Anti-roll tank and ship containing the same

Abstract

The present invention discloses a roll reduction chamber and a ship comprising the same. The roll reduction chamber includes a hull and a partition. The hull is connected to the hull. Liquid is loaded in the hull. A circulation channel is arranged in the hull along a first direction, the first direction being the width direction of the ship. The partition extends from the first inner wall to the second inner wall of the hull. The first inner wall and the second inner wall are symmetrically arranged along the first direction. The partition is movably connected to the first inner wall and / or the second inner wall. The partition is used to open or close the circulation channel. The ship includes the above roll reduction chamber. The partition is extended from the opposite first inner wall to the second inner wall to block the flow of liquid in the circulation channel. When the ship's roll period is short and the roll frequency is high, the partition is movably connected to the first inner wall and / or the second inner wall to open the circulation channel to allow liquid flow to offset the roll and slow down the ship's roll amplitude, thereby making the ship's roll period and roll frequency within a reasonable range.

Description

Technical Field

[0001] The present invention relates to the field of ships, and in particular to a roll stabilization cabin and a ship comprising the same. Background Art

[0002] Due to their larger beams and the recent trend toward lower service speeds, large and ultra-large container ships have seen their directional coefficients increase, rising from an earlier range of 0.6-0.65 to around 0.7. Furthermore, the primary dimensions of these ships have also become larger, with designs recently exceeding 400 meters in length overall and 61.3 meters in beam. This increase in size has also led to a significant increase in the GM value, a key indicator of ship stability. GM, also known as metacentric height, is a key indicator of ship stability. An increase in GM significantly improves ship safety and significantly benefits a ship's damage stability (sinking resistance). However, the increase in GM value also brings negative effects. When there are more heavy containers loaded in the container ship hold, the GM value of the entire ship is larger, which has an adverse effect on the loading of containers on the deck. Due to the high GM value of deck containers, the rolling period is short, the rolling frequency is high, and the lashing system is subjected to large forces, which limits the weight of the container stack on the deck and the vertical center of gravity height of the stack, thereby affecting the loading flexibility and further affecting the operating costs of the container ship.

[0003] Passenger ships and luxury cruise ships have a large number of passengers. Under the premise of ensuring the safety of the ship, the comfort of the passengers must be guaranteed. A larger initial stability height GM value is required. Due to the waves at sea, the ship exhibits a short rolling period and high rolling frequency under the action of external forces such as waves. Passengers are prone to seasickness, which leads to a decrease in the passenger comfort experience. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the defects in the prior art that the ship's rolling frequency is high and the period is short, which affects the loading capacity, and to provide a roll reduction cabin and a ship comprising the same.

[0005] The present invention solves the above technical problems through the following technical solutions:

[0006] The present invention provides a roll reduction tank, which includes a tank body and a partition. The tank body is connected to the hull, liquid is loaded in the tank body, and a circulation channel is arranged in the tank body along a first direction, the first direction is the width direction of the ship, the partition extends from the first inner wall of the tank body to the second inner wall, the first inner wall and the second inner wall are symmetrically arranged along the first direction, the partition is movably connected to the first inner wall and / or the second inner wall, and the partition is used to open or close the circulation channel.

[0007] In this solution, the liquid in the anti-roll tank can flow through a flow channel arranged along the ship's width, thereby providing damping in the ship's widthwise direction to offset the ship's roll. A partition extending from the opposing first inner wall to the second inner wall can block the flow of liquid in the flow channel. When the ship's roll period is short and the roll frequency is high, the partition flexibly connects to the first and / or second inner walls, opening the flow channel to allow liquid to flow to offset the roll and reduce the ship's roll amplitude, thereby maintaining the ship's roll period and roll frequency within a reasonable range.

[0008] Preferably, the partition includes a first partition and a second partition, the first partition and the second partition are arranged opposite to each other; the first partition is movably connected to the first inner wall; and / or the second partition is movably connected to the second inner wall.

[0009] In this solution, the partition is divided into a first partition and a second partition, which can realize the rapid opening or closing of the flow channel by the partition.

[0010] Preferably, the anti-roll cabin further comprises a first slide rail and a first slider that are slidably matched, one of the first slide rail and the first slider is connected to the first inner wall, and the other is connected to the first partition, and the extension direction of the first slide rail is the first direction or the second direction; wherein the second direction is at least perpendicular to the first direction; and / or, the anti-roll cabin further comprises a second slide rail and a second slider that are slidably matched, one of the second slide rail and the second slider is connected to the second inner wall, and the other is connected to the second partition, and the extension direction of the second slide rail is the first direction or the second direction; wherein the second direction is at least perpendicular to the first direction.

[0011] In this solution, the first partition can slide along the first rail through the first slide rail and the first slider. When the first slide rail extends along the first direction or the second direction, the circulation channel is closed when the projection area of ​​the first partition and the second partition in the first direction is the largest, and the circulation channel is opened when the projection area of ​​the first partition and the second partition in the first direction is the smallest; similarly, the second slide rail and the second slider can slide the second partition along the second slide rail. When the second slide rail extends along the first direction or the second direction, the circulation channel is closed when the projection area of ​​the first partition and the second partition in the first direction is the largest, and the circulation channel is opened when the projection area of ​​the first partition and the second partition in the first direction is the smallest.

[0012] Preferably, the anti-roll cabin further includes a power device, and the power device is used to drive the partition to open or close the circulation channel.

[0013] In this solution, since the partition is heavy, it can be opened or closed more conveniently and reliably by electric drive.

[0014] Preferably, there are a plurality of partitions, and the plurality of partitions are spaced apart along the first direction.

[0015] In this solution, multiple partitions can divide the hull into multiple small compartments, reducing the liquid movement range in each small compartment when the partitions are closed. The number of partitions to be opened is selected according to the roll amplitude of the ship, and the liquid flow distance is controlled, thereby controlling the damping provided by the anti-roll tank.

[0016] Preferably, the anti-roll tank further includes a ballast tank, a ballast pump and a ballast pipeline, the ballast pipeline connects the ballast tank and the tank body, and the ballast pump is provided on the ballast pipeline for controlling the connection between the ballast tank and the tank body.

[0017] In this solution, liquid is stored in ballast tanks, and ballast pumps transport or pump the liquid out of the tanks. The volume of the liquid in the tanks can be flexibly adjusted. When a large roll reduction amplitude is required, the amount of liquid in the tanks is increased, and when a small roll reduction amplitude is required, the amount of liquid in the tanks is reduced, thereby flexibly controlling the ship's lateral stability and GM value. By reasonably controlling the GM value, the ship's cargo loading capacity is increased, the lashing force of the lashing components is reduced, and the fatigue strength of the lashing components is improved. This not only improves the container ship's cargo loading capacity, but also increases the service life of the lashing components.

[0018] The present invention further provides a ship, comprising a hull and the anti-rolling cabin as described above, wherein the anti-rolling cabin is connected to the hull.

[0019] In this solution, the liquid in the anti-roll tank can flow through a flow channel arranged along the ship's width, thereby providing damping in the ship's widthwise direction to offset the ship's roll. A partition extending from the opposing first inner wall to the second inner wall can block the flow of liquid in the flow channel. When the ship's roll period is short and the roll frequency is high, the partition flexibly connects to the first and / or second inner walls, opening the flow channel to allow liquid to flow to offset the roll and reduce the ship's roll amplitude, thereby maintaining the ship's roll period and roll frequency within a reasonable range.

[0020] Preferably, the anti-roll cabin is arranged below the deck of the ship.

[0021] In this solution, this arrangement design does not cause any loss of container space on the ship and does not affect the cargo capacity of the container ship.

[0022] Preferably, the axis of the anti-rolling cabin coincides with the axis of the hull.

[0023] In this solution, the overall anti-rolling effect of the ship can be further increased.

[0024] Preferably, there are multiple anti-roll cabins, and the multiple anti-roll cabins are connected in sequence.

[0025] In this solution, the damping provided by the roll stabilization cabin can be further increased, and at the same time, the roll stabilization effect generated by the water flow can be maximized to form a combined force acting on the ship, thereby avoiding the roll stabilization effects of the staggered roll stabilization cabins from offsetting each other and reducing the overall roll stabilization effect of the ship.

[0026] The positive progress effect of the present invention is:

[0027] The roll stabilization chamber and the vessel incorporating the same of the present invention allow liquid in the chamber to flow within a flow channel arranged along the ship's width, thereby providing damping in the widthwise direction to offset the ship's roll. A partition extending from the opposing first inner wall to the second inner wall can block the flow of liquid within the flow channel. When the ship's roll period is short and the roll frequency is high, the partition flexibly connects to the first and / or second inner walls, opening the flow channel to allow liquid to flow to offset the roll and reduce the ship's roll amplitude, thereby maintaining the ship's roll period and roll frequency within a reasonable range. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a structural diagram of the anti-roll cabin according to an embodiment of the present invention.

[0029] Figure 2 A top view of the anti-roll cabin assembled in the hull according to an embodiment of the present invention

[0030] Figure 3 This is a side view of the anti-roll cabin installed in the hull according to an embodiment of the present invention

[0031] Description of reference numerals:

[0032] Roll stabilizer 1

[0033] Cabin 2

[0034] First inner wall 3

[0035] Second inner wall 4

[0036] Partition 5

[0037] First separator 6

[0038] Second partition 7

[0039] Circulation channel 8

[0040] Hull 9

[0041] First Direction 10

[0042] Second Direction 11 DETAILED DESCRIPTION

[0043] A preferred embodiment is given below and the present invention is described more clearly and completely in conjunction with the accompanying drawings.

[0044] This embodiment provides a roll reduction cabin 1, such as Figure 1-Figure 3 As shown, it includes a cabin 2 and a partition 5, the cabin 2 is connected to the hull 9, the cabin 2 is loaded with liquid, and a circulation channel 8 is arranged in the cabin 2 along a first direction 10, the first direction 10 is the width direction of the ship, the partition 5 extends from the first inner wall 3 of the cabin 2 to the second inner wall 4, the first inner wall 3 and the second inner wall 4 are symmetrically arranged along the first direction 10, the partition 5 is movably connected to the first inner wall 3 and / or the second inner wall 4, and the partition 5 is used to open or close the circulation channel 8.

[0045] As a result, the liquid in the roll stabilization tank 1 can move within the flow channel 8 arranged along the ship's width, thereby providing damping in the ship's widthwise direction to offset the ship's roll. The partition 5 extending from the opposing first inner wall 3 to the second inner wall 4 can block the flow of liquid within the flow channel 8. When the ship's roll period is short and the roll frequency is high, the partition 5 flexibly connects to the first inner wall 3 and / or the second inner wall 4, opening the flow channel 8 to allow liquid to flow to offset the roll and reduce the ship's roll amplitude, thereby maintaining the ship's roll period and roll frequency within a reasonable range.

[0046] For ease of explanation, the ship width direction is defined as left and right, the ship length direction is defined as front and back, and the ship height direction is defined as up and down.

[0047] The first inner wall 3 and the second inner wall 4 are the front and rear or upper and lower inner walls of the cabin 2, and the partition 5 separates the flow channel 8 from top to bottom or from front to back. The connection relationship between the partition 5 and the inner wall of the cabin 2 can include the following methods:

[0048] The first one is that the partition 5 is movably connected to the first inner wall 3 .

[0049] In the second method, the partition 5 is movably connected to the second inner wall 4 .

[0050] For the first and second embodiments, the movable connection method can be a hinge connection. The hinge is set on the first inner wall 3 or on the second inner wall 4. One side of the partition 5 is connected to the hinge for flipping. When the partition 5 is flipped to be parallel to the first direction 10, the circulation channel 8 is opened. When the partition 5 is flipped to be perpendicular to the first direction 10, the circulation channel 8 is closed.

[0051] The third type is that the partition 5 is movably connected to the first inner wall 3 and the second inner wall 4. Preferably, the partition 5 is movably connected to the first inner wall 3 and the second inner wall 4 at the same time.

[0052] In the third embodiment, the movable connection can be in the form of a rotating shaft or a slide rail. In the rotating shaft movable connection, the partition 5 is movably connected to the first inner wall 3 and the second inner wall 4 via a rotating shaft. The rotating shaft is located between the first inner wall 3 and the second inner wall 4, and the rotating shaft coincides with the axis of the partition 5. That is, the partition 5 can rotate along its axis (rotating shaft). When the partition 5 is parallel to the first direction 10, the flow channel 8 is open, and when the partition 5 is perpendicular to the first direction 10, the flow channel 8 is closed.

[0053] The sliding rail connection method is that the partition 5 is movably connected to the first inner wall 3 and the second inner wall 4 through the sliding rail. The sliding rail is set on the first inner wall 3, and can also be set on the second inner wall 4. The sliding rail can also be set on the first inner wall 3 and the second inner wall 4. The partition 5 is set in the sliding rail and can slide along the sliding rail. When the partition 5 slides into the circulation channel 8, the circulation channel 8 is closed. When the partition 5 slides out of the circulation channel 8, the circulation channel 8 is opened.

[0054] The slide rail connection method can be further specified as follows: the partition 5 includes a first partition 6 and a second partition 7. A first slider is provided on the first partition 6, and a first slide rail is provided on the first inner wall 3. A second slider is provided on the second partition 7, and a second slide rail is provided on the second inner wall 4. The first slide rail and the first slider are slidably engaged, and the second slide rail and the second slider are slidably engaged. The first slide rail and the first slider, as well as the second slide rail and the second slider, enable the first partition 6 to slide away from or toward the second partition 7. In other embodiments, the slide rails and the sliders can be interchanged.

[0055] Furthermore, the slide rail can extend in two directions.

[0056] The first type is that the extension direction of the first slide rail and the second slide rail is the first direction 10, that is, the first partition 6 and the second partition 7 move left and right along the first direction 10. When the first partition 6 slides close to the second partition 7, the circulation channel 8 is closed, and when the first partition 6 slides away from the second partition 7, the circulation channel 8 is opened.

[0057] Preferably, the second type, the extension direction of the first slide rail and the second slide rail is the second direction 11, wherein the second direction 11 is at least perpendicular to the first direction 10, that is, the second direction 11 can be the front and rear or up and down direction of the hull 9, such as Figure 1 As shown, in this embodiment, the second direction 11 is the up-down direction, and the first partition 6 and the second partition 7 slide up and down. When the first partition 6 slides close to the second partition 7, the circulation channel 8 is opened, and when the first partition 6 slides away from the second partition 7, the circulation channel 8 is closed. In other embodiments, the second direction 11 is the front-to-back direction, and the first partition 6 and the second partition 7 slide back and forth. When the first partition 6 slides close to the second partition 7, the circulation channel 8 is opened, and when the first partition 6 slides away from the second partition 7, the circulation channel 8 is closed.

[0058] Specifically, the anti-rolling cabin 1 further includes a power device, which is used to drive the partition 5 to open or close the circulation channel 8.

[0059] Therefore, since the partition 5 is heavy, it can be opened or closed more conveniently and reliably by being driven by electricity.

[0060] In this embodiment, the power device is an electric motor.

[0061] Specifically, there are a plurality of partitions 5 , and the plurality of partitions 5 are spaced apart along the first direction 10 .

[0062] Thus, multiple partitions 5 can divide the cabin 2 into multiple small compartments, so that the liquid movement range of each small compartment is reduced when the partitions 5 are closed, thereby reducing the impact of liquid flow on the hull 9 when the ship rolls less and no anti-roll is needed.

[0063] In this embodiment, if Figure 1 As shown, the number of the partitions 5 is 5, which is only a schematic expression. The specific number can be adjusted according to the actual length of the ship and is not limited in this embodiment.

[0064] Specifically, the anti-roll tank 1 further includes a ballast tank, a ballast pump and a ballast pipeline. The ballast pipeline connects the ballast tank and the tank body 2. The ballast pump is provided on the ballast pipeline to control the connection between the ballast tank and the tank body 2.

[0065] Therefore, by storing the liquid in the ballast tank and the ballast pump delivering or pumping the liquid out of the tank body 2, the capacity of the liquid in the tank body 2 can be flexibly adjusted.

[0066] In this embodiment, the anti-roll tank 1 also includes a liquid level sensor and a telemetry system display screen, which are electrically connected to the telemetry system display screen. The liquid level sensor is used to detect the liquid height in the tank 2 and display the liquid height on the telemetry system display screen. The ballast pump is a pump capable of bidirectional ballast. The crew manually adjusts the liquid capacity of the anti-roll tank 1 according to the required liquid level. When a large anti-roll amplitude is required, the amount of liquid in the tank 2 is increased, and when a small anti-roll amplitude is required, the amount of liquid in the tank 2 is reduced, thereby flexibly controlling the ship's lateral stability GM value. By reasonably controlling the GM value, the ship's cargo loading capacity is increased, the lashing force of the lashing parts is reduced, and the fatigue strength of the lashing parts is improved, thereby improving the container ship's cargo loading capacity and improving the service life of the lashing parts. In other embodiments, the anti-roll tank 1 can also be provided with a control program, which is electrically connected to the liquid level sensor and the ballast pump. According to the ship's draft, cargo, sea conditions and other information, and according to the liquid level and liquid level height requirements of the anti-rolling tank 1 set by the control program, the liquid level is automatically controlled and adjusted by adjusting the opening and closing of the ballast pump and the ballasting direction.

[0067] This embodiment further provides a ship, which includes a hull 9 and the above-mentioned anti-rolling cabin 1 , wherein the anti-rolling cabin 1 is connected to the hull 9 .

[0068] As a result, the liquid in the roll stabilization tank 1 can move within the flow channel 8 arranged along the ship's width, thereby providing damping in the ship's width direction to offset the ship's roll. The partition 5 extending from the opposing first inner wall 3 to the second inner wall 4 can block the flow of liquid within the flow channel 8. When the ship's roll amplitude is large, the partition 5 is movably connected to the first inner wall 3 and / or the second inner wall 4, opening the flow channel 8 to allow liquid to flow to offset the roll and reduce the ship's roll amplitude. When the ship's roll amplitude is small, the partition 5 can be closed to prevent liquid flow, thereby ensuring that the ship's roll period and roll frequency are within a reasonable range under various conditions.

[0069] Specifically, the anti-roll cabin 1 is arranged below the deck of the ship.

[0070] Therefore, this layout design does not cause any loss of container space on the ship and does not affect the cargo capacity of the container ship.

[0071] Specifically, the axis of the anti-rolling cabin 1 coincides with the axis of the hull 9 .

[0072] Thereby, the overall anti-rolling effect of the ship can be further increased.

[0073] In this embodiment, the axis of the anti-roll cabin 1 refers to the center of the anti-roll cabin 1 along the left and right direction of the hull 9, and the axis of the hull 9 refers to the center line of the hull 9 in the left and right direction, that is, the anti-roll cabin 1 is arranged in the center relative to the left and right direction of the hull 9.

[0074] Specifically, there are multiple anti-roll cabins 1, and the multiple anti-roll cabins 1 are connected in sequence.

[0075] In this way, the damping provided by the roll stabilization cabin 1 can be further increased, and the roll stabilization effect generated by the water flow can be maximized to form a combined force acting on the ship, avoiding the roll stabilization effects of the staggered roll stabilization cabins 1 from offsetting each other and reducing the overall roll stabilization effect of the ship.

[0076] In this embodiment, multiple anti-roll cabins 1 can be connected in sequence front to back, left to right, or up to down. Figure 1 and Figure 3 Two anti-rolling cabins 1 connected up and down are shown, but this is only a schematic representation and can be adjusted according to the actual needs of the ship, and this embodiment does not limit it.

[0077] Although specific embodiments of the present invention have been described above, those skilled in the art will appreciate that these are merely illustrative and that the scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and such changes and modifications are intended to fall within the scope of the present invention.

Claims

1. A roll stabilization cabin, characterized in that: It includes a cabin and a partition, the cabin is connected to the hull, the cabin is loaded with liquid, a circulation channel is arranged in the cabin along a first direction, the first direction is the width direction of the ship, the partition extends from the first inner wall of the cabin to the second inner wall, the first inner wall and the second inner wall are symmetrically arranged along the first direction, the partition is movably connected to the first inner wall and / or the second inner wall, and the partition is used to open or close the circulation channel.

2. The anti-roll cabin according to claim 1, characterized in that: The partition includes a first partition and a second partition, and the first partition and the second partition are arranged opposite to each other; The first partition is movably connected to the first inner wall; And / or, the second partition is movably connected to the second inner wall.

3. The anti-roll cabin according to claim 2, characterized in that: The roll stabilization cabin further includes a first slide rail and a first slider that are slidably engaged with each other, one of the first slide rail and the first slider being connected to the first inner wall, and the other being connected to the first partition, and the first slide rail extending in the first direction or the second direction; wherein the second direction is at least perpendicular to the first direction; And / or, the roll reduction cabin further includes a second slide rail and a second slider that are slidably matched, one of the second slide rail and the second slider is connected to the second inner wall, and the other is connected to the second partition, and the extension direction of the second slide rail is the first direction or the second direction; wherein the second direction is at least perpendicular to the first direction.

4. The anti-roll cabin according to claim 1, characterized in that: The anti-rolling cabin further includes a power device, which is used to drive the partition to open or close the circulation channel.

5. The anti-roll cabin according to claim 1, characterized in that: There are a plurality of partitions, and the plurality of partitions are spaced apart along the first direction.

6. The anti-roll cabin according to claim 1, characterized in that: The anti-roll tank further includes a ballast tank, a ballast pump and a ballast pipeline. The ballast pipeline connects the ballast tank and the tank body. The ballast pump is provided on the ballast pipeline to control the connection between the ballast tank and the tank body.

7. A ship, characterized in that: The ship comprises a hull and a roll stabilization cabin according to any one of claims 1 to 6, wherein the roll stabilization cabin is connected to the hull.

8. The vessel according to claim 7, characterized in that The anti-roll cabin is arranged below the deck of the ship.

9. The vessel according to claim 7, wherein: The axis of the anti-rolling cabin coincides with the axis of the hull.

10. The vessel according to claim 7, wherein: There are multiple anti-roll cabins, and the multiple anti-roll cabins are connected in sequence.

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