CN203512002U - Ship stabilizer - Google Patents
Ship stabilizer Download PDFInfo
- Publication number
- CN203512002U CN203512002U CN201320278249.XU CN201320278249U CN203512002U CN 203512002 U CN203512002 U CN 203512002U CN 201320278249 U CN201320278249 U CN 201320278249U CN 203512002 U CN203512002 U CN 203512002U
- Authority
- CN
- China
- Prior art keywords
- ship
- sidewall
- ships
- boats
- hull
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/10—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by damping the waves, e.g. by pouring oil on water
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/10—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by damping the waves, e.g. by pouring oil on water
- B63B2039/105—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by damping the waves, e.g. by pouring oil on water by absorption of wave energy, e.g. by structured, wave energy absorbing hull surfaces
Landscapes
- Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Vibration Prevention Devices (AREA)
Abstract
The utility model relates to the field of ship technology, in particular to a ship stabilizer suitable a large ship. One or more buffer energy-absorbing mechanisms are arranged on each of two sides of a ship body. Via the buffer energy-absorbing mechanisms, horizontal acting action on one side of the ship body imposed by waves can be effectively buffered, absorbed and conversed; rolling motion of the ship is reduced so the ship is kept sailing stably; increasing of dead weight tonnage of the ship is facilitated; and safety of the ship is improved.
Description
Technical field
The utility model relates to technical field of ships, relates in particular to be a kind ofly applicable to large ship and can to keep boats and ships antirolling apparatus on an even keel.
Background technology
When boats and ships ride the sea, the ship rolling that wave force causes, pitching, head shake, swaying, surging, hang down and the six-freedom degree such as swing and sway in motion, and ship rolling the most easily occurs, and sways amplitude maximum, the most serious on the impact of safety of ship.Therefore the most frequently used measure of boats and ships balance is roll damping, and said ship stabilization transposition refers to boats and ships antiroll stabilizer conventionally.
Ship rolling produces reason: a certain topside of boats and ships waves certain angle to offside under action of wave force, and boats and ships leave original balance position around boats and ships vertical axes equal angular thereupon; After wave force stops, because boats and ships have stability, can produce righting moment ship is moved to original balance position; When ship is got back to balance position, because making boats and ships, the effect of inertia continues to wave to this topside; When force of inertia is cancelled out each other by corresponding righting moment, boats and ships are again under righting moment effect, to original balance position motion; Boats and ships are just according to such characteristics of motion, and wave repeatedly left and right, i.e. ship rolling.
The ship rolling antirolling apparatus extensively adopting in the world at present mainly contain bilge keel, stabilizer, rudder stabilization, gyro subtract shake, moving heavy object, antirolling tank, comprehensive reducing shake etc., briefly introduce respectively as follows:
1, bilge keel
As far back as 19 sailing boat epoch beginning of the century, just bring into use bilge keel to reduce rolling, be widely used so far.Bilge keel is along captain's direction, to be arranged on the turn of the bilge of ship, and disturbance hull flow field around when ship rolling makes the raw additional damping of ship, and so as to increasing rolling damping; When ship rolling, bilge keel produces the resistance with rolling opposite direction, forms to subtract and shakes moment, generally can reduce ship rolling 10-30% left and right.Its shortcoming is to load onto bilge keel can make ship resistance slightly increase, and generally makes calm water speed reduce 1-2%.
2, stabilizer
Stabilizer is a kind of the most frequently used active stabilizer.Fin stabilizing system, generally by electric control system, turns the hydraulic actuator of fin and the fin of airfoil type and forms.It detects the rolling angle of hull with gyroscope, and produces control signal, then by electric liquid movement device, is controlled deflection angle and the direction of stabilizer, because ship flow action when advancing produces moment on stabilizer face, the rolling of hull is reduced.The patent the earliest of stabilizer was obtained by John's Thorneycroft in 1889, to the good letter of day nineteen twenty-three basis too youth designed first set stabilizer and obtained good stabilizing efficiency through shipment test, nineteen thirty-five, " the dennis one Blang stabilizer " of Blang brother company design of Britain was successfully applied on the channel ferry of 2200 tons, and from then on stabilizer is widely used.Stabilizer is divided into according to arrangement: fixed type, extendible and collapsible stabilizer.Its shortcoming is except producing additional resistance to boats and ships, device more complicated, manufacturing cost and cost of upkeep are high, take tonneaux de jauge more (if adopt hydraulic gear, its total weight can reach vessel displacement 10%) outside, stabilizer also has a fatal shortcoming: while only having the speed of a ship or plane of boats and ships higher, stabilizer just can effectively subtract and shake, and boats and ships are in the low speed of a ship or plane or zero speed of a ship or plane situation, and stabilizer almost can not subtract and shake.Recently occurred that a kind of new method adopts the stabilizer of special fin-shaped that the boats and ships under zero-speed or moored condition are subtracted and shaken.But there is consumption of power in this technology, wear and tear, tear and the problem such as noise, most critical or zero-speed subtracts the capability problems shaking, the requirement in the time of still can not meeting naval vessels operation at sea.
3, rudder stabilization
Rudder stabilization is a newer technology of shaking that subtracts, and is proposed the earliest by Holland at 20 century 70s.Because rudder hydrodynamism center is generally lower than boats and ships center of gravity, therefore in steering, not only produced for controlling the yawing moment in course, also produced rolling moment simultaneously; The period of rolling of boats and ships is generally at 7-15 between second, and bow stern shakes and generally at 20-40, between second, by rudder, rolling and bow stern shaken to the difference of response, controls rudder angle, can reach certain stabilizing efficiency.1972, Cowley and Lambert inquired into the possibility as stabilizing device with rudder, and test successfully on a merchant ship.The eighties, the country such as Holland, Sweden carried out the research of rudder stabilization device.1984, tank experiment pond, Sweden Goteborg started to develop the rudder stabilization device that model is ROLL-NIX, had produced more than 60 cover to nineteen ninety, was arranged on the various boats and ships of 160-11000 tonne.Rudder stabilization technology is at present also in development, and its main shortcoming is that while needing high-speed handing device and low ship's speed, steerage is poor.
4, anti-rolling gyroscope
The balancing torque that utilizes gyro rotor generation resistance to shake makes naval vessels reduce to wave, and because involving great expense, is not widely adopted.
5, moving heavy object
The solid weight that is equivalent to vessel displacement 1-2% by movement changes the position of hull center of gravity, thereby guarantees the stationarity of boats and ships.It generally can not be used alone to reduce ship rolling, and great majority are that the boats and ships to bilge keel has been installed are assisted to subtract and shaken in the situation that rudder operation is more anxious.In order to offset the heeling moment producing due to steering, people often take adaptive control to the movement of mass.But because this subtracts the section of shaking the hand, need larger energy carry out mobile solid weight, and respond slow and it need to take space in certain ship, therefore often do not used at present.
Above four kinds of antirolling apparatuss have been said a general character in a sense, all utilize solid structure as realization, to subtract the material base shaking.In addition also having a kind of liquid water that utilizes to realize and subtract the device shaking for material base, is exactly following antirolling tank.
6, antirolling tank
The research of antirolling tank can be traced back to 1860, has experienced the development history of more than 100 year, after the 1950's, is greatly developed.Antirolling tank can be divided into passive type, passively controlled and active three kinds.Its groundwork is to take larger space in ship, at two gunnels of ship, two pairs of water tanks (accounting for whole marine railway water yield 3-5%) are set, by detecting roll angle and the angular velocity in roll of ship, select different water tanks to combine, the keying of control cock, make the transverse flow cycle of water and the oscillating motion cycle synchronisation of direction and ship in water tank, opposite direction, thus reach the object of cutting down rolling rocking tendency.The great advantage of antirolling tank is in the time of can being applied to marine low speed navigation.Passive U type antirolling tank is proposed by German Fo Lamu for 1911, this technology has good roll damping effect near shaking the cycle boats and ships are humorous, but shake especially low-frequency range region, district at anharmonic, the rolling of boats and ships does not only subtract in fact to some extent to be increased, this drawbacks limit its development and application.Passively controlled antirolling tank is a kind of improvement to passive anti-rolling tank, and control action is generally realized by the flow regulating valve between two water tanks, has solved some intrinsic problems of passive anti-rolling tank.Activated tank stabilizer is the rolling motion state according to boats and ships, and by control system, by pump, by the water in cabin, initiatively from a side of a ship wing tank, getting to another side of a ship wing tank rapidly offsets the rolling motion amplitude that wave moment reduces boats and ships; , once the control of active water tank is malfunctioning, will cause ship rolling sharply to increase; The general reliability of active water tank is still lower, device more complicated, and consumed power is large, and real ship uses still less.
7, comprehensive reducing shakes
To boats and ships, adopt two or more above-mentioned antirolling apparatuss to carry out comprehensive reducing and shake, in order to avoid adopt the limitation of single antirolling apparatus in function.It is to subtract the raising of shaking cost that comprehensive reducing shakes the subject matter facing.The example that comprehensive reducing shakes as, middle nineteen nineties approximately 40,000 tons of the designed displacements of drop into being on active service France's " gaullist " number aircraft carrier, the roll damping scheme that has adopted rudder and stabilizer to jointly control, the mass of 500 tons of weights is contained on " gaullist " number aircraft carrier and shakes as " moving heavy object " auxiliary subtracting simultaneously.
From above, to the narration of various antirolling apparatuss, solid and liquid substance subtract in the technology of shaking and extensively adopt in tradition, and " gas " not yet participates; Although " gas " and water transportation are become attached to very early, far can trace back to the skin raft (raft type ship) before 1,100, and " gas " become one of art of navigation heat subject now already, as air cushion vehicle.Nineteen fifty-three, British C. storehouse Crelle foundes cushion theory, and nineteen fifty-nine is built up first air cushion vehicle.Air cushion vehicle is continuously air to be pressed under hull bottom with high-power blowing engine, with hull bottom flexible skirt or the effusion of rigid sidewalls air seal set restriction gas around, by high pressure air, form air cushion alow and between the water surface (or ground), make all or part of the hovering of hull and realize the ship of navigation at a high speed, so air cushion vehicle is again " hovercraft ".Air cushion vehicle hull is generally used aluminum alloy, high strength steel or glass-felt plastic manufacture, and hull bottom apron is made with high-strength nylon rubber fabric, after wearing and tearing, can change.Air cushion vehicle is divided into two kinds of surface effect vehicle and captured air bubble machines by operational configuration.During surface effect vehicle navigation, hull all leaves areal of support, has unique amphibious property and good rapidity.The hull bottom both sides of captured air bubble machine have rigid sidewalls to insert in water, and head and the tail have flexible skirt to form air seal set, to reduce air, escape.During navigation, hull wafts row in the water surface, does not possess amphibious property.Because the air in captured air bubble machine air cavity is difficult for running off, the holder force rate formula that entirely hovers is large, and consumption of power is little, be applicable to building large vessel, thereby its Military value Po Shou various countries naval payes attention to, think that it is more rising than the formula air cushion vehicle that entirely hovers, United States Navy even claims that this is " the once great revolution in surface craft development history ".Certainly raft type ship or air cushion vehicle to the contribution of art of navigation not aspect ship stabilization, but in raft type ship or air cushion vehicle, " gas " makes the increase of ship buoyance holder power, the corresponding minimizing of hull water resistance and route speed accelerate than with power boats and ships, and research and develop relevant flexible skirt and the optimization of rigid sidewalls material with air cushion vehicle, the life-span improves and change the progress etc. of apron technology under water, to nautical science, development has positive effect.
Along with nautical science is fast-developing, ship stabilization meaning highlights day by day.Ship stabilization is not only relevant with human physiological reaction, and while surpassing 10 ° as boats and ships jog angle, occupant has a meal, sleeps and aboard ship walk about difficulty can occur, and Ship Swaying linear acceleration is greater than the seasick disease aggravation of 1/10 o'clock people of acceleration due to gravity; Ship stabilization more boats and ships function development and facility modernization peculiar to vessel institute is essential, as warship on carrier-borne aircraft landing, sophisticated electronics etc.And ship rolling the most easily occurs, amplitude is maximum, and potential safety hazard is the most serious, stands in the breach.In ship stabilization measure investigation, expert points out, maritime navigation runs into emergency case and need temporarily hide while toppling the perils of the sea, " angle that reduces ship course and wave celerity direction can greatly reduce ship rolling ", reduce wave to boats and ships horizontal force, optimize ship stabilizer and remain focus.
In prior art various antirolling apparatuss subtract the mechanism of shaking, betide boats and ships and start after the motion of offside heel under to the effect of boats and ships horizontal force at wave, these antirolling apparatuss or stop actively or passively boats and ships to continue rolling.If have a kind of new antirolling apparatus can directly effectively cushion, absorb, transform the horizontal force of wave to boats and ships one side, will open up prospect for ship stabilization.
Therefore,, for above deficiency, the utility model provides a kind of ship stabilizer.
Utility model content
(1) technical matters that will solve
The technical problems to be solved in the utility model is to provide a kind of ship stabilizer, and this antirolling apparatus can cushion, absorb, transform the horizontal force of wave to hull one side effectively, reduces ship rolling, keeps boats and ships on an even keel.
(2) technical scheme
In order to solve the problems of the technologies described above, the utility model provides a kind of ship stabilizer, and this ship stabilizer is for being provided with one or more buffering energy-absorbing mechanism in the both sides of hull.
Wherein, described buffering energy-absorbing mechanism comprises sidewall and elastomeric element, and one end of described sidewall is flexibly connected with the turn of the bilge of boats and ships, the other end is connected with side plating by described elastomeric element.
Wherein, described buffering energy-absorbing mechanism comprises sidewall and air bag, and one end of described sidewall is flexibly connected with the turn of the bilge of boats and ships, is provided with described air bag between described sidewall and side plating.
Wherein, described buffering energy-absorbing mechanism comprises sidewall, elastomeric element and air bag, and one end of described sidewall is flexibly connected with the turn of the bilge of boats and ships, the other end is connected with side plating by described elastomeric element; Described air bag is arranged between described sidewall and side plating.
Wherein, described buffering energy-absorbing mechanism also comprises track, and described elastomeric element is installed in track and along rail moving.
Wherein, described track is provided with notch, and described sidewall is connected with described elastomeric element by connecting panel, and described connecting panel moves along described notch.
Wherein, in hull both sides, relative air bag was communicated with by communicating pipe.
Wherein, on described communicating pipe, be also provided with charge valve.
Wherein, when a side of hull is provided with a plurality of buffering energy-absorbing mechanism, the connecting portion between the sidewall of adjacent buffering energy-absorbing mechanism is for flexibly connecting.
Wherein, above described buffering energy-absorbing mechanism, be provided with deck epitaxy part, one end of described deck epitaxy part is connected with upper deck, the other end is connected with weather shield.
Wherein, between described sidewall and weather shield, be also provided with and hide unrestrained curtain.
Wherein, in the outside of described sidewall, be also provided with framework, described framework comprises vertical skeleton and top slat iron, and the two ends of described vertical skeleton are individually fixed in bow and stern, and the turn of the bilge is fixed in one end of described top slat iron, the other end is fixed on described weather shield.
(3) beneficial effect
Technique scheme tool of the present utility model has the following advantages: the utility model is provided with one or more buffering energy-absorbing mechanism by the both sides at hull, by this buffering energy-absorbing mechanism, can effectively cushion, absorb, transform the horizontal force of wave to hull one side, reduce ship rolling, keep boats and ships on an even keel, and be conducive to improve ship load tonnage, improve the safety of boats and ships.
Accompanying drawing explanation
Fig. 1 is the structural representation of the utility model embodiment mono-ship stabilizer cross-sectional plane;
Fig. 2 is the structural representation of the utility model embodiment bis-ship stabilizer cross-sectional planes;
Fig. 3 is the ship stabilizer cross-sectional structure of the utility model embodiment tri-schematic diagram when boats and ships are positioned at hydrostatic;
Fig. 4 is the ship stabilizer cross-sectional structure of the utility model embodiment tri-schematic diagram when wave starts to act on boats and ships one side;
Fig. 5 is that the ship stabilizer cross-sectional structure of the utility model embodiment tri-turns to the schematic diagram in when inner side in wave action lower wall;
Fig. 6 is the schematic diagram that the ship stabilizer cross-sectional structure of the utility model embodiment tri-goes down after sidewall reset at wave;
Fig. 7 is the schematic perspective view of the ship stabilizer of the utility model embodiment tri-;
Fig. 8 is the local enlarged diagram at A place in Fig. 7;
Fig. 9 is that the ship stabilizer of the utility model embodiment tri-turns to the schematic perspective view in when inner side in wave action lower wall;
Figure 10 is the local enlarged diagram at B place in Fig. 9;
Figure 11 is the schematic diagram of the boats and ships side-looking of the utility model embodiment tri-;
Figure 12 is the schematic diagram that the boats and ships of the utility model embodiment tri-are overlooked.
In figure: 1: sidewall; 2: turning joint; 3: framework; 4: vertical skeleton; 5: top slat iron; 6: upper deck; 7: deck epitaxy part; 8: weather shield; 9: side plating; 10: bow; 11: stern; 12: air bag; 13: opening; 14: hull; 15: elastomeric element; 17: track; 18: notch; 19: connecting panel; 21: hide unrestrained curtain; 22: upper space; 23: bow; 24: stern; 26: breather hole; 27: communicating pipe; 28: charge valve; 30: connecting portion; 31: hull bottom; 32: wave; 33: floating line.
The specific embodiment
Below in conjunction with drawings and Examples, the specific embodiment of the present utility model is described in further detail.Following examples are used for illustrating the utility model, but are not used for limiting scope of the present utility model.
Below in conjunction with the accompanying drawing in the utility model embodiment, the technical scheme in the utility model embodiment is clearly and completely described, obviously, described embodiment is a part of embodiment of the present utility model, rather than whole embodiment.Embodiment based in the utility model, the every other embodiment that those of ordinary skills obtain under the prerequisite of not making creative work, belongs to the scope that the utility model is protected.
In the utility model, upper deck 6 is the superiors' continuous deck from bow 23 to stern 24; The turn of the bilge is the connecting portion of hull bottom 31 and side plating 9; Side plating 9 is two of the left and right side plate of hull 14.
Embodiment mono-
As shown in Fig. 1, Fig. 8, Figure 10, Figure 11, the ship stabilizer that the utility model embodiment mono-provides, this ship stabilizer is for being provided with one or more buffering energy-absorbing mechanism in the both sides of hull (14).Described buffering energy-absorbing mechanism comprises sidewall 1 and elastomeric element 15, the turn of the bilge of one end of described sidewall 1 (being illustrated as lower end) and boats and ships by turning joint 2 be connected, the other end (being illustrated as upper end) is connected with side plating 9 by described elastomeric element 15.Described sidewall 1 rotates around described turning joint 2, and one end of described elastomeric element 15 (being illustrated as the inner) is fixedly connected with side plating 9, and the other end (being illustrated as outer end) is connected with described sidewall 1.Preferably, described elastomeric element 15 is spiral compression spring.
Described antirolling apparatus can cushion, absorb, transform the horizontal force of wave to hull 14 1 sides effectively, reduces ship rolling, keeps boats and ships on an even keel.
The top of described buffering energy-absorbing mechanism is provided with deck epitaxy part 7, and one end (being illustrated as the inner) of described deck epitaxy part 7 is connected with upper deck 6, the other end (being illustrated as outer end) is connected with weather shield 8.
Preferably, described buffering energy-absorbing mechanism also comprises track 17, and described elastomeric element 15 is installed in track 17 and moves along track 17.Described track 17 is provided with notch 18, and described sidewall 1 is connected with described elastomeric element 15 by connecting panel 19, and described connecting panel 19 moves along described notch 18.
Described elastomeric element 15 fore and aft motion are limited in described track 17, the trend of described track 17 and described sidewall 1 when the described turning joint 2 of its lower end is rotated described in sidewall 1 upper end the arching trajectory of process identical, described track 17 is fixed on the below of described deck epitaxy part 7; One end of described elastomeric element 15 (being illustrated as the inner) is fixed on corresponding position on described side plating 9, the other end of described elastomeric element 15 (being illustrated as outer end) is provided with connecting panel 19, described connecting panel 19 can be connected with described sidewall 1 movable upper end by described notch 18, when described sidewall 1 inwardly and is outwards rotated described in elastomeric element 15 thereupon compressed and stretch.
Outside at described sidewall 1 is also provided with framework 3, and described framework 3 comprises vertical skeleton 4 and top slat iron 5, and the two ends of described vertical skeleton 4 are individually fixed in bow 10 and stern 11, and the turn of the bilge is fixed in one end of described top slat iron 5, the other end is fixed on described weather shield 8.
Vertical skeleton 4 in described framework 3, the area occupied of top slat iron 5 entity own are very little to the ratio of void area between described vertical skeleton 4, top slat iron 5,3 pairs of wave Intercepting effects of described framework are very little, wave can, through vertical skeleton 4 and 5 large area spaces of top slat iron of described framework 3, act directly on described sidewall 1.
In boats and ships one side, outside described sidewall 1, be against described framework 3, wave celerity direction is towards this side of boats and ships, 3 pairs of waves of described framework are several without stopping, wave acts directly on described sidewall 1 through the large area space of 5 of the vertical skeleton 4 of described framework 3 and top slat irons, described sidewall 1 be take described turning joint 2 rotation within axially of its one end (being illustrated as lower end) under action of wave force, when the external force of wave action on described sidewall 1 is cushioned, acting on the Conversion of Energy that the wave on described sidewall 1 has is the kinetic energy that described sidewall 1 inwardly rotates, slowed down the direct impact of wave to hull 14 1 sides.The compressed distortion of elastomeric element 15 described in when described sidewall 1 inwardly rotates, the kinetic transformation that described sidewall 1 inwardly rotates is that elastomeric element 15 deformation energys are that elastic force potential energy stores in described elastomeric element 15, the inside rotational speed of described sidewall 1 slows down, to stopping.The period of a wave application force being subject to along with described sidewall 1 goes down, and the elastic force potential energy storing in described elastomeric element 15 is converted into the kinetic energy that described sidewall 1 outwards rotates, and described sidewall 1 resets, and is against described framework 3 outward.So move in circles.The utility model antirolling apparatus consumes, cushions, transforms wave to hull (14) horizontal force, realizes energy-conservation subtracting and shakes.
Embodiment bis-
As shown in Fig. 2, Fig. 5 and Figure 11, the ship stabilizer that the utility model embodiment bis-provides, this ship stabilizer is for being provided with one or more buffering energy-absorbing mechanism in the both sides of hull (14).Described buffering energy-absorbing mechanism comprises sidewall 1 and air bag 12, and one end of described sidewall 1 (being illustrated as lower end) is connected by turning joint 2 with the turn of the bilge of boats and ships, is provided with described air bag 12 between described sidewall 1 and side plating 9.
Described antirolling apparatus can cushion, absorb, transform the horizontal force of wave to hull 14 1 sides effectively, reduces ship rolling, keeps boats and ships on an even keel.
On the relative air bag 12 inner side cyst walls in hull (14) both sides, be provided with the described opening 13 of air bag 12 described in opening 13, two and communicate by communicating pipe 27, realized the connection of the relative air bag 12 in hull (14) both sides.Described communicating pipe 27 is provided with charge valve 28, by described charge valve 28, can inflate described air bag 12.
The top of described buffering energy-absorbing mechanism is provided with deck epitaxy part 7, and one end (being illustrated as the inner) of described deck epitaxy part 7 is connected with upper deck 6, the other end (being illustrated as outer end) is connected with weather shield 8.The space that described deck epitaxy part 7, weather shield 8, air bag 12 tops and side plating 9 form is upper space 22.Between described sidewall 1 and weather shield 8, be also provided with the unrestrained curtain 21(Fig. 2 of screening and do not show, referring to Fig. 5), the unrestrained curtain 21 of described screening can enter by anti-sealing.
Outside at described sidewall 1 is also provided with framework 3, and described framework 3 comprises vertical skeleton 4 and top slat iron 5, and the two ends of described vertical skeleton 4 are individually fixed in bow 10 and stern 11, and the turn of the bilge is fixed in one end of described top slat iron 5, the other end is fixed on described weather shield 8.
Vertical skeleton 4 in described framework 3, the area occupied of top slat iron 5 entity own are very little to the ratio of void area between described vertical skeleton 4, top slat iron 5,3 pairs of wave Intercepting effects of described framework are very little, wave can, through vertical skeleton 4 and 5 large area spaces of top slat iron of described framework 3, act directly on described sidewall 1.
In boats and ships one side, outside described sidewall 1, be against described framework 3, wave celerity direction is towards this side of boats and ships, 3 pairs of waves of described framework are several without stopping, wave acts directly on described sidewall 1 through the large area space of 5 of the vertical skeleton 4 of described framework 3 and top slat irons, described sidewall 1 be take described turning joint 2 rotation within axially of its one end (being illustrated as lower end) under action of wave force, when the external force of wave action on described sidewall 1 is cushioned, acting on the Conversion of Energy that the wave on described sidewall 1 has is the kinetic energy that described sidewall 1 inwardly rotates, slowed down the direct impact of wave to hull 14 1 sides.Air bag 12 described in the inside rotation extruding of described sidewall 1 homonymy, according to its internal gas pressure of Boyle, Robert-boyle's law, raise, and because one of air-driven feature is very rapid, by air bag 12 internal gas pressures described in described communicating pipes 27 air pressure conduction offside, also synchronously raise, it is basic identical that hull 14 both sides side platings 9 are subject to described in both sides the pressure of air bag 12.The kinetic transformation that described in when described sidewall 1 inwardly rotates by described air bag 12 buffering, sidewall 1 inwardly rotates is that gaseous tension potential energy stores in air bag described in both sides 12, and the inside rotational speed of described sidewall 1 slows down, to stopping.The period of a wave application force being subject to along with described sidewall 1 goes down, and stores gaseous tension potential energy in air bag described in both sides 12 and is converted into the kinetic energy that described sidewall 1 outwards rotates, and described sidewall 1 resets, and is against described framework 3 outward.So move in circles.The utility model antirolling apparatus consumes, cushions, transforms wave to hull (14) horizontal force, realizes energy-conservation subtracting and shakes.
Embodiment tri-
As shown in Fig. 3-12, the ship stabilizer that the utility model embodiment tri-provides, this ship stabilizer is for being provided with one or more buffering energy-absorbing mechanism in the both sides of hull (14).Described buffering energy-absorbing mechanism comprises sidewall 1, elastomeric element 15 and air bag 12, one end of described sidewall 1 and the turn of the bilge of boats and ships by turning joint 2 be connected, the other end is connected with side plating 9 by described elastomeric element 15; Described air bag 12 is arranged between described sidewall 1 and side plating 9.
Described antirolling apparatus can cushion, absorb, transform the horizontal force of wave to hull 14 1 sides effectively by elastomeric element 15 and air bag 12, reduces ship rolling, keeps boats and ships on an even keel.
The top of described buffering energy-absorbing mechanism is provided with deck epitaxy part 7, and one end (being illustrated as the inner) of described deck epitaxy part 7 is connected with upper deck 6, the other end (being illustrated as outer end) is connected with weather shield 8.The space that described deck epitaxy part 7, weather shield 8, air bag 12 tops and side plating 9 form is upper space 22.
Between described sidewall 1 and described weather shield 8, be also provided with and hide unrestrained curtain 21, the unrestrained curtain 21 of described screening is made by nylon rubber cloth, can stop, prevent that wave and/or rainwater from immersing described antirolling apparatus.On described deck epitaxy part 7, be also provided with breather hole 26, described breather hole 26 is for being communicated with upper space 22 and atmosphere, and its aperture is provided with air filtration and dustproof facilities.
Preferably, described buffering energy-absorbing mechanism also comprises track 17, and described elastomeric element 15 is installed in track 17 and moves along track 17.Described track 17 is provided with notch 18, and described sidewall 1 is connected with described elastomeric element 15 by connecting panel 19, and described connecting panel 19 moves along described notch 18.
Described elastomeric element 15 fore and aft motion are limited in described track 17, the trend of described track 17 and described sidewall 1 when the described turning joint 2 of its lower end is rotated described in sidewall 1 upper end the arching trajectory of process identical, described track 17 is fixed on the below of described deck epitaxy part 7; One end of described elastomeric element 15 is fixed on corresponding position on described side plating 9, the other end of described elastomeric element 15 is provided with connecting panel 19, described connecting panel 19 can be connected with described sidewall 1 movable upper end by described notch 18, when described sidewall 1 inwardly and is outwards rotated described in elastomeric element 15 thereupon compressed and stretch.
Described air bag 12 is made by having certain elastic high-strength nylon rubber cloth and so on material, fills air or nitrogen with certain air pressure.Described air bag 12 madial walls are provided with opening 13; Between two relative air bags 12 of hull 14 both sides, be provided with and communicate with the described opening 13 of air bag described in both sides 12 communicating pipe 27, realized the connection of the relative air bag 12 in hull 14 both sides.Described communicating pipe 27 is provided with charge valve 28, can be to the inflation of pressurizeing of described air bag 12 by described charge valve 28.Described communicating pipe 27 consists of high-quality steel pipe, its caliber and quantity with guarantee described in both sides between air bag 12 air pressure rapidly conduction be as the criterion; Described communicating pipe 27 is arranged in the bulkhead that traverses hull 14 or near it, to take less space, the interior cabin of hull 14; The steel pipe that forms described communicating pipe 27 also plays the effect that increases hull transverse strength.
When hull 14 both sides are provided with multipair buffering energy-absorbing mechanism, the connecting portion 30 between the described sidewall 1 of the buffering energy-absorbing mechanism that the same side is adjacent is for to have flexibly connecting that the material of certain elasticity and retractility forms.Between described sidewall 1 and bow 10 and between described sidewall 1 and stern 11, also to there is the material of certain elasticity and retractility, flexibly connect.
Outside at described sidewall 1 is also provided with framework 3, described framework 3 is interweaved and is formed by vertical skeleton 4 and top slat iron 5, described vertical skeleton 4 is individually fixed in the bar shaped shaped steel of some arrangement in parallels of bow 10 and stern 11 for two ends, and the bar shaped shaped steel that the turn of the bilge, the other end are fixed on some arrangement in parallels on described weather shield 8 is fixed in one end of described top slat iron 5.Framework 3 is the outer support component leaning on of described sidewall 1, and the longitudinal strength of hull 14 and total transverse strength are played to humidification.
Vertical skeleton 4 in described framework 3, the area occupied of top slat iron 5 entity own are very little to the ratio of void area between described vertical skeleton 4, top slat iron 5, and 3 pairs of waves of described framework are several without Intercepting effects.
In boats and ships one side, outside described sidewall 1, be against described framework 3, wave celerity direction is towards this side of boats and ships, 3 pairs of waves of described framework are several without stopping, wave acts directly on described sidewall 1 through the large area space of 5 of the vertical skeleton 4 of described framework 3 and top slat irons, described sidewall 1 be take described turning joint 2 rotation within axially of its lower end under action of wave force, when the external force of wave action on described sidewall 1 is cushioned, acting on the Conversion of Energy that the wave on described sidewall 1 has is the kinetic energy that described sidewall 1 inwardly rotates, slowed down the direct impact of wave to hull 14 1 sides.When described sidewall 1 inwardly rotates, by elastomeric element 15 outer ends described in the connecting panel 19 drive homonymies that are connected with described sidewall 1 upper end, inwardly move, the compressed distortion of described elastomeric element 15 and the inside rotational speed of described sidewall 1 are slowed down; It is that elastic force potential energy stores in described elastomeric element 15 that the kinetic energy that when described sidewall 1 inwardly rotates by described elastomeric element 15 buffering, described in this side, the inside rotation of sidewall 1 is had is also partly converted into elastomeric element 15 deformation energys.When described sidewall 1 inwardly rotates, air bag 12 described in extruding homonymy, according to its internal gas pressure of Boyle, Robert-boyle's law, raise, and because one of air-driven feature is very rapid, by air bag 12 internal gas pressures described in described communicating pipes 27 offsides, also synchronously raise, to be subject to described in both sides the pressure of air bag 12 identical for side plating 9 described in hull 14 both sides; In the process of the described air bag 12 of described sidewall 1 compressing, its rotating speed slows down thereupon, and when described sidewall 1 inwardly rotates by described air bag 12 buffering, described in this side, sidewall 1 inwardly rotates the kinetic energy being had and is partly converted into gaseous tension potential energy and stores in air bag described in both sides 12.Due to described air bag 12 inflation pressuries and the number of described elastomeric element 15 and the physical parameter of each elastomeric element 15 as elasticity modulus etc. with estimate sea situation and as described in sidewall 1 stressing conditions comprehensive consideration preferably, described in when described in this side, sidewall 1 kinetic energy that inwardly rotation has is all converted into gaseous tension potential energy and elastic force potential energy, elastomeric element 15 is not yet fully compressed, still the space that has the compressed distortion of certain continuation and elastic force potential energy to continue to store, sidewall 1 not yet hits on the described side plating 9 of hull 14 these sides described in this side.The kinetic transformation that described sidewall 1 inwardly rotates is in elastic force potential energy and gas pressure potential process, and the inside rotational speed of described sidewall 1 slows down, to stopping.Wave has certain periodicity as the wave travel of energy, the period of a wave application force being subject to along with described sidewall 1 goes down, store the elastic force potential energy in described elastomeric element 15 and store gaseous tension potential energy in air bag described in both sides 12 and be converted into the kinetic energy that described sidewall 1 outwards rotates, described sidewall 1 resets, and is against described framework 3 outward.So move in circles.The utility model antirolling apparatus consumes, cushions, transforms wave to hull 14 1 side horizontal forces, realizes energy-conservation subtracting and shakes.
The tradition antirolling apparatus mechanism of shaking as stabilizer, rudder stabilization, antirolling tank and moving heavy object etc. subtract is for consumed energy is with the righting moment of the ship rolling that creates antagonism, and along with boats and ships maximize, it subtracts dynamics, the difficulty of shaking and all increases; Use the utility model antirolling apparatus to carry out ship stabilization, do not need to consume additional energy, the source wave force that produces ship rolling from weakening is set about, along with boats and ships maximization boats and ships length increases, the utility model antirolling apparatus of boats and ships one side can consume, cushion, transforms wave the horizontal force of hull 14 is also synchronously increased, and is suitable for large ship and subtracts and shake.
Ship stabilizer of the present utility model also has the following advantages:
About ship load tonnage: in traditional antirolling apparatus, antirolling tank accounts for the 3-5% of vessel displacement, the extendible of hydraulic gear and collapsible stabilizer are laid thorax hole weight and even reach 10% of vessel displacement, moving heavy object is equivalent to the 1-2%... of vessel displacement and main points be conventionally their these shared volumes and tonnage to boats and ships except subtract shake there is no he with, there is no his benefit, say in some sense and reduced ship load tonnage; Although and also occupy-place boats and ships both sides of the utility model antirolling apparatus are " sky " in it, boats and ships, except subtracting the benefit that increases in addition its buoyancy holder power shaking, are said to the dead-weight capacity that has therefore increased on the contrary boats and ships in some sense.
About adding cost: structure, the material of traditional antirolling apparatus itself are added for basic boats and ships, be also required to be the motive power machine equipment that it provides energy to support, additional cost obviously increases; And in the utility model, the longitudinal strength of 3 pairs of hulls of described framework of boats and ships both sides and total transverse strength have humidification, steel pipe as described communicating pipe 27 also has the effect that increases hull transverse strength, within in the utility model, side plating is positioned at described sidewall 1, directly be not subject to alluvion and seawater corrosion, to the requirement of its material, lower than the side plating as common boats and ships lateral wall, the additional cost of the utility model antirolling apparatus increases limited.
About running resistance: boats and ships are vehicle of a kind of efficient, low consumption and environmental protection, study carefully its cause, are just that buoyancy has reduced it at hydrogymnastic resistance.Tradition antirolling apparatus is because structure increases the weight of, drauht is deepened relatively, running resistance increases thereupon, and they subtract and shake the resistance that has also increased ship's navigation in the interaction with seawater, bilge keel as the simplest in structure also makes the speed of a ship or plane reduce 1-2% in hydrostatic; And the utility model antirolling apparatus increases to some extent to ship buoyance, the following degree of depth of floating line 33 reduces relatively to some extent, and between sidewall 1, all to there is the material of certain elasticity and retractility, flexibly connect between described sidewall 1 and described bow 10 or between described sidewall 1 and described stern 11 and described in adjacent two, although described sidewall 1 has their outside faces of representing of certain rotation still comparatively gentle level and smooth under wave action, boats and ships sailed onward is not formed to large resistance.
Safety aspect: the utility model antirolling apparatus is positioned at hull 14 outsides, plays barrier, protective effect to hull (14); Two antirolling apparatuss that homonymy is adjacent two described in sealed spacer each other between air bag 12, not exchange information, impaired when their a certain described sidewalls 1 in outside, injure described air bag 12 in it, described in other, air bag 12 is still inflated well, and total buoyancy effect that boats and ships are subject to is little; Can be equipped with emergent anti-settling air bag (not shown), to its emergency pneumatic, prevent Ship's Sinking if desired; Each sidewall that is positioned at described framework 3 outside boats and ships separately independent, to each other to flexibly connect portion 30, wound undermines a described sidewall 1, described in all the other, sidewall 1 can remain intact; To described sidewall 1 finishing of certain damage or the process of replacing, to the finishing of the whole boats and ships sidewall of traditional boats and ships or replace into letter, for easily, the utility model antirolling apparatus is easy to safeguard at ordinary times comparatively speaking, war wound is easy to repair.
The above is only three kinds of preferred implementations of the present utility model; should be understood that; for those skilled in the art; do not departing under the prerequisite of the utility model know-why; can also make some improvement and modification, these improve and modification also should be considered as protection domain of the present utility model.
Claims (9)
1. a ship stabilizer, is characterized in that: in the both sides of hull (14), be provided with one or more buffering energy-absorbing mechanism; Wherein,
Described buffering energy-absorbing mechanism comprises sidewall (1), elastomeric element (15) and/or air bag (12), one end of described sidewall (1) is flexibly connected with the turn of the bilge of boats and ships, the other end is connected with side plating (9) by described elastomeric element (15), and described air bag (12) is arranged between described sidewall (1) and side plating (9).
2. ship stabilizer according to claim 1, is characterized in that: described buffering energy-absorbing mechanism also comprises track (17), and described elastomeric element (15) is installed in track (17) and is mobile along track (17).
3. ship stabilizer according to claim 2, it is characterized in that: described track (17) is provided with notch (18), described sidewall (1) is connected with described elastomeric element (15) by connecting panel (19), and described connecting panel (19) is mobile along described notch (18).
4. ship stabilizer according to claim 1, is characterized in that: two air bags (12) relative in hull (14) both sides were communicated with by communicating pipe (27).
5. ship stabilizer according to claim 4, is characterized in that: on described communicating pipe (27), be also provided with charge valve (28).
6. ship stabilizer according to claim 1, is characterized in that: when a side of hull (14) is provided with a plurality of buffering energy-absorbing mechanism, the connecting portion (30) between the sidewall (1) of adjacent buffering energy-absorbing mechanism is for flexibly connecting.
7. ship stabilizer according to claim 1, is characterized in that: above described buffering energy-absorbing mechanism, be provided with deck epitaxy part (7), one end of described deck epitaxy part (7) is connected with upper deck (6), the other end is connected with weather shield (8).
8. ship stabilizer according to claim 7, is characterized in that: between described sidewall (1) and weather shield (8), be also provided with and hide unrestrained curtain (21).
9. ship stabilizer according to claim 7, it is characterized in that: in the outside of described sidewall (1), be also provided with framework (3), described framework (3) comprises vertical skeleton (4) and top slat iron (5), the two ends of described vertical skeleton (4) are individually fixed in bow (10) and stern (11), and the turn of the bilge is fixed in one end of described top slat iron (5), the other end is fixed on described weather shield (8).
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320278249.XU CN203512002U (en) | 2013-05-21 | 2013-05-21 | Ship stabilizer |
| PCT/SE2014/000064 WO2014189425A1 (en) | 2013-05-21 | 2014-05-19 | A ship anti-rolling device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320278249.XU CN203512002U (en) | 2013-05-21 | 2013-05-21 | Ship stabilizer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203512002U true CN203512002U (en) | 2014-04-02 |
Family
ID=50370976
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320278249.XU Expired - Fee Related CN203512002U (en) | 2013-05-21 | 2013-05-21 | Ship stabilizer |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN203512002U (en) |
| WO (1) | WO2014189425A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104176204A (en) * | 2013-05-21 | 2014-12-03 | 王力丰 | Boat swaying buffering device |
| CN105275724A (en) * | 2014-07-01 | 2016-01-27 | 王力丰 | Ship wave power generation stabilizing unit and wave power generation system |
| CN106184643A (en) * | 2016-09-18 | 2016-12-07 | 三峡大学 | Peculiar to vessel pair of slideway air bag and using method |
| CN113306672A (en) * | 2021-05-12 | 2021-08-27 | 水利部交通运输部国家能源局南京水利科学研究院 | Water transportation channel safety management device |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114560052B (en) * | 2020-11-27 | 2023-07-25 | 中国石油天然气集团有限公司 | Floating storage regasification stabilizer and method |
| CN113008325B (en) * | 2021-03-04 | 2022-07-05 | 山东安澜工程建设有限公司 | Water level monitoring device for hydraulic engineering |
| CN115472041B (en) * | 2022-11-14 | 2023-03-24 | 福建飞通通讯科技股份有限公司 | Novel marine boats and ships meet early warning reminder system |
| CN116280065B (en) * | 2023-03-27 | 2024-05-17 | 广东海洋大学 | Anti-rolling device suitable for low-speed ship |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3741145A (en) * | 1970-11-23 | 1973-06-26 | Sperry Rand Corp | Active stabilizer for marine vessels |
| JPS5945291A (en) * | 1982-09-03 | 1984-03-14 | Hitachi Zosen Corp | Method of reducing wave affection to underwater securing structure or float |
| CN101284566A (en) * | 2006-05-25 | 2008-10-15 | 施仲伟 | Automatic open-close air sac for reducing rocking on both sides of ship bilge |
| CN101811561A (en) * | 2009-02-23 | 2010-08-25 | 施仲伟 | Modular bilge bilateral roll stabilization air sac |
| KR101336155B1 (en) * | 2011-10-21 | 2013-12-03 | 삼성중공업 주식회사 | Marine Structure with Reduction of Relative Motion |
| CN102658858B (en) * | 2012-05-10 | 2015-02-11 | 赵凤银 | Aircraft carrier, warship, submarine and offshore platform each with correcting device with high efficiency, load removal, swing stoppage and turnover resistance |
-
2013
- 2013-05-21 CN CN201320278249.XU patent/CN203512002U/en not_active Expired - Fee Related
-
2014
- 2014-05-19 WO PCT/SE2014/000064 patent/WO2014189425A1/en active Application Filing
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104176204A (en) * | 2013-05-21 | 2014-12-03 | 王力丰 | Boat swaying buffering device |
| CN105275724A (en) * | 2014-07-01 | 2016-01-27 | 王力丰 | Ship wave power generation stabilizing unit and wave power generation system |
| CN105275724B (en) * | 2014-07-01 | 2021-02-26 | 王力丰 | Ship wave power generation stabilizing device and wave power generation system |
| CN106184643A (en) * | 2016-09-18 | 2016-12-07 | 三峡大学 | Peculiar to vessel pair of slideway air bag and using method |
| CN113306672A (en) * | 2021-05-12 | 2021-08-27 | 水利部交通运输部国家能源局南京水利科学研究院 | Water transportation channel safety management device |
| CN113306672B (en) * | 2021-05-12 | 2022-08-16 | 水利部交通运输部国家能源局南京水利科学研究院 | Water transportation channel safety management device |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2014189425A1 (en) | 2014-11-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN203512002U (en) | Ship stabilizer | |
| JP5139571B2 (en) | Ship vibration reduction and levitation equipment | |
| AU625860B2 (en) | Improved hull construction for a swath vessel | |
| US7712426B1 (en) | Multi-purpose expedition vessel | |
| CN102658858A (en) | Aircraft carrier, warship, submarine and offshore platform each with correcting device with high efficiency, load removal, swing stoppage and turnover resistance | |
| CN202728542U (en) | Aircraft carrier, vessel, submarine and offshore platform with high-efficiency, load-removing, shake-preventing and turnover-resisting correcting device | |
| AU2016374621B2 (en) | Stabilized hull for a keeled monohull sailboat or sail and motor boat | |
| CN104176204B (en) | Ship stabilizer | |
| CN102935874A (en) | Double submerged body small water plane composite water surface unmanned surface vehicle | |
| US3898946A (en) | Sea-going high-commercial-speed displacement vessel | |
| RU2419557C2 (en) | "akvalet" water-air craft, mastless sail and sail control device | |
| US20050115484A1 (en) | Semisubmersible trimaran | |
| CN107458551A (en) | Multiple buoyancy is on an even keel or the hull that berths | |
| CN2574992Y (en) | Comprehensive controller for boats and ships | |
| KR101328869B1 (en) | Method for moving a vessel in water and vessel for moving in water according to said method | |
| CN205801451U (en) | A kind of ocean platform tender | |
| RU196023U1 (en) | FLOATING SMALL BOAT OF CATAMARAN TYPE | |
| CN210116624U (en) | Rotatable formula anti-sway equipment | |
| US7677190B2 (en) | Slotted hulls for boats | |
| RU184134U1 (en) | SPEED BOAT ON GLISING SKI | |
| CN101797952A (en) | Ship plank | |
| CN206297700U (en) | Track combination ship | |
| CN206012910U (en) | Multiple buoyancy is on an even keel or the hull that berths | |
| US10000258B2 (en) | Vessel with selectively deployable hull members | |
| RU2365520C2 (en) | Ship driven by hull pitching energy |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140402 Termination date: 20160521 |