness, each top plate 6 is lifted and lowered independently through an independent shock absorption device 5. This ensures that each top plate 6 can fit tightly against the bottom surface of the module, so that the weight of the module is evenly distributed to each shock absorption device 5 and free wheel 3, avoiding local stress concentration that could cause deformation of the module frame. At the same time, the square limiting guide posts 4 at both ends of the top plate 6 can restrict the top plate 6 to move only in the vertical direction, preventing the top plate 6 from shifting horizontally when the vehicle turns, further ensuring the stability of the module's load-bearing capacity. Combined with the anti-slip structure on the upper surface of the top plate 6, it can effectively prevent the module from sliding during the transfer process.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A transfer module vehicle for FSO vessels, characterized in that, The vehicle includes a base plate (1), several free wheels (3), several shock absorbers (5), several top plates (6), a front end (7), and several independent controllers (2). The lower surface of the base plate (1) is provided with several arrayed free wheels (3), and each free wheel (3) is equipped with an independent controller (2). The upper surface of the base plate (1) is connected to a corresponding number of top plates (6) through several independent shock absorbers (5). The shock absorber (5) includes an upper connecting block (11), a lower connecting block (10), four X-shaped connecting rods (9), a slide groove (12), and a hydraulic buffer rod (8). A rotating shaft is provided at the intersection of two connecting rods (9), and the rotating shaft is embedded in the slide groove (12). The upper and lower parts of the slide groove (12) are connected to the fixing blocks through independent hydraulic buffer rods (8). A telescopic rod with a spring is provided between the upper connecting block (11) and the lower connecting block (10). The two ends of the top plate (6) are connected to the base plate (1) through telescopic square limiting guide posts (4), and each top plate (6) is independent of each other.

2. The FSO ship transfer module vehicle according to claim 1, characterized in that, The free wheel (3) includes four coaxial tires, an L-shaped buffer frame (16), a buffer spring, a connecting frame (14), a rotating disk (15), and a rotating motor; the four tires are connected by a shaft, the middle of which is connected to the L-shaped buffer frame (16), a buffer spring is provided between the L-shaped buffer frame (16) and the connecting frame (14), the top of the connecting frame (14) is connected to the rotating motor via the rotating disk (15), and the rotating motor is connected to the base plate (1) and electrically connected via an independent controller (2).

3. The FSO ship transfer module vehicle according to claim 1, characterized in that, The bottom plate (1) is connected to the front of the vehicle (7).

4. A transfer module vehicle for FSO ships according to claim 1, characterized in that, The top plate (6) has an anti-slip structure on its upper surface, which is a diamond pattern, a strip protrusion or an anti-slip pad.

5. A transfer module vehicle for FSO ships according to claim 1, characterized in that, The number of free wheels (3) is 8-16, distributed in a rectangular array of 2×4, 2×5, 2×6, 3×4 or 4×4 on the lower surface of the base plate (1), and the distance between two adjacent free wheels (3) is 800-1200mm; the two ends of the connecting shaft are provided with limiting sleeves to limit the axial displacement of the tires.

6. A transfer module vehicle for FSO ships according to claim 1, characterized in that, The inner wall of the limiting guide post (4) is provided with a guide groove, and the outer wall is provided with a dustproof sleeve.

7. A transfer module vehicle for FSO vessels according to claim 1, characterized in that, The vehicle head (7) is equipped with a main control system; the main control system is a PLC controller, which is electrically connected to the independent controller (2).

8. A transfer module vehicle for FSO ships according to claim 2, characterized in that, The tire is made of nitrile rubber or neoprene rubber, and the outer surface of the tire has anti-slip treads with a tread depth of 8-12mm.

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