阅读说明：本技术 一种船用智能减摇系统 (Intelligent anti-rolling system for ship ) 是由 马强 宋新刚 刘刚 史晓萍 张少君 徐海东 苑仁民 张业威 于 2020-05-07 设计创作，主要内容包括：本发明涉及一种船用智能减摇系统,该减摇系统包括至少一个减摇单元,所述减摇单元包括位于船体底部左右侧的减摇板、阻尼腔体,通过减摇板与阻尼腔体中的压缩气体之间的相互挤压和推压作用,当船体一侧受到冲击时,该侧的减摇板能够挤压该侧阻尼腔体中的压缩气体,既使得浪体的冲击力能够被缓冲吸收冲击能量,同时也降低了该侧船体受到的浮力,然后压缩气体被排向另一侧的阻尼腔体并进一步地推动另一侧的减摇板向外转动,使得船体另一侧既能够受到另一侧减摇板的阻尼作用,同时也增大了另一侧船体受到的浮力；通过双向的摇摆阻尼作用以及浮力补偿调节,能够大大地减弱船体受到的横向摇摆的影响。(The invention relates to a marine intelligent anti-rolling system, which comprises at least one anti-rolling unit, wherein the anti-rolling unit comprises anti-rolling plates and damping cavities, the anti-rolling plates are positioned on the left side and the right side of the bottom of a ship body, and through mutual extrusion and pushing action between the anti-rolling plates and compressed gas in the damping cavities, when one side of the ship body is impacted, the anti-rolling plates on the side can extrude the compressed gas in the damping cavities on the side, so that the impact force of a wave body can be buffered to absorb impact energy, meanwhile, the buoyancy force borne by the ship body on the side is reduced, then the compressed gas is discharged to the damping cavities on the other side and further pushes the anti-rolling plates on the other side to rotate outwards, so that the other side of the ship body can bear the damping action of the anti-rolling plates on the other side, and the buoyancy force borne; the influence of the transverse swing on the ship body can be greatly reduced through the bidirectional swing damping effect and the buoyancy compensation adjustment.)

1. An intelligent anti-rolling system for a ship comprises at least one anti-rolling unit, wherein the anti-rolling unit comprises an anti-rolling plate, a damping cavity, an air guide pipeline and a buffering air storage chamber, wherein the anti-rolling plate is positioned at the bottom of a ship body; the anti-rolling plates comprise a hull left side anti-rolling plate and a hull right side anti-rolling plate, one ends of the two anti-rolling plates, which are positioned in the middle of the hull, are respectively pivoted on a pivot point positioned in the middle point of the bottom of the hull, the two anti-rolling plates are identical in area and shape and are arranged on two sides of the pivot point, so that the hull left side anti-rolling plate and the hull right side anti-rolling plate can rotate relative to the pivot point; the damping cavity comprises a hull left side damping cavity and a hull right side damping cavity which are respectively arranged on two sides of a pivot point at the bottom of the hull, the volumes of the hull left side damping cavity and the hull right side damping cavity are variable, the hull left side damping cavity and the hull right side damping cavity are arranged left and right relative to the center line of the hull, the hull left side damping plate and the hull are hermetically enclosed to form the hull left side damping cavity, the hull right side damping plate and the hull are hermetically enclosed to form the hull right side damping cavity, the hull left side damping cavity and the hull right side damping cavity are communicated through an air guide pipeline, and compressed air is filled in the hull left side damping cavity, the hull right side damping cavity; the gas guide pipeline is also provided with a buffer gas storage chamber for slowing down the pressure change trend of the compressed gas.

2. Marine intelligent roll reduction system according to claim 1, characterized in that air bags are arranged in the hull left side damping cavity and the hull right side damping cavity, the air bags are communicated with each other through the air guide pipeline, the air bags are elastic and fill the hull left side damping cavity and the hull right side damping cavity, the air bags can be compressed by the hull left side roll reduction plate or the hull right side roll reduction plate, and the air bags can be expanded to push the hull left side roll reduction plate or the hull right side roll reduction plate to rotate.

3. Marine intelligent roll reduction system according to claim 1, wherein a left opening degree regulating valve and a right opening degree regulating valve are arranged on the gas guide pipeline, the left opening degree regulating valve is located between the hull left side damping cavity and the buffer gas storage chamber, and the right opening degree regulating valve is located between the hull right side damping cavity and the buffer gas storage chamber.

4. Marine intelligent roll reduction system according to claim 3, wherein the roll reduction system is further provided with a supplementary air chamber and a supplementary air pump, the inlet of the supplementary air pump being connected to the supplementary air chamber and the outlet of the supplementary air pump being connected to the buffer reservoir.

5. Intelligent marine roll reduction system according to claim 4, further comprising a controller connected to the make-up pump, the left opening regulating valve and the right opening regulating valve.

6. Intelligent marine roll reduction system according to claim 1, wherein the compressed gas is air, nitrogen or carbon dioxide, or a combination of at least two of air, nitrogen and carbon dioxide.

7. Marine intelligent roll reduction system according to claim 5, wherein a gas pressure sensor is further arranged on the gas guide pipeline, and the gas pressure sensor is connected with the controller.

8. Marine intelligent roll reduction system according to any one of claims 1-7, characterised in that the length of the hull left side roll reduction plate or the hull right side roll reduction plate in the longitudinal direction of the hull is 1/50-1/10 of the length of the hull.

9. Marine intelligent roll reduction system according to claim 8, characterised in that the roll reduction system comprises at least two roll reduction units arranged at intervals in the longitudinal direction of the hull.

10. Intelligent marine roll reduction system according to claim 9, wherein the controller is connected to the make-up pump, the left opening regulating valve and the right opening regulating valve in each roll reduction unit.

Technical Field

The invention relates to the technical field of ships, in particular to a marine intelligent anti-rolling system.

Background

The ship is affected by factors such as waves, wind and water flow during sailing and working on the sea, lakes or rivers, particularly on the sea, the ship is easy to swing due to the frequent occurrence of strong wind and waves, and severe swing can seriously affect the safe sailing, the comfort of taking the ship and the normal work of various mechanical equipment and equipment on the ship. Meanwhile, when the ship sails, the wave crests and the wave troughs of the sea waves are constantly changed to generate direct collision on the bottom of the ship, particularly when the ship sails in strong wind and strong waves, the bottom of the ship is easy to slam so as to cause high-frequency vibration of the ship, and meanwhile, the local strength and the total strength of the bottom of the ship caused by slamming seriously threaten the sailing safety of the ship.

In order to reduce the swing of the ship, various means are adopted, mainly including a stabilizer fin, a dynamic vibration absorber, a stabilizer tank or adding a buoy counterweight. The fin stabilizer technology is derived from ship stabilizing design technology, mainly aims at controlling ship rolling, and needs fin stabilizers with larger fin plate areas under the condition of low-speed flow; the dynamic vibration absorber can effectively control the low-frequency motion of the ship, but aiming at the low-frequency large-amplitude motion, the vibration absorber with larger mass needs to be configured, so that the anti-rolling cost is increased, the center of mass of the ship is increased, and the stability of the ship structure is easily influenced; the increase of the buoy counterweight can obviously control the lifting of the ship, but the control effect on the rotary motion such as rolling and the like is not obvious.

In response to the above problems, there is a continuing effort in the art to improve the sway problem of ships.

Disclosure of Invention

In order to solve the technical problem, the invention provides an intelligent anti-rolling system for a ship, which comprises at least one anti-rolling unit, wherein the anti-rolling unit comprises an anti-rolling plate, a damping cavity, an air guide pipeline and a buffering air storage chamber, wherein the anti-rolling plate is positioned at the bottom of a ship body and can pivot; the anti-rolling plates comprise a hull left side anti-rolling plate and a hull right side anti-rolling plate, one ends of the two anti-rolling plates, which are positioned in the middle of the hull, are pivoted on a pivot point positioned in the middle point of the bottom of the hull, so that the two anti-rolling plates can rotate relative to the pivot point, and the two anti-rolling plates are identical in area and shape and are arranged on two sides of the pivot point; the damping cavity comprises a hull left side damping cavity and a hull right side damping cavity which are respectively arranged on two sides of a pivot point at the bottom of the hull, the volumes of the hull left side damping cavity and the hull right side damping cavity are variable, the hull left side damping cavity and the hull right side damping cavity are arranged left and right relative to the center line of the hull, the hull left side damping plate and the hull are hermetically enclosed to form the hull left side damping cavity, the hull right side damping plate and the hull are hermetically enclosed to form the hull right side damping cavity, the hull left side damping cavity and the hull right side damping cavity are communicated through an air guide pipeline, and compressed air is filled in the hull left side damping cavity, the hull right side damping cavity; the gas guide pipeline is also provided with a buffer gas storage chamber for slowing down the pressure change trend of the compressed gas.

Further, be provided with the gasbag in hull left side damping cavity and the hull right side damping cavity, the gasbag passes through the air guide pipeline communicates each other, the gasbag is elastic and is full of hull left side damping cavity and hull right side damping cavity, the gasbag can by the hull left side subtracts the rocking plate or the compression of hull right side subtracts the rocking plate, or the gasbag can expand and promote the hull left side subtracts the rocking plate or the hull right side subtracts the rocking plate and rotates.

Further, be provided with left side aperture governing valve and right side aperture governing valve on the air duct way, left side aperture governing valve is located between hull left side damping cavity and the buffering gas receiver, right side aperture governing valve is located between hull right side damping cavity and the buffering gas receiver.

Furthermore, the anti-rolling system is also provided with a supplementary inflation chamber and a supplementary air pump, wherein the inlet of the supplementary air pump is connected to the supplementary inflation chamber, and the outlet of the supplementary air pump is connected to the buffering air storage chamber.

Furthermore, the anti-rolling system also comprises a controller, and the controller is connected with the air supplementing pump, the left opening regulating valve and the right opening regulating valve.

Further, the compressed gas is air, nitrogen or carbon dioxide, or a combination of at least two of air, nitrogen and carbon dioxide.

Further, a gas pressure sensor is further arranged on the gas guide pipeline and connected with the controller.

Further, the length of the left side reducing and rocking plate or the right side reducing and rocking plate of the ship body in the longitudinal direction of the ship body is 1/50-1/10 of the length of the ship body.

Further, the roll reduction system comprises at least two roll reduction units arranged at intervals in the longitudinal direction of the hull.

Further, the controller is connected with the air supplementing pump, the left opening adjusting valve and the right opening adjusting valve in each anti-rolling unit.

The implementation of the invention has the following beneficial effects: when the anti-rolling system is used, the left side and the right side of the ship body are respectively provided with the anti-rolling plates and the damping cavities, and through mutual extrusion and pushing actions between the anti-rolling plates and compressed gas in the damping cavities, when one side of the ship body is impacted by a wave body, the anti-rolling plates on the side can extrude the compressed gas in the damping cavities on the side, so that the impact force of the wave body can be buffered to absorb impact energy, meanwhile, the buoyancy force borne by the ship body on the side is also reduced, then the compressed gas is discharged to the damping cavities on the other side and further pushes the anti-rolling plates on the other side to rotate outwards, the other side of the ship body can be subjected to the damping action of the anti-rolling plates on the other side, and meanwhile, the benefit borne by the ship body on the; the influence of the transverse swing on the ship body can be greatly reduced through the bidirectional swing damping effect and the buoyancy compensation adjustment.

Meanwhile, the controller can control the left opening degree regulating valve and the right opening degree regulating valve on the air guide pipeline to regulate the damping effect. And the longitudinal direction of the bottom of the ship body can be provided with the anti-rolling units which are arranged at intervals, the controller controls the air supplement pumps in the longitudinal front and back anti-rolling units to adjust the pressure of compressed air in different anti-rolling units, and the longitudinal rolling of the ship body can be weakened or eliminated.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

Fig. 1 is a block diagram of a roll reduction unit in the roll reduction system of the present invention.

Wherein: 1. a left side shake reducing plate of the hull; 2. a right side shake reducing plate of the ship body; 3. a pivot point; 4. the arc end wall of the damping cavity; 5. an air guide pipeline; 6. a buffer air storage chamber; 7. a left opening degree regulating valve; 8. a right opening degree regulating valve; 9. supplementing an air pump; 10. a supplemental inflation chamber; 11. a controller; 12. a damping cavity on the left side of the ship body; 13. the hull right side damping cavity.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.

The invention provides an intelligent ship anti-rolling system which comprises at least one anti-rolling unit, as shown in figure 1, the anti-rolling unit comprises an anti-rolling plate which is positioned at the bottom of a ship body and can pivot, a damping cavity, an air guide pipeline 5 and a buffering air storage chamber 6, the anti-rolling plate comprises a left anti-rolling plate 1 of the ship body and a right anti-rolling plate 2 of the ship body, one end of each of the two anti-rolling plates positioned in the middle of the ship body is pivoted on a pivot point 3 positioned in the middle of the bottom of the ship body, so that the two anti-rolling plates can rotate relative to the pivot point 3, and the two anti-rolling plates are identical in area and shape and are arranged on two sides of the pivot point 3.

The damping cavities comprise a hull left side damping cavity 12 and a hull right side damping cavity 13 which are respectively arranged on two sides of a pivot point 3 at the bottom of the hull, the volumes of the hull left side damping cavity 12 and the hull right side damping cavity 13 are variable, the hull left side damping cavity 12 and the hull right side damping cavity 13 are arranged left and right relative to the center line of the hull, the hull left side damping plate 1 and the hull hermetically enclose the hull left side damping cavity 12, the hull right side damping plate 2 and the hull hermetically enclose the hull right side damping cavity 13, the hull left side damping cavity 12 and the hull right side damping cavity 13 are communicated through an air guide pipeline 5, and compressed air is filled in the hull left side damping cavity 12, the hull right side damping cavity 13 and the air guide pipeline. The gas guide pipeline 5 is also provided with a buffer gas storage chamber 6 for slowing down the pressure change trend of the compressed gas. The compressed gas is air, nitrogen or carbon dioxide, or the combination of at least two gases of air, nitrogen and carbon dioxide.

Thus, when one side of the hull is impacted by sea waves, as shown in fig. 1, when the left side of the hull is impacted by the sea waves, the left side rocking reducing plate 1 of the hull is impacted by the sea waves and pushed to rotate, the left side rocking reducing plate 1 of the hull compresses compressed gas in the left side damping cavity 12 of the hull and exhausts the compressed gas out of the left side damping cavity 12 of the hull through the air guide pipeline 5, so that the volume of the left side damping cavity 12 of the hull is reduced; therefore, firstly, the impact force of the sea waves on the left side damping plate 1 of the hull is buffered and absorbed by the compressed gas in the left side damping cavity 12 of the hull, so that the impact force and the transverse swinging influence of the sea waves on the left side of the hull are correspondingly reduced; secondly, as the volume of the damping chamber 12 on the left side of the hull reduces, resulting in a reduction in the displacement volume on the left side of the hull, the buoyancy experienced by the left side of the hull correspondingly reduces, which further reduces and eliminates the shocking and swaying effect of waves on the left side of the hull.

Compressed gas in the hull left damping cavity 12 is compressed and squeezed into the hull right damping cavity 13 through the air guide pipeline 5, so that the pressure of the compressed gas in the hull right damping cavity 13 is increased, the hull right damping plate 2 is pushed to rotate outwards, and the volume of the hull right damping cavity 13 is increased. In the process that the ship body right side damping plate 2 rotates outwards, firstly, the ship body right side damping plate 2 and seawater push and press, so that the ship body right side is subjected to the reaction force of pushing and pressing the seawater, and the swinging effect of the ship body left side under impact can be weakened and counteracted; secondly, the volume of the damping chamber 13 on the right side of the hull increases, which results in an increase in the volume of the water discharged on the right side of the hull, and a corresponding increase in the buoyancy force experienced by the right side of the hull, which further reduces and eliminates the shock and sway effect of the waves on the left side of the hull.

Accordingly, when the waves impact the right side of the hull, the operation process and principle of the anti-roll system are the same as those of the waves impacting the left side of the hull, and are not described in detail herein.

Thereby, the roll reducing unit is able to attenuate or even eliminate the lateral rolling impact of the waves on the hull by acting simultaneously on the left and right sides of the hull.

Further, in order to reduce the requirement on the tightness of the hull left damping cavity 12 and the hull right damping cavity 13, air bags (not shown) are arranged in the hull left damping cavity 12 and the hull right damping cavity 13, and the air bags in the hull left damping cavity 12 and the hull right damping cavity 13 are communicated with each other through the air guide pipeline 5. The gasbag is elastic and is full of hull left side damping cavity 12 and hull right side damping cavity 13, the gasbag can by the hull left side subtracts rocking plate 1 or the hull right side subtracts rocking plate 2 compression, or the gasbag can expand and promote hull left side subtracts rocking plate 1 or the hull right side subtracts rocking plate 2 and rotates. By adopting the elastic air bag, the requirement of sealing contact between the end, far away from the pivot point 3, of the hull left side damping plate 1 or the hull right side damping plate 2 and the damping cavity arc end wall 4 is not so high, even a gap can exist between the end, far away from the pivot point 3, of the hull left side damping plate 1 or the hull right side damping plate 2 and the damping cavity arc end wall 4, and the mutual extrusion action of the air bag and the hull left side damping plate 1 and the hull right side damping plate 2 is not influenced.

Further, in order to adjust and control the compressed gas flowing between the hull left side damping cavity 12 and the hull right side damping cavity 13, a left side opening adjusting valve 7 and a right side opening adjusting valve 8 are arranged on the air guide pipeline 5, the left side opening adjusting valve 7 is located between the hull left side damping cavity 12 and the buffering air storage chamber 6, and the right side opening adjusting valve 8 is located between the hull right side damping cavity 13 and the buffering air storage chamber 6.

Due to the fluid property of the compressed air, the discharge rate or the inflation rate of the compressed gas in the damping cavity 12 on the left side of the ship body can be controlled by adjusting the opening degree of the opening degree adjusting valve 7 on the left side, namely the change rate of the pressure of the compressed gas in the damping cavity 12 on the left side of the ship body can be adjusted, the damping effect of the damping cavity 12 on the left side of the ship body can be directly adjusted, and the anti-rolling effect of the left side anti-rolling plate 1 on the left side of the ship body can be adjusted. The control principle for the right opening degree adjustment valve 8 is the same as that for the left opening degree adjustment valve 7. By controlling the left opening degree adjusting valve 7 and the right opening degree adjusting valve 8 individually or simultaneously, the roll stabilizing effect can be adjusted individually or in combination.

Further, the compressed gas is inevitably leaked in the roll reduction unit, resulting in a decrease in the total amount of compressed gas, which in turn affects the roll reduction effect. The anti-roll system is therefore also provided with a supplementary air chamber 10 and a supplementary air pump 9, the inlet of the supplementary air pump 9 being connected to the supplementary air chamber 10 and the outlet of the supplementary air pump 9 being connected to the buffer air reservoir 6. Thereby, the compressed gas in the two damping chambers can be supplemented or regulated.

For the adjustment of the anti-rolling effect, an alternative or even supplementary mode is adopted, and the pressure of the compressed gas in the hull left damping cavity 12, the hull right damping cavity 13 and the air guide passage 5 is adjusted through the supplementary air pump 9, so that the anti-rolling effect of the two sides of the hull can be adjusted. If the left opening regulating valve 7 and the right opening regulating valve 8 are simultaneously controlled, the stabilizing effect on the two sides of the ship body can be more fully and obviously regulated.

Further, in order to realize the regulation of the rolling reduction, in particular the automatic regulation, the rolling reduction system further comprises a controller 11, and the controller 11 is connected with the air supplement pump 9, the left opening regulating valve 7 and the right opening regulating valve 8. The gas guide pipeline 5 is further provided with a gas pressure sensor (not shown in the figure), and the gas pressure sensor is connected with the controller 11. In order to monitor the rolling state of the ship, a ship rolling state monitor (not shown) is further arranged on the ship and connected with the controller 11 to acquire the current state of the ship. The controller 11 controls the supplementary air pump 9, the left opening regulating valve 7 and the right opening regulating valve 8 by acquiring the current state of the ship body, and respectively or in combination regulates the stabilizing system on the left side of the ship body and/or the stabilizing system on the right side of the ship body.

In particular, the controller 11 can close the left or right opening control valve 7, 8 completely, and adjust the roll only by the damping effect of the single-sided damping chamber and the buoyancy reduction. This is generally applicable to scenes where sea waves are small, or where the impact force is weak. Of course, in this case, the controller 11 can adjust the pressure of the compressed gas in the one-sided damping chamber by means of the supplementary gas pump 9, adjusting the damping effect, further adapting to the current situation.

Compared with the common fin stabilizer, the area and the size of the stabilizer plate of the invention are approximately equivalent to those of the stabilizer plate, and the length of the left side stabilizer plate 1 or the right side stabilizer plate 2 of the ship body in the longitudinal direction of the ship body is 1/50-1/10 of the length of the ship body.

The anti-rolling unit with the left hull side anti-rolling plate 1 and the right hull side anti-rolling plate 2 arranged on the left and the right can well reduce or even eliminate the transverse rolling effect of transverse impact on the hull.

And more closely, the anti-rolling system can also eliminate the longitudinal rolling effect caused by the longitudinal impact on the ship body. The roll reduction system further comprises at least two roll reduction units arranged at intervals in the longitudinal direction of the hull. And the controller 11 is connected with a make-up air pump 9, a left opening regulating valve 7 and a right opening regulating valve 8 in each anti-rolling unit.

The compressed gas in each roll reduction unit is not in communication with each other. Of course, communication may be possible, but this may increase the difficulty of control.

When the hull is longitudinally impacted to generate longitudinal swing, and the hull is supposed to be influenced by sea waves impacting towards the bow, the controller 11 controls the supplementary air pump 9 of the anti-rolling unit which is positioned in the longitudinal direction of the hull close to the bow to maintain or reduce the pressure of compressed air in the damping cavity, so that the hull left side anti-rolling plate 1 and the hull right side anti-rolling plate 2 of the anti-rolling unit on the bow side buffer and damp the longitudinal impact on the bow. Meanwhile, the controller 11 controls the supplementary air pump 9 in the roll reducing unit at the stern side to increase the pressure of compressed air in the damping cavity of the roll reducing unit at the stern side, so as to push the hull left side roll reducing plate 1 and the hull right side roll reducing plate 2 of the roll reducing unit at the stern side to generate a damping effect for resisting longitudinal rolling. The longitudinal swing of the ship body can be greatly reduced and even eliminated under the combined action of the anti-rolling units on the two sides. Of course, the controller 11 may also control the roll reducing unit of only one end to function.

The implementation of the invention has the following beneficial effects: when the anti-rolling system is used, the left side and the right side of the ship body are respectively provided with the anti-rolling plates and the damping cavities, and through mutual extrusion and pushing actions between the anti-rolling plates and compressed gas in the damping cavities, when one side of the ship body is impacted by a wave body, the anti-rolling plates on the side can extrude the compressed gas in the damping cavities on the side, so that the impact force of the wave body can be buffered to absorb impact energy, meanwhile, the buoyancy force borne by the ship body on the side is also reduced, then the compressed gas is discharged to the damping cavities on the other side and further pushes the anti-rolling plates on the other side to rotate outwards, the other side of the ship body can be subjected to the damping action of the anti-rolling plates on the other side, and meanwhile, the benefit borne by the ship body on the; the influence of the transverse swing on the ship body can be greatly reduced through the bidirectional swing damping effect and the buoyancy compensation adjustment.

Meanwhile, the controller can control the left opening degree regulating valve and the right opening degree regulating valve on the air guide pipeline to regulate the damping effect. And the longitudinal direction of the bottom of the ship body can be provided with the anti-rolling units which are arranged at intervals, the controller controls the air supplement pumps in the longitudinal front and back anti-rolling units to adjust the pressure of compressed air in different anti-rolling units, and the longitudinal rolling of the ship body can be weakened or eliminated.

While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.