Fender and vessel

Abstract

To provide a fender with easy attaching ability to a vessel as well as being capable of efficiently absorbing impact force working on a bow of the vessel during aboardage to an offshore structure, and a vessel.SOLUTION: A fender 2 is attached to a bow unit of a hull 19 and is composed of a body unit 20 consisting of a first member 201 filled with first elastic material 203 and a second member 202 filled with second elastic material 204 with relatively lower elasticity than the first elastic material 203, and a protection sheet 21 covering the body unit 20. Regarding attachment of the fender 2 to the hull 19, a belt body 3 is hang around to cross the fender material on a protection surface 206 side of the fender 2.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a fender and a ship. More specifically, the present invention relates to a fender and a ship that can be easily attached to a ship and can efficiently absorb the impact force acting on the bow of the ship when it comes alongside an offshore structure. [Background technology]

[0002] In recent years, there has been growing interest in power generation devices that utilize clean energy due to concerns about global warming. One such power generation device is a wind turbine. A wind turbine uses wind speed to rotate blades, and converts the rotational energy obtained by the rotation of the blades into electrical energy.

[0003] On the other hand, wind turbines can produce noise and vibrations that can affect the living environment, and because their installation requires careful consideration of the impact on living spaces, they are often installed in mountainous areas, away from residential areas. However, it is difficult to secure land for installing large wind turbines in mountainous areas, and it is also difficult to secure transportation routes to the turbines and install power transmission lines, etc. For this reason, offshore wind turbines, which are installed in the ocean, have become increasingly popular in recent years.

[0004] In order to improve the operating rate of a wind turbine generator, regular maintenance and inspections are extremely important to ensure that each piece of equipment in the wind turbine generator always operates normally. However, with the above-mentioned offshore wind turbine generator, the challenge is to transport maintenance workers to the offshore wind turbine generator safely and at low cost.

[0005] Ships are generally used as transportation means in the ocean, but when a ship comes alongside the base of an offshore wind turbine, or when the ship rocks due to waves or wind while moored, impact forces occur between the base and the ship. In order to absorb such impact forces and protect the ship's hull and crew, it is necessary to install fenders as shock absorbers on the hull and base, as disclosed in Patent Documents 1 and 2. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-245945 [Patent Document 2] Japanese Patent Application Laid-Open No. 2014-189985 Summary of the Invention [Problem to be solved by the invention]

[0007] When a ship is moored alongside an offshore wind turbine, due to mooring space issues, the ship's bow must be moored to the base, necessitating a fender that primarily protects the bow of the ship. In this regard, the fenders disclosed in Patent Documents 1 and 2 are designed for mooring the side of the ship alongside a quay at a port or the like, and cannot be applied to ships moored alongside marine structures, including offshore wind turbines.

[0008] Furthermore, when a fishing boat, for example, is used as a vessel to transport workers to an offshore wind power generation facility, it is necessary to temporarily install fenders on the fishing boat to prevent damage to the hull or marine structures, since fishing boats are not originally intended for transporting workers. In this case, taking into consideration the ease of attaching the fenders to the hull, the fenders must not only be lightweight so that workers can easily attach and detach them manually, but also have a certain strength to protect the hull from impacts in the event of a collision, and be able to be firmly attached to the hull.

[0009] The present invention was devised in consideration of the above points, and aims to provide a fender and a ship that are easy to attach to a ship and can efficiently absorb the impact force acting on the bow of the ship when it comes alongside an offshore structure. [Means for solving the problem]

[0010] In order to achieve the above-mentioned object, the fender of the present invention is a fender to be attached to the bow portion of a hull, and comprises a main body portion including a first member which includes a contact surface that contacts the bow portion of the hull and is filled with a first elastic material, and a second member which is laminated on the first member and includes an impact surface on the surface opposite to the surface facing the first member that receives external loads and is filled with a second elastic material having an elastic modulus relatively lower than that of the first elastic material.

[0011] Here, by providing a first member that includes an abutment surface that abuts against the bow portion of the hull and is filled with a first elastic material, the bow portion is protected by the first member, and the first member filled with the first elastic material absorbs the impact when the bow portion is moored to the marine structure, preventing damage to the bow portion of the hull.

[0012] Furthermore, by providing a second member that is laminated on the first member and includes an impact-receiving surface on the surface opposite to the surface facing the first member that receives an external load and is filled with a second elastic material with a relatively lower elastic modulus than the first elastic material, the impact received at the impact-receiving surface when the bow of the hull comes alongside the marine structure is first absorbed by the second member and then by the first member located on the bow side.In this case, because the elastic modulus of the second elastic material is relatively lower than that of the first elastic material, the external load (impact force) can be absorbed efficiently and the transmission of the impact force to the hull can be significantly reduced.

[0013] Furthermore, when the first elastic material is rubber sponge and the second elastic material is polyethylene foam, as described above, by applying elastic materials with different elastic moduli to the first and second members, impact force can be efficiently absorbed.

[0014] Furthermore, when the main body is covered with a protective sheet, the main body is not exposed to the outside, and damage to the main body or deterioration over time can be prevented. Furthermore, by interposing a reinforcing material between the protective sheet and the impact-receiving surface or between the protective sheet and the abutting surface, the rigidity of the fender can be increased and deformation of the shape when an external load acts on the fender can be prevented.

[0015] Furthermore, if the second elastic material is divided into multiple pieces by incisions, when the fender is installed along the bow of the hull, the fender can more easily follow the shape of the bow, thereby improving the adhesion between the fender and the hull and allowing the fender to be more firmly fixed to the hull.

[0016] Furthermore, the main body is a small piece formed by integrating the first and second members, and when the small pieces are arranged side by side without any gaps within the protective sheet, the fender can be constructed by combining the small pieces according to the size of the ship on which it is to be installed, which increases the flexibility in installing the fender and makes installation work more efficient.

[0017] Furthermore, if handles for holding the small pieces are attached to predetermined positions on the small pieces, when storing and aligning the small pieces inside the protective sheet, the worker can grasp the handles and carry the small pieces, thereby improving workability.

[0018] Furthermore, if a belt passage is formed at a predetermined position on the protective sheet through which a belt body can be inserted to restrain the main body to the hull, when the belt body is used to secure the fender to the hull, the belt body can be inserted into the belt passage to prevent the belt body from loosening, and the fender can be secured more firmly to the hull.

[0019] Furthermore, if the belt body has a first belt passage formed so that it can be inserted so as to intersect diagonally at approximately the center of the impact-receiving surface, by inserting the belt body into the first belt passage, the belt body can be wrapped around in a sash-like manner at approximately the center of the impact-receiving surface, thereby restricting not only horizontal movement of the fender but also vertical movement.

[0020] Furthermore, if the belt passage has a second belt passage formed so that the belt body can be inserted in the vertical direction of the impact surface, by inserting the belt body into the second belt passage, the vertical movement of the fender can be further restricted together with the belt body inserted into the first belt passage.

[0021] In order to achieve the above-mentioned object, the ship of the present invention comprises a hull, a first member including a contact surface that contacts the bow portion of the hull and is filled with a first elastic material, a second member that is laminated on the first member and includes an impact surface on the surface opposite to the surface facing the first member that receives external loads and is filled with a second elastic material having an elastic modulus that is relatively lower than that of the first elastic material, and a belt body that secures the fender to the hull.

[0022] Here, by providing a fender having a first member which includes a contact surface that contacts the bow portion of the hull and is filled with a first elastic material, and a second member which is laminated to the first member and includes an impact surface on the surface opposite to the surface facing the first member that receives external loads and is filled with a second elastic material having a relatively lower elastic modulus than the first elastic material, as described above, the fender can efficiently absorb the impact when the bow portion is moored to the marine structure, preventing damage to the bow portion of the hull.

[0023] Furthermore, by providing a belt body for fixing the fender to the hull, the fender can be firmly fixed to the hull with the belt body, and therefore, even if an external load acts on the fender, it is possible to prevent the fender from shifting from its fixed position on the hull or falling off the hull.

[0024] Furthermore, if the hull has a girder installed on the forward bow deck and extending in the width direction of the hull, and side walls on both starboard and port sides of the deck, and the belt body has a pair of first belt bodies that are looped from the side walls on the left and right along the outer surface of the hull to a predetermined position on the girder so as to form a sash shape at approximately the center of the impact-receiving surface of the fender, the first belt bodies can restrain the fender in the horizontal direction. Also, because the first belt bodies are looped in a sash shape over the impact-receiving surface, they can restrain the fender in the vertical direction as well as the horizontal direction.

[0025] Furthermore, if the belt body has a pair of second belt bodies that run vertically from the impact surface along the abutment surface to a predetermined position on the girder, the second belt bodies can restrain the fender in the vertical direction. Therefore, by using the second belt bodies in combination with the first belt body, the vertical restraining force can be further increased. [Effects of the Invention]

[0026] The fender and ship according to the present invention can be easily attached to the ship, and can efficiently absorb the impact force acting on the bow of the ship when it comes alongside an offshore structure. [Brief explanation of the drawings]

[0027] [Figure 1] 1 is a side view of a vessel according to an embodiment of the present invention. FIG. [Figure 2] 1 is a plan view of a ship according to an embodiment of the present invention. FIG. [Figure 3] FIG. 1 is an enlarged view of a main part showing a method for fixing a fender to a hull according to a first embodiment of the present invention. [Figure 4] 1A to 1C are diagrams showing a fender according to a first embodiment of the present invention, in which (a) is a plan view, (b) is a front view, and (c) is a side view. [Figure 5] 1A to 1C are diagrams showing a main body of a fender according to a first embodiment of the present invention, in which (a) is a plan view, (b) is a front view, and (c) is a side view. [Figure 6] FIG. 5(c) is a cross-sectional view taken along the line AA of FIG. [Figure 7] FIG. 10 is a view showing the main body of a fender according to a second embodiment of the present invention, with the individual small pieces arranged in parallel. [Figure 8] 5A to 5C are diagrams showing small pieces constituting a fender according to a second embodiment of the present invention, in which (a) is a plan view, (b) is a front view, and (c) is a side view. DETAILED DESCRIPTION OF THE INVENTION

[0028] Hereinafter, a fender and a ship according to an embodiment of the present invention will be described with reference to the drawings to facilitate understanding of the present invention. For ease of explanation, in each drawing, when the fender is attached to the hull, the direction facing upward is defined as the upward direction, the direction opposite to the upward direction is defined as the downward direction, the axial direction represented by the upward and downward directions is defined as the vertical direction, and the axial direction perpendicular to the vertical direction is defined as the horizontal direction.

[0029] [First embodiment] First, the overall configuration of a vessel 1 according to an embodiment of the present invention will be described with reference to Figures 1 to 3. The type of vessel to which the fender 2 is fitted is not particularly limited, but examples include small vessels with a gross tonnage of around 20 tons, such as cargo transport vessels, fishing boats, and pleasure boats.

[0030] The boat 1 is equipped with an engine 11 inside its hull 10, and a propeller shaft 12 extends obliquely downward and rearward from the engine 11. A propeller (not numbered) is attached to the tip of the propeller shaft 12, and the boat is configured to be propelled by the driving force of the engine 11. A rudder 13 is disposed at the rear end of the bottom of the hull 10, and left and right turning of the rudder 13 enables left and right turning. The boat 1 may also be a stern drive type boat that does not have a propeller shaft.

[0031] A cabin 14 with a wheelhouse is provided approximately in the center of the fore-and-aft of the hull 10. A bow deck 15 is formed in front of the cabin 14, and a girder 16 is installed on the bow deck 15 along the width of the hull to secure ropes for mooring the ship 1 to a quay.

[0032] An aft deck 17 is formed behind the cabin 14. Passageways are formed on both the left and right sides of the cabin 14, allowing passengers to move between the bow deck 15 and the aft deck 17. Furthermore, side walls 18 are erected on both the port and starboard sides of the hull 10 to prevent water splashes from hitting passengers while sailing.

[0033] A fender 2 that absorbs shock when the ship 1 comes alongside an offshore structure is fixed to the bow 19 of the ship 1 by a belt body 3. The detailed structure of the fender 2 will be described with reference to Figs. 4 to 6.

[0034] First, we will explain the overall configuration of the fender 2 according to the first embodiment. The fender 2 according to the first embodiment is attached to the bow 19 of the ship 1, and as shown in Figure 5, has a roughly rectangular parallelepiped shape and a main body 20 consisting of a laminated structure in which a first member 201 and a second member 202 filled with elastic materials having different elastic moduli are laminated together, and the reinforcing main body 20 is housed in a protective sheet 21.

[0035] Here, the fender 2 does not necessarily have to be approximately rectangular in shape, and its shape is not particularly limited as long as it can be attached to a ship and can absorb the impact force when moored to an offshore structure.

[0036] Figure 6 is a cross-sectional view taken along line AA of Figure 5(c). As shown in Figure 6, the first member 201 has a contact surface 205 that contacts the bow section 19 of the hull 10, and is filled inside with rubber sponge, which serves as a first elastic material 203. The second member 202 is laminated on the surface of the first member 201 opposite the contact surface 205 via a partition plate 207, and is filled with polyethylene foam, which serves as a second elastic material 204 that has a relatively lower elastic modulus than the first elastic material 203. The surface opposite the surface facing the first member 201 serves as an impact surface 206 that receives the impact force when the ship comes alongside the boat.

[0037] As described above, by setting the elastic modulus of the second elastic member 204 that receives the impact force to be lower than the elastic modulus of the first elastic member 203, the received impact force can be first reduced by the second member 202 and then further reduced by the first member 201. By absorbing the impact force in two stages in this way, the received impact force can be dispersed more efficiently, and the transmission of the impact force to the hull 10 can be prevented.

[0038] Here, the first elastic material 203 and the second elastic material 204 are not necessarily limited to the above-mentioned materials. The first elastic material 203 and the second elastic material 204 can be appropriately selected from materials that have a modulus of elasticity that is relatively lower than the modulus of elasticity of the first elastic material 203 and that can absorb shock.

[0039] Furthermore, the first member 201 and the second member 202 do not necessarily need to be stacked with the partition plate 207 in between, and the first member 201 and the second member 202 may be bonded together with an adhesive or the like to form an integrated unit.

[0040] As shown in FIG. 5, the second member 202 has cuts 208 formed in the horizontal and vertical directions with equal widths so that the filled second elastic material 204 is divided into a total of nine equally sized segments 204a to 204i.

[0041] In this way, by dividing the second elastic material 204 into segments 204a to 204i, when the fender 2 is attached to the bow section 19 of the hull 10, the second member 202 deforms horizontally and vertically starting from this notch 208 to conform to the shape of the bow section 19, thereby increasing the adhesion of the fender 2 to the hull 10 and further increasing the impact absorption capacity.

[0042] It should be noted that the second elastic material 204 does not necessarily have to be divided into segments 204a to 204i by the notches 208, but as mentioned above, from the viewpoint of increasing the adhesion of the fender 2 to the hull 10, it is preferable to divide the second elastic material 204 into segments 204a to 204i.

[0043] Furthermore, the second elastic member 204 does not necessarily have to be divided into segments of equal size, and the size of each segment 204a to 204i can be changed as appropriate depending on the shape of the bow section 19 to which it is attached.

[0044] Protective sheet 21 is made of a thermoplastic plastic material such as polyvinyl chloride. Main body 20, which is a laminated structure, is entirely covered with reinforcing base fabric 22, which is a polypropylene-based synthetic fiber, and is then housed within protective sheet 21. As shown in the cross-sectional view of Figure 6, reinforcing base fabric 22 is interposed between contact surface 205 and protective sheet 21, and between impact-receiving surface 206 and protective sheet 21.

[0045] Here, it is not necessary to cover the main body portion 20 with the reinforcing base fabric 22. However, by covering the main body portion 20 with the reinforcing base fabric 22, the strength of the main body portion 20 can be increased, thereby preventing deformation of the main body portion 20 due to repeated impacts and enabling the impact absorption capacity of the fender 2 to be maintained for a long period of time.

[0046] As shown in Figure 4, a belt passage 23 is formed on the impact-receiving surface 206 side of the protective sheet 21, through which part of the belt body 3 for fixing the fender 2 to the hull 10 can be inserted. The belt passage 23 is made up of a pair of first belt passages 231 formed diagonally so as to form a sash on the impact-receiving surface 206, and a pair of second belt passages 232 formed in the vertical direction at approximately the center position in the width direction of the fender 2. These belt passages 23 are made of the same sheet material as the protective sheet 21, and are attached to the protective sheet 21 so that openings are formed so that the belt body 3 can be inserted and removed from both ends of the belt passage 23.

[0047] Next, a method for fixing the fender 2 to the hull 10 will be explained with reference to Figures 1 to 4. When fixing the fender 2 to the hull 10, the belt member 3 is used, as described above. The belt member 3 is made up of a pair of first belt members 30a, 30b that are looped from the left and right side walls 18 along the outer surface of the hull 10 to a predetermined position on the girder 16 so as to form a cross shape approximately in the center of the impact-receiving surface 206 of the fender 2, and a pair of second belt members 31a, 31b that are looped from the impact-receiving surface 206 of the fender 2 along the abutment surface 205 in the vertical direction and looped to a predetermined position on the girder 16.

[0048] The first belt bodies 30a, 30b are composed of a pair of first fixed belts 301a, 301b attached in a sash shape to the first belt passage 231, and first connecting belts 302a, 302b, 302c, 302d that connect the first fixed belts 301a, 301b to the side walls 18 and the girder portion 16 of the hull 10.

[0049] The second belt bodies 31a, 31b are made up of a pair of second fixing belts 311a, 311b attached to the second belt path 232, and a pair of second connecting belts 312a, 312b connecting the second fixing belts 311a, 311b to the girder 16 of the hull 10. The first connecting belts 302a, 302b, 302c, 302d and the second connecting belts 312a, 312b are each tie-down belts equipped with a ratchet (no reference number given).

[0050] The first fixed belts 301a and 301b have ring-shaped fastening portions 303a, 303b, 303c, and 303d at both ends, and when the first fixed belts 301a and 301b are attached to the first belt path 231, the fastening portions 303a, 303b, 303c, and 303d at both ends are exposed from the opening of the first belt path 231.

[0051] Similarly to the first fixing belts 301a and 301b, the second fixing belts 311a and 311b also have ring-shaped locking portions 313a, 313b, 313c, and 313d at both ends. The second fixing belts 311a and 311b are installed so as to go around the fender 2 from the impact-receiving surface 206 on the front side of the fender 2 to the abutting surface 205 on the back side when attached to the second belt path 232.

[0052] As described above, the first fixing belts 301a and 301b have a total of four engaging portions 303a, 303b, 303c, and 303d exposed from the first belt path 231, and one end of each of the first connecting belts 302a, 302b, 302c, and 302d (two on each side, four in total) is engaged with each of these engaging portions 303a, 303b, 303c, and 303d to connect them to the first fixing belts 301a and 301b.

[0053] The other ends of the first connecting belts 302c, 302d connected to the lower engaging portions 303d, 303b are connected to drain holes (not shown) formed at predetermined positions on the left and right side walls 18. After the first fixing belts 301a, 301b and the first connecting belts 302a, 302b, 302c, 302d are connected, the ratchets are operated to tighten the first connecting belts 302a, 302b, 302c, 302d until there is no slack in the first connecting belts 302a, 302b, 302c, 302d, completing the connection.

[0054] As described above, by wrapping the first fixing belts 301a, 301b and the first connecting belts 302a, 302b, 302c, 302d around the fender 2 in a sash-like manner, it is possible to obtain a restraining force in the vertical direction as well as in the horizontal direction. Therefore, not only when a horizontal force acts on the fender 2, but also when a vertical force acts on the fender 2 in response to the up and down movement of the hull 10, the fender 2 can be stably fixed to the hull 10.

[0055] Here, the connection between the first connecting belts 302a, 302b, 302c, 302d and the hull 10 is not necessarily limited to the above-mentioned drain holes or girders 16. It is sufficient that the first belt bodies 30a, 30b can be attached so as to be wrapped around the impact-receiving surface 206 of the fender 2 in a sash-like manner, and for example, the first connecting belts 302a, 302b, 302c, 302d may be connected to engaging pieces or frame members attached to the hull 10.

[0056] Next, a method for connecting the second fixing belts 311a, 311b and the second connecting belts 312a, 312b will be described. The second fixing belts 311a, 311b, which are installed so as to wrap around the fender 2 in the vertical direction, are connected to the two second connecting belts 312a, 312b with the locking portions 313a, 313b, 313c, 313d at both ends overlapping. The other ends of these two second connecting belts 312a, 312b are then wrapped around and fixed to the girder 16 installed on the bow side.

[0057] As described above, by connecting the second fixing belts 311a, 311b and the second connecting belts 312a, 312b and holding the fender 2 in a suspended state, downward movement of the fender 2 can be suppressed, particularly when an upward force acts on the hull 10.

[0058] Here, the connection between the second connecting belts 312a, 312b and the hull 10 does not necessarily have to be by wrapping them around the girder 16, but the second connecting belts 312a, 312b may also be connected to engaging pieces or frame materials attached to the hull 10.

[0059] It is not necessary to attach the second belt members 31a and 31b. As mentioned above, even with only the first belt members 30a and 30b, the belt member 3 is arranged in a sash shape, so that a certain restraining force can be exerted in the vertical direction as well as the horizontal direction. However, by attaching the second belt members 31a and 31b, the restraining force in the vertical direction can be further increased, and even if a large impact is applied to the fender 2, the restraining force in the vertical direction of the fender 2 can be increased and displacement of the fender 2 can be prevented.

[0060] Furthermore, the second belt passages 232 do not need to be arranged in pairs on the left and right, and for example, one passage may be arranged at approximately the center position in the width direction of the fender 2. However, by arranging a pair of passages on the left and right, the fender 2 can be fixed to the hull 10 more stably.

[0061] With the above configuration, the fender 2 can be firmly attached to the bow of the hull 10, thereby efficiently absorbing the impact force when the bow of the hull 10 comes alongside the marine structure, preventing damage to the hull 10 and allowing workers on board the ship 1 to be safely transported to the marine structure.

[0062] [Second embodiment] Next, a second embodiment of the present invention will be described. In the following description, only the configurations different from the first embodiment will be mainly described, and the same components as those in the first embodiment will be denoted by the same reference numerals.

[0063] In the second embodiment, the configuration of the main body 20a is different from that of the first embodiment. As shown in Fig. 7, the main body 20a according to the second embodiment is configured such that the main body 20a is divided into a plurality of small pieces 209 (209a to 209e). By dividing the main body 20a into a plurality of small pieces 209a to 209e in this way, it becomes possible to increase or decrease the number of small pieces 209 stored in the protective sheet 21 or change the arrangement of the small pieces 209 depending on the size of the hull 10 of the ship 1 on which the fender 2 is to be installed, thereby further increasing the degree of freedom in installation.

[0064] Figure 8 is a diagram showing the detailed structure of one small piece 209. The small piece 209 is entirely covered with a reinforcing base fabric 22a, with the first member 201a and the second member 202a being integrated by bonding with an adhesive. When installing the fender 2 on the hull 10, the worker aligns the small pieces 209 in the width direction or height direction depending on the size of the hull 10, and places them side by side without any gaps within the protective sheet 21. At this time, handles 24 are attached to the periphery of the reinforcing base fabric 22a, so that when storing and aligning the small pieces 209 within the protective sheet 21, the worker can grasp these handles 24 and carry them, improving workability.

[0065] As described above, the fender 2a of the second embodiment does not require transporting a pre-fabricated finished product to the installation site, and small pieces 209 can be combined at the work site according to the size of the hull 10 on which the fender 2a is to be installed, thereby further improving workability.

[0066] As described above, the fender and ship of the present invention are easy to attach to a ship and can efficiently absorb the impact force acting on the bow of the ship when it comes alongside an offshore structure. [Explanation of symbols]

[0067] 1 ship 10 Hull 11 Engine 12 Propeller shaft 13 Rudder 14 Cabin 15 Fore deck 16 digits 17 Aft deck 18 Side wall 19 Fore part 2, 2a fender 20, 20a Main body 201, 201a First member 202, 202a Second member 203 First Elastic Material 204 Second elastic material 204a~204i Split piece 205 Contact surface 206 Impact surface 207 Partition 208 Cut 209 Small pieces 21 Protective Sheet 22, 22a Reinforcement base fabric 23 Belt passage 231 First Belt Passage 232 Second Belt Passage 24 Handle 3 Belt body 30a, 30b First belt body 301a, 301b First fixing belt 302a, 302b, 302c, 302d First connecting belt 303a, 303b, 303c, 303d Locking part 31a, 31b Second belt body 311a, 311b Second fixing belt 312a, 312b Second connecting belt 313a, 313b, 313c, 313d Locking part

Claims

1. A fender attached to the bow of a ship's hull. a first member including a contact surface that contacts the bow portion of the hull and is filled with a first elastic material; a second member that is laminated on the first member, includes a receiving surface that receives an external load on a surface opposite to a surface facing the first member, and is filled with a second elastic material having a relatively lower elastic modulus than the first elastic material; fender.

2. The first elastic material is rubber sponge, and the second elastic material is polyethylene foam. The fender according to claim 1.

3. The main body is covered with a protective sheet, Reinforcing materials are interposed between the contact surface and the protective sheet, and between the impact-receiving surface and the protective sheet. The fender according to claim 1 or 2.

4. The second elastic material is divided into a plurality of divided pieces by slits. The fender according to claim 1 or 2.

5. the main body portion is a small piece formed by integrating the first member and the second member, The small pieces are arranged in parallel without any gaps within the protective sheet. The fender according to claim 1 or 2.

6. A handle is attached to a predetermined position of the small piece for holding the small piece. The fender according to claim 5.

7. A belt passage through which a belt for restraining the main body to the hull can be inserted is formed at a predetermined position of the protective sheet. The fender according to claim 3.

8. The belt path is The belt body has a first belt passage formed so that it can be inserted so as to cross in a sash-like manner at approximately the center of the impact receiving surface. The fender according to claim 7.

9. The belt path is The belt body has a second belt passage formed so that it can be inserted in the vertical direction of the impact receiving surface. The fender according to claim 8.

10. The hull and a fender comprising: a first member including a contact surface that contacts the bow portion of the hull and filled with a first elastic material; and a second member that is laminated on the first member and includes an impact surface that receives an external load on a surface opposite to the surface facing the first member, and is filled with a second elastic material having an elastic modulus that is relatively lower than that of the first elastic material; a belt body for fixing the fender to the hull. ship.

11. The hull has a girder installed on the bow deck at the front and extending in the width direction of the hull, and side walls on both the left and right sides of the deck, The belt body has a pair of first belt bodies that are wound around from the left and right side walls along the outer surface of the hull to a predetermined position on the girder so as to form a cross-shaped belt at approximately the center of the impact surface of the fender.

11. The watercraft of claim 10.

12. The belt body has a pair of second belt bodies that are wound around the impact receiving surface along the contact surface in a vertical direction and are wound around the beam portion to a predetermined position.

12. The watercraft of claim 11.

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