Fender structure

Abstract

To provide a fender structure having a mooring function capable of withstanding large docking pressure.SOLUTION: A fender structure installed in a mooring facility Q having a mooring area R for mooring a ship includes a fender 10 attached to the mooring facility Q and absorbing impact when a ship comes alongside, and a ship capture unit 20 exerting resistance against a ship leaving a shore. The ship capture unit 20 comprises a contact piece 51 coming into contact with a ship body when a ship comes alongside and fastening means for fastening the contact piece 51 to a contact position of the ship body. A slide plate 52 with a contact piece 51 arranged on its surface is placed between a pair of guide portions 30 provided on a surface of the fender 10, and roller portions 53 at left and right sides of the slide plate are inserted into groove portions 31 of the guide portions 30 so that the contact piece 51 can be raised and lowered. Even if a ship rises and falls due to changes in a tide level or the like, since the contact piece 51 can be raised and lowered following the ship body, a mooring state of a ship can be stabilized.SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present invention relates to a fender structure, and more particularly to a fender structure constructed by installing fenders on a quay wall. [Background technology]

[0002] Conventionally, various efforts have been made to reduce the manpower required for mooring ships to quays, piers, and other mooring facilities in ports and harbors, as well as to improve the efficiency and safety of workers.

[0003] For example, Patent Document 1 describes a mooring robot that has an arm connected to a vacuum cup and is further provided with a frame guide that enables vertical movement, thereby allowing the robot to respond to the movement of ships when they come alongside.

[0004] Furthermore, Patent Document 2 describes a mooring device in which a flexible fender cushion is provided on the ship side of a cylindrical fender installed on a quay, and a vacuum device is provided in the hollow portion of this fender. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Special Publication No. 2005-501768 [Patent Document 2] Japanese Utility Model Application Publication No. 53-053788 Summary of the Invention [Problem to be solved by the invention]

[0006] The mooring robot described in the cited document 1 is intended for mooring ships, and therefore does not have sufficient durability against the pressure exerted when large ships such as large passenger ships come alongside. Therefore, in order to make it capable of withstanding large pressure, it is necessary to strengthen the frame and anchor parts. Alternatively, in order to reduce the pressure exerted on each robot, the number of robots installed must be increased to disperse the docking pressure.

[0007] The mooring device described in the cited document 2 has a part that comes into contact with the ship fixed to the quay wall, so when the ship comes alongside, it is subjected to a diagonal shear force from the ship, which moves up and down with the change in the tide level. As a result, the fender cushion is made of a material that is more flexible than the fender material, so there is a risk that it will wear out quickly as a result of repeated lateral deformation pressure. Furthermore, since the structure requires that the suction means, such as a vacuum pump, be buried in the quay wall, there are problems such as increased construction costs and difficulty in maintaining the suction means.

[0008] An object of the present invention is to provide a fender structure capable of solving the problems of the prior art as described above. [Means for solving the problem]

[0009] In order to achieve the above-mentioned object, the invention described in claim 1 is a fender structure to be installed in a mooring facility having a mooring area for mooring ships, comprising a fender attached to the mooring area to absorb impact when a ship comes alongside, a contactor arranged integrally with the fender or around the fender and coming into contact with the hull of the ship when the ship comes alongside, and a fixing means for fixing the contactor to the contact position of the hull, and a ship capture unit which exerts resistance to the ship leaving the shore by maintaining the fixed state of the contactor.

[0010] With this configuration, when the ship comes alongside, the ship capture unit can mainly receive the ship's coming alongside pressure, and the ship capture unit exerts a resistance against the ship trying to leave the mooring area by maintaining a fixed state with the ship hull after coming alongside.

[0011] The invention as set forth in claim 2 is such that, in the configuration of the invention as set forth in claim 1, a plurality of vessel capturing units are arranged, and the plurality of vessel capturing units can be controlled independently of each other.

[0012] In this manner, multiple vessel acquisition units can be controlled independently of one another.

[0013] The invention described in claim 3 is such that, in the configuration of the invention described in claim 1 or claim 2, the ship capture unit further comprises a stand fixed to the mooring area, and the stand is configured so that the ship can move forward and backward in the direction of approaching and leaving the mooring area.

[0014] With this configuration, the platform has a range of motion in the direction in which the ship approaches and leaves, so that it can move toward and away from the mooring area in accordance with the movement of the moored ship.

[0015] The invention as recited in claim 4 is the same as the invention as recited in claim 3, further comprising a driving means for moving the stand back and forth.

[0016] With this configuration, the drive means can move the platform forward and backward in the direction of approaching and separating from the ship.

[0017] The invention described in claim 5, in the configuration of the invention described in claim 1 or claim 2, further comprises a base fixed to the mooring area and a connection means for connecting the contactor to the base, and the connection means holds the contactor so that the ship can move forward and backward in the direction of approaching and leaving the mooring area.

[0018] With this configuration, the contactor has a range of motion in the direction of approaching and receding from the mooring area, so that it moves toward and away from the mooring area in accordance with the movement of the ship while moored.

[0019] The invention described in claim 6 is such that, in the configuration of the invention described in claim 1 or claim 2, the ship capture unit further includes a stand fixed to the mooring area and a connection means for connecting the contactor to the stand, and the connection means includes a lifting guide member for holding the contactor so that it can be raised and lowered relative to the stand.

[0020] With this configuration, the contactor has a vertical range of motion relative to the mooring area, so that it rises and falls in accordance with the rise and fall of the moored ship.

[0021] The invention described in claim 7 is the same as the invention described in claim 6, in which the lift guide member includes a guide portion having a groove portion extending in the vertical direction provided on the stand, and a roller portion attached to the contact and movable in the vertical direction within the groove portion.

[0022] With this configuration, the contact can move up and down along the guide portion, so that it rises and falls in accordance with the rise and fall of the moored ship.

[0023] The invention described in claim 8 is the same as the configuration of the invention described in claim 1 or claim 2, further comprising an impact plate provided on the impact surface of the fender, and the ship capture unit is arranged on the surface of the impact plate.

[0024] With this configuration, the vessel capture unit, the impact plate, and the fender are integrated. When a vessel comes alongside, only the contact of the vessel capture unit comes into contact with the hull, and the fender absorbs the coming alongside load via the vessel capture unit and the impact plate.

[0025] The invention described in claim 9 is the same as the invention described in claim 1 or claim 2, in which the ship capture unit further comprises a support plate that supports the rear side of the contactor, a base that is fixed to the mooring area, and a connection means that connects the contactor and the base.

[0026] With this configuration, the support plate supports the back surface of the contact piece, so that the contact piece comes into contact with the hull of the ship when coming alongside the ship, and the support plate supports the coming alongside pressure applied from the hull to the contact piece when coming alongside the ship.

[0027] The invention described in claim 10, in the configuration of the invention described in claim 1 or claim 2, further comprises an impact plate covering the impact surface of the fender, and a plurality of ship capture units are arranged surrounding the periphery of the impact plate.

[0028] With this configuration, when the ship comes alongside the ship, the ship's hull comes into contact with the impact plate and the multiple ship capturing units. Effect of the Invention

[0029] According to the invention described in claim 1, when a ship comes alongside, the fenders can mainly bear the ship's coming alongside pressure, and the ship capture unit is less susceptible to coming alongside pressure from the ship, so the structure of the ship capture unit can be simplified and installation costs can be reduced. After coming alongside, the ship capture unit maintains its fixed state with the hull, so that it exerts resistance against the ship leaving the shore, and the ship's mooring state can be stabilized.

[0030] The invention described in claim 2, in addition to the effects of the invention described in claim 1, can control multiple ship capture units independently of each other, thereby optimizing the mooring condition of the ship by setting appropriate capture conditions according to the ship's mooring situation.

[0031] The invention described in claim 3, in addition to the effects of the invention described in claim 1 or 2, has the advantage that the platform acquires a range of motion in the direction in which the ship approaches and leaves the mooring area, and moves forward and backward in response to the movement of the moored ship. This allows the platform to follow the horizontal movement of the moored ship caused by the action of waves, thereby reducing the mechanical strength required to maintain the contact state of the contactor and making it easier to maintain the contact state of the contactor with the hull, thereby more reliably maintaining the moored state of the ship.

[0032] The invention described in claim 4 has the effect of the invention described in claim 3, and in addition, the driving means can move the platform forward and backward in the direction of approaching and retracting the ship, so that moving the platform forward makes it easier to bring the contactor into contact with the ship's hull. By moving the platform backward with the contactor fixed to the ship's hull, the ship can be maintained in a moored state close to the mooring area.

[0033] The invention described in claim 5, in addition to the effects of the invention described in claim 1 or claim 2, has the advantage that the contactor acquires a range of motion in the direction of approaching and retracting from the mooring area, and moves toward and away from the mooring area in accordance with the movement of the moored ship. This allows the contactor to follow the horizontal movement of the moored ship caused by the action of waves, thereby reducing the mechanical strength of the connection means required to maintain the contact state of the contactor and making it easier to maintain the contact state of the contactor with the hull, thereby more reliably maintaining the moored state of the ship.

[0034] The invention described in claim 6 has the effects of the invention described in claim 1 or claim 2, and in addition, since the contactor acquires a range of motion in the vertical direction relative to the mooring area, it rises and falls in accordance with the rise and fall of the moored ship, and can therefore follow the rise and fall of the moored ship due to changes in tide levels. This reduces the mechanical strength of the connection means required to maintain the contact state of the contactor, and makes it easier to maintain the contact state of the contactor against the hull, thereby more reliably maintaining the moored state of the ship.

[0035] The invention described in claim 7 has the same effect as the invention described in claim 6, and in addition, the contactor can move vertically along the guide section and rise and fall in accordance with the rise and fall of the moored ship. Since the rise and fall of the contactor is guided by the combination of the guide section and the roller section, the up and down movement of the contactor in response to changes in the tide level becomes smoother, and the usable period of the movable section can be extended.

[0036] The invention of claim 8 has the effects of the invention of claim 1 or claim 2, in addition to the effects of the invention, the ship capture unit, the impact plate, and the fender are integrated, and when a ship comes alongside, only the contact of the ship capture unit comes into contact with the hull, and the fender absorbs the ship's load via the ship capture unit and the impact plate. Therefore, when designing the contact position with the ship when coming alongside, there is no need to consider the fender because it does not come into contact, and only the contact needs to be considered, making the design easier. Since the ship capture unit is integrated with the fender, the number of parts can be reduced, and installation costs are reduced. Also, there is no need to process the area around the fender, making construction work more efficient.

[0037] The invention of claim 9 has the effects of the invention of claim 1 or 2, in addition to the effects of the invention of claim 1 or 2. The support plate supports the back surface of the contactor, and the contact state of the contactor with the hull when coming alongside is made uniform, so that the contactor can be brought into contact with the hull in an appropriate state, improving the reliability of the contact state. The support plate supports the coming alongside pressure applied from the hull to the contactor when coming alongside, improving the load resistance of the ship capture unit.

[0038] The invention of claim 10 has the effects of the invention of claim 1 or 2, in addition to the effects of the invention of claim 1 or 2, since when a ship comes alongside, the ship's hull comes into contact with the impact plate and the multiple ship capture units, and the timing at which the ship's hull comes into contact with the multiple ship capture units can be aligned based on the impact plate, so that the ship capture units can be reliably brought into contact with the hull. Since the ship capture units arranged around the impact plate support part of the coming alongside pressure, the structural stability of the impact plate is increased, and the pressure resistance of the fender structure can be improved. [Brief description of the drawings]

[0039] [Figure 1] FIG. 1 is a perspective view showing a first embodiment of a fender structure according to the present invention. [Diagram 2] FIG. 2 is an exploded perspective view showing the components of a vessel capturing unit used in the fender structure of FIG. 1. [Diagram 3] 3A and 3B show a contact portion of the vessel capturing unit shown in FIG. 2, in which (A) is a front view and (B) is a cross-sectional view taken along line bb in (A). [Figure 4] 2A, 2B, and 2C show the installation state of a fender with a shock plate used in the fender structure of FIG. 1, in which (A) is a plan view, (B) is a front view, and (C) is a right side view. [Diagram 5] 2 is a side view showing the initial state in which the contact of the vessel capturing unit is retracted in the fender structure of FIG. 1. FIG. [Figure 6] 2 is a side view showing an operating state in which the contact of the vessel capturing unit is advanced in the fender structure of FIG. 1. FIG. [Figure 7]FIG. 2 is a perspective view showing a second embodiment of a fender structure according to the present invention. [Figure 8] FIG. 11 is an exploded perspective view showing an example of a means for configuring a contact in a vessel capturing unit to be able to move up and down, relating to a third embodiment of the fender structure according to the present invention. [Figure 9] 9 is a perspective view showing a state in which the contact of FIG. 8 is attached to an elevation guide member. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0040] [First embodiment] FIG. 1 is an oblique view showing a first embodiment of the fender structure of the present invention, FIG. 2 is an oblique view showing the components of a ship capture unit used in the fender structure of FIG. 1 in an exploded manner, FIG. 3 shows the contact portion of the ship capture unit shown in FIG. 2, where (A) is a front view and (B) is a cross-sectional view along line bb in (A), FIG. 4 shows the installation state of a fender with a shock plate used in the fender structure of FIG. 1, where (A) is a plan view, (B) is a front view and (C) is a right side view, FIG. 5 is a side view showing the initial state in which the contact of the ship capture unit has been retracted in the fender structure of FIG. 1, and FIG. 6 is a side view showing the operating state in which the contact of the ship capture unit has been advanced in the fender structure of FIG. 1.

[0041] With reference to FIG. 1, the fender structure S1 is installed in a mooring area R, such as the side of a quay, where a ship comes alongside and is moored, in a mooring facility Q, such as a quay.

[0042] The fender structure S1 in this example includes a fender with a shock plate 10 attached to the mooring area R, and a ship capture unit 20 arranged around the fender with a shock plate 10 and equipped with a contact 21 that comes into contact with the hull of the ship when the ship comes alongside.

[0043] In this example, a pedestal C constructed of, for example, concrete is provided on the upper surface of a quay, which is a mooring facility Q, and a fender with impact plate 10 is attached so as to cover the upper part of the quay side and the front of the pedestal C. Then, two ship capture units 20 are provided on the upper surface of the pedestal C, and one each on the upper surface of the quay on the left and right sides of the pedestal C, so as to surround the upper part and the left and right sides of the fender with impact plate 10. In this way, by providing a plurality of ship capture units 20 near the fender with impact plate 10, it becomes possible to cope with the docking pressure from a ship approaching from an oblique direction.

[0044] (Ship Capture Unit) 2, the vessel capturing unit 20 has a contact 21, a stand 23, and a connection means 22 that connects the contact 21 to the stand 23. Inside the stand 23, a vacuum pump 24 and other decompression means, a vacuum gauge (not shown), and other devices are housed, and these are connected to the contact 21 by a vacuum hose 25. At the bottom of the stand 23, an advance / retract guide means 26 for moving the stand 23 forward and backward is provided.

[0045] (Contact) Next, the contactor 21 for capturing a vessel will be described. Referring to FIG. 3, the contactor 21 of this example is composed of a support plate 21a made of a metal plate or a synthetic resin plate, and a suction cup part made of an elastic material provided on the surface of the support plate 21a. The suction cup part has a double structure having an annular outer peripheral part 21b and an inner peripheral part 21c. The inner peripheral part 21c is formed of an elastic material with relatively high strength such as a fiber-reinforced rubber sheet, and has a tapered shape that widens at the tip. The outer peripheral part 21b is made of an elastic material with relatively high deformability such as a rubber material, and has a hollow ring shape. Two through holes are formed in the inner area of ​​the inner peripheral part 21c of the support plate 21a, and one of the through holes 21d is connected to a pressure reducing means such as a vacuum pump 24 via a vacuum hose 25 or the like. The other through hole 21e is connected to a pressure measuring instrument such as a vacuum gauge (not shown). Furthermore, two through holes are formed in the annular region between the outer peripheral portion 21b and the inner peripheral portion 21c of the support plate 21a, and one of the through holes, 21f, is connected to a pressure reducing means such as a vacuum pump via a vacuum hose or the like, and the other through hole, 21g, is connected to a pressure measuring instrument such as a vacuum gauge (not shown).

[0046] The inner peripheral portion 21c constituting the suction cup portion is configured to protrude slightly forward from the outer peripheral portion 21b. Based on this configuration, in the initial capture operation when the ship comes alongside, the inner peripheral portion 21c first comes into contact with the ship's hull. Then, by reducing the pressure inside the inner region of the inner peripheral portion 21c, the contactor 21 approaches the hull, so that the outer peripheral portion 21b can be quickly brought into contact with the hull. In this state, the contactor 21 can be reliably fixed to the ship's hull by reducing the pressure of the space between the outer peripheral portion 21b and the inner peripheral portion 21c. In this way, the vacuum pump 24 and the vacuum hose 25 function as a fixing means for maintaining the contact state of the contactor 21 so that it does not move from the contact position with the ship's hull. As a result of the contactor 21 being maintained in a fixed state with respect to the hull, the ship capture unit 20 can exert a resistance force against the ship leaving the shore.

[0047] In addition, the length of the vacuum hose 25 connecting the contactor 21 and the vacuum pump 24 is set to a length equal to or greater than the maximum movable range of the contactor 21 when the contactor 21 is configured to be movable relative to the base 23. It is desirable that the vacuum pump provided for each base 23 be individually controllable for each vessel capturing unit 20.

[0048] (Connection means) The connecting means 22 connecting the contactor 21 and the base 23 may be, for example, a link mechanism in which both ends of a lever 22a are rotatably connected to the contactor 21 and the base 23 by pins 22b and 22c, respectively (see FIG. 4). The connecting means 22 in this example is configured so that the lever 22a can rotate in the direction in which the ship approaches and leaves the mooring area R, which facilitates the operation of bringing the contactor 21 into contact when capturing the ship and the maintenance of the state in which the contactor 21 is fixed to the hull after capture.

[0049] The support plate 21a of the contactor 21 and the base 23 may be connected by a hydraulic cylinder that hydraulically extends and retracts the rod, and the contactor 21 and the rod may be connected by a free joint. With this configuration, the free joint allows the displacement of the contactor to follow the rocking of the ship, preventing damage to the ship capture unit. Also, the contactor can be moved forward and backward appropriately to follow the docking and undocking of the ship, preventing damage to the ship capture unit.

[0050] (Advance / retreat guidance means) The advance / retract guide means 26 is for enabling the platform 23 to move in the front-rear direction as viewed from the ship side when the mooring area R is seen, that is, in a direction substantially perpendicular to the side of the wharf or the like which constitutes the mooring area R. This is, for example, a linear guide device, and is configured to include a rail section 27 provided on the underside of the platform 23, and a base section 29 having a groove section 28 into which the rail section 27 fits. In this example, each ship capturing unit 20 is installed on the base C or the mooring facility Q via the advance / retract guide means 26.

[0051] By providing the forward and backward guide means 26, the platform 23 of the vessel capturing unit 20 acquires a range of motion in the forward and backward directions relative to the vessel coming alongside, making it easier to capture vessels approaching the quay.

[0052] Although not shown in the figures, the advance / retract guide means 26 may include a drive means for advancing and retracting the platform 23. For example, a hydraulic cylinder may be used as the drive means. The hydraulic cylinder can suppress the movement of the captured ship. A hydraulic pump (not shown) for controlling the hydraulic cylinder is provided inside the platform 23, and by protecting it from flooding due to waves and sea breezes, the occurrence of mechanical failure is suppressed.

[0053] As the driving means, in addition to a hydraulic cylinder, an air cylinder, a ball screw, a mechanism using a rack and pinion, an electromagnetic plunger, etc. In this case, the driving source may be electric power or human power.

[0054] Furthermore, if the advance / retract drive means such as hydraulic cylinders or air cylinders are detachably configured for the contacts 21 and the stand 23, when a malfunction occurs due to damage or deterioration of these members, only the malfunctioning parts can be easily replaced, which facilitates maintenance and reduces maintenance costs. In particular, since large-scale work is not required for replacement, the replacement work can be carried out in a short time when the ship is not at berth. As a result, the period during which the fender structure is unavailable due to maintenance can be shortened.

[0055] (Fender with shock plate) Referring to FIG. 4, in this example, a fender 10 with an impact plate is used as a means for mitigating the impact when a ship comes alongside. This is composed of a rectangular impact plate 11 having a smooth impact surface 11a on its surface, and a plurality of V-shaped fenders 12 attached to its back side. In this example, nine fenders 12 are arranged in three rows and three columns. An engagement portion 11b that protrudes perpendicularly to the back side is formed on the upper end of the impact plate 11. When attaching the impact plate 11, this engagement portion 11b is engaged with the upper end surface of the base C. The impact plate 11 is placed in the mooring area R by fixing its four side portions to the base C or mooring facility Q using appropriate mounting fixtures (not shown).

[0056] (Vessel capture operations) Next, the capturing operation when a ship comes alongside by the ship capturing unit 20 of this embodiment will be described. Generally, there are two main methods for a ship to come alongside: one is to directly push the ship with a tugboat, and the other is to berth the ship by steering the rudder.

[0057] 5, the contactor 21 and the platform 23 of the vessel capturing unit 20 are both driven to move forward and backward by a hydraulic cylinder and a hydraulic pump. In an initial state where the vessel is not moored, both the contactor 21 and the platform 23 are held in the retreated position.

[0058] 6, when a ship is moored in the mooring area R, the hydraulic pump for the contactor 21 is controlled to extend the cylinder rod of the hydraulic cylinder, and the contactor 21 is advanced toward the ship that is to be docked. Furthermore, the hydraulic pump for the platform 23 is controlled to drive the hydraulic cylinder, and the platform 23 is advanced toward the ship, making it easier for the contactor 21 to come into contact with the hull of the ship.

[0059] When the contactor 21 comes into contact with the hull of the ship, the vacuum pump 24 is operated to reduce the pressure in the internal space of the suction cup portion consisting of the outer periphery 21b and inner periphery 21c of the contactor 21. At this time, the contact between the contactor 21 and the ship may be detected by a contact sensor, a pressure sensor, or the like. The contactor 21 is fixed at the contact position against the surface of the ship by creating a vacuum inside the suction cup portion. By maintaining this contact state, the ship is captured and a resistance force is exerted against the ship leaving the mooring area R.

[0060] After the contactor 21 is fixed to the ship, the hydraulic cylinder of the contactor 21 is contracted to maintain the ship alongside. Furthermore, the hydraulic cylinder of the platform 23 is also contracted to move the platform 23 backward, thereby supporting the ship coming alongside.

[0061] The maximum approach position of the ship to the mooring area R is determined by the installation position of the fender 12. In this example, the position where the ship's hull comes into contact with the impact plate 11 of the impact plate-equipped fender 10 is the maximum approach position. Therefore, the ship can be brought toward the mooring area R until it comes into contact with the impact surface 11a of the impact plate 11, so that the strict setting of the ship's stopping position can be omitted. At that time, the impact plate-equipped fender 10 prevents the ship from directly coming into contact with the mooring area R, and damage to the ship's hull can be avoided. In addition, since the force pulling the ship toward the mooring area R can be continuously applied by the hydraulic pressure, the ship's mooring state can be reliably stabilized. During the capture and holding of the ship, the hydraulic cylinder may be hydraulically controlled to adjust the advance amount of the contact 21 and / or the platform 23 depending on the situation.

[0062] However, while the ship is moored, depending on the strength of the waves and wind, the ship may roll in the fore-and-aft direction or yaw in the horizontal direction, which may adversely affect the anchoring condition of the contactor 21. In order to deal with such ship rolling, it is possible to control the ship capturing unit 20.

[0063] In order to control the fixing force of the contactor 21 to the hull, a vacuum gauge is used to measure the degree of vacuum (air pressure) in the suction cup part. When the degree of vacuum measured by the vacuum gauge is equal to or greater than a specified value, it is determined that the vessel capture is stable, and the number of vessel capture units 20 in use is reduced, and the number of vacuum pumps 25 in use is kept low, thereby saving power consumption. When the vessel rocks due to wave conditions and the degree of vacuum falls below a specified value, it is determined that the fixing force of the contactor 21 has decreased, and the decompression capacity of the vacuum pump 25 is increased, or the number of contactors 21 in use is increased, promoting the stabilization of the vessel's mooring state.

[0064] Alternatively, the amount of extension of a hydraulic cylinder provided on the contact 21 or the frame 23 may be used as a criterion for determining the state of attachment of the contact 21 to the hull. If the amount of extension of the hydraulic cylinder exceeds a specified value, it is determined that a force in the direction of leaving the hull is acting on the hull, and the decompression capacity of the vacuum pump is increased or the number of contacts 21 used is increased to stabilize the mooring state of the ship.

[0065] When the ship leaves the berth, the procedure is reversed from the capturing operation when coming alongside. That is, while maintaining the contactor 21 fixed to the hull, the hydraulic cylinders of the contactor 21 and the platform 23 are extended to apply a pressing force to the ship in a direction away from the mooring area R. Then, when the ship leaves the mooring area R and begins to navigate, the vacuum pump is stopped and the pressure inside the suction cup is returned to atmospheric pressure. This releases the contactor from its fixed state, allowing the ship to leave the berth safely.

[0066] [Second embodiment] FIG. 7 is a perspective view showing a second embodiment of a fender structure according to the present invention.

[0067] As shown in the figure, the fender structure S2 of this example has multiple ship capture units 40 arranged on the surface of the impact plate 11 of the impact plate-equipped fender 10, which is attached so as to cover the upper part of the base C and the mooring area R.

[0068] The impact fender 10 is fixed by connecting both ends of the impact plate 11 to the mooring area R with chains. In this case, it is preferable to provide a chain attachment section in advance on the mooring area R side. By fastening the impact fender 10 to the mooring area R with a chain, it is possible to restrict displacement of the ship in the direction of leaving the shore. Furthermore, an inexpensive chain can be used as a fixing means for the impact fender 10, which helps to reduce installation costs.

[0069] The vessel capture unit 40 of this embodiment differs from the first embodiment in that it includes only the contact 41 and does not include a connection portion and a base. The contact 41 has a common configuration with the first embodiment, and the support plate 41a is attached to the impact plate 11. Alternatively, only the suction cup portion consisting of the outer peripheral portion 41b and the inner peripheral portion 41c may be directly attached to the impact plate 11.

[0070] When there is a single contact 41, it is preferable to attach it to the central region of the impact plate 11 in order to withstand the compressive stress from the ship, and when multiple contacts are arranged, it is preferable to arrange them evenly in the central region.

[0071] In this example, when a vacuum pump (not shown) for applying negative pressure to the contactor is installed behind the impact plate-equipped fender 10, a through hole is formed in the impact plate 11, and the contactor 21 and the vacuum pump are connected via a vacuum hose inserted into this through hole.

[0072] [Third embodiment] Figure 8 relates to a third embodiment of the fender structure according to the present invention, and is an exploded oblique view showing an example of a means for configuring a contact in a ship capturing unit to be able to be raised and lowered, and Figure 9 is a perspective view showing the contact of Figure 8 assembled to a lifting guide member.

[0073] The fender structure S3 of this example is configured to hold at least the contact 51 of the vessel capture unit 50 in a liftable manner. In this example, the fender 10 with impact plate is attached so as to cover the base C and a part of the mooring area R, which is the same as the first and second embodiments.

[0074] Referring to FIG. 8, in this example, a pair of guide parts 30 extending in the vertical direction are provided on the surface of the impact plate 11. The guide parts 30 are long members made of, for example, channel steel and provided with groove parts 31 with a U-shaped cross section facing each other. On the other hand, in the vessel capture unit 50, a slide plate 52 having a contactor 51 disposed on its surface is provided, and roller parts 53 are provided on the left and right sides of the slide plate 52 by brackets 54. Referring to FIG. 9, the slide plate 52 is disposed between the pair of guide parts 30, and the left and right roller parts 53 are inserted into the groove parts 31 of the guide part 30 so as to be movable in the vertical direction, thereby allowing the contactor 51 of the vessel capture unit 50 to be freely raised and lowered.

[0075] With this configuration, even if the ship moored in the mooring area R moves up and down due to changes in the tide level or changes in the draft caused by an increase or decrease in the amount of cargo carried, the roller section 53 can move smoothly up and down within the guide section 30, so the contactor 51 can move up and down following the hull. Therefore, the fixed state of the contactor 51 to the hull is not lost, and the mooring state of the ship can be stabilized.

[0076] In addition, the fender structure of the present invention may be installed in a mooring facility with a plurality of fenders at intervals depending on the size of the ship to be moored. Furthermore, when the ship capture unit of each fender structure has a plurality of contacts, the contacts are arranged at intervals in the vertical or horizontal direction. Therefore, it is considered that the plurality of contacts can be used depending on the mooring state of the ship.

[0077] For example, when a ship rolls, it is preferable to use a contactor located as far away from the center of gravity of the ship, i.e., as high up as possible. Also, when the ship yaws, it is preferable to use a fender structure located at least in two places, on the bow side and the stern side.

[0078] In the above embodiment, the fender includes a shock plate, but the shock plate may be omitted, and the shape of the shock plate as viewed from the front is not limited to the rectangular shape shown in the drawings, but may be a circle, an ellipse, an oval, a polygon, etc. Also, a V-shaped fender is used, but the type of fender is not limited.

[0079] In the above embodiment, a vacuum pump is used as a means for fixing the contact to the hull. However, an electromagnet may be used for the contact, and the state of fixation to the hull may be adjusted by controlling the state of electrical current.

[0080] In the first embodiment, the vacuum pump is placed inside the stand, but it is also possible to install a single vacuum pump capable of simultaneously creating negative pressure in multiple contacts inside or behind the stand and connect it to each contact by piping.

[0081] In the first embodiment, the platform is configured to move forward and backward in the fore-and-aft direction, but it may be configured to be movable in a direction perpendicular to the ship approaching and leaving direction (left and right direction when the mooring area such as a quay is viewed from the front) using a two-axis linear guide. This increases the range of motion of the contactor, improving the ability to capture the ship. Also, a limit mechanism may be provided in the linear guide or other advance / retract guiding means to prevent the operation tolerance from being exceeded.

[0082] The support plate, the outer periphery and the inner periphery constituting the contact may each be easily removable, which facilitates maintenance work such as part replacement and repair.

[0083] An operating control panel for operating the vessel capturing unit may be located near the base.

[0084] Although the drawings show an example of the base being a trapezoidal prism when viewed from the side, the base may be a rectangular or sectorial prism when viewed from the side, and the shape of the base is not limited. In the above embodiment, the base is made of concrete, but it may be made of metal or synthetic resin. Furthermore, the base may be omitted.

[0085] A reflective laser sensor or ultrasonic sensor capable of measuring the distance to the ship may be provided, so that when the distance to the ship reaches a specified value, the contactor automatically initiates contact with the hull. [Explanation of symbols]

[0086] 10…Fender with shock plate 11…impact plate 11a...impact surface 11b...Locking part 12...Fender 20…Ship Capture Unit 21...Contact 21a...Base plate 21b...Outer periphery 21c…Inner circumference 22...Connection means 22a…Lever 22b…Pin 22c...Pin 23…Frame 24…Vacuum pump 25…Vacuum hose 26...Advance and retreat guidance means 27…Rail section 28…Groove 29…Base section 30…Guide section 31…Groove 40…Ship capture unit 41...Contact 41a...Base plate 41b…Outer periphery 41c...Inner circumference 50…Ship Capture Unit 51...Contact 52...Slide plate 53…Roller section Q: Mooring facility R…Mooring area S1…Fender structure S2…Fender structure S3…Fender structure In addition, the same symbols in each drawing indicate the same or corresponding parts.

Claims

1. A fender structure to be installed in a mooring facility having a mooring area for mooring a ship, A fender attached to the mooring facility to absorb shock when the ship comes alongside; a ship capturing unit that is disposed integrally with the fender or around the fender, and that has a contactor that contacts the hull of the ship when the ship comes alongside, and a fixing means that fixes the contactor at a contact position with the hull, and that exerts resistance against the ship leaving the shore by maintaining the fixed state of the contactor. Fender structure.

2. A plurality of the vessel capture units are disposed; 2. The fender structure of claim 1, wherein a plurality of said vessel capture units are controllable independently of one another.

3. The vessel capture unit further comprises a platform disposed at the mooring facility; The fender structure according to claim 1 or 2, wherein the platform is configured so that the ship can advance and retreat along a direction in which the ship approaches and leaves the mooring area.

4. The fender structure according to claim 3 , further comprising a driving means for moving the frame back and forth.

5. The vessel capture unit further comprises a platform arranged at the mooring facility and a connection means for connecting the contact and the platform; 3. The fender structure according to claim 1 or 2, wherein the connection means holds the contact so that the ship can move forward and backward along a direction in which the ship approaches and leaves the mooring area.

6. The vessel capture unit further includes a platform arranged at the mooring facility, and a connection means for connecting the contact and the platform, 3. The fender structure according to claim 1, wherein the connecting means includes a lift guide member for holding the contact so that the contact can be lifted and lowered relative to the base.

7. The fender structure according to claim 6, wherein the lifting guide member comprises a guide portion provided on the base and having a groove extending in the vertical direction, and a roller portion attached to the contact and movable in the vertical direction within the groove.

8. Further comprising an impact plate provided on the impact surface of the fender, 3. The fender structure according to claim 1 or 2, wherein the vessel capture unit is disposed on a surface of the impact plate.

9. The fender structure according to claim 1 or claim 2, wherein the vessel capture unit further comprises a support plate for supporting the rear side of the contact, a base fixed to the mooring area, and a connection means for connecting the contact and the base.

10. Further provided with an impact plate covering the impact surface of the fender, 3. The fender structure according to claim 1, wherein a plurality of the vessel capturing units are arranged so as to surround the periphery of the impact plate.

Images