阅读说明：本技术 具有用于将人员和货物从船舶向海上构造转移的转移装备的船舶 (Vessel with transfer equipment for transferring personnel and cargo from the vessel to an offshore construction ) 是由 雷努特·克拉尔·诺尔福尔茨·亚普·普林斯 于 2018-03-29 设计创作，主要内容包括：具有向海上构造(12)转移货物和人员的装备的船舶(1),包括：用于稳定船舶相对于海上构造(12)在海上的位置的装置；能伸缩式延伸的梁组件(2),包括能伸缩的梁元件(2a、2b),该梁组件(2)利用其一个外端(15)通过轴系统(7a、8a、9a)以能旋转的方式连接到船舶(1)；和驱动设备,设计用以使能伸缩式延伸的梁组件(2)的另一外端(16)与海上构造(12)的登陆设施(13)接触。能伸缩式延伸的梁组件(2)提供有用于使运输滑架(14)沿着能伸缩式延伸的梁组件(2)在两个外端(15、16)之间来回移动的装置,其中运输滑架(14)提供有用于承载货物和人员的支撑件(20)。(Vessel (1) with equipment for transferring cargo and personnel to an offshore construction (12), comprising: means for stabilizing the position of the vessel at sea relative to the offshore construction (12); a telescopically extendable beam assembly (2) comprising a telescopic beam element (2a, 2b), which beam assembly (2) is connected with one of its outer ends (15) to the vessel (1) in a rotatable manner by means of a shaft system (7a, 8a, 9 a); and a drive device designed to bring the other outer end (16) of the telescopically extendable beam assembly (2) into contact with a landing facility (13) of the offshore construction (12). The telescopically extendable beam assembly (2) is provided with means for moving a transport carriage (14) back and forth along the telescopically extendable beam assembly (2) between two outer ends (15, 16), wherein the transport carriage (14) is provided with a support (20) for carrying goods and persons.)

1. Vessel (1) equipped with transfer equipment for transporting and transferring cargo and personnel to an offshore construction (12), in particular built at the bottom of the ocean, comprising:

means for stabilizing the position of the vessel at sea with respect to the offshore construction (12);

a telescopically extendable beam assembly (2) comprising two or more beam elements (2a, 2b) which are telescopic along their longitudinal axis such that the distance between their outer ends (15, 16) can be varied, which beam assembly (2) is rotatably connected with its one outer end (15) to the vessel (1) by means of a shaft system (7a, 8a, 9 a); and

a drive device designed for bringing the other outer end (16) of the telescopically extendable beam assembly (2) into contact with a landing facility (13) of the offshore construction (12),

the vessel is characterized in that it is provided with a plurality of water channels,

the telescopically extendable beam assembly (2), which is connected with its one side (15) to the vessel (1) in a rotatable manner by means of the shaft system (7a, 8a, 9a), is provided with means for moving a transport carriage (14) back and forth between two outer ends (15, 16) along the telescopically extendable beam assembly (2), wherein the transport carriage (14) is provided with a support (20) for carrying cargo and personnel.

2. Vessel according to claim 1, wherein the telescopically extendable beam assembly (2) is provided with drive means and control facilities for maintaining permanent contact with the offshore construction (12) independently of vessel movements.

3. Vessel according to any of the preceding claims, wherein the transport carriage (14) movable back and forth between the two outer ends (15, 16) of the telescopically extendable beam assembly (2) can be divided into at least two carriage parts (14a, 14 b).

4. A vessel according to claim 3, wherein one of the carriage parts (14a, 14b) is provided with the support (20) for carrying cargo and personnel.

5. Vessel according to any of the preceding claims 3 to 4, wherein each of the carriage parts (14a, 14b) is specifically designed for movement in a longitudinal direction along a respective one of the beam elements (2a, 2b) specifically designed for that respective carriage part (14a, 14 b).

6. Vessel according to any of the preceding claims 3 to 5, wherein one carriage part (14a) is movably guided along one beam element (2a) onto the other carriage part (14b) and can be connected with the other carriage part (14b), and wherein the other carriage part (14b) is movably guided along the other beam element (2 b).

7. A vessel according to any of the preceding claims 3-6, wherein the one carriage part (14a) is connectable with the other carriage part (14 b).

8. Vessel according to any of the preceding claims 3 to 7, wherein a transition between the first beam element (2a) and the second beam element (2b) forms a stop for the movement of one of the carriage parts (14b) towards one end (15) of the beam assembly (2).

9. Vessel according to any of the preceding claims, wherein the means for moving the transport carriage (14) back and forth between the two outer ends (15, 16) of the telescopically extendable beam assembly (2) comprise a drive system (17, 18, 19), in particular a drive system with a winch (17), a cable (18) and a counter pulley (19).

10. Vessel according to claim 9 and any one of claims 3 to 8, wherein the drive system (17, 18, 19) is connected to one carriage part (14a) for advancing one carriage part (14a) from one outer end (15) towards the other carriage part (14b), resting on and connecting with the other carriage part (14b), and then advancing the carriage parts (14a, 14b) together as an assembly further towards the other outer end (16).

11. Vessel according to any of the preceding claims, wherein the shaft system (7a, 8a, 9a) by means of which the telescopically extendable beam assembly (2) is connected to the vessel construction on one side comprises drive and control means (7a, 8a, 9a) for controlling the rotation around a single shaft (7a, 8a, 9 a).

12. Vessel according to any of the preceding claims, wherein the transport carriage (14) comprises means (21) for adjusting the support (20) carrying cargo and personnel, the purpose of the means (21) being to adjust the support (20) to a target angle relative to the beam assembly (2), and in particular independently of the azimuth angle of the telescopically extendable beam assembly (2).

13. Vessel according to any of the preceding claims, wherein the transport carriage (14) is guided along the beam assembly (2) by means of rollers (56), in particular sets of upper and lower rollers (56) surrounding a flange (57) of the beam assembly (2).

14. Method for transferring or receiving personnel and cargo from or to a marine structure from a vessel according to any of the preceding claims, comprising the steps of:

stabilizing the vessel (1) in a position at sea with respect to the offshore construction (12); and

-bringing the other outer end (16) of the telescopically extendable beam assembly (2) into contact with the landing facility (13) of the offshore construction (12); and

the contact is maintained by telescopically extending the beam assembly (2) and rotating about the shaft system (7a, 8a, 9a) to compensate for relative movement between the vessel (1) and the offshore construction (12),

the method is characterized in that it consists in,

the method further comprises the steps of:

the transport carriage (14) is moved back and forth between two outer ends (15, 16) along the telescopically extendable beam assembly (2).

15. Method according to claim 14, wherein during the step of moving the transport carriage (14) forward from one outer end (15) towards the other outer end (16), one carriage part (14a) of the transport carriage (14a) is moved forward along one beam element (2a), then connected with the other carriage part (14b) of the transport carriage (14), and then further advanced as an assembly along the other beam element (2b) towards the other outer end (16), and

wherein during the step of moving the transport carriage (14) back from the other outer end (16) towards the one outer end (15), the one carriage part (14a) is moved back together with the other carriage part (14a) as an assembly along the other beam element (2a), then disconnected from the other carriage part (14b) onto the one beam element (2a), and then retracted further along the one beam element (2a) towards the one outer end (15) alone.

Technical Field

The present invention relates to a vessel for transporting and transferring people and cargo to or from an offshore construction, in particular an offshore construction built at the bottom of the sea, such as a wind turbine and a facility for extracting oil and gas, the vessel being provided with equipment comprising a beam assembly which at one end is rotatably connected to the vessel by a shaft system and which is provided with a drive means by which the other end of the beam assembly can be moved into contact with the offshore construction and which contact is maintained independently of the movement of the vessel. In order to compensate for relative movements between a strongly floating vessel and a stationary offshore construction, the beam assembly is composed of a plurality of beam elements which are telescopic along their longitudinal axes such that the distance between their outer ends is variable

Background

From several patents (among which OAS WO-0220343; Zbridge WO-2013180564) a bridge installation is known, in which a beam assembly (also called a walking bridge) is provided with means for a person to walk the distance between the vessel and the offshore construction above the beam element. Since this distance is a cross walking, the angle of the walking surface on the beam unit with respect to the horizontal plane is limited by safety regulations and practical constraints. Due to the relative movement of the support structure on the vessel with respect to the stationary offshore structure, the beam assembly in said patent comprises telescopic elements to compensate for this movement, which limits the usability of said structure as a carrier for the walking installation.

In order to keep the running gear on the beam assembly inside to be usable in practice and to comply with the legal requirements regarding the angle to the horizontal plane, one is often forced to mount a large and heavy support construction on the vessel with the aim of being able to contact the offshore construction at the desired level (including at relatively high levels) so that the inclination of the running surface with respect to the horizontal plane can be kept as close as possible to this horizontal plane. It is then necessary to bring the personnel and the goods to the required level in order to enter the beginning of the bridge via e.g. an elevator guided through the inside of the uprights of the support construction or along the outside thereof. Despite the provision of such lifts, it is still quite difficult and laborious for people to walk on the bridge itself, especially if its inclination becomes relatively steep and/or if large amounts of goods need to be transported along the way and/or if the weather conditions are severe due to high winds and high waves.

For this reason, it should be noted that a bridge is generally classified as a chute for which the maximum working angular amplitude/range of the bridge relative to the horizontal plane should be ± 10 degrees. Up to 20 degrees may be used if the bridge has enhanced anti-slip characteristics. Only when the deck of the bridge is equipped with steps or stairs, a steeper working angle can be considered. As soon as it is detected that the angle is greater than the first threshold, a level 1 alarm is triggered and the transfer of persons is no longer allowed, while the persons on the step bridge have to be evacuated. If it is detected that the angle is even larger than the second threshold, a level 2 alarm is triggered and the step bridge is disconnected.

Furthermore, the fact that a bridge may telescope in and out to maintain permanent contact with, for example, a landing platform mounted to an offshore structure, is considered dire by some, especially if telescoping occurs at high speeds due to the need to compensate for all vessel movements in severe sea conditions and the like. It is further noted that bridging equipment with a high and heavy support construction is not only expensive and complicated to manufacture, but is indeed large and heavy. In practice, the weight of the entire bridge equipment may even exceed 50 tons. This makes it completely unsuitable for use on small vessels, such as Crew Transfer Vessels (CTV).

Such CTVs are lightweight, e.g. made of aluminium, and can therefore navigate and manoeuvre at high speeds. For such CTVs it is common practice today to sail them against two spaced apart bumpers mounted on the offshore construction, e.g. the masts of an offshore wind turbine. Subsequently, the person needs to walk from the upper deck of the CTV onto a ladder also mounted on the offshore construction, the lower end of the ladder starting at a distance behind the centre between the bumpers. The personnel can then climb a ladder until reaching a landing platform on the offshore structure.

The disadvantage is that climbing a ladder towards a landing platform, which is usually set at a level of more than 15 meters above sea level, is very difficult and tiring for people, especially in bad weather conditions and high winds. Furthermore, stepping on a ladder is indeed a dangerous operation, especially if the weather conditions are severe, in the case of high winds and waves, the CTV risks suddenly starting to slide up and down the bumper. The person may then even be forced to jump suddenly to the ladder and immediately begin climbing upwards. Therefore, personnel have to put on the life jacket in case of accidental falling into the sea. According to recent regulations, personnel are no longer allowed to carry any goods, even backpacks. All cargo must be transferred between the vessel and the offshore construction in another way, for example by means of a lift.

It is known to provide a gripper at the front of the CTV designed to firmly grip the bumper, in particular at the upper part of its height corresponding to the peak of the wave that occurs at that time. Therefore, it is aimed at preventing the person starting the CTV to slide up and down the bumper during the transition between the CTV and the ladder. However, such grippers add much weight to the front side of the CTV and are not strong or secure enough to reach their purpose under all wind forces. In addition to this, it is noted that the fixed grip on the upper part of the bumper has the effect that the waves constantly pivot the CTV about its grip and change its angle.

Disclosure of Invention

The present invention aims to at least partially overcome those disadvantages or to provide a useful alternative. In particular, the present invention aims to provide a small vessel, such as a CTV, with a safe, user-friendly, small and lightweight transfer construction for personnel and cargo.

This object is achieved by a vessel according to claim 1. The vessel comprises means for stabilizing its position at sea with respect to the offshore construction. Furthermore, the vessel is equipped with transfer equipment for transporting and transferring cargo and personnel to a marine structure, in particular built at the bottom of the sea. The transfer equipment comprises a telescopically extendable beam assembly comprising two or more beam elements which are telescopic along their longitudinal axes such that the distance between their outer ends is variable. The beam assembly is rotatably connected to the vessel with a proximal first one of the outer ends by an axle system. A drive apparatus is provided that is designed to bring a distal second one of the outer ends of the telescopically extendable beam assembly into contact with a landing facility of the offshore construction. According to the inventive concept, the telescopically extendable beam assembly is provided with means for moving a transport carriage back and forth between two outer ends along the telescopically extendable beam assembly, wherein the transport carriage is provided with a support for carrying goods and persons.

According to the invention, it is now advantageous to move personnel and cargo along the beam element between the vessel and the offshore construction by means of the carriage, because the personnel in the carriage have the opportunity to travel this distance while standing still or in a sitting position, so that the above-mentioned angle limitation of the walking surface on the beam element with respect to the horizontal plane is solved.

Personnel and cargo may simply be occupied or placed on the carriage supports and then moved to a landing facility, such as a landing platform. They no longer need to have walked past the beam assembly themselves. The angle of inclination during operation can now be very steep and at least greater than the maximum 15/20 degrees allowed by the above-mentioned state of the art step bridge, and in particular during operation can even be as large as 60 or 70 degrees. It is only important that people and goods do not slip off the carriage supports when the carriage moves over and along the beam assembly. Advantageously, the transfer equipment according to the invention is well able to overcome heights and distances in an integrated manner. By arranging the inclined beam assembly in position between the vessel and the offshore construction, the carriage can be moved directly up and down obliquely from the deck of the vessel towards the landing platform and vice versa. This allows for faster, safer and more flexible transfer of personnel and cargo using small vessels.

During operation, the proximal end of the beam assembly may advantageously be kept substantially at the level of the upper deck of the vessel, while the drive device brings the distal outer end of the beam assembly into contact with the landing facility. Due to the carriages, there is no difference even if the inclination angle along which the beam assembly is moved is relatively steep and/or changes rapidly and/or even if a large amount of cargo needs to be handled and/or even if the weather conditions are rough and rough. Furthermore, the fact that the bridge may telescope in and out to maintain permanent contact with the landing facility is not different for the persons in the carriages, even if the telescoping is done at high speed due to the high speed of the changing wave height (which needs to be compensated for).

The transfer equipment according to the invention can be kept relatively light, compact and inexpensive. Thus, it is very suitable to be mounted on, for example, a CTV. Thus, during operation, the CTV can still sail against two spaced-apart bumpers mounted on the offshore structure, and can then quickly and reliably maneuver the distal end of the beam assembly towards the landing facility. In the alternative, it is also possible to provide the CTV or other type of vessel with other means for stabilizing its position at sea with respect to the offshore construction, for example a dynamic positioning system designed to keep the vessel substantially in its position on an open sea surface. In the alternative, the vessel may also be temporarily anchored. In those alternatives, the distal end of the beam assembly may then also be quickly and reliably maneuvered towards the landing facility.

The person then simply steps from the CTV onto the carriage support and moves himself over and along the beam assembly to a landing platform or the like. At the landing platform, it can leave the carriage support and step onto the landing platform. This is a truly easy and safe action suitable for all people, including people who are not fully healthy or physically weak. As is cargo transfer. There is no risk of the person falling into the water, so that the person does not have to wear a life jacket.

Advantageously, even if the storm weather conditions are so severe, the CTV risks suddenly starting to slide up and down the bumper, which is no longer a problem. The beam assembly can easily and quickly compensate for such up and down sliding movement by appropriate rotation of the beam assembly about one or more axes of its axis system, in combination with appropriate telescopic extension or retraction of the beam assembly.

In an advantageous embodiment, the telescopically extendable beam assembly may be provided with drive means and control facilities for maintaining permanent contact with the offshore construction independent of the movement of the vessel. Such drive means and control means may be specifically designed for the distal end of the beam assembly to continue to exert minimal pushing force against the landing means as long as contact is required therebetween. This allows the distal end of the beam assembly to be quickly and safely docked to a target portion of the landing facility. In the alternative, an operable coupling may also be provided between the distal end of the beam assembly and the landing facility.

In a preferred embodiment the carriage may be subdivided into different carriage parts, each different carriage part itself being adapted to the design and dimensions of each respective beam element. Since each beam element is made to carry a carriage part adapted to the beam element, the carriage assembly is able to displace itself between the two ends of the beam assembly without this being affected by the movement of the different beam elements into and out of each other. Thus, a smoother movement of the carriage along the beam assembly is possible. The dynamic transitions between the telescoping beam members are believed to have little to no effect on the movement of the carriage along the beam assembly.

One of the carriage parts may then be provided with a support for carrying goods and persons. Furthermore, one carriage part can be guided in a movable manner along one beam element, wherein the other carriage part can be guided in a movable manner along the other beam element.

One carriage part can then be moved along one beam element towards another carriage part which is ready and waiting at the transition between the telescopic beam elements and can be automatically connected therewith, so that once one carriage part and the other carriage part are connected to each other, they can be moved further along the other beam element together towards one outer end of the beam assembly. In the alternative, it is also possible that at the transition between the telescopic beam elements the support is taken over from one carriage part by the other carriage part and vice versa.

In an embodiment, the means for moving the transport carriage back and forth between the two outer ends of the telescopically extendable beam assembly comprise a drive system designed to move the carriage and/or its respective carriage part along the beam assembly and/or its respective beam element.

The drive system preferably comprises one or more controllable motors, for example electric motors. The controllable motor may for example drive a gear/cog-wheel provided on the carriage or on one of its carriage parts, which acts on a rack/rack provided along the beam assembly. In a preferred embodiment, the drive system may have a controllable winch, cable and counter pulley.

The drive system may act on only one of the carriage members to advance it from one outer end towards and connect with the other carriage member and then advance the one and other carriage members together as an assembly further towards the other outer end of the beam assembly.

In another embodiment, the transition between the telescopic beam elements forms an automatic stop for further movement of one of the carriage members towards one of the outer ends of the beam assembly. Thus, the carriage part may automatically wait for a connection and a disconnection with another carriage part at the transition. Thereby, the carriage member may be biased towards the transition and/or moved towards the transition under the influence of gravity.

In a preferred embodiment the shaft system by means of which the telescopically extendable beam assembly is connected with its proximal outer end to the vessel comprises drive means and control means for controlling the rotation about a single one of the x-axis, y-axis and/or z-axis. In particular, it comprises a controllable first drive mechanism, for example a hydraulically operable piston-cylinder, for rotating the beam assembly about a horizontal axis (defined as the Y-axis) oriented at right angles to the orientation of the beam assembly, in order to vary its angle of inclination with respect to the vessel. This is called pitching. Additionally or alternatively, it may comprise a controllable second drive mechanism, for example a rotatable base, operable to rotate the beam assembly about a vertical z-axis perpendicular to the y-axis to change its rotational position relative to the vessel. This is called slew. Additionally or alternatively, it may comprise a controllable third drive mechanism, e.g. a hydraulically operable piston-cylinder, for rotating the beam assembly around a (horizontal) x-axis perpendicular to the Y-axis and z-axis and parallel to the deck, which facilitates the system to always orient the aforementioned Y-axis in a horizontal manner, irrespective of the vessel-deck orientation. This is called tilting (tilting). Preferably, the transport carriage comprises means for adjusting the position of the support for transporting goods and persons relative to the rest of the carriage or carriage parts. Thus, it is possible to keep the support in a substantially constant same orientation with respect to the horizontal, that is to say in particular independently of the angle of inclination of the telescopically extending beam assembly.

The transport carriage or its carriage parts can be guided along the beam assembly in various ways, for example sliding along suitable guide elements. Preferably, the carriage or a part thereof can be guided along the beam assembly by means of rollers (preferably rollers clamped around the beam assembly) such that the carriage or a part thereof has only a certain degree of freedom in the longitudinal direction of the beam assembly.

Further preferred embodiments are set out in the dependent subclaims.

The invention further relates to a transfer arrangement itself for mounting on a vessel, and to a method of use of a vessel on which the transfer arrangement is mounted.

Drawings

The invention will be explained below with reference to exemplary embodiments of the invention shown in the drawings, in which:

fig. 1-4 schematically show a first embodiment of a vessel with transfer equipment according to the invention during a subsequent stage of the transfer process.

Fig. 5-11 show the second embodiment during subsequent stages of the transfer process.

Figures 12-15 show two other variants of the carriage with support. And

fig. 16, 17 and 18 show three variants of drive means for moving the carriage along the beam element.

Detailed Description

Fig. 1 shows an overall assembly of the invention, comprising a vessel 1 on which an axle system 7a, 8a, 9a is mounted, by means of which an assembly 2 of telescopic bridge girders is connected to the vessel 1.

The shaft system 7a, 8a, 9a is comprised in the support construction 3, in the support construction 3 comprising facilities for bearings for the respective shaft in the x-direction 4, the y-direction 5 and the z-direction 6, wherein each bearing is provided with controllable drive means for controlled rotational movement of the element supported on the bearing, with the purpose of moving the free distal outer end 16 of the beam assembly 2 in space in a controlled manner. In the illustrated embodiment, rotation of the z-axis 6 occurs due to the slew bearing 7a and the actuator 7b, rotation of the y-axis 5 occurs due to the bearing connector 8a and the cylinder actuator 8b, and rotation of the x-axis 4 occurs due to the bearing connector 9a and the actuator 9 b.

In the embodiment shown, the beam assembly 2 is connected to the shaft system 7a, 8a, 9a by means of a connection eye in the x-axis rotation point 9 a. Other points of attachment are possible within the scope of the described invention.

The beam assembly 2 is provided with a drive device 10, which drive device 10 has control means and integrated guiding means for telescoping the respective beam elements 2a, 2b thereof in the longitudinal direction relative to each other. The free distal outer end 16 of the beam assembly 2 is provided with a contact element 11 which, during contact with the offshore wind turbine 12, can cooperate as required with a landing facility 13 which is applied on the offshore wind turbine in the event of a landing. Here, the landing facility 13 comprises a U-shaped profile, within which the contact element 11 can be fitted with some play.

A transport carriage 14 is provided on the beam assembly 2 such that it can be transported to and fro towards the two outer ends 15, 16, wherein the carriage 14 is in permanent contact with a guide facility 22 on the beam assembly 2.

Since the beam assembly 2 comprises two or more beam elements (2a and 2b in the example) which can be telescoped into and out of each other, the carriage 14 is divided into the same number of parts 14a and 14b, each of which is specifically adapted to the design and dimensions of the respective beam element 2a, 2 b. During spanning the distance between the proximal outer end 15 of the beam and the distal outer end 16 of the beam, in the given example, the first carriage part 14a is connected with the second carriage part 14b when passing the transition between the two beam elements 2a and 2b, the second carriage part 14b being specifically adapted to the design and dimensions of the subsequent beam element 2 b. Conversely, during the movement in the opposite direction, the respective second carriage part 14b should be disconnected from the first carriage part 14a, so that this first carriage part 14a can function correctly as a transport facility corresponding to the design and dimensions of the beam element 2a, the beam element 2a being in a continuous path in a given direction, in order to guide the carriage part 14 a.

On the first beam element 2a, a first drive means 10 with control means is provided for driving and controlling the movement of the respective telescopic beam elements 2a, 2b relative to each other. In this example, a winch system is shown, but many other devices and systems are possible and useful in practice.

A second drive arrangement 10' with control means is provided for controlled movement of the carriage 14 over the entire distance between the proximal outer end 15 and the distal outer end 16 of the beam. In the example shown, a winch 17, a cable 18 and a counter pulley 19 are provided for this purpose. Other drive arrangements are also possible.

On the transport carriage part 14a, an adjusting device 21 is provided, for example a controllable cylinder drive, which is capable of adjusting the support of the goods to be transported and the person 20 independently of the orientation angle of the support beam elements 2a, 2 b.

The described use of the invention is not limited to stationary constructions for transporting people and cargo to and from the sea, but can also be used in all other situations where people and cargo need to be transferred or taken over from a vessel to another object (and the two objects are moving relative to each other).

The shown drive means must be regarded as an example, as many other systems are possible without affecting the essence of the invention.

Fig. 2 shows as an example a situation in which the contact element 11 on the distal outer end 16 of the beam assembly 2 comes into contact with the landing facility 13 on the wind turbine 12.

Fig. 3 shows, as an example, the case in which the first carriage part 14a, after having been driven towards the respective position by means of a drive system 17, 18, 19 mounted for this purpose, has connected itself with the second carriage part 14b for forming together the assembled transport carriage 14. In the case of a plurality of beam elements and a plurality of corresponding carriage parts, the assembled transport carriage 14 should comprise a corresponding number of carriage elements.

Fig. 4 shows a situation in which the transport carriage 14 has been driven towards the outer end 16 of the beam assembly 2 by a drive system 17, 18, 19 mounted for this purpose. See also fig. 16.

In the same principle, but in the opposite order, movement occurs in the opposite direction from the distal outer end 16 of the beam to the proximal outer end 15 of the beam.

In the embodiment shown in fig. 1-4, the vessel 1 is provided with a dynamic positioning system designed to keep the vessel 1 substantially at sea position with respect to the wind turbine 12. The first drive means 10 with control means can then be driven and controlled so that the distal outer end 16 of the beam assembly 2 continuously has a tendency to extend telescopically and thereby to maintain an upwardly obliquely directed thrust PF1 against the landing means 12. The second beam element 2b of the beam assembly 2 is then pre-tensioned like a spring in an attempt to slide out of the first beam element 2a in the direction of the landing facility 12. This force is counteracted by the vessel 1 and the vessel 1 is substantially held in place by the dynamic positioning system. Thus, a permanent pre-tensioned contact between the beam assembly 2 of the transfer equipment and the landing facility 12 of the wind turbine 13 can be obtained, which pre-tensioning also enables the beam assembly 2 to be retracted and extended as quickly as possible, which is necessary to compensate for movements of the vessel 1 relative to the wind turbine 13, such as wave-dependent up and down movements and heave, roll and pitch movements that the vessel has to withstand despite being dynamically positioned.

In fig. 5, a CTV-type vessel 1 is shown, having a similar type of transfer equipment as shown in fig. 1-4. Accordingly, similar components are given the same reference numerals. The bow 50 of the CTV-type vessel 1 is specifically designed to abut two spaced apart bumpers 51 mounted on the wind turbine 12. This is shown in fig. 6. Then, the motor of the vessel 10 is operated so that the bow 50 continues to apply the forward thrust PF2 to the bumper 51 regardless of waves, wind, etc. acting on the vessel 1.

Subsequently, by rotating the beam assembly 2 about its y-axis 5 by means of the hydraulically operable pitch piston-cylinder drive 8b, the distal end 16 of the beam assembly 2 can be directed towards the landing facility 13, where the landing facility 13 is formed by a landing platform. This is shown in fig. 7.

Simultaneously and/or after pitching, the beam assembly 2 can be manoeuvred further towards the landing facility 13 by extending the beam assembly 2 in a telescopic manner. This continues until the distal outer end 16 has been disposed against a lower corner edge 53 of landing facility 13 by right angle hook portion 52. This is shown in fig. 8. The drive means 10 with control means can then be operated again so that the distal outer end 16 of the beam assembly 2 continues to exert a certain minimum thrust PF1 against the lower corner edge 53 of the landing facility 12. Here, this force is counteracted by the vessel 1 being substantially held in place by the thrust force PF2 against the bumper 51. Thus, a permanent pre-tensioned contact between the beam assembly 2 of the transfer equipment and the landing facility 12 of the wind turbine 13 can also be obtained, which pre-tensioning still allows the beam assembly 2 to be retracted and extended as quickly as possible, which is necessary to compensate for movements of the vessel 1 relative to the wind turbine 13, such as up and down sliding of the wave along the bumpers 51 and heave, roll and pitch movements of the vessel 1.

It can also be seen in fig. 8 that the first carriage part 14a now has a cage-like support 55 mounted on top of it. The assembly is ready and waits for personnel and cargo to be seated and placed on or in the support 55 at the proximal outer end 15 of the first beam element 2 a. Subsequently, the first carriage part 14a can be moved along and over the first beam element 2 a. By means of these four sets of upper and lower rollers 56, a laterally protruding flange 57 around the guiding means is stabilized. Please refer to fig. 9.

As in the embodiment of fig. 1-4, the second carriage part 14b is formed as a slidable sleeve mechanism which is configured with a cross-sectional shape which is completely complementary to the first beam element 2a and which is slidable along and over the second beam element 2 b.

Once the first carriage part 14a reaches the second carriage part 14b, it rolls along it until it is fully seated on top of it. In this position, the four sets of upper and lower rollers 56 are stabilized around the laterally projecting flange 57' of the second carriage 14b, while at the same time the front side of the first carriage part 14a is blocked against a limiting wall 58 (see fig. 16) provided at the front side of the second carriage part 14 b.

As can be seen in fig. 9, further forward movement of the first carriage part 14a then automatically causes the second carriage part 14b to be pulled together. This continues until the carriage 14 so assembled reaches the distal outer end 16. In this end position, the cage-like support 55 is placed close to or against the railing of the landing platform. The person can then easily step onto the landing platform from the support 55. See fig. 10.

Once the predetermined work activity on the wind turbine 13 is completed, the personnel can be retracted again onto the support 55 and safely moved back again along the beam assembly 2 towards the vessel 1. See fig. 11. The beam assembly 2 can then be retracted and stored on the deck of the vessel, and the vessel 1 can be launched away towards another offshore construction which is accessed for the purpose of requiring repair or maintenance or the like.

In fig. 12 and 13 variants of cage supports are shown, in a lower position and in an upper position along the beam assembly 2, respectively. Each provided with a central support portion 120 and side support portions 121, 122, the central support portion 120 bearing on top of the first carriage part 14a, and the side support portions 121, 122 depending downwardly on opposite sides of the beam assembly 2. It is therefore advantageous to be able to transport more than one person at a time along and above the beam assembly 2. In fig. 13 it can be seen that landing facility 12 here, as in the embodiment of fig. 1-4, comprises a U-shaped profile within which contact element 11 can fit with some play. The guiding means in this variant are formed by upper and lower surface portions of the first beam element 2a and the second carriage element 14b, along which the upper and lower friction reducing guide means of the first carriage part 14a are guided and abut.

In fig. 14 and 15, a variant is shown, which is also designed to provide space for more than one person and/or for a plurality of cargo elements. As can be seen in fig. 14, at the location of the proximal outer end 15 of the beam assembly 2, a semi-circular platform 140 is provided, which semi-circular platform 140 facilitates loading and unloading of the carriage member 14a and its support portion 120 and 122 for various rotational positions of the beam assembly about its base, i.e. about the z-axis.

Fig. 16 shows in more detail the second drive arrangement 10' with control means for controlled movement of the first carriage part 14a on and along the beam assembly 2. There it can be seen that the cable 18 is connected at one end to the front portion of the first carriage member 14a and at its outer end to the rear portion of the first carriage member 14 a. Furthermore, the cable 18 is guided at the distal outer end 16 on a counter pulley 19 and at the proximal outer end 15 on a capstan 17. Then, driving the capstan 17 in a clockwise direction, e.g. by means of a motor, will result in the first carriage part 14a being pulled towards the distal outer end 16, whereas driving the capstan 17 in a counter-clockwise direction will result in the first carriage part 14a being pulled towards the proximal outer end 15.

Fig. 17 shows a variant in which one and the same carriage 14 can be guided along the two beam elements 2a, 2b and over the two beam elements 2a, 2 b. The beam element 2a now has no upper wall. However, it still comprises two laterally projecting flanges 57 on its upper side, which flanges 57 are still surrounded by the main set of upper and lower rollers 56 for guiding the carriage 14 along and above the first beam element 2 a. The second beam element 2b is guided inside the first beam element 2a to slide in and out in the longitudinal direction L. For this purpose, the second beam element 2b is provided at its side walls with outwardly projecting flange parts 172, which flange parts 172 are slidably guided between inwardly projecting flange parts 173 of the first beam element 2 a. Furthermore, the second beam element is provided with a centre joint 174 in its upper wall extending in the longitudinal direction L. The slot 174 is defined by an inwardly projecting flange 175 of the upper wall. The upper and lower rollers 177 of the auxiliary group are disposed at the central position of the front and rear sides of the carriage 14. These auxiliary sets of upper and lower rollers 177 surround the inwardly projecting flange 175 of the second beam member 2b to guide the carriage 14 along the second beam member 2a and above the second beam member 2 a. The carriage 14 can thus move smoothly and collision-free over and along the entire beam assembly 2, including at the transitions of possible constant displacement between the telescopic beam elements 2a, 2 b.

Fig. 18 shows a variant in which the same carriage 14 can also be guided along the two beam elements 2a, 2b and above the two beam elements 2a, 2b, and this time using only the main set of upper and lower rollers. The beam element 2a likewise does not provide an upper wall and the beam element 2a comprises on its upper side two laterally projecting flanges 57 which are still surrounded by the main set of upper and lower rollers 56 for guiding the carriage 14 along and above the first beam element 2 a. Here, the second beam element 2b is also guided within the first beam element 2a to slide in and out of the first beam element 2a in the longitudinal direction L by the outwardly protruding flange part 172 of the second beam element 2b sliding with a form fit within the inwardly protruding flange part 173 of the first beam element 2 a. This time, however, the second beam element 2b also does not provide an upper wall and comprises only an outwardly projecting flange 185 on its upper side. The flanges 57 and 185 are sized to have the same width so that the flange 185 slides over the top of the flange 57. Thus, the outwardly projecting flange 185 is also surrounded by the main set of upper and lower rollers 56 to guide the carriage 14 along and above the first beam element 2 a. The roller 56 may be biased towards the flanges 57, 185 if desired. In order to provide here also a smooth and substantially collision-free movement of the carriage 14 over and along the entire beam assembly 2, the flange 185 is shaped like a gradually increasing ramp 186 at its initial end. Advantageously, therefore, only a main set of rollers 56 is required for guiding the single-piece carriage 14 along the first beam element 2a and the second beam element 2 b.

In addition to the embodiments shown, various modifications are possible. For example, other types of drive means are possible, such as an electric motor. It is also possible to have the support connected to the carriage in a fixed position that orients the support substantially horizontally with respect to the average inclination angle of the beam assembly. This is possible, for example, for visiting a sea structure where all landing facilities are at a similar height. However, it is also possible to continuously measure the inclination angle of the beam assembly and continuously make a corresponding correction of the position of the support relative to the carriage. Instead of having the beam assembly continue to exert a pushing force on the landing facility as long as contact therebetween is desired, the distal end of the beam assembly may also be releasably coupled to the landing facility. Once this is done, the beam assembly can be arranged to rotate freely about its x-, y-and z-axes and can be telescoped freely in its longitudinal direction while keeping the vessel substantially in place, for example by means of dynamic positioning, anchoring or landing/berthing for the offshore construction itself.

The invention thus provides a user-friendly and truly lightweight transfer equipment for installation on a vessel, by means of which personnel and goods can be transferred to and from all types of offshore constructions quickly and safely at once, without requiring any effort on their own by these personnel during the transfer.