JPH0452157Y2 - - Google Patents

Description

[Detailed description of the invention] (Field of industrial application) This invention relates to a ship vibration reduction device.

(Prior art) Conventionally, hull motion reduction devices include those that are attached to the outside of the hull, such as pilge keels, fixed fins, and automatic fins, and those that are attached to the outside of the hull, such as anti-sway tanks, weight transfer systems, and gyroscopes. There are some types of devices that are installed inside, but each of these devices has advantages and disadvantages. In other words, the problem of price, the problem of reduced payload and internal volume,
Alternatively, there are problems such as the need for auxiliary power, and the actual situation is that the type is selected depending on the weight and weight of each individual's interests.

However, most of the above-mentioned devices are mainly aimed at reducing the rolling motion of the ship, and only a few attempts have been made to reduce pitching. , there are still few practical ones, and one of the reasons for this is thought to be that the energy of pitching is much larger than the energy of rolling.

7 to 9 are examples of conventional devices. The one shown in Japanese Patent Application No. 53-78082 is shown.
... are fins (referred to as hydrofoils in the specification of Japanese Patent Application No. 53-78082), which are arranged in several rows on both sides above and below the waterline 3 of the hull 1.
Figure 8 shows a ship sailing when it pitches.
The bow of the ship is floating and the stern is sinking.
In this case, buoyancy decreases near the bow because there are many fins exposed above the waterline, and conversely, buoyancy increases near the stern because there are many fins sunk below the waterline, and as shown in the figure, the front is high and the rear is high. As the moment works to suppress the low state and return to the normal position,
Pitting phenomenon is suppressed. The relative position of the fins and the water line in this case is shown in FIG. In the figure, the water line 3a indicates the height relative to the fin 2 near the bow, and the water line 3b
indicates the height relative to the fin 2 near the stern. The fins 2 in this example are each given a shape suitable for generating buoyancy in water, and therefore, when the water line is always in the relative position shown in the figure with respect to the hull 1, The desired result was achieved in a very convenient manner, and the effect of reducing the shaking of the ship, especially the pitching of the ship, was great.

However, the height of the water line on a ship's hull is not always constant, but varies greatly depending on cargo and other factors. Therefore, as shown in the example in Figure 7, the reason why all the fins were placed underwater below the water line was due to concerns that most of the fins would be exposed in the air due to fluctuations in the water line. This arrangement was made with the knowledge that such arrangement would increase the ship's propulsion resistance and reduce its propulsion efficiency.

Further, fluctuations in the height of the waterline on the hull also occur when the ship navigates through slant waves, and in this case, a difference occurs in the amount of water surface prominence between the starboard and port sides of the ship. Further, in this case, since the ship is pitching with rolling motion, the necessary rock reduction forces for the port and starboard sides are naturally different. In this way, when a ship navigates through oblique waves, it is only possible to reduce both lateral and longitudinal sway by individually supplying different sway-reducing forces to each fin. However, what constitutes the sway reduction force is the water contact area and pitch angle of the fin, and the sway reduction force created by such a configuration is not as strong as the conventional fin, which does not have an adjustment mechanism. Since it is considered extremely difficult to reduce vibration, it has been desired to develop a vibration reduction device that can constantly reduce vibration in response to changes in the waterline of the hull.

(Purpose of the invention) This invention was made to solve the problems of the conventional device described above.
To provide a ship vibration reduction device capable of always obtaining the effect of vibration reduction by fins under the best conditions regardless of fluctuations in the water line, and suppressing the influence on the ship's propulsion efficiency to the minimum possible value. This was done for the purpose of

(Structure of the device) This device has a structure for achieving the above-mentioned purpose.
A pair of fins are provided that protrude outward from the hull on each side slightly above the waterline. A support is attached to the
The support body moves up and down using a box fixed to the hull outer plating as a guide, and changes the water contact area of the fins on the outside of the hull by pulling the ends of the fins on the hull side toward the support body. Both are provided with drive means that can be operated individually or in synchronization.

Or all the fins protruding from the hull,
It is desirable to arrange it so that it is located inside the line of the maximum width of the hull on the horizontal projection plane.

(Function) In order to reduce the oscillation of the ship using the device of the present invention, it is possible to reduce the amount of vibration of the ship by using the structure set forth in claim (1). By adjusting the vertical position of each fin provided and the size of the water contact area of the fin, the vibration reduction effect can be effectively exerted particularly against vertical vibration accompanied by horizontal vibration. The above operation can be performed on each fin or on a plurality of fins in a synchronized manner depending on the state of the ship's rocking.

In addition, if the attached vibration reduction device is configured as claimed in claim (2), when the ship berths,
There are no accidents such as the tip of the fin colliding with the quay, and the vessel can be operated with confidence.

(Embodiment) Next, an embodiment of this device will be described in detail with reference to the drawings. In FIGS. 1 to 5, the hull 4 has fins 15 at the bow 5. As shown in FIGS. Finn 1
5 is configured to be movable in the vertical direction. In the figure, a state in which the fins 15 are moved above the water line 7 is shown. The fin 15 has a wing portion 16 and a shaft portion 1.
7, and a piston 18 is formed at the tip of the shaft portion 17. Reference numeral 19 denotes a hydraulic cylinder as a support member, which is engaged with the piston 18 and accommodates the piston 18 therein. Reference numeral 20 indicates a rotation stop pin embedded in the piston 18, and 21 indicates a groove on the inner surface of the hydraulic cylinder that fits into the rotation stop pin. The hydraulic cylinder 19 is housed inside the box 22 so as to be movable up and down.
Both wings are provided with protrusions 23 for smooth vertical movement inside. The protrusion 23 is opposed to a guide 24 formed inside the box 22, and the guide 24
while moving along the surface of the hydraulic cylinder 1
9 operates to pull the fin 15 toward the inside of the hull in the direction of arrow P, this protrusion 23 serves to support the reaction force of the hydraulic cylinder 19 (acting in the direction of arrow Q).

Further, the hydraulic cylinder 19 has a bearing 25 formed at its extended end, and supports a female threaded body 26 so as to be tiltable. Reference numeral 12 denotes a threaded rod, which passes through the inside of the box 22 in the vertical direction, and is screwed into the threaded rod 12 by rotating the threaded rod 12 by the motor 13, thereby forming a female threaded body 26 and, therefore, a hydraulic cylinder. 19 and the fins 15 are moved together in the vertical direction inside the box 22.

By the above hydraulic cylinder 19, the fin 15
The operation of increasing or decreasing the water contact area of the fin 15 by protruding or pulling it out of the outer panel 11, and the operation of moving the fin 15 up and down by the motor 13 are performed individually for each fin. To,
Alternatively, a driving means is provided which can cause a plurality of fins to operate in a synchronized state.

Reference numeral 27 denotes wing storage holes, which are bored at a plurality of predetermined locations (two locations in the example shown) on the outer plate 11 of the hull, as shown in FIG.
7 are connected to each other by a notch 28 provided in the vertical direction. The wing storage hole 27 is a hole for accommodating the wing 16 when pressure oil flows into the hydraulic cylinder 19 from the flow path 29 to operate the cylinder and the fin 15 is pulled in the direction of arrow P. , a wedge-shaped inclined guide surface 30 is formed on its periphery, especially on its upper and lower peripheries, and the surface 30 and the wing section 16
The outer circumferential surface of the fins 15 is brought into close contact with the outer peripheral surface by the above-described operation of the hydraulic cylinder 19, and the fins 15 are tightly held on the outer plate 11, so that the external force that the fins 15 receives from seawater is firmly supported by the outer plate 11. You can hold it.

The notch 28 has a width that allows the shaft portion 17 of the fin 15 to pass through, and when pressure oil flows into the hydraulic cylinder 19 from the flow path 31, the piston 18 moves in the direction of arrow Q, and the blade Part 16 is wing storage hole 2
The fins 15 are pushed out of the hull from the fins 7, and in this state, the fins 15 are moved in the vertical direction by the rotation of the threaded rods 12.

FIG. 3 shows that from the state in which the fin 15 is tightly held at position A, the fin 15 is pushed out in the direction of arrow Q by the operation of a hydraulic cylinder, and then the threaded rod 12 is turned to move the fin 15 a distance D. Separate B
This figure shows how to lower the fin 15 to the position B and then pull the fin 15 in the direction of arrow P by operating the hydraulic cylinder in the opposite direction again to securely hold it at the B position.

In the example shown in FIG. 1, the fin 15 is installed only at the bow section 5, but it can be installed at other locations including the bow section 5, such as the bow section and the stern section, or even the center section and both sides. In some cases, a total of six fins are provided, and these are selected as appropriate.

In the embodiment shown in FIG. 2, the wedge-shaped inclined guide surface 30 is formed on the periphery of the wing storage hole 27, so that the fin 15 can transmit the external force received from seawater to the outer plate 11 of the hull. At the same time, when the fin 15 is pulled in the direction of arrow P, it serves as a guide for storing the fin 15 in the center of the wing storage hole 27, as shown in FIG. This is extremely effective in allowing the fins 15 to be tightly planted on the outer panel 11 without play.

Figure 6 shows a state in which all the fins are pushed outward by the operation of the hydraulic cylinder, and at this time all the fins are aligned with the maximum width lines 32 and 32 of the hull on the horizontal projection plane. It is a figure showing that it is located inside. If all the fins are arranged in this manner, the tip of the fins will not collide with the quay wall when the ship is docked, and the ship can be operated with peace of mind.

(Effects of the invention) Since the hull vibration reduction device according to this invention is constructed as described above, the vibration reduction effect of the fins protruding from the hull is always in the best condition regardless of fluctuations in the water line. Moreover, it has the effect of suppressing the influence on the ship's propulsion efficiency to the minimum possible value.

Moreover, the structure of claim (2) has the effect that when the ship approaches the berth, accidents such as the tip of the fin colliding with the quay wall do not occur, and the ship can be maneuvered with peace of mind.

[Brief explanation of drawings]

Figure 1 is an outline drawing of a ship equipped with the device of the present invention.
Figure 2a is a sectional view of the main part, Figure 2b is a sectional view taken along the - line in Figure 2a, Figure 3 is a sectional view taken along the - line in Figure 2a, and Figure 4 is a sectional view taken along the - line in Figure 2a.
5 is a diagram illustrating the embodiment of FIG. 2a in the same way as the parts in FIG. 1, FIG. 6 is a cross-sectional view of a ship equipped with the device of the present invention, and FIG. FIG. 8 is an external view of the ship equipped with the conventional device shown in FIG. 7, and FIG. 9 is a cross-sectional view thereof. 4...hull, 5...bow section, 7...water line, 1
1... Outer plate, 12... Threaded rod, 13... Motor,
15...Fin, 16...Wing part, 17...Shaft part,
18...Piston, 19...Hydraulic cylinder, 22
...Box, 23...Protrusion, 24...Guide, 25
... Bearing, 26 female threaded body, 27 ... Wing storage hole,
28... Notch, 30... Inclined guiding surface, 32...
The widest line.

Claims (1)

[Scope of Claim for Utility Model Registration] (1) A pair of fins protruding from the hull toward the outside of each side slightly above the waterline on both sides of the hull, including at least the bow. The longitudinal section of the fin is wing-shaped, and a support is individually attached to the end of the fin on the hull side, and the support uses a box fixed to the hull outer plate as a guide. Driving means is provided that can move the fins up and down and change the water contact area of the fins outside the hull by pulling the ends of the fins toward the support body individually or in synchronization. A ship vibration reduction device characterized by: (2) Utility model registration claim No. 1 in which all fins protruding from the hull are arranged so that they are located inside the line of the maximum width of the hull on the horizontal projection plane.
The hull motion reduction device described in (1).