JPS5841370B2 - Ship passage door device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a ship passage door for navigating vessels such as fishing boats and dust removers in net yards, etc. installed for the purpose of preventing driftwood, garbage, etc. from flowing down into dams, rivers, etc. It is related to the device.

FIG. 1 is a diagram for explaining a conventional ship passage door device, in which a frame 2 is interposed in the middle of a net 1a that is suspended from a cable 1 and constitutes a net field.

A float 3 is attached to the net 1a, and a float 4 is attached to the frame 2.
are fixed respectively, and the buoyancy of floats 3 and 4 lifts cable 1.
, the net 1a, and the frame 2 are floating on the water surface 5.

Door bodies 7, 8 are attached to the frame body 2 by hinges 6, 6, 6, 6, and the square bodies 7, 8 can be opened and closed in a double-door shape.

Locking rods 7a and 8 are provided on the upper surfaces of the door bodies 7 and 8, respectively.
a is fixed in an upright position, and a locking ring member 9 can be removably fitted to the locking rods 7a and 8a.

That is, is the locking ring member 9 a locking rod as shown in the first diagram? a
, 8a, the door bodies 7, 8 are locked and cannot be opened.

Furthermore, by removing the locking ring member 9, the door bodies 7 and 8 can be opened, allowing passage of ships.

However, in the above-mentioned conventional door device for ship passage, the locking ring member 9 must be manually attached and removed each time a ship passes, and it is extremely difficult to perform this work from the ship. However, the disadvantage is that the quick opening/closing operation of 8 cannot be performed.

The purpose of the present invention is to eliminate the above-mentioned drawbacks of the prior art,
To provide a ship passage door device capable of semi-automatically opening, automatically closing and locking.

The structural feature of the present invention is that a means for unlocking by a collision of the shaft end etc. is installed between both door bodies, and after opening, the body is rotated so that the body automatically closes due to the body's own weight. This door device for ship passage has a tilted shaft and the door body is automatically locked when the door body is closed.

Embodiments of the present invention will be described below with reference to FIGS. 2 to 5.

Note that in FIGS. 2 to 4, cables and nets are not shown in order to simplify and clarify the explanation of the configuration.

The frame body 10 floats on the water surface 5 due to the buoyancy of an upper float 11 and a lower float 12 which can be vertically adjusted, and has two square bodies 13 and 14 in the form of double doors.

The door bodies 13 and 14 are made of a net-like body. Door body 13,1
4 is rotatably attached to the frame body 10 by hinges 15, 15, 15, 15, and its rotation axis is directed downward from the frame body 10 and faces the opposite end surface 13 when both door bodies 13, 14 are closed.
a and 14a are respectively inclined in the direction of the rotation axis.

As a result, the door bodies 13 and 14 are automatically pivoted to the closed position by their own weight.

A guide member 16 extending in the ship passage direction is fixed to the frame 10, and a link 1 is disposed in a guide groove 16a of the guide member 16.
7 and 18 sliding pins 19 are engaged.

The ends of the links 17 and 18 opposite to the sliding pin 19 are rotatably connected to the door bodies 14 and 13 via pins 20 and 21, respectively, so that the □ bodies 13 and 14 are interlocked with each other. It opens and closes in a double-door pattern at almost the same rotation angle.

Collision plates 22, 23, 24, 25 are arranged on both sides of the above water surface portions of the door bodies 13, 14, respectively, and these collision plates 22, 23, 24, 25 are connected to parallel link mechanisms 26, respectively.
, 27.2B, and 29 are attached to the door bodies 13 and 14.

Therefore, the collision plates 22, 23, 24, 25 can move up and down while maintaining parallel to the door bodies 13 and 14, and move closer to and away from the door bodies 13 and 14 by moving up and down. It turns out.

On the other hand, a locking pin 30 is attached to the door body 13 so as to be freely retractable, and the lower end of the locking pin 30 and the collision plates 22 and 23 are connected via links 31 and 32.

Therefore, when the shaft tip collides with the collision plates 22 or 23, the collision plates 22 and 23 are displaced upward and approach the door body 13, and the locking pin 30 is displaced downward (see FIG. 3).

Further, when there is no collision with the collision plates 22 and 23 (normal time), the collision plates 22 and 23 are displaced downward due to their own weight, so the locking pin 30 is in a state of protruding upward.

The relationship between the collision plates 22, 24 or 23, 25 adjacent to each other is as shown in the second figure.

That is, the collision plates 22 and 24 have surfaces 22a that engage with each other.
, 24a, and even if the shaft tip collides only with the collision plate 24 (or only the collision plate 25), the surfaces 22a and 24a come into contact due to the upward displacement of the collision plate 24 (or 25), As a result, the collision plate 22 is also displaced upward in conjunction with the collision plate 22, thereby causing the locking pin 30 to be displaced downward.

An arm 33 is fixed to the door body 14, and an engagement hole 33a is formed in the arms 3', 3, and a locking pin 30 is inserted into this engagement hole 33a when the door bodies 13, 14 are closed. body 13
, 14 will be locked so that they cannot be opened.

The locked state of the door bodies 13, 14 is shown in FIGS. 2, 3, and 4.

The action will be explained below.

When ships are not passing through, the gate bodies 13 and 14 are locked and closed as shown in FIGS. 2 to 4 to prevent driftwood, garbage, etc. from flowing down.

Then, the shaft end of the ship, etc. is the collision plate 22.23.24.25
By colliding with any one of them, the locking pin 30 is displaced downward, and the engagement state (locked state) between the locking pin 30 and the engagement hole 33a of the arm 33 is released.

Therefore, as the ship continues to move forward, the door body 1
3°14 will be opened in the form of double doors, allowing ships to pass through.

- When a ship passes by, the door bodies 13 and 14 automatically try to return to the closed position around the tilted axis of rotation due to their own weight.

At this time, since the collision plates 22 and 23 are displaced downward by their own weight, the locking pin 30 protrudes and is in a state where it can engage with the engagement hole 33a of the arm 33.

When the door bodies 13, 14 rotate in the closing direction in this state, the tip of the locking pin 30 finally comes into contact with the arm 33, is guided by the inclined surface 33b, and is inserted into the engagement hole 33a.

In this way, the door bodies 13 and 14 are automatically locked.

In the above explanation, after releasing the locked state when opening the □ bodies 13 and 14, the opening operation of the gate bodies 13 and 14 was performed by moving the ship further forward and pushing the door bodies 13 and 14 open. This can also be done almost completely automatically.

In other words, after unlocking the door body 13, 1
4, the eccentricity of the door weight causes the frame 10 to open.
It tilts itself.

If the frame body 10 is tilted, the door bodies 13 and 14 will be further opened.
After the maximum inclination angle is reached and the ship has passed, the inclination of the frame 10 is restored and the □ bodies 13 and 14 are closed.

In order to perform the above operation, it is necessary to take measures to lengthen the vibration period T of the frame 10.

is given by

Here, π is pi, K is the minimum radius of rotation, g is the acceleration of gravity, and GM is the difference in height between the metacenter M and the center of gravity G (see FIG. 5).

In formula (1), π and g are constant, and K also has an economical limit.

Therefore, first, in order to avoid unnecessarily increasing the value of GM, the height of the center of gravity G can be adjusted by adjusting and displacing the lower float 12 in the vertical direction.

However, on the other hand, it is necessary to provide a restoring force that can withstand eccentricity of the door bodies 13, 14 when the door bodies 13, 14 are fully opened.

Here, the restoring force is given by WGMsinθ.

However, W indicates weight.

Therefore, at the time of maximum inclination, even if the period T becomes long, it is necessary to provide a large GM from the viewpoint of restoring force.

For this purpose, it is necessary to make the height of the metacenter M at the maximum inclination sufficiently large, and the height BM of the metacenter M is given by -■ BM=-■.

However, ■ is the cross-sectional moment of inertia, and in the case of a rectangular cross section, it is expressed as LB3/12, L is the length, B is the water surface width, and ■ is the drainage volume (constant depending on the weight). There is.

Therefore, the water surface width of the water line at maximum slope must be as wide as possible.

However, in a nearly upright state, there is no limit to the restoring force, so the water surface width of the water line can be made sufficiently small.

In addition, the period T is lengthened, and after the ship passes, the door body 13,
From the viewpoint of closing 14, it must be done like this.

Therefore, the upper float 11 is designed so that the water surface width of the water line is narrow when it is upright and large when it is at maximum inclination, and also absorbs all the energy based on the eccentric force due to the opening degree of the door body, so that it can be used for restoring and eventually closing the door body. If the shape shown in FIG. 3 is given so that it has conditions such as a continuous curve, the desired purpose can be achieved.

As explained above, according to the present invention, semi-automatically,
In some cases, a series of operations such as unlocking, opening/closing the door, and locking can be performed fully automatically, which is extremely convenient, and ensures that no matter where the shaft tip collides with any collision plate. Since the system operates in a consistent manner, it has a high degree of safety, a simple structure, and easy maintenance.

[Brief explanation of drawings]

Fig. 1 is a front view of the conventional device, Fig. 2 is a front view of the device of the present invention, Fig. 3 is a central sectional view of Fig. 2, Fig. 4 is a plan view of Fig. 2, and Fig. 5 is a floating body. FIG. 10... Frame body, 11... Upper float, 12... Lower float, 13, 14...
... Door body, 15 ... Hinge, 22, 23, 24,
25... Collision plate, 26° 27.28, 29...
...Parallel link mechanism, 30...Lock pin,
33...Arm 33a...Engagement hole.

Claims (1)

[Claims] 1. Two door bodies that interlock with each other and open and close in a double door shape at almost the same rotation angle are attached to a frame floating on the water surface,
Each of the rotation axes of the both door bodies relative to the frame body is tilted downward from the opposite end surface of the frame body in the direction of the respective rotation axis when the both door bodies are closed, and a locking pin that can freely move in and out is provided. An arm is attached to one of the door bodies and has an engagement hole through which the locking pin is inserted when both door bodies are closed, and an arm is attached to the other door body, A collision plate that is displaced by a collision with the tip of a ship, etc. is disposed on the - side, and when the collision plate is displaced due to a collision of the tip of a shaft, etc. with the collision plate, the locking pin and the engagement hole are disengaged. and a link mechanism is interposed between the locking pin and the collision plate, and normally displaces the locking pin to a state where it can be engaged with the engagement hole by displacement of the collision plate's own weight. A door device for shipping.