JP2016141336A - Control device, ship and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device which optimizes anti-rolling effect by an anti-rolling tank and a fin stabilizer.SOLUTION: A control device 10 comprises: an attitude information acquisition part 11 that acquires attitude information indicating changes in attitude due to ship rolling; a rolling period calculation part 13 that calculates a ship rolling period using attitude information acquired by the attitude information acquisition part; and a fin stabilizer control part 14 that identifies a rolling period which enables a hull rolling angle to be most reduced and which is indicated by a hull rolling period characteristic, on the basis of a rolling period calculated by the attitude information acquisition part and a predetermined hull rolling period characteristic and that causes the fin stabilizer to run in accordance with the identified rolling period.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device, a ship, and a control method for a vibration reduction device.

  There are ships with fin stabilizers and anti-vibration tanks to reduce the rolling motion of the ship while sailing and at sea. The fin stabilizer detects rolls during navigation and controls the fin blade angle to generate lift on the fin wings and tries to suppress the rolling motion of the hull by the lift moment. The vibration reduction tank is provided with a flow path between the wing tanks on both sides, and the rated amount of liquid squeezed in the wing tank moves between the wing tanks by the rolling motion of the hull, thereby suppressing rolls. Generates a damping moment. In addition, there are two types of anti-vibration tanks: an active type that actively moves the liquid in the wing tank using power, etc., and a passive type that uses liquid movement due to the shaking of the hull. Is designed assuming a period of high shaking.

As a related technique, Patent Document 1 discloses a fin stabilizer control device including a roll countermeasure circuit for preventing a roll of a ship and a stability countermeasure circuit for preventing a rollover of the ship. A fin stabilizer control method is described in which not only rolling reduction but also an urgent restoring force can be increased by switching the circuit of the above and controlling the fin blade angle.
Patent Document 2 discloses a state in which a wing tank is divided into a plurality of parts, a liquid passage connecting the divided tanks, a damper is provided in the liquid passage, and a plurality of division tanks are combined by opening and closing the damper. This is described as an anti-vibration tank in which the natural period of the anti-vibration tank can be made variable by forming this tank. According to the vibration reducing tank described in Patent Document 2, it is possible to cope with various rolling periods by obtaining a plurality of natural periods with one vibration reducing tank.

Japanese Unexamined Patent Publication No. 63-038094 JP 2003-0454490 A

  By the way, the anti-vibration tank is an anti-vibration device for obtaining an anti-vibration effect based on the rolling period characteristics of the hull. On the other hand, with the conventional fin stabilizer control, it was not possible to obtain a vibration reduction effect considering the rolling period of the ship.

  Therefore, an object of the present invention is to provide a control device, a ship, and a control method for a vibration reduction device that can solve the above-described problems.

  According to a first aspect of the present invention, a posture information acquisition unit that acquires posture information indicating a change in posture due to a roll of a ship, and a shake that calculates a roll cycle of a ship from the posture information acquired by the posture information acquisition unit. Based on the period calculation unit, the roll period calculated by the roll period calculation unit, and the predetermined roll period characteristic of the hull, the roll angle of the hull indicated by the roll period characteristic of the hull is determined. A control device comprising: a fin stabilizer controller that specifies a roll cycle that can be reduced and operates a fin stabilizer in accordance with the specified roll cycle.

  The control device according to the second aspect of the present invention includes a speed information acquisition unit that acquires the speed of a ship, and a rolling cycle of the hull when the speed of the ship acquired by the speed information acquisition unit exceeds a predetermined speed. Based on the periodic characteristics at the time of operation and non-operation of the vibration reduction tank included in the characteristics, the calculated roll period is calculated when the roll angle based on the periodic characteristics at the time of operation of the vibration reduction tank is the smallest. Compared with each of the second roll cycle when the roll angle is the smallest based on the first roll cycle and the non-operating cycle characteristic of the vibration reduction tank, the calculated roll cycle is the first roll cycle. A vibration reduction tank control unit that operates a vibration reduction tank when closer to a cycle, and deactivates the vibration reduction tank when the calculated roll cycle is closer to a second roll cycle; Stabilizer control It is when said speed of ship speed information acquiring unit acquires exceeds a predetermined speed, of operating a fin stabilizer according to rolling cycle the identified.

  When the speed of the ship acquired by the speed information acquisition unit is equal to or lower than a predetermined speed, the anti-vibration tank control unit according to the third aspect of the present invention includes the anti-vibration tank included in the rolling cycle characteristics of the hull. Based on the periodic characteristics during operation and non-operation, the roll angle during operation of the vibration reduction tank during the calculated roll period and the roll angle during non-operation of the vibration reduction tank during the calculated roll period , And the vibration reduction tank is activated when the roll angle when the vibration reduction tank is small, and the vibration reduction tank is deactivated when the roll angle when the vibration reduction tank is small .

  The control device according to the fourth aspect of the present invention includes: a wave information acquisition unit that acquires wave information indicating a wave state; a hull information acquisition unit that acquires a drainage amount of a ship and a metacenter height; and the attitude information acquisition unit. Acquired information, information acquired by the speed information acquisition unit, information acquired by the wave information acquisition unit, information acquired by the hull information acquisition unit, hull response data in predetermined waves, The roll angle and roll angular acceleration when at least one of the rocking tank and the fin stabilizer is operated based on the rocking tank performance data determined in advance and the fin performance data determined in advance. Based on at least one of the roll angle and roll angular acceleration calculated by the swing state calculation unit, Further comprising, an operation mode determining section for determining at least one operation out of the fin stabilizer.

  According to a fifth aspect of the present invention, there is provided an attitude information acquisition unit that acquires attitude information indicating a change in attitude due to the rolling of a ship, a speed information acquisition unit that acquires the speed of the ship, and wave information that indicates a wave state. The wave information acquisition unit to be acquired, the hull information acquisition unit to acquire the amount of drainage and metacenter height of the ship, the information acquired by the attitude information acquisition unit, the information acquired by the speed information acquisition unit, and the wave information acquisition Information acquired by the unit, information acquired by the hull information acquisition unit, predetermined hull response data in waves, predetermined anti-vibration tank performance data, predetermined fin stabilizer performance data, Based on the above, a shaking state calculation unit that calculates at least one of a rolling angle and a rolling angular acceleration when at least one of the vibration reducing tank and the fin stabilizer is operated, and the shaking state , An operation mode determining section for determining at least one operation of the reduced-swing tank and the fin stabilizer based on at least one of the roll-angle detecting section is calculated and the roll angle acceleration which is a control device comprising a.

  A sixth aspect of the present invention is a ship provided with the control device described above.

  According to a seventh aspect of the present invention, hull attitude information indicating a change in attitude due to rolling of the hull is acquired, a hull rolling period is calculated from the acquired hull attitude information, and the calculated rolling cycle is calculated. And a predetermined rolling period characteristic of the hull based on a predetermined rolling period characteristic of the hull, which can reduce the rolling angle of the hull most indicated by the rolling period characteristic of the hull. This is a control method for operating the fin stabilizer in response.

  According to the present invention, it is possible to obtain a rocking effect by the fin stabilizer in consideration of the rolling characteristics of the ship.

It is a block diagram which shows an example of the control apparatus in 1st embodiment which concerns on this invention. It is a rear view of the ship which shows an example of arrangement | positioning of a vibration reduction tank and a fin stabilizer. It is a 1st figure explaining calculation of the rolling period in 1st embodiment concerning the present invention. It is a 2nd figure explaining calculation of the rolling period in 1st embodiment which concerns on this invention. It is a 1st figure explaining the vibration reduction control in 1st embodiment which concerns on this invention. It is a 2nd figure explaining the vibration reduction control in 1st embodiment which concerns on this invention. It is an example of the flowchart of the control processing in 1st embodiment which concerns on this invention. It is a block diagram which shows an example of the control apparatus in 2nd embodiment which concerns on this invention. It is an example of the flowchart of the control processing in 2nd embodiment which concerns on this invention.

<First embodiment>
Hereinafter, a position control device according to a first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 is a block diagram showing an example of a control device according to the first embodiment of the present invention.
The control device 10 controls fin stabilizers and anti-rolling tanks (ART) that are anti-vibration devices provided on ships such as patrol boats. Especially in the control of fin stabilizers, instead of using conventional fin stabilizers to generate lift and canceling the roll of the hull (roll in the roll direction), the ship's sway cycle is the most effective in reducing the vibration of the tank. Operate so that the period becomes higher. Further, when the anti-vibration tank is not operated, the ship is operated so that the period of the shaking of the ship becomes the period of least shaking in that state.

As shown in FIG. 1, the control device 10 includes an attitude information acquisition unit 11, a speed information acquisition unit 12, a shaking period calculation unit 13, a fin stabilizer control unit 14, a vibration reduction tank control unit 15, and a storage unit. 16. The control device 10 is composed of, for example, one or a plurality of computer devices.
The attitude information acquisition unit 11 acquires attitude information (inclination in the roll direction of the ship) indicating a change in the attitude of the ship due to rolling at a predetermined time interval, for example, based on a detection result of an acceleration sensor provided in the ship. To do.
The speed information acquisition unit 12 acquires the speed of the ship from, for example, an electromagnetic log or a Doppler log.
The swing period calculation unit 13 calculates the roll period of the ship from the posture information of the ship that is sequentially acquired by the attitude information acquisition unit 11 over time.
The fin stabilizer control unit 14 determines the roll cycle of the hull and the roll cycle characteristic curve based on the roll cycle calculated by the roll cycle calculation unit 13 and the predetermined roll cycle characteristic curve of the hull. The operation of the fin stabilizer is controlled so as to approach a rolling cycle that can make the rolling angle the smallest shown.
The anti-vibration tank control unit 15 switches between the operation and non-operation of the anti-vibration tank based on the sway period characteristic curve of the ship when the anti-vibration tank is in operation and non-operation.
The memory | storage part 16 memorize | stores various information required for control, such as the rolling period characteristic curve of a hull.

FIG. 2 is a rear view of the ship showing an example of the arrangement of the vibration reducing tank and the fin stabilizer.
The ship 1 which concerns on this embodiment is provided with the fin stabilizer 3 and the anti-vibration tank 4 as shown in FIG. The fin stabilizer 3 is disposed on the curved bottom portion of the ship 1 so as to protrude obliquely downward. The fin stabilizer 3 has a fin shaft 2, and can rotate around the fin shaft 2 based on an instruction from the fin stabilizer control unit 14. The fin stabilizer control unit 14 generates lift (arrow 3A) corresponding to the water flow generated by the progression of the ship by adjusting the rotation angle (fin wing angle) of the fin stabilizer 3 to prevent the hull from rolling. . The magnitude of the lift generated by the fin stabilizer 3 is determined based on the magnitude of the blade angle and the speed of the water flow accompanying the progress of the ship 1.
The vibration reduction tank 4 includes a pair of wing tanks 5, and the pair of wing tanks 5 are in communication with each other via a flow path 6. The wing tank 5 contains water (for example, fresh water or seawater). When the anti-vibration tank 4 is operated, this water has a phase lag with respect to the rolling of the ship, and the wing tank 5 has one phase lag. To the other wing tank 5. By this movement, a moment that cancels out the moment caused by the transverse wave is generated, and a vibration reduction effect can be obtained. 2 indicates the roll angle of the ship 1.

  Further, as described above, the fin stabilizer generates lift by using a water flow generated by the progress of the ship. If the ship is less than the predetermined speed as a property of the fin stabilizer, the roll damping effect cannot be obtained.

Here, general control of the fin stabilizer when the fin stabilizer and the vibration reduction tank are operated will be described. When the hull rolls, the roll angle is detected by a sensor, and the roll angle is 0. The fin wing angle was controlled with the goal of becoming. The conventional fin stabilizer control did not consider the roll period of the hull.For example, even when using a vibration reduction tank and fin stabilizer, the roll period of the hull is May be far from the maximum roll cycle.
On the other hand, in the present embodiment, rolling is reduced by controlling the fin wings of the fin stabilizer so as to approach a rolling cycle that minimizes the rolling cycle of the ship. Next, control of the vibration reducing tank and the fin stabilizer in the present embodiment will be described with reference to FIGS.

FIG. 3 is a first diagram for explaining the calculation of the rolling period in the first embodiment according to the present invention.
FIG. 4 is a second diagram for explaining the calculation of the roll period in the first embodiment according to the present invention.
The vertical axis in FIG. 3 is the hull roll angle (φ), and the horizontal axis is time (t). The attitude information acquisition unit 11 records the roll angle of the hull acquired at predetermined time intervals in the storage unit 16 in association with the acquisition time. The graph of FIG. 3 is a graph of the rolling angle in the time series recorded by the posture information acquisition unit 11.
In FIG. 4, the vertical axis represents the spectrum (SP), and the horizontal axis represents the roll period (Tw). The sway period calculation unit 13 reads the sway angle according to the elapsed time recorded by the posture information acquisition unit 11 and decomposes the sway in a predetermined time for each period by Fourier transform, and depending on what sway period Analyze whether it is formed (spectral analysis). The swing period calculation unit 13 determines the frequency with the largest component distribution from the analysis result as the roll period in the period to be analyzed. In the case of FIG. 4, the shaking period calculation unit 13 determines the rolling period of the ship at the time as Tw1.

FIG. 5 is a first diagram illustrating the vibration reduction control in the first embodiment according to the present invention.
FIG. 5 illustrates the vibration reduction control when the fin stabilizer is not operated. The fin stabilizer control unit 14 compares the measured value of the ship speed acquired by the speed information acquiring unit 12 with the fin stabilizer effective ship speed recorded in the storage unit 16 in advance, and the measured value of the ship speed is When the stabilizer effective ship speed is not reached, the fin stabilizer is not controlled by, for example, storing the fin stabilizer in the hull. On the other hand, the vibration reduction tank control unit 15 determines whether the vibration reduction tank is activated or deactivated.

In FIG. 5, a curve 41 shows the relationship between the roll period and roll angle (rolling periodic characteristic curve) when the anti-vibration tank is operated. A curve 42 shows the relationship between the roll cycle and roll angle (rolling cycle characteristic curve) when the anti-vibration tank is not operated. It is assumed that the rolling periodic characteristic curves in these hulls are obtained in advance by simulation or the like and recorded in the storage unit 16.
In the case of the anti-vibration tank having the periodic characteristic curve illustrated in FIG. 5, the anti-vibration effect is designed so that the anti-vibration effect appears most in the rolling period in which the roll angle is the largest when the anti-vibration tank is not operated. Further, depending on the roll cycle as shown in the cycle Tw1, the roll angle can be reduced without operating the anti-vibration tank. In such a case, the anti-vibration tank control unit 15 performs control so as not to operate the anti-vibration tank. Specifically, the anti-roll tank control unit 15 uses the roll periodic characteristic curve recorded in the storage unit 16 to correspond to the current ship roll cycle Tw1 calculated by the roll cycle calculation unit 13. The roll angle (φ1) when the vibration reduction tank is activated and the roll angle (φ2) when the vibration reduction tank is not activated are obtained. The anti-vibration tank control unit 15 compares these roll angles, and activates the anti-vibration tank if the roll angle when the anti-vibration tank is activated is small. Further, the anti-vibration tank control unit 15 deactivates the anti-vibration tank if the roll angle when the anti-vibration tank is not operated is small. In the case of FIG. 5, since φ1> φ2, the anti-vibration tank control unit 15 deactivates the anti-vibration tank.

FIG. 6 is a second diagram illustrating the vibration reduction control in the first embodiment according to the present invention.
FIG. 6 illustrates the vibration reduction control when the fin stabilizer is operated. That is, the control described with reference to FIG. 6 is a control when the measured value of the ship speed acquired by the speed information acquisition unit 12 exceeds the fin stabilizer effective ship speed recorded in the storage unit 16 in advance. It is assumed that the rolling periodic characteristic curve of the hull recorded in the storage unit 16 is the same as that of FIG.
When the fin stabilizer is operated, the rocking tank control unit 15 uses the rolling periodic characteristic curve in the hull recorded in the storage unit 16 to determine the current boat rolling cycle determined by the rolling cycle calculation unit 13. The roll period when the roll angle is the smallest when the vibration reduction tank is activated (first roll period: Tw1 * in the figure), and the roll angle when the vibration reduction tank is not activated are It is compared with the rolling cycle when it becomes the smallest (second rolling cycle: Tw2 * in the figure). Then, the vibration reduction tank control unit 15 specifies a roll cycle closer to the current roll cycle determined by the shake cycle calculation unit 13 and reduces the operation to an operation (ON or OFF) corresponding to the specified roll cycle. Switches the operation of the shaking tank.

  For example, in the case of FIG. 6, if the roll period determined by the swing period calculation unit 13 is Tw1, the vibration reduction tank control unit 15 compares | Tw1-Tw1 * | with | Tw1-Tw2 * |. In this case, the value of | Tw1-Tw1 * | is smaller, so the anti-vibration tank control unit 15 selects the operation of “anti-vibration tank ON” that minimizes the roll angle in the roll period Tw1 *. Activate the anti-vibration tank. Also, assuming that the roll period determined by the swing period calculation unit 13 is Tw2, the vibration reduction tank control unit 15 compares | Tw2-Tw1 * | with | Tw2-Tw2 * |. In this case, the value of | Tw2-Tw2 * | is smaller, so that the vibration reduction tank control unit 15 selects the operation of “a vibration reduction tank OFF” that minimizes the roll angle in the roll period Tw2 *. Disable the anti-vibration tank.

  Further, the fin stabilizer control unit 14 has the minimum roll angle when the anti-vibration tank is operated and when the non-operation is performed based on the periodic characteristic curve of the roll in the hull in the same manner as the anti-vibration tank control unit 15. The rolling cycle is determined, and among the obtained rolling cycles, the one closer to the rolling cycle determined by the rolling cycle calculation unit 13 is specified, and the fins are set so that the rolling cycle of the hull approaches the specified rolling cycle. Operate the stabilizer. For example, if the roll cycle determined by the roll cycle calculation unit 13 is Tw1, the fin stabilizer control unit 14 operates the fin stabilizer so that the roll cycle of the hull is Tw1 *. If the roll period determined by the roll period calculation unit 13 is Tw2, the fin stabilizer control unit 14 operates the fin stabilizer so that the roll period of the hull is Tw2 *. Regarding the operation method of the fin stabilizer, for example, when the roll period of the hull is set to Tw1 *, the fin stabilizer control unit 14 rotates the fin blade angle from X degrees to Y degrees, The operation of returning to degrees to X degrees is performed over a period of time indicated by Tw1 *. The fin stabilizer control unit 14 swings the fin stabilizers 3 provided on both sides of the hull in accordance with the target roll period Tw1 *, thereby causing the lift moment of the fin stabilizer to roll the roll period Tw1 so as to tilt the hull. Since it acts by *, the rolling cycle of the hull can be brought close to the target rolling cycle Tw1 *. About the operation of this fin stabilizer, the angle and operation cycle which rotate every ship speed and roll cycle are recorded beforehand in storage part 16 by simulation and the result of an experiment with an actual machine, and fin stabilizer control part 14 An operation may be performed based on this recording.

  When the anti-vibration tank is operated by the control of the fin stabilizer control unit 14 as described above, the roll period of the hull can be brought close to the design period of the anti-vibration tank. Roll can be suppressed. In the past, fin stabilizers were controlled regardless of the rolling cycle of the ship, but there were cases where optimal control was not achieved in terms of both the vibration reduction effect of the fin stabilizer and the vibration reduction effect of the vibration reduction tank. . According to the present embodiment, the fin stabilizer is used to bring the roll period of the ship closer to the roll period where the vibration reduction effect of the vibration reduction tank is maximized, thereby maximizing the vibration reduction effect of the vibration reduction tank. be able to. In addition, according to the present embodiment, it is possible to obtain the same vibration reduction performance with a smaller size than the conventionally used fin stabilizer, leading to cost reduction. Further, when the fin stabilizer is operated, the fin stabilizer is overhanged, which becomes a propulsion resistance, but the resistance can be reduced by reducing the size, which leads to an improvement in fuel consumption.

  Even if the tank is not operated, the fin stabilizer can be used to bring the ship's roll cycle closer to the roll cycle with the smallest roll angle based on the roll characteristics of the hull. Roll can be suppressed.

FIG. 7 is an example of a flowchart of a control process in the first embodiment according to the present invention.
A processing procedure of the vibration reduction control of this embodiment will be described with reference to FIG.
First, the posture information acquisition unit 11 acquires acceleration detection information at predetermined time intervals from, for example, an acceleration sensor provided in the ship. For example, the posture information acquisition unit 11 calculates the inclination of the hull from the change in gravitational acceleration, and obtains the roll angle (inclination angle in the roll direction) of the hull (step S11). The posture information acquisition unit 11 records the calculated roll angle and time in the storage unit 16 in association with each other. Next, the rocking cycle calculation unit 13 calculates the rolling cycle of the ship by spectrum analysis (step S12). The swing period calculation unit 13 outputs the calculated ship roll period to the fin stabilizer control unit 14 and the vibration reduction tank control unit 15.

  Next, the speed information acquisition unit 12 acquires the ship speed from an electromagnetic log or the like provided on the ship (step S13), and outputs it to the fin stabilizer control unit 14. Next, the fin stabilizer control unit 14 reads the fin stabilizer effective boat speed from the storage unit 16 and compares it with the boat speed acquired from the speed information acquisition unit 12 (step S14). When the ship speed acquired from the speed information acquisition unit 12 is equal to or less than the fin stabilizer effective ship speed (step S14 = No), the fin stabilizer control unit 14 determines not to use the fin stabilizer, and uses the fin stabilizer as a hull. Control such as storing. Further, the fin stabilizer control unit 14 notifies the vibration reduction tank control unit 15 that the fin stabilizer is not used. Then, the anti-vibration tank control unit 15 reads the roll characteristic curve of the hull recorded in the storage unit 16, and the anti-vibration tank corresponding to the current roll cycle of the ship acquired from the roll period calculation unit 13 in step S12. The roll angle at the time of operation is compared with the roll angle at the time of non-operation of the anti-vibration tank corresponding to the current roll cycle of the ship obtained from the swing cycle calculation unit 13. The anti-vibration tank control unit 15 outputs a control signal for operating the anti-vibration tank if the roll angle when the anti-vibration tank is small, and outputs a control signal if the roll angle when the anti-vibration tank is not active. A control signal for deactivating is output (step S15). Thereby, when it is more effective to operate the anti-vibration tank, the anti-vibration effect by the anti-vibration tank can be obtained.

  On the other hand, when the boat speed acquired from the speed information acquisition unit 12 exceeds the fin stabilizer effective boat speed (step S14 = Yes), the fin stabilizer control unit 14 notifies the vibration reduction tank control unit 15 that the fin stabilizer is used. To do. Then, the anti-roll tank control unit 15 reads the roll characteristic curve of the hull recorded in the storage unit 16, and the current ship roll cycle acquired from the roll cycle calculation unit 13 in step S12 is the anti-shake tank operation. Determine which of the roll cycle when the roll angle is the smallest and the roll cycle when the roll angle is the smallest when the shaker tank is not working, (Operation or non-operation) is switched to an operation having a shorter rolling cycle (step S16). Next, the fin stabilizer control unit 14 performs control in accordance with the roll period targeted for the fin stabilizer operation (step S17). Specifically, in the same manner as the anti-vibration tank control unit 15, the fin stabilizer control unit 14 oscillates the rolling cycle when the horizontal roll angle becomes the smallest between when the anti-vibration tank is activated and when it is not activated. A roll cycle closer to the roll cycle calculated by the cycle calculation unit 13 is obtained, and the fin stabilizer is operated according to the ship speed and the obtained roll cycle. For example, the fin stabilizer control unit 14 rotates the fin wings at an angle determined for each ship speed and roll cycle at the same cycle as the obtained roll cycle. As a result, the fins are forcibly shaken, and the roll cycle of the hull can be adjusted to the cycle with the minimum roll angle. That is, when the anti-vibration tank is operated in step S16, the roll of the ship can be suppressed by setting the roll period so that the anti-vibration tank exhibits the maximum anti-vibration effect. Further, when the anti-shake tank is not operated in step S16, the roll of the ship can be suppressed by setting the roll cycle so that the ship does not shake most based on the roll characteristics of the ship when the anti-shake tank is not operated. I can do it.

  In addition, the control method of the fin stabilizer of 1st embodiment is applicable also to the ship which is not equipped with the vibration reduction tank.

<Second embodiment>
Hereinafter, the control apparatus by 2nd embodiment of this invention is demonstrated with reference to FIGS.
FIG. 8 is a block diagram illustrating an example of a control device according to the second embodiment of the present invention.
As shown in FIG. 8, the control device 10 of the present embodiment includes an attitude information acquisition unit 11, a speed information acquisition unit 12, a shaking period calculation unit 13, a fin stabilizer control unit 14, and a vibration reduction tank control unit 15. A storage unit 16, a wave information acquisition unit 17, a hull information acquisition unit 18, a shaking state calculation unit 19, and an operation mode determination unit 20.

The posture information acquisition unit 11 acquires roll angular acceleration in addition to the roll angle of the hull.
The fin stabilizer control unit 14 performs conventional fin stabilizer control in addition to the control for adjusting the rolling period of the hull as in the first embodiment. The conventional control is, for example, feedback control that generates a lift moment that suppresses shaking by a fin stabilizer and aims at zero roll angle acquired from the posture information acquisition unit 11.
In addition to the hull roll cycle characteristic curve, the storage unit 16 includes a table (hull response data) that defines the relationship between the hull roll and the hull roll and wave height, the hull volume and GM (metacenter height), etc. Stores a table that prescribes the relationship between anti-vibration performance (anti-vibration tank performance data), a table that prescribes the relationship between the ship speed and the amount of drainage, and the anti-vibration performance of the fin stabilizer (fin stabilizer performance data).

The wave information acquisition unit 17 acquires wave information from a wave height / wave direction sensor provided in the hull. Wave information includes wave height, wave period, wave direction, and the like.
The hull information acquisition unit 18 acquires information on the state of the hull such as the amount of drainage and GM from, for example, a crew member. The crew member calculates the amount of drainage and GM by a known loading calculation at the stage when loading on the ship is completed, and inputs these values to the control device 10. The hull information acquisition unit 18 receives input of the input information.

The shaking state calculation unit 19 includes information acquired by the posture information acquisition unit 11, information acquired by the velocity information acquisition unit 12, information acquired by the wave information acquisition unit 17, and information acquired by the hull information acquisition unit 18. , Based on predetermined hull response data in waves, predetermined anti-vibration tank performance data, and predetermined fin stabilizer performance data, at least one of the anti-vibration tank and the fin stabilizer is At least one of the roll angle and roll angle acceleration of the hull when operated is calculated.
The operation mode determination unit 20 determines the operation of the vibration reduction tank or the fin stabilizer based on the calculation result of the shaking state calculation unit 19.
Other configurations are the same as those in the first embodiment.

  Not only the method of the first embodiment, but also the vibration reduction effect by the fin stabilizer and the vibration reduction tank varies depending on the state of the ship (displacement amount, GM) and sea conditions, and the most effective vibration reduction control in the situation at that time Is preferably selectable. Therefore, in the present embodiment, the most effective method for reducing vibration is selected from among a plurality of methods for reducing vibration, and the rolling of the ship is reduced by this method. Here, the plurality of vibration reduction methods are (1) vibration reduction tank non-operation + fin stabilizer control according to the first embodiment, (2) vibration reduction tank operation + fin stabilizer control according to the first embodiment, and (3) vibration reduction. Tank operation + conventional fin stabilizer control, (4) anti-vibration tank non-operation + conventional fin stabilizer control, (5) anti-vibration tank operation + fin stabilizer non-operation, (6) anti-vibration tank non-operation + fin stabilizer non-operation It is.

FIG. 9 is an example of a flowchart of a control process in the second embodiment according to the present invention.
The vibration reduction control of the second embodiment will be described with reference to FIG.
First, the hull information acquisition part 18 receives the amount of drainage and GM from a crew member, and records these values in the memory | storage part 16 (step S21). Next, the speed information acquisition part 12 acquires ship speed information from an electromagnetic log etc., and records ship speed information in the memory | storage part 16 (step S22). Next, the wave information acquisition unit 17 acquires the wave information from the wave height / direction sensor, and records the wave information in the storage unit 16 (step S23).

  Next, the swing state calculation unit 19 calculates the roll angle and roll angular acceleration of the hull by performing a simulation using the motion model for each of the operation modes (1) to (6) described above ( Step S24). Specifically, the shaking state calculation unit 19 creates a hull motion equation that becomes a hull motion model. The hull motion equation is expressed by, for example, the following formula (1).

In Equation (1), φ is the hull roll angle, θ is the wave inclination angle, δ is the fin wing angle, and ζ is the water level angle of the anti-vibration tank. Further, the first term on the left side of Equation (1) is an inertia term, the second term is an attenuation term, and the third term is a restoring term. The first term on the right side of Equation (1) is a wave external force term, the second term is a term indicating the moment due to the fin stabilizer, and the third term is a term indicating the moment due to the vibration reducing tank. The sway state calculation unit 19 obtains the sway of the hull from the ship response data in the waves using the parameters of the drainage amount, GM, ship speed, wave height, wave period, and wave direction recorded in the storage unit 16 in steps S21 to 23. . Further, the shaking state calculation unit 19 calculates the wave inclination angle θ from the wave period and the wave height. Further, the sway state calculation unit 19 obtains a function f1 for obtaining the wave external force applied to the hull recorded in the storage unit 16 in advance from the sway of the hull based on the wave hull response data and the wave inclination angle θ. Further, the swing state calculation unit 19 obtains the performance characteristics of the fin stabilizer from the fin stabilizer performance data using the drainage amount, GM, and ship speed recorded in the storage unit 16, and the moment by the fin stabilizer recorded in the storage unit 16 in advance. A function f2 for obtaining is obtained. Further, the shaking state calculation unit 19 obtains performance characteristics of the anti-sway tank from the anti-sway tank performance data using the drainage amount and GM recorded in the storage unit 16, and the moment by the anti-sway tank recorded in the storage unit 16 in advance. A function f3 for obtaining is obtained. The coefficients a ₁ , a ₂ , and a _{3 on} the left side are recorded in advance in the storage unit 16, and the shaking state calculation unit 19 acquires these values from the storage unit 16. For example, in the case of the hull motion equation of “(4) anti-vibration tank non-actuation + conventional fin stabilizer control”, the above equation (1) is an equation without the third term on the right side. The same applies to “(5) Anti-vibration tank operation + fin stabilizer inactive” and “(6) Anti-vibration tank operation + fin stabilizer inactive”. In addition, the function f2 in the second term on the right side in “(1) Anti-vibration tank non-operation + fin stabilizer control according to the first embodiment” and “(3) Anti-vibration tank operation + conventional fin stabilizer control” is a different function. . Note that δ and ζ are parameters that are changed by simulation, but are uniquely determined in a steady state.

  The swaying state calculation unit 19 obtains the hull motion equation of the equation (1) in the steady state of each operation mode of the above (1) to (6) by simulation, solves each equation with respect to the hull roll angle φ, and rolls. Find the angle and roll angular acceleration. The swing state calculation unit 19 records the calculated roll angle and roll angular acceleration in the storage unit 16 for each of the operation modes (1) to (6). Next, the attitude information acquisition unit 11 calculates and acquires the roll angle and roll angular acceleration of the hull based on the detection information of the acceleration sensor (step S25). The posture information acquisition unit 11 outputs the roll angle and the angular acceleration to the operation mode determination unit 20.

  Next, the operation mode determination unit 20 determines an optimal operation mode (step S26). Specifically, the operation mode determination unit 20 reads the roll angle and angular acceleration for each of the operation modes (1) to (6) from the storage unit 16, and among these, for example, the roll angle is the smallest. An operation mode or an operation mode with the smallest roll angular acceleration value is selected. Whether the roll angle is compared or the roll angular acceleration is compared, for example, a value set in advance by a sailor is recorded in the storage unit 16, and the operation mode determination unit 20 determines based on the record. To do. When compared with the rolling angle, the operation mode with the smallest shaking is selected, and when compared with the rolling angular acceleration, the operation mode with the fastest shaking is selected. The sailor can select the comparison based on the rolling angular acceleration according to the navigation conditions and purpose, for example, even when the rolling is somewhat large, but it is preferable that the rolling cycle is fast.

  Next, when the operation mode is selected based on the roll angle, the operation mode determination unit 20 compares the roll angle in the selected operation mode with the roll angle acquired from the posture information acquisition unit 11. Further, when the operation mode is selected based on the roll angular acceleration, the operation mode determination unit 20 compares the roll angular acceleration in the selected operation mode with the roll angular acceleration acquired from the posture information acquisition unit 11. When the operation mode is selected according to the roll angle, and the roll angle acquired from the posture information acquisition unit 11 is smaller than the roll angle in the selected operation mode, the roll angle is changed when switching to another operation mode. Therefore, the operation mode determination unit 20 determines to continue the current operation mode. When the roll angle acquired from the posture information acquisition unit 11 is larger than the roll angle in the selected operation mode, the operation mode determination unit 20 performs the vibration reduction control in the operation mode selected from the operation modes. To decide. The same applies when the operation mode is selected based on the roll angular acceleration.

  Further, the operation mode determination unit 20 verifies the accuracy of the simulation in step S24. Specifically, the operation mode determination unit 20 compares the roll angle acquired from the attitude information acquisition unit 11 with the roll angle obtained from the hull motion equation in the current operation mode. Similarly, the operation mode determination unit 20 compares the roll angular acceleration acquired from the attitude information acquisition unit 11 with the roll angular acceleration obtained from the hull motion equation in the current operation mode. For example, when the vehicle is currently operating without the vibration reduction tank and without the fin stabilizer, the roll angle and angular acceleration acquired from the attitude information acquisition unit 11 are solved for the above-mentioned operation mode (6) and the hull motion equation is solved. Compared with the roll angle and roll angular acceleration obtained. In these comparisons, if the two values are more than a predetermined threshold, the operation mode determination unit 20 determines that there is a problem in the simulation result in step S24 and determines to continue the current operation mode. To do. Or you may repeat the process from step S24 again.

  When the operation mode is determined, the operation mode determination unit 20 outputs the identification information of the determined operation mode to the fin stabilizer control unit 14 and the vibration reduction tank control unit 15. The fin stabilizer controller 14 controls the fin stabilizer according to the acquired operation mode. The anti-vibration tank control unit 15 controls the operation and non-operation of the anti-vibration tank according to the acquired operation mode.

  According to the present embodiment, it is possible to select a vibration reduction method with the optimal vibration reduction effect according to the state of the hull, sea conditions, and ship speed. In addition, said operation mode (1)-(6) is an example, Comprising: It is not limited to this. For example, an optimal operation mode may be selected only for the operation modes (3) to (6). Further, the case where the operation mode with the smallest roll angle or roll angular acceleration is selected has been described as an example, but the present invention is not limited to this. For example, an operation mode in which the roll angle is a predetermined threshold value 1 or less and the roll angle acceleration is a predetermined threshold value 2 or less may be selected.

  Each process in the control device 10 described above is stored in a computer-readable recording medium in the form of a program, and the above processing is performed by the computer of the control device 10 reading and executing the program. Is called. Here, the computer-readable recording medium means a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like. Alternatively, the computer program may be distributed to the computer via a communication line, and the computer that has received the distribution may execute the program.

The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, what is called a difference file (difference program) may be sufficient.
Moreover, the control apparatus 10 may be comprised with one computer, and may be comprised with the some computer connected so that communication was possible.

  In addition, it is possible to appropriately replace the components in the above-described embodiments with known components without departing from the spirit of the present invention. The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Ship 2 ... Fin axis | shaft 3 ... Fin stabilizer 4 ... Anti-vibration tank 5 ... Wing tank 6 ... Flow path 10 ... Control apparatus 11 ... Attitude information acquisition part DESCRIPTION OF SYMBOLS 12 ... Speed information acquisition part 13 ... Shaking period calculation part 14 ... Fin stabilizer control part 15 ... Anti-vibration tank control part 16 ... Memory | storage part 17 ... Wave information acquisition part 18 ... -Hull information acquisition unit 19 ... shaking state calculation unit 20 ... operation mode determination unit

Claims (7)

A posture information acquisition unit for acquiring posture information indicating a change in posture due to the rolling of the ship;
A sway cycle calculating unit that calculates a roll cycle of the ship from the stance information acquired by the stance information acquiring unit;
Based on the roll period calculated by the roll period calculation unit and the predetermined roll period characteristic of the hull, the roll period that can most reduce the roll angle of the hull indicated by the roll period characteristic of the hull And a fin stabilizer controller that operates the fin stabilizer in accordance with the specified rolling period;
A control device comprising: A speed information acquisition unit for acquiring the speed of the ship;
When the speed of the ship acquired by the speed information acquisition unit exceeds a predetermined speed, the calculation is performed based on the periodic characteristics during operation and non-operation of the anti-vibration tank included in the rolling periodic characteristics of the hull. The rolling cycle is determined by the first rolling cycle when the rolling angle is the smallest based on the periodic characteristics during operation of the vibration reducing tank and the rolling angle based on the periodic characteristics when the vibration reducing tank is not operated most. Compared with each of the second roll period when it becomes smaller, when the calculated roll period is closer to the first roll period, the reduced tank is operated, and the calculated roll period is the second roll period. An anti-vibration tank controller that deactivates the anti-vibration tank when closer to
Further comprising
The fin stabilizer control unit operates the fin stabilizer according to the specified roll cycle when the speed of the ship acquired by the speed information acquisition unit exceeds a predetermined speed.
The control device according to claim 1. When the speed of the ship acquired by the speed information acquisition unit is equal to or lower than a predetermined speed, the anti-vibration tank control unit is a cycle at the time of operation and non-operation of the vibration reduction tank included in the rolling cycle characteristics of the hull. Based on the characteristics, the roll angle at the time of operation of the anti-vibration tank in the calculated roll cycle is compared with the roll angle at the time of non-operation of the anti-vibration tank in the calculated roll cycle, and the vibration is reduced. When the roll angle during operation of the tank is small, the vibration reduction tank is activated, and when the roll angle during non-operation of the vibration reduction tank is small, the vibration reduction tank is deactivated.
The control device according to claim 2. A wave information acquisition unit for acquiring wave information indicating a wave state;
A hull information acquisition unit for acquiring the amount of discharged water and the height of the metacenter;
Information acquired by the attitude information acquisition unit, information acquired by the speed information acquisition unit, information acquired by the wave information acquisition unit, information acquired by the hull information acquisition unit, and predetermined wave Rolling when at least one of the anti-vibration tank and the fin stabilizer is operated based on the hull response data, the predetermined anti-vibration tank performance data, and the predetermined fin stabilizer performance data. A swing state calculation unit that calculates at least one of an angle and a roll angular acceleration;
An operation mode determination unit that determines the operation of at least one of the vibration reduction tank and the fin stabilizer based on at least one of the roll angle and the roll angular acceleration calculated by the swing state calculation unit;
The control device according to claim 3, further comprising: A posture information acquisition unit for acquiring posture information indicating a change in posture due to the rolling of the ship;
A speed information acquisition unit for acquiring the speed of the ship;
A wave information acquisition unit for acquiring wave information indicating a wave state;
A hull information acquisition unit for acquiring the amount of discharged water and the height of the metacenter;
Information acquired by the attitude information acquisition unit, information acquired by the speed information acquisition unit, information acquired by the wave information acquisition unit, information acquired by the hull information acquisition unit, and predetermined wave Rolling when at least one of the anti-vibration tank and the fin stabilizer is operated based on the hull response data, the predetermined anti-vibration tank performance data, and the predetermined fin stabilizer performance data. A swing state calculation unit that calculates at least one of an angle and a roll angular acceleration;
An operation mode determination unit that determines the operation of at least one of the vibration reduction tank and the fin stabilizer based on at least one of the roll angle and the roll angular acceleration calculated by the swing state calculation unit;
A control device comprising:   A ship provided with the control device according to any one of claims 1 to 5. Obtain hull attitude information indicating changes in attitude due to rolling of the hull,
Calculate the roll period of the hull from the acquired attitude information of the hull,
Based on the calculated roll cycle and a predetermined roll cycle characteristic of the hull, the roll cycle that can most reduce the roll angle of the hull indicated by the roll cycle characteristic of the hull is specified, Operate the fin stabilizer according to the specified roll period,
Control method.

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