阅读说明：本技术 用于船舶坡道的可移除翼板段 (Removable vane segment for a ship ramp ) 是由 M·林德 D·格特瓦尔 于 2018-06-28 设计创作，主要内容包括：用于包括在船舶进入坡道中的翼板的翼板段,该翼板段包括前端区域和后端区域,其中,后端区域的高度大于前端区域的高度,其中,翼板段是柔性的,并且其中,翼板段适于以可移除的方式附接至翼板。本发明的优点在于提供了一种翼板段,其减少了翼板的所引起的噪声并且易于更换,这意味着当需要修理翼板时,不必将船舶脱离交通。(A strake section for strakes comprised in a vessel entry ramp, the strake section comprising a front end region and a rear end region, wherein the height of the rear end region is greater than the height of the front end region, wherein the strake section is flexible, and wherein the strake section is adapted to be removably attached to the strake. An advantage of the present invention is that a wing section is provided which reduces the induced noise of the wing and which is easy to replace, which means that it is not necessary to take the vessel out of traffic when the wing needs to be repaired.)

1. A wing section (1) for a wing (10) comprised in a vessel entry ramp (20), the wing section (1) comprising a front end region (2) and a rear end region (3), wherein the height of the rear end region (3) is greater than the height of the front end region (2), wherein the wing section (1) is flexible and the wing section (1) is adapted to be removably attached to a wing (10), characterized in that the wing section (1) is provided with at least one connection hole (7), the connection hole (7) extending from the rear end region (3) of the wing section (1) into the wing section (1).

2. The aerofoil segment according to claim 1, wherein the at least one connection hole (7) extends from a rear side (21) of the aerofoil segment (1).

3. The wing segment according to claim 1 or 2, characterized in that the wing segment (1) is adapted to be attached to the wing (10) by means of a plurality of screw members (13, 14).

4. The wing section according to any one of the preceding claims, characterised in that the rear end region (3) comprises a transverse recess (8) and a transverse undercut (9).

5. The wing segment according to any one of the preceding claims, characterized in that the upper recess (8) is adapted to cooperate with an upper flange (11) of the wing (10) and the lower recess (9) is adapted to cooperate with a lower flange (12) of the wing (10).

6. The wing segment according to any of the preceding claims, characterized in that the upper surface (4) of the wing segment (1) comprises a plurality of protruding transverse ribs (19).

7. The wing segment according to any of the preceding claims, characterized in that the wing segment (1) comprises a plurality of insertion holes (6) arranged at the rear end region (3), and wherein each insertion hole (6) is connected to a connection hole (7).

8. The aerofoil segment according to claim 7, characterized in that the insertion hole (6) is provided with an insert (13) and each insert (13) is provided with a threaded rod (14) extending through the connection hole (7).

9. The wing segment according to any of claims 1 to 6, characterized in that it comprises a rod (23) with at least one threaded hole (24), wherein the rod (23) is moulded to the wing segment (1).

10. The wing segment according to claim 9, characterized in that the rod (23) extends over the width of the wing segment (1) and that the rod (23) comprises a plurality of threaded holes (24).

11. A wing (10) for a vessel entry ramp (20), the wing (10) comprising a plurality of wing segments (1) according to any one of claims 1 to 10.

12. The wing according to claim 11, characterized in that the wing segment (1) is attached to the wing (10) by using a female washer (16) and a male washer (17).

13. A vessel entry ramp (20), characterized in that the ramp comprises a plurality of wings (10) according to claim 11 or 12.

14. A method of mounting a fender segment (1) to a fender (10) of a vessel entry ramp (20), wherein the method comprises the steps of:

-attaching the flap segment (1) to a front region of the flap (10) by:

-attaching at least one bar member (14) to the flap (10) and the flap segment (1),

wherein the bar member (14) is arranged to extend from the flap (10) into the flap segment (1) between an upper surface (11) and a lower surface (12) of the flap segment (1).

15. The method of claim 15, wherein the method further comprises at least one of:

-removing the front end of the wing (1), and

-attaching a lower flange (12) to the front end of the wing plate (1).

Technical Field

The present disclosure relates to a removable wing panel section for a wing (flap) of a ship entry ramp (ship access ramp). When the wing section is damaged or worn, it can be replaced in a simple manner. The disclosure also relates to a method for mounting a wing section on a vessel entry ramp.

Background

A vessel adapted to carry a certain vehicle is called a roll-on-roll (Ro-Ro) vessel. A roll-on-roll-off vessel is a vessel designed to carry wheeled cargo, such as cars, trucks, semi-trucks, trailers, and trams, that can be driven onto or off of a vessel, either through its own wheels or using a platform vehicle (e.g., a self-propelled modular transport vehicle).

Ro-ro vessels have built-in or shore-based ramps that allow cargo to be efficiently rolled onto and off of the vessel as it is loaded and unloaded in ports. Most large vessels have built-in ramps that also act as watertight doors, closing off the interior of the vessel. The ramp may be located at the stern, bow or side or may be located in more than one location. Various ramps may also be provided in the vessel to allow the vehicle to move between different heights of the vessel.

There are different types of ramps adapted for use of the ramp and the position on the vessel. The ramp may be controlled by a hydraulic cylinder or by an electric wire. Common to all ramps is that the end region of the ramp (the part of the ramp that will be in contact with the supporting ground) comprises at least one articulated wing, and most commonly the ramp will comprise a plurality of articulated wings arranged side by side. The wings are adapted to compensate for different heights of the ground and uneven ground. The length (width) of the wings may be between 1 and 3 metres, while the width (width) of the wings is typically in the range of 2 metres. For wings that are internally mounted on the vessel (where the support surface is uniform), the ramp may comprise a single wing that covers the entire width of the ramp. Such wings may be up to 10 metres long. The wings are made of steel and are relatively thin at the outer edges so that the vehicle can run past the edges without problems. Thus, the height of the edge should be less than 2cm, and preferably less than 2 cm.

One problem with strakes is that they can emit noise when the vehicle is driven over them. Since the ground is not completely flat, the strakes are supported on the ground only at certain points. Therefore, when the vehicle runs on the wing panel, the wing panel is inclined somewhat, thereby generating noise. This can be a problem, particularly for ships handling in city centres, where the noise level may be regulated by law. Another problem with the noise generated is the working environment of the crew and the driver of the vehicle, especially the driver who drives the trailer onto the vessel. They are constantly passing through the wings for several hours.

Another problem is that the wings break in the edge region. This wear is caused by uneven ground and is partly caused by fatigue of the metal material. Thus, the wing must be repaired by welding and a portion of the wing must be cut and replaced with another portion that is welded in place. This is a heavy task and requires time.

Thus, there is room for improvement in the design of strakes.

Disclosure of Invention

It is therefore an object of the present disclosure to provide a removable fender section for a fender included in a vessel entry ramp. It is another object of the present disclosure to provide a strake for a vessel entry ramp. It is a further object of the present disclosure to propose a method of mounting a wing section on a vessel entry ramp.

A solution to the problem according to the present disclosure is described in claim 1. Claim 11 contains advantageous strakes. Claim 14 discloses a method of mounting a wing section on an entry ramp of a vessel. The other claims contain advantageous embodiments and further developments of the flap segment, the flap and the method.

In a wing section for a wing panel included in a vessel entry ramp, comprising a front end region and a rear end region, wherein the height of the rear end region is greater than the height of the front end region, the object of the invention is achieved by: the flap segment is flexible and is adapted to be removably attached to the flap.

The wing section is provided with at least one connection hole extending from a rear end region of the wing section into the wing section. The at least one connection hole extends into the flap segment substantially perpendicularly to the rear edge of the rear end region.

The wings are provided with an upper side and a lower side which connect the rear side at the rear end region with the front side at the front end region, so that the wings become wedge-shaped.

At least one connection hole extends into the wing plate section substantially perpendicular to the rear side of the wing plate section.

By this first embodiment of the aerofoil section according to the invention, an aerofoil section is provided which reduces the noise generated and which is easy to replace. With such a wing section, the noise caused by the vehicle driving onto the ramp is greatly reduced. The width of the wing segments is smaller than the width of the wing, so that for example 3 to 5 wing segments constitute the width of the wing. For ramps with a single wing, up to 10 or more wing segments may be used. This will also allow the strake to better conform to the ground as each strake segment will be able to bear on the ground. Since the flap segment is flexible, the entire flap segment will bear on the ground when the vehicle is driven through the flap segment. This will further reduce the forces acting on the vehicle travelling past the edge of the flap section. With conventional strakes, the vehicle may be damaged when travelling past the edge of the strake, since the distance between the edge of the strake and the ground may be relatively large at certain points of the strake.

If the aerofoil segments are damaged, they are also easily replaced. Since the flight segments are only the exterior of the strake, and since the width is reduced when compared to strakes, the flight segments can be manipulated by one person. Even if the flap segment is relatively large, two individuals will be able to manipulate it. This makes it easy and quick to replace the wing sections, which means that the vessel does not have to be taken out of the way when the wing needs to be repaired. The flap segment is made of a flexible material such as rubber or a plastic material. The wing sections are preferably moulded. By molding the flap segment, a slip-resistant pattern may be provided to the upper side of the flap segment. The non-slip pattern may be longitudinal transverse ribs protruding from the surface. The weight of the aerofoil segments is preferably less than 50kg, and more preferably less than 25 kg. Another advantage of using a wing section made of plastic material is the reduction in weight.

The flap segment is preferably attached to the flap by at least one bar member (e.g. a bolt, a threaded member, a threaded bolt, etc.) arranged to extend in a direction from the rear end region to the front end region. Corresponding connection holes are thereby provided in the flap sections, into which connection holes the bar elements can be attached.

In one example of a wing section, in order to enable attachment of the wing section to the wing with a bar member, the wing section is provided with at least one connection hole. Which extends from the rear end region 3 into the flap segment 1.

In one example, the attachment holes extend into the panel section from the rear side of the panel section and are located between the upper and lower surfaces of the panel.

The connection aperture is adapted to receive a rod member for enabling attachment to the wing panel. The attachment holes may be preformed during moulding of the wing members or may be provided by post-processing such as drilling. The attachment hole may be provided to closely fit the rod member to be disposed therein, or to have a slightly larger circumference than the rod member to be disposed therein.

In one example of a wing section, it is provided with a plurality of connection holes.

The at least one connection hole extending into the wing panel section enables easy mounting of the wing panel section to the vessel ramp. The bar member may be inserted directly into the wing section from the rear of the wing, which also minimizes the gap between the wing section and the wing for the transition from wing section to wing, since no attachment means need be arranged between the wing section and the wing. All bolts or form fits (e.g. attachment bars) may be provided inside the wing sections and below the wing surface instead of between them.

By means of the at least one connection hole, the wing section can be mounted in any preferred manner to the front side of the wing by means of the rod element, since the rod element is inserted into the connection hole. This solution is flexible, since different connection means can be chosen according to the needs of the application. Non-limiting examples of various attachment means are screw connection, form fit, shrink fit and/or gluing with e.g. two-component glue. Some non-limiting attachment means are presented in more detail below.

In one example, the wing section has attached thereto a threaded member, such as a threaded bolt or a threaded rod. The corresponding threaded member may be provided in the wing section by inserting the threaded member into the hole or by molding the threaded member in or to the wing section.

In one example, the wing section is provided at a rear region of the wing section with an insertion hole extending from the upper surface in a direction towards the lower surface. The insertion hole extends at least to a connection hole, which thus extends from the rear side of the wing section to the insertion hole.

The insertion hole enables a metal insert including a thread to be disposed in the insertion hole. The threaded rod can thereby engage with the threads of the metal insert through the connection hole.

In one example, a shape-fitting rod member is attached to the wing section. The form-fitting stem member is provided with a recess and/or a protrusion, whereby the attachment hole of the flap segment is provided with a corresponding protrusion and/or recess, which is arranged to engage with its respective counterpart when the stem member is inserted into the attachment hole.

In one example, the wing section is provided with a rod member moulded into the wing section. The bar member extends from the rear side of the wing section in a direction towards the front side and protrudes from the rear side of the wing section to provide an attachment means of the wing section to the wing.

The flap segment is preferably provided with a transverse recess and a transverse undercut in the rear end region thereof. The upper recess is adapted to mate with the upper flange of the flap and the lower recess is adapted to mate with the lower flange of the flap. This will provide a secure hold of the fender section and will reduce the forces acting on the threaded mounting member by a vehicle travelling over the fender section. The rear side is arranged between the lateral recess and the lateral undercut.

Drawings

The invention will be described in more detail hereinafter with reference to an embodiment shown in the drawings, in which

Figure 1 shows a top view of a aerofoil segment according to the invention,

figure 2 shows a side view of a aerofoil segment according to the invention,

figure 3 shows a top view of a aerofoil segment provided with mounting holes according to the invention,

figure 4 shows a cross-sectional view of another example of a vane segment according to the invention,

fig. 5 shows a cross-sectional view of a wing segment according to the invention mounted to a wing, an

Fig. 6 shows a wing with a plurality of wing segments according to the invention.

Detailed Description

Embodiments of the invention having further developments described below are to be regarded as examples only and in no way limit the scope of protection provided by the patent claims.

Fig. 1 shows a top view of a wing segment 1 according to the invention, and fig. 2 shows a side view of the wing segment. In the example shown, the aerofoil section 1 is moulded from a plastics material, but it is also possible to produce the aerofoil section from rubber or to use a two component production method, the inner material being harder and the outer material being softer. The aerofoil segments may also be produced by extruding a plastics profile and cutting it into pieces of the required length.

The aerofoil section 1 is provided with an upper surface 4 and a lower surface 5. Here, the upper surface is provided with a non-slip pattern suitable for both vehicles and pedestrians, which consists of laterally protruding ribs 19. Other patterns, such as a chevron pattern or a circular stud, may also be used. The lower surface is preferably flat, but may also be provided with some kind of surface pattern. It is also possible to provide the lower surface with a clearance in order to save weight. However, it is important that the voids do not reduce the stability of the aerofoil segments.

The aerofoil section is further provided with a front end region 2 and a rear end region 3. The tip region will constitute the outer portion of the paddle and is the region that the vehicle first encounters when traveling over the paddle. Thus, the height h of the nose area is the lowest part of the aerofoil section. The rear end region is the end of the flight section which is adapted to be mounted to the flight of the ramp. Thus, the height H of the rear end region is the highest portion of the aerofoil section. The rear end region 3 is provided with a transverse recess 8 and a transverse undercut 9. The upper recess 8 is adapted to engage with the upper flange of the wing and the lower recess 9 is adapted to engage with the lower flange of the wing. This will provide a secure hold of the fender section and will reduce the forces acting on the threaded mounting member from a vehicle travelling over the fender section. The length l of the flap segment can vary and is adapted to the size of the flap to be mounted thereon. Suitable lengths may be between 0.4m and 0.9 m. The angle between the upper and lower surfaces also depends on the wing on which the wing section is to be mounted, but an angle of less than 10 degrees is suitable. For longer wing segments there may be two different angles divided by a sloping line 22, where the angle of inclination of the front is e.g. 7 degrees and the angle of inclination of the rear is e.g. 4 degrees. The angle of inclination of the rear portion may correspond to the angle of inclination of the wing.

The attachment of the blade segments to the blade is for example achieved by means of screw members. In the example shown in fig. 3, the aerofoil section 1 is provided with an insertion hole and a connection hole 7. An insertion hole 6 is drilled through the rear end region of the aerofoil section, which insertion hole 6 extends from the upper surface in a direction towards the lower surface. The insertion hole 6 may be provided as a through hole or may be provided to a depth less than the thickness of the vane segment as long as the insertion hole extends downward to the connection hole. The connection hole 7 is then drilled from the rear side 21 of the wing section to the insertion hole 6. The holes may also be drilled in reverse order. It is also possible to mould the holes at the same time as the aerofoil segments. However, because different wings may require different hole patterns, it is advantageous to subsequently drill each hole. This would allow for having only one type of wing section spare on the vessel and drilling holes as required. The threaded insert 13 is adapted to be inserted into the insertion hole 6. Fig. 4 shows an example of a vane segment in which a metal member 23 comprising threaded holes 24 is integrated in the vane segment during moulding. The metal member 23 may be a single nut or may be a longitudinal rod provided with a plurality of threaded holes 24 and having a fixed hole pattern. With this solution the wing plate segments are attached to the wing plate with bolts 25.

Fig. 5 shows an example of a panel segment 1 mounted to a panel 10. The wing 10 comprises an upper flange 11 and a lower flange 12. The upper flange may be part of the upper surface of the flap. The aerofoil section 1 is provided with an insert 13 in the insertion hole 6. The threaded rod 14 is attached to the insert 13. The threaded rod 14 passes through a hole in the front of the wing, which is arranged between the upper and lower flanges. A flat washer 15, a female washer 16, a male washer 17 and a nut 18 are then arranged on the threaded rod. The nut is tightened appropriately so that the rear side 21 of the flap segment bears on the flap but does not deform the insertion hole 6. The use of the female and male washers allows the wing segments to be slightly tilted without damaging the threaded rod. The upper surface of the wing will coincide with the upper surface of the wing segment (coinide).

The lower flange 12 is preferably provided with first and second sections that are L-shaped. Whereby a lower flange 12 can be attached to the wing panel 10, a first section projecting perpendicularly from the underside of the wing panel 10 and a second section extending parallel to the front end of the wing panel 10 to form a containment chamber between the upper flange 11 and the lower flange 12. Fig. 6 shows a wing 10 provided with a plurality of wing segments 1, in this example three wing segments. The strake is the part of the vessel entry ramp that comprises several strakes. Each wing section is attached to the wing with four threaded members (here three inserts and three threaded rods). Depending on the size of the wing plate segment and the wing plate, two to five screw members may be used to attach the wing plate segment to the wing plate. In the example shown, there is a small gap in the lateral direction (lateral) between the individual wing segments. This will allow the individual aerofoil segments to move freely so that the individual aerofoil segments will be able to adapt (adjust) to the ground in a reliable manner.

One advantage of the wing section of the present invention is that existing wings can be easily modified for use with the wing section. The wing segments may be attached to the wing by cutting the exterior of the existing wing and welding a second flange to the wing. In this way, it is not necessary to replace the ramp or wing. For a damaged wing, it is easier to modify the wing to use with the wing section than to repair it.

In an example method of mounting a panel segment 1 to a panel 10, this is done by a method comprising the steps of:

attaching the panel segment 1 to the front region of the panel 10 by:

attaching at least one bar member 14 to the wing 10 and the wing segment 1.

The bar member 14 is arranged to extend from the wing 10 and into the wing section 1 between the upper surface 11 and the lower surface 12 of the wing section 1.

In one example, the method further comprises at least one of the following steps:

providing an insertion hole 6 in the wing, an

In the wing plate, attachment holes 7 are provided.

By providing the holes 6, 7 (by drilling, milling or other suitable method), the position of the holes 6, 7 can be adjusted to the wing to which the wing section is to be attached, if desired.

In one example, the method further comprises at least one of the following steps:

removing the front end of the wing 1,

attaching the lower flange 12 to the front end of the wing panel.

By using the above method, the panel section 1 can be retrofitted onto an existing rigid wing panel 10 on a vessel to take advantage of the mass of the panel section 1 to enhance the overall performance of the panel.

When removing the leading end of the flap 1, the leading end may be cut off using any suitable cutting method, however it is preferred to select a method that leaves a relatively clean cut edge to minimise post processing. The removed front end of the flap 1 corresponds to the flap segment 1 to be attached to the flap, rather than the removed front end of the flap 1.

The lower flange 12 may be attached to the front end of the wing plate using bolts, screws or other removable attachment means, or welded to the wing plate 10.

The panel segment 10 may be attached to the panel 1 and the first segment of the lower flange using any of the previously described attachment means.

The invention should not be regarded as being limited to the embodiments described above, but many other variations and modifications are possible within the scope of the following patent claims. The wing sections may be of any size and may be made of any suitable material. Other types of attachment means are also possible.

Reference numerals

1: wing plate section

2: front end region

3: rear end region

4: upper surface of

5: lower surface

6: inserting hole

7: connecting hole

8: upper concave part

9: lower concave part

10: wing plate

11: upper flange

12: lower flange

13: insert piece

14: threaded rod

15: flat washer

16: concave washer

17: convex gasket

18: nut

19: ribs

21: rear side

22: oblique line

23: rod

24: threaded hole

25: bolt