KR101454387B1 - Apparatus for reducing rolling - Google Patents

Abstract

A lateral rocking reduction apparatus is disclosed. The apparatus for reducing lateral movement according to an embodiment of the present invention includes: a housing provided in a hull; A crank device positioned inside or outside the housing and converting the rotational motion into a linear reciprocating motion; A speed increasing section for converting the linear reciprocating motion into a linear reciprocating motion having a moving distance larger than the moving distance of the linear reciprocating motion; And a weight portion that linearly reciprocates according to the linear reciprocating motion of the speed increasing portion.

Description

{APPARATUS FOR REDUCING ROLLING}

The present invention relates to a lateral rocking reduction apparatus.

Generally, when a ship is sailing at sea, it causes fluctuations due to waves, which can deteriorate the sense of aboard and work of crew, passengers, and workers.

The shaking motion of the ship can be classified into three categories according to the movement of the ship: longitudinal movement (Surging), lateral movement (Swaying), vertical movement (Heaving), front and rear, It is a combination of six degrees of freedom movement such as rolling, pitching, and yawing, which are rotational movements about the direction of the motion of motion. Among them, Since the response is very large, many transverse vibration reduction devices have been proposed.

Also, in a ship such as a container ship carrying a container on the upper deck, a vessel having a high center of gravity may be overturned due to horizontal swaying.

Various techniques have been developed to suppress the rolling of such ships. In other words, the ship is capable of receiving an external force due to changes in waves and weight, and as a means for stabilizing the ship from these external forces, as a device for attenuating the factors impeding the stabilization of the ship, keel, fin stabilizer, anti-rolling tank, anti-heeling system and so on.

 The most widely known is Bilge Keel. The bilge keel is a plate-like member which is attached to the bilge where the bottom of the hull meets the side wall of the hull. Such a bilge jigger generates a vortex when the ship rolls, and since the additional cost of installation is not large, it is used in most ships.

In addition, if the bilge keel can not sufficiently obtain the effect of the rolling motion damping, an equipment such as an anti-rolling tank or a pin ballast may be installed. The damping tank is a passive type and an active type in which the U-shaped water tank at the center of the ship is installed to utilize the resonance phenomenon of the flow inside the water tank.

The pin ballast is a rolling motion damping device that attaches a pin to the bilge and adjusts the angle of the pin according to the rolling motion to generate lift force on the pin, thereby generating additional restoring force and damping force.

However, in the conventional rolling damping system, the bilge keel is universally applied to almost all ships at low cost, but the damping performance of the rolling sway is not excellent or the use thereof is limited.

In addition, the pin ballast and the damping tank require a lot of cost and space for installation, and there is a problem that the power is continuously consumed for operation. Furthermore, the pin ballast is only effective when navigating above a certain speed and has no effect during stoppage.

In addition, the ship lateral motion reduction apparatus of the patent document which is the background of the invention is a drive means for reciprocating the movable mass, and generally has a drive motor for normally and constantly rotating the feed screw. However, It is possible to move the movable mass in proportion to the amount of movement of the movable mass (for example, stroke) and can not move the movable mass so as to be increased in comparison with the operation amount of the drive motor and the feed screw, The efficiency of the drive motor and the feed screw can not be maximized.

In addition, in the conventional ship lateral rocking reduction apparatus including the patent literature, the movable mass is moved on the basis of one-week period according to the natural period of the rocking motion, fatigue failure is expected due to repeated operation of the apparatus, It is difficult to quickly move the movable mass in a wide range.

Patent Registration No. 10-0586024

The embodiment of the present invention is intended to provide a rolling motion reduction apparatus capable of generating a relatively large acceleration since the weight can be reciprocated by an amplitude twice the crank stroke length.

According to an aspect of the present invention, there is provided a hull comprising: a housing; A crank device positioned inside or outside the housing and converting the rotational motion into a linear reciprocating motion; A speed increasing section for converting the linear reciprocating motion into a linear reciprocating motion having a moving distance larger than the moving distance of the linear reciprocating motion; And a weight portion that linearly reciprocates in accordance with the linear reciprocating motion of the speed increasing portion.

In addition, the speed increasing portion can be converted into a linear reciprocating motion having a travel distance that is twice the travel distance of the linear reciprocating motion of the crank device.

The crank device may further include: a driving motor; A crank wheel installed inside the housing and rotated by the driving motor; And a crank having one end connected to the wheel joint of the crank wheel.

Further, the speed increasing portion may include a link bar connected to one end of the crank; A plurality of pinion gears having center joints connected to the link bars and spaced from each other; And a rack gear engaged with the pinion gear.

The rack gear further includes a lower rack gear fixed to the bottom of the housing and engaged with the pinion gear; And an upper rack gear meshed on the pinion gear, and the weight portion may be fixed to the upper rack gear.

Further, the length of the weight portion may be larger than the separation distance of the pinion gear.

Also, a plurality of rollers may be interposed between the ceiling of the housing and the weight portion.

The rolling motion reduction apparatus according to embodiments of the present invention includes a crank device unit disposed at one side, a speed increasing unit connected to the crank device unit to receive a reciprocating force, and a crank stroke length The weight portion can be moved with a large acceleration relative to the operation amount of the crank device portion, so that the operation efficiency can be increased and the rolling motion of the ship can be quickly reduced, Can be stabilized.

The embodiment of the present invention controls the lateral rocking motion in one direction (for example, the direction opposite to the crank device portion) in a state in which the right and left mass balance between the crank device portion and the speed increasing portion including the weight portion is adjusted, It is possible to prevent the excessive energy consumption required for the operation of the apparatus and to reduce the operation speed of the apparatus by controlling the half swaying motion and reduce the number of times thereof to one half of one week so that the occurrence of defects such as fatigue breakdown can be relatively reduced .

1 is a block diagram of a lateral vibration suppression apparatus according to an embodiment of the present invention.
2 is a block diagram for explaining the operating relationship of the lateral rocking reduction apparatus shown in FIG.
FIGS. 3 and 4 are views schematically showing a process of reducing rolling sway by the rolling sway reducing apparatus shown in FIG. 1. FIG.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or corresponding parts throughout the several views, Is omitted.

1 is a block diagram of a lateral vibration suppression apparatus according to an embodiment of the present invention.

The lateral vibration suppression apparatus 100 according to the present embodiment can be used for a marine vessel, and can be installed on an upper portion of a hull, an upper portion of a habitat, a navigation deck, or the like. The inventive concept such as the installation position of the lateral vibration suppression apparatus 100 may not be limited to this because any part of the hull can be positioned within a range allowed by the installation space of the lateral vibration suppression apparatus 100.

The horizontal motion reduction apparatus 100 may include a housing 101, a roller 102, a crank device 110, an acceleration portion 120, and a weight portion 130.

The housing 101 may have the appearance of a lateral vibration reduction device so as to be provided on the hull. The roller 102, the crank device 110, the speed increasing portion 120, and the weight portion 130 may be installed inside or outside the housing 101.

The housing 101 is detachably assembled to the upper housing 101a and the lower housing 101b, thereby facilitating maintenance of internal components.

Since the layout of the housing 101 can be variously designed according to the shape of the hollow structure, it may not be limited to a rectangular parallelepiped shape as shown in FIGS.

The rollers 102 are provided on the ceiling of the housing 101 in a plurality of rows and arranged in a row or a plurality of rows and may be rotatably coupled to a plurality of roller brackets (not shown) of the housing 101, respectively.

The roller 102 may serve to guide the sliding movement or the reciprocating motion of the weight portion 130. The roller 102 itself may rotate according to the movement of the weight portion 130, The friction with the surface of the weight portion 130 can be minimized as compared with the simple slip contact even when the weight portion 130 is in contact with the weight portion 130. [

The crank device unit 110 is located inside or outside the housing 101 and corresponds to a lateral rocking period measurement signal of a lateral rocking monitoring system (not shown) or a lateral rocking rock measuring sensor 111 So that the crank 115 can be reciprocated.

The accelerating portion 120 can play a role of generating a relatively large acceleration by reciprocating the weight portion 130 with an amplitude twice the crank stroke length. That is, the speed-up unit 120 can prevent excessive energy consumption required for the operation of the apparatus, reduce the operation speed of the apparatus through control of the half-swaying motion, and reduce the number of times of operation to half of one week. It is possible to reduce the occurrence of defects relatively.

The speed increasing portion 120 is provided at a lower portion of the first pinion gear 123 connected to the crank 115 and at a lower portion of the lower portion of the first pinion gear 123 connected to the crankshaft 115 so as to reciprocate at twice the amplitude of the crank stroke length in accordance with the reciprocating movement of the crank 115. [ And may include a rack gear 122 and an upper rack gear 127.

The weight portion 130 is disposed between the speed increasing portion 120 and the roller 102, and may be a movable weight such as a concrete plate box assembly, a steel plate lamination assembly, or the like. For example, the weight part 130 may be manufactured by filling concrete in a box made of an iron plate and hardening it, or by stacking a plurality of steel plates into a rectangular parallelepiped shape. The inventive idea such as the shape of the weight portion 130 and the fabrication method can be applied to any material in the case of a heavy material, so that the present invention is not limited thereto.

Hereinafter, the housing 101, the crank device unit 110, and the speed increasing unit 120 will be described in more detail.

The constituent elements of the crank device unit 110 and the accelerating unit 120 that are present in the housing 101 may be installed, arranged, or manufactured in consideration of the balance of the right and left masses.

For example, the crank device 110 may include, as components, a transverse vibration period measurement sensor 111, a motor controller 112, a drive motor 113, a crank wheel 114, and a crank 115.

At this time, the driving motor 113, the crank wheel 114, and the crank 115 can be located inside the housing 101, and the transverse rocking period measuring sensor 111 and the motor controller 112 can be located inside the housing 101, As shown in FIG.

The transverse rocking period measuring sensor 111 may be connected to a transverse rocking monitoring system installed on the ship to generate a transverse rocking period measuring signal.

The motor controller 112 may be electrically connected to the transverse vibration period measurement sensor 111 to control the motor normal / reverse rotation corresponding to the transverse vibration period measurement signal.

The drive motor 113 includes a motor housing supported by the housing 101 and a drive gear (not shown) coupled to the motor rotation shaft. The motor rotation shaft and the drive gear are rotated .

The crank wheel 114 is rotatably installed in the housing 101 and may have a teeth row (not shown) meshed with a driving gear of a motor rotating shaft of the driving motor. The crank wheel 114 may include a wheel joint 114a in a position eccentric from the center of rotation of the crank wheel 114. [

The wheel joint 114a of the crank wheel 114 is connected to one end of the crank 115 so that the crank 115 is reciprocated in accordance with the rotation of the crank wheel 114, .

The crankshaft 115 connects the other end of the crankshaft 115 to the center joint 123a of the first pinion gear 123 of the pinion gears 123, 124 and 125. The center joint 123a is rotatably coupled to the center hole of the first pinion gear 123 and serves as a connection point between the other end of the crank 115 and the link bar 116 of the speed increasing portion 120 Which can be made of a shaft or a rod member.

The center joint 123a has a plurality of grooves formed along the circumferential direction of the outer circumferential surface on the outer circumferential surface of the shaft and spaced along the longitudinal direction of the shaft, and bearings are mounted on the grooves, respectively. And the engaging hole of the link bar 116 can be rotatably engaged with the engaging hole of the other end of the crank 115. [

Through this, the reciprocating force of the crank 115 can be transmitted to the link bar 116 as well as the first pinion gear 123.

The speed increasing portion 120 includes a fixed seat 121 provided on the bottom of the housing 101 and a lower rack gear 122 extending in the direction of reciprocation of the crank 115 and fixed on the fixed seat 121 .

The speed increasing portion 120 may include a plurality of pinion gears 123, 124 and 125 that are engaged with the lower rack gear 122 and operate to rotate along the teeth of the lower rack gear 122 and maintain the spacing.

The speed increasing portion 120 is configured to transmit the reciprocating force of the crank 115 to the pinion gears 123, 124, and 125 while maintaining the spacing between the plurality of pinion gears 123, 124, And a link bar 126 that is responsible for the user.

The link bar 126 is formed with a plurality of engagement holes corresponding to the spacing between the pinion gears 123, 124, The engaging hole of the link bar 126 is coupled to the center joints 123a, 124a, 125a rotatably engaged with the centers of the pinion gears 123, 124, 125.

Therefore, when the reciprocating force of the crank 115 is transmitted to the pinion gears 123, 124 and 125 through the link bar 126, the pinion gears 123, 124, and 125 are positioned between the lower rack gear 122 and the upper rack gear 127 It can be converted into rolling force for simultaneously rotating the gears 123, 124, and 125.

The speed increasing portion 120 is provided with an upper rack gear 127 meshing with a plurality of pinion gears 123, 124, 125 so as to be shorter than the length of the lower rack gear 122 and positioned parallel to the lower rack gear 122, . ≪ / RTI > The length of the upper rack gear 127 may be made equal to the length of the weight 130 or may be made longer than the distance between at least the first and second pinion gears 123 and 124. Therefore, the upper rack gear 127 can be supported at two points or more than two points, such as the first and second pinion gears 123 and 124, so that the upper rack gear 127 can move horizontally.

Since the lower rack gear 122 of the speed increasing portion 120 is in a fixed state and the pinion gears 123, 124 and 125 are rolling on the lower rack gear 122, The upper rack gear 127 can be moved horizontally. As a result, the upper rack gear 127 of the speed increasing portion 120 can be moved twice as much as the amplitude of the pinion gears 123, 124 and 125.

Particularly, the bottom of the weight portion 130 is fixed to the upper surface of the upper rack gear 127. Therefore, the movement of the upper rack gear 127 and the movement of the weight portion 130 can occur at the same time.

The upper rack gear 127 and the weight portion 130 are formed to have a crank stroke length (for example, according to the rolling operation of the pinion gear), the upper portion of the weight portion 130 is in contact with the roller 102 to be slidable. The distance the gear has moved).

The moving speed of the upper rack gear 127 and the weight portion 130 can be accelerated twice as much as the moving speed of the crank 115 and the pinion gears 123,

Hereinafter, the operation of the lateral vibration suppression apparatus 100 will be described.

2 is a block diagram for explaining the operating relationship of the lateral rocking reduction apparatus shown in FIG.

Referring to FIG. 2 (a), the drive motor 113 can rotate the crank wheel 114 in a state of being controlled by the aforementioned motor controller. In this case, the crank 115 connected to the crank wheel 114 starts to reciprocate to become the state shown in FIG. 2 (b).

2 (a) and 2 (c), it can be seen that the weight portion 130 moves with an amplitude twice the crank stroke length.

2 (d), when the crank wheel 114 continues to rotate in the rotational direction, the weight portion 130 starts to move back to its original position, and eventually the crank wheel 114 rotates in one cycle It is possible to return to the state shown in Fig. 2 (a).

That is, even if the crank wheel 114 is not rotated backward, the weight portion 130 may be moved in one direction (moving to the right in FIG. 2) based on the half cycle of the rotation of the crank wheel 114, (Moving to the left in FIG. 2) based on the remaining half cycle of rotation, it is possible to reciprocate the weight portion 130 even if the driving motor 113 is not rotated in an unfavorable normal or reverse direction.

It is possible to control the driving motor in accordance with the lateral yawing period measuring signal of the lateral yawing period measuring sensor, and as a result, the lateral yawing of the yacht can be reduced as the weight 130 is moved.

FIGS. 3 and 4 are views schematically showing a process of reducing rolling sway by the rolling sway reducing apparatus shown in FIG. 1. FIG.

3 and 4, the rolling-track restraining apparatus 100 is disposed at a distance d spaced upward from the center G of the hull 10, such as the upper portion of the hull 10 or the upper portion of the hull 10 The installation position of the lateral vibration suppression apparatus 100 can be changed according to the shape of the hull 10 or the like.

Referring to FIG. 3, the hull 10 rotates in one direction R1. In this case, the transverse rocking period measurement sensor provided on the ship, that is, the ship 10 measures the inclination of the ship 10 and inputs the measured value to the motor controller. The motor controller uses the measured value as an input value to generate a control signal for the driving motor by a rolling-period calculating algorithm (not shown), and the generated control signal is transmitted to the driving motor.

The drive motor rotates the motor rotation shaft by the transmitted control signal, and as a result, the crank wheel is rotated.

The crank is moved by the rotation of the crank wheel, and the pinion gears associated therewith perform a rolling operation between the fixed lower rack gear and the movable upper rack gear.

The upper rack gear is moved so as to correspond to twice the amplitude of the crank stroke length in accordance with the rolling operation of the pinion gears and the weight portion 130 on the upper rack gear is also moved in the F1 direction, Lt; / RTI >

The moment of mass M1 of the weight portion 130 thus moved generates a moment M1 that is an anti-rolling moment that hinders the hull 10 from rotating in one direction R1, Is reduced.

Thereafter, the hull 10 stops rotating in one direction R1 and rotates in the other direction R2 as shown in Fig.

Referring to FIG. 4, the rotation of the hull 10 in the other direction R2 is also sensed by the transverse rocking period measurement sensor, and as a result, a control signal for the drive motor, which can reduce the lateral rocking, is transmitted to the drive motor .

As the drive motor operates in accordance with the received control signal, the weight portion 130 quickly moves in the F2 direction, i.e., the right side of the hull 10.

Even in this case, a moment M2, which is an anti-rolling moment, is generated by the weight of the weight portion 130, which prevents the ship 10 from rotating in the other direction R2, Is reduced.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, You will understand. For example, a person skilled in the art can change the material, size and the like of each constituent element depending on the application field or can combine or substitute the embodiments in a form not clearly disclosed in the embodiments of the present invention, Of the range. Therefore, it should be understood that the above-described embodiments are to be considered in all respects as illustrative and not restrictive, and that such modified embodiments are included in the technical idea described in the claims of the present invention.

101: housing 102: roller
110: crank device unit 115: crank
120: speed increasing portion 122: lower rack gear
123, 124, 125: pinion gear 126: link bar
127: upper rack gear 130:

Claims (7)

A housing provided on the hull;
A crank device positioned inside or outside the housing and converting the rotational motion into a linear reciprocating motion;
A speed increasing section for converting the linear reciprocating motion into a linear reciprocating motion having a moving distance larger than the moving distance of the linear reciprocating motion; And
And a weight portion linearly reciprocating according to the linear reciprocating motion of the speed increasing portion,
The crank device includes a drive motor; A crank wheel installed inside the housing and rotated by the driving motor; And a crank having one end connected to the wheel joint of the crank wheel,
Wherein the speed increasing portion includes: a link bar connected to one end of the crank; A plurality of pinion gears having center joints connected to the link bars and spaced from each other; And a rack gear engaged with the pinion gear. The method according to claim 1,
Wherein the speed increasing section converts the speed increasing section into a linear reciprocating motion having a travel distance that is twice the moving distance of the linear reciprocating motion of the crank apparatus section. delete delete The rack gear according to claim 1,
A lower rack gear fixed to the bottom of the housing and engaged with the pinion gear; And
And an upper rack gear engaged with the pinion gear,
And the weight portion is fixed to the upper rack gear. The method according to claim 1,
And the length of the weight portion is larger than the spacing distance of the pinion gear. The apparatus as claimed in any one of claims 1, 2, 5, and 6, wherein a plurality of rollers are interposed between the ceiling of the housing and the weight portion.

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