LU101377B1

LU101377B1 - Dynamic ship stabilizer and method

Info

Publication number: LU101377B1
Application number: LU101377A
Authority: LU
Inventors: Junfeng Xin; Yongbo Zhang; Bowen Zhao; Shiyuan Fan; Jianguang Li
Original assignee: Qingdao Univ Of Science And Technology
Priority date: 2018-07-23
Filing date: 2019-03-26
Publication date: 2020-01-23
Also published as: CN109018236A; WO2020019744A1; CN109018236B

Abstract

The present invention discloses a dynamic ship stabilizer and a method. The dynamic ship stabilizer solves the problems of pitching caused by water agitation when a ship is started, accelerated or sailed at a high speed, and sudden violent rolling of a hull during operation at sea in the prior art, achieves an anti-rolling effect in a dynamic state of the ship, is simple to operate and cheap, and does not require complicated calculation. According to the technical solution, the dynamic ship stabilizer comprises a press block, a bottom of the press block is supported by an elastic mechanism, the press block is circumferentially symmetrically connected to one ends of a plurality of tensile mechanisms, and the other ends of the tensile mechanisms are connected with steering gear devices; the steering gear devices are mounted on a base via a supporting seat; the tensile mechanisms are controlled to retract or extend by the steering gear devices, and the press block applies pressure to the elastic mechanism to increase the stability of the ship.

Description

-1- DYNAMIC SHIP STABILIZER AND METHOD LU101377 Field of the Invention The present invention relates to the field of ship machinery manufacturing, in particular to a dynamic ship stabilizer and a method.

Background of the Invention With continuous development of maritime industry, ships stay at sea for increasingly long time. However, due to the impact of disturbance of marine environments such as waves, wind and current, the ships will inevitably suddenly roll. Violent rolling not only shortens the service lives of the ships, but also greatly reduces the comfort of sailing and adversely affects the equipment on the ships.

In order to ensure the safety of ships at sea and improve the comfort of sailing, it is urgent to reduce the rolling of the ships. The conventional ship stabilizer mainly includes a bilge keel, a fin stabilizer, a rudder stabilizer, an anti-rolling tank, an anti-rolling gyro, an anti-rolling weight, etc. The bilge keel is simple and low in construction cost, and is effective under any circumstance. The anti-rolling tank can be widely used in engineering ships which sail at low speed and berth for operation, but occupies a large space. The rudder stabilizer has a good anti-rolling effect, but after the conventional steering gear is stabilized, the frequency of operating at the maximum steering speed increases, which accelerates the wear of the mechanism. The anti-rolling gyro is small in size and convenient to mount, but its anti-rolling effect is determined by anti-rolling capacity, size, weight, etc.

At present, the equipment for ship starting and sudden tilting of ships in operation on the sea has not been widely used.

Summary of the Invention In order to overcome the deficiencies of the prior art, the present invention provides a dynamic ship stabilizer and a method which can achieve an anti-rolling effect in a dynamic state of a ship, is simple to operate and cheap and does not require

_2- complicated calculation. LU101377 The present invention adopts the following technical solution: A dynamic ship stabilizer, including a press block, wherein a bottom of the press block is supported by an elastic mechanism, the press block is circumferentially symmetrically connected to one ends of a plurality of tensile mechanisms, and the other ends of the tensile mechanisms are connected with steering gear devices; the steering gear devices are mounted on a base via a supporting seat; the tensile mechanisms are controlled to retract or extend by the steering gear devices, and the press block applies pressure to the elastic mechanism to increase the stability of the ship.

Further, the tensile mechanism includes a tension spring and a traction rope, one end of the tension spring is fixed to the press block, the other end of the tension spring is connected to one end of the traction rope, and the other end of the traction rope is connected to the steering gear device by a connector.

Further, the connector is a bolt mounted at a top of the steering gear device.

Further, the elastic mechanism is a spring, and the compression of the spring by the press block is smaller than the maximum compression of the spring. Further, one end of the spring is fixed to the bottom of the press block, and the other end of the spring is fixedly connected to a top of the supporting seat.

Further, the steering gear device includes a steering gear, a first steering gear stand and a second steering gear stand, the steering gear is fixedly connected to the supporting seat via the second steering gear stand, and the first steering gear stand is mounted outside the steering gear and driven by the steering gear to rotate.

Further, four tensile mechanisms are provided circumferentially around the press block, each tensile mechanism is connected to a steering gear device, and each steering gear device is tilted to the horizontal plane by 45°.

A using method of the dynamic ship stabilizer is: when a ship is started, accelerated or sailed at a high speed, the steering gears are started, the steering gears control the first steering gear stands to rotate close to the side of the press block, the traction ropes are loosened, the press block bends the

-3- spring backward due to the inertia, and the center of gravity of the press block is LU101377 lowered, so that the center of gravity of the entire ship is shifted to the lower back to generate a drop-back force, which increases the stability of the ship. Further, the ship applies a forward force to the stabilizer, and the stabilizer also gives the ship a backward force, so the stabilizer itself reduces the starting speed of the ship. Further, when the ship turns, the rotating directions of the steering gears are controlled to tighten the traction ropes opposite to the turning direction of the ship and loosen the traction ropes in other directions.

Compared with the prior art, the present invention has the following advantages: (1) The states of the tension springs can be adjusted by the steering gear devices to select whether to reduce rolling; when the heavy object is not desired to play an anti-rolling role, the steering gears are rotated outward, the traction ropes and the tension springs are tightened, so that the heavy object does not roll; when the heavy object is desired to play an anti-rolling role, the steering gears are rotated inward to loosen the traction ropes, so that the heavy object can swing; (2) The present invention can effectively play an anti-rolling role when a ship is started, accelerated or sailed at a high speed, or when a ship stays at sea for operation, or when ships of different weights turn, which is simple to operate and cheap, and does not require complicated calculation.

Brief Description of the Drawings The accompanying drawings constituting a part of the present application are used for providing a further understanding on the present application, and the schematic embodiments of the present application and the descriptions thereof are used for interpreting the present application, rather than constituting improper limitations to the present application.

Fig. 1 is a front view of the present invention; Fig. 2 is a top view of the present invention; | In which, 1 press block, 2 tension spring, 3 spring, 4 traction rope, 5 connector, 6 first steering gear stand, 7 second steering gear stand, 8 steering gear, 9 supporting seat,

-4- 10, base. LU101377 Detailed Description of Embodiments It should be pointed out that the following detailed descriptions are all exemplary and aim to further illustrate the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meanings generally understood by those of ordinary skill in the art of the present application.

It should be noted that the terms used herein are merely for describing specific embodiments, but are not intended to limit exemplary embodiments according to the present application. As used herein, unless otherwise explicitly pointed out by the context, the singular form is also intended to include the plural form. In addition, it should also be understood that when the terms “include” and/or “comprise” are used in the specification, they indicate features, steps, operations, devices, components and/or their combination.

As described in the background, the prior art has the deficiencies of pitching caused by water agitation when a ship is started, accelerated or sailed at a high speed, and sudden violent rolling of a hull during operation at sea. In order to solve the technical problems, the present application provides a dynamic ship stabilizer and a method.

In a typical embodiment of the present application, as shown in Fig. 1 and Fig. 2, a dynamic ship stabilizer is provided, which belongs to a gravity stabilizer and is suitable for small and medium ships and yachts. The dynamic ship stabilizer includes | a press block 1, an elastic mechanism, tensile mechanisms, steering gear devices, a supporting seat 9, and a base 10. The press block 1 is circumferentially connected to the steering gear device by a plurality of tensile mechanisms, and the bottom of the press block 1 is supported by the elastic mechanism.

The supporting seat 9 is fixed to an upper surface of the base 10, and the cross sections of the base 10 and the supporting seat 9 may be circular, square or in other shape.

The elastic mechanism is fixed to a center of the supporting seat 9, and the elastic mechanism is a spring 3; the spring 3 is perpendicular to the supporting seat 9, a

-5- bottom end of the spring 3 is fixedly connected to the supporting seat 9, and a top end LU101377 of the spring 3 is connected to the press block 1; the compression of the spring 3 by the press block 1 is required to be smaller than the maximum compression of the spring, that is, the spring 3 should be able to support the press block 1 and should not be completely bent by the press block 1. The press block 1 is a heavy object. A plurality of steering gear devices are symmetrically distributed on the supporting seat 9 by centering on the mounting position of the spring 3, and the number of the tensile mechanisms is the same as that of the steering gear devices. Preferably, four steering gear devices are arranged on the supporting seat 9. Connecting lines between the four steering gear devices form a square, and the opposite steering gear devices are located on the diagonals of the square; as shown in Fig. 2, the upper right steering gear device is in the front, the lower left steering gear device is in the back, the upper left steering gear device is on the left, and the lower right steering gear device is on the right.

The steering gear device includes a steering gear 8, a first steering gear stand 6 and a second steering gear stand 7, the steering gear 8 is fixedly connected to the supporting seat 9 via the second steering gear stand 7, and the first steering gear stand 6 is mounted outside the steering gear 8 and rotatably connected to the steering gear 8.

A connector 5 is mounted to a top of the first steering gear stand 6, so that the first steering gear stand 6 is connected to a tensile mechanism via the connector 5. Preferably, the connector 5 is a bolt that passes from the inside of the first steering gear stand 6 to the outside thereof and is fixed by a nut.

The tensile mechanism includes a tension spring 2 and a traction rope 4, one end of the tension spring 2 is fixed to a side of the press block 1, the other end of the tension spring 2 is connected to one end of the traction rope 4, and the other end of the traction rope 4 is fixedly connected to the bolt. The first steering gear stand 6 may be rotated parallel to the supporting seat 9. When the heavy object is not desired to play an anti-rolling role, the steering gear 8 is rotated toward the outside, and the traction rope 4 and the tension spring 2 are

-6- tightened, so that the heavy object does not swing; when the heavy object is desired to LU101377 play an anti-rolling role, the steering gear 8 is rotated toward the inner side (the side near the spring 3) to loosen the traction rope 4, so that the heavy object can swing. The present application is applicable to the following circumstances: (1) When started, accelerated or sailed at a high speed, the ship pitches greatly.

In order to reduce the pitching of the ship, the steering gears 8 are started, and the four steering gears 8 are all rotated inward to loosen the traction ropes 4; the heavy object bends the spring 3 backward due to the inertia, and the center of gravity of the heavy object is lowered, so that the center of gravity of the entire ship is shifted to the lower back to generate a large drop-back force, which increases the stability of the ship.

In addition, the ship gives the stabilizer a forward force, and according to the principle of force and reaction force, the stabilizer also gives the ship a backward force, so the stabilizer itself reduces the starting speed of the ship.

(2) If the ship encounters wind or waves when staying at sea, the ship rolls suddenly.

The four steering gears 8 all rotate inward to loosen the traction ropes 4, the heavy object swings, but the swing lags behind the rolling of the ship itself due to the inertia, and a moment opposite to the tilting direction of the ship is generated, so that an anti-rolling effect is achieved.

Within the short rolling time, the effect is good, and can be observed; if the time is too long, resonance may occur.

| To solve this problem, the anti-rolling tank occupies a large space, the anti-rolling gyro is expensive and requires the calculation of many parameters, and the rudder stabilizer cannot be applied to the case where the ship stays at sea. (3) The present application can also play different roles when different ships turn.

When the heavy ship turns sharply, for example, turns forward and right, the steering gears 8 are controlled to rotate reversely, the front, back and right traction ropes 4 are loosened, the left traction rope 4 is tightened, and the heavy object tilts to the left to increase the weight of the left half of the ship, thereby preventing as much as possible | the heavy ship from turning over because of sharp turning of the ship.

When the light ship turns sharply, the ship is unlikely to turn because of the weight. If

-7- the light ship turns forward and right, the front, back and left traction ropes 4 are LU101377 loosened, the right traction rope 4 is tightened, and the heavy object tilts to the right to increase the weight of the right half of the ship, which is beneficial to sharp turning of the light ship.

The present application can effectively play an anti-rolling role under the above three circumstances, is simple to operate and cheap, and does not require complicated calculation.

Described above are merely preferred embodiments of the present application, and the present application is not limited thereto. Various modifications and variations may be made to the present application for those skilled in the art. Any modification, equivalent substitution, improvement or the like made within the spirit and principle of the present application shall fall into the protection scope of the present application.

Claims

-8- Claims LU101377

1. A dynamic ship stabilizer, comprising a press block, wherein a bottom of the press block is supported by an elastic mechanism, the press block is circumferentially symmetrically connected to one ends of a plurality of tensile mechanisms, and the other ends of the tensile mechanisms are connected with steering gear devices; the steering gear devices are mounted on a base via a supporting seat; the tensile mechanisms are controlled to retract or extend by the steering gear devices, and the press block applies pressure to the elastic mechanism to increase the stability of the ship.

2. The dynamic ship stabilizer according to claim 1, wherein the tensile mechanism comprises a tension spring and a traction rope, one end of the tension spring is fixed to the press block, the other end of the tension spring is connected to one end of the traction rope, and the other end of the traction rope is connected to the steering gear device by a connector.

3. The dynamic ship stabilizer according to claim 2, wherein the connector is a bolt mounted at a top of the steering gear device.

4. The dynamic ship stabilizer according to claim 1, wherein the elastic mechanism is a spring, and the compression of the spring by the press block is smaller than the maximum compression of the spring.

5. The dynamic ship stabilizer according to claim 4, wherein one end of the spring is fixed to the bottom of the press block, and the other end of the spring is fixedly connected to a top of the supporting seat.

6. The dynamic ship stabilizer according to claim 1, wherein the steering gear device comprises a steering gear, a first steering gear stand and a second steering gear stand, the steering gear is fixedly connected to the supporting seat via the second steering gear stand, and the first steering gear stand is mounted outside the steering gear and driven by the steering gear to rotate.

7. The dynamic ship stabilizer according to claim 1, wherein four tensile mechanisms are provided circumferentially around the press block, each tensile mechanism is connected to a steering gear device, and each steering gear device is tilted to the horizontal plane45°.

8. A using method of the dynamic ship stabilizer according to claims 1-7, wherein when a ship

-9- is started, accelerated or sailed at a high speed, the steering gears are started, the steering LU101377 gears control the first steering gear stands to rotate close to the side of the press block, the traction ropes are loosened, the press block bends the spring backward due to the inertia, and the center of gravity of the press block is lowered, so that the center of gravity of the entire ship is shifted to the lower back to generate a drop-back force, which increases the stability of the ship.

9. The using method of the dynamic ship stabilizer according to claim 8, wherein the ship applies a forward force to the stabilizer, and the stabilizer also gives the ship a backward force, so the stabilizer itself reduces the starting speed of the ship.

10. The using method of the dynamic ship stabilizer according to claim 8, wherein when the ship turns, the rotating directions of the steering gears are controlled to tighten the traction ropes opposite to the tuming direction of the ship and loosen the traction ropes in other directions.