KR101411508B1 - Wavering decreasing apparatus and method for the same - Google Patents

Wavering decreasing apparatus and method for the same Download PDF

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Publication number
KR101411508B1
KR101411508B1 KR1020130037196A KR20130037196A KR101411508B1 KR 101411508 B1 KR101411508 B1 KR 101411508B1 KR 1020130037196 A KR1020130037196 A KR 1020130037196A KR 20130037196 A KR20130037196 A KR 20130037196A KR 101411508 B1 KR101411508 B1 KR 101411508B1
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KR
South Korea
Prior art keywords
ship
pin ballast
pin
ballast
offshore structure
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KR1020130037196A
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Korean (ko)
Inventor
지영식
신순성
신경엽
이동연
Original Assignee
삼성중공업 주식회사
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Priority to KR1020130037196A priority Critical patent/KR101411508B1/en
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Publication of KR101411508B1 publication Critical patent/KR101411508B1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/08—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using auxiliary jets or propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers

Abstract

A wavering control device and a wavering control method are disclosed. The wavering control device according to an embodiment of the present invention comprises a first wavering control part and a second wavering control part. The first wavering control part comprises a first thruster installed in the lower part of a ship or an offshore structure to generate thrust; a first duct coupled to the first thruster; and a first fin stabilizer connected to the first duct to be extended in a thrust direction. The second wavering control part comprises a second thruster installed in the lower part of the ship or the offshore structure; a second duct coupled to the second thruster; and a second fin stabilizer connected to the second duct to be extended in the thrust direction. The first and second wavering control parts can reduce one among the rolling and pitching of the ship or the offshore structure according to interlocking.

Description

A shake control device and shaking control method. {Wavering decreasing apparatus and method for the same}

The present invention relates to a vibration control apparatus and a vibration control method.

In general, a ship 10 such as a drill ship is provided with a thruster 30 as shown in FIG. 1 to maintain movement and position during drilling or marine operation.

The thruster 30 as described above is similar to a propeller 20 of a general ship, but may be a propulsion system that focuses on the maneuvering performance unlike the propeller 20 whose main purpose is propulsion.

Accordingly, the thruster 30 is intended to move the ship 10 to a destination position when the ship 10 is out of the destination position due to algae, waves, etc. rather than voyage. The thruster (30) is installed below or inside the ship (10).

On the other hand, as shown in Fig. 2, in the sea, the ship is subjected to surging in the X-axis direction by waves, swaying in the Y-axis direction perpendicular to the X- Rolling in one Z axis direction, rolling in alternate left and right directions with respect to the X axis direction, pitching in which the bow and stern of the ship are rotated alternately with respect to the Y axis direction, And the yawing is performed so that the player alternately turns left and right with respect to the Z-axis direction.

This phenomenon can be attributed to the fact that, in the case of a vessel having a high center of gravity, such as a drill ship that needs to be operated at a fixed position such as drilling, or a container ship carrying containers above the upper deck, There is a fear that the safety of workers may be threatened.

Although the thruster 30 can control the front and rear swinging, the left and right swinging and the swinging motion, it is difficult to control the rolling (rolling) and the shaking motion (pitching) .

Therefore, there is a need for an apparatus capable of operating the ship stably even in the sea where the wind, wave, and algae influence a lot, by improving the disadvantages of the thruster 30 as described above, .

Korean Patent Publication No. 10-2012-0119335

Therefore, the present invention provides a rocking control device and a rocking control method according to the present invention, which can improve the rocking control effect even when a ship or an offshore structure is operated or stopped.

The problems of the fluctuation control apparatus and the fluctuation control method according to the embodiment of the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description .

According to an aspect of the present invention, there is provided a ship structure including a first thruster installed at a lower portion of a ship or an offshore structure to generate thrust, a first duct coupled to the first thruster, And a second thruster installed at a lower portion of the ship or the offshore structure to generate thrust, a second duct coupled to the second thruster, and a second duct connected to the thrust direction And a second yaw control unit connected to the second duct so as to extend from the first yaw control unit and the second yaw control unit to the first yaw control unit and the second yaw control unit, Is provided.

According to an aspect of the present invention, the first fluctuation control unit generates a force in a first direction toward the water surface, and the second fluctuation control unit generates a force in a second direction opposite to the first direction, At least one of the pitching can be reduced.

The first yaw control unit and the second yaw control unit may be installed symmetrically with respect to a first center line parallel to the longitudinal direction of the ship or the offshore structure, 2 center line.

According to one aspect of the present invention, the first thrusters and the second thrusters are rotated so as to form a predetermined angle between the first center line of the ship or the offshore structure and the thrust direction, The second pin ballast may be staggered from each other to reduce the rolling.

According to one aspect of the present invention, the first thrusters and the second thrusters are rotated so that the thrust direction is parallel to the first center line of the ship or the offshore structure, and the first pin ballast and the second thrustor The two-pin ballast can be staggered from each other to reduce the pitching.

According to an aspect of the present invention, one end of the first pin ballast and the second pin ballast are coupled to a rod inserted in a hydraulic cylinder, and the movement of the rod, which takes place in accordance with the hydraulic pressure of the hydraulic cylinder, The second pin ballast can rotate.

The outermost virtual line connecting the end of the first yaw control part and the end of the second yaw control part may be a virtual line connecting the first yaw control part and the second yaw control part, And can be located in the width direction region.

According to another aspect of the present invention, there is provided a shaking control method using a first thruster and a second thruster, a first pin ballast rotatable and a second pin ballast, wherein at least one of rolling or pitching occurs in a ship or an offshore structure And rotating the first thrusters and the second thrusters in accordance with the rolling or pitching, rotating the first pin ballast and the second pin ballast in accordance with the rolling direction and the pitching direction, Returning the first pin ballast and the second pin ballast to their initial states when the rolling or the pitching is reduced or eliminated.

The method of controlling yawing according to another aspect of the present invention is characterized in that the thrust direction forms a predetermined angle with a first center line parallel to the longitudinal direction of the ship or the offshore structure and the first pin ballast and the second pin ballast It can be skewed to reduce the rolling.

According to another aspect of the present invention, the shaking direction is parallel to the ship or the first center line of the offshore structure, and the first pin ballast and the second pin ballast are staggered from each other, .

The fluctuation control apparatus and the control method thereof according to the embodiment of the present invention can provide the following effects.

First, the fluctuation control apparatus and the control method thereof according to the embodiment of the present invention can stabilize the fluctuation of a ship or an offshore structure without being affected by external environmental factors such as algae and waves.

Second, the fluctuation control apparatus and the control method thereof according to the embodiment of the present invention are located in the width direction region of a ship or an offshore structure, so that it is possible to easily perform a berthing operation on a port and an offshore structure.

Third, the fluctuation control apparatus and the control method thereof according to the embodiment of the present invention can perform control of rolling or pitching.

Fourth, the fluctuation control apparatus and the control method thereof according to the embodiment of the present invention are installed symmetrically with respect to the center line of a ship or an offshore structure, so that the fluctuations of the ship or the offshore structure can be controlled quickly.

Fifth, the cross section of the pin ballast of the rocking control device according to the embodiment of the present invention is streamlined to reduce the resistance of the fluid.

Sixth, the shaking motion control apparatus and the control method thereof according to the embodiment of the present invention can be applied not only to various ships such as drill ships and marine working lines but also to icebreaker ships, as well as self-propelled FPSO (Floating, Production, Storage and Offloading) and LNG-FPSO It can be installed in various sea structures.

The effects of the fluctuation control apparatus and the control method thereof according to the embodiment of the present invention are not limited to the effects mentioned above and other effects not mentioned can be clearly understood to those skilled in the art from the description of the claims will be.

The foregoing summary, as well as the detailed description of the preferred embodiments of the present application set forth below, may be better understood when read in conjunction with the appended drawings. Embodiments are shown in the drawings for purposes of illustrating the invention. It should be understood, however, that this application is not limited to the precise arrangements and instrumentalities shown.
1 is a sectional view showing a ship equipped with a thruster.
2 is a diagram showing a general vibration motion of a ship or an offshore structure.
3 is a side view of a rocking control device according to an embodiment of the present invention.
FIG. 4 is a view showing a state in which a shake control device according to an embodiment of the present invention is installed.
5 is a view showing a state where a vibration control apparatus according to another embodiment of the present invention is installed.
6 (a) and 6 (b) are views showing a state where a vibration control apparatus according to another embodiment of the present invention is installed.
7 (a) and 7 (b) are perspective views showing a vibration control apparatus according to an embodiment of the present invention.
8 (a) and 8 (b) illustrate a method of operating the pin ballast according to an embodiment of the present invention.
9 (a) and 9 (b) are views showing how a rocking control device according to an embodiment of the present invention controls rolling of a ship or an offshore structure.
FIGS. 10 (a) and 10 (b) are views showing how the rocking control device according to another embodiment of the present invention controls pitching of a ship or an offshore structure.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. It will be easy to know if you have the knowledge of.

In describing the embodiments of the present invention, it is to be noted that components having the same function are denoted by the same names and symbols, but are substantially not identical to those of the conventional vibration control apparatus and vibration control method.

Furthermore, the terms used in the embodiments of the present invention are used only to describe specific embodiments, and are not intended to limit the present invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. Furthermore, in the embodiments of the present invention, terms such as "comprises" or "having ", etc. are intended to specify the presence of stated features, integers, steps, operations, elements, parts, or combinations thereof, Steps, operations, elements, components, or combinations of elements, numbers, steps, operations, components, parts, or combinations thereof.

3 is a side view of a rocking control device according to an embodiment of the present invention.

A ship or an offshore structure which has to stay in the sea for a long period of time to stay at a designated position needs to control the position and correction of its position due to fluctuations of wind or algae and thus a thruster is placed below the hull 200 of the ship or offshore structure .

In this case, ship or offshore structures are capable of self-propulsion and are used not only for transporting people or cargo but also for liquefied natural gas (LNG-FPSO: Liquefied Natural Gas-Floating Production Storage Offloading), floating oil storage facility : Floating Storage Offloading), and a special ship such as a drill ship.

3, the fluctuation control apparatus according to an embodiment of the present invention includes a first fluctuation control unit 100 and a second fluctuation control unit 300. The first fluctuation control unit 100 and the second fluctuation control unit 300 may include a first fluctuation control unit 100, Or at least one of rolling or pitching of the vessel or offshore structure in accordance with the interlocking of the vessel 300.

The first fluctuation control unit 100 includes a first thruster 110, a first duct 130, and a first pin ballast 150 according to an embodiment of the present invention.

The first thrusters 110 are installed at a lower portion of a ship or an offshore structure to generate thrust. The first ducts 130 are coupled to the first thrusters 110.

The first pin ballast (150) is connected to the first duct (130) so as to extend in the thrust direction.

The second yaw control part 300 of the yaw control device according to an embodiment of the present invention includes a second thruster 310, a second duct 330, and a second pin ballast 350.

The second thruster 310 is installed at the lower part of the ship or the offshore structure to generate thrust, and the second duct 330 is coupled to the second thruster 310.

And the second pin ballast 350 is connected to the second duct 330 so as to extend in the thrust direction.

At this time, the first thrusters 110 are disposed below the ship or the offshore structure, and serve to provide a thrust for controlling the position of the ship or the offshore structure. Such a first thruster 110 can be designed to be able to enter the interior of a ship or an offshore structure, as shown in FIG. 1, because it can act as a resistor during the operation of a ship or an offshore structure.

The first thruster 110 may include a first propelling unit 111, a first strut 113, and a first pod 115.

The first strut 113 serves to support the first thruster 110 so as to be rotatable by a predetermined angle (e.g., 360 degrees). Inside the first strut 113, a first drive shaft 114, which can transmit power from a ship or an engine of an offshore structure, may be located. At this time, a gear (not shown) is provided on the outer circumferential surface of the first strut 113, and a drive force of an engine, a motor, or the like is supplied to the gear of the first strut 113 to rotate the first strut 113, The stirrer 110 can rotate at a predetermined angle.

The first pod 115 has a streamlined shape and can be coupled to the lower end of the first strut 113. The first pawl 115 supports the first propelling unit 111 when the first propelling unit 111 generates thrust and receives the first propulsion shaft 111 of the first propelling unit 111 . A hole (not shown) may be formed at one end of the first pod 115 to insert the first power transmission shaft 112 therein.

The first power transmission shaft 112 is a shaft that transmits the power of the engine transmitted from the first drive shaft 114 to the first propelling unit 111. One end of the first power transmission shaft 112 is connected to the first power transmission shaft 112, (Not shown) formed in the first pawl 115 and inserted into the first pawl 115.

The first propelling unit 111 is a device for providing thrust to a ship or an offshore structure and is coupled to the other end of the first power transmitting shaft 112 and transmits the energy of the rotational force of the first power transmitting shaft 112 to the ship It transforms into kinetic energy of offshore structure. At this time, the first propelling unit 111 may be a propeller.

Meanwhile, the first duct 130 may be fixedly coupled to the first strut 113, and may extend to cover the first propelling unit 111. The first duct 130 is a device for guiding the flow of the fluid and prevents the flow of the fluid from flowing out of the outer diameter of the rotation of the first propelling section 111 to improve the thrust of the first propelling section 111 .

The shape of the first duct 130 may be an annular shape, and the diameter of the inlet side of the fluid may be larger than the diameter of the outlet side of the fluid, and the cross-sectional shape of the first duct 130 may be hydrofoil.

The first pin ballast 150 is operated by the first pin driving unit 151 and the first pin driving unit 151 can rotate or lift the first pin ballast 150 by using hydraulic pressure or air pressure .

A detailed operation method of the first pin driver 151 will be described later.

As described above, the first pin ballast 150 can generate lift by using the flow of the fluid passing through the first fin ballast 150, and increases the contact area with the fluid in three-dimensional .

The second thruster 310 is disposed below the ship or an offshore structure and serves to provide thrust for position control of the ship or offshore structure. The second thruster 310 may also be designed to be able to enter the interior of a ship or an offshore structure, as shown in FIG. 1, because it can act as a resistor during the operation of a ship or an offshore structure.

The second thruster 310 may include a second propelling unit 311, a second strut 313, and a second pod 315.

The second strut 313 may be spaced apart from the first strut 113 and disposed in parallel.

The second strut 313 serves to support the second thruster 310 so that it can rotate at a predetermined angle. The second strut 113 may also include a second drive shaft 314 that can transmit power from the engine of the ship or offshore structure. At this time, a gear (not shown) is provided on the outer circumferential surface of the second strut 313, and a driving force of an engine or a motor is supplied to the gear of the second strut 313 to rotate the second strut 313, The stirrer 310 can rotate at a predetermined angle.

The rotating structure of the first thrusters 110 and the second thrusters 310 is only an example, and various rotating structures are applicable to the fluctuation control device according to the embodiment of the present invention.

For example, one end of the first strut 113 and the second strut 313 are fixed to the hull 200, and the gear device is fixed to the other end of the first strut 113 and the second strut 313, The first pawl 115 and the second pawl 315 are installed at the connecting positions of the first pawl 115 and the second pawl 315 to rotate the first pawl 110 and the second pawl 315 by a predetermined angle, May rotate.

The second pod 315 has a streamlined shape and can be coupled to the lower end of the second strut 313. The second pod 315 supports the second propelling section 311 when the second propelling section 311 generates thrust and receives the second propelling section 311 of the second propelling section 311 . A hole (not shown) may be formed at one end of the second pod 315 to insert the second power transmission shaft 312.

The second power transmission shaft 312 is a shaft for transmitting the power of the engine transmitted from the second drive shaft 314 to the second propelling unit 311. One end of the second power transmission shaft 312 is connected to the second pivot 311, (Not shown) formed in the first pod 315 and inserted into the second pod 315.

The first drive shaft 114 and the first power transmission shaft 112 and the second drive shaft 314 and the second power transmission shaft 312 described above can be gear- The first power transmission shaft 112 and the second power transmission shaft 312 may be the rotation axes of the first and second propelling units 111 and 311, respectively.

The second propelling unit 311 is a device that provides thrust to the ship or an offshore structure and is coupled to the other end of the second power transmission shaft 312 and transmits the energy of the rotational force of the second power transmission shaft 312 to the ship It transforms into kinetic energy of offshore structure. At this time, the second propelling unit 311 may be a propeller like the first propelling unit 111.

The second propelling unit 311 may generate a thrust force in a direction opposite to a thrust direction generated by the first propelling unit 111. [

The first thrusters 110 and the second thrusters 310 described above generate thrust through the rotation of the propeller, but this is not limitative.

For example, the first thruster 110 and the second thruster 310 may generate thrust by injecting air. The generation of the thrust through the air injection is a general matter to a general engineer, and a detailed description thereof will be omitted.

Meanwhile, the second duct 330 may be fixedly coupled to the second strut 313, and may extend to cover the second propelling portion 311. The second duct 330 is a device for guiding the flow of the fluid and prevents the flow of the fluid from flowing out of the outer diameter of the rotation of the second propelling section 311 to improve the thrust of the second propelling section 311 .

The shape of the second duct 330 may be an annular shape. The diameter of the fluid inlet side may be larger than the diameter of the fluid outlet side, and the cross-sectional shape of the second duct 330 may be hydrofoil.

The shapes of the first duct 130 and the second duct 330 described above are merely examples, and various shapes are applicable to the first duct 130 and the second duct 330, if not limited thereto.

The sizes of the first duct 130 and the second duct 330 described above can be determined according to the sizes of the first and second propelling units 111 and 311, 111 and the second propelling section 311, as long as it has a structure capable of covering the second propelling section 311.

The first fin stabilizer 150 and the second fin stabilizer 350 are formed in a streamlined shape and are formed on the center line C 1 and the center line C 2 of the first duct 130 and the second duct 330, And may extend in the thrust direction of the first and second propelling units 111 and 311. The first pin ballast 150 and the second pin ballast 350 rotate at a predetermined angle to generate lift according to the flow of the fluid.

The second pin ballast 350 is operated by the second pin driving unit 351 and the second pin driving unit 351 can rotate or lift the second pin ballast 350 by using hydraulic pressure or air pressure .

A detailed operation method of the second pin driver 351 will be described later with the first pin driver 151. [

As such, the first pin ballast 150 and the second pin ballast 350 can generate lift using the flow of fluid through the first pin ballast 150 and the second pin ballast 350 , The three-dimensional contact area with the fluid can be increased to improve the steering force.

Meanwhile, the control unit 250 may receive a sensing signal from at least one of a rolling sensing sensor (not shown) or a pitching sensing sensor (not shown). Rolling detection sensors and pitching detection sensors may be one type of acceleration sensor installed on a ship or offshore structure to detect rolling and pitching of the ship or offshore structure. The sensing signals of the rolling sensing and pitching sensing sensors may vary depending on the amount of rolling or pitching of the ship or offshore structure.

In the above description, the rolling detection sensor or the pitching detection sensor may be an acceleration sensor, but the present invention is not limited thereto. Various types of sensors capable of sensing the rolling and pitching of a ship or an offshore structure are applicable to the fluctuation control device according to the embodiment of the present invention .

The control unit 250 receives at least one of the rolling detection sensor and the pitching detection sensor and detects at least one of the rolling or pitching of the ship or the offshore structure to calculate at least one of the rolling amount and the pitching amount.

The control unit 250 controls the amount of rotation of at least one of the first thrusters 110 or the second thrusters 310 and the amount of rotation of the first pin ballast 150 or the second pin ballast 350, It is possible to output a control signal corresponding to at least one of the rotation amounts.

The control signal is input to the engine or the motor in a gear that provides a driving force for rotation of at least one of the first strut 113 and the second strut 313, Can supply.

At least one of the first pin drive unit 151 and the second pin drive unit 351 may supply the hydraulic pressure corresponding to the control signal to at least one of the first pin ballast 150 and the second pin ballast 350.

Accordingly, at least one of the first thrusters 110 or the second thrusters 310 rotates in accordance with at least one of a rolling amount and a pitching amount, and the first pin ballast 150 or the second pin ballast 350 At least one can also rotate according to at least one of a rolling amount or a pitching amount.

The control unit 250 may be installed in a steering column of a ship or an offshore structure and may include a first pin ballast 150 and a first pin driving unit 151 and a second pin driving unit 351 of the second pin ballast 350 .

4 to 6, the first yaw control part 100 and the second yaw control part 300 are symmetrical with respect to the first center line A 1 parallel to the longitudinal direction of the ship or the offshore structure installed or, it may be disposed symmetrically with respect to a second center line (a 2) perpendicular to the first center line (a 1).

The length of a ship or an offshore structure according to an embodiment of the present invention is greater than the width of a ship or an offshore structure, and a longitudinal direction of the ship or an offshore structure may be an extending direction of the length.

As shown in FIG. 4, the first and second motion control units 100 and 300 may be installed symmetrically with respect to the first center line A 1 . Accordingly, the rolling of the ship or the offshore structure can be reduced by interlocking the first and second yaw control units 100 and 300, and a description thereof will be described in detail later with reference to FIG.

At this time, the first thrusters 110 and the second thrusters 310 are arranged such that the thrust direction of the first center line A 1 of the ship or the offshore structure and the first and second propeller units 111 and 311 is And may be rotated by the first strut 113 and the second strut 313 to form an angle (e.g., 90 degrees).

5 is a view showing a state where a vibration control apparatus according to another embodiment of the present invention is installed.

5, the first yaw control part 100 and the second yaw control part 300 are symmetrical with respect to the second center line A 2 perpendicular to the first center line A 1 of the ship or an offshore structure Can be installed. Accordingly, the pitching of the ship or the offshore structure can be reduced by interlocking the first and second shake controllers 100 and 300.

At this time, the first thrusters 110 and the second thrusters 310 are arranged such that the thrust direction of the first center line A 1 of the ship or the offshore structure and the first and second propeller units 111 and 311 is And may be rotated by the first strut 113 and the second strut 313 in parallel.

The outermost virtual line L 12 connecting the end of the first yaw control part 100 and the end of the second yaw control part 300 is connected to the first yaw control part 100 and the second yaw control part 300 And may be located within the widthwise area L 34 of the installed ship or offshore structure.

That is, since the first and second shake controllers 100 and 300 do not protrude outwardly from the width direction area L 34 of the ship or the marine structure, The first shake controller 100 and the second shake controller 300 may not collide with other vessels.

FIG. 6 is a view illustrating a state in which a vibration control apparatus according to another embodiment of the present invention is installed. FIG. 6 is a diagram showing a first and a second swaying control unit 100 and a first swaying control unit 100 installed symmetrically with respect to a first center line A 1 and a first swaying control unit 100 arranged symmetrically with respect to a second center line A 2 , 2 swing control unit 300 at the same time.

6, the plurality of first yaw control units 100 and the second yaw control units 300 are installed symmetrically with respect to the first center line A 1 and are disposed symmetrically with respect to the second center line A 2 , It can be installed symmetrically. Therefore, the rolling and pitching of the ship or the offshore structure can be reduced by interlocking the plurality of first yaw control part 100 and the second yaw control part 300.

6A, the plurality of first yaw control units 100 and the second yaw control units 300 are connected to the first center line A 1 of the ship or an offshore structure at a predetermined angle (for example, For example, 90 degrees) to reduce the rolling of the ship or offshore structure.

6B, the plurality of first yaw control units 100 and the second yaw control units 300 are rotated such that the thrust direction is parallel to the first center line A 1 of the ship or the offshore structure Pitching of ships or offshore structures can be reduced.

7 and 8 are views illustrating a method of interlocking the first pin ballast 150 and the second pin ballast 350 of the fluctuation control apparatus according to the embodiments of the present invention.

The first yaw control part 100 generates a force in a first direction toward the water surface and the second yaw control part 300 generates a force in a second direction opposite to the first direction to reduce at least one of rolling or pitching .

That is, in order to interlock the first and second motion control units 100 and 300, the first motion control unit 100 generates the lift in the first direction, and the second motion control unit 300 generates the lift in the first direction, It is possible to generate lifting force in the opposite direction.

Here, the first pin ballast 150 may cause the first fluctuation control unit 100 to generate a force in the first direction toward the water surface, and the second pin ballast 350 may cause the second fluctuation control unit 300 And generate a force in a second direction opposite to the first direction.

The first pin ballast 150 is hinged to the first duct 130 and extends in the thrust direction of the first propelling unit 111. The second pin ballast 350 is hinged to the second duct 330 and extends in the thrust direction of the second propelling unit 311. At this time, the first pin ballast 150 is operated by the first pin driving unit 151 and the second pin ballast 350 is operated by the second pin driving unit 351.

The first pin ballast 150 can rotate with the hinge as a central axis according to the operation of the plurality of rods 151a and 151b. The second pin ballast 350 can also rotate about the hinge as a central axis according to the operation of the plurality of rods 351a and 351b.

The first pin driving unit 151 can receive the fluid having the hydraulic pressure from the accumulator 152 of FIG. 7 and rotate the first pin ballast 150 in the up and down direction. The second pin driving unit 351 can also receive the fluid having the hydraulic pressure from the accumulator 352 and rotate the second pin ballast 350 in the up and down direction.

The accumulators 152 and 352 may include a hydraulic pump (not shown) for pressurizing the fluid and a hydraulic valve (not shown) for supplying the pressurized fluid to the respective hydraulic cylinders. At this time, an incompressible fluid may be used as the fluid.

8 (a) is a view showing that the first pin ballast 150 is moved downward with respect to the center axis C 1 of the first duct.

Referring to FIG. 8 (a), the first pin ballast 150 can generate lift in a first direction toward the water surface. The same amount of fluid passes through the first pin ballast 150 at the same time and eventually becomes faster because the fluid moving on the upper surface of the first pin ballast 150 has to move farther than the fluid traveling on the lower surface . Therefore, due to the Bernoulli's principle, the pressure of the lower surface of the first pin ballast 150 becomes higher than that of the upper surface of the first pin ballast 150, and the lift is generated in the direction of the water surface due to the difference in pressure.

One end of the first pin ballast 150 and the second pin ballast 350 are coupled to the rods 151a, 151b, 351a, and 351b inserted in the hydraulic cylinders 251a, 251b, 451a, and 451b, The first pin ballast 150 and the second pin ballast 350 can be rotated by movement of the rods 151a, 151b, 351a, and 351b caused by the hydraulic pressure of the hydraulic cylinder.

The rods 151a and 151b of the hydraulic cylinders 251a and 251b rotate the first pin ballast 150 up and down and the rods 351a and 351b of the hydraulic cylinders 451a and 451b rotate the second pin ballast 350 It can be turned up and down.

The rod 151a included in the first pin driving unit 151 and supporting the upper surface of the first pin ballast 150 is pushed in the direction in which the first pin ballast 150 extends from the hydraulic cylinder 251a, The rod 151b supporting the lower surface of the pin ballast 150 can be inserted into the hydraulic cylinder 251b.

Accordingly, the first pin ballast 150 is rotated about the hinge as a center axis by the first pin driving unit 151, and generates a force in the first direction.

8 (b) is a view showing that the second pin ballast 350 is moved upward with respect to the central axis C 2 of the second duct.

Referring to FIG. 8 (b), the second pin ballast 350 may generate lift in the second direction. The same amount of fluid passes through the second pin ballast 350 at the same time and eventually the fluid moving on the lower surface of the second pin ballast 350 must move farther than the fluid moving on the top surface, do. Therefore, due to the Bernoulli principle, the pressure on the upper surface of the second pin ballast 350 is relatively higher than that of the second pin ballast 350, and a lift is generated in the second direction due to the difference in pressure.

The rod 351a included in the second pin driver 351 and supporting the upper surface of the second pin ballast 350 is inserted into the hydraulic cylinder 451a and is connected to a rod 351b may be pushed in the direction in which the second pin ballast 350 extends from the hydraulic cylinder 451b.

Accordingly, the second pin ballast 350 is rotated by the second pin driving unit 351 about the hinge as a center axis, and generates a force in the second direction.

At this time, the first pin ballast 150 and the second pin ballast 350 are interlocked to each other so as to be inclined to each other, thereby controlling the fluctuation of the ship or the offshore structure. For example, when the first pin ballast 150 is tilted toward the first direction, the second pin ballast 350 is tilted in a second direction opposite to the first direction, and the first pin ballast 150 is tilted in the second direction The first pin ballast 150 can be tilted in a first direction opposite to the second direction.

Next, a shaking motion control method according to an embodiment of the present invention will be described with reference to the drawings.

The vibration control method according to the embodiment of the present invention uses the first thrusters 110 and the second thrusters 310 forming the thrust and the first pin ballast 150 and the second pin ballast 350 that are rotatable .

The method of controlling yawing according to an embodiment of the present invention is a method of controlling the rotation of the first thrusters 110 and the second thrusters 310 in accordance with the rolling or standing pitch when at least one of rolling or pitching occurs in a ship or an offshore structure Adjusting the rotational direction and the angle of the first pin ballast 150 and the second pin ballast 350 according to the direction of the rolling or the pitching of the first pin ballast 150. When the rolling or pitching is reduced or eliminated, Returning the first pin ballast 150 and the second pin ballast 350 to their initial states.

9 (a) and 9 (b) are views showing how a rocking control device according to an embodiment of the present invention controls rolling of a ship or an offshore structure.

The thrust direction of each of the first and second shake controllers 100 and 300 is at an angle to the first center line A 1 of the ship or the offshore structure and the first pin ballast 150 and the second pin ballast 150, (350) may be inclined to each other to reduce rolling.

The ship or the ocean structure receives the moment (M) by waves and rolls. That is, when the vessel or the offshore structure is tilted, rolling occurs due to the movement of the gravity action point (G) and the buoyancy action point (B) acting on the ship or the offshore structure.

At this time, the first and second pin ballasts 150 and 350 of the second and third shake controllers 300 and 300, which are located below the water surface of the ship or the offshore structure, are rotated to be tilted from each other, (Mf1, Mf2) acting in the opposite direction to the moments (M1, M2) acting on the ship or offshore structure. Therefore, by generating the restoring moments (Mf1, Mf2) in the opposite directions to the moments (M1, M2) acting on the ship or offshore structure, rolling can be reduced.

FIG. 9 (a) is a view showing a ship or an offshore structure inclining to the right with respect to a central longitudinal plane to cause rolling.

9 (a), when the rolling occurs, the first thrusters 110 and the second thrusters 310 are disposed such that the first center line A 1 of the ship or the offshore structure has a predetermined angle of thrust, .

Here, the thrust direction refers to the direction of the thrust generated by the first and second propelling units 111 and 311.

Thereafter, the angle of the first pin ballast 150 and the second pin ballast 350 is adjusted according to the direction of rolling, the second pin ballast 350 is adjusted to tilt in the second direction, and the first pin ballast 150 may be adjusted to be inclined in the first direction to form a restoring moment Mf1 canceling the moment M1 by rolling.

At this time, the first pin ballast 150 generates lift in the second direction, and the second pin ballast 350 generates lift in the first direction opposite to the first pin ballast 150 to reduce the rolling have.

When the rolling is reduced or eliminated, the first pin ballast 150 is returned to the initial state. At this time, the initial state may be such that the central axis of the first pin ballast 150 coincides with the central axis C 1 of the first duct.

Also, the second pin ballast 350 is returned so that the central axis of the second pin ballast 350 and the central axis C 2 of the second duct coincide with each other.

FIG. 9 (b) is a view showing a ship or an offshore structure inclining to the left with respect to a central longitudinal plane and rolling.

9 (b), when rolling occurs, the first thrusters 110 and the second thrusters 310 are disposed so that the first center line A 1 of the ship or the offshore structure has a predetermined angle of thrust, Is similar to that described above.

Thereafter, the angle of the first pin ballast 150 and the second pin ballast 350 is adjusted according to the direction of rolling, the first pin ballast 150 is adjusted to tilt in the second direction, and the second pin ballast 150 350 may be adjusted to tilt in the first direction to form a restoring moment Mf2 that cancels the moment M2 due to rolling.

At this time, the first pin ballast 150 generates lift in the first direction and the second pin ballast 350 generates lift in the second direction opposite to the first pin ballast 150 to reduce the rolling have.

When the rolling is reduced or eliminated, the first pin ballast 150 and the second pin ballast 350 are returned to their initial states.

FIGS. 10 (a) and 10 (b) are views showing how the rocking control device according to another embodiment of the present invention controls pitching of a ship or an offshore structure.

The first thrusters 110 and the second thrusters 310 are rotated so as to be parallel to the first center line A 1 of the ship or the offshore structure in the thrust direction, (350) may be staggered from each other to reduce pitching.

10 (a) is a view showing a ship or an offshore structure leaning to the right with respect to the center cross-sectional plane and causing pitching.

10 (a), when pitching occurs, the first thrusters 110 and the second thrusters 310 are rotated (rotated) so that the thrust direction is parallel to the first center line A 1 of the ship or an offshore structure, do.

Here, the thrust direction refers to the thrust direction of a ship or an offshore structure generated by the first propelling unit 111 and the second propelling unit 311.

Thereafter, the angle of the first pin ballast 150 and the second pin ballast 350 is adjusted according to the direction of the pitch, the second pin ballast 350 is adjusted to tilt in the second direction, 150 can be adjusted to be inclined in the first direction to form a restoring moment Mf3 that cancels the moment M3 due to pitching.

At this time, the first pin ballast 150 generates lift in the second direction and the second pin ballast 350 generates lift in the first direction opposite to the first pin ballast 150 to reduce pitching have.

When the pitching is reduced or eliminated, the first pin ballast 150 and the second pin ballast 350 are returned to their initial states.

FIG. 10 (b) is a view showing a ship or an offshore structure inclining to the left based on the central cross section and rolling.

10 (b), when pitching occurs, the first thrusters 110 and the second thrusters 310 are rotated such that the first center line A 1 of the ship or the offshore structure is parallel to the thrust direction Things are similar to those described above.

Thereafter, the angle of the first pin ballast 150 and the second pin ballast 350 is adjusted according to the direction of the pitch, the first pin ballast 150 is adjusted to tilt in the second direction, 350 may be adjusted to be inclined in the first direction to form a restoring moment Mf4 canceling the moment M4 due to pitching.

At this time, the first pin ballast 150 generates lift in the first direction and the second pin ballast 350 generates lift in the second direction opposite to the first pin ballast 150 to reduce pitching have.

When the pitching is reduced or eliminated, the first pin ballast 150 and the second pin ballast 350 are returned to their initial states.

It will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the present invention as defined by the appended claims, It is obvious.

100: first fluctuation control unit 110: first thruster
111: first propeller unit 112: first power transmission shaft
113: first strut 114: first drive shaft
115: first pod 130: first duct
150: first pin ballast 151: first pin driver
300: second fluctuation control unit 310: second thruster
311: second propeller 312: second power transmission shaft
313: second strut 314: second drive shaft
315: second pod 330: second duct
350: second pin ballast 351: second pin driver

Claims (10)

A first thruster installed at a lower portion of a ship or an offshore structure to generate thrust, a first duct coupled to the first thruster, and a first pin ballast connected to the first duct to extend in the thrust direction A first fluctuation control unit; And
A second thruster installed at a lower portion of the ship or the offshore structure to generate a thrust; a second duct coupled to the second thruster; and a second fin stabilizer connected to the second duct to extend in the thrust direction, And a second fluctuation control section including the second fluctuation control section,
Wherein at least one of rolling or pitching of the ship or the offshore structure is reduced in accordance with interlocking of the first and second shaking motion control sections. The method according to claim 1,
Wherein the first fluctuation control unit generates a force in a first direction toward the water surface and the second fluctuation control unit generates a force in a second direction opposite to the first direction to reduce at least one of the rolling or pitching Shake control device. The method according to claim 1,
The first and second shake controllers may be installed symmetrically with respect to a first center line parallel to the longitudinal direction of the ship or the offshore structure, or symmetrically with respect to a second center line perpendicular to the first center line Shake control device. 3. The method according to claim 1 or 2,
Wherein the first thrusters and the second thrusters are rotated so that the thrust direction is at a predetermined angle with the first center line of the ship or the offshore structure and the first pin ballast and the second pin ballast are staggered from each other Thereby reducing the rolling. 3. The method according to claim 1 or 2,
Wherein the first thrusters and the second thrusters are rotated so that the thrust direction is parallel to the first center line of the ship or the offshore structure and the first pin ballast and the second pin ballast are staggered from each other, A shake control device for reducing pitching. 4. The method according to any one of claims 1 to 3,
One end of the first pin ballast and the second pin ballast are coupled to a rod inserted in the hydraulic cylinder and the movement of the rod caused by the hydraulic pressure of the hydraulic cylinder causes the first pin ballast and the second pin ballast to rotate Shake control device. 4. The method according to any one of claims 1 to 3,
Wherein the outermost virtual line connecting the end of the first yaw control part and the end of the second yaw control part is a sway control part located within a width direction area of the ship or the marine structure in which the first yaw control part and the second yaw control part are installed, Device. 1. A shaking control method using a first thruster and a second thruster forming a thrust, a rotatable first pin ballast and a second pin ballast,
Rotating at least one of the first thrusters and the second thrusters according to the rolling or pitching when at least one of rolling or pitching occurs in a ship or an offshore structure;
Adjusting the rotation direction and angle of the first pin ballast and the second pin ballast in accordance with the direction of the rolling or the direction of the pitching; And
And returning the first pin ballast and the second pin ballast to an initial state when the rolling or the pitching is reduced or eliminated. 9. The method of claim 8,
Wherein the thrust direction forms a predetermined angle with a first center line parallel to the longitudinal direction of the ship or the offshore structure and the first pin ballast and the second pin ballast are staggered from each other to reduce the rolling. 9. The method of claim 8,
Wherein the thrust direction is parallel to the first centerline of the ship or the offshore structure and the first pin ballast and the second pin ballast are staggered from each other to reduce the pitch.
KR1020130037196A 2013-04-05 2013-04-05 Wavering decreasing apparatus and method for the same KR101411508B1 (en)

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Publication number Priority date Publication date Assignee Title
KR101709126B1 (en) * 2015-09-24 2017-02-22 한국에너지기술연구원 Control Method for Stabilizing the Floating Offshore Wind Turbine
WO2020094329A1 (en) * 2018-11-06 2020-05-14 Innogy Se Hydrofoil arrangement for mobile offshore equipment

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US6247421B1 (en) 1999-06-16 2001-06-19 Gva Consultants Ab Method for DP-conversion of an existing semi-submersible rig
KR20090082196A (en) * 2006-09-25 2009-07-29 알파발 악티에볼라그 Device and method for treating ballast water with uv-radiating means and catalysts
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Publication number Priority date Publication date Assignee Title
KR100249423B1 (en) 1996-06-24 2000-04-01 에릭 비데 요한 Ship docking vessel
US6247421B1 (en) 1999-06-16 2001-06-19 Gva Consultants Ab Method for DP-conversion of an existing semi-submersible rig
KR20090082196A (en) * 2006-09-25 2009-07-29 알파발 악티에볼라그 Device and method for treating ballast water with uv-radiating means and catalysts
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Publication number Priority date Publication date Assignee Title
KR101709126B1 (en) * 2015-09-24 2017-02-22 한국에너지기술연구원 Control Method for Stabilizing the Floating Offshore Wind Turbine
WO2020094329A1 (en) * 2018-11-06 2020-05-14 Innogy Se Hydrofoil arrangement for mobile offshore equipment
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