JPH0350093A - Vertical acceleration abating device for cabin - Google Patents
Vertical acceleration abating device for cabinInfo
- Publication number
- JPH0350093A JPH0350093A JP18226389A JP18226389A JPH0350093A JP H0350093 A JPH0350093 A JP H0350093A JP 18226389 A JP18226389 A JP 18226389A JP 18226389 A JP18226389 A JP 18226389A JP H0350093 A JPH0350093 A JP H0350093A
- Authority
- JP
- Japan
- Prior art keywords
- cabin
- vertical
- vertical acceleration
- compressed air
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000001133 acceleration Effects 0.000 title claims abstract description 24
- 230000009467 reduction Effects 0.000 claims description 7
- 230000008859 change Effects 0.000 abstract description 2
- 230000005484 gravity Effects 0.000 abstract description 2
- 230000005540 biological transmission Effects 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は船室の上下加速度低減装置に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a device for reducing vertical acceleration of a cabin.
例えば、高速艇の船室動揺低減装置としては、従来、第
１Ｏ図側面図に示すように、船体Ｏ１上に波長の長い波
中を航走する際の船体運動を吸収する油圧シリンダー０
２が前後１対的に立設され、その上にそれぞれ波長の短
い波中を高速で航走する際の上下加速度を吸収するＵ衝
装置０３が載設され、更にそれ等の上に船室０４が架設
されるものが知られている。For example, as shown in the side view of Figure 1O, as a cabin motion reduction device for a high-speed boat, conventionally, as shown in the side view of Fig.
2 are erected in pairs in the front and rear, and on top of them are mounted U impact devices 03 that absorb the vertical acceleration when sailing at high speed in waves with short wavelengths, and further above them are the cabins 04. It is known that the construction of
しかしながら、このような装置では、下記のような欠点
がある。However, such a device has the following drawbacks.
（１） エアクツション艇等超高速艇で多く経験され
るような出会い周期の短い領域で生ずる上下加速度に対
しては、その変動周期が短過ぎるので、油圧シリンダー
０２の伸縮制御が追従できず、従って上下加速度低減作
用が期待できない。(1) Vertical acceleration that occurs in a region with a short encounter period, which is often experienced in ultra-high-speed boats such as air action boats, has a variation period that is too short, so the expansion and contraction control of hydraulic cylinder 02 cannot follow it, and therefore the vertical acceleration No acceleration reduction effect can be expected.
（２） また、緩衝装ｆｆ０３は油圧シリンダー０２
による制御力を船室０４に伝達する必要があるので、十
分柔らかく、すなわちばね定数を小さくすることができ
ず、従って船室０４の上下加速度の低減には限界がある
。(2) Also, the shock absorber ff03 is the hydraulic cylinder 02
Since it is necessary to transmit the control force caused by this to the cabin 04, the spring constant cannot be made sufficiently soft, that is, the spring constant cannot be made small, and therefore there is a limit to reducing the vertical acceleration of the cabin 04.
本発明は、このような事情ニ鑑みて堤案されたもので、
波浪中を航走時の船体の上下動、縦揺れによる船室の上
下加速度を大巾に低減す４ことができる船室の上下加速
度低減装置を提供することを目的とする−
〔課題を解決するための手段〕
そのために本発明は船体上に流体圧シリンダーを介して
支持された分離型船室の上下加速度低減装置において、
船体上にそれぞれ樹立され上記船室を鉛直方向には円滑
に変位可能なるも水平方向には変位不可能に拘束する前
部支柱及び後部支柱と、調圧可能の圧縮空気タンクに連
通され上記船室の鉛直荷重を支持する空圧シリンダーと
を具えたことを特徴とする。The present invention was devised in view of these circumstances.
The purpose of the present invention is to provide a device for reducing the vertical acceleration of a cabin that can significantly reduce the vertical acceleration of a cabin caused by vertical movement and pitching of a ship while sailing in waves. To this end, the present invention provides a vertical acceleration reduction device for a separate cabin supported on the hull via a hydraulic cylinder, which includes:
A front strut and a rear strut are respectively established on the hull and restrain the cabin so that it can be smoothly displaced vertically but cannot be displaced horizontally. It is characterized by comprising a pneumatic cylinder that supports vertical loads.
空圧シリンダーは調圧可能な圧縮空気タンクに連通され
ているので、固有振動数の小さいばねとして作用し、従
って船体から船室へ伝達される上下動、縦揺れに伴う上
下加速度を大巾に吸収することができる。また、船室は
前部支柱。Since the pneumatic cylinder is connected to a compressed air tank whose pressure can be adjusted, it acts as a spring with a low natural frequency, and therefore absorbs a large amount of vertical acceleration caused by vertical motion and pitching transmitted from the hull to the cabin. can do. Also, the cabin has a front support.
後部支柱に沿って上下方向に滑動することができるので
、前部支柱５後部支柱に茄室の鉛直荷重は伝達せず、従
って空圧シリンダーには一定の船室荷重が作用するとと
もに、船室が播首することがない。Since it can slide vertically along the rear strut, the vertical load of the compartment is not transmitted to the front strut 5 rear strut, and therefore a constant cabin load acts on the pneumatic cylinder, and the cabin does not spread. I don't have to worry about it.
本発明を高速艇に適用した一実施例を図面について説明
すると、第１Ｏ図と同一の符番はそれぞれ同図と同一の
部材を示し、まず、第１図側面図、第２図及び第３図横
断面図において、１は高速艇２の央部に上部が上甲板３
を貫通して立設された空圧シリンダー ４は上甲板３の
下側に配設され連通管５を介して空圧シリンダー１の圧
力室と連通された圧縮空気タンク、６は給気管７を介し
て圧縮空気タンク４に接続された圧縮空気源、８は給気
管７に挿入された給気弁、９は排気管１０を介して圧縮
空気タンク４に接続された排気弁である。An embodiment in which the present invention is applied to a high-speed boat will be explained with reference to the drawings. The same reference numerals as in Fig. 1O indicate the same members as in the same figure, and first, Fig. 1 is a side view, Figs. 2 and 3 are In the cross-sectional view, 1 is the upper deck 3 in the center of the high-speed boat 2.
4 is a compressed air tank installed under the upper deck 3 and communicated with the pressure chamber of the pneumatic cylinder 1 via a communication pipe 5; 6 is an air supply pipe 7; A compressed air source is connected to the compressed air tank 4 through a compressed air source, 8 is an air supply valve inserted into an air supply pipe 7, and 9 is an exhaust valve connected to the compressed air tank 4 through an exhaust pipe 10.
１１ｉ：！空圧シリンダー１のピストンロッドに載設さ
れた分離型船室、１２は上甲板３の前部寄りに左右１対
的に樹立され船室１１の外側上端寄り、下端寄りにそれ
ぞれ枢着されたローラー１３．１４を介して船室１１の
前端部の揺首を抑止する前部支柱、１５は上甲板３の後
部寄り中心線上に樹立され、船室１１の後端部の竪孔１
６を貫通し、竪孔１６の上端部周面、上端部周面にそれ
ぞれ枢着された複数のローラー１７１８ （第４図部分
縦断面図参照）を介して船室１１の前後及び左右動を抑
止する後部支柱である。11i:! Separate cabins 12 are mounted on the piston rod of the pneumatic cylinder 1, and rollers 13 are established in pairs on the left and right near the front of the upper deck 3, and are pivotally mounted near the outer upper and lower ends of the cabin 11, respectively. A front column 15 is established on the center line of the upper deck 3 toward the rear of the cabin 11 to prevent the front end of the cabin 11 from swinging through the shaft 14.
6 and is pivotally connected to the upper end circumferential surface of the shaft 16 and the upper end circumferential surface of the shaft 16 (see the partial vertical cross-sectional view in FIG. 4), which suppresses the longitudinal and lateral movement of the cabin 11. This is the rear strut.
このような装置において、船室１１の鉛直荷重は空圧シ
リンダー１により支持されるとともに、その水平荷重は
前部支柱１２及び後部支柱１５により支持され、その際
、船室１１はローラー１７．１８を介して後部支柱１５
に接しているだけであるから、それに鉛直荷重は伝達せ
ず、鉛直荷重が変わらない限り船室１１の重心が移動し
ても空圧シリンダー１が伸縮して船室１１が上下方向に
変位するようなことはない。In such a device, the vertical load of the cabin 11 is supported by the pneumatic cylinder 1, and its horizontal load is supported by the front strut 12 and the rear strut 15, with the cabin 11 being supported by the rollers 17, 18. rear strut 15
Since it is only in contact with the cylinder, no vertical load is transmitted to it, and as long as the vertical load does not change, even if the center of gravity of the cabin 11 moves, the pneumatic cylinder 1 will expand or contract and the cabin 11 will be displaced in the vertical direction. Never.
また、空圧シリンダーｌは圧縮空気タンク４に接続され
ているので、固有振動数の低い空気ばねとして作用し、
船体ｏ１の上下加速度が船室１１に伝達することを防い
でいる。In addition, since the pneumatic cylinder l is connected to the compressed air tank 4, it acts as an air spring with a low natural frequency.
Vertical acceleration of the hull o1 is prevented from being transmitted to the cabin 11.
更に、船室１１の重量が人員の増減により変化した場合
には、圧縮空気源６からの供給量を給気弁８又は排気弁
９の開閉により調整する。Further, when the weight of the cabin 11 changes due to an increase or decrease in the number of personnel, the amount of compressed air supplied from the compressed air source 6 is adjusted by opening or closing the air supply valve 8 or the exhaust valve 9.
そして、船室１１の前端部両側はそれぞれローラー１３
及び１４を介して前部支柱１２により拘束されているの
で、船室１１が後部支柱１５の周りに）２首することが
ない。Rollers 13 are provided on both sides of the front end of the cabin 11, respectively.
Since the cabin 11 is restrained by the front strut 12 via the rear struts 15 and 14, the cabin 11 does not hang around the rear strut 15 twice.
ここで、船体運動による船室１１の上下加速度に及ぼす
本装置の低減作用を計算するため第５図模式図に示すよ
うな振動モデルに置換えると、その振動方程式は次式で
示される。Here, in order to calculate the reduction effect of this device on the vertical acceleration of the cabin 11 due to the hull motion, if a vibration model as shown in the schematic diagram of FIG. 5 is substituted, the vibration equation is shown by the following equation.
位
Ｕ：船室１１の絶対変位
ｕ、：船体０２の絶対変位、
ｕ、＝Ｕ、ｃｏｓωｔ
ｍ：船室１１の質量
に：空気ばねによるばね定数
Ｃ：空圧シリンダー１と圧縮空気タ
ンク４間の空気減衰係数
ω：船体運動の円周波数
また、船室１１の上下加速度αと船体０１の上下加速度
α、との比、すなわち振動伝達率ＭＴはｆｆｉ式で示さ
れる。Position U: Absolute displacement of the cabin 11 u,: Absolute displacement of the hull 02, u, = U, cosωt m: Mass of the cabin 11: Spring constant due to air spring C: Air between the pneumatic cylinder 1 and the compressed air tank 4 Damping coefficient ω: Circular frequency of hull motion Also, the ratio between the vertical acceleration α of the cabin 11 and the vertical acceleration α of the hull 01, that is, the vibration transmissibility MT is expressed by the ffi formula.
ここでｈ：空気ばね系の粘性減衰係数 「：船体運動の振軌数 ｆｌ：空気ばねの固有振動数 そして、（１）式のｆ７は（２）式で示される。where h: viscous damping coefficient of air spring system ``：Number of swing trajectory of hull motion fl: natural frequency of air spring Then, f7 in equation (1) is expressed by equation (2).
ここでｒ ： １．４
ｇ ： ９．８ ＩＩ／ｓ”
ＰＩ： １０．３３ｔ／ｍ” （大気圧）Ａ：空圧シリ
ンダーｌ受圧面積（ｆｆｉ”）Ｖ：圧縮空気タンク４の
容積（ｍ’）
Ｗ：船室重量（ｔｏｎ ）
すなわち、（２）式から圧縮空気タンク４の容積Ｖを大
きくすることにより、空気ばねの固有振動数ｒ７を容易
に小さくすることができ、従ってｆｌｆＲは大きくなり
、第６図に示されるように振動伝達率Ｍ、を容易に低減
できることが分かる。Here, r: 1.4 g: 9.8 II/s" PI: 10.33 t/m" (atmospheric pressure) A: Pneumatic cylinder l pressure receiving area (ffi") V: Volume of compressed air tank 4 (m ') W: Cabin weight (ton) In other words, from equation (2), by increasing the volume V of the compressed air tank 4, the natural frequency r7 of the air spring can be easily decreased, and therefore flfR increases. , as shown in FIG. 6, it can be seen that the vibration transmissibility M can be easily reduced.
なお、空圧シリンダー１は複数並設してもよい。Note that a plurality of pneumatic cylinders 1 may be arranged in parallel.
次に、第７図、第８図及び第９図側面図は第１図の変形
例を示し、１９は大型高速船２０の船首部に立設された
空圧シリンダー１に支持されるとともに、前部両側面が
上甲板２１に樹立された前部支柱１２にローラーを介し
てそれぞれ案内され、後部中心線上竪孔２２が上甲板２
１に樹立された後部支柱１５にローラー１７．１８を介
して案内された船室、２３は海面ＷＬにおいて船首部が
下降したり上昇したりして縦揺れしている船体、ｌ１６
＋ ｌｌＩ＋ ｈ、はそれぞれＷＬから船室１９の底面
までの高さである。Next, the side views of FIGS. 7, 8, and 9 show a modification of FIG. Both sides of the front part are guided via rollers to the front pillars 12 established on the upper deck 21, and the rear centerline vertical hole 22 is connected to the upper deck 2.
The cabin is guided by rollers 17 and 18 to the rear strut 15 established at 1, 23 is the hull that is pitching with the bow lowering and rising at the sea surface WL, 116
+llI+h are the heights from WL to the bottom of the cabin 19, respectively.
このような装置においても、本実施例と実質的に同一の
作用効果を得ることができ、本変形例では縦揺れによる
船室１９の上下運動を低減することができる特長がある
。なお、第８図における破線は本装置を有しない船室の
レベルを示す。Even in such a device, substantially the same effects as in this embodiment can be obtained, and this modification has the advantage of being able to reduce vertical movement of the cabin 19 due to pitching. Note that the broken line in FIG. 8 indicates the level of the cabin that does not have this device.
これ等、実施例、変形例の装置によれば、比較的速度の
大きい船が波浪中を航走する際の船体上下動、縦揺れに
伴う船室の上下加速度を大巾に低減することができるの
で、船の乗心地が抜群に向上する。According to the devices of these embodiments and modified examples, it is possible to greatly reduce the vertical acceleration of the cabin due to the vertical movement and pitching of the ship when a relatively fast ship sails through waves. This greatly improves the comfort of the boat.
要するに本発明によれば、船体上に流体圧シリンダーを
介して支持された分離型船室の上下加速度低減装置にお
いて、船体上にそれぞれ樹立され上記船室を鉛直方向に
は円滑に変位可能なるも水平方向には変位不可能に拘束
する前部支柱及び後部支柱と、調圧可能の圧縮空気タン
クに連通され上記船室の鉛直荷重を支持する空圧シリン
ダーとを具えたことにより、波浪中を航走時の船体の上
下動、縦揺れによる船室の上下加速度を大巾に低減する
ことができる船室の上下加速度低減装置を得るから、本
発明は産業上極めて有益なものである。In short, according to the present invention, in the vertical acceleration reduction device for separate cabins supported on the hull via hydraulic cylinders, each cabin is installed on the hull and can be smoothly displaced in the vertical direction as well as in the horizontal direction. The vessel is equipped with a front strut and a rear strut that restrain it so that it cannot be displaced, and a pneumatic cylinder that supports the vertical load of the cabin and is connected to a compressed air tank that can adjust the pressure. INDUSTRIAL APPLICABILITY The present invention is industrially extremely useful because it provides a cabin vertical acceleration reducing device that can greatly reduce the vertical acceleration of the cabin due to the vertical motion and pitching of the hull.
第１図、は本発明を高速艇に適用した一実施例を示す側
面図、第２図、第３図はそれぞれ第１図の■−■、ト１
に沿った横断面図、第４図は第１図■部の部分拡大図、
第５回は第１図の装置を振動モデル的に示す模式図、第
６図は第５図による振動伝達率を示す線図、第７図、第
８図及び第９図は第１図の変形例の側面図を示し、第７
図、第８図、第９図はそれぞれ高速船の船首部が水平な
場合、上昇した場合、ド降した場合を示す。
第１０図は公知の船室の上下加速度低減装置を示す側面
図である。
■・・・空圧シリンダー ２・・・高速艇、３・・・上
甲板、４・・・圧縮空気タンク、５・・・連通管、６・
・・圧縮空気源、７・・・給気管、８・・・給気弁、９
・・・排気弁、１０・・・排気管、１１・・・・船室、
１２・・・前部支柱、１３．１４・・・ローラー １５
・・・後部支柱、１６・・・竪孔、１７．１８・・・ロ
ーラー １９・・・船室、２０・・・大型高速船、２１
・・・上甲板、２２・・・竪孔、２３・・・船体、
０１・・・船体、
ｈａ、 ｈ＋、 ｈｚ・・・高さ、FIG. 1 is a side view showing an embodiment of the present invention applied to a high-speed boat, and FIGS. 2 and 3 are
Figure 4 is a partially enlarged view of part ■ in Figure 1.
Part 5 is a schematic diagram showing the device shown in Fig. 1 as a vibration model, Fig. 6 is a diagram showing the vibration transmissibility according to Fig. 5, and Figs. 7, 8, and 9 are the same as shown in Fig. 7 shows a side view of a modified example;
Figures 8 and 9 show cases in which the bow of the high-speed boat is horizontal, raised, and descended, respectively. FIG. 10 is a side view showing a known vertical acceleration reduction device for a cabin. ■...Pneumatic cylinder 2...High speed boat, 3...Upper deck, 4...Compressed air tank, 5...Communication pipe, 6...
... Compressed air source, 7... Air supply pipe, 8... Air supply valve, 9
...exhaust valve, 10...exhaust pipe, 11...cabin,
12...Front support, 13.14...Roller 15
...Rear column, 16... Pit, 17.18... Roller 19... Cabin, 20... Large high-speed boat, 21
...upper deck, 22...pit, 23...hull, 01...hull, ha, h+, hz...height,
Claims (1)
室の上下加速度低減装置において、船体上にそれぞれ樹
立され上記船室を鉛直方向には円滑に変位可能なるも水
平方向には変位不可能に拘束する前部支柱及び後部支柱
と、調圧可能の圧縮空気タンクに連通され上記船室の鉛
直荷重を支持する空圧シリンダーとを具えたことを特徴
とする船室の上下加速度低減装置。In a vertical acceleration reduction device for a separate cabin supported on the hull via a hydraulic cylinder, each cabin is installed on the hull so that the cabin can be smoothly displaced vertically, but restrained so that it cannot be displaced horizontally. A device for reducing vertical acceleration of a cabin, comprising: a front column and a rear column; and a pneumatic cylinder that is connected to a pressure-adjustable compressed air tank and supports the vertical load of the cabin.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18226389A JPH0350093A (en) | 1989-07-14 | 1989-07-14 | Vertical acceleration abating device for cabin |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18226389A JPH0350093A (en) | 1989-07-14 | 1989-07-14 | Vertical acceleration abating device for cabin |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0350093A true JPH0350093A (en) | 1991-03-04 |
Family
ID=16115197
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18226389A Pending JPH0350093A (en) | 1989-07-14 | 1989-07-14 | Vertical acceleration abating device for cabin |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0350093A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7434525B2 (en) * | 2004-09-30 | 2008-10-14 | Christopher Graham Hodge | Suspension system for a boat |
| USH2229H1 (en) * | 2007-05-17 | 2009-02-03 | The United States Of America As Represented By The Secretary Of The Navy | Movable deck to mitigate effects of shock |
-
1989
- 1989-07-14 JP JP18226389A patent/JPH0350093A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7434525B2 (en) * | 2004-09-30 | 2008-10-14 | Christopher Graham Hodge | Suspension system for a boat |
| USH2229H1 (en) * | 2007-05-17 | 2009-02-03 | The United States Of America As Represented By The Secretary Of The Navy | Movable deck to mitigate effects of shock |
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