KR100466646B1 - Antiroll water tank device for ships and control method thereof - Google Patents

Abstract

When the value of the resilience of the ship becomes wide, in the conventional ART corresponding to this, the amount of liquid used, the value of the free moment of the secondary surface of the tank is excessive, and the ART is installed on a ship that is difficult to install due to the balance of the stability rule. Make it possible.

The first tank for variable intrinsic periodicity having the same height of liquid passage and sharing the transverse bulkhead dividing front and rear, and the second tank which can adjust the free surface secondary moment corresponding to GM value are integrated. The U-tubular fluctuation reducing tank is used as the main body, and the combination of the first tank and the second tank, the periodic variation of the selected ART of the tanks A, B, and C, and the liquid braking, etc. A fluctuation reduction tank apparatus of a ship which can be operated automatically and its control method.

Description

Agitating and reducing tank of ship and its control method {ANTIROLL WATER TANK DEVICE FOR SHIPS AND CONTROL METHOD THEREOF}

The present invention relates to a fluctuation reducing tank of a ship, comprising: a first tank capable of generating at least two inherent periods in a U-shaped fluctuation reducing tank and a free liquid level of the tank; A tank configuration including a second tank for adjusting the vehicle moment and a plurality of inherent cycles by opening and closing the damper, and the vessel's fluctuation reducing tank for automatically controlling liquid movement or stopping. And a control method thereof.

Background Art Conventionally, as a device for reducing the lateral fluctuation of a ship, a U-tubular manual control tank (hereinafter also referred to as "ART") is known.

An important point in planning the ART is to identify the ship's rolling range.

The estimation formula for the transverse fluctuation inherent period specified in the ship resilience rule is as follows.

Ts = (2.01 x B x k) / √GM

Ts: ship's transverse intrinsic period B: ship's width k: east radius (coefficient)

GM: Meter Center-Height

As can be seen from this equation, the larger the GM value, the shorter (faster) the lateral oscillation intrinsic period of the ship.

Enumerating the header of ART is as follows.

(1) The free moment of the surface of the tank is obtained by the following formula.

Cross section second moment of ART (Ti) = (TB³-B1³) x L / 12

TB: Tank full width, B1: Tank inner width, L: Tank length

(2) Assuming that the free surface secondary moment has a constant full width of the tank

The wider the wing tank, the larger it becomes.

(3) The greater the free surface secondary moment of the tank, the larger the fluctuation reduction moment.

(4) When the width of wing tank is constant

(A) The higher the height of the liquid passage (hereinafter simply referred to as the duct), the shorter the intrinsic period (faster).

(B) Of course, if the height of the liquid passage is lowered, it becomes longer (late).

(5) When the height of the liquid passage is fixed

(A) The wider the wing tank, the longer the natural period of the tank.

(B) The narrower the wing tank, the shorter the natural cycle of the tank.

(6) When the width of wing tank is fixed

(A) If the wing tank is equal in length to the liquid passage, the shortest natural period in the shape of the tank can be obtained.

(B) If the length of the liquid passage is smaller than the length of the wing tank, a long natural period can be obtained.

Thus, a plurality of wing tanks having a constant duct height of electric 5 was formed to develop a ART of variable cycle by opening and closing of air ducts. (Japanese Utility Model Registration No. 1216073)

(1) There is a limit to the width of wing tanks, and the cycle variable is about 0.5 to 1 second, and a wide range of tank cycles required as fluctuation reducing devices cannot be obtained.

(2) The ship's short (fast) roll may sometimes have a large GM value, but in order to respond to the ship's fast (short) roll, it is necessary to narrow the wing tank,

As a result, the free surface secondary moment is small and the sweetening efficiency is small.

Because of these, there is a problem that the ship is relatively small and is limited to a ship with a small amount of GM change.

As can be seen from the above introduction of ART, in order to cope with a full load condition with a large GM value, the liquid passage is increased to secure a fast (short) cycle, and a tank can be secured to ensure high fluctuation reduction efficiency. A long free moment must be secured by increasing the length of.

In addition, in order to correspond to a port size corresponding to a large GM value, a large number of dampers need to be installed in order to obtain a long cycle.

Moreover, the free moment of the surface is too large for a small GM at the time of entry. In other words, if the width of GM value is too large between full departure and arrival, the size of the conventional tank becomes huge, which reduces the weight of ART, excessive amount of used liquid and amount of payload. In many cases, installation became difficult due to relations with stability rules.

The present invention ensures a wide range of ART cycles as a small damper and a damper to cope with fluctuations even when the GM value is wide between the full port and the port. An object of the present invention is to provide an apparatus for reducing the fluctuation of a vessel and a control method thereof, characterized by automatically selecting the tank shape, varying the intrinsic period of ART and braking of the liquid.

BRIEF DESCRIPTION OF THE DRAWINGS The perspective view which shows embodiment of the shaking tank body which integrated the 1st tank and the 2nd tank which concern on this invention.

2 is a block diagram showing an embodiment of a configuration relationship between a control unit according to the control of the present invention and a control mechanism for opening and closing a valve or a damper;

3 is a plan view of a top plate of a tank of the fluctuation reducing tank body according to the present invention;

Fig. 4 is a plan view of the top plate of the liquid passage portion of the fluctuation reducing tank body according to the present invention;

5 is a plan view of the bottom of the tank of the fluctuation reducing tank body according to the present invention.

Fig. 6 is a cross sectional view showing an embodiment of a first tank constituting the fluctuation reducing tank body according to the present invention;

Fig. 7 is a cross sectional view showing an embodiment of a second tank constituting the fluctuation reducing tank body according to the present invention;

Fig. 8 is a cross-sectional view of tank A in which liquid movement is enabled by closing the inner air duct valve and opening the outer air duct valve as the first tank in Fig. 6;

FIG. 9 is a cross-sectional view of tank B in which liquid movement is possible by opening the air duct valve with the inner side as the first tank and closing the air duct valve with the outside in FIG. 6; FIG.

Fig. 10 is a cross-sectional view of tank C in which liquid movement is possible by opening both the inner air duct valve and the outer air duct valve as the first tank in Fig. 6;

FIG. 11 is a cross-sectional view of the second tank in FIG. 7 in which liquid movement is enabled by opening an air duct valve. FIG.

FIG. 12 is a view showing a damper position (middle) and a state of the rectifying plate in which the arrangement of the rectifying plate is enlarged in FIG. 5; FIG.

<Description of the symbols for the main parts of the drawings>

1 ART body (agitated water tank body)

2 1st tank 3 2nd tank

Wing tank outside 4a, 4b

4c, 4d inner wing tank

4e, 4f wing tanks 5, 6 liquid passages

7a, 7b, 7c, air duct inside the valve 8a with actuator

8b outside air duct 8c outside air duct

9 Damper 10 Damper switchgear

11a, 11b rectifying plate 12 root plates

13 transverse bulkhead 14 liquid flow direction

15a, 15b bulkhead 16a, 16b wing tank

w liquid

17 Potentiometer 18 Controls

19 Switchgear device 20 Inclination sensor

21 Operation Reading Circuit 22 Control Execution Circuit

23 Information processing circuit 24 Driving source

25a, 25b, 25c, 25d computer valve (computation valve)

The present invention has been made in order to achieve the electrical problem, the invention of claim 1 has the height of the liquid passage of the same dimensions, two of the first tank and the second tank sharing a transverse bulkhead partitioning the front and rear The main body is a U-shaped tube-type fluctuation-reduction tank which integrates a water tank. A vertical bulkhead of right width is symmetrically arranged in both wing tanks so as to form a pair of at least two wing tanks set on both sides of the hull. The vertical bottom of the longitudinal bulkhead is formed to have the same height as the inner dimension of the height of the liquid passage, and the bottom of the wing tank and the bottom of the wing tank are formed. A liquid passage for connecting the liquid to move the liquid in the left and right direction, a damper for the purpose of varying the intrinsic cycle of ART in the liquid passage, and at least one stop in the middle of opening and closing the damper. The upper part of the relative position of both wing tanks divided into electric plural means and a pair of rectifying plates enabling the rectification of the liquid passing around the damper where the damper is stopped at a predetermined position. The second tank consists of an air duct for the inner wing tank and an outer wing tank which communicate with each other through means such as a remotely operated valve that enables the braking of the liquid and the intrinsic period of the ART. A pair of wing tanks are formed on both sides of the wing tank having the same position as the inner side of the wing tank in the split wing tank of one tank, and at the bottom of these wing tanks the inner dimension of the height of the liquid passage of the first tank and It consists of a liquid passage connected at the same height and an air duct communicating with means such as a remotely operated valve for the purpose of braking liquid near the upper portions of both wing tanks. A damper for variable oil cycle is provided, and an opening and closing device for opening and closing the damper and a potentiometer for detecting the stop position of the damper are installed to transmit the position of the damper to the control unit as an electric signal to the control unit. As a control means of the ART main body, a control unit which reads the information output from the inclination sensor that detects the lateral swing angle of the ship, and outputs a control signal and a control signal from the control unit Based on the opening and closing device unit for remotely driving the electric valve or damper, the control specification set in advance to correspond to the average period value of the ship is executed to select the combination of the first tank and the second tank or to select the tanks A, B, C, It is a vessel fluctuation reducing tank of a ship characterized by being able to automatically manipulate the cycles of ART and liquid braking. A tank for securing a large number of inherent periods, and the same second tank obtains a free surface secondary moment corresponding to a large GM value and at the same time a small GM value, an adjustment tank that obtains a free surface secondary moment near zero. According to the invention of claim 3, in the control method of the apparatus for reducing the fluctuation of the ship of claim 1, the transverse yaw angle of the ship is detected and the short period or the average traverse period of the transverse fluctuation is calculated with the value. Based on the results, a control specification for driving a predetermined valve or damper is implemented as necessary to correspond to the average period value, so that the combination of the first tank and the second tank and the selection of tanks A, B, and C of the first tank are made. It is a control method of the fluctuation reduction tank apparatus of the ship characterized by being able to automatically operate the period change of the tank and liquid braking isotherm. [Embodiment of the Invention] Hereinafter, the implementation of the present invention will be carried out. Three air ducts and one damper are provided in an ART main body 1 having two tanks consisting of (2) and a second tank (3). An example having specifications (non-operation, operation-1, operation-2, operation-3, operation-4) will be described with reference to the drawings.

In order to achieve the above object, the basic ART itself has a height of the liquid passages 5 and 6 having the same dimensions as shown in FIG. In the U-tubular fluctuation reduction tank body 1 in which two tanks of the tank 2 and the second tank 3 are integrated,

The first tank 2 is a vertical bulkhead 15a (15b) of any width symmetrically in both wing tanks so as to constitute a pair of at least two wing tanks 16a, 16b set on both sides of the hull. ) Are lowered parallel to the hull in the vertical direction to form a plurality of split tanks 4a, 4b, 4c and 4d, and the lower edges of the vertical bulkheads 15a and 15b are the height of the liquid passage 5. It should be the same height as the inner dimension of.

In addition, the wing tanks 16a and 16b provided on both sides of the hull and the liquid passage 5 for moving the liquid w in left and right directions by connecting the bottom portions of these wing tanks, and the intrinsic cycle of ART in the liquid passage A damper 9 is provided with a pair of dampers. The damper 9 adopts a remote drive type to allow opening and closing of about 90 degrees, and means for allowing at least one stop in the middle of opening and closing. In addition, a potentiometer (17) for detecting the stop position of the damper is provided, and means for transmitting the position of total damping (9) of the damper (9) to the control unit (18) as an electric signal is provided. In the place where 9) is stopped at a predetermined position, a pair of rectifying plates 11a and 11b are provided to enable rectification of the liquid w passing through the damper as shown in FIG. .

Remote-operated valve 7a enabling braking of liquid w and variable ART inherent period near the upper part of the relative positions of both wing tanks 4a, 4b, 4c, and 4d divided into electric plurals. And the air ducts 8a and 8b for the inner wing tanks 4c and 4d and the outer wing tanks 4a and 4b, which communicate with each other through the means such as 7b).

The second tank 3 has the same position as the outer longitudinal bulkheads 15a and 15b in the divided wing tanks 4c and 4d of the first tank 2 inward of the wing tanks 4e and 4f. A liquid passage that forms a pair of wing tanks of both strings and connects to the bottom of the wing tanks 4e and 4f at the same height as the inner dimension of the height of the liquid passage 5 of the first tank 2 ( 6) and an air duct 8c in communication with each other via means such as a remotely operated valve 7c which enables braking of the liquid w near the upper portions of both wing tanks 4e and 4f. do.

Although not shown in the tank body (1), the necessary design as a water tank such as a main drain pipe, a sound pipe, and an air discharge pipe is carried out, but the main drain pipe, a sound pipe, an air discharge pipe, etc. Closed means are to be provided for all pipes through which it is possible to be sealed.

The control device mechanism is composed of a control unit 18 and a switchgear device unit 19 including a tilt sensor 20 and the like largely divided.

The control unit 18 is composed of a calculation decoding circuit 21, a control execution circuit 22 and an information processing circuit 23 for decoding the content of the information output from the inclination sensor 20.

The calculation decoding circuit 21 calculates respective average values from the instantaneous lateral rotation angle and the lateral rotation period based on the data output from the inclination sensor 20. The average value is calculated by averaging short periods of two to five times, and adopting a moving average method that always adds new values and removes old ones. In addition to the fluctuation information, information such as wind direction, wind speed, and ship speed can be received and decoded to enable highly accurate control.

Based on the result decoded by the operation decoding circuit 21, the control signal for determining which control specification belongs to and executing the opening / closing specifications of the valves 7a, 7b, 7c and damper 9 set in advance is executed. It outputs to the switchgear device part 19 via the circuit 22. FIG.

In addition, the operation status of each device is grasped in detail by the information processing circuit 23, and the information is stored in the IC memory and displayed on the control panel although not shown.

Although the inclination angle, the period, etc. are not shown, it is also possible to send a signal to another navigation device as navigation information.

The switchgear device unit 19 includes a driver, a computer side 25a, 25b, 25c, 25d, a damper switch 10, a potentiometer 17, a valve with a switch 7a, 7b, and c. Consists of. Some mechanisms do not require a driver.

For example, when the driving source can be directly supplied from another line, the steps of starting and stopping the driver can be omitted.

In the present embodiment, the driving method of the valves 7a, 7b, 7c and the damper 9 is assumed to be hydraulic driving, but in the case of using pneumatic or electric, the method is omitted in the switchgear unit 19 by the method. What can be done may be abbreviate | omitted. The air ducts 8a, 8b and 8c are an example of connecting, but the valves 7a, 7b and 7c are connected to the air ducts independently of each other without connecting the air ducts left and right. The same effect can be obtained by installing or installing a valve only on one string.

In this embodiment, one set of dampers 9 is installed to set the median opening in one place, but when the median opening is set to two places, the number of tank inherent cycles is increased by one and the damper is increased by one set. The inherent cycle of the tank increases by two. Therefore, the number of dampers 9 required may be provided in consideration of the inherent cycle of the vessel to be installed.

First, in the present embodiment, four tanks are formed by substantially combining the tank A, the tank B, the tank C, and the second tank 3 of the first tank 2, and a combination thereof is selected according to the use conditions.

The state shown in FIG. 8 is called tank A. FIG. This state is formed when the inner side air duct 8a attachment valve 7a is closed and the outer side air duct 8b attachment valve 7b is opened.

When the valve 7a is closed to block the flow of air, the inner wing tanks 4c and 4d are sealed, and only the outer wing tanks 4a and 4b become a tank having the function of ART. As described in the introduction of the above ART, the movement of the liquid in the tank moves in the liquid passage in a fast (short) cycle, so that the transverse shaking cycle can be adapted to a short state. In this embodiment, it is assumed that the intrinsic period is 6 seconds with the state of tank A as operation-1.

The state shown in FIG. 9 is called tank B. FIG. This state is formed when the inner side air duct 8a attachment valve 7a is opened and the outer side air duct 8b attachment valve 7b is closed. Closing the valve 7b to block the flow of air causes the outer wing tanks 4a and 4b to be closed, and only the inner wing tanks 4c and 4d become a tank having the function of ART. This figure shows the movement of the liquid in the tank at a faster (shorter) interval than the tank A. However, since the value of the sweet moment is smaller than that of the tank A, it is not used alone. Used when used in combination.

The state shown in Table 10 is called tank C. This state is formed when the valves 7a and 7b with both air ducts 8a and 8b are opened. In this case, the tank A and the tank B are united to have a function as a single wing tank 16a, 16b, and the movement of the liquid W is slower than the tank A and moves in the duct at a long cycle, so the lateral agitation cycle It can be adapted to the long state. In this example, it is assumed that the intrinsic period is 8 seconds with the state of tank C being operation-2.

Here, the formation of tanks A, B, and C will be described. When each air duct 8a, 8b, 8c, and the valves 7a, 7b, and 7c are closed, the corresponding wing tanks 4a and 4b connected to the air ducts 8a, 8b, and 8c, respectively, 4c) (4d) (4e) (4f) The air flow in the tank is blocked and the tank is completely airtight, so the liquid is almost not moved even when the hull is shaken, but the corresponding valve is opened. Then, the tank passes through the air duct so that the air in the tank communicates with each other to move in response to the hull of the hull.

In this connection, closing all the air ducts 8a, 8b, 8c and the valves 7a, 7b, and 7c shuts off the flow of air, so that almost no movement of liquid w is achieved and the agitator tank is closed. It becomes the operating state. In this embodiment, this state is made inoperative.

In addition, if the damper 9 provided in the liquid passage 5 is stopped halfway as the state of use of the tank C, the effective cross-sectional area in the liquid passage 5 is smaller than that of the tank C, and the movement of the liquid W It is slower than tank C and moves in a tank at a long cycle, so that it can be adapted to a state where the lateral swing cycle is long again. In this embodiment, the intrinsic period is assumed to be 10 seconds as the operation-3.

In addition, when the damper 9 installed in the liquid passage 5 is completely closed as shown in FIG. 5 as the tank C in use, the effective cross-sectional area in the liquid passage 5 becomes smaller than the operation-3, and the liquid w moves. Since it is later than the operation-3, it moves in the duct at a long cycle, so that it can be adapted to a state in which the lateral swing cycle is long again. In this embodiment, it is assumed that the intrinsic period is 12 seconds as operation-4.

The second tank 3 shown in FIG. 11 has the same shape as the tank A, and thus has the same natural period as the tank A. FIG. In this embodiment, tank A and the 2nd tank 3 are used simultaneously.

Thus, the control method in five control specifications (non-operation, operation-1, operation-2, operation-3, operation-4) which the ART main body 1 which consists of non-operation state and four intrinsic periods of ART has In the following (A) to (E), overlapping the areas adjacent to each cycle range, while executing one control specification, the other control specification shall not be executed unless the average transverse fluctuation cycle of the ship deviates from the cycle range. do.

In order to make it easier to understand, a numerical value is specifically set and demonstrated.

(A) Non-operation is made possible by closing all air ducts (8a), (8b) and (8c) attached valves (7a) (7b) and (7c) when the average period value is 13.6 seconds or more and 4.6 seconds or less. At this time, the valves 7a, 7b and 7c are forcibly closed and ART is in an inoperative state. This state is maintained until the average period is between 13.3 and 5.0 seconds.

(B) Operation-1 assumes a tank inherent cycle of 6 seconds. This control specification is made possible by completely opening the air duct-attached valve 7b, closing the valve 7a, and opening the damper 9. Similarly, it is assumed that the second tank 3 shown in FIG. 11 has a tank intrinsic period of 6 seconds. This control specification is made possible by opening the air duct valve 7c. The state is maintained by executing control in the range of the average period of 7.3 seconds to 4.6 seconds.

(C) Operation-2 assumes a tank intrinsic cycle of 8 seconds. This control specification is made possible by completely opening the air duct valve 7a and the valve 7b, closing the valve 7c, and opening the damper 9. The control is carried out and maintained within the range of the average period of 9.3 seconds to 6.6 seconds. These control specifications are executed when the average period value breaks out of the period range during the control execution and enters into the corresponding period range.

(D) Operation-3 assumes a tank intrinsic cycle of 10 seconds. This control specification is made possible by completely opening the air duct valve 7a and the valve 7b, closing the valve 7c, and setting the damper 9 to an intermediate position. The control is executed by holding the average period within the range of 11.3 seconds to 8.6 seconds. The specifications of these controls are executed when the value of the average period breaks out of the period range during the control execution and enters into the corresponding period range.

(E) Operation-4 assumes a tank inherent cycle of 12 seconds. This control specification is made possible by completely opening the air duct valve 7a and the valve 7b, closing the valve 7c, and closing the damper 9. The control is carried out and held within the range of 13.3 to 10.6 seconds of the average period value. These control specifications are executed when the average period value breaks out of the cycle range during the control execution and breaks into the corresponding period range.

In addition, the present invention implements three types of air ducts and one damper tank by integrating two tanks consisting of the first tank 2 and the second tank 3 together with one damper tank. An example with five control specifications (non-operation, actuation-1, actuation-2, actuation-3, actuation-4) has been described, but again increasing the damper jaw and The value of overlapping location is different depending on the vessel and is determined by the designer appropriately.

As is clear from the above description, according to the fluctuation reduction tank apparatus and control method of the ship of the present invention,

(1) As a set of dampers, it is possible to obtain inherent periods of four or more types of ART.

(2) Since the number of dampers is reduced, the equipment cost can be reduced.

(3) When two sets of dampers are provided, the number of inherent periods of ART increases, so the effective period range of ART expands again.

(4) The expansion of the effective period range makes it possible to prevent adverse effects that occur in the case of long periods such as waves.

(5) It is possible not only to control within the range of the period in which the liquid works effectively, but also to minimize the defect that can be called fate occurring under the circumstances in which the liquid of ART does not operate effectively due to any factor. .

(6) In addition, it is possible to easily solve the fatal defect of ART that the effective period range is narrow, and moreover, the control is automatically performed without troublesome people.

Thus, the present invention is a combination of the first tank and the second tank, the selection of tanks A, B, C, variable cycle of ART, and liquid braking, even if the GM value is wide between the full port and the port of entry. They can be operated automatically so that the natural period of ART, which is considered most suitable for the transverse fluctuation cycle of the ship, which changes every time due to the influence of the meeting cycle or the sea weather situation, is automatically changed, or the transverse effect that adversely affects electricity. Even when it encounters a fluctuation cycle, it is possible to inactivate ART in order to prevent lateral fluctuations, such as having an effect of obtaining a stable fluctuation reduction effect at all times.

Claims (3)

The outside which comprises a pair of wing tanks 16a, 16b which were installed in both strings of hull, respectively In the wing tanks 4a and 4b and the inner wing tanks 4c and 4d, vertical bulkheads 15a and 15b of arbitrary width whose lower edges are approximately the same height as the inner dimension of the height of the liquid passage 5. ) Wing wings (4a) (4b) and inner wing tanks (4c) (4d) of the outer wing tank (4a) (4b) and the outer wing tank (4a) (4b) formed by lowering in both wing tanks (16a) (16b) symmetrically in the vertical direction in the forward and backward direction of the hull And a liquid passage (5) for connecting the bottom portions of the wing tanks (16a) and (16b) to move the liquid (w) in the left and right directions, and installed in the liquid passage to stop at least one or more places in the middle of opening and closing. A remotely driven damper 9 at which a position signal is transmitted to the control unit 18 and an upper portion of the outer wing tanks 4a and 4b, including a remotely driven valve 7b, An air duct 8b communicating between the wing tanks 4a and 4b and a remotely operated valve 7a provided near the upper portion of the inner wing tanks 4c and 4d and including a remotely operated valve 7a. (4c) (4d) The first tank 2 having the air duct 8a communicating therewith and the vertical bulkheads 15a and 15b in the wing tanks 16a and 16b of the first tank have the same position as the inside of the wing tank. The height is approximately equal to the inner dimension of the height of the pair of wing tanks 4e and 4f and the height of the liquid passage 5 of the first tank installed at the bottom of these wing tanks 4e and 4f to connect them. An air duct installed near the upper portion of the liquid passage 6 and the two wing tanks 4e and 4f to communicate between the two wing tanks 4e and 4f. 8c), the second tank 3, the inclination sensor 20 for detecting the transverse yaw angle, etc. of the ship, the operation decoding circuit 21 for reading the contents of the information output from the inclination sensor, and the control execution circuit. Opening and closing specification of the control unit 18 including the 22 and the information processing circuit 23, and the valves 7a, 7b, 7c or dampers 9 which are set in advance based on the result read by the control unit. Switchgear running Agitation of the vessel relief tank apparatus comprising a tooth (19) The method of claim 1, A fluctuation of the ship, characterized in that a pair of rectifying plates 11a and 11b for rectifying the liquid passing through the damper is provided where the damper 9 in the liquid passage 5 is stopped at a predetermined position. Reduction Tank In the outer wing tanks 4a and 4b and the inner wing tanks 4c and 4d respectively constituting a pair of wing tanks 16a and 16b provided on both sides of the hull, the lower end side thereof has a liquid passage ( 5) Formed by lowering the vertical bulkheads 15a and 15b of arbitrary width approximately the same as the inner dimension of the height in both wing tanks 16a and 16b in parallel vertically in the front and rear direction of the hull. The liquid passage 5 for moving the liquid w in left and right directions by connecting the outer wing tanks 4a and 4b and the bottom wing tanks 4c and 4d to the bottom of the wing tanks 16a and 16b. And a remote drive damper (9) and an outer wing tank (4a) (4b), which are installed in the liquid passage and are capable of at least one stop in the middle of opening and closing, and whose position signal is transmitted to the control unit (18). The upper portion of the air wing duct 8b and the inner wing tank 4c and 4d provided near the upper portion of the air duct, including a remotely operated valve 7b and communicating between the outer wing tanks 4a and 4b. A first tank 2 provided with a remotely operated valve 7a and having an air duct 8a communicating between the inner wing tanks 4c and 4d, and a wing of the first tank; Of the pair of wing tanks 4e and 4f on both sides having the same position with the vertical bulkheads 15a and 15b in the tanks 16a and 16b and the wing tanks 4e and 4f. It is provided near the upper part of both the wing passages 4e and 4f and the liquid passage 6 of the same height as the inner dimension of the height of the liquid passage 5 of the 1st tank which connects these to the bottom part, A vessel for reducing agitation of a ship, comprising a remotely operated valve (7c) and a second tank (3) having an air duct (8c) communicating between both wing tanks (4e) and (4f). The valves 7a and 7b predetermined as necessary to detect the lateral swing angle of and correspond to the average period value based on the result of calculating the short period or the average lateral swing period of the lateral swing as the value. (7c) and the control method for executing the control specification for driving the damper (9), The combination of the first tank 2 and the second tank 3 is carried out, With respect to the first tank, the state in which the valve 7b is opened at the same time as the valve 7a is closed is defined as tank A, and the state in which the valve 7b is closed at the same time as the valve 7a is opened is defined as tank B, When the valve 7a and the valve 7b are defined as tank C, when the tank A is selected, the second tank 3 is operated, the damper is opened, and the tank A and the second tank are selected when the tank B is selected. (3) is deactivated, the damper is opened, when tank C is selected, the second tank (3) is deactivated, and the opening and closing of the damper is set in a predetermined state. Control method.