JP2016190518A - Lifeboat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lifeboat which achieves downsizing of a hull while inhibiting damage of the full.SOLUTION: A lifeboat has a body part 11, which accommodates occupants, and includes a first cushioning body 2 disposed at one longitudinal end of the body part 11. The first cushioning body 2 includes cushioning materials (a first cushioning material 21 and a second cushioning material 22) having different hardness. A second cushioning body 3 formed by cushioning materials having the same hardness is disposed at the other longitudinal end of the body part 11. Third cushioning bodies 4 formed by cushioning materials having the same hardness are disposed at both ends of the body part 11 when viewed in a shorter side direction.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a lifeboat, and more particularly to a lifeboat suitable for evacuation against a tsunami.

  In order to ensure the safety of ships, the SOLAS Convention (International Convention for the Safety of Life on Life at Sea) stipulates that all ships should have lifeboats that can be boarded. As lifeboats, those of various forms such as an open type and an enclose type are adopted (for example, see Patent Document 1).

  The lifeboat described in Patent Document 1 relates to a so-called enclosed lifeboat. Such enclosed lifeboats generally have a substantially hull-shaped main body that forms a sealed space in which a crew member can be accommodated. In addition, the lifeboat described in Patent Document 1 has a buffer body that absorbs collision energy generated when it collides with another structure on the outer periphery of the main body.

JP 2014-73825 A

  In June 2013, the Shikoku Transportation Bureau of the Ministry of Land, Infrastructure, Transport and Tourism issued the “Tsunami Lifeboat Guidelines”. According to these guidelines, a tsunami lifeboat is assumed to collide with a land structure or debris by a tsunami in the levitated state, and must have sufficient safety against the impact. The maximum acceleration acting on the main body in a frontal collision of 10 m / s is specified to be 15 G (G: gravitational acceleration) or less.

  In the lifeboat described in Patent Document 1 described above, in order to satisfy the criteria described in these guidelines, there is a problem that the cushioning material tends to be large (that is, the lifeboat as a whole tends to be large). There was room for improvement in terms of storage.

  The present invention has been devised in view of the above-described problems, and an object thereof is to provide a lifeboat capable of reducing the size of a hull while suppressing damage to the hull.

  According to the present invention, in a lifeboat having a main body capable of accommodating a passenger, the lifeboat includes a buffer disposed at at least one end of the main body, and the buffer includes a plurality of buffers having different hardnesses. A lifeboat is provided which is characterized by including materials.

  The buffer body may be configured such that a proportion of a relatively hard buffer material is larger on a side farther than a side closer to the main body. The buffer may be configured such that the reaction force after the collision is constant.

  The buffer may be disposed at one or both ends in the longitudinal direction of the main body, or may be disposed at one or both ends in the short direction of the main body, or the longitudinal direction of the main body. And you may arrange | position at each both ends of a transversal direction.

  According to the lifeboat of the present invention described above, by arranging a shock absorber including a plurality of shock absorbers having different hardness at the end of the main body, when the shock absorber collides with another structure or rubble The amount of displacement of the buffer body that occurs can be reduced, and the buffer body can be downsized. Therefore, by using such a buffer body, it is possible to reduce the size of the hull while suppressing damage to the hull.

It is a figure which shows the lifeboat which concerns on 1st embodiment of this invention, (a) is a side view, (b) is a top view. It is a figure which shows the modification of the 1st buffer shown in FIG. 1, (a) is a 1st modification, (b) is a 2nd modification, (c) is a 3rd modification, (d) is a 1st modification. Four modifications, (e) shows a fifth modification. It is a figure which shows the time history image of the acceleration at the time of a lifeboat collision, a speed | rate, and a displacement, (a) is a comparative example, (b) has shown 1st embodiment. It is a figure which shows the lifeboat which concerns on other embodiment of this invention, (a) has shown 2nd embodiment, (b) has shown 3rd embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 (a) to 4 (b). Here, FIG. 1 is a view showing a lifeboat according to the first embodiment of the present invention, in which (a) is a side view and (b) is a plan view. FIG. 2 is a diagram showing a modification of the first buffer shown in FIG. 1, (a) is a first modification, (b) is a second modification, (c) is a third modification, d) shows a fourth modification, and (e) shows a fifth modification.

  The lifeboat 1 according to the first embodiment of the present invention has a main body 11 capable of accommodating an occupant as shown in FIGS. 1A and 1B, and has one end in the longitudinal direction of the main body 11 ( The first shock absorber 2 is disposed at the end), and the first shock absorber 2 includes a plurality of shock absorbers (first shock absorber 21 and second shock absorber 22) having different hardnesses. Moreover, the 2nd buffer 3 comprised by the some buffer material which has the same hardness in the other end (end part on the opposite side to the edge part in which the 1st buffer 2 is arrange | positioned) of the longitudinal direction of the main-body part 11 is comprised. Is arranged, and the third shock absorber 4 composed of a plurality of shock absorbers having the same hardness is disposed at both ends of the main body 11 in the short direction. In each figure, for convenience of explanation, the cushioning material constituting each cushion is displayed in gray, the hard cushioning material is displayed in dark gray, and the soft cushioning material is displayed in light gray.

  The lifeboat 1 shown in the figure is a so-called totally enclosed lifeboat, and may be, for example, an improved lifeboat of an enclosed type (sealed type) used for a marine accident of a ship that has been conventionally used. . The main body 11 has a substantially hull shape that can float on water, and its upper part is covered with a structural material. Although not shown in the figure, a seat on which an occupant sits, a warehouse for storing food, beverages, and the like are arranged inside the main body 11. An occupant entrance 12, a lighting or monitoring window 13, a ventilation duct 14 for ventilation, and the like are formed on the upper portion of the main body 11. The lifeboat 1 is not limited to a fully enclosed lifeboat, and may be a partially enclosed lifeboat.

  The lifeboat 1 may or may not have a device for generating power (such as a screw propeller). When the lifeboat 1 has power, the concept of the front-rear direction occurs with respect to the traveling direction. Therefore, in this embodiment, the front and rear, the front and rear, the front and rear, the bow and stern For terms such as “part”, the front-rear direction is set based on the traveling direction.

  On the other hand, when the lifeboat 1 does not have power, since the traveling direction is unknown, the concept of the front-rear direction does not occur strictly. However, for convenience of explanation, the longitudinal direction of the main body 11 is defined as the traveling direction. Assuming that the concept of front-rear direction is introduced, terms such as front and rear, front and rear, front and rear end, bow and stern are used.

  In addition, a keel 15 disposed at the center of the hull, a fender 16 disposed on the starboard side and the starboard side, and the like are formed on the bottom of the main body 11. The fender 16 is a component that suppresses damage to the bottom of the ship when it behaves in an unstable manner such as when it floats and settles at the beginning of the drift, when it lands during drift, or when it settles after a wave. .

  Moreover, when improving the conventional lifeboat, you may make it improve the intensity | strength of the main-body part 11 by arrange | positioning the reinforcing material 5 in the outer periphery of the main-body part 11. FIG. The reinforcing material 5 is made of a structural material having a predetermined strength, such as steel or synthetic resin, for example, and is provided with a front reinforcing material 51 disposed at the front portion (the bow portion) of the main body portion 11 and the rear portion of the main body portion 11 ( The rear reinforcing member 52 disposed on the stern part) and the side reinforcing member 53 disposed on the side part (ship part) of the main body 11.

  The front reinforcing member 51 includes, for example, a load receiving portion 51a that projects to the front of the bow portion, and a connecting portion 51b that supports the load receiving portion 51a. The load receiving portion 51a has a certain area in preparation for a frontal collision of the lifeboat 1. The connection part 51b is connected to the side part reinforcing material 53, for example. For example, the rear reinforcing member 52 and the side reinforcing member 53 are arranged along the joint between the upper structure and the lower structure of the main body 11.

  Thus, by arranging the front reinforcing member 51, even when the lifeboat 1 collides with the ground structure or the like, the collision load can be received by the load receiving portion 51a, and the connecting portion 51b is It is possible to transmit to the side reinforcement member 53 and the rear reinforcement member 52 through, and the collision load can be dispersed. Moreover, the joint of the main-body part 11 with comparatively weak intensity | strength can be reinforced by arrange | positioning the rear part reinforcing material 52 and the side part reinforcing material 53. FIG.

  In addition, the structure of the main-body part 11 mentioned above is a mere illustration, and is not limited to the structure shown in figure. Moreover, the main-body part 11 is not limited to what improved the conventional lifeboat, You may be newly designed or manufactured. Further, the reinforcing material 5 can be partially or entirely omitted depending on the strength of the main body 11.

  The first shock absorber 2 is a shock absorber disposed in front of the main body 11 (for example, in front of the load receiving portion 51a). The first shock absorber 2 has a function of reducing the impact and acceleration generated in the main body 11 when the front part (the bow part) of the lifeboat 1 collides with a ground structure or the like. The first shock absorber 2 preferably has, for example, a predetermined elastic force, a small performance degradation due to water, and excellent characteristics such as water tightness, weather resistance, and flame resistance. An appropriate material is selected according to conditions such as the sheath position.

  For example, the first buffer body 2 is configured by a foamed resin such as polyurethane foam, polystyrene foam, polyethylene foam, polypropylene foam, EVA foam, and PET foam, or a material obtained by supplementing these foamed resins with a covering material or the like. In addition, you may comprise the 2nd buffer body 3 and the 3rd buffer body 4 with the same buffer material.

  Further, as shown in the drawing, the first buffer 2 has a substantially semi-cylindrical shape having a curved surface whose lateral width gradually decreases toward the tip. In the present embodiment, a hard first cushioning material 21 is disposed on the front end side with a narrow lateral width, and a second cushioning material 22 that is softer than the first cushioning material 21 is disposed on the rear end side with a wide lateral width. The hardness of the first buffer material 21 and the second buffer material 22 can be expressed by, for example, the size of the elastic limit, and the first buffer material 21 is configured by a buffer material having a larger elastic limit than the second buffer material 22. Has been.

  That is, in the first buffer 2, in the cross section perpendicular to the longitudinal direction of the main body portion 11, the proportion of the relatively hard buffer material (first buffer material 21) is closer to the main body portion 11 (rear end side). Also, the far side (tip side) is configured to be larger. In the present embodiment, the occupation ratio of the first cushioning material 21 is 100% in the section including the first cushioning material 21, and the occupation ratio of the first cushioning material 21 is 0% in the section including the second cushioning material 22. It is.

  According to the configuration of the first shock absorber 2, when the lifeboat 1 collides head-on with another ground structure or the like, the first shock absorber 21 collides first. The collision force (pressure) can be applied to a wider range, and the reaction force of the first buffer 2 can be increased.

  Further, by using cushioning materials (first cushioning material 21 and second cushioning material 22) having different hardness, when the lifeboat 1 collides head-on with another ground structure or the like, it occurs in the first cushioning body 2. The first buffer 2 can be configured so that the reaction force is substantially constant. Thus, by configuring the first shock absorber 2 so that the reaction force after the collision is substantially constant, the acceleration of the lifeboat 1 generated after the collision can be maintained at a substantially constant value.

  The second buffer body 3 and the third buffer body 4 are not limited to the illustrated configuration and arrangement. For example, the second buffer body 3 and the third buffer body 4 may be configured by a single buffer material having uniform hardness, or the arrangement method may be appropriately changed depending on the shape of the buffer material. Good.

  The 1st buffer 2 is not limited to this embodiment comprised by the 1st shock absorbing material 21 and the 2nd shock absorbing material 22 mentioned above, By the modification shown to Fig.2 (a)-(e). Can also be substituted.

  The first modification of the first shock absorber 2 described in FIG. 2A is the hardest first shock absorber 21, the softest second shock absorber 22, and the third shock absorber 23 having an intermediate hardness. Are arranged in the order of the first buffer material 21, the third buffer material 23, and the second buffer material 22 from the front end side toward the rear end side. In the first modification, the first buffer 2 in the first embodiment is configured by three buffer materials (first buffer material 21, second buffer material 22, and third buffer material 23) having different hardnesses. In other words.

  The 2nd modification of the 1st shock absorbing body 2 described in FIG.2 (b) is provided with the relatively hard 1st shock absorbing material 21 and the relatively soft 2nd shock absorbing material 22, The center of a transversal direction The first cushioning material 21 is disposed in the part, and the second cushioning material 22 is disposed on both sides thereof. According to such a configuration, since the volume of the second buffer material 22 gradually increases from the front end side toward the rear end side, the relatively hard buffer material in the cross section perpendicular to the longitudinal direction of the main body portion 11. The ratio of the (first buffer material 21) can be configured such that the far side (front end side) is larger than the side (rear end side) closer to the main body 11.

  Moreover, according to the structure of this 1st shock absorbing body 2, when the lifeboat 1 collides frontally with other ground structures etc., since the 1st shock absorbing material 21 which is a hard part will collide first, The first buffer material 21 can increase the reaction force of the first buffer body 2 in the initial stage of the collision.

  The 3rd modification of the 1st shock absorbing body 2 described in FIG.2 (c) is the 3rd shock absorbing material 23 which has the hardest 1st shock absorbing material 21, the softest 2nd shock absorbing material 22, and its intermediate | middle hardness. The first cushioning material 21 is disposed at the center in the short direction, the third cushioning material 23 is disposed on both sides thereof, and the second cushioning material 22 is disposed on both sides thereof. In the third modified example, the first buffer 2 in the second modified example is configured by three buffer materials (first buffer material 21, second buffer material 22, and third buffer material 23) having different hardnesses. In other words.

  The 4th modification of the 1st shock absorbing body 2 described in FIG.2 (d) is provided with the relatively hard 1st shock absorbing material 21 and the relatively soft 2nd shock absorbing material 22, and a skin part is 1st. The buffer material 21 is arranged, and the second buffer material 22 is arranged inside thereof. Even in such a configuration, since the volume of the second cushioning material 22 gradually increases from the front end side toward the rear end side, the relatively hard cushioning material (in the cross section perpendicular to the longitudinal direction of the main body portion 11) ( The first buffer material 21) can be configured such that the far side (front end side) is larger than the side (rear end side) closer to the main body 11.

  The 5th modification of the 1st shock absorbing body 2 described in FIG.2 (e) is provided with the relatively hard 1st shock absorbing material 21 and the relatively soft 2nd shock absorbing material 22, and has a fan-shaped cross section. The first buffer material 21 is disposed on the columnar portion including the longitudinal axis, and the second buffer material 22 is disposed on both sides thereof. According to such a configuration, the volume of the second buffer material 22 gradually increases from the front end side toward the rear end side, and the volume of the first buffer material 21 gradually decreases. In the cross section perpendicular to the direction, the proportion of the relatively hard cushioning material (first cushioning material 21) is larger on the far side (front end side) than on the side closer to the main body 11 (rear end side). Can be configured.

  In the above-described modification, the case where the number of cushioning materials having different hardness is 2 to 3 is described. However, the number of the cushioning materials is not limited to these, and in each modification, two or more What is necessary is just to have the buffer material from which hardness differs.

  Next, the operation of the lifeboat 1 shown in FIGS. 1A and 1B will be described with reference to FIG. Here, FIG. 3 is a figure which shows the time history image of the acceleration at the time of a lifeboat collision, a speed | rate, and a displacement, (a) is a comparative example, (b) has shown 1st embodiment. In addition, the comparative example shown to Fig.3 (a) is a lifeboat described in patent document 1, ie, the lifeboat in which the 1st buffer body 2 was comprised with the single shock absorbing material. In each figure, acceleration is indicated by a solid line, speed is indicated by a dotted line, and displacement is indicated by a one-dot chain line.

  The acceleration and the like at the time of the collision are those when the vehicle is caused to collide at a speed of 10 m / s with a plane more rigid than the front (the bow). 3A and 3B, the horizontal axis indicates time (seconds), the left vertical axis indicates speed (m / s) and acceleration (G), and the right vertical axis indicates displacement (m). Is shown. Further, it is assumed that the lifeboat 1 collides at a time of 0.00 seconds, the speed is positive (plus) in the direction toward the collision surface, and the acceleration is positive (plus) in the direction away from the collision surface. The portion where the displacement is negative (minus) indicates that the lifeboat 1 bounces away from the collision surface.

  As shown in FIG. 3A, in the comparative example, although the acceleration satisfies the 15G condition specified in the guideline, the displacement of the first buffer 2 is the maximum value at the speed of 0 m / s. In order to protect the main body portion 11 from this collision, the longitudinal length of the first buffer body 2 must be at least 0.7 m or more.

  On the other hand, in the present embodiment, when the reaction force generated when the first shock absorber 2 collides is constant, the speed after the collision of the lifeboat 1 is as shown in FIG. It decreases at a substantially constant rate and is shown linearly. Therefore, as shown in the figure, the acceleration shows a substantially constant numerical value (for example, 15G).

  And according to the lifeboat 1 which concerns on this embodiment, acceleration satisfies the 15G conditions prescribed | regulated by the guideline, and the displacement of the 1st buffer 2 is suppressed to about 0.3 m. Therefore, in order to protect the main body part 11 from this collision, the length in the longitudinal direction of the first buffer body 2 should be at least 0.3 m or more, and the first buffer body 2 can be made smaller than the comparative example. be able to. Therefore, by using the first buffer body 2, it is possible to reduce the size of the hull while suppressing damage to the hull.

  In addition, by appropriately adjusting the ratio of the hardness of the first cushioning material 21 and the second cushioning material 22, the arrangement, the occupation ratio in the cross-sectional area, the number of the cushioning materials having different hardness constituting the first cushioning body 2, etc. The acceleration waveform suitable for the main body 11 can be adjusted, and the first buffer body 2 can be reduced in size. For example, when a foamed resin is used as a buffer material, the stress-strain relationship changes depending on the foaming ratio. Different cushioning materials can be arbitrarily selected.

  Next, a lifeboat 1 according to another embodiment of the present invention will be described with reference to FIGS. 4 (a) and 4 (b). Here, FIG. 4 is a figure which shows the lifeboat which concerns on other embodiment of this invention, (a) has shown 2nd embodiment, (b) has shown 3rd embodiment. In addition, about the component same as the lifeboat 1 which concerns on 1st embodiment mentioned above, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  In the lifeboat 1 according to the second embodiment shown in FIG. 4A, in addition to the first shock absorber 2, the second shock absorber 3 also has two shock absorbers (first shock absorber 31) having different hardnesses. And the second cushioning material 32). That is, both ends of the lifeboat 1 in the longitudinal direction (including front and rear, front and rear, front and rear, main and rear ends, bow and stern portions of the main body 11) have different hardnesses. A first buffer body 2 and a second buffer body 3 including a plurality of buffer materials are arranged. Further, in the illustrated second embodiment, the hard first cushioning material 31 is disposed on the rear end side having a narrow lateral width, and the second cushioning material 32 that is softer than the first cushioning material 31 on the side of the main body 11 having a wide lateral width. Is arranged.

  Therefore, in the second buffer body 3, as in the first buffer body 2, the proportion of the relatively hard buffer material (first buffer material 31) in the cross section perpendicular to the longitudinal direction of the main body portion 11 is the main body portion 11. Thus, the far side (front end side) is larger than the side close to (rear end side). In addition, also about the 2nd buffer 3, the 1st modification-5th modification shown to Fig.2 (a)-(e) can be selected arbitrarily and can be applied. At this time, the first buffer 2 and the second buffer 3 may be in different forms.

  The lifeboat 1 according to the third embodiment shown in FIG. 4 (b) has two different hardnesses over the entire circumference of the first shock absorber 2, the second shock absorber 3 and the third shock absorber 4. It is comprised by the buffer material (1st buffer material 21,31,41 and 2nd buffer material 22,32,42). That is, both ends of the lifeboat 1 in the longitudinal direction (including front and rear of the main body 11, front and rear, front and rear ends, expression of the bow and stern), and both ends in the short direction A plurality of cushioning materials having different hardnesses at the end portions constituting the outer edge including the portions (including the left and right portions, the left and right portions, the right end and the left end, the port side and the starboard side of the main body 11) The 1st buffer 2, the 2nd buffer 3, and the 3rd buffer 4 containing are arranged.

  In the illustrated third embodiment, hard first buffer materials 21, 31, and 41 are disposed on the skin portions of the first buffer body 2, the second buffer body 3, and the third buffer body 4, and the first buffer material is disposed on the inside thereof. Second cushioning materials 22, 32, 42 that are softer than 21, 31, 41 are arranged. In other words, the fourth modification shown in FIG. 2D is applied to all of the first buffer 2, the second buffer 3, and the third buffer 4.

  According to the third embodiment, with respect to the third shock absorber 4, the proportion of the relatively hard shock absorber (first shock absorber 41) in the cross section perpendicular to the short direction of the main body 11 is It can be configured such that the far side is larger than the near side. Note that other modified examples can be arbitrarily selected and applied to the third buffer body 4. At this time, the third buffer 4 may have a different form from the first buffer 2 and the second buffer 3.

  According to the lifeboat 1 which concerns on 2nd embodiment mentioned above, size reduction of the 1st buffer body 2 and the 2nd buffer body 3 can be achieved, and also size reduction of the lifeboat 1 can be achieved by extension. . Moreover, according to the lifeboat 1 which concerns on 3rd embodiment mentioned above, size reduction of the 1st buffer body 2, the 2nd buffer body 3, and the 3rd buffer body 4 can be achieved, and the lifeboat 1 is extended by extension. Can be miniaturized.

  Further, the buffer (the first buffer 2, the second buffer 3, or the third buffer 4) is not limited to the arrangement shown in the first to third embodiments described above. For example, the shock absorbers may be disposed only at one or both ends in the lateral direction of the main body 11, or a plurality of shock absorbers are disposed at predetermined intervals along the end constituting the outer edge of the main body 11. It may be. That is, according to the lifeboat 1 which concerns on this embodiment, according to the model, kind, etc. of the lifeboat 1, a buffer body can be arrange | positioned in arbitrary positions.

  The first buffer body 2, the second buffer body 3, and the third buffer body 4 are divided into a plurality of block bodies, for example, as shown by dotted lines in FIGS. 1 (a) and (b). You may make it comprise each buffer body by attaching these block bodies to the main-body part 11 separately.

  The present invention is not limited to the above-described embodiments, and can be applied to lifeboats other than those used for evacuation against tsunamis (for example, lifeboats that are permanently installed in ships). Of course, various modifications are possible.

DESCRIPTION OF SYMBOLS 1 Lifeboat 2 1st buffer body 3 2nd buffer body 4 3rd buffer body 5 Reinforcement material 11 Main-body part 12 Entrance / exit 13 Window 14 Ventilation duct 15 Keel 16 Shading material 21,31,41 1st buffer material 22,32, 42 2nd shock absorbing material 23 3rd shock absorbing material 51 Front part reinforcing material 51a Load receiving part 51b Connection part 52 Rear part reinforcing material 53 Side part reinforcing material

Claims (4)

In a lifeboat having a body that can accommodate a crew member,
Comprising a buffer disposed at at least one end of the main body;
The buffer includes a plurality of buffer materials having different hardnesses,
A lifeboat characterized by that.   2. The lifeboat according to claim 1, wherein the buffer body is configured such that a ratio of a relatively hard buffer material is larger on a side farther than a side closer to the main body. .   The lifeboat according to claim 1, wherein the shock absorber is configured such that a reaction force after the collision is constant. The buffer is disposed at one end or both ends in the longitudinal direction of the main body, is disposed at one end or both ends in the short direction of the main body, or the longitudinal and short directions of the main body The lifeboat according to claim 1, wherein the lifeboat is disposed at each of both ends.