Ship roll damping device

Abstract

To provide a ship's roll damping device that can suppress the tilt of a ship as much as possible. [Solution] The upper part of the hull 1 is provided with a pair of left and right wing tanks 11 and 12 spaced apart in the width direction of the ship, a duct 13 connecting the lower parts of the pair of wing tanks 11 and 12, and a damper 16 that controls the movement of fluid between the pair of wing tanks 11 and 12 through the duct 13. Each of the pair of wing tanks 11 and 12 is equipped with an emergency drainage device 20 consisting of an emergency drainage pipe 21 and an on-off valve 22 interposed in the drainage pipe 21. Since the fluid in the tank can be discharged from either of the left and right wing tanks 11 and 12 through the drainage pipe 21 by opening the on-off valve 22 of the emergency drainage device 20, the weight addition in the direction that increases the tilt of the hull 1 can be eliminated. Therefore, the tilt of the ship S can be suppressed.

Description

Technical Field

[0001] The present invention relates to a ship anti-rolling device. More specifically, the present invention relates to an anti-rolling device that can suppress the inclination of a ship.

Background Art

[0002] Patent Document 1 describes an anti-rolling device for reducing the rolling of a ship. This anti-rolling device includes a pair of left and right wing tanks provided at intervals in the ship width direction at the upper part of the hull, a duct connecting the lower parts of the pair of wing tanks, an air pipe connecting the upper parts of the pair of wing tanks, and a damper attached to the duct for controlling the movement of a fluid such as fresh water between the pair of wing tanks.

[0003] When a ship receives a transverse wave during navigation or at anchor, a rolling motion having a 90° phase difference with respect to the transverse wave occurs. Therefore, the movement of the fluid is controlled between the pair of left and right wing tanks in the anti-rolling device so as to have a reverse phase (180° phase difference) with respect to the transverse wave. Thereby, the rolling caused by the transverse wave can be canceled out.

[0004] However, when a ship is on the verge of capsizing due to various marine accidents, the hull may tilt significantly sideways. In this case, if the fluid remains in the downwardly inclined wing tank, its weight acts in the direction of increasing the inclination of the hull, making the hull more likely to capsize.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] In view of the above circumstances, the present invention aims to provide a ship's roll damping device that can suppress the tilt of a ship as much as possible. [Means for solving the problem]

[0007] The first invention provides a ship rolling damping device comprising a pair of left and right wing tanks spaced apart in the width direction on the upper part of the hull, a duct connecting the lower parts of the pair of wing tanks, and a transfer means for controlling the movement of fluid between the pair of wing tanks through the duct, and is characterized in that each of the pair of wing tanks is provided with an emergency drainage device consisting of an emergency drainage pipe and an on / off valve interposed in the drainage pipe. The ship rolling damping device of the second invention is characterized in that, in the first invention, the drain pipe is connected to the bottom of each wing tank, the inner diameter of the drain pipe is 200 to 400 mm, and the on / off valve is a butterfly valve. The third invention of a ship's roll-damping device is characterized in that, in the first invention, the on / off valve is a remotely operated valve that can be remotely controlled from the bridge. [Effects of the Invention]

[0008] According to the first invention, the fluid inside the tank can be discharged from either of the pair of wing tanks by opening the valve of the emergency drainage device, thereby eliminating the weight added in a direction that increases the ship's tilt. As a result, the tilt of the ship can be suppressed. According to the second invention, the inner diameter of the drain pipe is sufficiently large, allowing for a large drainage flow rate. Furthermore, the butterfly valve has a large flow path area. Therefore, the fluid in the wing tank can be drained in a short time. According to the third invention, the on-off valve can be remotely operated from the bridge, so even in an emergency, the on-off valve can be opened reliably without requiring human intervention. [Brief explanation of the drawing]

[0009] [Figure 1] This is an explanatory diagram of the emergency drainage system 20. [Figure 2]This is an explanatory diagram of the emergency drainage device 20 attached to the anti-rolling device 10. [Figure 3] This is an explanatory diagram for emergency drainage during a ship's tilt. [Figure 4] This is a diagram illustrating the basic configuration of the roll damping device 10 installed on the ship S. [Modes for carrying out the invention]

[0010] Next, embodiments of the present invention will be described based on the drawings. In Figure 4, S is a ship, and 1 is the hull. The uppermost part of the hull 1 is the upper deck 4. The illustrated hull 1 is an example, and various shapes, structures, and sizes are included in this invention. There are no particular restrictions on the type of ship S in relation to the application of this invention, and all kinds of ships are included, such as passenger ships, cargo ships, car carriers, and tankers.

[0011] A roll damping device 10 is installed on the upper deck 4 of the hull 1. The basic configuration of this roll damping device 10 will be further explained using Figure 4. The roll damping device 10 is a structure whose basic elements are a pair of left and right wing tanks 11 and 12 spaced apart in the width direction of the ship, a duct 13 connecting the lower parts of the pair of wing tanks 11 and 12, and an air pipe 14 connecting the upper parts of the pair of wing tanks 11 and 12.

[0012] Fluid w, such as fresh water or seawater, is stored inside the wing tanks 11 and 12. Additionally, baffles 15 and 15 are provided at the bottom of each wing tank 11 and 12 to provide resistance to the fluid w flowing through the tank. These baffles 15 and 15 mitigate the impact noise generated when the fluid w collides with the tank walls.

[0013] A damper 16 is provided at an appropriate location within the duct 13. By changing the amount of opening and closing of the damper 16, the amount of fluid flowing in the left-right direction within the duct 13 can be controlled. The machine room 17, located on the upper central part of the duct 13, houses the drive mechanism for the damper 16 and other necessary machinery.

[0014] An adjustment valve 18 is installed in the air pipe 14 so that the movement and interruption of air between the left and right wing tanks 11 and 12 can be controlled. When the adjustment valve 18 of the air pipe 14 is opened, air can flow between the left and right wing tanks 11 and 12, so that the fluid in the duct 13 can also move.

[0015] The above-mentioned damper 16 and adjustment valve 18 constitute the transfer means referred to in the claims. According to the anti-rolling device 10 having the above basic configuration, by moving the fluid between the pair of left and right wing tanks 11 and 12, the rolling of the hull caused by the cross waves during navigation or at anchor can be effectively reduced.

[0016] Next, the emergency drainage device 20 will be described based on FIGS. 1 and 2. This emergency drainage device 20 includes a drain pipe 21 for emergency drainage and an on-off valve 22 installed in this drain pipe 21. The drain pipe 21 is attached to the front wall or the back wall of each wing tank 11, 12. In particular, it is preferably attached so as to draw out the fluid w from the lowest position of each wing tank 11, 12. Also, the drain pipe 21 may be short in length and may open above the upper deck 4. The diameter of the drain pipe 21 is preferably in the range of 200 mm to 400 mm. In particular, a diameter of 300 mm is preferable because a sufficiently large drainage volume can be ensured and the motor for operating the on-off valve 22 etc. does not need to be unnecessarily enlarged.

[0017] The on-off valve 22 is preferably a butterfly valve in the valve type. The butterfly valve can maximize the flow path area inside the valve by simply rotating the valve body by 90°. That is, drainage can start in an extremely short time, and it is suitable for emergency drainage. Also, it is suitable for remotely controlling the opening and closing of the valve. However, in the present invention, the type of the on-off valve 22 is not particularly limited, and various types of valves can be used. In the driving mode of the on-off valve 22, it is preferable that the valve body can be rotated by a motor or the like. This is because in the case of a valve driven by a motor, even an on-off valve using a large valve body can be instantaneously opened and closed, and drainage can be started earlier than a manual valve.

[0018] The emergency drainage device 20 is configured to be remotely controllable. The operation panel 24 for remote control is installed on the bridge or the like, and the operation panel 24 and the control unit such as the motor in the on-off valve 22 are electrically connected by a control line 25. The motor for operating the on-off valve 22 is configured to be powered from the emergency power supply inside the ship. With such remote control equipment, for example, the captain can judge the situation of the ship S that has fallen into an emergency situation on the bridge and start draining water from the wing tanks 11 and 12 immediately by pressing a button. Moreover, no manual labor is required for the valve opening operation of the on-off valve 22. Therefore, it is not necessary to let the crew perform dangerous work when the hull 1 is tilted.

[0019] The above-mentioned emergency drainage device 20 is equipped as a facility of a different system from the normal-time water injection / drainage device that injects and drains fluid into and from the wing tanks 11 and 12 in normal times. The water injection pipe 31 in the normal-time water injection / drainage device branches from the fresh water supply line 32 on the deck of the ship S and is connected to the wing tanks 11 and 12. Clear water is supplied to the wing tanks 11 and 12 by this water injection pipe 31, and a predetermined amount of clear water is filled.

[0020] In addition, drain pipes 33 are connected to each of the wing tanks 11 and 12, and manual on-off valves 34 are interposed in these drain pipes 33. A pipe with a diameter of about 100 mm is used for the drain pipe 33. Also, the on-off valve 34 may be a manual valve with a simple structure.

[0021] If the wing tanks 11 and 12 are filled with water before the operation of the ship, the ship is usually operated in the same state. Also, drainage can be carried out over time because it is performed when the dog is dry-docked for regular inspection. Therefore, it is not necessary to use large-diameter pipes for the water injection pipe 31 and the drain pipe 33 of the normal-time water injection / drainage device. Furthermore, since the on-off valve 34 does not need to be opened quickly, a manual valve is sufficient. The valve type is arbitrary, but a butterfly valve with a simple structure is preferred.

[0022] Based on Figure 3, the method of using the emergency drainage device 20 in this embodiment will be explained. As shown in the diagram, when the vessel S is tilted sideways, the captain presses the open button on the control panel 24 at his discretion, before it actually capsizes. The on / off valve 22 of the emergency drainage device 20 immediately opens, and the fluid w in the wing tanks 11 and 12 is discharged by gravity through the drain pipe 21. As previously mentioned, the drain pipe 21 has a large diameter, so the fluid w in the wing tanks 11 and 12 is discharged from the tanks in a short time.

[0023] In this way, the fluid inside the tanks can be quickly discharged from either of the pair of wing tanks 11 and 12 through the drain pipe 21 by opening the on / off valve 22. Therefore, the weight added by the fluid inside the tanks can be quickly eliminated. In other words, the center of gravity of the hull 1 can be lowered, and the tilting of the hull 1 can be suppressed. To put it another way, even if the hull 1 tilts, it can maintain an attitude that makes it difficult for it to tilt any further. [Industrial applicability]

[0024] The emergency drainage device 20 of the present invention can be applied to any vessel S that is equipped with a roll damping device 10. [Explanation of symbols]

[0025] 1. Hull 2 Lower hull 3. Upper Deck 4 Upper deck 10 Sway reduction device 11 Wing Tank 12 Wing Tank 13 Ducts 14 Air pipes 16 Damper 20 Emergency drainage system 21 Drain pipe 22 Shut-off valves 24 Control panel S ship

Claims

1. On the upper part of the hull, a pair of wing tanks are provided, spaced apart in the width direction of the ship, A duct connecting the lower parts of the pair of wing tanks, It includes a transfer means for controlling the movement of fluid between the pair of wing tanks through the duct, Each of the pair of wing tanks is equipped with an emergency drainage system consisting of an emergency drainage pipe and an on / off valve interposed in the drainage pipe. A ship's roll-damping device characterized by the following features.

2. The drain pipe is connected to the bottom of each wing tank, and the inner diameter of the drain pipe is 200 to 400 mm. The aforementioned on-off valve is a butterfly valve. A ship rolling damping device according to claim 1.

3. The aforementioned on-off valve is a remotely operated valve that can be remotely controlled from the bridge. A ship rolling damping device according to claim 1.

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