A piston type self-balancing device for ballast water of a ship

Abstract

The utility model discloses a piston type ship ballast water self -balancing device, including ship body, one side of the inside of ship body is equipped with ballast A, and its other side is equipped with ballast B, is equipped with the communicating pipe between ballast A and ballast B, and the inside of ballast A is provided with multiple groups of negative pressure passage, the inside of negative pressure passage is inserted with piston, and the piston end is fixed with the connecting column, the transmission plate is fixed to the connecting column end. The piston type ship ballast water self -balancing device, the output end of cylinder drives the fixed drive seat and does linear motion, the movement of piston changes the air pressure in ballast A, and then realizes the quick transfer of fluid in ballast A and ballast B by the connection effect of communicating pipe, adjusts the weight distribution of both sides of ship body to offset the inclination force, can respond to the inclination of ship body in real time, effectively avoids the risk of rollover, and the compact structure design, movement steady, guarantee the safety and the comfort of pleasure boat navigation.

Description

Technical Field

[0001] This utility model relates to the field of shipbuilding, specifically a piston-type marine ballast water self-balancing device. Background Technology

[0002] Cruise ships are small vessels used for sightseeing, leisure, or transportation on the water. They typically have limited passenger capacity and their hull design prioritizes comfort. The core power source for cruise ships is the engine, which is mainly divided into two categories based on fuel and operating principle, adapting to different tonnages and purposes. Internal combustion engines are the most mainstream power source, using diesel or gasoline as fuel. Diesel internal combustion engines have high power and torque, and are mostly used in medium to large sightseeing boats and ferries; gasoline internal combustion engines are small in size and low in noise, and are commonly found in small leisure yachts. Electric motors are a newer, environmentally friendly power source, driven by electrical energy stored in batteries. Their advantages include zero emissions and extremely low noise, making them suitable for small cruise ships on short trips or waters with high environmental requirements (such as lakes and wetland parks).

[0003] Cruise boats are prone to capsizing in rough seas, primarily due to weak stability design and insufficient resistance to wind and waves. To maximize space and visibility, cruise boats often employ a design with a tall superstructure and narrow hull, resulting in a high center of gravity and making them susceptible to loss of balance in lateral waves. Their small size and shallow draft also make them vulnerable to strong waves, easily tossed about or pushed to a critical tilting angle. This inherent risk of capsizing undermines the safety and comfort of cruise operations. Utility Model Content

[0004] The purpose of this invention is to provide a piston-type marine ballast water self-balancing device to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, a piston-type marine ballast water self-balancing device is provided, comprising a hull, a ballast chamber A on one side of the hull and a ballast chamber B on the other side, a connecting pipe between the ballast chamber A and the ballast chamber B, and multiple sets of negative pressure channels opened inside the ballast chamber A, a piston inserted inside the negative pressure channel, and a connecting column fixed to the end of the piston, and a transmission plate fixed to the end of the connecting column.

[0006] Furthermore, both ballast A and ballast B are hollow structures, and ballast A and ballast B are connected by multiple sets of U-shaped connecting pipes. One end of each connecting pipe is inserted into the interior of ballast A, and the other end is inserted into the interior of ballast B.

[0007] Furthermore, a control box and a horizontal tilt sensor are respectively installed on ballast A, and the internal volume of ballast A and ballast B is the same, while the cross-section of ballast A and ballast B is a right trapezoid.

[0008] Furthermore, the transmission plate is provided with multiple sets of pistons at equal intervals, and a drive seat is provided on its top. The ballast chamber B is provided with a support seat, and a cylinder is fixed on the support seat.

[0009] Furthermore, the output end of the cylinder is fixed to a drive seat, the drive seat and the transmission plate are in a "T" shape, and the drive seat and the transmission plate are driven to move linearly by the cylinder.

[0010] Furthermore, multiple sets of guide posts are equidistantly inserted on the transmission plate, and the guide posts are fixed between ballast tank A and ballast tank B.

[0011] Furthermore, the bottom of the hull is provided with multiple sets of transverse and longitudinal reinforcing strips, and the surfaces of the multiple sets of transverse and longitudinal reinforcing strips are covered with protective plates.

[0012] Furthermore, the protective plate is fixed to the bottom of the hull in an isosceles trapezoidal shape, and multiple sets of the transverse reinforcing strips, longitudinal reinforcing strips and protective plates are combined together to form a hull reinforcement structure.

[0013] Compared with the prior art, the beneficial effects of this utility model are: 1. This solution uses the output end of a cylinder to drive a fixed drive seat in a linear motion. The movement of the piston changes the air pressure in ballast A, and then uses the connecting pipe to achieve rapid transfer of fluid between ballast A and ballast B, adjusting the weight distribution on both sides of the hull to counteract the tilting force. It can respond to the tilting of the hull in real time, and quickly stabilize the hull by adjusting the weight balance of the two ballasts, significantly improving the cruise ship's resistance to wind and waves and its navigation stability, effectively avoiding the risk of capsizing. At the same time, the structure is compact and the movement is smooth, ensuring the safety and comfort of the cruise ship.

[0014] 2. This solution uses multiple sets of transverse and longitudinal reinforcing bars at the bottom of the hull to form cross-supports in both transverse and longitudinal dimensions, which greatly improves the overall structural strength and deformation resistance of the hull bottom and prevents the bottom of the hull from denting or breaking when sailing or coming into contact with underwater obstacles. The protective plates covering the surface can directly isolate the transverse and longitudinal reinforcing bars from the scouring and collision of water, silt and obstacles, reduce component wear and corrosion, and extend the service life of the reinforced structure. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a side view of the structure of this utility model; Figure 3 This is a schematic diagram of the piston structure and its connection structure of this utility model; Figure 4 This is a schematic diagram of the ballast tank A structure of this utility model; Figure 5 This is a schematic diagram of the bottom reinforcement structure of the ship hull of this utility model; Figure 6 This is an exploded view of the bottom reinforcement structure of the ship hull according to this utility model; Figure 7 This is a three-dimensional structural diagram of Embodiment 2 of the present utility model; Figure 8 This is a side view of embodiment two of the present invention.

[0016] Labels in the diagram: 1. Hull; 101. Protective plate; 102. Transverse reinforcing bar; 103. Longitudinal reinforcing bar; 11. Ballast A; 12. Ballast B; 13. Connecting pipe; 2. Piston; 20. Negative pressure channel; 21. Connecting column; 22. Transmission plate; 221. Guide column; 23. Drive seat; 24. Cylinder; 25. Support seat; 3. Control box; 4. Horizontal tilt sensor. Detailed Implementation

[0017] Example 1: Please refer to Figures 1-6 This utility model provides a piston-type marine ballast water self-balancing device, including a hull 1. A ballast chamber A11 is provided on one side of the interior of the hull 1, and a ballast chamber B12 is provided on the other side. A connecting pipe 13 is provided between the ballast chamber A11 and the ballast chamber B12. Multiple sets of negative pressure channels 20 are opened inside the ballast chamber A11. A piston 2 is inserted inside the negative pressure channel 20. A connecting column 21 is fixed to the end of the piston 2. A transmission plate 22 is fixed to the end of the connecting column 21.

[0018] In a preferred embodiment, both ballast A11 and ballast B12 are hollow structures, and ballast A11 and ballast B12 are connected by multiple sets of U-shaped connecting pipes 13. One end of the connecting pipe 13 is inserted into the interior of ballast A11, and the other end is inserted into the interior of ballast B12.

[0019] The control box 3 and the horizontal tilt sensor 4 are installed on the ballast A11 respectively. The internal volume of ballast A11 and ballast B12 is the same, and the cross-section of ballast A11 and ballast B12 is a right trapezoid.

[0020] Multiple sets of pistons 2 are equidistantly arranged on the transmission plate 22, and a drive seat 23 is provided on its top. A support seat 25 is provided on the ballast chamber B12, and a cylinder 24 is fixed on the support seat 25.

[0021] The output end of the cylinder 24 is fixed to the drive seat 23. The drive seat 23 and the transmission plate 22 are in a "T" shape, and the drive seat 23 and the transmission plate 22 are driven to move linearly by the cylinder 24.

[0022] Multiple sets of guide posts 221 are equidistantly inserted on the transmission plate 22, and the guide posts 221 are fixed between ballast tank A11 and ballast tank B12.

[0023] Working principle: A hollow ballast chamber A11 is located on one side of the interior of hull 1, and a hollow ballast chamber B12, with the same volume as ballast chamber A11 and a right-angled trapezoidal cross-section, is located on the other side. Ballast chambers A11 and B12 are connected by multiple sets of U-shaped connecting pipes 13. One end of each connecting pipe 13 is inserted into ballast chamber A11, and the other end is inserted into ballast chamber B12. A horizontal tilt sensor 4 installed on ballast chamber A11 monitors the tilt state of hull 1 in real time and transmits the data to the controller inside control box 3. When hull 1 encounters wind and waves and tilts, control box 3 controls cylinder 24 installed on ballast chamber B12 to start based on the tilt data. The output end drives the drive seat 23 fixed thereto to make linear movements. The transmission plate 22 will move smoothly along the guide column 221 under the drive of the drive seat 23. The connecting column 21 fixed on the transmission plate 22 will synchronously drive the piston 2 at the end to move in the multiple sets of negative pressure channels 20 opened inside the ballast tank A11. The movement of the piston 2 changes the air pressure in the ballast tank A11, and then the connecting pipe 13 is used to realize the rapid transfer of fluid in the ballast tank A11 and the ballast tank B12, and adjust the weight distribution on both sides of the hull 1 to counteract the tilting force. For example, when the hull 1 tilts to the left, the water on the left side is pushed to the right side, and when the hull 1 tilts to the right, the water on the right side is pushed to the left side, so that the hull 1 returns to a horizontal state. It can respond to the tilt of hull 1 in real time and quickly stabilize hull 1 by adjusting the weight balance of the ballast tanks on both sides, which significantly improves the cruise ship's resistance to wind and waves and its sailing stability, effectively avoiding the risk of capsizing. At the same time, the compact structural design and smooth movement ensure the safety and comfort of the cruise ship's sailing.

[0024] The negative pressure channel 20 is a circular channel, and a rubber sealing seat is installed on the outside of the piston 2 inserted inside it. The rubber sealing seat and the negative pressure channel 20 adopt an interference fit, which can significantly improve the sealing performance between the negative pressure channel 20 and the piston 2, effectively prevent gas leakage, and ensure that the negative pressure environment is maintained stably within the negative pressure channel 20. The circular channel structure allows the rubber sealing seat to be subjected to more even force, avoiding localized wear aggravation. Combined with the tight fit of the interference fit, it can reduce the gap wobble of the piston 2 when moving within the negative pressure channel 20, improve the stability of the linear movement of the piston 2, and at the same time, the elastic characteristics of the rubber sealing seat can compensate for the small dimensional deviations of the negative pressure channel 20 or the piston 2, further optimizing the sealing effect, extending the service life of the piston 2 and the negative pressure channel 20, and ensuring the negative pressure stability and operational reliability of the overall structure.

[0025] As a preferred embodiment, the bottom of the hull 1 is provided with multiple sets of transverse reinforcing strips 102 and longitudinal reinforcing strips 103, and the surfaces of the multiple sets of transverse reinforcing strips 102 and longitudinal reinforcing strips 103 are all covered with protective plates 101.

[0026] The protective plate 101 is fixed to the bottom of the hull 1 in an isosceles trapezoidal shape. Multiple sets of transverse reinforcing strips 102, longitudinal reinforcing strips 103 and the protective plate 101 are combined together to form the hull 1 reinforcement structure.

[0027] like Figure 5 and Figure 6 As shown: The multiple sets of transverse reinforcing bars 102 and longitudinal reinforcing bars 103 set at the bottom of the hull 1 can form cross support from both transverse and longitudinal dimensions, which greatly improves the overall structural strength and deformation resistance of the bottom of the hull 1, and prevents the bottom of the hull 1 from denting or breaking when sailing or coming into contact with underwater obstacles; the protective plate 101 covering the surface can directly isolate the transverse reinforcing bars 102 and longitudinal reinforcing bars 103 from the scouring and collision of water, mud and obstacles, reduce component wear and corrosion, and extend the service life of the reinforced structure; The protective plate 101 is fixed to the bottom of the hull 1 in an isosceles trapezoidal shape. This shape is adapted to the stress characteristics of the bottom of the hull 1, which can optimize the stress distribution at the bottom and reduce the resistance of the water to the bottom of the hull 1 during navigation. In addition, the reinforcement structure formed by the combination of the transverse reinforcing strip 102, the longitudinal reinforcing strip 103 and the protective plate 101 can enhance the stability of the bottom of the hull 1 and improve the overall resistance of the hull 1 to wind and waves, further ensuring the safety of the cruise ship.

[0028] Example 2: This example is basically the same as Example 1 in structure, except that: in Example 1, the piston 2 is driven by a cylinder 24, while in this example, the piston 2 is driven by a hydraulic cylinder. Using a hydraulic cylinder as the driving source of the piston 2 has the advantages of greater output thrust and stronger power, and can drive the piston 2 more stably to complete the action under heavy load or high pressure conditions. In addition, the speed adjustment is more stable and the precision is higher during operation. The hydraulic system has stronger resistance to load impact and can effectively reduce the vibration of the piston 2 during movement. It is suitable for scenarios with higher requirements for the reliability of piston 2 drive, load capacity and movement stability. Example 3: Figure 7 and Figure 8As shown: This embodiment is basically the same as the structure of Embodiment 1, the difference being that: in Embodiment 1, the driving source of piston 2 is a cylinder 24, while in this embodiment, the driving source of piston 2 is a combination of a drive motor and a lead screw. Specifically, the output end of the drive motor is fixed to the lead screw, which is screwed into a screw channel opened inside the drive seat 23. The drive motor drives the lead screw to rotate, realizing the linear movement of the drive seat 23 and piston 2. Compared with cylinder 24, the combination of drive motor and lead screw as the driving source of piston 2 has the advantages of higher linear motion accuracy and more precise position control. It can achieve stable positioning of piston 2 at any stroke position through the speed adjustment of the drive motor and the screw transmission of the lead screw. The movement process is shock-free, with lower noise, and the driving force output is uniform. It can effectively avoid the crawling or surging phenomenon that is easy to occur with cylinder 24. At the same time, it does not rely on a pneumatic source, has a wider range of applicable scenarios, and lower maintenance costs. The bidirectional linear movement of drive seat 23 and piston 2 can be easily realized through the forward and reverse rotation of motor 24, making operation more convenient. It is suitable for working conditions with high requirements for piston 2 movement accuracy, positioning accuracy, and operational stability.

Claims

1. A piston-type marine ballast water self-balancing device, comprising a hull (1), characterized in that: The hull (1) has a ballast chamber A (11) on one side and a ballast chamber B (12) on the other side. A connecting pipe (13) is provided between the ballast chamber A (11) and the ballast chamber B (12). Multiple sets of negative pressure channels (20) are opened inside the ballast chamber A (11). A piston (2) is inserted inside the negative pressure channel (20). A connecting column (21) is fixed at the end of the piston (2). A transmission plate (22) is fixed at the end of the connecting column (21).

2. The piston-type marine ballast water self-balancing device according to claim 1, characterized in that: Both ballast A (11) and ballast B (12) are hollow structures, and ballast A (11) and ballast B (12) are connected by multiple sets of "U"-shaped connecting pipes (13). One end of the connecting pipe (13) is inserted into the interior of ballast A (11), and the other end is inserted into the interior of ballast B (12).

3. A piston-type marine ballast water self-balancing device according to claim 1, characterized in that: The ballast A (11) is equipped with a control box (3) and a horizontal tilt sensor (4), and the internal volume of ballast A (11) and ballast B (12) is the same. At the same time, the cross sections of ballast A (11) and ballast B (12) are both right trapezoidal.

4. A piston-type marine ballast water self-balancing device according to claim 1, characterized in that: Multiple sets of pistons (2) are equidistantly arranged on the transmission plate (22), and a drive seat (23) is provided on its top. A support seat (25) is provided on the ballast chamber B (12), and a cylinder (24) is fixed on the support seat (25).

5. A piston-type marine ballast water self-balancing device according to claim 4, characterized in that: The output end of the cylinder (24) is fixed to the drive seat (23). The drive seat (23) and the transmission plate (22) are in a "T" shape, and the drive seat (23) and the transmission plate (22) are driven to move linearly by the cylinder (24).

6. A piston-type marine ballast water self-balancing device according to claim 5, characterized in that: Multiple sets of guide columns (221) are equidistantly inserted on the transmission plate (22), and the guide columns (221) are fixed between ballast A (11) and ballast B (12).

7. A piston-type marine ballast water self-balancing device according to claim 1, characterized in that: The bottom of the hull (1) is provided with multiple sets of transverse reinforcing strips (102) and longitudinal reinforcing strips (103), and the surfaces of the multiple sets of transverse reinforcing strips (102) and longitudinal reinforcing strips (103) are all covered with protective plates (101).

8. A piston-type marine ballast water self-balancing device according to claim 7, characterized in that: The protective plate (101) is fixed to the bottom of the hull (1) in an isosceles trapezoidal shape. Multiple sets of the transverse reinforcing strips (102), longitudinal reinforcing strips (103) and protective plate (101) are combined together to form the hull (1) reinforcement structure.

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