KR20130055876A - Twin-skeg ship with inclined rudders for control of motions - Google Patents

Abstract

PURPOSE: A twin-skeg ship with inclined rudders for ship motion control is provided to control stem angle and to damp the rolling and yawing of the ship by obliquely installing the rudders in pair. CONSTITUTION: A twin-skeg ship with inclined rudders for ship motion control comprises a port driving part(10), a starboard driving part(20), a port rudder(50), a starboard rudder(60), a controller(90), and a rolling sensor(91). A starboard rudder shaft(51) is connected to the port rudder by a universal joint(30) and the driving shaft of the port driving part. The port rudder is connected to a port propeller shaft by a port extended shaft and is obliquely installed in the tail end of the ship. A starboard rudder shaft(61) is connected to the starboard rudder by a universal joint(40) and a driving shaft of the starboard driving part. The starboard rudder is connected to a starboard propeller shaft and is obliquely installed in the tail end of the ship. The controller controls the port driving part and the starboard driving part. The rolling sensor is connected to the controller to measure the rolling motion of the ship.

Description

Twin-skeg ship with inclined rudders for control of motions

The present invention relates to a twin-axial ship having a rudder arranged inclined for the control of the ship movement, by arranging the rudder of the ship to be inclined in a diagonal direction, to control the ship lateral shaking, bow shaking and bow angle by the rudder The present invention relates to a twin-axial ship having rudders arranged in an inclined manner for controlling ship motion.

In general, the ship is a variety of movements such as up and down shaking and lateral shaking due to the waves, the shaking phenomenon acts as a detrimental to the work performance and safety. In particular, ships with high centers of gravity are subject to overturning due to lateral fluctuations.

Various technologies have been developed for suppressing the lateral fluctuation of such ships. The most widely known is Bilge Keel. Bilgekill is a plate-like member attached to the bilge part where the bottom and side walls of the hull meet.

Such bilge kill generates vortices when the ship is swayed, and is used in most ships due to the small additional cost during installation.

Conventional ships have a change in curvature in the direction from the side baseline of the hull to the height direction, and thus, due to the difficulty in attaching the lateral sway reducing device, the ship's bilge shell plate is reduced in order to reduce rolling. It is an attachment attached to the fore and aft direction close to the right angle, and it does not deviate greatly from the category of bilge kill, which is attached with a small fin shape and about 1/3 of the length of the ship. In addition, a complicated shape of the sideways reduction device was not considered in terms of maintenance. Therefore, the shape of the device is not a continuous type or has a complicated shape. Therefore, in the simple type of lateral fluctuation reduction apparatus, the efficiency of lateral fluctuations was limited.

In addition, when the bilge kill alone does not sufficiently obtain the lateral attenuation effect, equipment such as an anti rolling tank or a pin ballast is additionally installed. The damping tank uses a U-shaped water tank at the center of the ship to use the resonance phenomenon of the flow inside the water tank. Both passive and active type are used.

However, the pin stabilizer is a lateral shaking damping device that generates additional restoring force and damping force by generating lift on the pin by adjusting the angle of the pin according to the lateral fluctuation by attaching the pin to the bilge. There was a problem that the damping performance of the roll-up was not excellent.

Patent Publication 2011-0101870 (2011.09.16) Patent Publication 2011-0018504 (2011.02.24) Patent Publication 2011-0065998 (2011.06.16) Patent Registration Publication No. 0350812 (2002.08.19)

An object of the present invention is to mount the rudder of the twin-axial propeller ship inclined, to provide a twin-axial vessel having a rudder arranged in an inclined shape for the control of the ship movement and control of lateral swing control and bow angle change by the rudder. To provide.

The present invention port port installed in the rear of the ship; Starboard driving portion installed in the rear of the ship; A port rudder connected by the drive shaft and the universal joint of the port drive unit, connected to the port propeller shaft by the port extension axis, and inclined at the rear of the ship; A starboard rudder connected to the starboard shaft by the drive shaft and the universal joint of the starboard drive unit, extended to the starboard propeller shaft by the port extending shaft, and inclined at the rear of the ship; It includes a controller for controlling the rudder drive unit and the right rudder drive unit, and a lateral shake detection sensor installed in the ship so as to be connected to the controller to measure the lateral movement,

The port rudder and starboard rudder are installed to be inclined such that the interval between the two rudders is narrower toward the deck direction (T), and the spacing between the two rudders becomes wider as the ship's bottom direction (B) extends.

By controlling the steering angle of the port rudder and star rudder by the controller based on the lateral fluctuation value measured by the lateral fluctuation detection sensor and the direction change value of the ship, the direction change and the lateral fluctuation of the ship are attenuated.

According to the present invention, the biaxial rudder can be inclined, and the bow angle can be controlled while damping the ship lateral shaking and bow shaking by the biaxial rudder thus installed.

In addition, the present invention is able to control the lateral fluctuation and bow shaking without installing additional equipment, it is very economical in terms of efficiency, it is possible to expand the scope of application of the target ship.

In addition, the present invention is to be able to independently adjust the angle of the port and starboard by the respective drive unit, it is possible to smoothly generate the moment necessary for the control, through which the lateral fluctuation can be efficiently controlled .

In addition, the present invention has a number of effects, such as to be able to safely protect the ship, cargo and occupants through the reduction of lateral fluctuations.

1 is an illustration showing a configuration according to the present invention;
Figure 2 is an exemplary view showing the installation configuration of the present invention
Figure 3 is an exemplary side view showing the installation state configuration in the present invention
4 is an exemplary view showing the inertia mechanism according to the present invention

According to the present invention, the rudders (port rudders and star rudders) attached to the twin axes are inclined in opposite directions to each other so as to implement the control function of the lateral swing motion of the ship and the function of controlling the direction of the ship.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

1 is an exemplary view showing a configuration according to the present invention, Figure 2 is an exemplary view showing an installation state configuration of the present invention, Figure 3 is a side view showing an example of an installation state configuration in the present invention, The present invention is a left steering gear (10, left steering gear) installed in the rear of the ship, a right steering gear (20, right steering gear) installed in the rear of the ship, the port drive shaft 11 and the universal joint ( 30, the port rudder 51 is connected, the port rudder 50 is extended to the shaft 71 of the port propeller 70 by the port extension axis 52, the port rudder (50, left propeller) installed inclined at the rear of the ship The starboard drive shaft 21 and the universal joint 40 of the starboard drive shaft 21 of the starboard drive unit 20 are connected to each other, and the starboard propeller 80 extends to the shaft 81 of the starboard propeller 80. Connected to the ship, the starboard rudder (60, right propeller) and the port drive unit (1) 0) and the controller 90, which controls the starboard driver 20, and a roll sensor, which is installed in the ship so as to be connected to the controller 90, and measures the roll motion.

The roll shaking sensor 91 is a device installed on one side of the vessel 100 to measure the roll shaking motion, the measured roll shaking value is transmitted to the controller.

The controller 90 drives the rudder drive unit and the starboard drive unit by the lateral fluctuation value input from the lateral fluctuation sensor 91 and the direction change value for the ship direction change. That is, the present invention controls the rudder angles of the port rudder 50 and the star rudder 60 in the controller 90 by the lateral fluctuation values measured by the lateral shake detection sensor 91 and the direction change value of the ship. It is intended to attenuate ship turnover and lateral agitation. In this case, the controller 90 may utilize a central controller installed in the ship, or install a separate controller.

The port drive unit 10 forms a steering angle by rotating the port rudder 50 installed on the left side of the ship at an angle commanded by the controller 90.

The starboard drive unit 20 forms a steering angle by rotating the starboard rudder 60 installed on the right side of the ship at an angle commanded by the controller 90.

The port rudder 50 is the other axis is connected to the port drive shaft 11 by the universal joint 30, one side is installed to support the bearing on the extension shaft 52 connected to the axis of the port propeller 70, The center line LC2 of the shaft, that is, the other center line, is provided to have an inclination angle a within a predetermined range so as to be greater than 0 and less than 90 ° with respect to the center line LC1 of the port drive shaft.

The starboard rudder 60 is the other shaft is connected to the starboard drive shaft 12 by the universal joint 40, one side is installed to support the bearing bearing on the extension shaft 62 connected to the shaft of the starboard propeller, The center line RC2 of the shaft, i.e., the other center line, is provided with a predetermined angle of inclination a so as to be larger than 0 and smaller than 90 ° with respect to the centerline RC1 of the starboard drive shaft.

That is, the port rudder 50 and the starboard rudder 60 according to the present invention are not positioned vertically (vertical to the hull) at the rear of the port / star propeller, but are inclined to be inclined at a predetermined angle.

The port rudder 50 and the starboard rudder 60 are inclined so that the interval between the two rudders is narrower toward the ship deck, and the distance between the two rudders is wider toward the bottom of the ship.

In addition, the range of the inclination angle of the starboard axis 51 and the starboard axis 61 is the range up to the maximum angle which allows the other axes 51 and 61 to intersect with the propeller shafts 71 and 81.

In addition, the center lines LC1 and RC1 of the port / starboard drive shaft are installed in parallel with the ship center line CL.

The port / star extension shafts 52 and 62 are used to fix the port / star rudders 50 and 60 that are inclined, so that one side of the port 71 and the port rudder 50 of the port propeller are connected. , One side of the starboard propeller shaft 81 and starboard rudder 60 is installed. That is, the port / starboard long axis (52, 62), one side is connected to the axis 71 of the port propeller and the shaft 81 of the starboard propeller, respectively, the other side to the port rudder 50 or starboard rudder (60) Each bearing is connected to be supported.

Figure 4 shows an exemplary view showing the inertia mechanism according to the present invention, the operating mechanism of the present invention can be approached largely in terms of roll control and heading control concept for direction change. Since two control concepts are controlled by one other system, a controller that can control the rudder angle is necessary in actual operation depending on whether to control the direction change and the rollover motion, and to control the rollback motion, A sensation sensor must also be included for measurement.

Mechanisms for generating moments for controlling the lateral oscillation motion and bow angle change are as follows. When a steering angle is input to the port / starboard driving units 10 and 20 installed in the left and right port through the controller 90, an angle of attack of the left and right sides is generated.

In general, when a steering angle occurs, the driving force Fr is generated in a direction perpendicular to the other surface at the other landing point CR. The inertia component can be distinguished by the vector sum of the Yr component horizontally occurring on the hull and the Zr component vertically acting.

The horizontal distance from the center of gravity (LCG) in the longitudinal direction of the ship to the other landing point is called LCR, the angle of inclination of the other surface is a, and the center of transverse rotation is usually based on the center of gravity CG. The transverse oscillation moment Mr caused by the inertia in the port is

Mr = Zr * ry + Yr * rz

Here, Zr = | Fr | * cos (a), Yr = | Fr | * sin (a), and a large rolling moment can be generated as compared with the rolling moment generated by the vertically rudder. This makes it easier to control the yaw movement.

The transverse shaking moment Mr 'issued by the vertical force is

Mr '= Zr * ry

Therefore, it can be confirmed that the transverse oscillation moment Mr 'which can be generated by the vertically rudder has a smaller value than the rudder installed with the slope as follows.

Mr '≤ Mr

In addition, the bow rotation moment Mz generated by the inertia force at the port is as follows.

Mz = Yr * LCR

The bow angle control can be performed using the generated moment. And the bow movement moment My caused by the vertical component of the inertia is

My = Zr * LCR

The moment generated can be used to control bow movements.

By using the moments generated as described above, it is possible to control the lateral shaking, bow shaking, and bow angle of the ship. In order to properly control, the steering angle of sinen starboard can be driven independently to generate the moment necessary for control.

By using the moment of the bow movement moment My that can be generated through the change of the steering angle, the moment can be generated in the opposite direction to the bow movement of the ship, thereby minimizing the movement. In addition, the added bow rotation moment Mz can be used to increase the force for changing the bow direction of the ship.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined in the appended claims and their equivalents. Of course, such modifications are within the scope of the claims.

(10): Port drive part (11): Port drive axis
(20): starboard drive (21): starboard drive shaft
(30): Universal Joint (40): Universal Joint
(50): port rudder (51): port rudder
(52): Left string axis (60): Right rudder
(61): starboard axis (62): starboard axis
(70): port propeller (71): port propeller shaft
(80): starboard propeller (81): starboard propeller shaft
(90): controller (91): roll shaking sensor
100: ship

Claims (2)

Port drive unit installed in the rear of the ship;
Starboard driving portion installed in the rear of the ship;
A port rudder connected by the drive shaft and the universal joint of the port drive unit, connected to the port propeller shaft by the port extension axis, and inclined at the rear of the ship;
A starboard rudder connected to the starboard shaft by the drive shaft and the universal joint of the starboard drive unit, extended to the starboard propeller shaft by the port extending shaft, and inclined at the rear of the ship;
A controller for controlling the rudder drive unit and the starboard drive unit;
Included in the ship to be connected to the controller to include a lateral shake detection sensor for measuring the lateral movement,
The port rudder and starboard rudder are installed to be inclined so that the interval between the two rudder shafts becomes narrower toward the deck direction (T), and the distance between the two rudder shafts becomes wider toward the ship bottom direction (B), and to control the steering angle of the port rudder and starboard rudder. A twin-axial ship having a rudder arranged inclined for the ship motion control, characterized in that the ship's direction change and transverse shaking is attenuated by.
The method of claim 1,
The center line LC2 of the port rudder rudder axis has an inclination angle a greater than 0 and smaller than 90 ° with respect to the center line LC1 of the port drive shaft,
The center line RC2 of the starboard rudder steering shaft has an inclination angle a greater than 0 and less than 90 ° with respect to the centerline RC1 of the starboard drive shaft. One twin-axial ship.

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