JPH088959Y2 - Boat with capsize correction device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a boat with a capsize correction device that can immediately restore the original state even if the capsized. More specifically, the present invention provides a capsized correction device for a simple boat or a small boat used as a boat, in particular, as a lifeboat or a rescue boat (herein referred to as a simple boat having a towing capability), and can be overturned. The present invention relates to a boat with a capsize correction device that restores the original state immediately.

(Prior Art) Various studies have been conducted on the safety of ships at sea, and among them, the lateral stability performance is emphasized in the sense of preventing capsized accidents, which are the most frequent cases of marine accidents.

Therefore, conventionally, as shown in FIG. 4, a rescue boat or a commercial boat used in a marine accident accident area or the like has been a boat that automatically restores its original state even if it is capsized. This ship 101
Is generally called a fully-closed lifeboat, and is made of FRP, aluminum, or another rigid material, and has a closed structure in which the boat front half 102 forms a buoyant body protruding above the boat.

The buoyant body 102 is provided so as to exert a rotational force that causes the ship's center of gravity to be positioned above the sea surface during capsizing and restores the capsized boat to its original state. For example, Japanese Utility Model Laid-Open No. 60-5994 can be cited as one having a similar configuration.

(Problems to be solved by the device) In order to improve the stability from the capsizing state, the closed hull structure as a buoyant body above the center of gravity of the ship at the time of navigation should be enlarged and the buoyancy center under the draft during capsizing. Is more effective below the draft.

However, in the conventional full-closed lifeboat described above, a buoyant body is formed by sealing a part of the hull, so that the buoyant body above the center of gravity of the ship is made large and the buoyant center under the draft at the time of capsizing is If it is attempted to form it deeply below the sea surface, far away from the center of gravity of the ship, the center of gravity of the ship will move upward and the stability against lateral roll during navigation will deteriorate, and the complicated structure makes it difficult to manufacture and expensive. It will be Also, since this fully closed lifeboat comprises a buoyant body in a part of the hull, if it is damaged during overturning, it will cause water to enter the hull, and the stable hull will remain in the overturned state. It will not be restored unless some kind of rotational force is applied, and there is a risk of losing even the inherent buoyancy of the hull and sinking it. Further, in the case of the conventional fully-closed lifeboat, a rubber boat, an FRP ship, or a combination of these, which has been in the spotlight in recent years as a simple lifeboat and a rescue boat, because a buoyant body is formed by sealing a part of the hull. It cannot be mounted on a compound boat or attached to an already completed boat later.

Therefore, the present invention provides a boat with a capsize correction device, which is provided with a simple capsize correction device that is simple in structure and inexpensive, and that can be retrofitted, and that immediately restores the original state even if the capsize is capsized. The purpose is to The boat according to the present invention is
It is a small simple boat such as an FRP boat, a rubber boat, a composite boat of these, or an aluminum boat, and is equipped with the capsize correction device.

(Means for Solving the Problem) The present invention, which has achieved the above object, has a port member made of a flat U-shaped rubber tube extending from the bow of the hull of a watercraft toward both sides toward the stern. , An outboard motor is attached to the stern of the hull, and a buoyant body capable of expanding and contracting is provided at the tip of a column fixed to the stern, positioned apart from the upper surface of the hull and above the outboard motor. A boat with a capsize correction device, wherein the buoyant body at the time of expansion is formed in a cylindrical shape, and the longitudinal direction of the buoyant body is arranged in the navigation direction of the boat.

(Embodiment) Hereinafter, the configuration of the present invention will be described in detail based on an embodiment shown in the drawings.

As shown in FIG. 1, a hull 1 of a watercraft equipped with a capsize correction device has a port-side member 4 and a ship-bottom member 4 that extend in the left and right sides from the bow toward the stern and have a planar U-shape. It is formed by combining and. The port member 3 is formed of a rubber tube, and the ship bottom member 4 is formed of fiber reinforced plastic (FRP). As the illustrated watercraft, a composite boat whose hull is formed by combining the port member 3 and the ship bottom member 4 is illustrated, but the present invention is not limited to this, and is a type having a rubber tube port member. If it is, it can be appropriately applied to other than the illustrated composite boat.

As shown in FIG. 1, a transom 5 is provided at the stern part of the hull 1 of the watercraft, and the outboard motor 7 is attached to the stern part of the hull 1 while being located outside the transam 5. The operation of the outboard motor 7 causes the hull 1 to navigate.

A stanchion 6 is fixed to the stern of the hull 1 as shown in FIG. 1, and the tip of the stanchion 6 is separated from the upper surface of the hull 1 and positioned above the outboard motor 7. Buoyancy body 2
Is provided. The buoyancy body 2 has a columnar outer shape, and expands by injecting gas into the buoyancy body to have a columnar shape as shown in the figure, and contracts when the air inside is removed. In the inflated state as shown in the figure, the longitudinal direction of the buoyancy body 2 faces the navigation direction of the boat, and the buoyancy force corresponding to the total weight of the boat when capsized is applied to the hull 1.
Act on.

As the buoyancy body 2, a rubber tube reinforced with a woven cloth or the like is usually used. However, it is also possible to form the buoyancy body 2 by a tube or tank made of other elastomer material. In the present specification, the term "rubber tube" means any inflatable material formed of natural rubber, synthetic rubber, silicone rubber, elastic plastics having elasticity similar to these, and those reinforced with woven cloth or fibers. Includes a sex tube and a tank similar in shape to a tube. The buoyant body 2 has a known air inlet / valve.

As shown in FIG. 1, the buoyancy body 2 is located at the center of the hull 1 in the width direction, and is attached by a column 6. The column 6 is normally deformed or destroyed by air resistance received during navigation. It is made of a material that has sufficient rigidity and is lightweight so as not to occur, and is firmly attached to the transom 5 by using an appropriate fixing means such as a tightening bolt. For example, as shown in FIG. 2, one end of a pillar 6 is formed in a U shape and bolted so as to fit into the transom 5, while the other end is fixed to the rubber tube port member 3 side. Insert it into the supporter 8 for fixing. The supporter 8 is usually made of the same material as the port member 3 like other handles, and is adhered by an adhesive or the like. The buoyancy body 2 usually forms a single air bag, but in some cases, it may be divided into a plurality of air bags, for example, two to three chambers, and even if a part of them is broken, there is no hindrance to the restoration of the hull 1. It may be designed to.

As shown in the figure, the buoyancy body 2 has a columnar shape and is arranged such that its longitudinal direction is oriented in the navigation direction of the hull 1, so that air resistance during navigation is reduced.

According to the watercraft with the capsize correction device configured as described above, the capsized state can be removed as shown in FIG.

Usually, during navigation, the buoyancy body 2 is contracted and stored compactly, and the boat can sail stably without increasing the center of gravity of the hull 1 or adding air resistance to the hull 1. When the buoyant body 2 is insufflated in advance when a lifesaving or rescue operation is performed in a sea area where capsizing is expected, if a gas cylinder or the like capable of insufflation at the time of capsizing is installed, it is shown in FIG. As described above, the buoyant body 2 has a cylindrical shape. FIG. 3 (A) is a diagram showing a normal navigation state,
Even in stormy weather, the hull of the watercraft rolls to the extent shown in Fig. 3 (B), but Fig. 3 (C)
Even when rolling is performed to the extent shown in, the position of the center of gravity G of the hull 1 and the position of the buoyancy center B of the buoyancy body 2 are largely separated in the vertical direction, and therefore the action of the buoyancy body 2 causes the outboard motor 7 to move. A large restoration moment can be obtained without being submerged. Therefore, as shown in FIG. 3 (D), even if the hull 1 capsizes to the extent that it is turned upside down, the buoyant body center B is always present well below the sea level, so that a large restoration moment. Is applied to the hull 1, and FIG. 3 (E)
Easy to restore to its original condition, as shown in.

It is rare for the hull 1 to capsize to such an extent that the front and back are reversed, and before this state is reached, as shown in FIG. 3 (B), the hull does not move until the buoyancy body 2 contacts the water surface. In the case of tilting, a large amount of restoring force acts at that time,
Since the hull 1 is restored, the outboard motor 7 is prevented from being submerged.

As is clear from the above description, according to the watercraft with the capsize correction device of the present invention, when the boat is positioned above the outboard motor,
A buoyant body that can be expanded and contracted is provided on the hull, and the buoyancy center under the draft at the time of capsizing exists at a certain distance from the center of gravity of the ship on the sea surface and is deep enough under the sea surface to obtain a large restoration moment. Therefore, even if the engine part of the outboard motor does not capsize before it is submerged in seawater, it can be easily restored to its original state, and even with a normal specification engine that does not have special consideration regarding watertightness, It can be easily restarted after overthrowing. Moreover, since the capsize correction device for a watercraft is a buoyant body independent of the hull, it does not cause the hull to sink or cover even if it is damaged. In addition, the capsize correction device for this watercraft is capable of contracting when necessary, resulting in increased air resistance during navigation, increased center of gravity, reduced navigation performance, and reduced stability to roll. It doesn't get in the way of the work space on the deck.

Further, since this capsize correction device for a watercraft has a simple structure in which a buoyant body independent of the hull is arranged above the hull, it is easy and inexpensive to manufacture, and it is attached to simple boats and already completed boats. It is also possible to install it later.

[Brief description of drawings]

FIG. 1 is a perspective view showing an embodiment of a watercraft with a rollover correction device according to the present invention, FIG. 2 is a side view showing an example of a mounting structure of a buoyant body shown in FIG. 1, and FIG. 3 shows a rollover correction principle. FIG. 4 and FIG. 4 are perspective views showing a conventional fully-closed lifeboat. 1 ... hull, 2 ... buoyancy body, 3 ... port member, 4 ... ship bottom member, 5 ... transam, 6 ... prop, 7 ... outboard motor.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Jun Horii 9-11 Takashiro-cho, Suita City, Osaka Prefecture (72) Inventor Mikio Fujimoto 2-12-11, Kotobuki-cho, Suita City, Osaka Prefecture (56) References 53-47300 (JP, U) Actual opening Sho 49-79993 (JP, U) Actual opening Sho 55-179998 (JP, U)

Claims (2)

[Scope of utility model registration request] 1. A stern having a port member made of a planar U-shaped rubber tube extending from the bow of the hull of the watercraft toward both sides toward the stern, the outboard motor being attached to the stern of the hull. At the tip of the strut fixed to the section, provided with a buoyant body that can be expanded and contracted by being separated from the upper surface of the hull and above the outboard motor, and forming the buoyant body in a cylindrical shape at the time of expansion, A watercraft with a capsize correction device, wherein the longitudinal direction of the buoyant body is arranged so as to face the navigation direction of the watercraft. 2. A watercraft with a rollover correction device according to claim 1, wherein the buoyant body has a buoyancy corresponding to at least the total weight of the watercraft.