JP3377782B2 - Ship motion reduction apparatus and control method thereof - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the idea of liquid braking in an anti-sway water tank, in which the liquid in the tank is kept when the ship is almost calm, makes a sharp turn, and is in a follow-up state. The natural period of the shaking water tank is automatically changed so as to prevent in advance the adverse effect of adversely affecting the stability of the ship, which becomes idle water that occurs when the shaking water tank is not operating effectively. The present invention relates to a control method for a motion reduction device for a ship, which controls braking of liquids and liquids.

[0002]

2. Description of the Related Art Conventionally, a U-tube type passive anti-sway water tank (hereinafter also referred to as ART) has been used as a device for reducing rolling of a ship.
It has been known. In this ART, in order to obtain effective damping moment, the free surface of the ART liquid against the stability of the ship (hereinafter also referred to as the free surface secondary moment)
There is also a way to increase the value of, but it cannot be increased unreasonably for the following reasons. This free surface quadratic moment does not impair the stability in the situation where the liquid has an appropriate phase delay, but it may be significantly deviated from the phase delay or under calm conditions. Therefore, it is known that when the ship hardly sways, the liquid required for the sway becomes uncontrollable floating water to raise the apparent center of gravity, and the stability is reduced accordingly.

In addition, the cause of the floating water is that the hull is inclined at a certain angle with respect to the horizontal (hereinafter referred to as "hear").
There is a state. This state is generally caused when the left and right balance is lost in weight due to movement of a load or a marine accident, or when a steady external force acts downwind due to a crosswind, etc., and collision avoidance or It occurs when you make a sharp turn that changes the course of a ship for other reasons.

Therefore, in order to predict the occurrence of floating water in advance and minimize the adverse effect on the restoring force, a valve for liquid braking and a damper for changing the cycle are provided, and the average cycle of a ship in which the liquid has an adverse effect or A control method has been invented that decodes information such as an average tilt angle or a steering angle command for steering and automatically drives valves and dampers. For example, Japanese Patent Application No. 1
0-187999 (hereinafter referred to as Cited Example-1), Japanese Patent Application No. 10-186767 (hereinafter referred to as Cited Example-2),
There is Japanese Patent Application No. 06-307157.

[Problems to be Solved by the Invention]

In the cited example 1, as a method of judging whether or not the liquid in the tank adversely affects the stability of the ship, the value of the average rolling angle of the ship is compared with the preset conditions. . The preset values are the small tilt angle value which is estimated that the ART liquid becomes uncontrollable floating water and adversely affects the stability of the ship, and the large tilt angle value which can be estimated to have no adverse effect. There are two types of values, and the control method is to close the valve when the condition of the small value is satisfied and open the valve when the condition of the large value is satisfied.

However, under the circumstances of aging, ART
When the roll angle is small due to the effect of reducing vibration, the stability is not adversely affected, but in the control method of the reference example-1, the valve is closed and the valve is deactivated because the condition of calm is satisfied. It can be said that this operation of selecting non-operation when the ART needs to be operated is a defective operation method which is not suitable for the ART.

Further, in the reference example 2 corresponding to a sharp turn, based on the information output from the potentiometer, it is judged whether or not the turn is a sharp turn based on the following items, and the condition for the sharp turn is satisfied. If so, the control method is to close the valve. (1) Time required for commanded rudder angle information. (2) Information on only the commanded steering angle. (3) Information when turning the steered wheels slowly even when a large steering angle command is detected. (4) Relationship between rudder angle and ship speed. (5) Inclination moment caused by given rudder angle indication and cruising speed.

However, the hull that is sailing is affected by the encounter waves and the wind, and the bow of the bow yaws (moves in the left-right direction),
Or, it will deviate from the course course to move laterally. In particular, since the course is frequently deviated in the stormy state, steering means corresponding to this is automatically performed. The contents of the steering angle command for steering and the initial steering angle command when making a sharp turn are almost the same and indistinguishable. Therefore, in a voyage during stormy weather, the rudder angle command signal output just for course correction is mistaken as a sharp turn, and in practice, the anti-swing effect is required, and the liquid in the tank has a restoring force. It can be said that the control of the reference example 2 in which the valve is closed and the valve is not operated although it does not have a bad influence on is a defective operation method not suitable as ART.

Further, another factor in which the liquid in the tank is changed to floating water is when a tailwind and a trailing wave from the rear are encountered, including the rear of about ± 50 degrees from the rear with respect to the traveling direction of the ship. . It receives waves from an oblique direction, and when the ship is moving forward at a certain speed, it is forcibly swayed by the cycle in which the ship encounters the waves, that is, the apparent cycle of the waves. This apparent cycle is related to the actual cycle (wavelength) of the wave, its traveling direction, the direction of the route, and the ship speed. In some cases, the apparent cycle synchronizes with the sway cycle of the ship, causing roll, Further, it is known that in some cases, pitching tends to be severe.

Particularly when a follow wave is encountered, the rolling period often becomes a long period which deviates largely from the rolling natural period of the ship, and in this case, the rolling period becomes instantly slow (long). While the swing angle increases with ART, ART
Since the natural period of the liquid is constant, in other words, the moving period of the liquid is faster than the rolling period of the ship, so instead of reducing the rolling period, the rolling angle is increased, and an accident occurs that the cargo collapses. It was From this, it has been pointed out that the conventional control method of controlling on the basis of the average period value of the ship cannot cope with the roll that suddenly changes due to an external force.

The present invention minimizes the above-mentioned fatal drawback of the ART, that is, the generation of uncontrollable floating water that occurs when the ART liquid does not work effectively due to some factor. In order to stop, the conditions when driving valves and dampers according to the shaking conditions are the roll angle and cycle of the ship, the rudder angle command and ship speed information during turning, and the vertical swing angle and cycle of the ship, and To provide an automatic control method for a motion sway mitigation device of a ship, which is characterized by automatically controlling the variation of the natural period of ART and the braking of liquid based on the analysis result which also incorporates weather information such as wind direction and wind speed. With the goal.

[0012]

SUMMARY OF THE INVENTION The present invention has been made to achieve the above-mentioned object, and includes a pair of at least two wing tanks set on both sides of a hull and a bottom portion of these wing tanks. A liquid passage for connecting and moving the liquid in the left-right direction, a damper for changing the natural period of the shaking water tank in the liquid passage, and a liquid for damping the liquid provided between the upper parts of the wing tanks. An air duct that communicates via a means such as a remotely driven valve, and a motion sensor that detects the horizontal and vertical sway angles of the ship.
And a detector such as a potentiometer that detects steering angle command information output from the steering wheel unit, an anemometer and a wind speed anemometer that detects wind speed and direction, and the content of information output from these And a control unit that outputs a control signal and a switching device unit that remotely drives the valve or damper based on the control signal from the control unit. In a control method of a motion sway reducing device for a ship, which can automatically perform a liquid braking operation, a control method is provided.
If it is determined that the liquid in the tank adversely affects the stability based on the preset conditions, even if the control based on the average cycle value of the ship is being executed, Ignore the control being executed, execute the applicable control specifications instantly so as not to adversely affect the stability, and if it is determined that the situation does not change and there is no risk of adverse effects, the normal average cycle value It is a control method for a motion sway mitigation device for a ship, which is characterized by automatically controlling the cycle variation and the liquid braking based on the above.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment of the present invention has four control groups (non-operation, operation-1, operation-2, operation-3) consisting of three kinds of natural periods of inactive state and ART. An embodiment will be described with reference to the drawings. Figure 1
FIG. 2 is a block diagram showing a structural relation of a control mechanism for opening / closing operations of valves and dampers according to the present invention, and FIG. 2 is a diagram showing a general configuration of a shaking water tank. As shown in FIG. 2, a basic ART structure itself for achieving the above-mentioned purpose is to connect a pair of at least two wing tanks 31a and 31b set on both sides of the hull to the bottom of these wing tanks. A liquid passage 32 for moving the liquid 36 in the left and right directions, a damper 35 in the liquid passage 32 for the purpose of varying the natural period of the shaking water tank 30, and a liquid provided between the upper parts of the wing tanks 31a and 31b. The air duct 33 is made to communicate through a means such as a remotely driven valve 34 for the purpose of braking 36. Although not shown, the necessary water tanks such as pouring / draining pipes, sounding pipes, and air vent pipes are provided. Means are provided to enable a sealed state.

Further, a motion sensor -1 for detecting the lateral sway angle and the vertical sway angle of the ship, a detector such as a potentiometer 3 for detecting the steering angle command information from the steering wheel section 2, a wind speed and a wind direction. A wind speed anemometer 4 and a vessel speedometer 5 for detecting the following. The control unit 6 outputs a control signal while decoding the contents of the information output from them, and the control signal from the control unit. Based on the above, a control device mechanism as shown in FIG. 1 which is composed of an opening / closing device device portion 7 for remotely driving the valve 34 and the damper 35 is provided.

The controller mechanism is roughly divided into the detector section 3
7, a control section 6, and a switchgear device section 7. The detector unit 37 includes a motion sensor-1 for detecting the roll angle and the vertical motion angle of the ship, a detector such as a potentiometer 3 for detecting the steering angle command information output from the steering wheel unit 2, a wind speed and The wind direction anemometer 4 for detecting the wind direction, the ship speedometer 5 for detecting the ship speed, and the like are provided, and the respective information is output to the control unit 6.

The control section 6 comprises an operation decoding circuit 8 for decoding the content of the information output from the detector section 37, a control circuit 9, a control execution circuit 10 and an information processing circuit 11.

The switchgear device section 7 includes a drive source 12 which is operated by a control signal from the control section 6 and the solenoid valve 1.
3, 16, 19, valve 34 and opening / closing device 14, dampers 35, 35a and opening / closing devices 17, 20, and limit switches 15, 18, 21.

The operation decoding circuit 8 is based on the data output from the detector unit 37, and based on the data output from the detector section 37, an instantaneous roll angle and roll period, a vertical swing angle and pitch period, and further, wind direction, wind speed, and ship. The speed is calculated, and the average value of each is calculated from the calculated value. Although the result of the operation decoding is not shown, it is also possible to output it to other navigation monitoring equipment as navigation information.

Further, based on the result decoded by the operation decoding circuit 8, the valve 34 or the damper 3 which is set in advance is set.
The control circuit 9 outputs a signal for controlling the switching specifications of the switches 35 and 35a to the switching device unit 7 via the control execution circuit 10.

The control signal output from the control execution circuit 10 completes the control in the process of starting the drive source 12, the solenoid valve 13, the valve opening / closing device 14, the limit switch 15, and the drive source 12. Alternatively, the drive source 12
The control is ended in the process of starting, the solenoid valve 16, the damper opening / closing device 17, the limit switch 18, and the drive source 12. The operation status of each device is grasped by the information processing circuit 11 one by one, and the information is stored in the IC memory and displayed on the control panel (not shown).

In this embodiment, the valve 34 and the dampers 35, 3 are used.
Although the hydraulic drive is assumed as the drive system of 5a, when the pneumatic type or the electric type is used, those which can be omitted in the switchgear device depending on the system may be omitted. Although the air ducts 33 are connected to each other, as shown in FIG. 3, the air ducts 33a are not connected to the left and right, but are independently opened to the atmosphere. Alternatively, the same effect can be obtained by providing a valve on each port.

The drive source 12 may not be required depending on the mechanism. For example, when the drive source can be received from another supply source, the steps of starting and stopping the drive source 12 here can be omitted.

Further, the wind direction anemometer 4, the speedometer 5, etc. are generally equipped as a means for obtaining navigational information, and it is not necessary to equip them for ART if the information can be obtained from the ship. Moreover, if the accuracy of judgment is required,
Although it is possible to incorporate information from wave meters and the like, it is sufficient to decide whether or not to adopt it based on the budget and the like, and it is not bound to the wind direction anemometer 4 or the speedometer 5.

Next, an example having four control groups (non-operation, operation-1, operation-2, operation-3) consisting of three kinds of natural periods of the non-operation state and the ART, which is an embodiment of the present invention Based on the above, the control method will be described.

First, the following control groups from (a) to (2)
The group overlaps adjacent parts of the effective cycle range of each group, and the group that is executing a certain control specification does not deviate from the effective cycle range of the average rolling cycle of the ship. , Set to prevent other groups from running.

ART has a high damping effect when a phase lag of about 90 degrees is generated with respect to the lateral swing.
When performing normal control, it suffices to grasp the situation of the rolling period in the near future, and the rolling average for a long time is not practical. Therefore, the average rolling period is calculated by averaging two to five single periods, and a moving average method is used in which a new value is always included and an old value is removed.

(A). Inactive, the average period value is 13.
When the valve 34 is forcibly closed for 2 seconds or more and 7.8 seconds or less, the air flow is cut off. In other words,
Since the liquid 36 cannot move, the ART is deactivated. This state is maintained until the average period of the ship enters between 12.6 seconds and 8.4 seconds. Further, the forced non-operation for preventing the generation of the free water is executed when the conditions of calm, the condition of the sharp turn and the condition of the non-operation of the follow wave are satisfied.

(B). The value of the average period is 10 for the operation-1.
Within a range of 2 seconds to 7.8 seconds, the control of opening the valve 34 and opening the two sets of dampers 35, 35a is executed and held. This control specification is executed when the value of the average period deviates from the other control execution group and enters the operation-1 group.

(C). In operation-2, the average period value is 1
Within the range of 1.6 seconds to 9.4 seconds, the control of opening the valve 34, closing the damper 35, and opening the damper 35a is executed, and the state is maintained. This control specification is executed when the value of the average period deviates from the other control execution group and enters the operation-2 group.

(D). In the operation-3, the value of the average period is 11
The valve 34 is opened and the dampers 35, 35a are closed and controlled within the range of 1 second to 13.2 seconds. This control specification is executed when the value of the average period deviates from the other control execution group and enters the operation-3 group.

Even when the above-mentioned control specifications of operation-1, operation-2, or operation-3 are being executed, if the conditions of calm and conditions of sharp turning are satisfied, the valve 34 is instantly closed. Execute the specification. In addition, when the conditions for tracking are satisfied, the control method that controls based on the average cycle value of the ship is ignored, and the applicable variable control specifications corresponding to tracking are executed instantly and the corresponding control specifications are executed. .

Next, the conditions for determining a calm are shown. The method for determining the calm condition is to add the information of the sea weather condition to one of the conditions when comparing the value of the average roll angle of the ship with a preset value. Specific examples are shown below with numerical values for easy understanding. (1). The set value for the average roll angle of the ship shall be 2.0 degrees for small angles and 3.0 degrees for large angles. (2). The set value for the wind speed that actually affects the ship is a large value of 10 m / sec and a small value of 6 m / sec. (3). When it is judged to be calm, it means that the average roll angle of the ship is less than a small angle (2.0 degrees) and the wind speed actually affecting the ship is less than a small value (6 m / sec). (4). When it is determined that the ship is not calm, even if the average roll angle of the ship is smaller than an angle (2.0 degrees), the wind speed that actually affects the ship is greater than a high value (10 m / sec), and the wind speed Regardless of the angle at which the ship's average roll angle is large (3.0 degrees)
That's it. However, these preset values can be changed numerically because they differ depending on the use and size of the ship.

Next, conditions for determining a sharp turn will be shown. (1). When the required time of the commanded rudder angle information is a preset helm rotation angle of 4 degrees / 1 sec or more. (2). When only the commanded rudder angle information exceeds the set value of 20 degrees. (3). The operation of canceling the steering angle command is performed from the time when the reference value of 20 degrees for determining a sharp turn is detected.
When the time required for the temperature to drop below 4 degrees exceeds 4 seconds. (4). When the boat speed exceeds 15 knots. (5). If the wind speed is below a preset threshold (10 m / sec)
When all of the conditions (1) to (5) are satisfied, it is determined that the turning is a sharp turn. However, these preset values can be changed numerically because they differ depending on the use and size of the ship.

Next, the conditions for determining the additional wave will be shown. (1). Compare the speed determined by the propeller speed etc. confirmed in the sea test with the current voyage speed, and if the current speed is faster, it is predicted that there is a possibility of additional waves, and this information
Is one condition for pursuit. (2). The value of the average roll period is compared with the roll period value of the last one swing, and if the last period value is later, it is predicted that there is a possibility of additional waves, and this information With one condition
To do. (3). The value of the average roll angle is compared with the angle of the last one sway, and if the angle immediately before is larger, it is predicted that there is a high probability of additional waves, and this information is used as one condition for additional waves. . (4). Compared to the longitudinal upset peripheral <br/> life values of 1 shake just before the value of the average longitudinal upset periods, if the direction of the period value immediately before is delayed, predicts that highly likely to be a Tsuinami, this information The one article of chase
The case. (5). The value of the average pitch angle is compared with the pitch angle of the last one shake, and if the value becomes larger immediately before, it is predicted that there is a possibility of additional waves, and this information is used as one condition for additional waves. . (6). When the wind direction is about ± 50 degrees behind the traveling direction, it is predicted that there is a high possibility that it will be a follow wave.
Information is one of the conditions for pursuit. (7). 1 / of the cycle range of the running control group
A value of 2 as a reference, in the situation that has been shaking at a fast average YokoYura period value than the reference value, the slower control guru YokoYura cycle value of 1 shake the immediately preceding adjacent running - range flop Enter in
If so, it is determined that the conditions for pursuit are satisfied. From these, when the conditions (1) to (6) of the tracking wave are comprehensively determined and it is determined that the tracking state is established , or
When it is determined in (7) that the wave is in the follow-up state, the control execution specification based on the average period value is ignored, and the control specification of the one-rank slower (longer) group is instantaneously executed. For example, when the operation-1 is being executed, the control specification of the operation-2 is instantaneously executed.

(8). Furthermore, in the above-mentioned upset situation,
Compared to the YokoYurakaku in 1/2 of the current measurement of lateral rocking angle of 1 shake just before, larger in value currently being measured, and, immediately before the shake in the vertical sway angle 1/2 of When the value being measured is larger than the value currently being measured , or when the value being currently measured is larger, or the rolling cycle value of the last one shaking is 1 of the cycle range of the group under control. / 2 as a threshold value, than its threshold value,
In the situation where the control group is swung with a fast (short) average roll period value, a half threshold value of the period range of the control group adjacent to the slow (long) period of the control group is set. exceeding or control execution of Group - flop with adjacent control Group - beyond the flop, further adjacent periodic slow control Group - If it gets to the flop, control execution based on the average YokoYura period value ignoring the specification, periodically 2 ranks slow instantaneously (long) control Group - flop, or to execute the control specification inoperative. For example, if operation-1 is being executed, operation-3
The control specifications of are executed instantly. Alternatively, when the operation-2 is being executed, the non-operation control specification is executed immediately. However, these preset values can be changed numerically because they differ depending on the use and size of the ship.

After the above-mentioned control for coping with the calm, the sharp turn and the follow-up wave is executed, the control execution specification based on the average cycle value of the ship is executed in order to perform the normal control.

[0037]

As is apparent from the above description, according to the control method of the present invention, the angles and cycles of the rolling and pitching when the ship encounters, the steering angle command at the time of turning and the ship speed, etc. information,
Furthermore, by incorporating sea weather information such as wind direction and wind speed, the control conditions are the results of analysis of not only large rolls of the ship but also small rolls. It can be easily determined whether or not the state of the small average roll angle is due to the damping effect. (2). It is possible to easily determine whether the steering is for adjustment for deviation from the course, the steering is for a sharp turning action, or the steering is for a normal turning. (3). It becomes easy to predict the roll due to the follow wave in advance.

From the above-mentioned highly accurate condition judgment, not only control within the cycle range in which the liquid effectively operates, but also a defect that can be said to be a fatal problem caused by the fact that the ART liquid is not effectively operated due to some factor, That is, it is possible to minimize the generation of uncontrolled floating water. In addition, the rolling due to the follow wave can be predicted in advance and can be dealt with instantly, so that the factor of the accident occurrence such as load collapse can be minimized. In addition, when operating the anti-sway water tank, simply by turning on the control start switch, you can always obtain a stable anti-swing effect without worrying about the drawbacks of ART, and it has an excellent effect not available in the prior art. It is an invention that has a large effect.

[0039]

[Brief description of drawings]

FIG. 1 is a block diagram showing a control mechanism configuration relationship of an opening / closing operation of a valve or a damper according to the present invention.

FIG. 2 is a diagram showing an overall configuration showing a schematic configuration of an anti-sway water tank.

FIG. 3 is a view showing an example of an air duct showing a schematic configuration of a shaking motion water tank.

[Explanation of symbols]

1 ... Motion sensor 2 ... Steering wheel 3. Potentiometer 4 ... Wind direction anemometer 5 ... Ship speed (speed) meter 6 ... Control section 7..Switching device 8 ... Operation decoding circuit 9 ... Control circuit 10 ... Control execution circuit ..Information processing circuits 12 ... Drive source 13, 16, 19, ... Solenoid valve 14, 14a ... Valve opening / closing device 15, 18, 21 ... Limit switch 17, 20 ··· Damper opening / closing device 30 ... Stable water tank (ART) 31a, 31b ... Wing tanks 32 .. Liquid passage (liquid duct) 33, 33a ... Air ducts 34, 34a ... Valve 35, 35a ... Damper 36..Liquid (moving liquid) 37 .. Detector section

─────────────────────────────────────────────────── ─── Continuation of front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B63B 39/02

Claims (19)

(57) [Claims] 1. A pair of at least two wing tanks (31a, 31b) set on both sides of the hull, and a liquid passage (32) for connecting the bottoms of these wing tanks to move a liquid (36) in the left-right direction. And a damper (3) for changing the natural period of the shaking water tank (30) in the liquid passage.
5) and an air duct (33) communicating with each other via means such as a remotely driven valve (34) for the purpose of braking the liquid (36) provided between the upper portions of the wing tanks (31a, 31b). And a detector such as a motion sensor (1) for detecting the lateral or vertical sway angle of the ship, and a potentiometer (3) for detecting steering angle command information from the steering wheel section (2). And a wind direction anemometer (4) for detecting the wind speed and the wind direction and a ship speedometer (5) to decode the contents of information output from these detector sections (37) and output a control signal. Based on a control part (6) and a control signal from the control part , means such as a valve (34) for the purpose of braking the liquid (36) and a damper (35) are provided. Anti-sway water tank (30) equipped with a remotely operated switchgear device (7)
In a control method of a motion control device for a ship capable of automatically changing the cycle and liquid braking operation of the ship, the result of decoding by the control unit (6) is set in advance and the average rolling motion of the ship is set.
When it is determined that the liquid (36) has an adverse effect on the restoring force based on the individual conditions of the cycle, the sharp turn, the calm and the additional wave , even if the control based on the average rolling period value of the ship is being executed. , Ignore the control being executed and do not operate when the conditions of sharp turn or calm are met so as not to adversely affect the stability.
Control specifications are executed, and when the conditions for tracking are satisfied, the corresponding control specifications are executed instantaneously.If it is determined that the situation does not change and there is no risk of adverse effects, the normal average A method for controlling a motion sway reducing apparatus for a ship, which automatically controls a cycle change based on a roll cycle value and braking of a liquid (36). 2. A pair of at least two wing tanks (31a, 31b) set on both sides of the hull and a liquid passage (32) for connecting the bottoms of these wing tanks to move the liquid (36) in the left-right direction. And a damper (3) for changing the natural period of the shaking water tank (30) in the liquid passage.
5) and an air duct (33) communicating with each other via means such as a remotely driven valve (34) for the purpose of braking the liquid (36) provided between the upper portions of the wing tanks (31a, 31b). And a detector such as a motion sensor (1) for detecting the lateral or vertical sway angle of the ship, and a potentiometer (3) for detecting steering angle command information from the steering wheel section (2). And a wind direction anemometer (4) for detecting the wind speed and the wind direction and a ship speedometer (5) to decode the contents of information output from these detector sections (37) and output a control signal. Based on a control part (6) and a control signal from the control part , means such as a valve (34) for the purpose of braking the liquid (36) and a damper (35) are provided. Anti-sway water tank (30) equipped with a remotely operated switchgear device (7)
In a control method of a motion control device for a ship capable of automatically changing the cycle and liquid braking operation of the ship, the result of decoding by the control unit (6) is set in advance and the average rolling motion of the ship is set.
When it is determined that the liquid (36) has an adverse effect on the restoring force based on the individual conditions of the cycle, the sharp turn, the calm and the additional wave , even if the control based on the average rolling period value of the ship is being executed. , Ignore the control being executed and do not operate when the conditions of sharp turn or calm are met so as not to adversely affect the stability.
Control specifications are executed, and when the conditions for tracking are satisfied, the corresponding control specifications are executed instantaneously.If it is determined that the situation does not change and there is no risk of adverse effects, the normal average A ship motion reduction device characterized by automatically controlling a cycle change based on a roll cycle value and braking of a liquid (36). 3. The wing tanks (31a, 31)
b) Instead of an air duct (33) communicating through a means such as a remotely driven valve (34a) for the purpose of braking the liquid (36) provided between the upper parts, the air in both wing tanks is replaced by atmospheric air. provided an air duct that opens into (33a), respectively, the remote-driven bar for the purpose of braking the liquid (36) to one or both of the air duct (33a)
The ship motion reducing apparatus according to claim 2, further comprising means such as a lube (34a) . 4. A pair of at least two wing tanks (31a, 31b) set on both sides of the hull, and a liquid passage (32) for connecting the bottoms of these wing tanks to move the liquid (36) in the left-right direction. And a damper (3) for changing the natural period of the shaking water tank (30) in the liquid passage.
5) and the above-mentioned wing tanks (31a, 31b), a remote for the purpose of braking the liquid (36) provided between them.
An air duct (33) that communicates via means such as a drive valve (34) , a swing sensor (1) that detects a horizontal swing angle and a vertical swing angle of the ship, and a steering wheel section (2). Such as a potentiometer (3) that detects steering angle command information
It has a detector, a wind direction anemometer (4) for detecting the wind speed and the wind direction, and a ship speedometer (5), and decodes the contents of the information output from these detector sections (37) , and sends a control signal. Based on the output control section (6) and the control signal from the control section, a bar for the purpose of braking the liquid (36).
Anti- sway water tank (30) equipped with means such as a lube (34) and a switchgear (7) for remotely driving a damper (35)
In a method of controlling a motion control device of a ship capable of automatically performing a variable cycle and a liquid braking operation of, while executing a corresponding control specification of a control group based on an average rolling cycle value of a ship,
If the result of decoding by the control section satisfies the preset calm condition or sharp turn condition, the valve (34) or the like for braking the liquid (36) is used.
Close means to the execution of the control specification of a non-operating, also Zhou
The conditions change and the conditions for calming or turning sharply are met.
Otherwise, it will be based on the normal average roll period value.
Automatic control of variable period and liquid (36) braking
A method for controlling a ship motion reduction device , characterized by: 5. An angle in which an average roll angle of a ship is smaller than a preset threshold value , and a wind speed exerted on the ship is a preset threshold value.
A valve for braking the liquid (36), which is determined to be calm when both conditions of the smaller value are satisfied.
(34) The control specifications for closing the means such as
If the situation changes and the above conditions are not met
Is a variable period or liquid (3
6. The method for controlling a vibration suppression device for a ship according to claim 4 , wherein the braking of 6) is automatically controlled. 6. A threshold value set in advance for the wind speed that actually affects the ship.
If the value is larger than the value, it is determined that it is not calm and the ship's flat
Applicable control specifications of control group based on uniform rolling period value
The method of the ship upset mitigation device according to claim 4, characterized in that to the execution. 7. When the average roll angle of the ship is equal to or greater than a preset threshold value , regardless of the wind speed and the wind direction, it is determined that the ship is not calm ,
5. The control which is currently being executed is maintained.
A method for controlling the vibration suppression device for a ship as described above. 8. (1) When the required time of the commanded rudder angle information is greater than or equal to a preset threshold value of the helm rotation angle (degrees / sec). (2) when the information of only commanded steering angle exceeds a threshold value set in advance, (3) from the time when the threshold value for determining a sharp turn is detected, the operation for releasing the steering angle command is made, and below the threshold (4) When the ship speed exceeds a preset value, (5) When the wind speed is less than or equal to a preset threshold value, (1) to (5 ) above ) A valve intended for braking the liquid (36) is judged to be a sharp turn when all the conditions of (4) are satisfied.
(34) Do not execute non-operational control specifications that close means such as
In addition, the situation changed and the above conditions were no longer met.
In case of a variable period or liquid based on the normal average roll period value
The method for controlling a motion sway reducing device of a ship according to claim 4 , wherein the braking of (36) is automatically controlled. 9. A pair of at least two wing tanks (31a, 31b) set on both sides of the hull and a liquid passage (32) for connecting the bottoms of these wing tanks to move the liquid (36) in the left-right direction. And a damper (3) for changing the natural period of the shaking water tank (30) in the liquid passage.
5) and the above-mentioned wing tanks (31a, 31b), a remote for the purpose of braking the liquid (36) provided between them.
An air duct (33) that communicates via means such as a drive valve (34) , a swing sensor (1) that detects a horizontal swing angle and a vertical swing angle of the ship, and a steering wheel section (2). Such as a potentiometer (3) that detects steering angle command information
It has a detector, a wind direction anemometer (4) for detecting the wind speed and the wind direction, and a ship speedometer (5), and decodes the contents of the information output from these detector sections (37) , and sends a control signal. Based on the output control section (6) and the control signal from the control section, a bar for the purpose of braking the liquid (36).
Anti- sway water tank (30) equipped with means such as a lube (34) and a switchgear (7) for remotely driving a damper (35)
In the operation of the variable-cycle and the liquid braking control method for automatically forms may ship upset mitigation device, less the non-operating state
Both 4 types consisting of 3 types of natural period of the shaking water tank (30)
Set the control group, while performing control specification of the control group appropriate based on the average YokoYura period value of the ship, the add wave conditions result of decoding by the control unit is set in advance Total
If it is determined that the condition is satisfied, the control method that controls based on the average rolling period value of the ship is ignored, and the applicable variable control or non-operation control specifications corresponding to the preset tracking are executed. A method for controlling a motion sway reducing device for a ship, characterized by: 10. Comparing the speed determined by the propeller rotation speed and the like confirmed in the sea test with the current voyage speed, if the current speed is faster, it is predicted that there is a possibility of additional waves ,
10. The control method of the ship motion reducing apparatus according to claim 9, wherein this information is used as one condition of the tracking wave . 11. Next to 1 shake just before the value of the average YokoYura period
Compared with the oscillation period value, if the immediately preceding period value is slower, it is predicted that there is a high probability of additional waves, and this information is
10. The control method for the motion sway reducing device of the ship according to claim 9 , wherein the conditions are set to one . 12. The value of the average roll angle is compared with the immediately preceding one-swing angle, and if the immediately preceding angle is larger, it is predicted that there is a possibility of additional waves, and this information is used for the additional waves. The control method for the motion sway reducing apparatus according to claim 9, wherein one condition is satisfied. 13. The value of the average vertical oscillation period and the value of the last one oscillation
Compared with the vertical sway cycle, if the previous cycle value is later, it is predicted that there is a high probability of additional waves, and this information is
10. The control method for the motion sway reducing device of the ship according to claim 9 , wherein the conditions are set to one . 14. A value of an average vertical swing angle and a vertical length of one swing immediately before.
Compared with the sway angle, if it becomes larger immediately before, it is predicted that there is a greater possibility of tracking, and this information is used as one condition for tracking.
The method of the ship upset mitigation device according to claim 9, characterized in that a. 15. When the wind direction is about ± 50 degrees rearward with respect to the traveling direction, and the wind direction is right behind, it is predicted that there is a high possibility of additional waves.
Then, the control method of the motion reducing apparatus for a ship according to claim 9 , characterized in that this information is used as one condition of the tracking wave . 16. A rolling cycle value of one immediately preceding swing in a situation where the rolling cycle value is swaying at an average rolling cycle value faster than 1/2 of the effective cycle range of the running group. Group
When the set value of the slower one of the delays is exceeded, it is predicted that there is a high possibility that additional waves will occur , and this information is used as one condition for additional waves. A method for controlling the vibration suppression device for a ship as described above. 17. Different means of each ship for remotely driving at least one of a means ( such as a valve (34) and a damper (35) for damping said liquid (36).
Having a plurality of control groups corresponding to the rolling period value, and executing a control specification of a group that obtains a period one rank slower when the result decoded by the control unit satisfies a preset tracking condition. The control method for the motion sway reducing apparatus of the ship according to claim 9. 18. A plurality of different mean rolling period values of a ship for remotely driving at least one of a means (34) and a damper (35) for damping said liquid (36). It has a corresponding plurality of control groups as compared to the lateral swing angle during 1/2 of the current measurement of lateral rocking angle of 1 shake just before a large sideways rocking angle during measurement, and, Compare the value of 1/2 of the pitching angle of the last one shake with the pitching angle currently being measured, and if the pitching angle being measured is larger, the average horizontal
10. The control method of the ship vibration reducing apparatus according to claim 9, wherein the control execution specification based on the sway cycle value is ignored, and the control specification of the two-rank slow cycle or inactive group is executed. 19. A plurality of different mean rolling period values of a ship for remotely driving at least one of a means (34) and a damper (35) for damping said liquid (36). When each control group has a plurality of control groups that correspond to each other and exceeds the control group adjacent to the group being executed and enters the adjacent group, the control execution specification based on the average roll period value is set. 10. The control method for the motion sway reducing apparatus according to claim 9, wherein the control specification of the cycle that is slower by two ranks or the control specification of the non-operation group is executed ignoring.