floating pier

Abstract

The present invention provides a floating pier that allows for easy mooring of ships. [Solution] The floating pier 100 of the present invention is characterized by comprising a pier section 1 that floats on the water surface and has a pair of main bodies 1A that are parallel to each other and extend in one direction, and a connecting body 1B that extends in a direction intersecting the one direction and connects the pair of main bodies 1A at one end in the one direction, and an elevator section that is attached to the pair of main bodies 1A so as to be able to rise and fall below the water surface, and that remains retracted below the bottom of the ship 59 until the ship 59 approaches a predetermined position in one direction between the pair of main bodies 1A, and that rises to support the bottom of the ship when the ship 59 approaches the predetermined position.

Description

[Technical Field]

[0001] The present invention relates to a floating pier. [Background technology]

[0002] Patent Document 1 describes a ship retracting and pushing device that can safely, quickly, and with minimal manpower required to berth and unberth large, medium, and small ships, regardless of disturbances such as wind, waves, tide levels, and bad weather, and regardless of day or night, without ballasting, and that is equipped with a movable bridging member 6 that extends in the longitudinal direction and whose left and right ends are supported by a pair of left and right carriages 7 that move synchronously along long rails 4, 5 in the longitudinal direction of both side walls of a slit quay 1, a pair of left and right corner fenders 41 that are installed symmetrically on the front of the movable bridging member 6 and that support both corners of the stern or bow of the ship that can be raised and lowered and moved toward or away from the berth, a hull connecting member 22 whose tip is connected to a support member 26 installed on the stern or bow of the ship that is installed on the opposite surfaces of both side walls, and a plurality of driven vertical shaft roller fenders 28 installed on each of the opposing surfaces of both side walls. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 3332448 Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to provide a floating pier that allows ships to be easily moored. [Means for solving the problem]

[0005] The floating pier of the first embodiment is characterized by comprising a pier section that floats on the water surface and has a pair of main bodies that are parallel to each other and extend in one direction, and a connecting body that extends in a direction that intersects the one direction and connects the pair of main bodies at one end in the one direction, and an elevator section that is attached to the pair of main bodies so as to be able to rise and fall below the water surface, and that remains retracted below the bottom of the ship until the ship enters a predetermined position in the one direction between the pair of main bodies, and that rises to support the bottom of the ship when the ship enters the position.

[0006] The floating pier of the second aspect is characterized in that, in the floating pier described in the first aspect, the lifting sections are provided in multiple locations spaced apart in one direction, and when raised, support the bottom of the ship at least at the front and rear.

[0007] The floating pier of the third aspect is the floating pier described in the first aspect, characterized in that the connecting body is equipped with a detection unit that detects the ship entering the position, and when the detection unit detects the ship, the lifting unit begins to rise. [Effects of the Invention]

[0008] According to the floating pier of the first aspect, ships can be moored to the floating pier more easily than when the floating pier is not provided with a lifting section that supports the bottom of the ship.

[0009] According to the floating pier of the second aspect, the support of the ship can be made more stable than when the lifting section supports the front or rear of the bottom of the ship.

[0010] According to the floating pier of the third aspect, the lifting section can be raised automatically, compared to when the connecting body does not have a detection section that detects the approach of a ship to a predetermined position. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a plan view of a floating pier. [Figure 2] FIG. 2 is a side view of the floating pier of FIG. 1. [Figure 3]2 is a cross-sectional view of the floating pier of FIG. 1 taken along the line AA. [Figure 4] FIG. 2 is a cross-sectional view of the floating pier of FIG. 1 taken along the arrow BB. [Figure 5] 2 is a cross-sectional view of the floating pier of FIG. 1 taken along the CC arrow. [Figure 6] FIG. 1 is a side view of a floating pier (the main body 1A on the near side is not shown). [Figure 7] FIG. 7 is a front view of the floating pier of FIG. 6 (the connecting portion 1B is not shown). [Figure 8] FIG. 1 is a side view of a floating pier (the main body 1A on the near side is not shown). [Figure 9] FIG. 9 is a front view of the floating pier of FIG. 8 (the connecting portion 1B is not shown). [Figure 10] FIG. 8 is a partial enlarged view of the lifting unit of FIG. 7. [Figure 11] FIG. 10 is a partial enlarged view of the lifting section of FIG. 9. [Figure 12] FIG. 12 is a partial enlarged view of the lifting unit of FIG. [Figure 13] 12. FIG. 13 is a partially enlarged view of the lifting / lowering section of FIG. 11 (showing the state after a certain time has elapsed since the state of FIG. 12). [Figure 14] FIG. 2 is a partially enlarged view of the detection unit of FIG. [Figure 15] FIG. 17 is a partially enlarged view of the detection unit in FIG. 16. [Figure 16] FIG. 7 is a plan view of the floating pier in FIG. 6. DETAILED DESCRIPTION OF THE INVENTION

[0012] An embodiment of a floating pier 100 of the present invention will be described with reference to Figures 1 to 16. In each figure, the X direction is the horizontal direction. The Y direction is a horizontal direction that intersects (specifically, is perpendicular to) the X direction. The Z direction is a vertical direction (up-down direction) that intersects (specifically, is perpendicular to) the X and Y directions.

[0013] First, the overall configuration will be explained, then the configuration of each part will be explained, and then the operation will be explained.

[0014] [Overall structure] 1 and 2, the floating pier 100 comprises a pier section 1 that floats on the water surface 60 and has a pair of main bodies 1A that extend parallel to each other in the X direction and are spaced apart in the Y direction, and a connecting body 1B that extends in the Y direction and connects the pair of main bodies 1A at one end in the X direction (the part on the right side of the paper in FIG. 1). Here, the X direction is an example of one direction.

[0015] The floating pier 100 also includes a first lifting section 5 and a second lifting section 10 attached to a pair of main bodies 1A so as to be movable up and down (movable up and down in the Z direction) and spaced apart in the X direction below the water surface 60. Here, the first lifting section 5 and the second lifting section 10 are examples of lifting sections.

[0016] The first lifting / lowering unit 5 and the second lifting / lowering unit 10 are retracted to a lower position (retracted position) away from the bottom of the ship 59 until the ship 59 enters a predetermined position in the X direction between the pair of main bodies 1A (between one main body 1A and the other main body 1A) (see FIGS. 6 and 7). Then, when the ship 59 enters the predetermined position, the first lifting / lowering unit 5 and the second lifting / lowering unit 10 rise to support the bottom of the ship 59 and lift the ship 59 (see FIGS. 8 and 9).

[0017] [Configuration of each part] (Pier section 1) The main body 1A constituting the pier section 1 is a hollow body made of resin (for example, FRP (fiberglass reinforced plastic)). The main body 1A may be made of a foam or buoyancy body using other resins as long as it floats on the water surface 60.

[0018] The connector 1B constituting the pier section 1 only needs to have the function of connecting the pair of main bodies 1A. Therefore, the connector 1B may be a hollow body made of resin (such as FRP) or a plate made of other resin, metal, wood, or the like.

[0019] In the pier section 1 of this embodiment, the main body 1A and the connecting section 1B are integrally formed (molded) from FRP to have a hollow shape, and the hollow sections of the main body 1A and the connecting section 1B are in communication with each other.

[0020] 1 and 2, the connecting section 1B of the pier section 1 is moored to the quay 4 by a pier mooring rope 61. Specifically, one end of the pier mooring rope 61 is connected to each of the mooring bits 3 formed in the connecting section 1B, and the other end of the pier mooring rope 61 is connected to the quay 4. The connecting section 1B and the quay 4 are connected by a bridge 37.

[0021] The other end of the main body 1A in the X direction (the part on the left side of the paper in FIG. 1) is moored by an anchor 63 connected to a mooring chain 62. Specifically, one end of the mooring chain 62 is connected to each of the mooring bits 3 formed on the other end of the main body 1A, and the anchor 63 connected to the other end of the mooring chain 62 is submerged in water.

[0022] (Second lifting section 10) The second lifting unit 10 is attached to the pair of main bodies 1A below the water surface 60 on the other end side in the X direction of the pair of main bodies 1A (opposite the connecting body 1B) so as to be able to move up and down.

[0023] Specifically, as shown in FIG. 3, the second lifting section 10 includes a lifting member 10A extending in the Y direction and having a pair of nut portions extending in the Z direction formed at both ends in the Y direction, a pair of frames 15 whose upper surfaces are fixed to the lower surfaces of the pair of main bodies 1A and which are approximately U-shaped when viewed in the X direction with openings of the approximately U-shape facing each other, and a pair of helical shafts 21 extending in the Z direction and whose both ends are rotatably supported by the respective frames 15 so as to close the openings of the approximately U-shape.

[0024] The pair of screw shafts 21 and the pair of nut portions are screwed together, and the pair of nut portions rise or fall due to forward or reverse rotation of the pair of screw shafts 21. In other words, the lifting member 10A rises or falls due to forward or reverse rotation of the pair of screw shafts 21.

[0025] The upper ends of the pair of spiral shafts 21 protrude from the upper surfaces of the pair of frames 15 and are located inside the hollow interiors of the pair of main bodies 1A. A gear 22 is fixed to the upper end of each of the spiral shafts 21 inside the main body 1A.

[0026] As shown in Fig. 1, a motor 29 is fixed to each of the pair of main bodies 1A. A plurality of bearings 25, gears (gears 24, 26, 27, 34), and shafts (23, 28) are attached to the rotating shaft of each motor 29 via a coupling 30. Each motor 29 rotates its corresponding gear 22 via these plurality of bearings 25, gears, and shafts. Therefore, the power of the pair of motors 29 is transmitted to the pair of helical shafts 21.

[0027] When the pair of helical shafts 21 rotate forward around the axis, the pair of nut portions rise in the Z direction, and when the pair of helical shafts 21 rotate backward around the axis, the pair of nut portions descend in the Z direction. In other words, the lifting member 10A rises and falls as the pair of helical shafts 21 rotate forward and backward.

[0028] Furthermore, a pair of U-shaped mounting portions 13 extending in the Z direction and opening upward when viewed in the Y direction (when viewed from the Y direction) are attached to the upper surface of the lifting member 10A with a space between them in the Y direction. The center of a mounting frame 12 extending in the Y direction is located inside the U-shaped opening of each mounting portion 13.

[0029] A shaft 14 extending in the X direction is inserted into a through hole formed in the center of the mounting frame 12. Both ends of the shaft 14 are fixed to the mounting portion 13. Therefore, the mounting frame 12 is supported so as to be rotatable around the shaft 14 relative to the mounting portion 13.

[0030] In addition, the rotation axes of multiple elastic rollers 11, which rotate around axes extending in the X direction, are attached to the mounting frame 12 at intervals in the Y direction so that the upper parts of the elastic rollers 11 protrude from the upper surface of the mounting frame 12.

[0031] (First lifting section 5) As shown in Fig. 5, the configuration of the first lifting / lowering section 5 is almost the same as that of the second lifting / lowering section 10. The main difference is that the distance in the Y direction between a pair of mounting sections 8 attached to the upper surface of the lifting / lowering member 5A is narrower than the distance in the Y direction between a pair of mounting sections 13 attached to the upper surface of the lifting / lowering member 10A. The other configurations are the same as those of the second lifting / lowering section 10.

[0032] In other words, the first lifting section 5 has a lifting member 5A extending in the Y direction and having a pair of nut portions extending in the Z direction formed at both ends in the Y direction, a pair of frames 15 whose upper surfaces are fixed to the lower surfaces of the pair of main bodies 1A and which are approximately U-shaped when viewed in the X direction, with the opening portions of the approximately U-shaped frame facing each other, and a pair of helical shafts 21 extending in the Z direction and whose both ends are rotatably supported by the respective frames 15 so as to close the opening portions of the approximately U-shaped frame.

[0033] The pair of screw shafts 21 and the pair of nut portions are screwed together, and the pair of nut portions rise or fall due to forward or reverse rotation of the pair of screw shafts 21. In other words, the lifting member 5A rises or falls due to forward or reverse rotation of the pair of screw shafts 21.

[0034] The upper ends of the pair of spiral shafts 21 protrude from the upper surfaces of the pair of frames 15 and are located inside the hollow interiors of the pair of main bodies 1A. A gear 22 is fixed to the upper end of each of the spiral shafts 21 inside the main body 1A.

[0035] A pair of U-shaped mounting parts 8, which extend in the Z direction and open upward when viewed in the Y direction, are attached to the upper surface of the lifting member 5A with a space between them in the Y direction. The center of a mounting frame 7 extending in the Y direction is positioned in the opening of each mounting part 8. A shaft 9 extending in the X direction is inserted into a through-hole formed in the center of the mounting frame 7, and both ends of the shaft 9 are fixed to the mounting parts 8.

[0036] For this reason, the mounting frame 7 is supported rotatably around an axis 9 relative to the mounting portion 8. Furthermore, the rotation axes of a plurality of elastic rollers 6, which rotate around axes extending in the X direction, are attached to the mounting frame 7 at intervals in the Y direction so that the upper portions of the elastic rollers 6 protrude from the upper surface of the mounting frame 7.

[0037] 1 and 4, a plurality of bearings 25, gears (gears 24, 26, 27, 34), and shafts (23, 28) are attached to the rotation shaft of each motor 29 via a coupling 30. The pair of motors 29 rotates the gears 22 of the first lifting / lowering unit 5 and the second lifting / lowering unit 10 via these plurality of bearings 25, gears, and shafts. Therefore, the power of the pair of motors 29 is transmitted to the pair of spiral shafts 21 of the first lifting / lowering unit 5 and the second lifting / lowering unit 10.

[0038] When the pair of spiral shafts 21 of the first lifting and lowering unit 5 and the second lifting and lowering unit 10 rotate forward around their axes, the pair of nut portions of the first lifting and lowering unit 5 and the second lifting and lowering unit 10 rise in the Z direction. When the pair of spiral shafts 21 of the first lifting and lowering unit 5 and the second lifting and lowering unit 10 rotate backward around their axes, the pair of nut portions of the first lifting and lowering unit 5 and the second lifting and lowering unit 10 fall in the Z direction. In other words, the forward and reverse rotation of the pair of motors 29 causes the first lifting and lowering unit 5 and the second lifting and lowering unit 10 to rise and fall.

[0039] (Detection unit 90) 14 to 16, a detection unit 90 is attached to the connecting body 1B constituting the pier section 1 of the floating pier 100. The detection unit 90 detects that the vessel 59 has entered a predetermined position in the X direction between the pair of main bodies 1A. When the detection unit 90 detects that the vessel 59 has entered the predetermined position, the first lifting unit 5 and the second lifting unit 10 start to rise.

[0040] 14, the detection unit 90 has a pair of arm cases 18 which are fixed to the connecting body 1B and which are a pair of bottomed cylindrical bodies extending in the X direction, a compression coil spring 20 inserted into each of the pair of arm cases 18, a pair of arms 19 which are cylindrical or cylindrical bodies extending in the X direction and whose base ends are inserted into the arm cases 18, and an elastic roller 16 whose shaft is rotatably supported by the tip ends of the pair of arms 19. The elastic force of the compression coil springs 20 acts on the base ends of the pair of arms 19.

[0041] When the vessel 59 has not reached the predetermined position, as shown in Figure 14, the compression coil spring 20 is in an extended state, and the elastic roller 16 is separated from the opening of the arm case 18. At this time, the photoelectric sensor 32 attached to the bottom of the arm case 18 is in an OFF state because the distance between the photoelectric sensor 32 and the base end of the arm 19 is large.

[0042] Therefore, the motors 29 of the first lifting section 5 and the second lifting section 10 connected to the signal line 41 of the photoelectric sensor 32 are stopped, and the first lifting section 5 and the second lifting section 10 are in a retracted position away from the bottom of the ship 59 (see Figures 1 to 6).

[0043] 15 and 16, when the vessel 59 reaches a predetermined position, the tip of the vessel 59 presses the arm 19 in the X direction via the elastic roller 16 so that the tip comes into contact with the elastic roller 16 and the compression coil spring 20 contracts. As a result, the distance between the base end of the arm 19 pressed by the elastic roller 16 and the bottom of the arm case 18 becomes smaller, and the photoelectric sensor 32 turns ON. As a result, the motors 29 of the first lifting / lowering unit 5 and the second lifting / lowering unit 10 are driven (rotated forward), and the lifting member 5A and the lifting member 10A start to rise.

[0044] Conversely, when the vessel 59 moves from a predetermined position (see FIGS. 15 and 16), the tip of the vessel 59 comes out of contact with the elastic roller 16, and the compression coil spring 20 expands, pushing the arm 19 in the X direction (see FIG. 14). This increases the distance between the base end of the arm 19 and the bottom of the arm case 18, causing the photoelectric sensor 32 to change from an ON state to an OFF state. This causes the motors 29 of the first lifting / lowering unit 5 and the second lifting / lowering unit 10 to be driven (reversely rotated), and the lifting / lowering member 5A and the lifting / lowering member 10A start to descend.

[0045] A stopper 17 protruding in a radial ring shape is formed at the center of each arm 19 in the axial direction (X direction). The outer diameter of the stopper 17 is larger than the inner diameter of the arm case 18. Therefore, the arm 19 is prevented from entering the arm case 18 when the stopper 17 hits the arm case 18, and damage to the photoelectric sensor 32 due to a collision of the arm 19 is prevented.

[0046] (Support part 2) As shown in Figures 1 to 4, on the opposing surfaces (opposing surfaces) of the pair of main bodies 2A, there are provided a plurality of support parts 2 that are elastically deformable in the Y direction and that come into contact with the hull of the ship 59 to elastically support the hull, spaced apart in the X direction.

[0047] 2, the support unit 2 is attached to the aforementioned opposing surfaces, protrudes from the opposing surfaces, and is composed of a pair of upper and lower support frames 2A extending in the X direction, and elastic rollers 2B having rotation axes extending in the Z direction formed at both ends. The rotation axes formed at both ends of the elastic rollers 2B are rotatably attached to the support frames 2A so that the rotation axes are in the Z direction.

[0048] The support parts 2 allow the side of the vessel 59 that has entered between the pair of main bodies 1A, or the fenders attached to the vessel 59, to come into contact with the multiple elastic rollers 2B attached to the pair of main bodies 1A. This prevents scratches from occurring to the hull or fenders of the vessel 59. The support parts 2 also prevent the vessel 59 from rolling due to the influence of wind, etc.

[0049] (action) The floating pier 100 is equipped with a pier section 1 that floats on the water surface 60 and has a pair of main bodies 1A that are parallel to each other and extend in the X direction, and a connecting body 1B that extends in the Y direction that intersects the X direction and connects the pair of main bodies 1A at one end in the X direction, and an elevator section (e.g., a first elevator section 5 and / or a second elevator section 10) that is attached to the pair of main bodies 1A so as to be able to rise and fall below the water surface 60, stays in a retracted position below the bottom of the ship 59 until the ship 59 enters a predetermined position in the X direction between the pair of main bodies 1A, and rises to support the bottom of the ship when the ship 59 enters the predetermined position.

[0050] Therefore, compared to a case where the vessel 59 is not provided with an elevator (for example, the first elevator 5 and / or the second elevator 10) that supports the bottom of the vessel 59, the vessel 59 can be moored to the floating pier 100 more easily. Here, mooring means ceasing operation of the vessel 59 and mooring it to the floating pier 100, or securing the vessel 59 to the floating pier 100.

[0051] Furthermore, the floating pier 100 is provided with a plurality of lifting sections (for example, a first lifting section 5 and a second lifting section 10) spaced apart in the X direction, and when raised, the first lifting section supports at least the front bottom of the ship 59, and the second lifting section 10 supports the rear bottom of the ship 59. Therefore, the support of the ship 59 can be made more stable compared to when the lifting sections support the front or rear of the ship 59's bottom.

[0052] That is, the influence of water currents, tides, or wind (such as the rolling of the ship 59) can be suppressed. Here, the front of the ship 59 refers to a portion closer to the traveling direction of the ship 59 than the central portion of the ship 59 in the longitudinal direction (X direction). Also, the rear of the ship 59 refers to a portion closer to the retreating direction of the ship 59 than the central portion of the ship 59 in the longitudinal direction (X direction).

[0053] Furthermore, in the floating pier 100, a detection unit 90 is attached to the connecting body 1B to detect the approach of the ship 59 to a predetermined position, and when the detection unit 90 detects the ship 59, the lifting unit (for example, the first lifting unit 5 and / or the second lifting unit 10) starts to rise. Therefore, compared to when the connecting body 1B does not have a detection unit 90 to detect the approach of the ship 59 to a predetermined position, the lifting unit can be raised automatically.

[0054] Furthermore, the floating pier 100 has a plurality of support parts 2 that are spaced apart in the X direction on the opposing surfaces of the pair of main bodies 1A, each of which is a support part 2 that elastically deforms in the Y direction and abuts against the hull of the ship 59 to elastically support the hull. This makes it possible to suppress the rolling of the ship 59 compared to when there are no support parts 2 on the opposing surfaces of the pair of main bodies 1A. In other words, it is possible to suppress the effects of water currents, tides, or wind (such as the rolling of the ship 59).

[0055] Furthermore, the floating pier 100 has, at its tip, a support part 2 that has an axis extending in the Z direction and a rotor that rotates around this axis. As long as it can rotate around the axis, it may be an elastic roller 2A in which the axis and rotor are integrated. Therefore, damage to the ship can be suppressed compared to when there is no axis extending in the Z direction and no rotor that rotates around this axis.

[0056] The above-described embodiments are provided as examples for the purpose of explanation, and the present invention is not limited to these. Modifications and additions are possible as long as they do not contradict the technical concept of the present invention that can be recognized by a person skilled in the art from the claims, detailed description of the invention, and drawings.

[0057] For example, in the above-described embodiment, the detection unit 90 is attached to the connecting body 1B, but this is not limiting. The detection unit 90 may be attached to the pair of main bodies 1A. In this case, the detection unit 90 may be, for example, a sensor made up of a light-emitting element and a light-receiving element.

[0058] A light-emitting element is attached to the connecting body 1B side of one main body A1 via a support or the like, and a light-receiving element is attached to the connecting body 1B side of the other main body A1 via a support or the like so as to face the light-emitting element. The sensor consisting of this light-emitting element and light-receiving element detects the leading edge of the ship 59, thereby making it possible to detect that the ship 59 has entered a predetermined position.

[0059] In addition, in the above-described embodiment, the first lifting / lowering unit 5 and the second lifting / lowering unit 10 are configured to rise and fall simultaneously, but they do not have to rise and fall simultaneously. For example, the first lifting / lowering unit 5 and the second lifting / lowering unit 10 may be raised and lowered separately using separate drive sources and drive mechanisms for raising and lowering the first lifting / lowering unit 5 and the second lifting / lowering unit 10.

[0060] For example, when the vessel 59 approaches a predetermined position, the second lifting section 10 may be raised first, followed by the first lifting section 5. In this case, when the second lifting section 10 starts to rise, only the rear of the vessel 59's bottom is supported by the second lifting section 10. Since various types of vessels 59 are moored to the floating pier 100, it is conceivable that there will be a variety of vessel bottom shapes. By raising the second lifting section 10 first, it is possible to increase the likelihood that the vessel 59 will be raised to the predetermined position.

[0061] To explain in more detail, depending on the shape of the bottom of the vessel 59, it is conceivable that the first lifting / lowering unit 5 will hit the bottom at the front of the vessel 59 first. In this case, the front of the vessel 59 will be higher and the rear will be lower, causing the vessel 59 to start moving backward. This will cause the vessel 59 to deviate slightly from its predetermined position. However, if the second lifting / lowering unit 10 hits the bottom at the rear of the vessel 59 first, this can be prevented from happening.

[0062] Alternatively, with the bottom of the vessel 59 supported by the lifting sections, the second lifting section 10 may be started to lower first, and then the first lifting section 5 may be started to lower. In this case, when the second lifting section 10 starts to lower first, the front of the vessel 59 will be higher than the rear. This can facilitate the vessel 59 moving backward. Then, the first lifting section 5 starts to lower.

[0063] (Prior Art and Background) Berthing and unberthing of vessel 59 is a laborious task and requires special care when it is affected by water currents, tides, and winds, as it is dangerous. In addition, the operator (pilot) of vessel 59 must be aware of all external conditions, and the crew of vessel 59 must prepare for berthing and unberthing.

[0064] The crew of vessel 59 must go outside the ship when preparing to berth or unberth, regardless of the weather. Also, vessel 59 must have a place to prepare for mooring. Such a work area has been created by making the passenger cabin smaller, and crew seats have been provided inside the cabin.

[0065] For small ships 59, it is necessary to make the passenger compartment as large as possible and contribute to increasing the capacity of the ship 59. Also, if the crew is eliminated, the space can be used for passengers.

[0066] The current common method for boarding and disembarking a vessel 59 (such as a small passenger vessel) is to berth the vessel 59 at a floating pier, and then the crew or workers on the floating pier use ropes to secure the vessel 59 and allow passengers to board and disembark. However, even if the vessel 59 is secured to the pier with ropes, the vessel 59 and the pier may move independently due to the influence of waves, etc., and may collide with each other, causing impacts that may endanger passengers during boarding and disembarking. Furthermore, the vessel 59 may be damaged by such impacts.

[0067] Furthermore, securing vessel 59 to the floating pier requires experienced and skilled crew or workers to avoid damaging the hull, and such personnel must be deployed every time the vessel arrives at or leaves the pier.

[0068] When a vessel 59 is about to dock at a floating jetty, the crew usually goes outside to prepare ropes, fenders, etc., regardless of the weather. The crew then stands on the hull of the vessel that will dock, and when it approaches the jetty, they either throw the rope to a worker waiting on the jetty side, or they jump onto the floating jetty themselves and tie the rope to the mooring equipment on the jetty. The crew then reel in the rope, pull the vessel 59 toward the jetty, attach fenders to the vessel 59, and bring the vessel 59 alongside the jetty.

[0069] The crew must attach several more ropes to the ship 59 and the pier to prevent the moored ship 59 from moving forward, backward, left, or right. After these operations are completed, passengers can board and disembark. When passengers have finished boarding and disembarking, the crew removes the mooring ropes one by one, boards the ship 59, and departs. Depending on the wind direction and current conditions, the crew may return to the ship before removing the ropes and ask workers on the pier to remove the ropes for them.

[0070] In the future, water transportation without traffic congestion will be reconsidered as a means of transportation, and small, maneuverable vessels59 that can be used by a small number of people may be frequently used as a means of water transportation. For this reason, there is a need for a method of mooring or securing a vessel that does not require the placement of workers at piers installed in various locations.

[0071] (Other embodiments) As shown in FIG. 1, the floating pier 100 has a first lifting section 5, a second lifting section 10, and elastic rollers 16. As shown in FIGS. 3 to 5, the rotation speed of the motor 29 is reduced by a reduction gear 34 connected to the rotation shaft of the motor 29 via a coupling 30. Power is transmitted from the reduction gear 34 to the drive shaft 23 via transmission gears 26 and 27, and the helical shaft 21 is rotated by a gear 22. The rotation of the helical shaft 21 causes the lifting members 5A and 10A to rise and fall (move up and down). Both ends of each helical shaft 21 are rotationally supported by bearings 25.

[0072] As shown in Figures 1 and 2, the floating pier 100 of the present invention is moored to the quay 4 on one side thereof (the part of the connecting body 1B closest to the quay 4) using a pier mooring line 61 such as a rope. The other side is moored with a mooring chain 62 by placing an anchor 63 in the water. This makes it possible to reduce the influence (swaying, etc.) of the floating pier 100 due to water currents, tides, or wind. The anchor 63 may be a weight (heavy stone).

[0073] As shown in Figures 1 to 3, the floating pier 100 is fitted with a traffic light 70 that can be seen from a distance by a vessel 59 to determine whether it is available for use. A vessel 59 intending to use the floating pier checks the traffic light 70 from a distance, and then enters the floating pier 100 (between the pair of main bodies 1A) from the open side of the floating pier 100 (the side opposite the connecting body 1B in one direction).

[0074] The vessel 59 that has entered the floating pier 100 moves forward slowly. On both sides of the floating pier 100 (the opposing surfaces where the pair of main bodies 1A face each other), elastic rollers 2B whose axial direction is in the Z-axis direction are rotatably supported by support frames 2A fixed to the opposing surfaces. This allows the vessel 59 to smoothly come into contact with the elastic rollers 16 at the back of the floating pier 100 while suppressing the effects of water currents, tides, or wind.

[0075] As the vessel 59 continues to move forward, pushing against the elastic roller 16, it pushes against the arm 19 via the elastic roller 16 (see FIG. 15). The arm 19 moves along the arm case 18, and the photoelectric sensor 32 attached to the bottom of the arm case 18 turns on. This activates the motor 29 that drives the first lifting unit 5 and the second lifting unit 10, and the rotating light 35 attached to the connecting body 1B starts flashing (see FIGS. 8 and 16). When the rotating light 35 starts flashing, the vessel operator, seeing the flashing light, stops the forward movement of the vessel 59. When the first lifting unit 5 and the second lifting unit 10 stop at the retracted position, the rotating light 35 changes from blue to red. The rotating light 35 remains lit until the first lifting unit 5 and the second lifting unit 10 descend and stop at the retracted position.

[0076] When the first lifting unit 5 and the second lifting unit 10 rise, the multiple elastic rollers 6 and multiple elastic rollers 11 that support the bottom of the vessel from below come into contact with the bottom of the vessel. As a result, the pair of mounting frames 7 that rotatably support the multiple elastic rollers 6 and the pair of mounting frames 12 that rotatably support the multiple elastic rollers 11 rotate around axes 9 and 14, respectively, and tilt to follow the shape of the bottom of the vessel, keeping the vessel 59 horizontal. The pair of support frames 7 are positioned so that they can support the bottom of the vessel from both sides in the Y direction. The pair of support frames 12 are also positioned so that they can support the bottom of the vessel from both sides in the Y direction. Furthermore, the distance between the pair of support frames 7 in the Y direction is different from the distance between the pair of support frames 12 in the Y direction.

[0077] Furthermore, if the vessel 59 tilts due to the influence of wind or the like, the elastic rollers 6 and 11 rotate, causing the bottom of the vessel 59 to slide on the elastic rollers 6 and 11. As a result, the vessel 59, whose bottom is supported from below by the elastic rollers 6 and 11, naturally becomes horizontal. Therefore, the vessel 59 can be supported by the first lifting and lowering unit 5 and the second lifting and lowering unit 10 so that the center of the Y direction of the first lifting and lowering unit 5 and the second lifting and lowering unit 10 is approximately the same as the center of the vessel 59 in the Y direction.

[0078] When the first lifting unit 5 and the second lifting unit 10 rise, the vessel 59 also rises, causing the vessel 59 to lose some buoyancy. Specifically, if the vessel 59 is 300 mm below the water surface 60, a 100 mm rise of the first lifting unit 5 and the second lifting unit 10 will bring the vessel 59 200 mm below the water surface 60. As a result, part of the weight of the vessel 59 is transferred to the first lifting unit 5 and the second lifting unit 10, and the vessel 59 is held by the first lifting unit 5 and the second lifting unit 10 so that its movement is suppressed. In other words, the vessel 59 is suppressed from moving up and down and left and right (X direction, Y direction, and Z direction) and from rolling.

[0079] A rod 47 extending in the Z direction is fixed to each of the lifting member 5A of the first lifting unit 5 and the lifting member 10A of the second lifting unit 10. A protrusion that protrudes in the Y direction is formed at the tip of the rod 47. When the lifting member 5A and the lifting member 10A rise, the rod 47 rises together with the lifting member 5A and the lifting member 10A, and the tip of the rod 47 comes into contact with the upper end limit switch 50. This stops the forward rotation of the motor 29 that moves the first lifting unit 5 and the second lifting unit 10 up and down.

[0080] Conversely, when the lifting member 5A and the lifting member 10A are lowered, the rod 47 is lowered together with the lifting member 5A and the lifting member 10A, and the protruding portion at the tip of the rod 47 comes into contact with the lower end limit switch 51. This stops the reverse rotation of the motor 29 that moves the first lifting unit 5 and the second lifting unit 10 up and down.

[0081] Furthermore, the raised and lowered positions of the first lifting section 5 and the second lifting section 10 can be adjusted by adjusting the mounting positions of the upper end limit switch 50 and the lower end limit switch 51 in advance.

[0082] When the vessel 59 rises to a preset height, the first lifting unit 5 and the second lifting unit 10 stop rising and maintain that position (raised position). Here, the preset height refers to, for example, if the vessel 59 is located approximately 300 mm below the water surface (sea surface) 60, the vessel 59 rises by at least approximately 100 mm to a height of approximately 200 mm or less below the water surface 60. In other words, the height at which the vessel 59 is least susceptible to the effects of waves refers to a height at which the height of the vessel 59 below the water surface 60 in the Z direction is two-thirds or less of its normal height when the vessel 59 is stopped. Note that the motor 29 that moves the first lifting unit 5 and the second lifting unit 10 up and down is equipped with a brake, so the vessel 59 will not naturally descend even if its rotation is stopped.

[0083] The ship 59 maintains a state of reduced buoyancy due to the elevation of the first lifting section 5 and the second lifting section 10. As a result, the rolling and tilting of the hull of the ship 59 is suppressed, allowing passengers to board and disembark safely. Furthermore, since the floating pier 100 has a concave shape in plan view (when viewed from above in the Z direction downward), and there are a pair of main body sections 1A on both sides of the ship 59 in the Y direction, the entrance and exit for passengers to board and disembark can be selected from either the starboard or port side of the ship 59 depending on weather conditions.

[0084] The operator opens the entrance to the vessel 59 and allows passengers to board and disembark. After passengers have boarded and disembarked, the operator closes the entrance, returns to the cockpit, and shines infrared or radio waves onto the receiver 36 installed on the floating pier 100 from inside the vessel. This causes the motor 29 to start rotating in the reverse direction, and the first lifting unit 5 and the second lifting unit 10 to descend, causing the vessel 59 to descend.

[0085] When the first lifting section 5 and the second lifting section 10 are lowered and the vessel 59 returns to its original buoyancy, the vessel operator moves the vessel 59 in reverse. When the first lifting section 5 and the second lifting section 10 are lowered to a predetermined lower end position (retracted position), the protruding portion of the rod body 47 comes into contact with the lower end limit switch 51, and the motor 29 stops. The rotating light 35 is turned off when the elastic roller 16 returns to its original position. In addition, the traffic light 70 changes from red to blue.

[0086] The vessel 59 can continue astern and leave the floating pier 100. There is no need to remove or tidy up the mooring ropes in order to leave the pier.

[0087] In most cases, the operation of a ship 59 requires a ship operator, a crew member to perform tasks such as mooring, and at least one pier worker to wait at the port of call. If there are multiple port of call locations, the same number of workers are required. However, an operation mode of a ship 59 that does not require crew and workers can reduce labor costs and has a significant effect on reducing operation costs.

[0088] The floating pier 100 can support a ship 59 attempting to dock from both sides of the hull with a pair of main bodies 1A, and can select whether it is safest for passengers to embark or disembark on the port or starboard side depending on weather conditions. In addition, by connecting multiple floating piers 100 in the Y direction, multiple ships 59 can use the floating piers 100 at the same time.

[0089] (Supplementary explanation for Figure 1) Figure 1 is a plan view showing a vessel 59 about to enter a floating pier 100, which has a concave shape when viewed from above. In other words, Figure 1 shows the state in which the vessel 59 has confirmed the traffic light 70 of the floating pier 100 and is slowly entering the floating pier 100 from the open side of the floating pier 100.

[0090] Support parts 2 for protecting the ship 59 and the main body 1A are attached to the opposing surfaces of the pair of main bodies 1A of the floating pier 100. The arrow in Fig. 1 indicates the traveling direction of the ship 59. Furthermore, the first lifting part 5 and the second lifting part 10 are located at the lower end position (retracted position) of the spiral shaft 21, and will not come into contact with the approaching ship 59.

[0091] (Supplementary explanation for Figure 2) 2 is a side view of FIG. 1, showing the state in which the vessel 59 is about to enter the floating pier 100. At this time, the first lifting unit 5 and the second lifting unit 10 are at their lowermost positions (retracted positions) and do not come into contact with the bottom of the vessel 59. The vessel 59 continues moving forward at a slow speed until it comes into contact with the elastic roller 16.

[0092] The vessel 59 continues to move forward at a slow speed until it comes into contact with the elastic roller 16. At this time, the vessel 59 has entered the floating pier 100, so even if the speed is further reduced, the vessel 59 will not be carried away by the wind or current and will not move away from the floating pier 100 due to the main bodies 1A located on both sides in the Y direction.

[0093] (Supplementary explanation for Figures 3 to 5) 3 to 5 show cross-sectional views of the floating pier 100. Since the first lifting section 5 and the second lifting section 10 are lowered to their lower end positions (retracted positions), the bottom of the ship 59 does not come into contact with the elastic rollers 6 and 11 of the first lifting section 5 and the second lifting section 10 when the ship 59 enters.

[0094] (Supplementary explanation for Figure 6) Fig. 6 shows a state in which the vessel 59 continues to move forward at a slow speed, comes into contact with the elastic roller 16, and pushes in the elastic roller 16. In other words, Fig. 6 shows a state in which the vessel 59 comes into contact with the elastic roller 16, the elastic roller 16 and the arm 19 move inside the arm case 18, and the photoelectric sensor 32 is turned ON.

[0095] When the photoelectric sensor 32 is turned ON, the first lifting section 5 and the second lifting section 10 are not in contact with the bottom of the vessel 59. Also, when the photoelectric sensor 32 is turned ON, the motor 29 starts, and the first lifting section 5 and the second lifting section 10 begin to rise from their lower end positions. Furthermore, almost simultaneously with the start of the motor 29, the rotating light 35 turns on, and the traffic light 70 turns red. The vessel operator stops the forward movement of the vessel 59 when the rotating light 35 turns on.

[0096] (Supplementary explanation for Figure 7) 7 is a front view of FIG. 6, showing the second lifting section 10. The second lifting section 10 is at its lowest position. The elastic rollers 11 attached to the second lifting section 10 are not in contact with the vessel 59. The vessel 59 continues to move forward at an extremely slow speed.

[0097] (Supplementary explanation for Figure 8) 8 shows a state in which the elastic roller 16 is pressed, the photoelectric switch 32 is turned on, the motor 29 is started, the first lifting unit 5 and the second lifting unit 10 are raised, and the vessel 59 is lifted. In other words, FIG. 8 shows a state in which the vessel 59 presses the elastic roller 16, the first lifting unit 5 and the second lifting unit 10 come into contact with the bottom of the vessel 59, and the vessel 59 is lifted.

[0098] The vessel 59 is lifted by the first lifting unit 5 and the second lifting unit 10. The elastic rollers 16 that the vessel 59 is in contact with rotate. This allows the vessel 59 to rise smoothly. Furthermore, because the elastic rollers 16 rotate, there is no problem even if the vessel 59 loses buoyancy and is unable to move and is in contact with the elastic rollers 16. Once the vessel 59 begins to rise, the operator stops the engine of the vessel 59 and waits until the first lifting unit 5 and the second lifting unit 10 have finished rising.

[0099] (Supplementary explanation for Figure 9) 9 is a front view of FIG. 8, showing the state in which the first lifting unit 5 and the second lifting unit 10 come into contact with the bottom of the ship 59 and are lifted up. The first lifting unit 5 and the second lifting unit 10 rise together with the rod body 47 attached to the first lifting unit 5, come into contact with the upper end limit switch 50, and stop the motor 29 via the signal line 65, stopping the first lifting unit 5 and the second lifting unit 10 at a predetermined position. In this state, the floating pier 100 sinks 2 to 3 cm.

[0100] The first lifting unit 5 and the second lifting unit 10 rise, and the rod 47 attached to the first lifting unit 5 rises along the sensor guide 52. When this happens, the rod 47 comes into contact with the upper limit switch 50, and the signal is transmitted to the motor 29 via the signal line 65. Thereafter, the motor 29 stops, and the first lifting unit 5 and the second lifting unit 10 stop rising.

[0101] The vessel 59 reduces its buoyancy as it rises above the water surface 60, and is supported from below by the plurality of elastic rollers 6 and the plurality of elastic rollers 11. The upper limit switch 50 is attached to a mounting hole 55 provided in the slide pipe 48, and the raised positions of the first lifting unit 5 and the second lifting unit 10 can be determined by adjusting the mounting position in advance.

[0102] (Supplementary explanation for Figure 10) Fig. 10 is a detailed view of the helical shaft 21 and the rod 47. In other words, Fig. 10 is an enlarged view of the helical shaft 21. The first lifting unit 5 is in the lower end position (retracted position) together with the second lifting unit 10. The rod 47 is attached to the lifting member 5A and moves up and down together with the lifting member 5A, which moves up and down with the rotation of the helical shaft 21. The rod 47 then activates an upper end limit switch 50 and a lower end limit switch 51 attached to the slide pipe 48.

[0103] The first lifting section 5 and the second lifting section 10 of the floating pier 100 are at their lowermost positions, ready for ships to dock. The gear 22, gear 24, frame 15, rod 47, slide base 48, mount 49, upper limit switch 50, lower limit switch 51, sensor guide 52, lower limit switch spring 53, and upper limit switch spring 54 are all springs. Even when the upper limit switch 50 and the lower limit switch 51 are activated, there is a time lag until the motor 29 stops, during which time the rod 47 moves. For this reason, the springs 53 and 54 at the upper and lower ends are attached to protect the upper limit switch 50 and the lower limit switch 51.

[0104] (Supplementary explanation for Figure 11) 11 is an enlarged view of the periphery of the helical shaft 21, showing the state in which the first lifting section 5 and the second lifting section 10 of the floating pier 100 have reached their preset upper end positions. In other words, FIG. 11 shows the state in which the motor 29 of the first lifting section 5 is activated, moving the lifting member 5A upward, and the rod body 47 rises along the sensor guide 52 and comes into contact with the upper end limit switch 50.

[0105] When the rod body 47 contacts the upper limit switch 50, the signal is transmitted to the drive motor 29 via the signal line 65, stopping the drive motor 29. Then, the first lifting unit 5 and the second lifting unit 10 stop rising.

[0106] The vessel 59 is supported by the elastic rollers 6 and 12 attached to the first and second lifting sections 5 and 10. The rod body 47 contacts the upper limit switch 50, which sends a stop signal to the motor 29 via the signal line 65, and the first and second lifting sections 5 and 10 are stopped at the top.

[0107] (Supplementary explanation for Figure 12) 12 shows the details of the installation of the upper limit switch 50, and illustrates the state in which the rod 47 is in contact with the upper limit switch 50. In other words, FIG. 12 is an enlarged view of the upper limit switch 50, illustrating the state in which the rod 47 is in contact with the upper limit switch 50.

[0108] In other words, the rod body 47 is in contact with the upper end limit switch 50 attached to the base 49 which is pre-fixed to the base fixing hole 55 provided in the slide pipe 48, and sends a stop signal to the motor 29 via the signal line 65.

[0109] (Supplementary explanation for Figure 13) Fig. 13 shows the state in which rod 47 attached to first lifting section 5 moves up after contacting upper limit switch 50 and sending a stop signal, and before motor 29 stops. In other words, Fig. 13 shows the state in which rod 47 moves up until motor 29 stops rotating after contacting upper limit switch 50 and sending a stop signal through signal line 65, and then stops.

[0110] The rod 47 rises and stops while coming into contact with the upper limit switch 50. The upper limit switch 50 is within the expansion and contraction range of the spring 54, so it will not be crushed and destroyed. After the upper limit switch 50 issues a stop signal, the rise of the first lifting unit 5 until the motor 29 stops is absorbed by the spring 54. The mounting height of the base 49 can be preset and the fixing position can be adjusted using the base fixing holes 55.

[0111] (Supplementary explanation for Figure 14) 14 is a plan view (the right part of the drawing is a cross-sectional view) showing the state of the periphery of the elastic roller 16 when the ship 59 is not docked. The configuration for detecting that the ship 59 has arrived at a predetermined position is made up of the elastic roller 16, the arm 19, the stopper 17, the arm case 18, the compression coil spring 20, the arm sensor 31, the photoelectric sensor 32, the signal wire 41, the signal wire 46, and the power wire 67 of the rotating light 35.

[0112] (Supplementary explanation for Figure 15) 15 is a plan view showing the state in which the vessel 59 has docked and is in contact with the elastic rollers 16 of the floating pier 100. The elastic rollers 16 are made of an elastic material such as urethane, so that even if they come into contact with the vessel 59, they can prevent damage to the vessel 59. The vessel 59 comes into contact with the elastic rollers 16 and continues to move forward at a slow speed. Then, the arm 19 slides inside the arm case 18, turning on the photoelectric sensor 32 and operating the motor 29 via the signal line 41.

[0113] Furthermore, when the photoelectric sensor 32 is turned ON, the power to the rotating light 35 is also turned ON, and the rotating light 35 lights up. Furthermore, when the photoelectric sensor 32 is turned ON, the traffic light 70 lights up in red, informing those around that the floating pier 100 is in use.

[0114] The arm 19 is fitted with a stopper 17 so that it can only move a set distance. A compression coil spring 20 is also located at the base end of the arm 19. Therefore, when the pressure exerted by the vessel 59 on the elastic roller 16 is removed, the arm 19 returns to its original position (see Figure 14).

[0115] When the rotating light 35 is turned on, the vessel 59 stops moving forward by the vessel operator's operation and waits in that position for the first lifting unit 5 and the second lifting unit 10 to rise. The first lifting unit 5 and the second lifting unit 10 rise and lift the hull of the vessel 59. If the vessel 59 is lifted even slightly by the first lifting unit 5 and the second lifting unit 10, the buoyancy of the vessel 59 immediately decreases and the vessel bottom is supported by the first lifting unit 5 and the second lifting unit 10. The first lifting unit 5 and the second lifting unit 10 then continue to rise to a preset height.

[0116] (Supplementary explanation for Figure 16) 16 shows a plan view of the vessel 59 in contact with the elastic rollers 16 and lifted by the first lifting section 5 and the second lifting section 10. The vessel 59 is held in the approximate center of the floating pier 100 by a support section 2 (for example, a vertical rotating fender) provided on the floating pier 100. In this state, the rotating light 35 is lit and the traffic light 70 is lit in red.

[0117] In the above-described manner, the ship 59 can be docked and secured to the floating pier 100, and then can be detached. No workers are required for the above process.

[0118] Once passengers have boarded and / or disembarked from ship 59, the operator closes the entrance door of ship 59, returns to the driver's seat, and sends a signal from the infrared transmitter inside the ship to infrared receiver 36. Receiver 36 sends a signal to reverse motor 29, and as a result of the reverse rotation of motor 29, first lifting unit 5 and second lifting unit 10 start to descend.

[0119] After the first lifting section 5 and the second lifting section 10 are lowered and buoyancy is restored to the vessel 59, the vessel operator reverses the vessel 59 and moves it away from the floating pier 100. At this time, the elastic roller 16 returns to its original position by the compression coil spring 20 (see FIG. 14). In addition, the rotating light 35 stops, and the traffic light 70 turns blue, indicating that the vessel is ready for use.

[0120] By installing many of these floating piers 100 at quays in various locations, they can become a means of transportation similar to land-based taxis. It is necessary to build a system that allows passengers to travel to the opposite shore without having to make large detours over land or getting caught in traffic jams, and that allows them to easily travel short distances. Operating a ship 59 requires many auxiliary crew members and workers for mooring operations, but by installing the floating pier 100 of the present invention, it becomes possible to operate the ship with only the operator, just like a land-based taxi, which offers great advantages. By connecting multiple such floating piers 100, multiple ships can dock and undock simultaneously.

[0121] [Note] << <1> >> a pier portion having a pair of bodies that float on the water surface and extend parallel to each other in one direction, and a connecting body that extends in a cross direction that crosses the one direction and connects the pair of bodies at one end in the one direction; an elevator unit attached to the pair of main bodies so as to be able to rise and fall below the water surface, retracted below the bottom of the ship until the ship enters a predetermined position in one direction between the pair of main bodies, and raised to support the bottom of the ship when the ship enters the predetermined position; A floating pier equipped with a

[0122] << <2> >> The lifting section is provided in plurality at intervals in the one direction, and when raised, supports at least the front and rear bottom of the ship. <1> The floating pier described in >>.

[0123] << <3> >> a detection unit that detects the vessel's entry into the position is attached to the pier unit; When the detection unit detects the ship, the lifting unit starts to rise. <1> >> or << <2> The floating pier described in >>.

[0124] << <4> >> On the opposing surfaces of the pair of main bodies, a plurality of support parts are provided at intervals in the one direction, the support parts being elastically displaceable in the intersecting direction and contacting the hull of the ship to elastically support the hull. <1> >> to << <3> >>A floating pier described in any one of the above.

[0125] << <5> >> The support portion has, at its tip, an axis extending in the one direction and another intersecting direction intersecting the intersecting direction, and a rotating body rotating around the axis. <4> The floating pier described in >>. [Explanation of symbols]

[0126] 1 Pier section 1A main unit 1B Concatenation 2 Support part 3 Mooring Bit 4. Quay 5 First lift section 6 Elastic Roller 7 Mounting frame 8 Mounting part 9 axes 10 Second lift section 11 Elastic roller 12 Mounting frame 13 Mounting part 14 axes 15 frames 16 Elastic roller 17 Arm Stopper 18 Arm Case 19 Arm 20 Arm Case 21 Spiral axis 22 Gears 23 axes 24 Gears 25 bearings 26 Gears 27 Gears 28 axes 29 Motor 30 Coupling 31 Arm Sensor 32 Photoelectric sensor 34 Gears 35 Rotating Light 36 Infrared receiver 37 Bridge 41 Signal line 42 Power line 43 Internal electrical panel 44 Control Panel 45 Shore power distribution panel 46 Signal line 47 Rod 48 Slide Pipe 49 Mounting stand 50 Upper limit switch 51 Lower limit switch 52 Sensor Guide 53 Spring 54 Spring 55 Mount fixing hole 57 Arm Stopper 58 Handrail 59 Ships 60 water surface 61 Pier mooring rope 62 Mooring Chain 63 Anchor 64 Mounting stand 65 Signal line 66 Traffic light power line 67 Rotating light power line 68 Onshore power line 70 Pier Signal

Claims

1. a pier section having a pair of bodies floating on the water surface and extending parallel to each other in one direction, a connecting body extending in a direction intersecting the one direction and connecting the pair of bodies at one end in the one direction, a detecting section that detects that the vessel has entered a predetermined position in the one direction between the pair of bodies, and a receiver that receives a signal from a transmitter inside the vessel; an elevator unit that is attached to the pair of main bodies so as to be able to rise and fall below the water surface, that is retracted below the bottom of the vessel until the detection unit detects the vessel's entry, that rises to support the bottom of the vessel when the detection unit detects the vessel's entry, and that descends when the receiver receives the signal from the transmitter; A floating pier equipped with a

2. a pier section having a pair of bodies that float on the water surface and extend parallel to each other in one direction, a connecting body that extends in a cross direction that crosses the one direction and connects the pair of bodies at one end in the one direction, and a detection section that has an elastic roller that is rotatably supported on an axis along the cross direction, and that detects that the vessel has entered a predetermined position in the one direction between the pair of bodies when the front end of the vessel pushes the elastic roller in the one direction; a lifting unit attached to the pair of main bodies so as to be able to rise and fall below the water surface, retracted below the bottom of the vessel until the detection unit detects the vessel's entry, and rising to support the bottom of the vessel when the detection unit detects the vessel's entry; A floating pier equipped with a

3. The floating pier according to claim 1 or 2, wherein the lifting sections are provided in a plurality of locations spaced apart in the one direction, and when raised, support the bottom of at least the front and rear of the ship.

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