WO2019104821A1 - 船舶自动抗沉救生系统 - Google Patents

船舶自动抗沉救生系统 Download PDF

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Publication number
WO2019104821A1
WO2019104821A1 PCT/CN2018/000287 CN2018000287W WO2019104821A1 WO 2019104821 A1 WO2019104821 A1 WO 2019104821A1 CN 2018000287 W CN2018000287 W CN 2018000287W WO 2019104821 A1 WO2019104821 A1 WO 2019104821A1
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Prior art keywords
ship
airbag
hull
steel
water level
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PCT/CN2018/000287
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English (en)
French (fr)
Inventor
曹伟华
曹兰兰
马洪玉
张超
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曹伟华
曹兰兰
马洪玉
张超
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Application filed by 曹伟华, 曹兰兰, 马洪玉, 张超 filed Critical 曹伟华
Publication of WO2019104821A1 publication Critical patent/WO2019104821A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members

Definitions

  • the invention belongs to shipbuilding, ship repairing and ship fittings.
  • the invention can overcome the deficiencies of the background art, can improve the stability and wind resistance of the ship in an all-round and full-time manner, can provide sufficient reserve buoyancy for the ship to make the ship not sink, fundamentally solve the shipwreck problem, and prevent the shipwreck accident, Ensure the safety of life and property of the entire ship and all personnel on board.
  • the purpose of the invention is to improve the stability and wind resistance of the original design ship in an all-round and full-time manner, to provide sufficient reserve buoyancy for the ship, to keep the ship from sinking, and to ensure the safety of the entire ship and all personnel on board.
  • the rescue airbag is equipped with two sets of electronically controlled unattended automatic monitoring controllers, which can detect and automatically inflate the rescue airbags at the beginning of the shipwreck danger.
  • One of them is a pendulum-type automatic sensing controller with two units, one unit for monitoring and controlling heel (rollover) and one unit for controlling trim.
  • the other set is to install more than eight remote liquid pressure sensors and float ball level switches in parallel in the front, rear, left and right public warning water level in the ship (to prevent one of the faults, the remote liquid pressure sensor and the float liquid level switch are connected in parallel at the same time.
  • Access control circuit is used to sense the danger of shipwreck when controlling the hull without inclination (such as the risk of shipwreck when the bottom of the ship leaks). He is also the second line of defense when the former swings the automatic monitoring controller to fault, and he can sense the danger of ship in-water wreck in any situation.
  • the electronically controlled automatic inflation monitoring controller and the manual inflation switch are connected in parallel to the control pipeline.
  • the inflator can be manually opened to inflate the airbag.
  • Compressed gases mainly include: compressed carbon dioxide gas, compressed nitrogen and compressed air. These compressed gas cylinders are safe, affordable, easy to replace and require no follow-up costs.
  • the emergency slides of aircraft are generally supplied with compressed gas cylinders.
  • the second is to supply air with a large air pump or a large air compressor.
  • Both can be used separately, preferably in parallel at the same time.
  • Liquefied petroleum gas carriers such as LNG ships use their own liquefied gas to supply gas. (This type of vessel has a chance to use the airbag when it is fully loaded. When it is empty, the liquefied gas tank itself is a large floating airbag that will not sink.)
  • the ship After installing the airbag, the ship can have sufficient reserve buoyancy and anti-sinking. It can automatically fill the high-pressure gas to generate huge buoyancy in the early stage of the shipwreck danger. The ship will float on the surface of the water and ensure the whole ship. And the safety of life and property of all personnel on board.
  • the buoyancy of the airbag + the buoyancy of the permanent buoy can float the ship on the surface of the water and ensure the safety of the entire ship and all the people on board.
  • the installation of stability balance fins can provide full-time, all-round anti-sway stability, can effectively prevent the hull from shaking laterally, greatly improve the lateral stability and wind resistance, prevent rollover, and increase the rigidity of the hull .
  • the multi-layer dimensionally stabilized balance fin, the buoyancy of the floating body and the lower bottom can produce four resistances opposite to the swaying direction of the hull, which can effectively prevent the hull from shaking or tilting, and greatly increase the stability. To prevent sinking.
  • the automatic monitoring controller will automatically open the inflation valve to inflate the airbag to generate sufficient buoyancy to prevent the sinking.
  • the remote liquid pressure sensor and the float level switch can also automatically open the inflation valve to inflate the airbag.
  • the invention can effectively maintain the stability and stability of the sinking, can make the ship more stable and unsinkable, and can ensure the safety of life and property of the entire ship and all the personnel on board.
  • Figure 1 is a top plan view of the airbag inflated around the ship.
  • (1) is an airbag
  • 1 is an anti-collision rubber pier.
  • Figure 2 is a front elevational view of the hull of the hull after the airbag is inflated.
  • (1) is an airbag
  • (4) is a multi-layered stable balance fin
  • (5) is an outer floating foam floating body.
  • Figure 3 is a structural view and installation position diagram of the airbag storage cabinet.
  • the figure above is a schematic view of the airbag installed above the water level line on the outer side of the ship.
  • the figure below shows the airbag installed at the deck ship wall.
  • the arc AB is a spring-loaded movable door made of thin steel plate, which is equivalent to a bow
  • B is a hinge shaft
  • C is an airbag fixing bolt
  • BC is the bottom of the storage cabinet
  • the straight line AB is a flexible mesh cloth, which is equivalent to a string. The space under the cloth ABC stacks the airbag.
  • FIG. 4 is a circuit diagram of an airbag control circuit.
  • (1) is the airbag
  • (2) is the swinging hull tilt automatic monitoring controller
  • (3) is the high pressure gas system
  • 5 is the remote liquid pressure sensor and the float liquid level switch
  • 3 is the airbag storage cabinet and Electromagnetic lock of the door
  • 8 alarm is the alarm light
  • 7 is the inflatable valve for the airbag
  • 6 is the manual inflation valve
  • It is a manual exhaust valve.
  • Figure 5 is a plan view of the damping fluid panel 5 in the swinging hull tilt automatic monitoring controller (2);
  • 6 is a long strip-shaped restricting opening on the liquid panel that defines the pendulum to make a straight swing.
  • Figure 6 is a front elevational view of the swaying hull tilt automatic monitoring controller (2).
  • Figure 7 is the working principle and circuit diagram of the pendulum hull tilt automatic monitoring controller.
  • Fig. 8 is a view showing the position of the outer support frame and the airbag of the permanent floating body and the permanent floating body.
  • the GH wave line is the water level line
  • BC is the bottom of the air bag storage cabinet
  • 3 is the air bag storage cabinet (including the door lock)
  • FD is the connection between the frame support plate and the hull of the permanent floating body
  • Figure 9 is a top plan view of the skeleton support plate of the outer floating body of the ship.
  • the thick solid line in the figure is the hull; the thin solid line is the permanent floating body skin; the broken line is the hollow skeleton support plate.
  • the free space in the ship that is not convenient to use, the compartment partition interlayer or the place where there is no use value is made hollow, and its shape and size are not limited.
  • the surface is made of any material according to the armoring requirements, it is hollow, and it is injected.
  • Low-density floating polyurethane foaming agent (referred to as PU hard foam) makes it a foam entity. If it is not hollow, spray a layer of PU hard foam directly on the surface with a high-pressure sprayer. After foaming and hardening, it will not only resist corrosion, heat preservation, sound insulation but also have the best floating property to form a permanent floating body. All pipe insulation layers, pipe porches, partitions, and interlayers are also filled with a blowing agent to form a permanent floating object.
  • the fully enclosed watertight compartment that needs to be retained is also made into a simple hollow box filled with PU rigid foam to form a permanent floating cabin.
  • the skeleton support plate is one of the important components for the connection between the permanent floating body and the hull. It not only plays a supporting role, but also can withstand the impact of collision and big waves. Therefore, the support plate is fixed to the freeboard around the hull with a hollow steel plate of 2 mm or more.
  • the FD of Fig. 8 and the broken line of Fig. 9 are shown.
  • the skeleton support plates are arranged from the stern to the bow.
  • the interval width the width of the steel sheet for the skin.
  • the skeleton support plate should be encrypted at the front of the ship and the impact area.
  • the vertical line FD is drawn from the upper side of the ship to the AE, and the FD is the mounting position of the skeleton support plate.
  • the skeleton support plate must be steel and hollow. Steel is to have steel strength. Hollowing is to reduce the weight. It is important that the hollowing hole can make the foaming agent flow better evenly and foam evenly.
  • the shape, size and spacing of the skeleton support plates are designed by the ship.
  • L 1 , L 2 , L 3 ... below the water level line GH they are parallel lines parallel to the bottom BC of the air bag storage cabinet (the bow is slightly higher than the stern).
  • a steel strip with a width of 80-180 mm and a thickness of 3 mm or more is welded perpendicularly to the cut surface of the hull on both sides of the hull (the balance fin should not be too wide, and the multi-layer can achieve the stability-shake effect of the large fin stabilizer). Until the bottom of the ship, this constitutes a stable balance fin.
  • the balance fins, the bottom BC of the airbag storage cabinet and the bottom AE of the permanent buoy and the buoyancy of the permanent buoy can generate four resistances that are opposite to the hull and the tilting direction, which can effectively prevent the slowing of the ship. Shaking and tilting, there is a very obvious anti-rolling and preventing rollover.
  • the airbag is made of high-strength, flexible, synthetic fiber cloth (such as polyester cloth) as the force-bearing frame of the mesh cloth.
  • the two sides of the cloth are high-strength PVC air-tight coating.
  • a cylindrical airbag is made of this very strong and airtight PVC mesh cloth.
  • Fig. 1 is a plan view of the hull after the airbag is inflated one week, and (1) is an airbag.
  • (1) in Fig. 2 is a cross-sectional front view of the airbag when it is full of gas.
  • the connection between the airbag and the hull is fixed.
  • the entire outer circumference of the cylindrical airbag is bundled laterally with a strap at a distance of 1 m, and the fixed end of the strap is fixed to the ship with a steel strap fixing head or a steel pin through a strap.
  • the strap fixing head is made of high-strength steel and has various shapes. It can be fixed by the double bolt + pressure plate through the strap fixing sleeve, or the steel pin can be fixed through the strap fixing sleeve, and can be preferably used.
  • the strap is woven from a multi-layered tensile synthetic fiber (such as polyester filament), which is bonded to the surface of the airbag by heat sealing at the same temperature as a traction belt for a car or a sling for a crane.
  • the fixing end of the strap is a double strap fixing sleeve.
  • the airbag is usually vacuumed and stacked in the airbag storage cabinet ABC.
  • the airbag is installed horizontally on the two outer water level lines of the ship. The anti-collapse effect is best.
  • the (1) in Figure 2 and the upper diagram in Figure 3 can also be installed at the lowest deck ship wall above the water level line.
  • the airbag storage cabinet is hermetic and watertight, and the cross section is fan-shaped, as shown in Figure 3, ABC.
  • the arc AB is the cabinet door
  • the string AB is the flexible mesh cloth
  • the BC is the bottom of the cabinet (the storage cabinet in the ship is made up by the deck, and the bottom of the outer storage cabinet is fixed above the water level of the hull.
  • the bottom of the storage cabinet is also Important anti-rolling effect, so it should be welded firmly with thick steel plate.)
  • B is the rotation axis of the cabinet door, and the spring for opening the door is installed on the rotating shaft.
  • the door arc AB is hingedly connected to the bottom BC by a rotating shaft B.
  • A is a reed type electromagnetic latch lock connected to the hull when the cabinet door is closed.
  • the reed bolt is made of plastic. If the electromagnetic lock fails, the expansion force of the airbag when inflating can also be opened or the bolt is broken. As for the impact of the opening of the airbag).
  • C is a bolt or pin base for fixing the airbag, and each airbag strap is fixed thereto one by one.
  • the automatic control circuit When the airbag is activated, the automatic control circuit also energizes the electromagnetic lock, opens the latch, and the door AB bounces under the action of the spring. (The airbag can also open the door when it is inflated.)
  • the cabinet door is made into a bowstring type for the purpose of opening or expanding the cabinet door.
  • the arc AB is a bow.
  • the flexible mesh AB is like a string on the bow. When the airbag is inflated, the string is squeezed, just like the bow AB. The string is tightened, the door A is pulled away from the pin hole, the door is opened, and the air bag is ejected.
  • the time when the airbag is inflated and deployed cannot be earlier or later.
  • the present invention uses an unattended swaying hull tilt automatic monitoring controller to control the airbag inflation in multiple automatic and manual modes, which can be automatically at the precise time point in the initial stage of the shipwreck danger. Open the pneumatic solenoid valve to inflate the airbag.
  • the principle and circuit diagram are shown in Figure 4.
  • the pendulum hull tilt automatic monitoring controller (hereinafter referred to as the controller (2)) adopts a pendulum type contact switch.
  • the principle is that when the pendulum is in the free state, under the action of the pendulum gravity, it can always maintain the vertical position passing through the pendulum axis 0, as shown in Fig. 6 and Fig. 7.
  • the pendulum When the ship is tilted, the pendulum is deflected by an angle with respect to the hull. This angle is the inclination angle of the ship. When the ship is tilted to a harmful inclination angle ⁇ , the pendulum will touch the terminal 1 or 2, and the control circuit is connected. Upon completion, the emergency facilities 3, 8, and 9 are activated, and the inflation solenoid valve 7 is opened to inflate the airbag.
  • the controller (2) is made by using engineering plastics as a square box, which is filled with a certain amount of oily damping fluid (such as hydraulic oil) that is not easy to evaporate and freeze, and a square plastic cover is horizontally mounted on the liquid surface.
  • Oily damping fluid such as hydraulic oil
  • Figure 5 to prevent the liquid from swaying, open a long strip-shaped opening 6 on the cover plate along the swinging rod to define the hanging swing along the opening to make a straight swing, instead of shaking with the boat.
  • the inner surface of the box is used as a fixed panel in two directions, the front side controls the heel, and the side side controls the trim.
  • the front panel for controlling the heel as an example, the following is detailed:
  • a circular hole is drilled at the midpoint of the upper part of the panel, and the swing shaft is screwed.
  • the pendulum rod 4 is made of a metal with good conductivity, the pendulum rod is passed through the opening 6 of the cover plate 5, the upper end is hung on the pendulum axis 0, the positive pole of the power source (+ pole) is connected, and the spherical pendulum 3 is screwed to the lower end.
  • the damping liquid surface is higher than the pendulum 3, so that the pendulum is always in the damping fluid during the whole process of swinging, otherwise the pendulum will keep swinging back and forth.
  • the terminal is connected to the control circuit.
  • the terminal contacts and the pendulum contacts are plated with platinum to prevent contact ablation.
  • the adjacent panels are made to control the trim.
  • the trim In order to insure some, use the four sides of the box, two groups, the two faces facing each other as a group, control the heel, the two sides are a group, control the trim).
  • the pendulum swings to the left with respect to the hull, the pendulum rod contact touches the terminal 1 on the left, the control circuit is turned on, the airbag storage cabinet door is opened, and the pneumatic solenoid valve 7 is opened quickly to the airbag. Inflated, at the same time the alarm 8 alarm, the warning light 9 flashes the alarm.
  • the ship's right, forward and backward tilting can automatically activate the airbag and emergency facilities.
  • Automatic sensing control of the hull without sloping shipwreck Install more than eight remote liquid pressure sensors and float level switch 5 (two parallel installations) at the critical public warning water level line in the ship's front, rear, left and right sides, and The controller (2) is connected in parallel to the control circuit.
  • the remote liquid pressure sensor senses the pressure to turn on the control circuit, and the float liquid level switch also turns on the control circuit to activate the emergency facilities such as the airbag.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)

Abstract

本发明的船舶自动抗沉救生系统属于造船、修船或船舶配件。能为船舶提供足够的额外稳度、抗风能力和储备浮力，在沉船初期能迅速自动释放将船浮起，保证船平稳不沉。其特征是不改变船的主体结构，只需加装钢质维稳平衡鳍、永浮体、安全气囊、自动监控控制器、供高压气系统，就能全时全方位地提供减摇、维稳、抗沉救生作用。气囊由高强度柔性合成纤维夹网布做受力骨架，布两面是PVC气密涂层。用环绕捆绑式绑带将气囊钢性地固定在船体上。用挂摆式自动感知控制器、远程液体压力传感器、浮球液位开关和手动三重手段，全时、全方位地自动感知控制，确保整条船和船上全体人员的生命财产安全。

Description

船舶自动抗沉救生系统 技术领域
本发明属于造船、修船和船舶配件。
背景技术
从泰坦尼克号到世越号，再到东方之星号，无一不在惨痛的警示我们，增加水密隔舱或者增大干舷高度的传统抗沉措施，不能杜绝沉船事故，救生筏和救生衣，只能救少数人，不能救起整条船和船上全体人员。
本发明能克服背景技术的不足，能全方位、全时提高船的稳度和抗风能力，能为船舶提供足够的储备浮力让船不沉，从根本上解决沉船问题，杜绝沉船事故，能确保整条船和船上全体人员的生命财产安全。
发明内容
发明目的：全方位、全时提高原设计船的稳度和抗风能力，为船舶提供足够的储备浮力，让船永远不沉，确保整条船和船上全体人员的安全。
技术方案：1、在船体干舷最低处一周或者水位线以上的最低层甲板船墙适当位置安装足够的安全气囊，用环绕捆绑式绑带和钢质绑带固定头或钢质销轴穿过绑带固定套，将气囊钢性地固定在船上，为船舶提供足够的储备浮力。安全气囊配供高压气系统和自动控制系统，能在发生沉船危险初期，自动给气囊充入高压气体产生足够的浮力，将船浮在水面不沉。
2、在船体一周的全部干舷上安装不怕漏气进水、具有永久浮力的漂浮性泡沫水浮体，就像给船体带上泡沫救生圈，增加储备浮力，同时增加稳度和抗风能力，能全时、全方位地阻止船体摇晃，防止翻沉。
3、在船体左右两侧，水位线以下到船底，钢性安装数多层钢质维稳平衡鳍，相当于多层小型减摇鳍，提供全时、全方位的维稳减摇作用，能有效阻止船的摇晃，极大地提高船的横向稳度和抗风能力，防止侧翻。
4、给救生气囊配备两套电控无人值守的自动监控控制器，在沉船危险发生的初期就能探测到并自动给救生气囊充气。其中一套是挂摆式自动感知控制器，有两个单元，一个单元监控控制横倾(侧翻)，一个单元控制纵倾。另一套是在船内的前后左右公共警戒水位处，并联安装八个以上的远程液体压力传感器和浮球液位开关(为了防止其中一个出现故障，远程液体压力传感器和浮球液位开关同时并联接入控制电路)，用来感知控制船体无倾斜时的沉船危险(如船底漏水时的沉船危险)。他还是前者挂摆式自动监控控制器故障时的第二防线，他能感知任何情况下的船内进水沉船危险。
电控自动充气监控控制器与手动充气开关是并联接入控制管路，当前两个电控自动充气监控控制失效或者全船断电时，可以手动开启充气装置给气囊充气。这三套控制装置是三道防线，三道保险。
5、、给气囊配以安全实用的供高压气系统：
一是用压缩气体钢瓶供气。压缩气体主要有：压缩二氧化碳气体，压缩氮气和压缩空气等。这些压缩气体钢瓶安全普遍，价格适中，易于更换，无需后续费用。飞机的应急滑梯普遍使用压缩气体钢瓶供气。
二是用大型气泵或者大型空压机供气。
二者可以单独使用，最好是同时并联使用。
LNG船等运液化石油气船就用本身运的液化气供气。(这种船只有满载时才有机会使用安全气囊，空载时，液化气罐本身就是一个大浮体气囊，不会沉没)。
有益效果
1、船舶安装安全气囊以后，使其能有足够的储备浮力抗沉，能在沉船危险发生的初期，自动充入高压气体产生巨大的浮力，将船浮在水面不沉，能确保整条船和船上全体人员的生命财产安全。
2、在船四周全部干舷上安装不怕漏气进水的漂浮性泡沫永浮体，相当于给船戴上了泡沫救生圈，能全时、全方位有效地阻止船的摇晃或者翻沉。
安全气囊的浮力+永浮体的浮力，能将船浮在水面不沉，能保证整条船和船上全体人员的安全。
3、安装维稳平衡鳍，能提供全时、全方位的减摇维稳作用，能有效地阻止船体横向摇晃，大大提高横向稳度和抗风能力，防止侧翻，同时能增加船体的钢性强度。
4、当船体快速摇晃倾斜时，多层维稳平衡鳍、永浮体的浮力和下底能产生四个与船体摇晃倾斜方向相反的阻力，能有效地阻止减缓船体的摇晃或者倾斜，大大增加稳度，防止翻沉。
5、当船遇到翻沉危险时，无论是横倾还是纵倾，只要倾斜到有害倾斜角度时，自动监控控制器就会自动打开充气阀门给气囊充气产生足够的浮力，防止翻沉。
当船体进水，发生无倾斜的慢沉时，远程液体压力传感器和浮球液位开关也能自动开启充气阀门给气囊充气。
所以本发明能有效地自动维稳抗沉，能让船更加平稳不沉，能保证整条船和船上全体人员的生命财产安全。
附图说明
有附图9个，共9页。
图1是船舶四周安装安全气囊充气后的俯视图。
图中(1)是安全气囊，①是防撞胶墩。
图2是气囊充气打开以后船体横剖面正视图。
图中(1)是安全气囊，(4)是多层维稳平衡鳍，(5)是船外泡沫永浮体。
图3是气囊存放柜结构图和安装位置图。
上图是气囊安装在船的外侧一周水位线以上的示意图，下图是气囊安装在甲板船墙处的示意图。
图中圆弧AB是由薄钢板做成的带弹簧的活动门，相当于弓，B是铰链轴，C是气囊固定螺栓，BC是存放柜的底，直线AB是柔性网布，相当于弦，布下面的空间ABC叠放气囊。
图4是气囊控制电路图。
图中(1)是气囊，(2)是挂摆式船体倾斜自动监控控制器；(3)是供高压气系统；⑤是远程液体压力传感器和浮球液位开关；③是气囊存放柜及柜门电磁锁；⑧报警器；⑨是报警灯；⑦是给气囊充气电磁阀；⑥是手动充气阀门；
Figure PCTCN2018000287-appb-000001
是气囊充气限压阀；
Figure PCTCN2018000287-appb-000002
是排气电磁阀；
Figure PCTCN2018000287-appb-000003
是手动排气阀。
图5是挂摆式船体倾斜自动监控控制器(2)中阻尼液面板5的俯视图；
图中6是液面板上限定摆锤做直线摆动的长条形限制口。
图6是挂摆式船体倾斜自动监控控制器(2)的正面示意图。
图中1是船体向左倾斜至有害倾斜角度θ时接通气囊充气电路的触点开关接线柱；2是船体向右倾斜至有害倾斜角度θ时接通气囊充气电路的触点开关接线柱；3是摆锤；4是金属导体摆杆；θ是有害倾斜角；5是阻尼液面板；0是金属摆轴接电源正极(+极)。
图7是挂摆式船体倾斜自动监控控制器工作原理、电路图。
图中1是船体向左倾斜至有害倾斜角度θ时接通气囊充气电路的触点开关接线柱；2是船体向右倾斜至有害倾斜角度θ时接通气囊充气电路的触点开关接线柱；3是摆锤；4是金属导体摆杆；θ是有害倾斜角；0是金属摆轴接电源正极(+极)；⑦是给气囊充气电磁阀；⑧报警器；⑨是报警灯。
图8是船外永浮体及永浮体内骨架支撑板和气囊位置图。
图中GH波浪线是水位线；BC是气囊存放柜的底；③是气囊存放柜(包括门锁)；FD是永浮体内骨架支撑板与船体连接处；L 1、L 2、L 3…是数多层维稳平衡鳍。
图9是船外永浮体内骨架支撑板俯视图。
图中粗实线是船壳；细实线是永浮体蒙皮；虚线是镂空的骨架支撑板。
具体实施方式
1、首先在船内做永浮体：
将船内不方便使用的空闲空间、舱室隔板夹层或者没有什么使用价值的地方都做成中空的，其形状大小不限，按照舾装要求用任何材料做表面都行，是中空的，就注入低密度漂浮性聚氨酯发泡剂(简称PU硬泡)，使其成为泡沫实体。不是中空的，就直接用高压喷涂机往表面喷涂一层PU硬泡，发泡硬化后既防腐、保温、隔音又有最好的漂浮性，构成永久浮体。所有的管道保温层、管廊、隔断、夹层也都注入发泡剂，构成永久漂浮性物体。需要保留的全封闭式水密舱，也做成简单的中空箱体，里面注满PU硬泡，构成永久浮舱。
2、做船外的永久浮体：
2.1首先确定船的空载水位线。让船空载，处于正常浮态，标出水位线GH。(图8中的波浪线GH)。由船头H点向上大约100-300毫米(由船的大小设计而定)取点C，由船尾G点向上约100-200毫米取点B，BC就是气囊储藏柜的底。柜底BC是前头高，后头低，使船向前航行时能有一个向上抬升作用。
2.2做出永浮体下底AE。AE//BC，AE和BC之间是气囊存放柜③。
2.3做出永浮体内的骨架支撑板。骨架支撑板是永浮体与船体连接固定的重要部件之一，既起支撑固定作用，又要经得起碰撞和大浪的抨击。所以支撑板用2毫米以上的镂空钢板，牢固的固定在船体周围干舷上。图8的FD和图9的虚线所示。
看图8的上半部分，骨架支撑板从船尾向船头排列，为了施工方便，间隔宽度＝蒙皮用钢板的宽度。船前面的迎浪、易撞击处要加密骨架支撑板。从船帮上沿至AE等间隔地画垂线FD，FD就是骨架支撑板的安装位置。
骨架支撑板一定是钢质、镂空的。钢质为的是要有钢性强度。镂空是为了减少重量，重要的是镂空孔能让发泡剂更好地流淌均匀、发泡均匀。
骨架支撑板的形状、大小、间隔都因船而设计。
2.4将钢质蒙皮固定在骨架支撑板外侧(铆接焊接均可)，构成无盖的箱体。如果是较小的箱体，就直接用高压喷涂机向箱内喷涂PU硬泡。要分层、多次喷涂。每次要等上一次的PU硬泡固化以后再喷涂下一次，直到发泡满箱体以后，用铆接的方式(焊接会烧蚀碳化泡沫)将箱体上盖板封闭，与船体形成一体的永浮体。
2.5较大的箱体可以先在箱内壁喷涂一层PU硬泡进行全箱密封，然后向箱内填入PU硬泡块体或者闭孔的聚苯泡沫(EPS)块体(有很多家生产这些泡沫块体)，填满以后注入PU硬泡发泡剂填缝粘接成一体的泡沫实体，也可以像砌砖一样，喷涂一层发泡剂，摆放一层泡沫块体，最后注满发泡剂，使其与船体构成一体的永浮体。这样既省时、省力、节省材料又能防止大体积PU硬泡发泡时的“烧芯”问题，其漂浮效果一样。
3、安装多层维稳平衡鳍
首先确定平衡鳍的位置。如图8中水位线GH下面的L 1、L 2、L 3…，他们是平行于气囊存放柜底BC的平行线(船头处比船尾稍高一些)。用宽度80-180毫米，厚度3毫米以上的钢板条，垂直于该处切面地焊接在船壳两侧面(平衡鳍不宜太宽，多层即可达到大型减摇鳍的维稳减摇效果)，直到船底，如此构成维稳平衡鳍。
当船快速摇晃倾斜时，维稳平衡鳍，气囊存放柜的底BC和永浮体的底AE以及永浮体的浮力，能产生四个与船体摇晃、倾斜方向相反的阻力，能非常有效地阻止减缓船的摇晃倾斜，有非常明显的减摇、防止侧翻作用。
4、气囊的制造安装与使用：
4.1气囊采用高强度、柔性、合成纤维布(如涤纶布)做夹网布受力骨架，布的两面是高强度PVC气密涂层。用这种非常结实气密的PVC夹网布做成圆柱型气囊。图1是船体一周安装气囊充气以后的俯视图，图中(1)是气囊。图2中的(1)是气囊充满气时的横剖面正视图。
4.2气囊与船体的连接固定。圆柱型气囊整体外围每间隔1米用绑带横向环绕捆绑，再将绑带固定端用钢质绑带固定头或者钢质销轴穿过绑带钢性地固定在船上。绑带固定头用高强度钢做成，形状各异，可用双螺栓+压板穿过绑带固定套固定，也可用钢质销轴穿过绑带固定套固定，可择优选用。
绑带是由多层强拉力的合成纤维丝(如涤纶丝)编织成，像汽车用的牵引带或者吊车用的吊带一样， 经高温热合粘接在气囊表面。固定用的绑带固定端是双合的绑带固定套。
4.3气囊的存放与安装。气囊平时抽成真空的叠放在气囊存放柜ABC中。气囊水平安装在船的两外侧水位线稍上处抗翻沉效果最好，图2中的(1)和图3的上图，也可以安装在水位线以上的最低层甲板船墙处。
4.4气囊存放柜是密闭不透水的，横断面是扇形，如图3中的ABC。弧AB是柜门，弦AB是柔性网布，BC是柜底(船内的存放柜是借助甲板做底，船外存放柜的底固定在船壳水位线以上的位置。存放柜的底还有重要的减摇作用，所以要用厚钢板焊接牢固。)B是柜门转动轴，转动轴上安装弹开门用的弹簧。柜门弧AB通过转动轴B铰链式连接在底BC上。A处是柜门关闭时与船体连接的舌簧型电磁插销锁，(舌簧插销用塑料的，万一电磁锁失灵打不开，气囊充气时的膨胀力也能拉开或者胀断插销，不至于影响气囊的打开)。C处是固定气囊的螺栓或销轴基座，每个气囊绑带都一一对应一个基座固定在此处。
启用气囊时，自动控制电路同时也给电磁锁通电，打开插销，柜门AB在弹簧作用下弹开。(气囊充气膨胀时也能胀开柜门)。
4.5柜门做成弓弦式的，是为了便于打开或者胀开柜门，弧AB是弓，柔性网布AB犹如弓上的弦，当气囊充气膨胀时，弦被挤压，就像弓AB的弦被拉紧一样，柜门A处被拉动脱离插销孔，柜门被打开，气囊弹出。
5、气囊的自动控制。
气囊充气展开的时间点不能早也不能晚，本发明用无人值守的挂摆式船体倾斜自动监控控制器等多重自动和手动方式控制气囊充气，能在发生沉船危险初期的精准时间点，自动打开充气电磁阀给气囊充气，其原理和电路图如图4。
5.1、挂摆式船体倾斜自动监控控制器(以下简称控制器(2))，采用挂摆式触点开关。其原理是挂摆在自由状态时，在摆锤重力作用下，始终能保持在经过摆轴0的垂线位置，如图6、图7。
在船体正常浮态时将控制器水平固定在驾驶平台上，摆杆4接电源正极(+极)，接线柱1和2安装在船体危险倾斜角θ的最大角度处，接线柱1和2外接控制电路，图7。
当船倾斜时，挂摆相对于船体偏转一个角度，这个角度就是船的倾斜角，当船倾斜到有害倾斜角度θ角时，挂摆就会触碰到接线柱1或2，控制电路被接通，就会启动应急设施③、⑧、⑨，打开充气电磁阀⑦给气囊充气。
控制器(2)的制作方法是：用工程塑料做一个正方台型盒子，里面装上一定量的不易蒸发且防冻的油性阻尼液(例如液压油)，液面上水平安装一方形塑料盖板，图5，防止液体乱摇晃，在盖板上沿摆杆摆动的位置开长条形口6，用来限定挂摆沿开口做直线摆动，而不是随船摇晃乱摆。
用盒子的内表面作为固定面板，分两个方向，正面的控制横倾，侧面的控制纵倾。以控制横倾的正面面板为例详述如下：图6，在面板上部取中点0钻一个圆孔，拧上螺丝固定摆轴。用导电性好的金属做摆杆4，将摆杆穿过盖板5的开口6，上端挂在摆轴0上，接电源正极(+极)，下端拧上球形摆锤3。
阻尼液面要高于摆锤3一些，使摆锤在摆动的全过程中始终处于阻尼液中，不然摆锤会不停地来回乱摆。
在摆杆两侧设定的最大夹角θ处，取两点1和2，在这两点固定上接线柱1、2，接线柱外接控制电路。接线柱触点和摆杆触点都要镀上白金，防止触点烧蚀。
按此法做好相邻的面板，控制纵倾。(为了保险一些，把盒子的四个面都用上，两个一组，正面对着的两个面为一组，控制横倾，两个侧面为一组，控制纵倾)。
当船向左倾斜时，摆锤相对于船体向左摆动，摆杆触点触碰左边的接线柱1，接通控制电路，气囊存放柜柜门被打开，充气电磁阀⑦被打开迅速给气囊充气，同时报警器⑧报警，报警灯⑨闪烁示警。
同理，船向右和向前、向后的倾斜，都能自动启动气囊和应急设施。
5.2、船体无倾斜沉船危险的自动感知控制：在船内的前后左右关键的公共警戒水位线处，安装八个以 上的远程液体压力传感器和浮球液位开关⑤(两个并联同时安装)，与控制器(2)并联接入控制电路。船体进水到警戒水位时，远程液体压力传感器感知到压力接通控制电路，同时浮球液位开关也接通控制电路，启动气囊等应急设施。
5.3将手动充气阀门开关⑥与电控的充气电磁阀⑦并联后接入充气管路，以备全船断电应急时手动给气囊充气。另有排气电磁阀
Figure PCTCN2018000287-appb-000004
和手动排气阀门
Figure PCTCN2018000287-appb-000005
接入充气总管路。如图4。

Claims (7)

  1. 船舶自动抗沉救生系统是为船舶提供足够的额外稳度、抗风能力和足够的储备浮力，能全时、全方位地保证船舶平稳不沉，主要由安全气囊，船内、船外永浮体，自动监控控制系统，供高压气系统，钢质维稳平衡鳍共同组成，其特征是：在船壳外侧一周水位线以上或者水位线以上的甲板船墙处安装众多的安全气囊，在船内空闲处和船壳外侧水位线以上的全部干舷上安装漂浮性泡沫永浮体，在船壳外侧水位线以下至船底钢性安装多层钢质维稳平衡鳍。
  2. 如权利要求1所述气囊(1)由高强度柔性合成纤维布做内层夹网布受力骨架，布两面是PVC气密涂层，用这种非常结实的PVC夹网布做成圆柱型密闭气袋，用环绕捆绑式绑带(多层涤纶丝编织而成)和钢质固定头或者钢质销轴将气囊钢性地固定在船体上。
  3. 如权利要求1所述的气囊平时叠放在弓弦式存放柜ABC中，存放柜是密封不透水的扇形箱体，柜门弧AB是圆弧形像弓，柜门内置的柔性网布弦AB像弓上的弦，气囊膨胀时会挤压式拉弦打开柜门。
  4. 如权利要求1所述船内永浮体是将船内不方便使用的闲置空间、管廊、舱室间的隔断夹层等地方做成中空的，里面充入PU硬泡发泡剂或者直接喷涂PU硬泡，使其发泡成漂浮性泡沫体；船外永浮体是安装在船壳外全部干舷上的中空箱体，箱内有钢质镂空的骨架支撑板，箱内是漂浮性泡沫。
  5. 如权利要求1所述自动监控控制系统是由挂摆式船体倾斜自动监控控制器(2)，远程液体压力传感器、浮球液位开关⑤和手动充气开关⑥共同组成。
  6. 如权利要求1所述供高压气系统(3)是压缩气体钢瓶或者大型气泵、大型空压机等配套部件。
  7. 如权利要求1所述钢质维稳平衡鳍(4)是长条形钢板，分多层垂直于船壳钢性安装在船壳两外侧水位线以下至船底。
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