JPS5824320B2 - split ship - Google Patents

Description

[Detailed Description of the Invention] Conventionally, earth and sand transport vessels have been used that carry sand, mud, stone blocks, etc. while sailing and drop them onto the seabed at a required point.The structure of this type of transport vessel is can be roughly divided into (1) floating type in which both the left and right sides of the ship are used as floating bodies;
2) A door type that opens and closes the bottom of the hopper using a conical valve, etc.; (3) A hydraulic device installed near the center of the bottom of the ship, with the axis approximately at the vertical centerline of the deck, which rotates the bottom of the ship from the center to both sides at the bottom. It will be a split format, etc.

The present invention relates to the above-mentioned split type earth and sand carrier.

This type of split-type earth and sand transport vessel has the advantage of being able to perform mud removal work quickly, so the number of construction is gradually increasing. It requires a high-hydraulic mechanism to open the tank, and has problems such as difficulty in maintaining watertightness when the tank is closed after mud removal work, high construction cost, and slightly inferior economic efficiency.

That is, FIG. 1 and FIG. 2 are a plan view and a partial sectional view showing a well-known split type earth and sand carrier in an open state, respectively, and this type of split ship has a front hull F and a rear hull. The mid-middle hull M of A is a separate mud hold separated from the front hull F and the aft hull A, respectively, and the mud hold is connected to the port mud hold and the starboard mud hold in a vertical plane including the hull stern line. When the port and starboard mud holds are vertically divided symmetrically into two parts, and the upper parts of the front and rear ends of the port mud hold and starboard mud hold are hinged to the front hull and the rear hull, respectively, the opposing bottoms of both port and starboard mud holds can be used as hydraulic cylinders. By contracting the hydraulic cylinders during navigation and loading, the divided surfaces of the port and starboard mud holds come into watertight contact with each other, forming a single mud hold, as shown in Figure 1. However, when dropping cargo, by extending the hydraulic cylinders, the port and starboard mud holds are rotated around their respective hinges and the bottoms are opened, as shown in Figure 2.

In the above diagram, T is a side tank attached to the middle hull M that forms a mud hold, and L is a living quarter attached to the rear hull A.

Split-type mud and sand transport vessels like this have the advantage of being able to perform mud removal work extremely quickly because the bottom of the mud hold can be opened to the left and right. If a large-capacity hydraulic drive mechanism is required to rotate the center bottom of the mud hold to the left and right, it is difficult to close the divided mud hold in a watertight manner after mud removal work is completed. For these reasons, the construction cost is inevitably high, and the economy is slightly inferior to other types of mud and sand carriers.

The present invention has been proposed in view of the above circumstances, and is capable of eliminating the above-mentioned drawbacks of known split vessels, allowing rapid sludge removal work, and improving watertightness when closed. The purpose of this project is to provide a split ship of this type that has good performance and can reduce construction costs.When a mud hold is formed throughout the middle of the hull, both the port and starboard side of the mud hold are formed. It is characterized in that one of the parts can be opened at the bottom.

An embodiment in which the present invention is applied to a mixed paper transport ship will be explained with reference to the drawings. Fig. 3 is a plan view thereof, and Fig. 4 is a partially enlarged view showing a mud hold in an open bottom state along the line IV-IV in Fig. 3. A cross-sectional view, FIG. 5 is a partial vertical cross-sectional view taken along the line V-■ in FIG. 3,
FIG. 6 is a partially enlarged plan view taken along the line Vl--Vl in FIG. 4.

In the above diagram, F and A are the front hull and rear hull, respectively, which are defined by bulkhead B between them and middle hull M, and M is the front hull F and rear hull A, which are each defined by bulkhead B. Then, the starboard side is cut vertically along the vertical plane that passes through the tail line, and the starboard side is cut into an inverted U-shape (see Figure 3). The mid-hull forms a mud hold on the port side that is open to the outside, and cooperates with the mud hold on the starboard side (to be described later) to form a single mud hold throughout the eclipse. The outer and bottom surfaces of the front and rear hulls are fitted into the cutouts and smoothly continue with the outer and bottom surfaces of the front and rear hulls F and A, respectively, and the front and rear ends are connected to the bulk of the front and rear hulls, F and A, respectively. When a starboard side mud hold is formed, which is fixed to the head B with an end plate E facing the head B with an appropriate gap, and is open to the port side in a vertical plane passing through the tail line, hinges H around the tail line are formed. A movable middle hull pivotally attached to the middle hull M so as to be rotatable to
S is attached to the front and rear end plates E of the movable middle hull M', and when the front and rear end plates E are reinforced, 5 also slides on the outer surface of the bulkhead B of the front hull F and the bulkhead B to the rear hull, respectively. The reinforcing members W that can come into contact form the mud tank bottoms of the middle hull M and the movable middle hull M', respectively, and the side tanks Ts between the outer plates of the middle hull M and the movable middle hull M', respectively. and a mud tank hopper wall that partitions and constitutes a void tank Tv, both mud tank hopper walls W are formed of a vertical plane and a plurality of sloped surfaces that are continuous in a broken line, and the slope of the hopper wall W of the middle hull M is the same as that of the movable middle hull. It is formed with a steeper slope than that of M'.

C is pivoted between the eye plates e and e protruding from the bottom of both mud tank hopper walls W, respectively, so that the cylinder side is on the middle hull M side, and the piston rond side is on the movable middle hull M' side. A hydraulic cylinder rotates the movable middle hull M' with respect to the middle hull M around the axis of the hinge H, P is the middle hull M and the movable middle hull M, respectively.
The sealing member affixed to the vertical abutment surface of ' is batch combed.

In such a split ship, when removing mud after loading earth and sand into a mud hold and sailing to a destination, pressure oil must be sent to the cylinder side oil chamber of hydraulic cylinder C from a hydraulic source (not shown). For example, as shown in Fig. 4, the hydraulic cylinder C expands, so the movable middle hull M' rotates around the axis of the hinge H, as shown by the solid arrow, and the bottom of the mud tank opens. , mixed paper, etc. begin to flow down and discharge along the hopper wall W of the mud tank.

The mud tank hopper wall W on the middle hull M side has a steeper slope than the mud tank hopper wall on the movable middle hull M' side (the chain line W' indicates the same slope as the hopper wall of the mud tank on the movable middle hull M' side). Therefore, when the bottom of the mud tank is opened, the amount of mud and sand discharged from the mud tank on the M side of the middle hull is larger than the amount of mud and sand discharged from the mud tank on the M' side of the movable middle hull.

Continuing to feed the pressure oil further extends the hydraulic cylinder C, rotates the movable middle hull M' to a predetermined angle, and maintains the hydraulic pressure until the loaded mixed paperboard, etc. is completely discharged from the mud tank. Well, hold it.

In this way, when the mud tank is empty, the hydraulic cylinder C
The movable middle hull M is released by releasing pressure oil from the oil chamber on the cylinder side of
′ around the hinge axis in the direction of the dashed arrow to close the bottom opening of the mud tank, the movable middle hull M′ becomes the middle hull M
It is possible to maintain good watertightness by making close contact with the contact surface of the sealing member P through the packing member P.

In the known split ship, as mentioned earlier,
Since the bottom of the mud tank was opened by rotating the middle hull, which was divided vertically into two parts along the longitudinal section along the tail line, over the entire length of the hull, the bottom of the mud tank was opened. The hydraulic capacity to be supplied was also large, the number of hydraulic cylinders had to be large, and the contact length to maintain watertightness was long, but according to the present invention, through the above embodiments, As mentioned above, the only part of the movable middle hull M' that rotates to open its bottom is the one in the eclipse, and therefore the number and hydraulic pressure of the hydraulic cylinders that must rotate this can be reduced. As shown in the figure, the cross section that should maintain watertightness is limited to the mud tank part of the middle hull M, and the contact length of the movable middle hull M' with the middle hull M is also shortened, so watertightness is sufficiently good. 5, it is far more advantageous than known split vessels in terms of both safety and economy.

Further, in the present invention, since the living quarters are excluded from the movable middle hull M, there is no need to connect the living quarters to the deck using hinges, slide hinges, etc.

In particular, whereas the known split ships were equipped with an engine room, windlass, etc. on both sides, the present invention can integrate these into one, and in this respect, the present invention also provides a split ship. is economical.

As described through the diagonal embodiment, the present invention can be summarized as follows: The middle hull forming the mud tank is longitudinally divided in the tail line direction, and only one side of the midship hull can be opened from the bottom. The present invention is industrially extremely useful because it provides a split ship for transporting mixed paper, etc., which is equipped with a watertight mud tank, has a small-capacity hydraulic drive mechanism, and is highly safe and economical.

[Brief explanation of the drawing]

Figures 1 and 2 are a plan view and a partial sectional view of a known split-type earth and sand carrier, respectively, showing the open mud tank; Figure 3 is a plan view of an embodiment of the present invention; and Figure 4. is a partial enlarged cross-sectional view showing the mud cell in an open state along line IV-IV in Figure 3, Figure 5 is a partial longitudinal cross-sectional view along line ■-■ in Figure 3, and Figure 6 is a partial vertical cross-sectional view along line IV-IV in Figure 3. FIG. 3 is a partially enlarged plan view taken along the line Vl-VI in the figure. A... Rear hull, B... Bulkhead, C... Hydraulic cylinder, E... End plate, e... Eye plate, F
...front hull, H...change, h...batch coaming, M...middle hull, M'...movable middle hull, P
...Packing member, S...Reinforcement material, Ts...Side tank, TV...Void tank, W...Mud tank hopper wall.

Claims (1)

[Claims] 1. A split ship characterized in that when a mud hold extending over the gold mine is formed in the middle hull, either the port side or the starboard side of the mud hold can be bottom-opened.