Marine double-movable-plate executing mechanism for improving ship navigation attitude

Abstract

The utility model relates to a marine double-movable-plate actuating mechanism for improving the sailing attitude of a ship, which is arranged on a stern transom plate of the ship and comprises a crank power mechanism, an inner plate, a main plate, an auxiliary plate and an outer plate which are sequentially arranged, one end face of the inner plate is provided with the crank power mechanism, and the other end face of the inner plate is provided with the outer plate; the top of the main plate and the top of the auxiliary plate are provided with driving grooves allowing a crank in a crank power mechanism to be inserted therein, the main plate and the auxiliary plate are further provided with a plurality of limiting grooves, and limiting columns penetrating through the limiting grooves to limit the moving stroke of the main plate and the moving stroke of the auxiliary plate are installed between the inner plate and the outer plate. By the adoption of the marine double-movable-plate executing mechanism for improving the navigation attitude of the ship, the flowing characteristic of fluid can be dynamically optimized, the extension state of the main plate and the extension state of the auxiliary plate are interfered through the crank power mechanism, and the motion amplitude of a ship body in the pitching direction and the rolling direction can be reduced by changing stern pressure distribution and adjusting tail lifting force or downward pressure.

Description

Technical Field

[0001] This utility model relates to the field of ship navigation attitude adjustment technology, specifically a marine double movable plate actuator for improving ship navigation attitude. Background Technology

[0002] When high-speed ships sail at sea, they are inevitably affected by factors such as wind, waves and ocean currents, causing the hull to tilt to varying degrees. Ship roll reduction has always been one of the most important research topics in the shipbuilding industry. Roll reduction devices such as bilge keels, anti-roll tanks, and anti-roll fins are widely used in various types of ships. These anti-roll devices have their own advantages and are gradually developing towards automation and miniaturization to meet the roll reduction needs of different types of ships. The above-mentioned anti-roll devices are effective in reducing roll, but for high-speed ships, they exhibit a bow-lifting posture and significant pitching during navigation.

[0003] Since no one has yet proposed a solution to address the excessive trim of high-speed vessels, we have made technical improvements to the stern sealing plate to suppress the pitching and rolling of the vessel in rough sea conditions. Utility Model Content

[0004] The technical problem to be solved by this utility model is to address the shortcomings of the existing technology by providing a marine double-movable plate actuator that can change the direction of water flow and pressure distribution at the stern, thereby suppressing the pitching and rolling of the ship in bad sea conditions and improving the ship's navigation attitude.

[0005] The technical problem to be solved by this utility model is achieved through the following technical solution: a marine double movable plate actuator for improving the navigation attitude of a ship, which is installed on the stern plate of the ship, and includes a crank power mechanism, an inner plate, a main plate, a secondary plate and an outer plate installed in sequence.

[0006] The crank power mechanism is installed on one end face of the inner plate and the outer plate is installed on the other end face. The inner plate and the outer plate are spliced ​​together to form an installation space to accommodate the main plate and the sub-plate.

[0007] The main board and the sub-board have drive slots on their tops for the crank in the crank power mechanism to be inserted. Several limiting slots are also provided on the main board and the sub-board. A through limiting slot is installed between the inner board and the outer board to limit the movement of the main board and the sub-board.

[0008] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned marine double movable plate actuator for improving the navigation attitude of a ship, wherein the crank power mechanism includes a rotary power mechanism, a power mechanism fixing frame, a sealing ring, a transmission shaft, an inner plate base and a crank that are installed in sequence as a whole.

[0009] One end of the crank is connected to the power output end of the rotary power mechanism via a transmission shaft, and the other end extends through the inner plate and into the limiting groove of the main plate and the sub-plate.

[0010] The power mechanism mounting bracket is installed on the outer wall of the rotary power mechanism;

[0011] The inner plate base is sleeved on the outer circumferential surface of the drive shaft.

[0012] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned marine double movable plate actuator for improving the navigation attitude of a ship, wherein the part of the crank extending to the inner plate and the outer plate is divided into crankshaft I, crankshaft II and crankshaft III in the length direction, crankshaft I is placed in the drive groove of the main plate and crankshaft II is placed in the drive groove of the sub-plate.

[0013] The distances from the axis of the three crankshaft sections to the crank axis are set from large to small, thereby causing the main board and the sub-board to have different travel distances.

[0014] The axis of crankshaft III is collinear with the axis of crank.

[0015] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned marine double movable plate actuator for improving the navigation attitude of a ship, wherein the inner plate and the outer plate are provided with receiving grooves on the end faces of the plates that are close to each other to accommodate the end edges of crankshaft I and crankshaft III.

[0016] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned marine double movable plate actuator for improving the navigation attitude of a ship has upper limit grooves opened at the top edges of the main plate and the auxiliary plate, and studs are installed on the top of the inner plate and the outer plate. The fasteners placed in the studs can abut against the upper limit grooves, thereby assisting in limiting the travel trajectory of the main plate and the auxiliary plate.

[0017] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned marine double movable plate actuator for improving the navigation attitude of a ship is provided with slide rails and sliders between the main plate and the auxiliary plate and between the auxiliary plate and the outer plate, so as to assist in limiting the movement direction of the main plate and the auxiliary plate.

[0018] The technical problem to be solved by this utility model can also be achieved through the following technical solution: the above-mentioned marine double movable plate actuator for improving the navigation attitude of a ship, wherein the left and right ends and top of the inner plate and the outer plate are connected by a socket joint, and the space between the bottom of the inner plate and the bottom of the outer plate forms the extension gap between the main plate and the sub-plate.

[0019] Compared with the prior art, the beneficial technical effects of this utility model are as follows:

[0020] (1) The marine double movable plate actuator that improves the ship's sailing attitude can dynamically optimize the fluid flow characteristics. The crank power mechanism interferes with the elongation state of the main plate and the auxiliary plate. It can adjust the stern lift or downforce by changing the stern pressure distribution to reduce the amplitude of the ship's movement in the pitch and roll directions.

[0021] (2) The actuator is a dual-plate structure with a main plate and a secondary plate. The main plate faces the flow directly, and the secondary plate disperses or buffers the impact force behind it to protect the overall stability of the structure.

[0022] (3) Because the rotation trajectories of crankshaft I and crankshaft II are different, the strokes of the corresponding drive main board and sub-board are different, so that the main board and sub-board can achieve interference of navigation attitude at different speeds and extensions, which is highly operable;

[0023] (4) The crank power mechanism, inner plate, main plate, sub plate and outer plate are assembled into one unit, occupying little space. The components can be disassembled and installed, and the structure is reasonably designed. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the three-dimensional assembly structure of this utility model;

[0025] Figure 2 This is an exploded view of the structure of the crank, inner plate, main plate, secondary plate and outer plate of this utility model;

[0026] Figure 3 This is an exploded view of the crank power mechanism of this utility model.

[0027] Reference numerals: 1. Inner plate; 2. Main plate; 3. Sub-plate; 4. Outer plate; 5. Crank; 6. Drive slot; 7. Limit slot; 8. Limit post; 9. Rotary power mechanism; 10. Power mechanism fixing frame; 11. Slide rail slider; 12. Drive shaft; 13. Inner plate base; 14. Crankshaft I; 15. Crankshaft II; 16. Crankshaft III; 17. Receiving slot; 18. Upper limit slot; 19. Stud. Detailed Implementation

[0028] The specific technical solutions of this utility model are further described below with reference to the accompanying drawings, so as to enable those skilled in the art to further understand this utility model, without constituting a limitation on its rights.

[0029] Example 1, referring to Figure 1-3 A marine double movable plate actuator for improving the navigation attitude of a ship is installed on the stern plate (not shown) of the ship and includes a crank power mechanism, an inner plate 1, a main plate 2, a secondary plate 3 and an outer plate 4 installed in sequence.

[0030] The crank power mechanism is installed on one end face of the inner plate 1 and the outer plate 4 is installed on the other end face. The crank power mechanism can be embedded in the stern sealing plate of the ship. After the inner plate 1 and the outer plate 4 are spliced ​​together, an installation space is formed to accommodate the main plate 2 and the sub-plate 3. The size of the space can be selected according to the usage requirements.

[0031] The main board 2 and the sub-board 3 are provided with drive slots 6 on their tops for the crank 5 in the crank power mechanism to be inserted. The size of the drive slots 6 can be selected according to the usage requirements. Several limiting slots 7 are also provided on the main board 2 and the sub-board 3. The limiting slots 7 can be set vertically, and they and the drive slots 6 can both be set as waist-shaped slots. A through limiting slot 7 is installed between the inner plate 1 and the outer plate 4 to limit the movement stroke of the main board 2 and the sub-board 3. The limiting post 8 can be an internally threaded post and can be screwed into the limiting post 8 by bolts and fasteners to fix the inner plate 1 and the outer plate 4 into one piece.

[0032] The crank power mechanism includes a rotary power mechanism 9, a power mechanism fixing frame 10, a sealing ring, a transmission shaft 12, an inner plate base 13, and a crank 5, which are installed in sequence as a whole. The rotary power mechanism 9 can be a rotary motor, and its model and specifications can be selected according to the usage requirements. The sealing ring can be a Glyd ring, and the model, quantity, and installation position of the sealing ring can be selected according to the usage requirements, such as between the inner plate base 13 and the transmission shaft 12.

[0033] One end of the crank 5 is connected to the power output end of the rotary power mechanism 9 through the transmission shaft 12, and the other end extends through the inner plate 1 and into the limiting groove 7 of the main plate 2 and the sub-plate 3. The length of the crank 5 can be selected according to the usage requirements. Its design purpose is only to transmit power between the main plate 2 and the sub-plate 3.

[0034] The power mechanism fixing frame 10 is mounted on the outer wall of the rotary power mechanism 9. The power mechanism fixing frame 10 is formed as a roughly arched frame, which can be formed by overlapping and welding profiles.

[0035] The inner plate base 13 is sleeved on the outer circumferential surface of the transmission shaft 12. The inner plate base 13 is formed into a roughly cylindrical structure. The part of the cylindrical structure that connects with the inner plate 1 is fixedly provided with a square mounting plate parallel to the inner plate 1, which can be bolted to the inner plate 1.

[0036] The portion of the crank 5 extending to the inner plate 1 and the outer plate 4 is divided into crankshaft I 14, crankshaft II 15 and crankshaft III 16 in the length direction. Crankshaft I 14 is placed in the drive slot 6 of the main plate 2, and crankshaft II 15 is placed in the drive slot 6 of the sub-plate 3. The lengths of crankshaft I 14, crankshaft II 15 and crankshaft III 16 can be selected according to the usage requirements.

[0037] The distances from the axis of the three crankshaft sections to the axis of crank 5 are set from large to small. The specific distance values ​​can be selected according to the usage requirements, thereby causing the main board 2 and the sub-board 3 to have different travel distances.

[0038] The axis of crankshaft Ⅲ16 is collinear with the axis of crank 5;

[0039] The inner plate 1 and the outer plate 4 are provided with a receiving groove 17 on one end face that is close to each other, which is formed to accommodate the end edges of crankshaft I 14 and crankshaft III 16. The receiving groove 17 is formed into a roughly circular groove.

[0040] In Example 1, the crank power mechanism is installed on the inner plate 1, which can be embedded in the stern sealing plate of the ship. The main plate 2 and the sub-plate 3 can be driven to move by the crank power mechanism, thereby interfering with the sailing attitude at different speeds and elongations, and reducing the range of motion of the hull in the pitching and rolling directions.

[0041] Example 2, a marine double movable plate actuator for improving ship navigation attitude as described in Example 1, has an upper limit groove 18 on the top edge of the main plate 2 and the sub-plate 3. The upper limit groove 18 is formed in a roughly arc shape, but its shape and specifications are not limited to this. Studs 19 are installed on the top of the inner plate 1 and the outer plate 4. Fasteners placed in the studs 19 can abut against the upper limit groove 18, thereby assisting in limiting the travel trajectory of the main plate 2 and the sub-plate 3.

[0042] In Embodiment 2, the combined use of the upper limit slot 18 and the stud 19 can limit the upper position of the main board 2 and the sub-board 3, preventing them from displacing excessively upwards and causing unnecessary damage to the structure of the inner board 1 and the outer board 4.

[0043] Example 3, a marine double movable plate actuator for improving ship navigation attitude as described in Example 1, has slide rail sliders 11 arranged vertically between the main plate 2 and the auxiliary plate 3 and between the auxiliary plate 3 and the outer plate 4. The slide rail sliders 11 can be square slide rail sliders 11, which are used to assist in limiting the movement direction of the main plate 2 and the auxiliary plate 3. The number of slide rail sliders 11 used can be selected according to the usage requirements.

[0044] The slide rail slider 11 structure in Embodiment 3 can guide the vertical movement of the main board 2 and the sub-board 3, making them more stable during operation.

[0045] Example 4, a marine double movable plate actuator for improving ship navigation attitude as described in Example 1, wherein the left and right ends and top of the inner plate 1 and the outer plate 4 are connected by a socket joint, and the space between the bottom of the inner plate 1 and the bottom of the outer plate 4 forms the protrusion gap between the main plate 2 and the auxiliary plate 3. The size of this gap can be selected according to the usage requirements, so its specific dimensions will not be described here.

[0046] The operating principle of the marine double-sliding plate actuator for improving ship navigation attitude in Examples 1-4 is as follows:

[0047] When it is necessary to intervene in the current navigation attitude of the ship, the rotational power mechanism 9 can provide rotational force to the crank 5, causing the crankshaft I 14 and crankshaft II 15 to push the main plate 2 and the auxiliary plate 3, causing the main plate 2 and the auxiliary plate 3 to extend vertically downward into deeper waters, thereby changing the pressure distribution at the stern, adjusting the lift or downforce at the stern, and achieving the purpose of reducing the amplitude of the ship's movement in the pitching and rolling directions.

Claims

1. A marine double-movable-plate actuator for improving a ship's navigation attitude, mounted on the stern plate of a ship, characterized in that: It includes the crank power mechanism, inner plate, main plate, sub-plate and outer plate installed in sequence; The crank power mechanism is installed on one end face of the inner plate and the outer plate is installed on the other end face. The inner plate and the outer plate are spliced ​​together to form an installation space to accommodate the main plate and the sub-plate. The main board and the sub-board have drive slots on their tops for the crank in the crank power mechanism to be inserted. Several limiting slots are also provided on the main board and the sub-board. A through limiting slot is installed between the inner board and the outer board to limit the movement of the main board and the sub-board.

2. The marine double-moving-plate actuator for improving ship navigation attitude according to claim 1, characterized in that: The crank power mechanism includes a rotary power mechanism, a power mechanism fixing frame, a sealing ring, a transmission shaft, an inner plate base, and a crank, which are installed in sequence as a whole. One end of the crank is connected to the power output end of the rotary power mechanism via a transmission shaft, and the other end extends through the inner plate and into the limiting groove of the main plate and the sub-plate. The power mechanism mounting bracket is installed on the outer wall of the rotary power mechanism; The inner plate base is sleeved on the outer circumferential surface of the drive shaft.

3. The marine double-moving-plate actuator for improving ship navigation attitude according to claim 2, characterized in that: The portion of the crank extending to the inner and outer plates is divided into crankshaft I, crankshaft II, and crankshaft III along its length. Crankshaft I is placed in the drive slot of the main plate, and crankshaft II is placed in the drive slot of the sub-plate. The distances from the axis of the three crankshaft sections to the crank axis are set from large to small, thereby causing the main board and the sub-board to have different travel distances.

4. The marine double-moving-plate actuator for improving ship navigation attitude according to claim 3, characterized in that: The axis of crankshaft III is collinear with the axis of crank.

5. A marine double-moving-plate actuator for improving ship navigation attitude according to claim 3, characterized in that: The inner and outer plates are provided with receiving grooves on their respective end faces that are close to each other, to accommodate the end edges of crankshaft I and crankshaft III.

6. A marine double-moving-plate actuator for improving ship navigation attitude according to claim 1, characterized in that: Upper limit slots are provided on the top edges of the motherboard and sub-board. Studs are installed on the top of the inner and outer boards. Fasteners placed inside the studs can abut against the upper limit slots to assist in limiting the travel trajectory of the motherboard and sub-board.

7. A marine double-moving-plate actuator for improving ship navigation attitude according to claim 1, characterized in that: Slide rails and sliders are provided between the main board and the sub-board, as well as between the sub-board and the outer board, to assist in limiting the movement direction of the main board and the sub-board.

8. A marine double-moving-plate actuator for improving ship navigation attitude according to claim 1, characterized in that: The inner and outer panels are connected by a socket joint at their left and right ends and top. The space between the bottom of the inner panel and the bottom of the outer panel forms the protrusion gap between the main panel and the sub-panel.

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