CN210116621U - A rotatable anti-shake device - Google Patents

Abstract

The utility model provides a rotatable anti-sway device, which comprises an outer shaft, an inner shaft and an anti-sway plate. The outer shaft and the inner shaft are connected by a support rod, and outer gears are respectively arranged at both ends of the outer shaft, and the inner shaft and the inner shaft are respectively provided with external gears. Both ends are respectively provided with inner transmission gears, the outer gear and the inner transmission gear on the same side are connected by a transmission chain, and the rotation of the inner transmission gear is driven, thereby driving the outer gear and the anti-shake plate to rotate. The utility model can ensure the anti-rolling effect under various sailing speeds, and can take into account various sea conditions at the same time.

Description

A rotatable anti-shake device

technical field

The utility model relates to a new type of rotatable anti-shake equipment.

Background technique

The seakeeping of a ship refers to the ability of a ship to sail in wind and wave conditions. The seakeeping of the ship has an important impact on the navigation of the ship. On the one hand, the movement of the cargo caused by the rolling may cause the ship to capsize. , propeller stall and a series of phenomena, thus affecting the navigation performance of the ship.

The roll damping has a great influence on the roll of the ship. The traditional anti-rolling fin cannot work effectively at zero speed and low speed. Although the emergence of the zero-speed anti-rolling fin solves this problem, it requires a large amount of power, and It is expensive to manufacture, and is currently mostly suitable for high-value ships such as military ships. The anti-rolling water tank occupies too much volume, the traditional bilge keel does not occupy the volume and the cost is low, but due to the ship type, the width should not exceed the half-width line and baseline of the ship, which limits the speed of the bilge keel. Anti-shake effect at high.

The disadvantages of the prior art are:

(1) The cost of using the new type of fins is high and easy to wear. For example, the prior art with the patent number CN108860500A "a new type of ship anti-rolling fin"

(2) The use of airbag anti-rolling takes up a higher cabin capacity. For example, the prior art with the patent number of CN109229296A "a controllable airbag anti-swing device and its anti-swing method"

Utility model content

In view of the above problems, the purpose of the present utility model is to provide a new type of rotatable anti-rolling device at the bilge part of the hull. The equipment proposed by the utility model can ensure the anti-rolling effect under various speeds, and can take into account various sea conditions at the same time, which not only ensures the anti-rolling effect under severe sea conditions, but also can maintain lower resistance in relatively calm sea conditions. Achieving the unification of economy and safety. To achieve the above object, the utility model adopts the following technical solutions:

A rotatable anti-sway device, comprising an outer shaft, an inner shaft and an anti-sway plate, characterized in that the outer shaft and the inner shaft are connected by a support rod, and outer gears are respectively provided at both ends of the outer shaft, Both ends are respectively provided with inner transmission gears, the outer gear and the inner transmission gear on the same side are connected by a transmission chain, and the rotation of the inner transmission gear is driven, thereby driving the outer gear and the anti-shake plate to rotate.

Preferably, the camber of the anti-roll plate is designed according to the shape of the bilge part of the hull to ensure that it fits the bilge part of the hull when it is stowed. The distance between each set of outer shafts is 1.5 to 2m.

The utility model provides a device for effectively and economically reducing the rolling of the hull, which has the following advantages compared to the prior art:

(1) The utility model adopts the anti-sway plate that fits the curvature of the bilge part of the ship, which can minimize the resistance caused by the attachment of the ship during the sailing of the ship under calm sea conditions, and improve the sailing economy.

(2) The utility model breaks through the shape limitation of the anti-roll plate when the ship is docked, and improves the anti-roll effect.

(3) The control device of the present invention is separated from the anti-sway plate, and only the waterproof control device needs to be arranged at the end of the support rod, which ensures the sealing performance and economy of the whole system.

(5) The utility model is provided with a plurality of transmission chains in the ship, even if a few are damaged, the anti-rolling equipment can still be operated effectively by relying on other transmissions, and the reliability of the anti-rolling equipment is improved.

Description of drawings

1 is a partial view of the anti-sway device of the present invention;

Figure 2 is a schematic diagram of the structural state under different sea conditions;

Figure 3 is a flow chart of the system controlling the anti-roll device.

Description of the labels in the figure:

1 anti-sway plate; 2 outer shaft; 3 outer gear; 4 transmission chain; 5 support rod; 6 inner shaft; 7 power unit; 8 control system 9 inner transmission gear

Detailed ways

The present utility model will be described in detail below with reference to the accompanying drawings and embodiments.

As shown in FIG. 1 , the anti-sway device of the present invention includes three sets of anti-sway devices. One set of anti-sway devices includes an outer shaft 2 , on which is connected an anti-sway plate 1 and a support rod 5 . The other end of the support rod 5 is connected to the inner shaft 6 . External gears 3 are installed on both ends of the outer shaft 2 , and inner transmission gears 9 are installed on the inner shaft 6 , and the transmission chain 4 is used to connect the outer gears 3 and the inner transmission gears 9 . The control system 8 controls the power 7 to work according to the command, which can drive the internal transmission gear 9 to rotate, thereby driving the external gear 3 and the anti-sway plate 1 to rotate.

As shown in Figure 1, the anti-roll plate 1 is designed with a radian according to the shape of the bilge part of the hull to ensure that it fits the bilge part of the hull. The width of the arc anti-roll plate 1 is designed according to the ship type, and should not exceed 600mm. Two support rods 5 are connected to each outer shaft 2, and the distance between each support rod 5 is 3-4m.

The anti-rolling equipment is installed in 3 sets of anti-rolling devices within 1/3 to 1/4 of the ship's length in the middle of the hull. The distance between each set of external shafts 3 is 1.5-2m. The longitudinal end of the anti-rolling device is near the rigid member of the hull. At the end, the stabilizer plate 1 in the middle group is wider, and the other two groups are narrower, so as to reduce the stress concentration caused by the sudden change of structure. The equipment is installed in the bilge of the hull and will occupy some bilge tank capacity and has only a small impact on the main cargo hold capacity.

The following describes the implementation process of the retractable new type of anti-rolling equipment under various sea conditions with reference to the accompanying drawings:

As shown in Figure 3, the work flow of the retractable anti-rolling equipment is as follows: the crew inputs the sea state information to the control system 6, and the most economical rotation angle of the anti-roll plate 1 under this sea state is deduced from the motion numerical simulation or the tank model test. .

As shown in Figure 2, under calm sea conditions, when docking or docking, the anti-roll plate 1 is close to the side of the ship, which can minimize the sailing resistance. As the demand for anti-rolling in severe sea conditions increases, the control system 8 sends a command signal to the power unit 7 to control the rotation of the internal transmission gear 9, thereby driving the external gear 3 and the anti-roll plate 1 to rotate by a certain angle, similar to the bilge keel to increase the roll damping of the ship coefficient, and then increase the rolling period. The calculation of the equivalent linear damping can use the Nikolaev formula. When the zero-speed anti-roll plate 1 is completely fitted, the formula for calculating the dimensionless attenuation coefficient is:

In the formula: L, B, H, D are the length, moulded width, moulded depth and displacement; k ₁ is the empirical coefficient, which is generally taken as k ₁ =0.055～0.060 for sea-going ships; Φ _A is the roll amplitude value, and the average is taken as 0.5 ~0.6rad.

Although the preferred examples of the present invention have been described above in conjunction with the accompanying drawings, the present invention is not limited to the above-mentioned specific embodiments. The above-mentioned specific embodiments are only illustrative and not restrictive. Under the inspiration of the present utility model, technical personnel can make many forms without departing from the scope of protection of the present utility model's purpose and claims, which all fall within the protection scope of the present utility model.

Claims (3)

1. A rotatable anti-sway device, comprising an outer shaft, an inner shaft and an anti-sway plate, characterized in that the outer shaft and the inner shaft are connected by a support rod, and an outer gear is respectively provided at both ends of the outer shaft, and the inner shaft is The two ends of the shaft are respectively provided with inner transmission gears, the outer gear and the inner transmission gear on the same side are connected by a transmission chain, and the rotation of the inner transmission gear is driven, thereby driving the outer gear and the anti-shake plate to rotate. 2 . The anti-roll device according to claim 1 , wherein the anti-roll plate is designed with a radian according to the shape of the bilge part of the hull to ensure that it fits the bilge part of the hull when stowed. 3 . 3 . The anti-sway device according to claim 1 , wherein the distance between each set of external shafts is 1.5-2 m. 4 .

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