KR101498214B1 - Apparatus and method for sailing stability of vessel - Google Patents

Abstract

A navigation stability control apparatus and method for a ship is disclosed.
A navigation stability control apparatus for a ship according to an embodiment of the present invention includes a transverse vibration damping tank disposed on an upper side of an engine room of a ship and partially accommodating a fluid therein, A parametric transverse sway database having motion analysis information for parametric transverse sway with respect to possible wave conditions at sea; And a tank control logic for determining the depth of the tank when determining the operation of the transverse damping tank to attenuate the parametric transverse yaw to supply the fluid to the transverse damping tank; And control the parametric lateral yaw control logic to attenuate the parametric lateral yaw by the rudder of the ship when the yaw rate is insufficient.

Description

[0001] APPARATUS AND METHOD FOR SAILING STABILITY OF VESSEL [0002]

The present invention relates to a navigation stability control apparatus and method for a ship, and more particularly, to a navigation stability control apparatus and method for predicting and attenuating the occurrence of parametric rolling sway in consideration of weather information.

A ship operated in the sea performs various motions such as up and down swaying and rolling sway by waves, and such a movement, that is, a swaying phenomenon, is a factor that hinders work performance and safety.

For example, a vessel having a high center of gravity, such as a container ship carrying a container on the upper deck, may be rolled over due to lateral rocking or parametric lateral rocking.

Particularly, the parametric transverse rocking is distinguished from the general transverse rocking which tends to increase or decrease the momentum according to the external force due to the waves. The paralytic rocking period is a half of the transverse natural period of the ship And a phenomenon that occurs when a ship of a ship meets a wave of a swaying period (hereinafter referred to as a transverse swaying period).

These parametric fluctuations are caused by the instability of the ship due to rapid changes in the GM due to severe changes in the bow / aft line shape during the operation of the ship, It occurs suddenly. Here, GM is the height of the transverse metacentric center, which means the distance between the center of gravity (CoG), which is the center of gravity of the ship, and the metacenter, which is the center of moment, and is related to the degree of resilience of the ship.

Therefore, the parametric rolling motion has tremendous power to damage the cargo loaded on the ship or harm the safety of the ship.

However, for ships operating on long haul routes, there are a variety of marine environmental parameters that can meet irregular or nonlinear waves and meet parametric transverse or transverse fluctuations, so measures are required to effectively respond to various marine environmental variables have.

For example, a ship is mounted on the center of a ship as a bilge keel, Dolphin of Patent Document 2, an expensive pin ballast, or a U-shaped fluid tank as the most widely known rolling damping means, It is uneconomical to provide all of the stabilizing means for attenuating the rolling motion by using the resonance phenomenon in accordance with the water flow. In particular, there is a great difficulty in how to operate and control the stabilizing means.

For example, additional equipment such as an anti-rolling tank may be used.

The pin ballast attaches a pin to the bilge, adjusts the angle of the pin according to the lateral motion, and generates lift on the pin to attenuate the lateral motion.

However, in the case of the conventional transverse vibration damping tank, which is applied for the damping of the lateral movement, the operation of supplying or discharging the fluid into the inside of the conventional lateral dynamic vibration damping tank has only been manually operated.

In addition, as a technology to be a background of the invention, in the case of a transverse vibration reduction type ship of Patent Document 1, it takes time to supply fluid to the transverse vibration damping tank. Therefore, in order to exhibit the damping or restraining effect during ship operation, It is necessary to pre-fill the transverse damping tank with the fluid so that the weight of the ship is increased by the fluid weight of the transverse damping tank even when the transverse vibration reduction is not required in a gentle wave during the operation of the ship, As more fuel is consumed than necessary in calm waves, the economical operation of the ship has not been achieved.

In addition, in the transverse vibration reduction type ship of Patent Document 1, by discharging the fluid of the transverse vibration damping tank, which is not actually used for the reduction of lateral vibration, to the outside of the ship, It is possible to increase the amount of outboard discharge of the fluid, and accordingly, the operation of an environment friendly vessel is not being carried out.

In addition, in the Dolphin which improves the flight stability of the high-speed slip line of Patent Document 2, there is no means for improving the stability of the parametric lateral rocking caused by the instability of the ship rather than the simple horizontal rocking, It is not possible to predict the parametric transverse vibration area in advance and to attenuate the parametric transverse vibration step by step.

Registration No. 10-1148067 Patent No. 10-1088308

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the above problems, and an object of the present invention is to provide a method and apparatus for determining the operation or insufficiency of a transverse damping tank so as to attenuate parametric transverse fluctuations according to a gas phase, The present invention also provides an apparatus and method for controlling the stability of a ship in which the rudder is used for flight stability control to further improve the flight stability.

According to one aspect of the present invention, there is provided a control system for a vehicle, comprising: a transverse deceleration tank disposed above an engine room of a ship and partially accommodating a fluid therein; and a control unit connected to a water supply / An apparatus comprising: a parametric transverse sway database having motion analysis information for parametric transverse sway with respect to wave conditions that can occur at sea; And a tank control logic for determining the depth of the tank when determining the operation of the transverse damping tank to attenuate the parametric transverse yaw to supply the fluid to the transverse damping tank; And a controller for controlling the parametric lateral yaw control logic to attenuate the parametric lateral yawing with the rudder of the ship when the yaw moment is insufficient.

In addition, the parametric transverse rock database may include a transverse natural period of the ship, an encounter period, and a lateral rock prediction angle.

The controller may further include: a central processing unit having a central processing unit and a memory and for managing operation or insufficiency of the transverse vibration damping tank and the rudder to reduce parametric transverse vibration; An input / output processing unit for inputting / outputting various information of the central processing unit and communicating; The wave monitoring value inputted through the input / output processing unit is compared with the parametric transverse dynamic DB to determine whether the parametric generating condition is satisfied. Thus, the occurrence of the parametric lateral dynamic fluctuation is predicted, A transverse damping tank control module for determining operation or insufficiency; A parametric lateral yaw control module for controlling the operation of the rudder with a final rudder angle obtained by combining an operating variable rudder angle and an autopilot rudder angle calculated for the parametric lateral yaw prevention or removal to thereby reduce the parametric lateral yawing; And an autopilot control module that uses the operation of the rudder only for maintaining the bow angle of the ship when the attenuation of the parametric rolling motion is not required.

Also, the water supply and drainage section may include: a fluid supply section that supplies the fluid to the inside of the transverse vibration dampening tank; A fluid drain part for draining the fluid in the transverse vibration damping tank; A water level sensor provided inside the transverse vibration damping tank for sensing a fluid level in the transverse vibration damping tank; And the water supply amount of the fluid is adjusted so that the value measured by the water level sensor corresponds to the depth of water inputted from the controller so that the natural period of the transverse dynamic damper tank is adjusted to be equal to or similar to the transverse natural period of the ship The controller may include a controller to control.

According to another aspect of the present invention, there is provided a method of controlling a transverse vibration damping tank disposed above an engine room of a ship and partially containing a fluid therein and a controller coupled to a rudder of the ship, Extracting at least one of a wave direction, wave height, a wave spectrum peak period, and a wave monitoring value from the weather information received from the weather forecasting unit in response to the route; Comparing the wave direction of the gaseous information with a bow angle of the gyro compass to grasp a wave incident angle; Receiving at least one of the draft, the height of the transverse metacentric center and the linear velocity from the navigation information unit of the ship; Calculating a transverse natural period of the ship corresponding to the transverse metacentric height; Comparing the wave monitoring value with a parametric transverse sway DB to determine whether the parametric generating condition is satisfied; Wherein the controller is configured to generate an alarm when the result of the evaluation step indicates that there is a possibility of parametric transverse rocking and to determine a tank depth for making the natural period of the transverse rocking impulse tank equal or similar to the natural period of the transverse rocking ship, An attenuation tank depth calculation step; A step of operating a rolling damping tank in which fluid is supplied to the inside of the rolling damping tank corresponding to the water depth of the tank; And a parametric transverse damping step in which the rudder of the ship is additionally used as a parametric transverse vibration reducing means when the parametric transverse vibration amplitude is not reduced by the step of operating the transverse vibration damping tank, A method can be provided.

Further, in the parametric rolling motion deceleration step, an operation parameter rudder angle to be additionally used to control the parametric lateral motion in accordance with the parametric lateral motion rudder control logic is calculated, and an autopilot rudder angle The final rudder angle obtained by summing the angles may be transmitted to the rudder steering device to attenuate the parametric rolling motion.

In addition, after the parametric transverse damping step, a comparison is made between the transverse average value and the transverse dynamic threshold value to determine whether the parametric transverse dynamic amplitude is reduced. If the transverse dynamic mean value is smaller than the transverse dynamic threshold value In this case, an autopilot control step may be further included.

After the autopilot control step, it is checked whether the wave monitoring value is equal to or greater than a reference value, and the operation or insufficiency of the transverse vibration damping tank is judged. Operating the transverse vibration damping tank without discharging fluid when the wave monitoring value is equal to or greater than a reference value; And draining the fluid and inserting the transverse vibration damping tank when the wave monitoring value is less than the reference value.

In one embodiment of the present invention, the meteorological information on the route to be operated by a ship and the load metering information of the navigation information unit installed on the ship after loading a vessel (for example, a container) And the operation or insufficiency of the transverse damping tank so as to attenuate the parametric transverse fluctuation by using the draft and the line speed inputted from the operation information section, the fore and aft angle inputted from the gyro compass, and the transverse fluctuation angle inputted from the transverse fluctuation sensor And by controlling the rudder to reduce the parametric transverse sway according to the result, the stability of the ship can be further improved even in the parametric transverse sway which can jeopardize the ship.

Further, one embodiment of the present invention is to determine the operation of a rudder, an autopilot, a rolling damping tank, or to use it step by step when the suppression of the parametric rolling sway is not necessary and the operation of the rudder or rolling damping tank is not required , Especially when the transverse damping tank is insoluble, the fluid may be drained from the transverse damping tank so that the weight of the ship may not be increased by the weight of the drained fluid, and thus, compared to a vessel always filled with fluid in the transverse damping tank The fuel consumption can be relatively reduced, thereby enabling economical operation of the ship.

1 is a block diagram of a navigation stability control apparatus for a ship according to an embodiment of the present invention.
2 is a detailed configuration diagram of the controller shown in FIG.
3 is a schematic view of a ship to which the transverse vibration damping tank shown in Fig. 1 is applied.
Fig. 4 is an enlarged view of A in Fig. 3, and is a schematic view of the water supply / drainage portion shown in Fig. 1. Fig.
5 is a flowchart of a control method implemented by the navigation stability control apparatus of the ship shown in Fig.
Fig. 6 is a flow chart for explaining the steps after attenuating the parametric transverse sway with the rudder shown in Fig. 5;

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the accompanying drawings which illustrate preferred embodiments of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Like reference symbols in the drawings denote like elements.

1 is a block diagram of a navigation stability control apparatus for a ship according to an embodiment of the present invention.

As shown in Fig. 1, the present embodiment may have a system configuration in which a plurality of devices are organically combined in a ship.

Here, the ship is a large container line which is very vulnerable to parametric rolling due to a large change in the water surface immersed in water due to a large change in fore / aft line shape. In the case of a container ship, the center of gravity may be formed higher than that of a general ship because it is responsible for loading the container on the upper deck, and there is a higher possibility of overturning due to rolling sway.

Therefore, in the case of the container ship, the stability of the ship can be improved even in the parametric rolling due to the waves by applying the transverse damping tank 200 and the rudder 7b.

To this end, the present embodiment is characterized in that it comprises a hull 1 in which a pump room 2 (see FIG. 3) for supplying fluid 201 is provided, and a hull 1 which attenuates the rolling motion generated in the hull 1 And a rudder steering device 7c for raising and lowering the speed of rotation of the pump room 2 and an anti rolling tank 200 for operating the anti-rolling tank 200. The anti- And a water supply / discharge unit 220 connected to the water tank 200 to supply and discharge the fluid 201 to and from the water tank 200.

This embodiment predicts whether the occurrence of the parametric transverse rocking has occurred in the ship having the hull 1 as exemplified from the weather information and determines whether the transverse rocking attenuation tank 200 or the rudder 7b or the transverse rocking attenuation tank 200 ) And the rudder 7b may be operated or not to be used, and may be a control device and a control method for controlling the configuration of the device.

The present embodiment is characterized in that when determining the operation of the transverse damping tank 200 for attenuation of the parametric transverse vibration, the tank depth (Hz) is determined to supply the fluid 201 to the transverse damping tank 200, or A tangential control logic that controls the tank control logic that drains the fluid 201 to the transverse damping tank 200 during insolvency determination and a parametric transverse damping with a rudder when the attenuation of the parametric transverse vibration is insufficient relative to the reference value. A controller 100 for controlling the lateral yaw control logic and a parametric rolling yaw database 150 used in the controller 100 (hereinafter, referred to as 'parametric rolling yaw DB').

The controller 100 includes a transverse vibration damping tank 200 disposed above the engine room 20 of the ship and partially accommodating the fluid 201 therein and a fluid 201 of the transverse vibration damping tank 200, And may be connected to a rudder steering device 7c for driving the rudder 7b through an auto pilot 160. The rudder steering device 7c may be connected to a power supply /

The controller 100 may be a device configuration that implements a control method for the tank control logic, the parametric lateral yaw control logic, and the operational control logic, and may include a control circuit, a control computer, a server computer, etc., .

For example, the tank control logic includes weather information input from the weather forecasting unit 110 corresponding to the route to be operated by the ship, draft, transverse metacentric height (GM), and line speed (Phi: phi) input from the gyro compass 130 and the bow angle (phi: phi) input from the gyro compass 130 and the lateral rocking angle with respect to the blue monitoring value that can be obtained from the natural period (T _roll) and the wave monitoring and analysis, or weather information, the central processing unit 101 may be composed of software routines to perform the input process.

Here, the wave monitoring value may be a wave direction (mu), a wave height (Hs), a wave spectrum peak period (Tp), an encounter period, a wave period, or the like.

In addition, the tank control logic compares the wave monitoring value inputted through the input / output processing unit 102 with the parametric transverse wander DB 150 and determines whether the parametric generation condition is satisfied in consideration of the linear velocity Vs. And a software routine for predicting the occurrence of the metric transverse rocking and determining the operation or insufficiency of the transverse rocking damping tank 200 according to the prediction result.

Here, the query corresponding to the input value is calculated by using the input value or the input value, the wave number (Hs), the wave spectrum peak period (Tp), the wave incident angle, the draft of the ship, ), A line speed (Vs), a rolling period characteristic period (T _roll ), and a wave monitoring value as search terms, and may be determined in various forms.

Further, the draft of the ship, the height of the transverse meta center (GM), and the line speed (Vs) may be known values as flight information in advance.

In addition, the parametric lateral yaw control logic can also be used to control the rudder 7b in addition to the executed control for use in parametric lateral yaw reduction, when the magnitude of the parametric lateral yaw is not reduced by operation of the lateral yaw dampening tank 200 The rudder angle (e.g., the manipulated variable rudder angle,? _Roll ) to be used additionally to control the parametric rolling motion is calculated, and the rudder angle (e.g., by passing the autopilot rudder angle, δ _yaw) to the manipulated variable rudder angle (δ _roll) rudder steering device (7c) for the final rudder angle (δ) to operate the steering of the rudder (7b) the combined parametric Roll And a software routine for attenuating the signal.

The method of calculating the manipulated variable rudder angle (? _Roll ) and the like can be omitted in the present embodiment because it is a matter that can be found through Patent Documents 10-0827396 and 10-1036559.

When the parametric transverse sway is removed by the operation of the rudder 7b, the operation control logic may use the rudder 7b only as a bow angle holding force of the autopilot 160, and judge whether or not to use the transverse damping tank Thereby to determine whether the fluid of the transverse vibration damping tank is kept in a filled state or discharged.

In addition, the controller 100 uses the weather information and the flight information on the route to be operated by the ship to display on the map screen about the route to be traveled by the ship a region where the occurrence of the parametric rolling sway is predicted, , Or an insoluble area in which operation is unnecessary, or the like, as image information.

In addition, the weather forecasting unit 110 may be a weather forecasting system that provides weather information of the world. The weather information may be position information, temperature information, wind direction information, wave direction information, wave height information, and the like.

For example, the weather information of the weather forecasting unit 110 may include a wave height Hs, a wave direction (mu), and a wave spectrum peak period Tp.

The navigation information unit 120 manages the navigation information including the draft and the speed Vs of the ship, and calculates a height (GM) of the transverse meta center by using the load and the loading position of the cargo to be loaded on the ship, A data input / output unit and a communication converter (not shown) are provided to input the transverse meta center height GM and the line speed Vs to the controller 100 for controlling the transverse damping tank.

The gyro compass 130 is a kind of sway measuring instrument installed in the ship, and is a well-known six-axis gyro compass sensor. The gyro compass 130 is capable of measuring the bow angle psi and inputting it to the controller 100.

The lateral rocking sensor 140 is also a kind of sway measuring instrument installed in the ship. The lateral rocking angle sensor 140 can measure the lateral rocking angle? Corresponding to the lateral rocking of the ship and input it to the controller 100.

Also, the transverse eigenfrequency of the ship can be calculated by the natural period calculation unit according to Equation (1) and input to the controller (100).

The parametric transverse yaw DB 150 is coupled to the controller 100 and is motion analysis information that is grasped in advance through simulated water tank experiments, numerical motion performance simulations, etc. for use in evaluating the possibility of parametric rolling sway occurrence, Of the transverse meteorological center of the ship according to the height of the transverse meta center, the encounter period, the pitch angle of the transverse meteor, the direction of the transverse meteor, the wave height, the line speed, the bow angle, And the angle of view, which is a difference between angles.

The parametric transverse yaw DB 150 may further include a pager, which is non-dimensional with a line, a wave, and a line.

The parametric transverse wander DB 150 may be managed by a database management server (DBMS) coupled to the controller 100 so that information can be exchanged.

The autopilot 160 may be a well-known device to assist in the automatic navigation of the ship.

The transverse vibration damping tank 200 may have a rectangular parallelepiped shape having a length Lx, a width Ly, and a height Lz. The cross section of the transverse vibration damping tank 200 with respect to the transverse section of the transverse vibration damping tank 200, that is, the plane perpendicular to the longitudinal direction (x direction) of the hull 1 (see FIG. 3) Lt; / RTI >

In this case, the cross-section of the transverse vibration damping tank 200 can be variously modified on the basis of a rectangular shape. For example, the transverse section of the transverse vibration damping tank 200 may have a chamfered shape with rectangular corners. In this case, the sloshing motion of the fluid received in the tank can be mitigated by the chamfered portion.

Further, the transverse vibration damping tank 200 may be formed of a single storage tank structure constituting the tank bottom, the tank side wall and the tank ceiling, or may be formed in a double storage tank structure having an internal tank inside the outer box frame.

The fluid 201 may be filled in the transverse damping tank 200 in response to the parametric transverse vibration probability assessment wherein the depth of the fluid 201 to be filled in the transverse damping tank 200 is less than the depth of the hull 1, (Hz) output from the controller 100 so that the transient natural period of the transverse dynamic damping tank and the natural period of the transverse dynamic damping tank of the transverse dynamic damping tank are equal to or similar to each other.

Here, the tank depth (Hz) can be controlled by controlling the water supply / discharge portion 220 based on the signal of the water level sensor 210 installed in the transverse damping tank 200.

Referring to FIG. 2, the controller 100 has a central processing unit (CPU) and a memory. The controller 100 has a function of operating or inserting the transverse vibration damping tank 200 and the rudder 7b shown in FIG. 1 for reducing the parametric transverse vibration And an input / output processing unit 102 for inputting / outputting various information and communication of the central processing unit 101. The input /

The central processing unit 101 and the input / output processing unit 102 may be devices for various computers or automation equipment that can be industrially applied. The memory may be a computer-readable recording medium and may be located locally or remotely and may be a computer-readable medium such as, for example, random access memory (RAM), ROM, floppy disk, hard disk, Memory, and may store software routines or algorithms for implementing a series of steps corresponding to the control method described below.

For example, the software routine may also be executed by the central processing unit of the central processing unit 101. [ Further, although the control method of this embodiment can be described as being executed by a software routine, it is also possible that at least some of the steps of this embodiment are performed by hardware.

As such, the control method of the present embodiment may be implemented by software executed on a computer system or by hardware such as an integrated circuit or by a combination of software and hardware.

On the other hand, the central processing unit 101 executes a software routine for comparing the wave direction (μ) of the weather information with the fore-aft angle (ψ) of the gyro compass to determine the wave incidence angle, or, as mentioned above, Or an operation control logic for determining operation or non-use of the rudder, or analyzing wave information input from the weather forecasting unit. On the other hand, the software routine for determining the wave incidence angle can be constructed by applying a generally known method in ship technology for quantitatively managing the performance of a ship.

The controller 100 may include a transverse damping tank control module 103, a parametric lateral yaw control module 104, and an autopilot control module 105.

The lateral movement damping tank control module 103 may include a weather information processing unit, a natural cycle calculating unit, an evaluation unit, and a water depth determination unit.

The weather information processing unit of the transverse dynamic damping tank control module 103 calculates the wave direction information of the lateral wave damping tank control module 103 based on the weather wave information received or input from the weather forecasting unit 110, (Tp), and inputs the extracted data Tp to the controller (110).

The data extraction method of the weather information processing unit can be performed by a conventional search method or a filtering method or by a method determined by an algorithm capable of extracting only the object to be searched (e.g., wave, wave, wave spectrum peak period) Lt; / RTI >

The intrinsic period calculation section of the transverse dynamic damping tank control module 103 calculates the transverse dynamic period (T _roll ) of the ship using the transverse meta center height (GM) calculated by the load calculation computer of the navigation information section 120 as an input value You can play a role in

The T _roll of the ship is given by the following equation (1).

Where π is the circumference, α is the added mass, Kxx is the radius of radial inertia (radius of gyration), g is the acceleration of gravity, and GM is the height of the transverse metacentric center. Since the GM corresponds to a variable value that changes every time when the cargo is loaded on the ship, the natural period calculation unit calculates the load calculation computation value of the navigation information unit 120, (T _roll ) of the ship can be calculated by inputting the transverse metacentric height (GM)

The evaluating section of the transverse dynamic damping tank control module 103 may calculate the wave monitoring values (for example, wave number (μ), wave height (Hs), wave spectrum peak period Tp) and the encounters are compared with the parametric transverse sway DB 150 to determine whether the parametric generation condition is satisfied in consideration of the line speed Vs, thereby predicting the occurrence of the parametric transverse sway, And can play a role of determining whether the tank 200 is operated or not.

Here, the parametric transverse fluctuation condition may be a condition for judging whether a wave of an encounter period (for example, a parametric transverse fluctuation period), which is half of the transverse intrinsic period, meets the ship or does not meet.

The depth gauge section of the transverse dynamic damping tank control module 103 may play a role of calculating or determining the tank depth (Hz) in accordance with the evaluation result of the evaluating section (for example, operation or insufficiency of the transverse damping tank).

The tank depth (Hz) of the transverse damping tank can be calculated using Equation (2) and Equation (1) with respect to the natural period (T _tank ) of the transverse damping tank.

Where Ly is the width of the transverse damping tank, Hz is the tank depth, which is the depth of the fluid filled in the transverse damping tank, g is the gravitational acceleration, and π is the circumferential rate. Also, T _tank is obtained by using the formula (1) or (2) according to the relation between Ly and Hz. Further, Ly is a value that has already been determined at the time of manufacturing the transverse damping tank.

In addition, the natural period (T _tank ) of the transverse damping tank may mean a reciprocating natural period of the fluid 201 accommodated in the transverse dynamic damping tank 200 shown in FIG.

Therefore, the tank depth (Hz) of the transverse dynamic damping tank is calculated by multiplying the arithmetic value of the transverse dynamic characteristic (T _roll ) (Equation 1) of the ship calculated on the basis of the ship's flight information (load condition) (T _tank ), and substituting Ly, g or? Corresponding to the known value into the above equation (2).

For example, if the trolling period (T _roll ) of the ship is determined to be 20 seconds by Equation (1), the reciprocating natural period of the fluid 201 accommodated in the transverse damping tank 200, that is, The tank depth (Hz) at which the natural period of the _tank (T _tank ) can be adjusted to about 20 seconds or 20 seconds can be calculated.

The water depth determination unit of the lateral movement damping tank control module 103 determines the calculation result as the tank depth (Hz) and sends the information about the tank depth (Hz) together with the water supply command or the drain command to the water supply / 220).

The water supply and drainage unit 220 can fill the transverse vibration dampening tank 200 with the fluid 201 corresponding to the tank depth (Hz) by using the water level sensor 210.

The parametric lateral yaw control module 104 is a kind of feedback control, which is a control variable weight for an angular change (e.g., angle between the current value and the target value) for parametric rolling prevention or elimination related to the rudder control logic, the control variable weight for angular velocity, the control variable weight for angular velocity, and the control variable weight for angular correction are used to calculate the angular velocity correction value using the input angular velocity, lateral angular velocity, differential angular velocity using differential, each combined with a feedback control calculation process calculates the parametric operation variable rudder angle (δ _roll) for Rolling prevented or removed, and the manipulated variable rudder angle (δ _roll) and autopilot rudder angle (δ _yaw) end rudder ( delta] to control the operation of the rudder 7b.

The autopilot control module 105 may be responsible for controlling the operation of the rudder 7b to maintain the bow angle? Of the ship during voyage.

FIG. 3 is a schematic view of a ship to which the transverse vibration damping tank shown in FIG. 1 is applied, and FIG. 4 is an enlarged view of FIG. 3, illustrating the construction of the water supply and drainage portion shown in FIG.

3 or 4, the ship to which the present invention is applied is a large container ship. However, since the scope of the present invention is not limited thereto, the ship shown in FIG. 3 does not necessarily have to be a large container ship none.

Referring to these drawings, there are various types of rooms and accessories within the hull 1, which are partitioned by partition walls or the like so as to perform a corresponding function.

For example, the engine room 20 may be provided in the hull 1, the above-described transverse vibration damping tank 200 may be provided in an upper region of the engine room 20, Room (2) is provided.

The pump room 2 is a place where the function of supplying the fluid to the required places such as the engine room 20, the cabin, etc., as well as the ballast tank 40 (water ballast tank).

An engine casing (3) for protecting the engine is installed outside the engine room (20). Referring to FIG. 3, in the engine casing 3, a funnel 4 called a chimney is exposed to the outside of the engine casing 3 inside the engine casing 3.

The funnel 4 is connected to the main engine 6 by an exhaust gas pipe 5 inside the engine casing 3. [ An auxiliary boiler 11 is disposed above the main engine 6.

A propeller shaft (7) is provided from the main engine (6) toward the stern. A propeller 7a as a propulsion device is coupled to the propeller shaft 7 and a rudder 7b (rudder) is provided around the propeller 7a.

A store room 8, an engine control room 9, and an HFO tank 10 are disposed in the upper portion of the pump room 2 in the vicinity of the main engine 6.

A passageway 12 is disposed at an upper portion of the ballast tank 40 and a hatch cover 30 is disposed at an upper portion of the passageway 12. [

On the other hand, the water supply and discharge unit 220 serves to supply and discharge fluid to and from the transverse vibration dampening tank 200 in order to attenuate the lateral vibration generated in the hull 1 by waves.

Unlike the conventional manual system, when the water supply unit 220 is applied to drain the fluid in the transverse vibration dampening tank 200 or to drain the fluid in the transverse vibration dampening tank 200, troublesome operations can be avoided, It is possible to effectively solve the problem of the rolling motion appearing in the present invention.

The water supply and discharge unit 220 includes a fluid supply unit 220a that supplies fluid to the inside of the transverse vibration damping tank 200, a fluid drain unit 220b that drains the fluid in the transverse vibration dampening tank 200, And a controller for controlling the overall operation of the water supply and drainage unit 220. [

The controller of the water supply / discharge unit 220 communicates with the controller 100 shown in FIG. 1 and is capable of inputting / outputting information or data.

The controller of the water supply and drainage unit 220 adjusts the water supply amount of the fluid 201 so that the value measured by the water level sensor 210 shown in FIG. 1 corresponds to the tank depth (Hz) input from the controller 100, It is possible to control the natural period of the transverse vibration damping tank 200 to be adjusted to be equal to or similar to the transverse natural period of the ship.

The transverse damping tank 200 is further provided with an air suction or discharge line (not shown), so that air can be exhausted or sucked in accordance with the supply and discharge of the fluid.

The fluid supply portion 220a is provided between the pump room 2 and the transverse vibration damping tank 200 on the basis of the transverse vibration damping tank 200. The fluid dump portion 220b is provided between the transverse vibration damping tank 200, And the ballast tank (40).

More specifically, the fluid supply portion 220a includes a supply pump provided in the pump room 102 to pump the fluid, a supply pipe connected between the supply pump and the transverse vibration damping tank 200, , And a supply valve coupled to the supply pipe.

The fluid drainage section 220b may include a drain valve provided in a lower region of the transverse decay tank 200 and a drain pipe connected between the drain valve and the ballast tank 40. [

 The ballast tank 40 is a tank in which a fluid, that is, seawater is filled in order to attain the posture of the ship based on the load of the container loaded on the ship. In this embodiment, the fluid in the transverse damping tank 200 is also a ballast tank 40).

This ballast tank 40 can be used in connection with the ballast water treatment system.

A plurality of ballast tanks 40 used in the ballast water treatment system may be arranged horizontally on the bottom of the hull or vertically on the inner wall of the hull.

In the description of this embodiment, the ballast tank 40 will be described without distinguishing between them. And the arrangement and number of the ballast tanks 40 may be sufficiently varied depending on the type and volume of the vessel, and therefore the scope of the scope of the present embodiment is not limited to the structure of the drawings.

The fluid contained in the transverse vibration damping tank 200 can be prevented from marine pollution by passing the ballast tank 40 through the fluid drainage section 220b.

For example, it is common that a ship to which a ballast water treatment system is applied is equipped with an electrolysis module, an ultraviolet ray module, and an ion module in order to eradicate bacteria contained in seawater, When discharging the fluid to the sea, it is common to discharge the fluid in the ballast tank 40 to the sea after eradicating the bacteria through an electrolysis module, an ultraviolet ray module, and an ion module.

Considering these considerations, if the fluid contained in the transverse damping tank 200 is passed through the ballast tank 40 through the fluid drainage section 220b, the fluid passing through the electrolytic module, the ultraviolet ray module, the ion module, Therefore, it is possible to contribute to the prevention of marine pollution due to the eradication of bacteria, and this can also be the effect of the present embodiment.

Hereinafter, a method for controlling the operational stability of a ship according to an embodiment of the present invention will be described.

FIG. 5 is a flow chart of a control method implemented by the navigation stability control apparatus of the ship shown in FIG. 1, and FIG. 6 is a flowchart for explaining a step after attenuating the parametric rolling due to the rudder shown in FIG. to be.

The control method of this embodiment can be executed by the controller of the control device or the control device described above.

Referring to FIG. 5, the control method of the present embodiment includes a step S10 of extracting waves, wave peaks, wave spectrum peak periods, and wave monitoring values from the weather information received from the weather forecast unit corresponding to the route to be traveled by the ship, (S20) of comparing the wave direction of the weather information with the bow angle of the gyro compass to grasp the wave incident angle.

In addition, the control method of the present embodiment includes a step S30 of receiving the draft, the transverse metacentric height GM and the line speed from the navigation information unit of the ship after the wave incident angle is grasped, (S40).

The transverse natural period of the ship can be calculated by substituting the transverse meta center height (GM) calculated by the load calculation computer of the navigation information unit into the equation (1) as described in Equation (1) have.

Further, in the control method of the present embodiment, the evaluating unit of the transverse damping tank control module compares the wave monitoring value with the parametric rolling motion DB, and determines whether the parametric generating condition is satisfied in consideration of the linear velocity. And evaluating the possibility of occurrence of shaking (S50).

As a result of the evaluation step (S50), if there is no possibility of the occurrence of the parametric rolling motion, the evaluation result may be displayed on the screen and simply informed to the user (for example, the captain). Also, in the absence of the possibility of parametric transverse sway, the rudder is operated according to the rudder angle (steering angle) commanded by the autopilot installed on the ship, and the transverse damping tank is not operated.

As another result of the evaluation step S50, if there is a possibility of occurrence of parametric transverse sway, the evaluation result may be displayed on the screen to be displayed to a user (e.g., skipper), and an alarm may be generated. The calculation step S60 may be performed.

In the water depth calculation step S60 of the rolling sway reduction tank, the tank depth for the sailing cycle natural period of the ship to be the same as or similar to the natural cycle of the rolling sludge damping tank is determined, and the rolling sludge reduction tank operation step S70 is performed . The tank depth of the transverse damping tank can be calculated using Equation (2) and Equation (1) with respect to the natural period of the transverse damping tank described above, so that the detailed description can be omitted here.

In the transverse damping tank operation step S70, fluid is supplied to the inside of the transverse damping tank corresponding to the tank depth in the transverse damping tank water depth calculation step S60, and the transverse damping tank is supplied as the parametric lateral dynamic reduction means Can be used.

If the parametric transverse amplitude is not reduced through the transverse damping tank operation step S70 (S80), the rudder is further subjected to a parametric transverse deceleration step S80 ) Can proceed.

In the parametric lateral yaw attenuation step (S80) by the rudder, the operating parameter rudder angle to be additionally used to control the parametric lateral yawing according to the parametric lateral yawing rudder control logic is calculated, and the calculated operational parameter rudder angle and the auto pilot rudder angle By controlling the operation of the rudder with the combined final rudder angles, the parametric rolling motion is attenuated. That is, the final rudder angle can be transmitted to the rudder steering device for the operation of the rudder.

The control method of the present embodiment may further include a step after damping the parametric transverse sway with the rudder.

That is, step S110 may be performed to determine whether the parametric transverse vibration size is reduced through the parametric transverse vibration damping step S80.

In this step S110, the transverse average value and the lateral motion threshold value, which are recorded and managed in the parametric transverse dynamic DB, are compared and checked. When the lateral dynamic average value is smaller than the lateral dynamic threshold value, the auto pilot control step S120 have.

That is, in the auto pilot control step S120, the rudder can be used only for maintaining the bow angle of the auto pilot.

The controller of the present embodiment further includes a step (S130) of checking whether the wave surveillance value is equal to or greater than the reference value and judging operation or insufficiency of the transverse vibration damping tank (S130); and when the wave surveillance value is equal to or greater than the reference value, A step S131 of operating the tank, and a step S132 of draining the fluid and inserting the transverse vibration damping tank when the wave monitoring value is equal to or lower than the reference value.

On the other hand, the ship according to the present embodiment is assumed to be a container line, but this is merely an example, and the present invention can be applied to various types of vessels provided that a certain accommodating portion capable of disposing the tank on the upper side of the engine room of the ship is provided.

Thus, in this embodiment, since the rudder can be operated while using the transverse vibration damping tank as a parametric lateral vibration reducing means in a vessel such as a container ship, the ship can be operated economically.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention. Accordingly, such modifications or variations are intended to fall within the scope of the appended claims.

100: controller 101: central processing unit
102: Input / output processing section 103: Rolling damping tank control module
104: Parametric lateral yaw control module 105: Auto pilot control module
110: weather forecast unit 120: flight information unit
130: Gyro compass 140: Rolling sensor
150: Parametric rolling motion DB 160: Auto pilot
200: transverse damping tank 201: fluid
210: water level sensor 220:

Claims (8)

A control device connected to a transverse vibration damping tank disposed on an upper side of an engine room of a ship and partially accommodating a fluid therein and a water supply / drainage section for supplying / draining fluid of the transverse vibration damping tank,
A parametric transverse sway database with motion analysis information for parametric transverse sway with respect to possible wave conditions at sea; And
A tank control logic for determining the tank depth when determining the operation of the transverse damping tank to attenuate the parametric transverse dynamics and to supply the fluid to the transverse damping tank; And a controller for controlling the parametric transverse rocking control logic to attenuate the parametric transverse rocking by the rudder of the ship when the load is insufficient. The method according to claim 1,
Wherein the parametric transverse rock database includes a transverse natural period, an encounter period, and a lateral rock prediction angle of the ship. 3. The method of claim 2,
The controller comprising:
A central processing unit having a central processing unit and a memory and for managing operation or insufficiency of said transverse deceleration tank and said rudder for parametric transverse vibration reduction;
An input / output processing unit for inputting / outputting various information of the central processing unit and communicating;
The wave monitoring value inputted through the input / output processing unit is compared with the parametric transverse dynamic DB to determine whether the parametric generating condition is satisfied. Thus, the occurrence of the parametric lateral dynamic fluctuation is predicted, A transverse damping tank control module for determining operation or insufficiency;
A parametric lateral yaw control module for controlling the operation of the rudder with a final rudder angle obtained by combining an operating variable rudder angle and an autopilot rudder angle calculated for the parametric lateral yaw prevention or removal to thereby reduce the parametric lateral yawing; And
And an autopilot control module that uses the operation of the rudder only to maintain the bow angle of the ship when attenuation of the parametric rolling motion is not required. The method according to claim 1,
The water supply /
A fluid supply unit for supplying the fluid into the inside of the transverse vibration damping tank;
A fluid drain part for draining the fluid in the transverse vibration damping tank;
A water level sensor provided inside the transverse vibration damping tank for sensing a fluid level in the transverse vibration damping tank; And
The water supply amount of the fluid is adjusted so that the value measured by the water level sensor corresponds to the depth of water input from the controller so that the natural period of the transverse vibration damping tank is controlled to be the same or similar to the transverse natural period of the ship And a controller for controlling the stability of the ship. A method of controlling a transverse vibration damping tank disposed on an upper side of an engine room of a ship and partially accommodating a fluid therein and a controller coupled to a rudder of the ship,
Extracting at least one of a wave direction, a wave period, a wave spectrum peak period, an encounter period, and a wave period from the weather information input from the weather forecast unit corresponding to the route to be operated by the ship;
Comparing the wave direction of the gaseous information with a bow angle of the gyro compass to grasp a wave incident angle;
Receiving at least one of the draft, the height of the transverse metacentric center and the linear velocity from the navigation information unit of the ship;
Calculating a transverse natural period of the ship corresponding to the transverse metacentric height;
A parametric rolling shedding possibility evaluation step of comparing at least one of the wave direction, the wave height, the wave spectrum peak period, the sampling period, and the wave period with a parametric rolling sway DB to determine whether the parametric generation condition is satisfied; ;
Wherein the controller is configured to generate an alarm when the result of the evaluation step indicates that there is a possibility of parametric transverse rocking and to determine a tank depth for making the natural period of the transverse rocking impulse tank equal or similar to the natural period of the transverse rocking ship, An attenuation tank depth calculation step;
A step of operating a rolling damping tank in which fluid is supplied to the inside of the rolling damping tank corresponding to the water depth of the tank; And
And a parametric transverse damping step in which the rudder of the ship is additionally used as a parametric transverse vibration reducing means when the parametric transverse vibration amplitude is not reduced by the transverse vibration damping tank operation step . 6. The method of claim 5,
In the parametric rolling motion attenuation step, an operation parameter rudder angle to be additionally used to control the parametric lateral yawing according to the parametric lateral motion rudder control logic is calculated, and an autopilot rudder angle is added to the calculated operational parameter rudder angle And transmitting the combined final rudder angle to a rudder steering device to attenuate the parametric rolling motion. 6. The method of claim 5,
And comparing the transverse average value and the transverse motion threshold value to determine whether the parametric transverse motion amplitude is reduced after the parametric transverse motion damping step and, when the transverse motion average value is smaller than the transverse motion threshold value, A method of controlling a navigation stability of a ship further comprising an auto pilot control step. 8. The method of claim 7,
After the auto pilot control step,
Determining whether at least one of the wave direction, the wave height, the wave spectrum peak period, the encounter period, and the wave period is equal to or greater than a reference value, and determining whether the transverse vibration damping tank is operated or not;
Operating the transverse vibration damping tank without discharging the fluid when at least one of the wave direction, the wave height, the wave spectrum peak period, the encounter period, and the wave period is equal to or greater than a reference value; And
Further comprising the step of draining the fluid and inserting the transverse decay tank when at least one of the wave direction, the wave height, the wave spectrum peak period, the encounter period, and the wave period is equal to or less than a reference value .

Images