JPS61232981A - Hull docking navigation device - Google Patents

Abstract

PURPOSE:To navigate a ship without capsizing as absorbing waves, by connecting a central part in a longitudinal direction of plural hulls paralleled with each other and a stern part via universal joints of ball joints and the like, while making each hull free of rocking motion independently. CONSTITUTION:Hulls 1 and 2 of the same type are set up in parallel with each other and coupled together via a main joint 3 at a hull parallel central part and a subjoint 4 at a stern part. Ball joints 9 and 10 are installed in a tipe end of each of coupling shafts 5 and 6 attached to the hull by support bodies 7 and 8, constituting the main joint 3. Likewise, the subjoint 4 also constitutes ball joints 18, 19, 12 and 13 between each end part of a joint bar 11 and the hull. According to this method, each of these hulls 1 and 2 rocks independently against waves and the like via these ball joints whereby each hull is able to absorb force made by waves and the like, thus these hulls can be prevented from capsizing.

Description

[Detailed Description of the Invention] Industry 1 This invention relates to a hull docking navigation device that allows safe navigation without capsizing even when used in rough open seas, and is optimal for use in, for example, north-turning ships. be.

The current situation is that ships operating in the Northern Ocean, where the sea is prone to roughness, are always operating with the risk of capsizing.

Therefore, there is a need for a ship structure that has little risk of capsizing even in rough seas when sailing or stopping for operations in the rough North Ocean.

aIJ and l Addition - Therefore, 1. The purpose of this invention is to provide a hull docking navigation device that can prevent the hull from capsizing even when the vessel is sailing or stopped in rough seas such as the Northern Ocean. do.

In order to achieve this object, the present invention has a plurality of hulls,
A main joint is installed in the center between the transverse hulls of each hull and connects each hull so that the relative position of each hull can be changed, and a sub-joint is installed between the sterns of each hull to keep the entire length of each hull parallel. The main feature is the hull docking navigation system.

A main joint 3 is installed in the center between each side hull 16, 17 of a plurality of hulls 1.2 for opening, and the main joint 3 connects the hulls 1.2 so that the relative positions of the hulls 1.2 can be changed. Yes, there is. A sub-joint 4 is provided between the sterns 14 and 15 of each hull 1.2 to keep the entire length direction of each hull 1.2 parallel.

fL] - When sailing or stopping in rough seas such as the Northern Ocean, even if the ship is hit by large waves, the hulls 1 and 2 can change their relative positions in response to the waves, so the wave conditions Accordingly, each hull 1.2 can move freely and prevent the entire ship from capsizing.

rebellion FIG. 1 shows a first embodiment of the invention.

The boat shown in FIG. 1 is of the catamaran type in which two hulls 1.2 of the same type are connected. The hull 1°2 is connected by a main joint 3 and a sub-joint 4.

The main joint 3 has the following configuration.

A connecting shaft 5 is attached to the center of the transverse hull 16 of the hull 1. Further, a connecting shaft 6 is attached to the center of the transverse hull 17 of the hull 2. The connecting shafts 5, 6 are each reinforced relative to the hull 1.2 by a support 7.8.

A ball body 9 is provided at the tip of the connecting shaft 5. On the other hand, a receiving portion 10 for a ball body 9 is provided at the tip of the connecting shaft 6. The ball body 9 is fitted into the receiving part 10.

The hull 1.2 can be relatively moved in the vertical direction, that is, toward the front in FIG. 1 or in the opposite direction, by connecting the ball body 9 and the receiving portion 10. That is, the hulls 1 and 2 can change their relative positions vertically around the ball body 9 and the receiving part 10.

The main joint 3 is thus mounted in the middle, preferably in the middle, of each transverse hull 16,17 of each hull 1.2.

The sub-joint 4 has a joint top 11 and a mounting part 12.
．． Consists of 13. The attachment part 12 is fixed to the stern 14 of the hull 1. Further, the mounting portion 13 is fixed to the stern 15 of the hull 2. Ball bodies 18 and 19 are provided at both ends of the joint par 11. This ball body 18.1
9 are fitted into the mounting parts 12 and 13, respectively.

The ball bodies 18 and 19 are attached to the mounting portion 12 or 1.
3, it can only rotate up and down. That is, the sterns 14, 15 can change their relative positions to each other in the vertical direction via the secondary joint 4.

This sub-joint 4 has the function of keeping the entire length directions of both hulls 1.2 parallel and adjusting their course stability.

With this structure, even if the hull 1.2 is hit by large waves when going out into the rough open ocean such as the Northern Ocean, the main joint 3 and sub-joint 4, which are universal joints, will allow the hull 1.
By changing their relative positions vertically to each other, they absorb wave energy in accordance with the movement of the waves, making it possible to stabilize the entire ship. Therefore, the risk of the entire ship capsizing is extremely low.

By the way, the main joint 3 needs to be strong.

In order to maintain the accuracy, the ball body 9 and the receiving part 1 must be
It is necessary to reliably lubricate between 0 and 0. If this is neglected, a gap will be created between the ball body 9 and the receiving part 10, which is the outer metal of the ball body 9, and when a large wave is received, they will collide with each other with a large force, causing the ball body 9 and the receiving part to 10. There is a risk of damaging other parts and causing an accident.

Therefore, the meaning of eliminating the gap between the ball body 9 and the receiving part 10,
In order for the ball body 9 to rotate smoothly, it is necessary to always lubricate it and keep it in close contact with the thermal spray.

FIG. 2 shows a second embodiment of the invention. Example 2
In this case, the structure of the sub-joint 4 is the same as that in the first embodiment.

That is, the sub-joint 4 is connected to the joint top 11 and the mounting part 1.
2.13.

On the other hand, the main joint 23 is a universal joint. Its structure is as follows.

One joint portion 30 is provided on the connecting shaft 25 attached to the side hull 16 of the hull 1 . Further, a connecting shaft 26 is provided on the side hull 17 of the hull 2 . This connecting shaft 26 is provided with a joint portion 31 that is connected to a joint portion 30 . Each connecting shaft 25.26 is reinforced by 27.28 to the hull 1.2.

This universal joint can be of any commonly used type. The joint part 30.31 is the third
As shown in the figure, they are connected by a cross-shaped member 32.

In the embodiment 1.2 described above, the hulls 1.2 are connected. However, the present invention is not limited to catamaran type vessels, but may also connect two or more hulls, preferably a plurality of hulls of the same type. Further, the hull is preferably an ironwork ship, but a wooden ship is also possible.

101 As is clear from the above explanation, when going out into the open ocean such as the North Ocean where the waves are rough, when large waves come, each hull can change its relative position in response to the movement of the waves. This allows you to overcome waves while absorbing their large force. Therefore, the entire ship will not capsize.

[Brief explanation of drawings]

FIG. 1 is a plan view showing a first embodiment of the invention, FIG. 2 is a plan view showing a second embodiment of the invention, and FIG. 3 is a perspective view showing essential parts of the main joint of the second embodiment. 1.2...Hull 3...Main joint 4...Sub-joint 14.15...Stern 16.17...Lateral belly view 1

Claims (1)

[Scope of Claims] A plurality of hulls, a main joint that is attached to the center between the transoms of each hull and connects the hulls so that the relative positions of the hulls can be changed, and a main joint that is attached between the sterns of each hull and connects the hulls so that the relative positions of the hulls can be changed. A ship docking navigation device equipped with a sub-joint that keeps the entire length parallel.