Catamaran for supply and transportation

Abstract

The invention relates to the technical field of transportation supply ships, in particular to a supply and transportation catamaran which comprises a first ship body and a second ship body which are arranged at the same height, and a connecting bridge assembly is characterized in that a first connecting bridge is arranged on the side, facing the second ship body, of the first ship body; the second connecting bridge is arranged on the side, facing the first ship body, of the second ship body. The driving part is fixedly arranged in the connecting groove, and the driving end of the driving part is connected to the end, located in the connecting groove, of the first connecting bridge. The first reinforcing part is fixedly arranged on the side, facing the second ship body, of the first ship body and slidably connected with the bottom end face of the second connecting bridge. The second reinforcing part is fixedly arranged on the side, facing the first ship body, of the second ship body and slidably connected with the bottom end face of the second connecting bridge. The problems that due to the fact that the length of a traditional adjustable connecting bridge is increased, the structural strength is insufficient, and the middle of the traditional adjustable connecting bridge is prone to breakage are solved.

Description

Technical Field

[0001] This invention relates to the field of transport and supply vessel technology, and more particularly to a catamaran for supply transport. Background Technology

[0002] A catamaran is a special type of vessel that connects two separate underwater hulls into a single unit via a connecting bridge. Catamarans offer advantages such as good stability, a spacious deck, and flexible maneuverability. The length of the connecting bridge directly affects the stability of the catamaran; a longer connecting bridge increases the overall width of the hull, thereby improving the vessel's stability in wind and waves, reducing roll and pitch, and ensuring navigational safety.

[0003] Currently, existing catamaran structures are fixed and can only be used on fixed ship types, limiting their application scenarios. Chinese utility model patent CN221764845U discloses a connecting bridge structure for catamaran models. Through the inclusion of a moving mechanism, when workers conduct pool towing tests on the first model, second model, and test deck, and an impact occurs, the drive components activate the actuators, which in turn move the mounting frame and test deck. This eliminates the need to recreate the models, improving work efficiency.

[0004] However, existing adjustable connecting bridges are only designed for tank towing tests and can only adjust the height of the test deck, with a limited adjustment range, making them unsuitable for horizontal adjustment scenarios. Furthermore, traditional catamarans cannot guarantee the overall strength and stability of the connecting bridge when adjusting its length. As the connecting bridge length increases, the stress and moment are naturally much greater for catamarans than for monohulls, resulting in significant stress and moment at the connecting bridge, especially in the middle where downward stress and moment are greatest. This severely affects the overall structural strength of the catamaran and may even cause the connecting bridge to break in the middle. To address these problems, this invention proposes a catamaran for replenishment and transportation. Summary of the Invention

[0005] To achieve the above objectives, the present invention provides a catamaran for supply transport, comprising a first hull and a second hull disposed at the same height, and a bridge assembly disposed between the first hull and the second hull, the bridge assembly comprising: The first connecting bridge is located on the side of the first hull facing the second hull; The second bridge is located on the side of the second hull facing the first hull. The second bridge has a connecting groove with an opening facing the first hull, and the first bridge is movably disposed within the connecting groove. A drive unit is fixedly disposed in the connecting groove. The drive end of the drive unit is connected to one end of the first connecting bridge located in the connecting groove, so as to drive the first hull and the second hull to move closer or further apart by driving the first connecting bridge to move in the connecting groove. The first reinforcing part is fixedly disposed on the side of the first hull facing the second hull, and the first reinforcing part is slidably connected to the bottom end face of the second bridge. The second reinforcing part is fixedly disposed on the side of the second hull facing the first hull. The second reinforcing part is slidably connected to the bottom end face of the second connecting bridge. When the first hull and the second hull are in the initial position, the sides of the first reinforcing part and the second reinforcing part that are close to each other abut against each other, and the overall structure formed is an arch bridge structure, so as to provide an upward support force to the middle of the second connecting bridge through the arch bridge structure to balance the downward stress.

[0006] Optionally, when the first hull and the second hull are in their initial positions, the end of the second bridge away from the second hull abuts against the first hull, so that when the first hull and the second hull are in their initial positions, the stress on the bridge between the first hull and the second hull is the stress on the second bridge.

[0007] Optional features also include fixed hydrofoils. The fixed hydrofoil is fixedly installed on the centerline of the bottom plate of the first hull and / or the second hull, and is located near the bow and / or stern.

[0008] Optional, also includes: The support portion is fixedly disposed on one end of the first reinforcing portion near the second hull. The support portion is slidably connected to the bottom end face of the second connecting bridge. At the contact point between the support portion and the second connecting bridge, the vertical projection structure of the support portion covers the vertical projection structure of the second connecting bridge. The second reinforcing part is provided with a support groove on the side facing the second connecting bridge. The support part is movably disposed in the support groove, and the support part and the side of the support groove that are close to each other are slidably connected.

[0009] Optionally, it also includes a balancing member disposed on the first hull or the second hull, the balancing member comprising: A balancing part is fixedly connected to the first hull or the second hull, and the axial direction of the balancing part points from the first hull to the second hull. The limiting part is fixed at one end to the first hull or the second hull, and movably disposed on the balancing part at the other end, so as to restrict the first hull and the second hull from moving closer or further away from each other along the axial direction of the balancing part.

[0010] Optionally, there are two balancing components, which are fixedly mounted on the first hull and the second hull respectively, and the limiting portions within the two balancing components are centrally symmetrical in the vertical direction.

[0011] Optionally, the limiting part includes: A balance bar is fixedly mounted on the first hull or the second hull and movably inserted into the balance part. A sliding plate is fixedly disposed on the end of the balance bar away from the first hull or the second hull. The balance part is provided with a balance cavity. The sliding plate and at least part of the balance bar are movably disposed in the balance cavity, and the sliding plate is slidably connected to the side of the balance cavity that is close to each other.

[0012] Optionally, the balancing member further includes an abutting portion disposed on the balancing portion, and one end of the abutting portion away from the balancing portion abuts against the bottom end surface of the first reinforcing portion or the bottom end surface of the second reinforcing portion, the abutting portion comprising: The abutting roller abuts against the bottom end face of the first reinforcing part or the bottom end face of the second reinforcing part, and the axial direction of the projection structure of the abutting roller is perpendicular to the axial direction of the balancing part. An abutment rod is connected to the abutment roller, and the axial direction of the abutment rod is perpendicular to the axial direction of the abutment roller. The first rotating rod is fixedly inserted into the end of the abutment rod away from the abutment roller; the top end of the balancing part has a recessed communication hole that communicates with the balancing cavity, and the first rotating rod is rotatably disposed in the communication hole, wherein the axial direction of the projection structure of the first rotating rod is perpendicular to the axial direction of the balancing part.

[0013] Optionally, the balancing member further includes a linkage for connecting the first rotating rod and the balancing rod, so that while the balancing rod moves along the axial direction of the balancing member, the first rotating rod rotates about its own central axis. The linkage includes: A drive gear is movably disposed within the communicating hole and fixedly sleeved outside the first rotating rod, and the drive gear extends at least partially into the balance cavity; A spur rack meshes with the drive gear, and the spur rack is fixedly mounted on the side of the balance bar facing the drive gear.

[0014] Optionally, the abutting part further includes: The second rotating rod is rotatably inserted into one end of the abutment rod near the abutment roller, and the second rotating rod is fixedly inserted into the abutment roller. The abutment roller and the second rotating rod are coaxially arranged.

[0015] The beneficial effects of this invention are as follows: This invention, by setting an arch-shaped structure formed by the first and second reinforcing parts abutting at the initial position, can provide effective upward support for the middle part of the second connecting bridge in the telescopic connecting bridge assembly, thereby significantly balancing and offsetting the downward stress borne by the connecting bridge during navigation. This solves the problem that traditional adjustable connecting bridges are prone to structural strength and breakage in the middle due to increased length. While realizing flexible adjustment of the horizontal spacing of the connecting bridges to adapt to different usage scenarios, it ensures the overall structural stability and navigation safety of the catamaran. Attached Figure Description

[0016] Figure 1 This is a top view of the catamaran used for supply transport in an embodiment of the present invention; Figure 2 for Figure 1 A schematic diagram of the left-side view structure; Figure 3 for Figure 2 Enlarged schematic diagram of structure A in the middle; Figure 4 for Figure 2 Enlarged schematic diagram of the B-structure.

[0017] Explanation of reference numerals in the attached figures: 1. First hull; 2. Second hull; 3. First bridge; 4. Second bridge; 5. Drive unit; 6. First reinforcing part; 7. Second reinforcing part; 8. Supporting part; 9. Supporting groove; 10. Balancing component; 101. Balancing part; 102. Balancing cavity; 103. Sliding plate; 104. Balancing bar; 105. Abutting roller; 106. Abutting rod; 107. First rotating rod; 108. Connecting hole; 109. Drive gear; 1010. Spur rack. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention. Unless otherwise defined, the technical or scientific terms used herein should have the ordinary meaning understood by those skilled in the art. The terms "comprising" and similar expressions used herein mean that the element or object preceding the word covers the element or object listed following the word and its equivalents, but do not exclude other elements or objects.

[0019] To address the problems existing in the prior art, embodiments of the present invention provide a catamaran for replenishment and transportation, such as... Figure 1 and Figure 2 As shown, the catamaran includes a first hull 1 and a second hull 2 ​​at the same height, and a connecting bridge assembly between the first hull 1 and the second hull 2. The connecting bridge assembly includes a first connecting bridge 3, a second connecting bridge 4, a drive unit 5, a first reinforcing unit 6, and a second reinforcing unit 7. This embodiment constructs a highly integrated and functionally coordinated core structural system. By combining the first connecting bridge 3, the second connecting bridge 4, and the drive unit 5 into a retractable connecting bridge assembly, and supplemented by the first reinforcing unit 6 and the second reinforcing unit 7 respectively fixed to the two hulls, the catamaran can not only flexibly adjust the distance between the two hulls through the drive unit 5 to adapt to different navigation or operational needs, but more importantly, when the hull distance is adjusted to the correct position (such as the initial position), the two reinforcing units can reliably combine to form an arch-shaped support structure, thereby providing strong upward support for the middle of the connecting bridge and effectively offsetting the downward bending stress it bears. This integrated design, while realizing the adjustable function of the connecting bridge, fundamentally ensures its overall structural strength and stability under various working conditions.

[0020] This vessel is designed as a port transport vessel for personnel and small-scale cargo replenishment, operating in coastal waters. It features a carbon fiber composite hull, lithium battery propulsion, two propellers, twin propellers, and twin rudders. The hull is divided into a bow-end compartment, empty compartment, container compartment, engine room, and steering gear room from bow to stern. Each compartment has a sufficient number of recessed hatches for easy maintenance. The engine room also has a hatch of sufficient size above the main motor for easy maintenance and replacement. The main hull is equipped with fenders, and a railing is located at the bow for easy berthing and boarding. The aft area of ​​the main deck is the cargo loading area, approximately 6 square meters in size. 2 It can store two tons of goods.

[0021] In one embodiment, such as Figure 1 and Figure 2As shown, the first connecting bridge 3 is fixedly installed on the side of the first hull 1 facing the second hull 2 ​​(in... Figure 2 In the embodiment, it can be understood as the left side).

[0022] In one embodiment, such as Figure 1 and Figure 2 As shown, the second connecting bridge 4 is fixedly installed on the side of the second hull 2 ​​facing the first hull 1 (in... Figure 2 In this embodiment (which can be understood as the right side), the second connecting bridge 4 is provided with a connecting groove with an opening facing the first hull 1, and the first connecting bridge 3 is movably disposed within the connecting groove; this embodiment ingeniously constructs a master-slave telescopic guide structure. By fixing the second connecting bridge 4 to the second hull 2 ​​and opening the connecting groove, the first connecting bridge 3 can slide precisely within the groove like a drawer. This nested cooperation provides stable and reliable guidance and support for the relative movement between the two hulls, effectively preventing the connecting bridge assembly from swaying or jamming during telescopic movement. Simultaneously, this design integrates and protects mechanisms such as the drive unit 5 within the connecting groove, simplifying the overall structure and making the telescopic movement of the connecting bridge more compact and stable, thereby ensuring the reliability and structural strength of the hull spacing adjustment process.

[0023] In one embodiment, such as Figure 1 As shown, the drive unit 5 is fixedly disposed within the connecting groove. The drive end of the drive unit 5 is connected to one end of the first connecting bridge 3 located within the connecting groove, so that the first hull 1 and the second hull 2 ​​move closer or further apart by driving the first connecting bridge 3 within the connecting groove. In this embodiment, the drive unit 5 is integrated into the connecting groove of the second connecting bridge 4, realizing the built-in protection of the power system, making the overall structure more compact and safer. The drive end acts directly on the end of the first connecting bridge 3, which can efficiently convert the driving force into relative linear displacement between the hulls, with a direct transmission path and low energy loss. This built-in drive method not only avoids the complexity and vulnerability of external mechanisms, but also ensures the smoothness, precision, and controllability of the hull spacing adjustment process. At the same time, the connecting groove itself acts as a seal and protection for the drive unit 5, enhancing the reliability and durability of the system in a humid marine environment.

[0024] In one embodiment, the catamaran for supply transport further includes a fixed hydrofoil, which is fixedly mounted on the centerline of the bottom plate of the first hull 1 and / or the second hull 2, and positioned near the bow and / or stern. In this embodiment, the fixed hydrofoil reduces ship resistance and thus energy consumption. Furthermore, due to its characteristics, the fixed hydrofoil reduces the power required for ship propulsion (and further reduces the battery capacity requirement if using pure electric propulsion), thereby further reducing ship costs. Simultaneously, by providing additional lift and stability, it suppresses pitch and heave, resulting in smoother turns and lower bow rise, thus improving ship stability and maneuverability. On the other hand, by adjusting the hydrofoil's angle of attack, the ship's trim (draft difference) can be actively controlled, optimizing resistance distribution and sailing attitude.

[0025] In one embodiment, the fixed hydrofoil consists of two parts: one part is installed on the bottom of the ship near the bow, and the other part is installed on the bottom of the ship near the stern. Both forms can achieve the goal of using a fixed hydrofoil to solve the problem of ship drag.

[0026] In another embodiment, the fixed hydrofoil is mounted in the middle of the hull bottom plate.

[0027] In other embodiments, the fixed hydrofoil can be installed on the first hull 1 or the second hull 2 ​​separately; or it can be installed on both the first hull 1 and the second hull 2 ​​simultaneously.

[0028] In one embodiment, the structure of the fixed hydrofoil can be an airfoil profile with a specific angle of attack. The leading edge of the airfoil is smoothly transitioned to reduce wave-making drag, while the trailing edge is designed with a sharp shape to promote smooth water flow separation and avoid vortex generation. The fixed hydrofoil is bolted to the reinforcing structure at the centerline of the hull bottom plate through a root flange, and its span direction is arranged along the width of the ship. It is symmetrically installed near the bow or stern, thereby generating upward lift by utilizing hydrodynamic effects during navigation, effectively reducing ship resistance and improving pitch stability.

[0029] In one embodiment, the drive unit 5 can be a hydraulic cylinder or an electric lead screw module. Its cylinder body or module body is fixedly mounted on the inner wall of the connecting groove of the second connecting bridge 4 using high-strength bolts. The end of its piston rod or lead screw push rod is connected to one end of the first connecting bridge 3 that extends into the connecting groove via a universal joint. This design allows the driving force to be efficiently transmitted to the first connecting bridge 3, while allowing for slight angular changes at the connection point. This compensates for the installation stress generated by the relative movement of the hull, ensuring smooth and stable telescopic movement and effectively reducing structural wear.

[0030] In one embodiment, such as Figure 2As shown, the first reinforcing part 6 is fixedly disposed on the side of the first hull 1 facing the second hull 2, and the first reinforcing part 6 is slidably connected to the bottom end face of the second connecting bridge 4. In this embodiment, the first reinforcing part 6 is fixedly connected to the first hull 1, while maintaining a slidable connection with the bottom end face of the second connecting bridge 4, thereby achieving a clever combination of dynamic support and stress transfer in the structure. When the driving part 5 adjusts the distance between the two hulls, the first reinforcing part 6 can move synchronously with the first hull 1, and always provides stable vertical support for the second connecting bridge 4 through sliding contact, effectively sharing the bending moment in the mid-span area of ​​the connecting bridge; at the same time, this sliding connection method allows the two hulls to avoid generating excessive constraint stress when they undergo relative displacement under wave loads, which not only enhances the bending resistance of the middle of the connecting bridge, but also improves the adaptability and safety of the structure.

[0031] In one embodiment, such as Figure 2 As shown, the second reinforcing part 7 is fixedly disposed on the side of the second hull 2 ​​facing the first hull 1. The second reinforcing part 7 is slidably connected to the bottom end face of the second connecting bridge 4. When the first hull 1 and the second hull 2 ​​are in the initial position, the first reinforcing part 6 and the second reinforcing part 7 abut against each other on their adjacent sides, and the overall structure formed is an arch bridge structure. This arch bridge structure provides upward support to the middle of the second connecting bridge 4 to balance the downward stress. This embodiment creates an intelligent and adaptive structural solution. When the two hulls are in the initial working position, the first reinforcing part 6 and the second reinforcing part 7, belonging to the two hulls respectively, can precisely dock to form a complete arch bridge structure. This design cleverly utilizes the excellent mechanical properties of the arch structure, which can efficiently convert the significant downward stress (such as the bending moment of the hull in waves) borne by the middle of the second connecting bridge 4 into compressive stress of the arch structure and transmit it to the hulls on both sides along the arch path. This mechanical mechanism of "turning bending into pressure" provides strong and reliable upward support for the most vulnerable middle part of the connecting bridge, fundamentally enhancing the stability and load-bearing capacity of the overall structure and effectively preventing fatigue damage and structural failure of the connecting bridge.

[0032] In one embodiment, the first reinforcing part 6 and the second reinforcing part 7 can be arc-shaped block structures with a specific radius of curvature. When the two abut in their initial positions, their arc surfaces fit perfectly, forming a smooth and continuous arched profile. This arc-shaped design not only efficiently converts vertical loads into pressure along the arch axis and transmits it to the hulls on both sides, thereby greatly improving the support efficiency for the middle of the second bridge 4, but its smooth surface also helps to reduce the frictional resistance of sliding contact with the bottom surface of the second bridge 4 when the hulls move relative to each other, ensuring smooth telescopic adjustment.

[0033] It is worth noting that the initial position can be understood as the relative position of the first hull 1 and the second hull 2 ​​after being connected by the bridge assembly, at a preset standard distance during normal navigation or operation. In this state, the first reinforcing part 6 and the second reinforcing part 7 precisely abut and form a complete arch-bridge-type support structure. At this time, the stress distribution borne by the bridge assembly reaches the optimal state, and the arch support effect is fully activated, providing the most critical structural reinforcement guarantee for the catamaran. This position is usually the optimal operating point determined after precise calculation and testing, ensuring that the ship has the highest safety and stability under typical operating conditions.

[0034] In one embodiment, when the first hull 1 and the second hull 2 ​​are in their initial positions, the end of the second connecting bridge 4 furthest from the second hull 2 ​​abuts against the first hull 1. This ensures that the stress on the connecting bridge between the first hull 1 and the second hull 2 ​​is the same as the stress on the second connecting bridge 4 when the catamaran is in its initial position. This embodiment clarifies that when the catamaran is in its preset working state (initial position), the force transmission path becomes clear and direct. By abutting the free end of the second connecting bridge 4 against the first hull 1, all interaction forces between the first hull 1 and the second hull 2 ​​(including bending stress and torsional loads caused by waves) are transmitted entirely through the main structure of the second connecting bridge 4. This design avoids the problem of localized stress concentration caused by stress dispersion or unclear transmission paths at complex multi-component connection points. This allows structural engineers to perform more precise strength analysis and optimization of the second connecting bridge 4, thereby ensuring the overall structural safety and reliability of the connecting bridge under critical operating conditions.

[0035] In one embodiment, such as Figure 1 As shown, M bridge components are provided, arranged sequentially from the stern to the bow of the first hull 1 and the second hull 2, where M is a positive integer greater than or equal to 2. This embodiment, by setting multiple (M≥2) bridge components along the longitudinal direction of the hull, effectively distributes the load-bearing function of the bridges, forming a distributed force-bearing system with multiple supports. This layout transforms the connection between the first hull 1 and the second hull 2 ​​from a single weak point into a continuous and stable rigid connection along the length of the ship. Each bridge component can work collaboratively to resist the longitudinal bending and torsional deformation of the hull in waves, greatly improving the overall structural strength and rigidity of the catamaran, effectively preventing structural damage caused by excessive stress concentration, and ensuring the safety and stability of the ship during navigation in severe sea conditions such as high winds and waves.

[0036] In one embodiment, the M bridge assemblies are positioned at the same height. By arranging all bridge assemblies at the same horizontal level, this embodiment creates a unified stress plane and a cooperative support structure. This layout ensures that the forces between the hulls are uniformly transmitted horizontally, avoiding additional torque or bending moment caused by height differences, and enabling multiple bridge assemblies to collectively form a more robust and rigid connection frame. This not only simplifies structural design and manufacturing processes but, more importantly, optimizes load distribution, allowing the bridge assemblies to deform synchronously and cooperate in bearing forces when the catamaran experiences longitudinal bending, thereby significantly improving the overall stability and torsional stiffness of the hull structure.

[0037] In one embodiment, the M connecting bridge components are positioned at different heights. This embodiment, by arranging multiple connecting bridge components at different heights, can construct a spatial three-dimensional support system. This staggered layout allows the connecting structure to form a truss-like grid support in three-dimensional space, which not only effectively resists longitudinal bending and lateral torsional deformation between hulls, but also significantly improves the overall torsional stiffness and multi-dimensional load-bearing capacity of the hull structure. The connecting bridge components at different heights can be optimized for the stress characteristics of different parts of the hull, achieving a more scientific load distribution. This is particularly suitable for the design of large catamarans that need to cope with complex sea state wave loads, enhancing the structural stability and safety of the vessel under harsh navigation conditions.

[0038] In one embodiment, such as Figure 2 and Figure 3 As shown, the catamaran for supply transport also includes a support part 8, which is fixedly disposed on one end of the first reinforcing part 6 near the second hull 2. The support part 8 is slidably connected to the bottom end face of the second connecting bridge 4, and at the contact point between the support part 8 and the second connecting bridge 4, the vertical projection structure of the support part 8 covers the vertical projection structure of the second connecting bridge 4. The second reinforcing part 7 is provided with a support groove 9 on the side facing the second connecting bridge 4, and the support part 8 is movably disposed in the support groove 9, and the support part 8 and the support groove 9 are slidably connected on the side close to each other.

[0039] This embodiment constructs a continuous and reliable support-guiding system through the precise sliding fit between the support portion 8 and the support groove 9. The support portion 8 not only expands the bottom support area of ​​the first reinforcing portion 6 for the second connecting bridge 4, but its projected coverage relationship also ensures the stability of the support, effectively suppressing the lateral swaying and torsional deformation of the second connecting bridge 4. At the same time, the support portion 8 slides into the support groove 9 of the second reinforcing portion 7, so that when the two hulls are in the initial position, the first reinforcing portion 6 and the second reinforcing portion 7 not only abut at their ends, but also achieve a tight longitudinal engagement and smooth force transmission through this "pin-type" sliding connection. This greatly enhances the integrity and shear resistance of the arch bridge structure, ensures the efficient transition of stress from the first reinforcing portion 6 to the second reinforcing portion 7, and improves the continuity and reliability of the support effect.

[0040] In one embodiment, the support portion 8 can be a rectangular block structure with a flat support surface at the top or a T-shaped guide rail structure. The flat support surface can form a stable and sufficient contact with the bottom surface of the second connecting bridge 4, ensuring uniform transmission of support force; while using a T-shaped or other irregular structure, its horizontal flanges can provide a better support area, and the vertical web can be embedded in the support groove 9 to achieve good lateral restraint and effectively resist horizontal shear force, thereby ensuring smooth sliding during telescopic adjustment and enhancing the torsional and offset stability of the connection structure.

[0041] In one embodiment, such as Figure 2 As shown, the catamaran for supply transport also includes a balancing component 10 disposed on the first hull 1 or the second hull 2. The balancing component 10 includes a balancing part 101 and a limiting part. This embodiment, by adding a balancing component 10 composed of a balancing part 101 and a limiting part, provides crucial axial constraint and balance control for the relative movement between the first hull 1 and the second hull 2. The balancing part 101 is fixed to the hull and establishes the axis of motion, while the limiting part, through sliding fit, restricts the two hulls to only move in a straight line along this axis, either approaching or moving away from each other. This effectively prevents lateral misalignment, vertical jump, or deflection of the hulls under wave loads, greatly enhancing the lateral stability and motion synchronization of the catamaran during the extension and retraction adjustment of the connecting bridge and during navigation, ensuring the coordinated movement of the two hulls and the stability of the overall structure.

[0042] In one embodiment, the balancing part 101 can be a hollow cylindrical or rectangular tubular structure. This hollow tubular design can achieve lightweighting while ensuring sufficient structural strength and bending stiffness, providing space for the sliding plate 103, balance bar 104, and other components of the limiting part. The cylindrical structure allows for more uniform force distribution, while the rectangular tubular structure facilitates processing and installation with the hull and other components. Both provide a stable and precise axial movement track for the limiting part, ensuring that the balancing component 10 reliably performs its guiding and limiting functions.

[0043] In one embodiment, such as Figure 2 As shown, the balancing unit 101 is fixedly connected to the first hull 1 or the second hull 2, and the axial direction of the balancing unit 101 points from the first hull 1 to the second hull 2. By precisely aligning the axial direction of the balancing unit 101 with the line connecting the first hull 1 and the second hull 2, a clear and stable guiding reference axis is established for the relative movement between the two hulls. This directional arrangement allows the balancing unit 101 to most effectively guide and restrict the movement of the two hulls strictly along their axial direction (i.e., the direction in which they move closer or further apart), minimizing unwanted displacements or rotations in other directions. This ensures the smoothness and controllability of the hull spacing adjustment process and significantly enhances the catamaran's ability to resist lateral loads and maintain formation stability during navigation.

[0044] In one embodiment, such as Figure 2 As shown, one end of the limiting part is fixed to the first hull 1 or the second hull 2, and the other end is movably mounted on the balance part 101. This limiting part restricts the first hull 1 and the second hull 2 ​​from moving closer or further apart along the axial direction of the balance part 101. This embodiment constructs a master-slave precise guidance and constraint mechanism. One end of the limiting part is fixed to one hull, and the other end forms a sliding pair with the balance part 101 of the other hull. This strictly restricts the relative movement of the two hulls to a single degree of freedom along the axial direction of the balance part 101. This design not only effectively prevents lateral displacement, vertical jump, or deflection of the hulls under wave action, ensuring the linearity and stability of telescopic movement, but also tightly couples the two hulls together in the horizontal plane through this rigid connection, significantly improving the overall structural rigidity and torsional resistance of the catamaran, and ensuring the synchronization and safety of the two hulls during navigation and operation.

[0045] In one embodiment, such as Figure 2As shown, two balancing members 10 are provided, which are fixedly mounted on the first hull 1 and the second hull 2, respectively, and the limiting portions within the two balancing members 10 are centrally symmetrically arranged in the vertical direction. This embodiment constructs a stable and balanced couple constraint system by symmetrically arranging two balancing members 10 on the first hull 1 and the second hull 2, and ensuring that their limiting portions are centrally symmetrical in the vertical direction. This symmetrical layout can balance the eccentric moment caused by a single balancing member 10, ensuring uniform force distribution when the two hulls move relative to each other along the axial direction, effectively suppressing the tendency of the hulls to twist or tilt. It greatly enhances the torsional stiffness and motion stability of the connecting structure, enabling the catamaran to maintain a stable and synchronized motion posture when subjected to asymmetrical wave loads or undergoing telescoping adjustments, thereby improving the overall structural reliability and safety.

[0046] In one embodiment, such as Figure 2 As shown, the limiting part includes a balance bar 104 and a sliding plate 103.

[0047] In one embodiment, such as Figure 2 As shown, the balance bar 104 is fixedly mounted on the first hull 1 or the second hull 2 ​​and movably inserted into the balance part 101; the sliding plate 103 is fixedly mounted on the end of the balance bar 104 away from the first hull 1 or the second hull 2; the balance part 101 has a balance cavity 102 inside, and the sliding plate 103 and at least part of the balance bar 104 are movably disposed in the balance cavity 102, with the sliding plate 103 slidably connected to the side of the balance cavity 102 that is close to each other. This embodiment constructs a highly integrated and stable internal sliding guide mechanism. By fixing the balance bar 104 to the sliding plate 103 and placing it as a whole into the balance cavity 102 of the balance part 101, the sliding plate 103 and the inner wall of the balance cavity 102 form a large-area sliding pair. This closed structure not only provides good protection for the moving parts and avoids corrosion and interference from the marine environment, but more importantly, through the cooperation of the large contact surface, it evenly disperses the interaction force between the hulls, greatly enhances the stability and accuracy of the guidance, effectively suppresses the swaying and yaw during the movement, and ensures that the two hulls can only make relatively linear movements smoothly and accurately along the axis of the balance part 101.

[0048] In one embodiment, such as Figure 2 and Figure 4As shown, the balancing member 10 further includes an abutting portion disposed on the balancing part 101, and the end of the abutting portion away from the balancing part 101 abuts against the bottom end face of the first reinforcing part 6 or the bottom end face of the second reinforcing part 7. The abutting portion includes an abutting roller 105, an abutting rod 106, and a first rotating rod 107. This embodiment creates a dynamically adaptive linkage support mechanism. By adding an abutting portion that abuts against the bottom end face of the first reinforcing part 6 or the second reinforcing part 7, the balancing member 10 is directly associated with the main load-bearing structure (reinforcing part). When the hull spacing changes, causing relative movement between the balancing part 101 and the balancing rod 104, this movement can be converted into rolling support on the bottom end of the reinforcing part through the abutting portion (especially the abutting roller 105). This design not only provides additional vertical support points for the reinforcing part, reducing its cantilever effect, but also effectively adapts to complex relative displacements between hulls through rolling contact, intelligently coupling the guiding function of the balancing member 10 with the supporting function of the bridge structure, significantly improving the stiffness and stability of the overall system.

[0049] In one embodiment, such as Figure 2 and Figure 4 As shown, the abutting roller 105 abuts against the bottom end face of the first reinforcing part 6 or the bottom end face of the second reinforcing part 7, and the axial direction of the projected structure of the abutting roller 105 is perpendicular to the axial direction of the balancing part 101. This embodiment cleverly achieves force decoupling and efficient transmission by making the axial direction of the abutting roller 105 perpendicular to the axial direction of the balancing part 101. The abutting roller 105 can smoothly roll in its axial direction (i.e., perpendicular to the hull connection line), thereby effectively adapting to the lateral bending deformation of the bridge assembly caused by wave loads and avoiding jamming; at the same time, it can efficiently transmit the vertical load borne by the reinforcing part (consistent with the axial direction of the balancing part 101) to the balancing part 101 and the hull through line contact. This orthogonal layout allows the abutting roller 105 to cope with displacement and force in different directions simultaneously, ensuring both the reliability of the support and the flexibility of the mechanism's movement, significantly improving the adaptability and buffering efficiency of the balancing component 10 in complex sea conditions.

[0050] In one embodiment, such as Figure 2 and Figure 4As shown, the abutment rod 106 is connected to the abutment roller 105, and the axial direction of the abutment rod 106 is perpendicular to the axial direction of the abutment roller 105. In this embodiment, the abutment rod 106 serves as a connecting component, and its axial direction is perpendicular to the axial direction of the abutment roller 105. This allows the vertical pressure from the bottom of the reinforcing part on the abutment roller 105 to be effectively converted into a force along the axial direction of the abutment rod 106 and smoothly transmitted to the subsequent rotating component. This orthogonal connection not only ensures a clear and direct force transmission path and reduces unnecessary bending moments, but also provides a stable mounting base for the abutment roller 105, enabling it to focus on rolling flexibly in its own axial direction to adapt to lateral displacement, thereby achieving efficient synergy and decoupling of the two functions of vertical support and horizontal guidance.

[0051] In one embodiment, such as Figure 2 and Figure 4 As shown, the first rotating rod 107 is fixedly inserted into the end of the abutment rod 106 away from the abutment roller 105; the top end of the balancing part 101 has a recessed connecting hole 108 that communicates with the balancing cavity 102, and the first rotating rod 107 is rotatably disposed in the connecting hole 108, wherein the axial direction of the projected structure of the first rotating rod 107 is perpendicular to the axial direction of the balancing part 101. This embodiment forms a stable rotational fulcrum by fixing the first rotating rod 107 to the end of the abutment rod 106 and making its axial direction perpendicular to the axial direction of the balancing part 101, while simultaneously placing both ends of the first rotating rod 107 within the connecting hole 108. This design cleverly converts the linear motion transmitted from the abutment rod 106 along the axial direction of the balancing part 101 into the rotational motion of the first rotating rod 107 about its own axis. This transformation not only provides a foundation for subsequent mechanical linkages (such as drive gear 109), but more importantly, it smoothly transmits and releases the complex loads from the connecting bridge in the form of torque, effectively alleviating local stress concentration and enhancing the adaptability and durability of the entire balancing component 10 to dynamic loads.

[0052] In one embodiment, such as Figure 2 and Figure 4As shown, the balancing component 10 further includes a linkage for connecting the first rotating rod 107 and the balancing rod 104, so that while the balancing rod 104 moves along the axial direction of the balancing component 101, the first rotating rod 107 rotates around its own central axis. The linkage includes a drive gear 109 and a rack 1010. In this embodiment, the linkage formed by the drive gear 109 and the rack 1010 establishes a precise and reliable mechanical linkage between the linear motion of the balancing rod 104 and the rotational motion of the first rotating rod 107. When the relative motion of the two hulls causes the balancing rod 104 to slide within the balancing cavity 102, the rack 1010 fixed thereon drives the drive gear 109 to rotate, thereby causing the first rotating rod 107 to rotate synchronously. This gear-rack transmission not only accurately converts linear displacement into angular displacement, realizing the transformation of motion form, but more importantly, it ensures that the support state of the resisting roller 105 to the reinforcement can be adjusted in real time and in linkage with the changes in the hull spacing, making the support function of the entire balance component 10 an active adaptive system that follows the extension and contraction of the bridge, greatly improving the dynamic stability and self-adaptive capability of the structure under different working conditions.

[0053] In one embodiment, such as Figure 2 and Figure 4 As shown, the drive gear 109 is movably disposed within the communicating hole 108 and fixedly sleeved outside the first rotating rod 107, and the drive gear 109 extends at least partially into the balance cavity 102.

[0054] In one embodiment, such as Figure 2 and Figure 4 As shown, the rack 1010 meshes with the drive gear 109, and the rack 1010 is fixedly disposed on the side of the balance bar 104 facing the drive gear 109.

[0055] In one embodiment, the abutment portion further includes a second rotating rod (not shown); the second rotating rod is rotatably inserted into one end of the abutment rod 106 near the abutment roller 105, and the second rotating rod is fixedly inserted into the abutment roller 105, the abutment roller 105 and the second rotating rod being coaxially arranged. This embodiment, by adding a second rotating rod, constructs an independent rotary pair between the abutment rod 106 and the abutment roller 105. The second rotating rod is coaxially fixed to the abutment roller 105 and rotatably connected to the abutment rod 106, allowing the abutment roller 105 to rotate freely around its own axis, while converting the sliding friction between the roller and the abutment rod 106 into rotational friction. This design not only greatly reduces the frictional resistance of the abutment roller 105 rolling on the bottom end face of the reinforcing portion, ensuring smooth rolling to flexibly adapt to lateral displacement, but also effectively isolates the torsional load of the roller rotational motion on the abutment rod 106, making the force transmission path clearer, thereby improving the efficiency, stability, and durability of the entire abutment portion.

[0056] While embodiments of the present invention have been described in detail above, it will be apparent to those skilled in the art that various modifications and variations can be made to these embodiments. However, it should be understood that such modifications and variations fall within the scope and spirit of the present invention. Furthermore, the present invention described herein may have other embodiments and can be implemented or carried out in various ways.

Claims

1. A catamaran for supply transport, characterized in that, The hull includes a first hull and a second hull at the same height, and a bridge assembly disposed between the first hull and the second hull, the bridge assembly comprising: The first connecting bridge is located on the side of the first hull facing the second hull; The second bridge is located on the side of the second hull facing the first hull. The second bridge has a connecting groove with an opening facing the first hull, and the first bridge is movably disposed within the connecting groove. A drive unit is fixedly disposed in the connecting groove. The drive end of the drive unit is connected to one end of the first connecting bridge located in the connecting groove, so as to drive the first hull and the second hull to move closer or further apart by driving the first connecting bridge to move in the connecting groove. The first reinforcing part is fixedly disposed on the side of the first hull facing the second hull, and the first reinforcing part is slidably connected to the bottom end face of the second bridge. The second reinforcing part is fixedly disposed on the side of the second hull facing the first hull. The second reinforcing part is slidably connected to the bottom end face of the second connecting bridge. When the first hull and the second hull are in the initial position, the sides of the first reinforcing part and the second reinforcing part that are close to each other abut against each other, and the overall structure formed is an arch bridge structure, so as to provide an upward support force to the middle of the second connecting bridge through the arch bridge structure to balance the downward stress.

2. The catamaran for replenishment and transportation according to claim 1, characterized in that, When the first hull and the second hull are in their initial positions, the end of the second bridge away from the second hull abuts against the first hull, so that when the first hull and the second hull are in their initial positions, the stress on the bridge between the first hull and the second hull is the stress on the second bridge.

3. The catamaran for replenishment and transportation according to claim 1, characterized in that, It also includes fixed hydrofoils, The fixed hydrofoil is fixedly installed on the centerline of the bottom plate of the first hull and / or the second hull, and is located near the bow and / or stern.

4. The catamaran for replenishment and transportation according to claim 1, characterized in that, Also includes: The support portion is fixedly disposed on one end of the first reinforcing portion near the second hull. The support portion is slidably connected to the bottom end face of the second connecting bridge. At the contact point between the support portion and the second connecting bridge, the vertical projection structure of the support portion covers the vertical projection structure of the second connecting bridge. The second reinforcing part is provided with a support groove on the side facing the second connecting bridge. The support part is movably disposed in the support groove, and the support part and the side of the support groove that are close to each other are slidably connected.

5. The catamaran for replenishment and transport according to claim 1, characterized in that, It also includes a balancing member disposed on the first hull or the second hull, the balancing member comprising: A balancing part is fixedly connected to the first hull or the second hull, and the axial direction of the balancing part points from the first hull to the second hull. The limiting part is fixed at one end to the first hull or the second hull, and movably disposed on the balancing part at the other end, so as to restrict the first hull and the second hull from moving closer or further away from each other along the axial direction of the balancing part.

6. The catamaran for replenishment and transport according to claim 5, characterized in that, The number of balancing components is set to two, and the two balancing components are respectively fixedly installed on the first hull and the second hull, and the limiting parts in the two balancing components are centrally symmetrical in the vertical direction.

7. The catamaran for replenishment and transport according to claim 5, characterized in that, The limiting part includes: A balance bar is fixedly mounted on the first hull or the second hull and movably inserted into the balance part. A sliding plate is fixedly disposed on the end of the balance bar away from the first hull or the second hull. The balance part is provided with a balance cavity. The sliding plate and at least part of the balance bar are movably disposed in the balance cavity, and the sliding plate is slidably connected to the side of the balance cavity that is close to each other.

8. The catamaran for replenishment and transport according to claim 7, characterized in that, The balancing member further includes an abutting portion disposed on the balancing portion, and one end of the abutting portion away from the balancing portion abuts against the bottom end surface of the first reinforcing portion or the bottom end surface of the second reinforcing portion. The abutting portion includes: The abutting roller abuts against the bottom end face of the first reinforcing part or the bottom end face of the second reinforcing part, and the axial direction of the projection structure of the abutting roller is perpendicular to the axial direction of the balancing part. An abutment rod is connected to the abutment roller, and the axial direction of the abutment rod is perpendicular to the axial direction of the abutment roller. The first rotating rod is fixedly inserted into the end of the abutment rod away from the abutment roller; the top end of the balancing part has a recessed communication hole that communicates with the balancing cavity, and the first rotating rod is rotatably disposed in the communication hole, wherein the axial direction of the projection structure of the first rotating rod is perpendicular to the axial direction of the balancing part.

9. The catamaran for replenishment and transportation according to claim 8, characterized in that, The balancing component further includes a linkage for connecting the first rotating rod and the balancing rod, so that while the balancing rod moves along the axial direction of the balancing component, the first rotating rod rotates about its own central axis. The linkage includes: A drive gear is movably disposed within the communicating hole and fixedly sleeved outside the first rotating rod, and the drive gear extends at least partially into the balance cavity; A spur rack meshes with the drive gear, and the spur rack is fixedly mounted on the side of the balance bar facing the drive gear.

10. The catamaran for replenishment and transport according to claim 8, characterized in that, The contact part also includes: The second rotating rod is rotatably inserted into one end of the abutment rod near the abutment roller, and the second rotating rod is fixedly inserted into the abutment roller. The abutment roller and the second rotating rod are coaxially arranged.

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