CONTAINER SHIP EQUIPPED WITH A TRANSFER SYSTEM

Description

[0001] This 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, and a transshipment system comprising an overhead crane configured to travel over the containers in the row in the longitudinal direction, and a lifting system mounted on the overhead crane.

[0002] The lifting system is configured to ensure, during unloading, that the container is lifted out of the hold and then moved laterally from the hull to a second position for unloading onto a quay. Conversely, during loading, the lifting system is configured to grip the container in the second position on the quay and load it into the first position in the hold, typically following a reverse motion. Domaine technique

[0003] This disclosure relates to the field of container ships, and more specifically to container ships with means of transshipping containers from the ship to an unloading area, typically a quay, or vice versa when loading from the quay into the hold, and advantageously without depending on port transshipment facilities. Technique antérieure

[0004] It is thus known from the state of the art, in particular from documents FR2808252 A1, DE102004058824 A1 or EP1955943 A2 of container ships having a transshipment system with an overhead crane moving over the containers stored in the ship's hold.

[0005] The overhead crane is equipped with a lifting system, such as a crane or similar device, to ensure the transshipment of containers from their storage position in the ship's hold to a transshipment position on the quay, and in particular laterally to the quay. A container ship propelled by sail and unloaded using cranes arranged on the quay is also known from document EP 2 420 438 A1.

[0006] According to the inventors' general observations: The design of the transshipment systems of these prior art vessels is based on the well-established knowledge of those skilled in the art of container ships, for which it is customary to orient containers longitudinally, following the longitudinal direction of the hull extending from the stern to the bow of the ship. Consequently, when a transshipment is carried out laterally to the hull, from a position in the hold to an unloading position on the quay, these designs necessitate a mechanism in the lifting system that allows a change in the orientation of the container to unload it directly onto a trailer, itself oriented in the direction transverse to the ship. As illustrated in document DE102004058824A1, such a design of transshipment systems is compatible with conventional container ships with thermal propulsion, but unsuitable for other modes of propulsion.and in particular to 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 mounted on the overhead crane. Résumé

[0007] The present invention improves the situation.

[0008] A container ship according to claim 1 is proposed, comprising at least one hull having a longitudinal axis oriented along a direction X of the ship's lead, a transverse direction oriented along a direction Y, and wherein said at least one hull comprises at least one hold having an opening at the top and extending in depth along a vertical direction Z, said hold being configured to receive at least one row of containers, juxtaposed parallel to each other, the containers oriented longitudinally along the transverse direction Y, and wherein the ship comprises at least one container transshipment system comprising: / a / a first rail and a second rail oriented longitudinally along the X direction, arranged on either side of the hold along the transverse Y direction; / b / an overhead crane comprising at least one crossbeam, such as two crossbeams, said at least one crossbeam 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 drive means; / c / a lifting system mounted on said at least one crossbeam, 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 laterally cantilevered movement of the container from the hull to a second position ensuring unloading of the container onto a dock and / or vice versa.

[0009] The features described in the following paragraphs may optionally be implemented. They may be implemented independently or in combination. The subject matter of the present invention is defined by the accompanying claims.

[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 driving means to a coupled position for which the overhead crane is anchored to the hull, on either side of the slipway, so that said at least one transverse beam of the bridge, or even of the two transverse beams, constitute a bracing structure of the hull along the transverse direction.

[0011] According to one embodiment, the first and second anchoring means are chosen from among the 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 the invention, the vessel is wind-powered and comprises one or more sail / wing propulsion systems attached to the hull. In particular, the sail / wing propulsion system(s) are distributed on either side of the hold in a transverse direction so as not to encroach upon the hold's 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 along the longitudinal direction X, distributed on either side of the hold along the transverse direction, and wherein the first anchoring means and the second anchoring means are configured to ensure the anchoring of the overhead crane in an anchoring position where said transverse beam, or even the two transverse beams of the overhead crane, brace the hull, at the position of the pair of sail / wing propulsion systems along the longitudinal direction X.

[0014] According to the invention, the propulsion system(s) are distributed on either side of the hold, the sail / wing propulsion system(s) comprise a mast attached to the hull, as well as a wing or sail extending along the height of the mast, from a high point, to a boom, and in which the lifting system mechanism 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 boom and the sail, or under the wing, in a position opposite the mast in the longitudinal direction X, without risk of interference between the transshipment system and the propulsion system(s) to a deployed position of greater vertical bulk allowing the transshipment of the container when the overhead crane is moved by the drive means in a position offset from the mast in the longitudinal direction X.

[0015] According to one embodiment, said lifting system mechanism is configured to move 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 kinematic 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 transshipment system and / or the lifting system mechanism may lack means for changing the orientation of the container, especially in the vertical direction.

[0017] According to one embodiment, the overhead crane comprises two crossbeams, including a first crossbeam and a second crossbeam, arranged parallel to each other in a first plane extending along the XY direction. and in which said lifting system comprises, a first movable frame 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, fixed 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 crossbeam, 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 frame is configured to move from a retracted position, folded close to the first and second crossbeams, to at least one deployed position in which the first mobile frame is moved away from the retracted position, ensuring displacement along the Y and Z directions,a second mobile chassis forming a carriage mounted mobile along the sliding direction oriented along the first intermediate beam and second intermediate beam of the first mobile chassis, allowing a movement of the carriage relative to the first mobile chassis along 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 lifting vertically.

[0018] According to one embodiment, the first connecting rod, second connecting rod, third connecting rod and fourth connecting rod are arranged in a removable, selective manner: 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 ship's draft is less than 5 meters, or even less than 4 meters.

[0020] This disclosure further relates to an assembly comprising a container ship as described in this disclosure, and containers arranged in the hull hold, the containers placed side by side along the longitudinal X direction of the hull, the containers oriented longitudinally parallel to the transverse Y direction, and in which said container transshipment system includes 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 hold 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 drive means; / c / said lifting system mounted on 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 laterally cantilevered movement of the container from the hull to a second position ensuring unloading of the container onto a dock.

[0021] Depending on one embodiment of the assembly, the containers are 20-foot shipping containers or 40-foot shipping containers, or even 45-foot containers. Brève description des dessins

[0022] Other features, details, and advantages will become apparent upon reading the detailed description below and analyzing the attached drawings, on which: Fig. 1a [ Fig. 1a ] is an embodiment of a wind-propelled container ship, comprising a hull extending in the longitudinal direction from the stern, which is equipped with a rudder, to the bow, the hull comprising a hold extending lengthwise in the longitudinal direction and widthwise in the transverse direction, the hold receiving a row of about fifteen containers such as 40-foot containers, juxtaposed with one another in the hold, the containers oriented longitudinally in the transverse direction, the ship comprising sail propulsion systems distributed on both sides of the hold, in the transverse direction along the hull, and two transshipment systems, each comprising an overhead crane configured to travel along first and second rails arranged on both sides of the hold, the rails oriented in the longitudinal direction,as well as a lifting system configured to allow the transshipment of the container, the lifting system being illustrated in a retracted position with a smaller vertical footprint, folded down near the overhead crane, allowing the overhead crane to be anchored, positioned between two masts of a pair of sail propulsion systems. Fig. 1b [ Fig. 1b ] is a top view of the figure 1a , the booms of the various sail propulsion systems oriented along the longitudinal direction of the ship. Fig. 2a [ Fig. 2a ] is a top view of the figure 1b after changing the orientation of one of the booms inwards, then directed along the transverse direction. Fig. 2b [ Fig. 2b ] is a view of the rear part of the hull, illustrating the transshipment systems and the overhead crane, in the retracted position of the lifting system, allowing its positioning below the boom oriented inwards, and without risk of interference between the boom and the overhead crane / lifting system then in the retracted position. Fig. 2c [ Fig. 2c ] is a perspective view of the figure 2b . Fig. 3a [ Fig. 3a ] is a consecutive view of the figure 2c In perspective, and after the overhead crane has moved along its longitudinal axis, a first mobile chassis is motorized to deploy relative to the two transverse beams of the overhead crane via a connecting rod mechanism forming two deformable parallelograms. The first mobile chassis carries a sliding trolley forming a second mobile chassis. This second mobile chassis carries four lifting cylinders associated with chocks that grip and lift the container vertically out of the chock, following the vertical direction. Fig. 3b [ Fig. 3b ] is a top view of the figure 3a illustrating the container lifted out of the hold, but still directly above it. Fig. 3c [ Fig. 3c ] is a rear view of the figure 3b illustrating the first connecting rod and the second connecting rod articulated at their lower end to the first crossbeam of the overhead crane and at their upper end to a first intermediate beam of the first mobile frame, the first connecting rod and the second connecting rod forming with the first crossbeam and the first intermediate beam the first deformable parallelogram. Fig. 4a [ Fig. 4a ] is a consecutive view of the figure 3a , in which the first mobile chassis is deployed by pivoting the connecting rods, in lateral cantilever of the hull for the purpose of unloading the container, the suspended container always oriented longitudinally in the direction transverse to the hull. Fig. 4b [ Fig. 4b ] is a view of the figure 4a View from the stern of the ship, the container is oriented along the transverse direction, cantilevered laterally from the hull, but only partially. Fig. 5 [ Fig. 5 ] is a consecutive view of the figure 4b View from the stern of the ship, the container oriented along the transverse direction in lateral cantilever of the hull, moved entirely in lateral cantilever of the hull by the motorized trolley forming the second moving part, the motorized trolley being sliding relative to the first chassis along the first and second intermediate beams of the first chassis. Fig. 6a [ Fig. 6a ] is a consecutive view of the figure 5 , view from the stern of the ship, the container oriented along the transverse direction in lateral cantilever of the hull, which was lowered towards a quay, by the kinematics made possible by the deformable parallelograms, the latter illustrated at the end of the stroke fully deployed, as well as by lifting systems including as an example four jacks at the four corners of the second mobile chassis forming the trolley. Fig. 6b [ Fig. 6b ] is a top view of the figure 6a . Fig. 7a [ Fig. 7a ] is a detailed view of a transshipment system which includes an overhead crane comprising two transverse beams, attached at its ends, on the one hand, to first guide means and first anchor means, cooperating with the first rail, on one side of the hold, and on the other hand, to second guide means cooperating and second anchor means, cooperating with the second rail. Fig. 7b [ Fig. 7b ] is a view of the first guiding means which include an axial groove, oriented along 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 prohibit the exit of the rail through the entrance of the groove, the guiding means comprising one or more rollers, articulated along a transverse direction, the rollers cooperating with a running surface of the rail, the running surface having two inclined walls and the roller then having a running surface, comprising two inclined walls, complementary to those of the running surface of the rail, for the centering of the roller on the rail. Fig. 7c [ Fig. 7c ] is a view of the first anchoring means associated with the first rolling means, which includes a friction pad, as well as a clamping mechanism, in particular a clamping screw in the figure, which allows the friction pad to be applied firmly against the first rail, so as to anchor the overhead crane on this first side, the second anchoring means, on the other side of the wedge, may include the same anchoring means structure. Fig. 8a [ Fig. 8a ] is a view of the transshipment system in a first connecting rod coupling configuration for starboard unloading. Fig. 8b [ Fig. 8b ] is a view of the transshipment system in a second connecting rod coupling configuration for port unloading. Description des modes de réalisation

[0023] The drawings and description below contain, for the most part, elements of a definite nature. They may therefore not only serve to better explain this disclosure, but also contribute to its definition, if necessary.

[0024] Also, this disclosure relates to a container ship 1 comprising at least one hull 2 ​​having a longitudinal axis oriented along a direction X of advance of the ship, a transverse direction oriented along a direction Y.

[0025] Thus, as illustrated in the figure 1a In general, the longitudinal direction X extends from the stern, at the rear of the ship's hull, to the bow. The transverse direction Y extends transversely to this direction X, along the horizontal. The ship may include a rudder.

[0026] The vertical direction Z is perpendicular to the X and Y directions. The container ship illustrated in the figures is a monohull vessel. According to other possible embodiments, the container ship is a multihull vessel in which one or more hulls are equipped with a hold 3 and a transshipment system as defined below.

[0027] The draft of the container ship 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 bottom.

[0028] According to this disclosure, said at least one hull 2 ​​comprises at least one hold 3 having an opening at the top, extending in depth along a vertical direction Z, and in particular in length along the longitudinal direction X and in width along the transverse direction Y, said hold being configured to receive at least one row of containers Co, juxtaposed, parallel to each other, the containers oriented longitudinally along the transverse direction Y,

[0029] The 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.

[0030] According to the inventors' findings, such an orientation of containers, oriented longitudinally along the transverse direction Y, differs significantly from the general knowledge of a person skilled in the art, who typically orients containers systematically longitudinally, along the longitudinal axis of the ship's hull.

[0031] Such a cross-cutting approach offers several advantages, in particular: A transverse orientation of containers offers better container retention in the hold during rolling movements; such a transverse orientation of containers promotes lateral transshipment, particularly when the ship has obstacles such as masts and rigging; it is the container transshipment solution, laterally to the hull, requiring the least bulk in the longitudinal direction, and advantageously without having to change the orientation of the container during its lateral transshipment, and compared to a solution where the containers are oriented longitudinally to the hull as an example taught by document DE102004058824A1.

[0032] According to an embodiment illustrated in particular in figures 1a, 1b , 2a , 2c And 3bThe hold is specifically configured and sized to receive a single row of juxtaposed containers, with the containers distributed along the longitudinal X direction and oriented lengthwise along the transverse Y direction. figure 1a illustrates, for illustrative purposes, a hold receiving about fifteen Co containers in a single row.

[0033] 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 along the longitudinal direction X, the different rows juxtaposed in the hold being distributed along the transverse direction Y.

[0034] According to this disclosure, the vessel has at least one 4' container transshipment system, including two systems identified as 4' and 4', each with its own overhead crane. Such a transshipment system allows the vessel to load and / or unload containers without relying on port facility transshipment equipment for these loading and unloading operations.

[0035] The transshipment system 4, 4' comprises: / a / a first rail R1 and a second rail R2 oriented longitudinally along the longitudinal direction X, arranged on either side of the chock 3 along the transverse direction Y, / b / an overhead crane comprising at least one crossbeam, such as two crossbeams 40, 41, said at least one crossbeam 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 drive means, / c / a lifting system 5 mounted on said at least one crossbeam.

[0036] The lifting system 5 preferably includes a motorized mechanism configured to grip a container from a first storage position in hold P1, lift the container out of the hold, and move the container laterally from the hull to a second position P2, enabling unloading the container onto an unloading area such as a quay. Conversely, the mechanism is configured to move the container in the opposite direction from the second position P2 to the first position P1 during loading operations.

[0037] According to one embodiment, said lifting system mechanism is advantageously configured to move the container from the first storage position P1 in hold 3 to the second position P2, ensuring unloading of the container onto the quay, according to a kinematics of the mechanism maintaining a longitudinal orientation of the container Co, oriented along the transverse direction Y to the hull, from the first storage position P1 to the second unloading position P2.

[0038] Advantageously, the transshipment system and / or the lifting system mechanism may advantageously be devoid of means ensuring a change of orientation of the container, in particular in the vertical direction.

[0039] The first guide means G1 and second guide means G2 at the ends of said at least one crossbeam, in particular at both ends of the two crossbeams 40 and 41, may include Gal rollers, typically articulated along the transverse direction Y, and configured to roll on the first and second rails R1, R2.

[0040] To the figure 7b , and in general, the first guiding means G1 (respectively the second guiding means G2) may include an axial groove, oriented along 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 as an indication), so as to prohibit the exit of the rail through the entrance of the groove.

[0041] The guiding means including the roller(s), articulated along a transverse direction, can cooperate with a running surface of the upper rail which has, for example, two V-shaped inclined walls; the roller then has a running surface, comprising two inclined walls, complementary to those of the running surface of the rail, to ensure the centering of the roller on the rail.

[0042] The first guide means G1 may be attached to a first end of said crossbeam, or to the first ends of the two crossbeams 40, 41, via upright(s), on a first side of the chock 3. Similarly, the second guide means G2 may be attached to a second end of said crossbeam, or to the second ends of the two crossbeams 40, 41, via upright(s) on a second side of the chock. In such a case, the overhead crane, including the crossbeam(s) 40, 41 and the uprights, forms a gantry that can be configured to travel astride said at least one row of containers Co. Said at least one row of containers Co may be, in particular, a single row of containers, or comprise several parallel rows of containers placed side by side, such as, for example, two or three rows placed side by side.

[0043] Advantageously, the overhead crane may include 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 both transverse beams 40, 41.

[0044] The said first and second anchoring means ACR1, ACR2 are configured to move from a decoupled position, allowing free movement of the overhead crane along the rails R1, R2, under the action of the driving means, to a coupled position for which the overhead crane is firmly anchored to the hull.

[0045] The decoupled position of the ACR1 or ACR2 anchoring means allows, during unloading operations, the overhead crane to be moved vertically above the container to be unloaded, or, during loading operations, to move the overhead crane along the hold to a free area of ​​the hold intended to receive a container loaded by the transshipment system.

[0046] 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 bridge, or even both transverse beams 40, 41, constitute a bracing structure of the hull along the transverse direction.

[0047] 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 hull reinforcement structure, eliminating the inherent operating play between the rails R1, R2 and the guide means G1, G2. Such anchoring makes it possible to limit hull deformations during navigation, particularly torsional deformation along the longitudinal axis of the hull, especially when the hull is subjected to external stresses, and in particular those due to swell on the hull and / or those induced on the hull at the base of wind propulsion systems, which will be described later.

[0048] The first and second anchoring methods ACR1, ACR2 may be chosen, by way of non-limiting example, from anchoring systems including: bolting system, pin system(s) including tapered pins, clamping system with PTS friction pad configured to clamp the first rail or the second rail.

[0049] 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 tapered pin passing through the hull or the rail (first or second) and simultaneously the overhead crane, at the anchoring holes between the overhead crane and the hull (or the rail).

[0050] These can also be continuous anchoring systems, allowing for an infinite number of anchoring positions depending on the length of the rails R1 and R2, and, as illustrated by example, comprising a friction pad PTS that can be applied under pressure against the rail surface, particularly its running surface, notably by a clamping screw or other clamping device such as, for example, a wedge clamp. When the friction pad is clamped, the operating clearance between the rail R1 or R2 and the guiding means G1 or G2 is eliminated.

[0051] The transition 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 mechanized typically by an actuator, such as an electric motor or a hydraulic or electric cylinder.

[0052] In an advantageous embodiment, the vessel may be wind-powered and, for this purpose, include one or more wind propulsion systems, in particular sails / wings attached to the hull. Generally, a thermal propulsion system, such as a diesel or electric motor, may also be retained, at least for navigation in port areas, particularly during berthing maneuvers, or even for navigation in light winds.

[0053] Generally, and as illustrated by way of example, these rigs typically include MT masts along which VL sails can be hoisted, attached at their lower ends to booms. In the examples shown, the sails are depicted in a lowered position on the booms. These may include, in particular, streamlined sail rigs as described in the applicant's WO2021148734 A1 document, which offer the advantage of higher efficiency and are shown in their lowered position on the boom in the figures.

[0054] It may also involve propulsion systems comprising rigid or semi-rigid wings attached to the hull at their base by a mast, base or similar, or inflatable wings, as disclosed by EP3475164.

[0055] Preferably, the sail / wing propulsion system(s) are distributed on either side of hold 3, along the transverse direction Y and not inside it so as not to encroach on the loading volume of hold 3.

[0056] Preferably, the transshipment system, in particular the overhead crane and the lifting system, are configured to move between the propulsion systems, without the latter hindering the movement of system 4 or 4' along the rails R1, R2, at least in a retracted position PR of the lifting system 5.

[0057] In particular, wind propulsion systems may include at least one pair of sail / wing propulsion systems, the two propulsion systems of the pair located in the same position along the longitudinal direction X, distributed on either side of the wedge 3 along the transverse direction Y.

[0058] The overhead crane, on the one hand, and the lifting system 5 mounted on the overhead crane, on the other hand, can be configured to travel along the rails R1, R2, passing through the two torque propulsion systems, at least in a retracted position PR of the lifting system 5 on the one or both of the overhead crane's crossbeams 40, 41

[0059] 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 crossbeam, or even the two crossbeams 40, 41 of the overhead crane, brace the hull 2, at the position of the pair of sail / wing propulsion systems along the longitudinal direction X. For example, the mast can be located, along the longitudinal direction, between the two crossbeams 40, 41 of the overhead crane.

[0060] 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 hull structure at the base of the propulsion systems, that is to say advantageously preferably in places where the stresses induced by the wind propulsion systems on the hull are the most important.

[0061] The propulsion system(s) can thus be distributed on either side of hold 3. The sail / wing propulsion system(s) typically includes a mast MT attached to the hull, as well as a wing or sail VL extending along the height of the mast, from a high point, to a boom BO.

[0062] Advantageously, the lifting system mechanism 5 can be configured to move from a retracted position PR configured to allow the positioning of the overhead crane under the boom and sail, and in particular regardless of the orientation of the boom and sail, while sailing, or under the wing regardless of its orientation, in a position of the overhead crane at the mast along the longitudinal direction X, without risk of interference between the transshipment system and the propulsion system(s), to a deployed position PD allowing transshipment when the overhead crane is moved by the powered means into a position offset from the mast MT along the longitudinal direction X.

[0063] Thus the figures 2a et 2b illustrate an anchoring position of the overhead crane between two sail propulsion systems comprising masts, sails, and booms. On the figures 2a et 2b The sails are lowered on the boom.

[0064] During navigation, the sail and boom and / or wing are typically oriented according to the wind direction and the ship's heading. The wing, or boom / sail, could theoretically interfere with the overhead crane anchored to the hull. The retracted position of the lifting system 5 is a position with minimal vertical obstruction, and is understandable given the figure 2b , which eliminates the risk of interference between the transshipment system and the sail / wing propulsion systems, even when the overhead crane is interposed, and preferably anchored between the two sail / wing propulsion systems of a pair.

[0065] To allow the lifting system 5 to be deployed into its extended position (with the greatest vertical footprint in the vertical direction Z, compared to the retracted position), the overhead crane can first be moved along rails R1 and R2 to a position that permits such deployment, as illustrated in the... figures 3a until the figure 6b .

[0066] In general, the overhead crane comprises two crossbeams, including a first crossbeam 40 and a second crossbeam 41, arranged parallel to each other in a first plane extending along the XY direction.

[0067] We provide one possible embodiment of the lifting system 5, which is illustrated in the figures, which is an embodiment given by way of non-limiting example.

[0068] Also, said lifting system 5 may include, 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, which are fixed to each other.

[0069] A first connecting rod B1 and a second connecting rod B2 are articulated at their lower ends, 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 ends, 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. The longitudinal pivot axis in the first, second, third, and fourth longitudinal axes is defined as the axes being oriented parallel to the longitudinal direction X.

[0070] 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.

[0071] The first mobile chassis is then configured to move from a retracted position, folded down near the first and second crossbeams, to at least one deployed position PD in which the first mobile chassis is moved away from the retracted position, ensuring a movement along the Y and Z directions when the connecting rods B1 to B4 pivot around their pivot axis X1 to X4. This movement is motorized.

[0072] In the retracted position PR, with less vertical bulk, the first chassis including the first intermediate beam 50 and the second intermediate beam 51 can fit between the two transverse beams 40, 41 of the overhead crane.

[0073] The lifting system should also preferably include: a second mobile chassis forming a Char trolley mounted mobile along the direction of oriented slides, along the first intermediate beam 50 and second intermediate beam 51 of the first mobile chassis, allowing a movement of the Char trolley relative to the first mobile chassis along the transverse direction Y, lifting means on board the trolley of the second mobile chassis, such as winches, or preferably jacks V1 to V4 distributed at the four corners of the container, configured to ensure the suspension of the container arranged under the second mobile chassis and its lifting vertically typically via cables.

[0074] In the retracted position PR, the Char trolley forming the second chassis can be stored in the space between the intermediate beams 50, 51, or even fit with the intermediate beams between the two transverse beams 40, 41 of the overhead crane.

[0075] Two of the cylinders V1, V2 (first and second) can be arranged on a first cross member joining two carriage longitudinals, the longitudinals respectively sliding along the first and second intermediate beams 50, 51, while two other cylinders (third and fourth) can be arranged on a second cross member joining the two longitudinals.

[0076] In the deployed position PD, the cylinders extend longitudinally, projecting above the trolley Char, vertically and substantially perpendicular to the plane passing through the trolley's side rails. In the retracted position PR, the first and second cross rails can be motorized and rotated 90° around their axis to retract the cylinders V1, V2, V3, V4 between the trolley's side rails, which are preferably positioned between the intermediate beams 50, 51 and the two transverse beams 40 and 41 of the overhead crane.

[0077] The transshipment system of the embodiment illustrated in figures 1 à 7a is configured for unloading the container on the starboard side (to the right of the hull in its normal direction of travel), and according to a first CF1 coupling configuration of the connecting rods B1 to B4 illustrated in the figure 8a .

[0078] The transshipment system configuration 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 connecting rod coupling configuration illustrated in the figure 8b .

[0079] It is noted that the or preferably each of the two crossbeams 40, 41 can be provided with four preferably electric (or hydraulic) motors, 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 crossbeam 40 and attached to it, and a fifth motor, a sixth motor, a seventh motor and an eighth motor distributed and attached to the second crossbeam 41.

[0080] To the figure 8a In the first CF1 connecting rod coupling configuration for starboard unloading, the second engine Mot2, carried by the first crossbeam 40, is coupled to the first connecting rod B1, and the fourth engine Mot4 is coupled to the second connecting rod, while the first and third engines are unused. Similarly, the sixth engine, carried by the second crossbeam, is coupled to the third connecting rod B3, and the eighth engine is coupled to the fourth connecting rod B4, while the fifth and seventh engines are unused.

[0081] To allow unloading on the port side, 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 frame and then are recoupled to the latter in other predetermined positions to obtain the second coupling configuration.

[0082] To the figure 8b In the second CF2 connecting rod coupling configuration for starboard unloading, the first engine Mot1, supported by the first crossbeam 40, is coupled to the first connecting rod B1, and the third engine Mot3 is coupled to the second connecting rod B2, while the second and fourth engines are unused. Similarly, the fifth engine, supported by the second crossbeam, is coupled to the third connecting rod B3, and the seventh engine is coupled to the fourth connecting rod B4, while the fourth and sixth engines are unused.

[0083] 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, selective manner: 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. Application industrielle

[0084] These technical solutions can be applied in particular in maritime transport and aim to provide a container ship that allows containers to be loaded and unloaded in ports, even those without transshipment facilities, or even shallow-water ports.

[0085] The purpose of this disclosure is also to propose, at least in one embodiment, such a container ship, generating very little CO2, while minimizing transport costs related to fuel. Liste des signes de référence

[0086] 1: Container ship, 2: Hull, 3: Hold, 4, 4': Container handling systems, 40, 41: First and second crossbeams (overhead crane), 5: Lifting system, 50, 51: First and second intermediate crossbeams (forming the first moving frame), Char: Trolley forming a second moving frame (slidably mounted along the first and second crossbeams), V1, V2, V3, V4: Lifting jacks attached to the second moving frame configured for lifting a container vertically suspended from the trolley. Co: Containers, G1, G2: First and second guide means, Gal: Roller (guide means, in particular first and second), ACR1, ACR2: First and second anchoring means, PST: Friction pad (anchoring), 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 deployed position of the overhead crane for container transshipment, MT, VL, BO. Respectively, mast, sail, and boom of the wind propulsion systems, X, Y, Z. Respectively, longitudinal direction, transverse direction, and vertical direction, Mot1, Mot2, Mot3, Mot4. First, second, third, and fourth engines, CF1, CF2. First and second coupling configurations.

Claims

1. Container ship (1) comprising at least one hull (2) having a longitudinal axis oriented along a direction X of forward travel of the ship, and a transverse direction oriented along a direction Y and wherein said at least one hull (2) comprises at least one hold (3) having an upper opening, and extending in depth along a vertical direction Z, said hold being configured to receive at least one row of containers (Co), juxtaposed, parallel to each other, the containers oriented longitudinally along the transverse direction Y, and wherein the ship comprises at least one container transshipment system (4, 4') comprising: / a / a first rail (R1) and a second rail (R2) oriented longitudinally along the direction X, arranged on either side of the hold (3) along the transverse direction Y, / b / a travelling 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 guiding means (G1) and second guiding means (G2) configured to cooperate with the first rail (R1) and the second rail (R2) respectively, such that said travelling 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 hoisting system (5) installed on said at least one transverse beam, comprising a motorised mechanism configured to enable pick-up of a container from a first storage position in the hold (P1), hoisting the container out of the hold, and moving the container laterally in a cantilevered manner from the hull to a second position (P2), ensuring unloading of the container onto a dock and / or vice versa, the ship being wind powered, comprising one or more sail / wing propulsion systems integral with the hull, and wherein the propulsion system(s) are distributed on either side of the hold (3), the sail / wing propulsion system(s) comprise a mast (MT) integral with the hull, as well as a wing or sail (VL) extending according to the height of the mast, from a high point to a boom (BO), and wherein the mechanism of the hoisting system (5) is configured to move from a retracted position (PR) of a smaller vertical footprint along the vertical direction Z configured to allow the positioning of the travelling crane under the boom and the sail, or under the wing, in a position at the right-hand side of the mast along the longitudinal direction X, without risk of interference between the transshipment system and the propulsion system(s), up to a deployed position (PD) of a greater vertical footprint allowing the container to be transshipped when the travelling crane is moved by the motor means into a position offset from the mast (MT) along the longitudinal direction.

2. Container ship according to claim 1, wherein the travelling 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 of both transverse beams (40, 41), said first and second anchoring means (ACR1, ACR2) being configured to pass from an uncoupled position, allowing the free movement of the travelling crane under the action of the motor means to a coupled position for which the travelling crane is anchored to the hull, on either side of the hold, such that said at least one transverse beam of the bridge, or even both transverse beams (40, 41), constitute a structure for bracing the hull along the transverse direction.

3. Container ship according to claim 2, wherein the first and second anchoring means (ACR1, ACR2) are selected from anchoring systems comprising: - bolting system, - conical pin system, - clamping system with friction pad (PTS) configured to clamp the first rail or the second rail.

4. Container ship according to any one of claims 1 to 3, wherein the sail / wing propulsion system(s) are distributed on either side of the hold along the transverse direction (Y) so as not to encroach on the hold volume (3).

5. Container ship according to claims 1 or 2 and 4, comprising at least one pair of sail / wing propulsion systems, the two propulsion systems of the pair located in the same position along the longitudinal direction X distributed on either side of the hold (3) along the transverse direction, and wherein the first anchoring means (ACR1) and the second anchoring means (ACR2) are configured to anchor the travelling crane in an anchoring position where said transverse beam, or even both transverse beams (40, 41) of the travelling crane brace the hull (2), at the position of the pair of sail / wing propulsion systems along the longitudinal direction X.

6. Container ship according to one of claims 1 to 5, wherein said mechanism of the hoisting 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 dock, according to a kinematic of the mechanism maintaining a longitudinal orientation of the container (Co), oriented along the transverse direction Y to the hull, from the first storage position (P1) to the second unloading position (P2).

7. Container vessel according to claim 6, wherein the transshipment system and / or the mechanism of the hoisting system is lacking means ensuring a change of orientation of the container, in particular along the vertical direction.

8. Container ship according to claim 6 or 7, wherein the travelling crane comprises the two transverse beams, including a first transverse beam (40) and a second transverse beam (41), arranged parallel to one another according to a first plane extending along the direction XY and wherein said hoisting system (5) comprises a first movable frame 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, integral with one another, and wherein 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 movable frame is configured to move from a retracted folded position in proximity to the first and second transverse beams, to at least one deployed position in which the first movable frame is moved away from the retracted position, ensuring movement along the Y direction and the Z direction, a second movable frame forming a carriage (Char) mounted movably along the direction of sliding rails oriented along the first intermediate beam (50) and second intermediate beam (51) of the first movable frame, allowing movement of the carriage (Char) relative to the first movable frame along the transverse direction Y, - hoisting means installed on the carriage of the second mobile frame, such as winches and 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 movable frame and its vertical hoisting.

9. Container vessel according to claim 8, wherein the first connecting rod (B1), second connecting rod (B2), third connecting rod (B3) and fourth connecting rod (B4) are removably arranged, selectively: - according to a first configuration (CF1) for coupling 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) at starboard, and - according to a second configuration (CF2) for coupling 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) at port.

10. Container ship according to any one of claims 1 to 9, wherein the draught of the ship is less than 5 metres, or even less than 4 metres.

11. Assembly comprising a container ship according to any one of claims 1 to 10 and containers (Co) arranged in the hold (3) of the hull, the containers juxtaposed with each other, along the longitudinal direction X of the hull, the containers oriented longitudinally parallel to the transverse direction (Y).

12. Assembly according to claim 11, wherein the containers are 20-foot sea containers or 40-foot sea containers, or even 45-foot sea containers.