Stabilizer and ship

Abstract

To provide a stabilizer capable of properly obtaining stabilizing effect even when sailing through a cold region.SOLUTION: A stabilizer comprises a pair of wing tanks installed apart in the width direction of a hull and to store the liquid so as to have a gas region in its upper part, a duct to communicate the lower parts of the pair of the wing tanks together, a circulation flow passage installed independently of the duct and connecting the pair of the wing tanks together, and a driving part to circulate the liquid between the pair of the wing tanks together via the duct and the circulation flow passage.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a roll damping device and a ship.

Background Art

[0002] Ships are often provided with a roll damping device (see, for example, Patent Document 1) for reducing the rolling of the hull during navigation and at anchor. As one of such roll damping devices, ART (Anti-Rolling Tank) is known.

[0003] ART includes a pair of wing tanks provided on the starboard and port sides at the maximum width position of the upper part of the hull, spaced apart from each other in the ship width direction, and a duct connecting between these wings. A liquid such as fresh water, seawater, or oil is stored in these pair of wing tanks and the duct, and the liquid moves in the ship width direction between the pair of wing tanks through the duct, thereby reducing the sway of the hull.

[0004] Specifically, when the hull receives a transverse wave, a rolling motion having a 90° phase difference with respect to the transverse wave occurs in the hull. Therefore, in ART, the liquid is moved between the pair of wings in a period having an opposite phase (180° phase difference) with respect to the transverse wave, thereby canceling out the shaking moment caused by the transverse wave. Note that since the rolling of the hull becomes maximum when it sways at the natural period of the hull, usually ART is designed such that the moving period of the liquid matches the natural period of the hull. Thereby, a roll damping moment for suppressing the synchronous rolling can be generated.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] By the way, in a ship sailing in cold regions, when the ship is at anchor and the flow of the liquid in the tank stagnates, the liquid may freeze. If the ship sets sail in this state, the function as an ART cannot be exerted, and an appropriate anti-rolling effect cannot be obtained, resulting in obstacles to navigation in some cases.

[0007] The present invention has been made in view of the above problems, and an object thereof is to provide an anti-rolling device and a ship that can appropriately obtain an anti-rolling effect even when sailing in cold regions.

Means for Solving the Problems

[0008] In order to solve the above problems, an anti-rolling device according to the present disclosure includes a pair of wing tanks that are spaced apart in the ship width direction of the hull and accommodate liquid so as to have a gas region in the upper part, a duct that communicates the lower parts of the pair of wing tanks with each other, a circulation flow path that is provided independently of the duct and connects the pair of wing tanks with each other, and a drive unit that circulates the liquid between the pair of wing tanks via the duct and the circulation flow path.

[0009] A ship according to the present disclosure includes the above anti-rolling device and the hull on which the anti-rolling device is provided.

Effects of the Invention

[0010] According to the anti-rolling device and the ship according to the present disclosure, an appropriate anti-rolling effect can be obtained even when sailing in cold regions.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Embodiments for Carrying Out the Invention

[0012] <First Embodiment> Hereinafter, the ship 1 according to the first embodiment of the present invention will be described with reference to FIG. 1. The ship 1 according to the present embodiment includes a hull 10 capable of navigating the ocean and an anti-rolling device 20 for reducing the rolling of the hull 10.

[0013] <Anti-rolling Device> The hull 10 includes a pair of left and right side hulls 11 and a bottom 12. The anti-rolling device 20 is provided on the upper part of the hull 10. The anti-rolling device 20 includes a first wing tank 30, a second wing tank 40, a duct 50, a damper device 60, a circulation flow path 70, a circulation pump 80 as a driving part, and a heating part 90. The first wing tank 30, the second wing tank 40, and the duct 50 constitute an anti-rolling tank.

[0014] The first wing tank 30 and the second wing tank 40 are members generally in the shape of a rectangular box that extend in the longitudinal direction along the height direction of the ship. The interior of this wing tank is a hollow space. This space is capable of accommodating a liquid L. As the liquid L, various liquids L such as seawater, fresh water, and oil can be adopted.

[0015] The first wing tank 30 and the second wing tank 40 are provided as a pair at the maximum beam position in the fore-and-aft direction at the upper part of the hull 10, spaced apart in the beam direction. That is, the first wing tank 30 is provided on the port side at the upper part of the hull 10. The second wing tank 40 is provided on the starboard side. These pair of wing tanks have the same shape and are provided in the same posture with respect to each other.

[0016] <The first wing tank> The first wing tank 30 has a first bottom plate 31, a first outer plate 32, a first top plate 33, and a first inner plate 34. The first bottom plate 31 constitutes the bottom of the first wing tank 30. The first bottom plate 31 is in the shape of a flat plate extending in the horizontal direction and the fore-and-aft direction. The first outer plate 32 constitutes the outer side in the beam direction of the first wing tank 30, that is, the side part on the port side. The first outer plate 32 is in the shape of a flat plate extending in the height direction of the ship and the fore-and-aft direction. Note that a part of the port side 11 on the left side may be adopted as the first outer plate 32.

[0017] The first top plate 33 constitutes the upper part of the first wing tank 30. The first top plate 33 is in the shape of a flat plate extending in the horizontal direction and the fore-and-aft direction, and is arranged parallel to the first bottom plate 31. The first inner plate 34 constitutes the inner side in the beam direction of the first wing tank 30. The first inner plate 34 is in the shape of a flat plate extending in the height direction of the ship and the fore-and-aft direction. The fore-and-aft side and the aft side of the first wing tank 30 are closed by flat plates (not shown). Thereby, an accommodation space for accommodating a liquid is partitioned and formed inside the first wing tank 30.

[0018] <Second wing tank> The second wing tank 40 has a second bottom plate 41, a second outer plate 42, a second top plate 43, and a second inner plate 44. The second bottom plate 41 constitutes the bottom of the second wing tank 40. The second bottom plate 41 is in the shape of a flat plate extending in the horizontal direction and the fore-and-aft direction. The second outer plate 42 constitutes the outer side in the beam direction of the second wing tank 40, that is, the side part on the starboard side. The second outer plate 42 is in the shape of a flat plate extending in the ship height direction and the fore-and-aft direction. Note that a part of the starboard side 11 on the right side may be adopted as the second outer plate 42.

[0019] The second top plate 43 constitutes the upper part of the second wing tank 40. The second top plate 43 is in the shape of a flat plate extending in the horizontal direction and the fore-and-aft direction, and is arranged parallel to the second bottom plate 41. The second inner plate 44 constitutes the inner side in the beam direction of the second wing tank 40. The second inner plate 44 is in the shape of a flat plate extending in the ship height direction and the fore-and-aft direction. The fore-and-aft side and the aft side of the second wing tank 40 are closed by flat plates (not shown). Thereby, an accommodation space for accommodating liquid is partitioned and formed inside the second wing tank 40. Air vent parts 95 are provided on the upper parts of the first wing tank 30 and the second wing tank 40, respectively. The air vent parts are provided with valves that can be opened and closed.

[0020] <Duct> The duct 50 is in the shape of a cylinder extending with the beam direction as the longitudinal direction, and is connected to the first wing tank 30 and the second wing tank 40. The inside of the duct 50 is hollow, and the hollow part is a flow path extending in the beam direction. The flow path is in a communicating state with the space inside the first wing tank 30 and the space of the second wing tank 40. Thereby, the accommodation spaces of the first wing tank 30 and the second wing tank 40 are in a communicating state via the flow path of the duct 50.

[0021] The duct 50 is connected to the lower part of the first wing tank 30 and the lower part of the second wing tank 40. In this embodiment, the duct bottom plate 51 at the lower end of the duct 50 extends in the ship width direction and is flush-connected to the first bottom plate 31 of the first wing tank 30 and the second bottom plate 41 of the second wing tank 40. The duct top plate 52 at the upper end of the duct 50 extends in the ship width direction and is connected to the first inner side plate 34 and the second inner side plate 44 below the first top plate 33 of the first wing tank 30 and the second top plate 43 of the second wing tank 40. Note that the anti-rolling tank may be provided inside the hull 10 instead of on the hull 10.

[0022] <Damping device> The damping device 60 is provided in the duct 50. The damping device 60 adjusts the flow rate of the liquid L flowing through the duct 50. The damping device 60 has a damping device main body 61 and a damping drive unit 62. The damping device main body 61 is provided in the flow path in the duct 50. The damping device main body 61 is, for example, flat plate-shaped. The damping device main body 61 is rotatable, for example, around an axis extending in the ship height direction, between a flow-allowing position extending along the flow path in the duct 50 and a flow-resisting position intersecting the flow path in the duct 50.

[0023] The damping drive unit 62 changes the posture of the damping device main body 61 between the flow-allowing position and the flow-resisting position. The damping drive unit 62 changes the posture, for example, by driving the damping device main body 61 around the above axis. Note that the damping device 60 does not necessarily have to be provided.

[0024] <Circulation flow path> The circulation flow path 70 is provided independently of the duct 50 and connects the first wing tank 30 and the second wing tank 40. The circulation flow path 70 has a circulation pipe 71, a first circulation valve 72, and a second circulation valve 73.

[0025] The circulation pipe 71 is a pipe that forms a flow path inside. The inlet 71a, which is one end of the circulation pipe 71, is connected to the second wing tank 40 as one of the wing tanks. In the present embodiment, the inlet 71a of the circulation pipe 71 is connected to a position above and close to the duct 50 on the second inner plate 44 of the second wing tank 40. The circulation pipe 71 bends upward and extends from the inlet 71a toward the other end, and the outlet 71b, which is the other end opposite to the inlet 71a, is connected to the first inner plate 34 of the first wing tank 30 as the other wing tank. The outlet 71b of the circulation pipe 71 is connected to the first wing tank 30 above the inlet 71a in the ship height direction.

[0026] Here, only the liquid L necessary for rolling reduction during navigation is stored in the first wing tank 30, the second wing tank 40, and the duct 50. Thereby, when the ship 1 is not tilted left and right, the duct 50 is filled with the liquid L, and the liquid L at the same liquid level is stored in the first wing tank 30 and the second wing tank 40. And in the upper parts of the first wing tank 30 and the second wing tank 40, a gas region containing air or the like is formed.

[0027] The position of the outlet 71b of the circulation pipe 71 in the ship height direction is set above the liquid level of the liquid L in the space of the first wing tank 30. Thereby, the outlet 71b of the circulation pipe 71 communicates with the gas region of the first wing tank 30. On the other hand, the inlet 71a of the circulation pipe 71 is set below the liquid level of the liquid L in the second wing tank 40. Thereby, the inlet 71a of the circulation pipe 71 communicates with the liquid L region of the second wing tank 40. In this way, the inlet 71a, which is one end of the circulation pipe 71, is connected to the lower part of the second wing tank 40, and the outlet 71b, which is the other end of the circulation pipe 71, is connected to the upper part of the first wing tank 30.

[0028] The first circulation valve 72 and the second circulation valve 73 are respectively provided in the middle of the circulation pipe 71. The first circulation valve 72 is provided on the side of the inlet 71a of the circulation pipe 71, and the second circulation valve 73 is provided on the side of the outlet 71b of the circulation pipe 71. The first circulation valve 72 and the second circulation valve 73 are respectively valves that can be opened and closed. When the first circulation valve 72 and the second circulation valve 73 are in the open state, the flow of the liquid L in the circulation passage 70 is allowed. When the first circulation valve 72 or the second circulation valve 73 is in the closed state, the flow of the fluid in the circulation passage 70 is prohibited.

[0029] <Circulation pump> The circulation pump 80 is a pump provided in the circulation passage 70. The circulation pump 80 is provided at a position between the first circulation valve 72 and the second circulation valve 73 in the circulation pipe 71 of the circulation passage 70. The circulation pump 80 is driven, for example, by the operation of an operator. Thereby, the circulation pump 80 pumps the liquid L from the inlet 71a of the circulation pipe 71 toward the outlet 71b. The circulation pump 80 is provided above the duct 50.

[0030] <Heating section> The heating section 90 is provided in the circulation passage 70. The heating section 90 is provided between the first circulation valve 72 and the second circulation valve 73 in the circulation pipe 71. The heating section 90 is provided at a position closer to the inlet 71a of the circulation pipe 71 than the first circulation valve 72, that is, closer to the first circulation valve 72 than the circulation pump 80. Note that the arrangement relationship between the heating section 90 and the circulation pump 80 may be reversed.

[0031] The heating section 90 heats the liquid L flowing through the circulation passage 70. For example, a medium (such as seawater or fresh water) that has exchanged heat with a high-temperature facility such as a main engine in the hull 10 is guided to the heating section 90. Then, the liquid L is heated by exchanging heat between the medium and the liquid L flowing through the circulation passage 70. Note that, as the heating section 90, for example, an electric heater that operates with electricity may be employed.

[0032] <Function and effect> Next, the function and effect of the present embodiment will be described. When the ship 1 is exposed to rolling during navigation, when the valve of the air vent portion 95 is opened, the liquid L stored in the first wing tank 30 and the second wing tank 40 reciprocates through the flow path in the duct 50. Here, the dimensions of the first wing tank 30, the second wing tank 40, and the duct 50 and the volume of the liquid L are designed according to the natural period of the hull 10 and the required anti-rolling moment. Therefore, when receiving transverse waves close to the natural period of the hull 10, the liquid L of the anti-rolling device 20 naturally reciprocates between the first wing tank 30 and the second wing tank 40 at a period opposite to the phase of the transverse waves, so that the rocking moment of the transverse waves can be canceled. During the navigation of the ship 1, the first circulation valve 72 and the second circulation valve 73 of the circulation flow path 70 are respectively in a closed state.

[0033] Here, when the ship 1 is moored in a cold region, if the temperature drops below the freezing point of the liquid L stored in the anti-rolling device 20, the liquid L may freeze. If it sails in this state, it is assumed that the liquid L cannot be properly reciprocated between the first wing tank 30 and the second wing tank 40, and the expected anti-rolling effect cannot be obtained.

[0034] On the contrary, the anti-rolling device 20 of this embodiment has an anti-freezing function for preventing the freezing of the liquid L. That is, when the freezing of the liquid L in the anti-rolling device 20 starts during mooring, or when the freezing of the liquid L is predicted, the first circulation valve 72 and the second circulation valve 73 are changed from the closed state to the open state, and the circulation pump 80 is driven. As a result, the liquid L flows into the circulation pipe 71 from the inlet 71a of the circulation pipe 71 connected below the liquid level of the second wing tank 40. Then, the liquid L flowing in from the inlet 71a of the circulation pipe 71 flows through the circulation pipe 71 from the inlet 71a toward the outlet 71b, and is supplied from the outlet 71b above the liquid level of the first wing tank 30.

[0035] As a result, the liquid level of the second wing tank 40 tends to decrease, and the liquid level of the first wing tank 30 tends to increase. However, since the first wing tank 30 and the second wing tank 40 communicate with each other via the duct 50, the liquid levels of the first wing tank 30 and the second wing tank 40 are maintained. That is, the liquid L flows in the duct 50 from the first wing tank 30 toward the second wing tank 40.

[0036] As a result, the liquid L circulates in the order of the first wing tank 30, the duct 50, the second wing tank 40, the circulation channel 70, and the first wing tank 30, that is, a continuous circulation flow of the liquid L is formed. Therefore, heat transfer occurs in the entire liquid L in the anti-rolling device 20.

[0037] Here, the freezing of the liquid L in the anti-rolling device 20 starts from the portion in contact with the inner surface of the anti-rolling tank, and ice floats on the liquid surface.

[0038] In the present embodiment, a circulation flow of the liquid L can be formed throughout the anti-rolling device 20, and heat transfer of the entire liquid L can be promoted. That is, by averaging the amount of heat of the entire liquid L, it is possible to suppress and prevent the freezing of the liquid L.

[0039] Further, in the present embodiment, the circulation pump 80 is provided in the circulation channel 70 outside the first wing tank 30, the second wing tank 40, and the duct 50. Therefore, the flow of the liquid L reciprocating between the first wing tank 30 and the second wing tank 40 via the duct 50 during navigation is not hindered. Therefore, the anti-rolling effect during navigation can be appropriately obtained.

[0040] In addition, since the reciprocating fluid force of the liquid L does not act on the circulation pump 80, it is possible to prevent the circulation pump 80 from being inadvertently loaded. Further, since the circulation pump 80 is provided in a region with good accessibility above the space outside the space such as the first wing tank 30, the second wing tank 40, and the duct 50, rather than in a blocked region with poor accessibility, the maintainability of the circulation pump 80 itself can be improved.

[0041] Furthermore, in the present embodiment, the inlet 71a of the circulation pipe 71 in the circulation flow path 70 is connected above the liquid level of the first wing tank 30. Thereby, the liquid L supplied from the circulation pipe 71 into the first wing tank 30 flows down through the gas space in the first wing tank 30 and is knocked down onto the water surface of the liquid L. Thereby, the water surface of the liquid L in the first wing tank 30 can be greatly disturbed. That is, by imparting kinetic energy to the liquid L, heat transfer can be promoted, and as a result, freezing from the liquid surface can also be suppressed.

[0042] Here, when docking in a region with a more severe temperature environment such as the northern sea route, or when a cold wave strikes, etc., it may not be possible to reliably suppress freezing only by the above-described circulation flow of the liquid L. In such a case, the heating unit 90 is operated along with the driving of the circulation pump 80. Thereby, heat can be externally applied to the liquid L flowing through the circulation pipe 71. And when the liquid L having such a heat quantity is supplied to the first wing, the temperature of the circulation flow itself can be increased, and it becomes possible to further suppress the freezing of the liquid L. Further, by operating the heating unit 90, even when a part of the liquid L has already frozen, the liquid L can be smoothly melted.

[0043] Furthermore, similar to the circulation pump 80, since the heating unit 90 is provided in the space outside the first wing tank 30, the second wing tank 40, and the duct 50, the reciprocating motion of the liquid L is not hindered by the heating unit 90, and the maintenance of the heating unit 90 itself is also facilitated.

[0044] <Second Embodiment> Next, a second embodiment of the present disclosure will be described with reference to FIG. 2. In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted. The anti-rolling device 20 of the second embodiment has an internal pump 81 as a drive unit in addition to the configuration of the first embodiment.

[0045] The internal pump 81 is capable of pumping the liquid L in an arbitrary direction in the axial direction by rotating forward and backward around the axis. The internal pump 81 is disposed in the duct 50 in a posture where the rotation axis coincides with the ship width direction. Thereby, the internal pump 81 pumps the liquid L from the first wing tank 30 toward the second wing tank by rotating the rotation axis forward. Further, the internal pump 81 can pump the liquid L from the second wing tank 40 toward the first wing tank by rotating the rotation axis backward.

[0046] According to such an anti-rolling device 20 of the second embodiment, when a transverse wave having a period shorter than the natural period of the hull 10 or a transverse wave having a period longer than the natural period of the hull 10 occurs during navigation, the internal pump 81 is driven to forcibly reciprocate the liquid L in the anti-rolling device 20 between the pair of wing tanks. Thereby, the sway of the hull 10 due to the transverse wave is attenuated. Furthermore, when the hull 10 sways at a short period, the flow velocity in the duct 50 is increased, while when the hull 10 sways at a long period, the flow velocity in the duct 50 is decreased, so that the degree of freedom in the design of the anti-rolling device 20 can be improved without being restricted by the shapes of the wing tanks and the duct 50 of the anti-rolling device 20.

[0047] Furthermore, when the ship 1 is moored when the temperature drops, the internal pump 81 is rotated forward together with the driving of the circulation pump 80. Thereby, the formation of the circulation flow can be further promoted. Therefore, it is possible to further suppress the freezing of the liquid L.

[0048] <Third Embodiment> Next, a third embodiment of the present disclosure will be described with reference to FIG. 3. In the third embodiment, the same components as those in other embodiments are denoted by the same reference numerals, and detailed descriptions thereof are omitted. The anti-rolling device 20 of the third embodiment is different from the first and second embodiments in that it does not have a circulation pump 80 and has only an internal pump 81.

[0049] When preventing the freezing of the liquid L, the internal pump 81 is rotated forward. Then, the liquid L flows from the first wing tank 30 toward the second wing tank 40. As a result, the liquid level of the first wing tank 30 decreases, and the liquid level of the second wing tank 40 increases. When the liquid level of the second wing tank 40 becomes higher than the ship height position of the outlet 71b of the circulation pipe 71, the liquid L in the second wing tank 40 flows into the first wing tank 30 through the circulation pipe 71. Also by this, a circulation flow of the liquid L can be formed, and it becomes possible to suppress the freezing of the liquid L.

[0050] <Fourth Embodiment> Next, a fourth embodiment of the present disclosure will be described with reference to FIG. 4. In the fourth embodiment, the same components as those in other embodiments are denoted by the same reference numerals, and detailed descriptions thereof are omitted. The anti-rolling device 20 of the fourth embodiment is different from the first embodiment in that it has an air pipe 100 and an adjustment valve 101 instead of the air bleeding part 95 of the other embodiments. In the fourth embodiment, it may have an internal pump 81 as in the second embodiment. Also, as in the third embodiment, it may not have a circulation pump 80 and may have only an internal pump 81. Note that, in other embodiments, a configuration having an air pipe 100 and an adjustment valve 101 instead of the air bleeding part 95 may be employed.

[0051] The air pipe 100 is a tubular member that connects the upper parts of the first wing tank 30 and the second wing tank 40. The air pipe 100 is provided independently of the circulation flow path 70. The inside of the air pipe 100 is hollow, and the hollow part is a gas passage through which gas can flow. The respective gas regions in the first wing tank 30 and the second wing tank 40 are in communication with each other by the air pipe 100. Accordingly, the air in the gas regions of the first wing tank 30 and the second wing tank 40 can reciprocate between the first wing tank 30 and the second wing tank 40 via the air pipe 100.

[0052] Such an air pipe 100 is provided above the circulation pipe 71 of the circulation flow path 70. That is, both ends of the air pipe 100 are disposed above the inlet 71a and the outlet 71b of the circulation pipe 71, respectively. The adjustment valve 101 is provided on the air pipe 100. The adjustment valve 101 is configured to be able to open and close the gas passage in the air pipe 100 when operated.

[0053] When the ship 1 is exposed to rolling, the adjustment valve 101 is set to the open state. As a result, the air in the first wing tank 30 and the second wing tank 40 can pass through the air pipe 100 and reciprocate. Therefore, the liquid L stored in the first wing tank 30 and the second wing tank 40 can smoothly reciprocate via the duct 50. Thereby, a roll damping effect can be obtained. Further, since the air pipe 100 is located above the circulation pipe 71 of the circulation flow path 70, the liquid L does not inadvertently flow into the air pipe 100 when preventing freezing.

[0054] <Fifth Embodiment> Next, a fourth embodiment of the present disclosure will be described with reference to FIG. 5. In the fifth embodiment, the same reference numerals are given to the same components as in the other embodiments, and the detailed description thereof will be omitted. In the fifth embodiment, the arrangements of the circulation passage 70, the circulation pump 80, and the heating unit 90 are different from those in the first embodiment. In addition to the circulation pump 80, an internal pump 81 may be provided in the fifth embodiment. Alternatively, the internal pump 81 may be provided instead of the circulation pump 80.

[0055] That is, the inlet 71a of the circulation pipe 71 communicates with the inside of the second wing tank 40 through the second bottom plate 41 from below the second wing tank 40. The outlet 71b of the circulation pipe 71 communicates with the inside of the first wing tank 30 through the first bottom plate 31 from below the first wing tank 30. The circulation pipe 71 is provided inside the hull 10 below the first wing tank 30, the second wing tank 40, and the duct 50 from the inlet 71a to the outlet 71b. Note that the inlet 71a and the outlet 71b are preferably separated from each other as much as possible in the ship width direction.

[0056] The first circulation valve 72, the second circulation valve 73, the circulation pump 80, and the heating unit 90, which are auxiliary devices of the circulation pipe 71, are provided below the first wing tank 30, the second wing tank 40, and the duct 50, respectively, according to the arrangement of the circulation pipe 71.

[0057] Also in this case, as in the other embodiments, by forming a circulation flow of the liquid L, freezing of the liquid L can be suppressed. In addition, since the first circulation valve 72, the second circulation valve 73, the circulation pump 80, and the heating unit 90 are arranged inside the hull 10, the maintainability from inside these hulls 10 can be improved. Further, compared with the case where they are provided outside the ship, there is no need to provide a building or other casings for protecting these first circulation valve 72, second circulation valve 73, circulation pump 80, and heating unit 90 from wind and rain, so that the cost can be reduced.

[0058] <Sixth Embodiment> Next, a sixth embodiment of the present disclosure will be described with reference to FIG. 6. In the sixth embodiment, the same reference numerals are given to the same components as in the other embodiments, and the detailed description thereof is omitted. In the sixth embodiment, the configuration of the circulation pipe 71 of the circulation passage 70 is different from that of the fifth embodiment.

[0059] The other end side portion of the circulation pipe 71 of the sixth embodiment penetrates the first bottom plate 31 of the first wing tank 30 vertically and extends vertically within the first wing tank 30. And the upper end of the other end side of the circulation pipe 71 is bent in a U shape, and the outlet 71b serving as the other end opens downward within the first wing tank 30. One end of the circulation pipe is connected to the first inner side surface of the first wing tank 30 in the same manner as in the first embodiment and the like.

[0060] Thereby, while improving the maintainability and cost performance of the first circulation valve 72, the second circulation valve 73, the circulation pump 80, and the heating unit 90 as in the fifth embodiment, it is possible to further suppress the freezing of the liquid L by knocking down the liquid L from above the first wing tank 30 to the liquid surface.

[0061] <Seventh Embodiment> Next, the seventh embodiment of the present disclosure will be described with reference to FIGS. 7 and 8. In the seventh embodiment, the same reference numerals are given to the same components as in the other embodiments, and detailed descriptions thereof are omitted. In the seventh embodiment, it has a storage tank 110, and the configuration of the circulation pipe 71 of the circulation passage 70 is different from that of the other embodiments.

[0062] The storage tank 110 is provided in the lower part within the hull 10. The storage tank 110 is capable of storing the liquid L. At least the lower part of the storage tank 110 is located below the full load waterline LWL of the ship 1. The entire area of the storage tank 110 may be located below the full load waterline LWL. The storage tank 110 of the present embodiment is partitioned by a pair of side hulls 11 and the ship bottom 12. As the storage tank 110, a tank such as an existing ballast tank on the ship 1 may be used.

[0063] The circulation passage 70 of the present embodiment has a discharge pipe 75, a return pipe 76, and a circulation valve 77. The discharge pipe 75 has a discharge port 75a at one end connected to the second wing tank 40. The discharge port 75a communicates with the inside of the second wing tank 40 through the second bottom plate 41 of the second wing tank 40. The discharge pipe 75 extends downward from the discharge port 75a. The other end of the discharge pipe 75 is a supply port 75b connected to the storage tank 110. The supply port 75b of the discharge pipe 75 is arranged so as to face downward at the upper part inside the storage tank 110.

[0064] The return pipe 76 has a suction port 76a at one end provided so as to face the bottom surface of the storage tank 110 inside the storage tank 110. The return pipe 76 extends upward from the suction port 76a, penetrates the first bottom plate 31 of the first wing tank 30, extends upward inside the first wing tank 30, and the upper end of the return pipe 76 is bent in a U shape, and a return port 76b, which is the other end of the return pipe, opens so as to face downward at the upper part inside the first tank. Thus, the return pipe connects the storage tank 110 and the upper part of the first wing tank 30.

[0065] The circulation valve 77 is provided in the discharge pipe 75. The circulation valve 77 can be opened and closed by the operation of an operator. When the circulation valve 77 is in the open state, the liquid L can flow through the discharge pipe 75. When the circulation valve 77 is in the closed state, the liquid L cannot flow through the discharge pipe 75.

[0066] The circulation pump 80 of the present embodiment is provided in the return pipe 76. The heating unit 90 is provided on the return port 76b side of the return pipe 76 rather than the circulation pump 80. These circulation pump 80 and heating unit 90 are provided below the first wing tank 30, the second wing tank 40 and the duct 50 and above the storage tank 110.

[0067] In this embodiment, when the ship 1 is at berth, the liquid L in the first wing tank 30, the second wing tank 40, and the duct 50 is moved to the storage tank 110. That is, as shown in FIG. 7, the circulation valve 77 provided in the discharge pipe 75 is changed from the closed state to the open state. Thereby, the liquid L in the first wing tank 30, the second wing tank 40, and the duct 50 flows through the discharge pipe 75 by gravity and moves into the storage tank 110. When all the liquid L has moved into the storage tank 110, the circulation valve is changed from the open state to the closed state.

[0068] Here, since at least the lower part of the storage tank 110 is located below the full load water line LWL, seawater is adjacent to the periphery of the storage tank 110 via the ship's side 11 and the ship's bottom 12. Since the seawater is not below the freezing point, the liquid L in the storage tank 110 adjacent to the seawater does not freeze. That is, by moving the liquid L to the storage tank 110, it is possible to avoid the liquid L from freezing.

[0069] Then, when preparing for navigation, the circulation pump 80 is driven. Thereby, as shown in FIG. 8, the liquid L in the storage tank 110 is sucked from the suction port 76a of the return pipe 76 and flows upward, and is returned into the first wing tank 30 through the return port 76b. As a result, all the liquid L in the storage tank 110 returns to the first wing tank 30, the second wing tank 40, and the tank, and a state where the anti-rolling effect can be exhibited is achieved. In the seventh embodiment, instead of moving all the liquid to the storage tank 110, an operation may be performed in which the liquid L is sequentially circulated through the circulation path 70 composed of the discharge pipe 75, the storage tank 110, and the return pipe 76. This can also avoid the freezing of the liquid L.

[0070] <Eighth Embodiment> Next, the eighth embodiment of the present disclosure will be described with reference to FIG. 9. In the eighth embodiment, the same reference numerals are given to the same components as in the other embodiments, and the detailed description thereof is omitted. In the eighth embodiment, the configuration of the discharge pipe 75 is different from that in the seventh embodiment.

[0071] That is, the discharge pipe 75 extends so as to vertically penetrate the second bottom plate 41 of the second wing tank 40. And the discharge port 75a at the upper end of the discharge pipe 75 opens upward in the second wing tank 40. The height of the discharge port 75a is lower than the height of the return port 76b of the return pipe 76. The supply port 75b of the discharge pipe 75 is arranged to face downward at the upper part in the storage tank 110, similar to the seventh embodiment.

[0072] Thus, when circulating the liquid L through the circulation passage 70, after the liquid L is pumped up by the circulation pump 80 through the return pipe 76, when the liquid level in the second wing tank 40 reaches the height of the discharge port 75a of the discharge pipe 75, the liquid can be dropped into the storage tank 110 through the discharge pipe 75. Therefore, the liquid L can be appropriately circulated without specially adjusting the pumping amount of the liquid L by the circulation pump 80, and the freezing of the liquid L can be avoided.

[0073] <Other Embodiments> As described above, the embodiments of the present disclosure have been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and design changes and the like within the scope not departing from the gist of the present disclosure are also included.

[0074] For example, in the vibration damping device 20 of the embodiment, the heating unit 90 is provided in all cases. However, it is not limited to this. If the freezing of the liquid L can be prevented only by the circulation of the liquid L, the heating unit 90 is not necessarily provided.

[0075] In the embodiment, the circulation passage 70 and the equipment associated therewith have only one configuration. However, a plurality of circulation passages 70 may be provided, and equipment may be provided for each of these circulation passages 70. For example, while providing the circulation passage 70 and its associated equipment above the first wing tank 30, the second wing tank 40, and the tank, the circulation passage 70 and its associated equipment may be provided below the first wing tank 30, the second wing tank 40, and the tank.

[0076] <Supplementary Note> The anti-rolling device 20 and the ship 1 according to this embodiment are understood as follows. (1) The anti-rolling device 20 includes a pair of wing tanks that are spaced apart in the ship width direction of the hull 10 and accommodate a liquid L so as to have a gas region in the upper part, a duct 50 that communicates the lower parts of the pair of wing tanks with each other, a circulation flow path 70 that is provided independently of the duct 50 and connects the pair of wing tanks to each other, and a drive unit that circulates the liquid L between the pair of wing tanks via the duct 50 and the circulation flow path 70.

[0077] By circulating the liquid L with the anti-rolling device 20, freezing of the liquid L can be suppressed.

[0078] (2) The anti-rolling device 20 is the anti-rolling device 20 of (1) or (2) in which the drive unit includes a circulation pump 80 provided in the circulation flow path 70.

[0079] Since the circulation pump 80 is provided outside the wing tank and the duct 50, it is possible to avoid hindering the flow of the liquid L in the wing tank during navigation. Also, maintenance of the circulation pump 80 becomes easier.

[0080] (3) The anti-rolling device 20 is the anti-rolling device 20 of (1) or (2) in which the drive unit includes an internal pump 81 provided in the duct 50 and circulating the liquid L between the pair of wing tanks.

[0081] During navigation, by driving the internal pump 81, the liquid L can be reciprocated between the pair of wing tanks. Thereby, the anti-rolling effect of the hull 10 can be obtained more effectively. Also, when moored in a cold region, by driving the internal pump 81, the liquid L is circulated between the pair of wing tanks via the duct 50 and the circulation flow path 70. Thereby, freezing of the liquid L can be suppressed.

[0082] (4) The anti-rolling device 20 is such that one end of the circulation flow path 70 is connected to the lower part of one of the wing tanks, the other end of the circulation flow path 70 is connected to the upper part of the other wing tank, and the drive unit is any one of the anti-rolling devices 20 in (1) to (3) that circulates the liquid L from the one end of the circulation flow path 70 toward the other end.

[0083] Thereby, the liquid L can be supplied from above the liquid level of the liquid L in the other wing tank. This can promote the disturbance of the liquid L at the water surface and promote the advection of sensible heat in the liquid L. Therefore, the freezing of the liquid L can be more effectively suppressed.

[0084] (5) The anti-rolling device 20 is any one of the anti-rolling devices 20 in (1) to (4) that is provided in the circulation flow path 70 and further includes a heating unit 90 that heats the liquid L flowing through the circulation flow path 70.

[0085] In addition to the circulation of the liquid L, by directly heating the liquid L, the freezing of the liquid L can be further suppressed. Also, since the heating unit 90 is provided outside the wing tank and the duct 50, it is possible to avoid the flow of the liquid L in the wing tank from being obstructed during navigation. Also, the maintenance of the heating unit 90 becomes easy.

[0086] (6) The anti-rolling device 20 is any one of the anti-rolling devices 20 in (1) to (5) that further includes an air pipe 100 that communicates the upper parts of the pair of wing tanks with each other and an adjustment valve 101 that opens and closes the air pipe 100.

[0087] During navigation, by setting the adjustment valve 101 of the air pipe 100 to the open state, the reciprocation of the liquid L via the duct 50 between the pair of wing tanks can be promoted.

[0088] The anti-rolling device 20 of (7) is provided in the middle of the circulation flow path 70 and further includes a storage tank 110 capable of temporarily storing the liquid L. The storage tank 110 is located below the full-load waterline LWL of the hull 10 and is the anti-rolling device 20 according to any one of (1) to (6).

[0089] When moored, the liquid L in the wing tank and the duct 50 is transferred to the storage tank 110 through the circulation flow path 70. The storage tank 110 is provided at a height below the full-load waterline LWL, that is, it is located below the water surface, so it is set at a temperature above the freezing point of water. Therefore, it is possible to avoid the liquid L transferred to the storage tank 110 from freezing. Also, when sailing, the liquid L is returned from the storage tank 110 to the space in the pair of wing tanks and the duct 50 through the circulation flow path 70. Thereby, the freezing of the liquid L is suppressed, and an appropriate anti-rolling effect can be obtained during navigation.

[0090] The anti-rolling device 20 of (8) includes the anti-rolling device 20 according to any one of (1) to (7) and the hull 10 on which the anti-rolling device 20 is provided.

[0091] Thereby, an appropriate anti-rolling effect can be obtained during navigation without freezing the liquid L.

Explanation of Reference Numerals

[0092] 1 Ship 10 Hull 11 Side 12 Bottom 20 Anti-rolling device 30 First wing tank 31 First bottom plate 32 First outer plate 33 First top plate 34 First inner plate 40 Second wing tank 41 Second bottom plate 42 Second outer plate 43 Second top plate 44 Second inner plate 50 Duct 51 Duct bottom plate 52 Duct top plate 60 Damper device 61 Damper device body 62 Damper drive unit 70 Circulation flow path 71 Circulation pipe 71a Inlet 71b Outlet 72 First circulation valve 73 Second circulation valve 75 Discharge pipe 75a Discharge port 75b Supply port 76 Return pipe 76a Suction port 76b Return port 77 Circulation valve 80 Circulation pump 81 Internal pump 90 Heating section 95 Air vent section 100 Air pipe 101 Adjustment valve 110 Storage tank L Liquid LWL Full load water line

Claims

1. A pair of wing tanks that are provided at intervals in the ship width direction of the hull and accommodate liquid so as to have a gas region at the upper part; A duct that communicates the lower parts of the pair of wing tanks with each other; A circulation flow path that is provided independently of the duct and connects the pair of wing tanks to each other; A drive unit that circulates the liquid between the pair of wing tanks via the duct and the circulation flow path; A roll damping device comprising the above.

2. The roll damping device according to claim 1, wherein the drive unit includes a circulation pump provided in the circulation flow path.

3. The roll damping device according to claim 1 or 2, wherein the drive unit includes an internal pump provided in the duct and circulating the liquid between the pair of wing tanks.

4. One end of the circulation flow path is connected to the lower part of one of the wing tanks, The other end of the circulation flow path is connected to the upper part of the other wing tank, The roll damping device according to any one of claims 1 or 2, wherein the drive unit circulates the liquid from the one end of the circulation flow path toward the other end.

5. The roll damping device according to claim 1 or 2, further comprising a heating unit provided in the circulation flow path and heating the liquid flowing through the circulation flow path.

6. An air pipe that communicates the upper parts of the pair of wing tanks with each other; An adjustment valve that opens and closes the air pipe; The roll damping device according to claim 1 or 2, further comprising the above.

7. Further comprising a storage tank provided in the middle of the circulation flow path and capable of temporarily storing the liquid, The anti-rolling device according to claim 1 or 2, wherein the storage tank is located below the full-load waterline of the hull.

8. The anti-rolling device according to claim 1 or 2, the hull provided with the anti-rolling device, and a ship comprising the same.

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