Anti-typhoon anti-rolling device

Abstract

The utility model discloses an anti-typhoon stabilization device which comprises a movable cabin located at the bottom of a ship body, the movable cabin is provided with an inner cavity, a sea valve capable of enabling water to enter the inner cavity is installed at the bottom of the movable cabin, a plurality of different positions on the top of the movable cabin are connected with the ship body through retracting and releasing mechanisms, and a controller connected with the retracting and releasing mechanisms and the sea valve is further arranged. And the controller is used for controlling the working states of each retracting and releasing mechanism and each kingston valve. By the adoption of the structure, the ship is simple in structure, convenient to operate, capable of effectively reducing manufacturing and maintaining cost, suitable for various ships and capable of effectively reducing the shaking degree of the ships by lowering the gravity center of the ships, so that the ships can face to face and resist typhoons, the overturning risk of the ships is reduced, and the ship is protected. Overall safety and stability of the ship are improved, sailing safety is ensured, comfort of personnel on the ship can be improved, health and working efficiency of the personnel are guaranteed, and more reliable guarantee is provided for marine sailing and operation.

Description

Technical Field

[0001] This utility model relates to the field of marine engineering technology, specifically to a typhoon-resistant and roll-reducing device. Background Technology

[0002] During navigation, ships may be affected by wind and waves, resulting in various rolling motions such as rolling, pitching, and heaving. Among these, rolling is the most significant and has the greatest impact on the safety and comfort of the ship. In extreme weather conditions such as typhoons, giant waves, and large swells, ships will experience significant rolling motions, which can not only cause seasickness and other discomforts for the crew, affecting their work and living comfort, but also slow down the ship's speed, reduce stability, and in severe cases, may cause structural damage to the ship, resulting in damage to the hull, cargo, or machinery, threatening the lives of the crew, and posing a significant risk of capsizing, leading to a shipwreck accident.

[0003] To ensure the safety and stability of ships in the face of severe sea conditions such as typhoons, the following solutions are commonly used: First, selecting suitable harbors or anchorages for mooring during typhoons. However, this method is highly uncertain, as distances may be too great or typhoon paths may change, making it impossible to reach a suitable harbor in time when encountering extreme weather like typhoons. Furthermore, this solution is not suitable for offshore platforms and facilities that require long-term offshore operations and construction and are difficult to return to port. Second, strengthening the ship's structural strength to improve its typhoon resistance and roll reduction. While this can enhance the ship's ability to withstand typhoons to some extent, the roll reduction effect is limited, and it significantly increases the difficulty and cost of ship modification, reducing the ship's overall strength. The economics of this method are not suitable for all types of ships. Thirdly, pre-filling the liquid tank with an appropriate amount of ballast water and controlling the flow of the ballast water to change the ship's center of gravity to counteract wave torque and improve its stability is relatively complex. It requires the crew to have high professional skills and rich experience, and it is not easy to adjust quickly. Therefore, it is easy to fail to provide timely stability to the ship when a typhoon suddenly arrives due to untimely adjustment. If the operation is not done properly, the free liquid level in the liquid tank may increase, which will reduce the ship's stability and face greater risks. In addition, the adjustable range of the center of gravity in this method is limited, and the effect of reducing the violent swaying under strong typhoons is still not obvious enough, making it difficult to meet the requirements for the overall safety and stability of the ship. Utility Model Content

[0004] The purpose of this utility model is to overcome the above-mentioned defects of the prior art and provide an anti-typhoon roll reduction device that can provide effective roll reduction for ships, thereby improving the overall safety and stability of ships and ensuring the safety of navigation and operation when facing extreme sea conditions such as typhoons.

[0005] The anti-typhoon and roll-damping device of this utility model includes a movable compartment located at the bottom of the hull. The movable compartment has an inner cavity. A sea valve that allows water to enter the inner cavity is installed at the bottom of the movable compartment. Several different positions on the top of the movable compartment are connected to the hull through a retraction mechanism. There is also a controller connected to each retraction mechanism and the sea valve, which controls the working status of each retraction mechanism and the sea valve.

[0006] Furthermore, the connections between each deployment and retraction mechanism and the top of the movable cabin are spaced apart along the left and right sides of the hull.

[0007] Furthermore, each launching and recovering mechanism includes a constant tension winch and a rope connected to the constant tension winch. The top of the movable cabin is equipped with lifting lugs corresponding to each constant tension winch. Each constant tension winch is fixedly installed on the hull and fixedly connected to the lifting lugs by ropes.

[0008] Furthermore, the lifting lugs are spaced apart on the top of the movable cabin along the left and right directions of the hull.

[0009] Furthermore, there are three constant tension winches, each located on the left, right, and top sides of the movable cabin, respectively. The lifting lugs corresponding to each constant tension winch are respectively located on the left, right, and center sides of the top surface of the movable cabin.

[0010] Furthermore, the cable is a steel wire rope.

[0011] Furthermore, the anti-typhoon and roll-damping device also includes a monitoring system for monitoring the ship's attitude and sea conditions. The controller can receive the detection signals from the monitoring system and control the operation of each launching and retracting mechanism and the sea valve.

[0012] Furthermore, a portable water pump is also installed inside the active cabin.

[0013] Furthermore, the bottom of the hull is equipped with a accommodating slot adapted to the active cabin.

[0014] The anti-typhoon and roll-reducing device of this utility model is installed on a ship. Its movable cabin located at the bottom of the hull can be raised and lowered relative to the hull in the water under the drive of the deployment and retraction mechanism to change the position of the movable cabin in the water. Since the deployment and retraction mechanism connects several different positions on the top of the movable cabin to the hull, the specific lowering position of the movable cabin in the water can be changed more precisely by adjusting each deployment and retraction mechanism individually in order to cope with different degrees of ship rolling. When a ship encounters severe weather conditions such as typhoons during navigation, it will sway due to the wind and waves. At this time, the controller can activate all extension and retraction mechanisms, causing them to extend synchronously and quickly lower the movable cabin to the predetermined water depth. The movable cabin lowers the ship's overall center of gravity and provides damping force to continuously dissipate the kinetic energy of the ship's swaying, thereby reducing the degree of swaying and making the ship more stable. For different stages of swaying, the controller can also adjust the extension and retraction length, speed, and direction of each extension and retraction mechanism individually, allowing the movable cabin to transmit different degrees of force to the hull through its top connection with each mechanism, compensating for sufficient torque in areas of the ship that are more affected by wind and waves. Depending on the degree of swaying, the controller can also remotely open the sea valve at the bottom of the movable cabin, allowing water to enter the interior of the movable cabin to adjust the weight of the movable cabin, change the ship's overall center of gravity, and ensure that the ship can effectively reduce swaying in various sea conditions.

[0015] The anti-roll device of this invention has a simple structure, is easy to manufacture and operate, and can effectively reduce manufacturing and maintenance costs, making it applicable to various types of ships. When a ship encounters extreme weather such as a typhoon while sailing at sea, it can quickly respond to lower the ship's center of gravity, effectively reducing the degree of rolling. Furthermore, it has a sufficient adjustable range, allowing for flexible adjustment of each deployment and retraction mechanism according to actual sea conditions. This ensures that the movable cabin generates sufficient anti-overturning moment, which is transmitted to the hull, effectively reducing the ship's rolling motion and roll angle. This allows the ship to better adapt to various sea conditions, reducing the risk of capsizing, improving the overall safety and stability of the ship, ensuring navigational safety, and enhancing the comfort, health, and work efficiency of the crew, providing more reliable protection for maritime navigation and operations. Attached Figure Description

[0016] Figure 1 A schematic diagram of the anti-typhoon and anti-roll device in its initial position before its movable cabin is lowered.

[0017] Figure 2 A structural diagram showing the preparation for lowering the mobile cabin of the typhoon-resistant and roll-damping device.

[0018] Figure 3This is a schematic diagram of the anti-typhoon and anti-roll device after it has been lowered into its active cabin.

[0019] In the diagram: 1-hull; 2-moving compartment; 3-sea valve; 4-launching and unloading mechanism; 41-constant tension winch; 42-rope; 5-lifting lug; 6-mobile water pump; 7-accommodation tank. Detailed Implementation

[0020] The technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0021] It should be noted that if any directional indication (such as up, down, left, right, front, back, top, bottom, inside, outside, vertical, horizontal, longitudinal, counterclockwise, clockwise, circumferential, radial, axial, etc.) is involved in the embodiments of this utility model, the directional indication is only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0022] If the embodiments of this utility model involve descriptions such as "first" or "second," such descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Furthermore, the technical features of each embodiment can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the embodiments are described; however, as long as these combinations of technical features do not contradict each other, they should all be considered within the scope of this specification.

[0023] This invention provides a typhoon-resistant and roll-reducing device for ships.

[0024] like Figure 1 As shown, the anti-typhoon and roll-damping device of this embodiment includes a movable compartment 2 located at the bottom of the hull 1. The movable compartment 2 has an inner cavity. A sea valve 3 that allows water to enter the inner cavity is installed at the bottom of the movable compartment 2. Several different positions on the top of the movable compartment 2 are connected to the hull 1 through a retraction mechanism 4. There is also a controller connected to each retraction mechanism 4 and the sea valve 3. The controller controls the working state of each retraction mechanism 4 and the sea valve 3.

[0025] The typhoon-resistant and roll-damping device can be applied to various types of ships. Its movable cabin 2, located at the bottom of the hull 1, can move up and down relative to the hull 1 in the water under the action of the retraction mechanism 4, thereby changing the position of the movable cabin 2 in the water. When the ship encounters severe weather conditions such as typhoons during navigation, and the ship rolls due to wind and waves, all retraction mechanisms 4 can be activated via the controller. Figure 2 As shown, the deployment and retrieval mechanisms 4 extend synchronously, rapidly lowering the movable cabin 2 to the predetermined water depth. Figure 3 As shown, the movable cabin 2 lowers the overall center of gravity of the ship and provides damping force against the ship's swaying motion, thereby continuously consuming the kinetic energy of the ship's swaying. By lowering the center of gravity, the stability of the ship in the face of a typhoon is improved, the degree of swaying is reduced, the ship tends to be more stable, and the risk of ship damage and capsizing is reduced. The movable cabin can be lowered and raised in a timely manner according to the actual situation of the typhoon, or the lowering position of the movable cabin 2 can be changed. Its operation is simple and the response speed is fast.

[0026] The movable cabin 2 is a hollow structure with an internal cavity. Its outer shell can be made of various corrosion-resistant materials such as stainless steel, giving it good structural strength and sealing performance, enabling it to operate normally in an underwater environment. The specific dimensions and weight of the movable cabin 2 can be designed and adjusted according to the specific usage of the vessel, and can be customized for different vessel characteristics, making it adaptable to cargo ships, passenger ships, or other different types of vessels, thus having wide applicability. Furthermore, the movable cabin in the typhoon-resistant and roll-damping device of this embodiment can also be replaced with other structures of a certain weight, which will not be elaborated here.

[0027] The bottom of the movable compartment 2 is equipped with a sea valve 3, which serves as the water inlet for the inner cavity. When the sea valve 3 is open, water enters the inner cavity; when it is closed, it creates a relatively sealed water storage space. This allows for the adjustment of the weight of the movable compartment 2, altering the ship's overall center of gravity and enabling it to better adapt to different rolling conditions. This ensures that the hull 1 remains stable under various wind and wave conditions by adjusting the water level in the inner cavity. The inner cavity of the movable compartment 2 is also equipped with a vent pipe connecting to the outside air. Before the movable compartment 2 is fully submerged, the vent pipe can be opened to release air, allowing water to smoothly enter the inner cavity when the sea valve 3 is opened. For easy control of the opening and closing of the sea valve 3, it is remotely controlled and connected to a controller, which then controls its opening and closing.

[0028] Several different positions on the top of the movable cabin 2 are connected to the hull 1 via a corresponding number of retraction and extension mechanisms 4. The connection points of each retraction and extension mechanism 4 to the movable cabin 2 are located at various positions on the top of the movable cabin 2. Each retraction and extension mechanism 4 can have its retraction and extension length, retraction and extension speed, direction, and other parameters adjusted by a controller connected to it. The specific number and position of the connection points between each retraction and extension mechanism 4 and the movable cabin 2 can be adjusted according to actual needs to improve the connection between the movable cabin 2 and the hull 1. Furthermore, the controller can be used to adjust some of the retraction and extension mechanisms 4 individually, so that different positions on the top of the movable cabin 2 create different drafts and amplitudes of movement, changing the specific position of the movable cabin 2 in the water. This alters the damping of the movable cabin 2 on the hull 1's rolling motion, allowing it to transmit different degrees of force to the hull 1 to cope with different types and degrees of rolling motions such as heave, pitching, rolling, or combinations thereof, and to compensate for sufficient torque at locations on the ship where the rolling amplitude is significantly affected by wind and waves.

[0029] Because a ship's transverse stability is worse than its longitudinal stability, its rolling motion is more significant when the ship is rocking, and this has a greater impact on the ship's safety and comfort. Therefore, in practical applications, the main focus is on reducing the rolling motion. To effectively mitigate the rolling motion, the connections between each retraction mechanism 4 and the top of the movable cabin 2 are spaced apart along the left and right directions of the hull. Their distribution pattern can be referenced... Figure 1 As shown, the retraction and deployment mechanisms are distributed along a line in the left and right direction of the hull. When there are many retraction and deployment mechanisms, their distribution can also be an array along the left and right transverse direction of the hull. This can be adjusted according to actual application requirements so that the top of the movable cabin 2 can be accurately adjusted in the left and right transverse direction through the retraction and deployment mechanisms at the corresponding positions. This allows the movable cabin 2 to transmit force to the hull 1 to generate an anti-rolling moment, which can significantly reduce the rolling motion of the ship and reduce the roll angle.

[0030] The retraction mechanism 4 can be a telescopic motor or a hydraulic lifting system, such as a hydraulic scissor lift, which changes the telescopic length of the scissor lift by extending or retracting a hydraulic cylinder, thereby changing the draft of the connected mobile compartment; the retraction mechanism 4 can also be as follows: Figures 1 to 3As shown, each launching and lowering mechanism 4 includes a constant tension winch 41 and a rope 42 connected to the constant tension winch 41. The top of the movable cabin 2 is equipped with lifting lugs 5 corresponding to each constant tension winch 41. Each constant tension winch 41 is fixedly installed on the hull 1 and fixedly connected to the lifting lugs 5 via the rope 42. The constant tension winch, a common lifting device in the marine industry, requires no additional configuration, reducing the structural complexity and cost of the ship. Compared to ordinary winches, it has more precise control performance, accurately controlling the lowering and raising of the movable cabin, ensuring accurate adjustment of the ship's center of gravity. Furthermore, by configuring a corresponding control system, the constant tension winch can respond quickly during typhoons and effectively cope with sudden changes in rope tension, ensuring a stable and reliable lifting process, reducing malfunctions, and ensuring operational safety and stability.

[0031] The top of the movable cabin 2 is equipped with lifting lugs 5 corresponding to each constant tension winch 41, serving as the connection point between the cable 42 and the movable cabin 2. The connection is detachable, allowing the cable 42 to be removed from the lifting lugs 5 for maintenance, cleaning, and other work on the movable cabin 2. Each constant tension winch 41 is equipped with a locking mechanism, which locks the cable 42 after the release length is determined. The cable 42 can be made of steel wire rope or other materials commonly used in the marine industry to ensure good connection performance. Furthermore, the cable 42 can be marked with graduations to indicate its draft, allowing operators to more intuitively and accurately understand its real-time draft.

[0032] To effectively combat ship rolling motion, each lifting lug 5 can be spaced out along the port and starboard direction on the top of the movable cabin 2. The number and specific arrangement of the lifting lugs can be adjusted according to actual application requirements. The raising and lowering actions of the connected cables 42 can be changed by individually adjusting each constant tension winch 41, such as adjusting the raising and lowering speed, or making it perform reverse raising and lowering actions or not raising and lowering at all. This allows for more precise changes to the specific lowering position of the movable cabin 2 in the water along the port and starboard direction, generating sufficient anti-rolling moment to cope with various degrees of ship rolling motion and reduce the roll angle. As a specific embodiment, refer to... Figures 1 to 3 As shown, there are three constant tension winches 41. Each constant tension winch 41 is positioned on the left, right, and top sides of the movable cabin 2, respectively. The corresponding lifting lugs 5 are located on the left, right, and center of the top plane of the movable cabin 2, respectively. The lifting lugs 5 are spaced apart along the left-right direction of the hull and connected to the corresponding constant tension winch 41 via ropes 42. This structure is simple overall, with a reasonable number of constant tension winches, facilitating operator control of the winch parameters.

[0033] The typhoon-resistant and roll-damping device also includes a monitoring system for monitoring the ship's attitude and sea state. This system can employ detection equipment such as gyroscopes, attitude sensors, and navigation devices to meet the needs of different ship types. The controller receives the detection signals from the monitoring system and controls the operation of each deployment / retraction mechanism 4 and the sea valve 3 to achieve intelligent control. The monitoring system monitors sea state in real time and automatically controls the operation of each deployment / retraction mechanism 4 and the sea valve 3, flexibly adjusting the position of the movable cabin 2 and the water storage capacity within it. This ensures a rapid and accurate response to changes in complex marine environments and better copes with extreme weather such as typhoons. The monitoring system can also be equipped with fault alarms and emergency handling functions, enabling timely measures to be taken in case of abnormal situations to ensure the safety of the ship.

[0034] Preferably, the movable cabin 2 is also equipped with a portable water pump 6, which can be any existing portable water pump. It is adaptable to installation in movable cabins 2 of various sizes and can accommodate varying water pressure requirements due to altitude changes, making it easy to operate. After a typhoon, or during maintenance or replacement operations, the movable cabin 2 can be moved back to its original position. Figure 1 After reaching its initial position, the water in the inner cavity can be extracted and discharged overboard by the movable water pump 6 installed inside the cabin.

[0035] The bottom of the hull 1 is also equipped with a receiving slot 7 adapted to the movable cabin 2. The receiving slot 7 can accommodate the movable cabin 2. When the device is not needed due to extreme weather such as typhoons, the movable cabin 2 can be pulled up and retracted into the receiving slot 7 by the retraction mechanism 4. Figure 1 As shown, the movable cabin 2 is positioned at its initial location, ensuring it is not exposed above the hull 1 and does not create additional resistance to the vessel. This guarantees the vessel's normal and stable navigation without excessive obstruction and facilitates its use. A movable door can also be installed at the outlet of the receiving trough 7, which can be controlled by a controller. Normally, the door is closed; it is opened only when the movable cabin 2 needs to be lowered, facilitating inspection and maintenance of the movable cabin 2 by personnel on board after it has been retracted into the hull 1.

[0036] In summary, the anti-typhoon and roll-damping device of this invention has a simple structure, is easy to manufacture, and convenient to operate, effectively reducing manufacturing and maintenance costs and making it applicable to various types of ships. When a ship encounters extreme weather such as a typhoon while sailing at sea, it can respond quickly, effectively reducing the ship's rolling degree by lowering the ship's center of gravity. Furthermore, it has a sufficient adjustable range, allowing flexible adjustment of each deployment and retraction mechanism 4 according to actual sea conditions. This enables the movable cabin 2 to generate sufficient anti-overturning moment, which is then transmitted to the hull 1, effectively reducing the ship's rolling motion and roll angle. This allows the ship to directly confront and resist typhoons, better adapt to various sea conditions, reduce the risk of capsizing, improve the overall safety and stability of the ship, ensure navigation safety, and enhance the comfort, health, and work efficiency of the crew. It provides an effective typhoon protection measure for ships sailing at sea and platforms permanently stationed at sea, offering more reliable protection for maritime navigation and operations.

[0037] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the concept of the present utility model and using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present utility model.

Claims

1. A typhoon-resistant and roll-damping device, characterized in that, It includes a movable compartment (2) located at the bottom of the hull (1), the movable compartment (2) has an inner cavity, and a sea valve (3) that allows water to enter the inner cavity is installed at the bottom of the movable compartment (2). Several different positions on the top of the movable compartment (2) are connected to the hull (1) through a retraction mechanism (4). There is also a controller connected to each retraction mechanism (4) and the sea valve (3), and the controller controls the working status of each retraction mechanism (4) and the sea valve (3).

2. The anti-typhoon and anti-roll device according to claim 1, characterized in that, The connection points between each launching and retracting mechanism (4) and the top of the movable cabin (2) are distributed at intervals along the left and right directions of the hull.

3. The anti-typhoon and anti-sway device according to claim 1, characterized in that, Each launching and recovering mechanism (4) includes a constant tension winch (41) and a rope (42) connected to the constant tension winch (41). The top of the active cabin (2) is provided with lifting lugs (5) corresponding to each constant tension winch (41). Each constant tension winch (41) is fixedly installed on the hull (1) and fixedly connected to the lifting lugs (5) by the rope (42).

4. The anti-typhoon and anti-roll device according to claim 3, characterized in that, Each lifting lug (5) is spaced apart on the top of the movable cabin (2) along the left and right directions of the hull.

5. The anti-typhoon and anti-sway device according to claim 4, characterized in that, There are three constant tension winches (41). Each constant tension winch (41) is located on the left, right and top sides of the active cabin (2) on the hull (1). The lifting lugs (5) corresponding to each constant tension winch (41) are respectively located on the left, right and middle sides of the top surface of the active cabin (2).

6. The anti-typhoon and anti-roll device according to claim 3, characterized in that, The rope (42) is a steel wire rope.

7. The anti-typhoon and anti-sway device according to any one of claims 1-6, characterized in that, The anti-typhoon and anti-roll device also includes a monitoring system for monitoring the ship's attitude and sea conditions. The controller can receive the detection signals from the monitoring system and control the operation of each launching and retracting mechanism (4) and the sea valve (3).

8. The anti-typhoon and anti-sway device according to any one of claims 1-6, characterized in that, The mobile cabin (2) is also equipped with a mobile water pump (6).

9. The anti-typhoon and anti-sway device according to any one of claims 1-6, characterized in that, The bottom of the hull is provided with a accommodating slot (7) adapted to the active cabin (2).

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