KR200242902Y1 - Apparatus for reducing roll motion of a ship - Google Patents

Abstract

The present invention relates to a lateral oscillation damping device of a ship, and more specifically, one side is the first and second air valves having first and second actuators connected to a power source for transmitting power to each operating portion, and the other side is a divider plate. Fluid flow control device connected to the upper and outer wing tank portion having the first and second air pipes separated by the first and second air tanks in communication with the first and second wing tanks, and the third actuator having an external potentiometer at the lower center. U-type water tank with; A horizontal oscillation damping device connected to the third actuator and having a central control unit connected to a horizontal oscillation angle sensor, a horizontal oscillation angular velocity sensor, a local control panel, a remote control panel, and an output terminal of a steering angle indicator; A third air pipe disposed at a lower portion of the water reservoir, and having both ends communicating with the first wing tank and having a blower provided at both sides with fourth and fifth actuators and third and fourth air valves; And a left and right tank water level sensing device in communication with the outer circumferential surface of the free water surface in which the first wing tank and the lower tank part of the left and right star portions are separated, and the upper and lower limit switches are attached to the outer circumference.

The present invention can control the operating water and air, which are the control elements of the roll damping device, respectively or simultaneously, thereby providing an effect of securing system flexibility and safety.

Description

Axial damping device for ships {APPARATUS FOR REDUCING ROLL MOTION OF A SHIP}

The present invention relates to a lateral attenuation damping device of a ship, and more particularly, when a vessel floating in a fluid unnecessarily excessive lateral agitation due to waves or the like, the vessel is artificially damped by the lateral agitation. The present invention relates to a lateral attenuation damping device for a ship that can safely operate.

1 is a block diagram showing an embodiment of a lateral shake damping device of a ship according to the prior art, Figure 2 is a block diagram showing another embodiment of a lateral shake damping device of a ship according to the prior art.

Currently, the lateral oscillation damping device applied to ships mainly includes a U-type water tank, a fin stabilizer, a gyro stabilizer, and a bilge keel. It is used, and the appropriate system is selected when designing the ship according to the purpose of the ship's operation.

1 is a device for directly controlling the flow of the operating water in the U-type water tank 1, the lower tank portion 18 of the U-type water tank (1) The transverse fluctuation period is controlled by adjusting the flow control unit 7 installed in the center to change the cross-sectional area through which the fluid in the lower tank 18 flows.

The U-type water tank (1) having such a configuration is the central control unit (23) for the signal of the attitude and operating state of the vessel from the roll angle sensor (4) and the other angle indicator (14) When the state of motion of the ship exceeds the set transverse shaking range, the central control unit 23 for controlling the transverse shaking cycle is activated to open the opening angle of the fluid flow control unit 7 by 4 steps. Attenuate the lateral fluctuation by adjusting the angle to

When the lateral oscillation damping device is stopped, the first air valve 11-1 is completely closed to control the fluid in the lower tank 18 not to flow.

The fluid flow control device 7 and the first air valve 11-1 receive the driving force generated from the hydraulic power source 9 to connect the hydraulic third actuator 8-3 and the first actuator 8-1. It is opened and closed by driving.

However, such a system uses the lateral oscillation angle and the rudder angle as the main input data for the operation of the lateral oscillation damping device, and does not use the information about the ROLL ANGULAR VELOCITY as an input variable. RESPONSE will be incorrect.

In addition, by using the rotary hydraulic actuator 8 of the rack-pinion type for the first actuator 8-1 of the fluid flow control device 7 and the first air valve 11, the operation time becomes longer. If the change of the rolling cycle is severe, it is difficult to adjust the rolling control appropriately in time, which may create a danger to the safety of the occupants and the ship.

Further, since the opening angle of the fluid flow control device 7 can be adjusted only at the angles of two to four predetermined steps, the range of selection for various period control is narrowed, resulting in low efficiency.

Another embodiment of the prior art is a method for controlling the flow of the operating water by controlling the flow of air in the first, second air pipe (10-1, 10-2), as shown in Figure 2, First and second air valves 11-1 and 11-2 for opening and closing on the first and second air pipes 10-1 and 10-2 connected between the left and starboard tanks of the U-shaped water tank 1 It controls the lateral fluctuation cycle by controlling the air flow between the left and starboard tanks by adjusting the opening / closing period.

The roll-over damping device receives a ship's attitude and operating state from a roll-angle sensor 4 and a roll-angle angular velocity sensor 5, and when the state of the ship exceeds the set roll-range range. , The first and second air valves 11-1 and 11 installed in the first and second air pipes 10-1 and 10-2 connecting the left and right wing tank portions 17 of the U-shaped water tank 1; 11-2) is opened and closed in accordance with a control signal of the central control unit 23 connected to the output terminal of the local control panel 2 for periodic control and the remote control panel 3 for periodic control.

At this time, the first and second air valves 11-1 and 11-2 are opened and closed by the driving of the first and second actuators 8-1 and 8-2 by receiving the driving force generated from the pneumatic power source 9.

However, since the lateral oscillation damping device controls only the flow of air, which is a compressive fluid, the flow control of the operating water is controlled by self-compression of air sealed inside the left and star wing tanks 17 of the U-shaped water tank 1. Since it is not smooth, the control efficiency of the lateral fluctuation cycle is reduced, and for this reason, the opening and closing of the first and second air valves 11-1 and 11-2 should be quick, as well as the number of opening and closing is increased. The problem arises that the service life of the 1, 2 air valves 11-1, 11-2 is shortened.

The present invention has been devised to solve the problems in view of the above-described prior art as described above. It is an object of the present invention to provide a lateral attenuation damping device for a ship to be controlled.

The above-mentioned object of the present invention is that one side has a first and second air valves having first and second actuators connected to a power source for transmitting power to each of the operating parts, and the other side is separated by a divider plate for the first and second wing tanks. A U-type water tank having an upper wing tank portion having first and second air pipes in communication with a fluid flow control device connected to a third actuator having an external potentiometer at a lower center thereof; A horizontal oscillation damping device connected to the third actuator and having a central control unit connected to a horizontal oscillation angle sensor, a horizontal oscillation angular velocity sensor, a local control panel, a remote control panel, and an output terminal of a steering angle indicator; A third air pipe disposed at a lower portion of the water reservoir, and having both ends communicating with the first wing tank and having a blower provided at both sides with fourth and fifth actuators and third and fourth air valves; The first wing tank and the lower tank portion of the left and starboard are installed in communication with the outer circumferential surface of the free water surface, which is achieved by the left and right tank water level sensing devices provided with upper and lower limit switches on the outer circumference.

1 is a view showing an embodiment of a lateral oscillation damping device of a ship according to the prior art

Timeline Diagram,

2 is a configuration diagram showing another embodiment of the lateral oscillation damping device of the ship according to the prior art,

Figure 3 is a block diagram of a lateral shake damping device of the ship according to the present invention.

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

1: U-type water tank 2: Local control group

3: remote control panel 4: roll angle sensor

5: Rolling angular velocity detection sensor 6: Tank water level detection device

7: Fluid Flow Control Unit 8: Actuator

9: power source 10: air piping

11: air valve 14: rudder indicator

15: Limit switch 16: Potentiometer

17: wing tank 18: lower tank

19: partition wall 23: central controller

24: blower

Hereinafter, on the basis of the accompanying drawings an embodiment according to the present invention will be described in more detail.

3 is a configuration diagram of a lateral oscillation damping device of a ship according to the present invention, in which a lateral oscillation damping device using the U-shaped water-reducing tank 1 is divided into a left and right wing wing tank part 17 by a partition plate 19. The inside is formed in a double tank structure divided into two first wing tanks 17-1 and second wing tanks 17-2, respectively, and is connected to the lower tank part 18 on the lower side.

The first wing tank 17-1 of the left and starboards is installed in communication with the first air pipe 10-1 interposed with the first air valve 11-1 connected to the first actuator 8-1. The second wing tanks 17-2 respectively formed inside the first wing tank 17-1 may include a second air valve 11-2 connected to the second actuator 8-2. It is installed in communication with the second air pipe (10-2).

Inside the lower tank portion 18, a fluid flow control device 7 manufactured in various shapes such as a vertical type, a horizontal type, and a straight type is installed, and an external third actuator 8- having a potentiometer 16 installed therein is installed. Connected with 3).

Outside the port first wing tank 17-1 is installed in communication with the starboard first wing tank 17-1 and the third air pipe (10-3), the third air pipe (10-3) Blower 24 is connected to the middle of the).

Between the both sides of the blower 24 and the third air pipe (10-3), the third air valve (11-3) and the fifth actuator (8-5) in which the fourth actuator (8-4) is installed, respectively An attached fourth air valve 11-4 is interposed.

Tank level sensing devices 6-1 and 6-2 provided with limit switches 15-1 and 15-2 on an outer circumferential surface of the free water surface, which is bounded by the first wing tank 17-1 and the lower tank 18. Are communicated with each other.

The first, second, third, fourth and fifth actuators 8-1, 8-2, 8-3, 8-4, and 8-5 and the potentiometer 16 provide a signal to the central controller 23. It is connected to input and output.

The output terminal of the lateral oscillation angle sensor 4 and the output terminal of the lateral oscillation angular velocity sensor 5 are merged and connected to an input terminal of the central control unit 23, and the output terminal of the local control panel 2 and the remote control panel ( The output terminals of 3) are merged and connected, and the output terminals of the steering indicator 14 are connected.

The first, second, third, fourth and fifth actuators 8-1, 8-2, 8-3, 8-4, and 8-5 are connected to a hydraulic power source 9.

An overflow prevention plate (not shown) is installed at the inlet of the tank side of the first, second, third and fourth air pipes 10-1, 10-2, 10-3, and 10-4 so that the operating water does not overflow. Separate drain pipes are installed at the lowest point of the 1, 2, 3, 4 air pipes (10-1, 10-2, 10-3, 10-4).

The driving source of the fluid flow control device 7 and the first, second, third and fourth air valves 11-1, 11-2, 11-3, 11-4 of the lower tank part 18 is configured of the target vessel. According to the requirements, it is composed of pneumatic type or hydraulic type, and the shape of the fluid flow control device 7 may be vertical, horizontal, straight, etc., and the first, second, 3, 4 and 5 actuators (8-1, 8-2, 8-3, 8-4, 8-5) are applicable to rotary, piston or threaded type.

In addition, in case of emergency, such as power interruption, a separate accumulator (not shown) may be maintained for a certain period of time and the operation of the roll damping device may be operated manually.

The horizontal water level in the lower tank part 18 is utilized as input data for monitoring and control by the tank water level sensing device 6 provided with the limit switches 15-1 and 15-2. If the oscillation angle exceeds the set limit, it will send a signal to stop the alarm and the lateral attenuation damper.

The control panel for the periodic control consists of a remote control panel (3) in the steering room and a local control panel (2) near the U-shaped water tank (1).

The state of the ship's rollover can be inputted from the rollup angle detecting device 4, the rollup angular velocity detecting sensor 5 and the method of receiving the water level from the tank level detecting device 6 installed in each tank. To ensure system reliability.

By installing the forced blower 24 to adjust the level of the left and star wing wing tank 17 arbitrarily, it is possible to improve the lateral oscillation damping efficiency, it is also configured to be used as an anti-healing (ANTI HEELING) device.

The present invention consisting of such a configuration works as follows.

The transverse tilt angle sensor and the transverse tilt angle speed sensor 5 measure the transverse tilt angle and the transverse tilt angle speed of the ship, respectively, and the measured data are the microprocessor 25 in the central control unit 23. The average and instantaneous cycles are calculated.

The fluid flow control device 7 is caused to flow to an optimum position so that the period of the operating water inside the lower tank part suitable for the average period calculated as described above is maintained, and the transverse shaking angle is increased so that the operating water inside the lower tank part 18 is increased. The first, second, third and fourth air valves 11-1, 11-2, when the operating water reaches the maximum level set to prevent the first and second wing tanks 17-1 and 17-2 from hitting the ceiling 11-3, 11-4) to minimize the effect of reducing the sweetening effect.

In addition, when the instant period is longer than the average period, the first, second, third, fourth air to exert the best efficiency according to the height of the operating water in the lower tank 18, the lateral inclination angle of the vessel, the lateral angular velocity The opening and closing angles and opening and closing cycles of the valves 11-1, 11-2, 11-3, 11-4 are adjusted.

When the ship rolls over a predetermined roll angle, the damping device is operated by the control method as described above, and the first, second, third, fourth air valves 11-1, 11-2, 11-3, and 11-4 are closed to minimize the restoring force reduction effect due to the number of operations of the lower tank 18.

In order to operate the control system as described above, when the ship's transverse cycle is prolonged due to FOLLOWING SEA or STERN QUARTERING SEA, when the ship's high speed turn or rapid change of course, and it is loaded by wind pressure When the cargo flows to one side and the ship is inclined, the position of the fluid flow control device 7 is adjusted so as to be suitable for the longer period when the lateral swing period of the ship is guaranteed to be within the control range. In this case, the first, second, third and fourth air valves 11-1, 11-2, 11-3 and 11-4 are closed to generate an alarm to prevent the ship from losing its restoring force. The control program to pause is activated.

In addition, when the crew feels a danger during operation and wants to stop the operation, the first, second, third and fourth air valves 11-1, 11-2, 11-3, 11 at the moment when the vessel maintains the maximum roll angle. -4) to control the water level by operating the bypass valve (BY-PASS VALVE: not shown) in order to minimize the imbalance of the water level in the lower tank 18 by closing.

Then, in order to obtain a higher effect of reducing the lateral fluctuation, the blower 24 according to the control program is operated to forcibly transfer the number of operations of the lower tank portion 18, thereby operating height, lateral inclination angle and lateral angular velocity of the vessel. Optimal control to produce the optimum sweetening effect.

As described above in detail, the present invention can control the operating water and the air, which are the control elements of the roll damping device, respectively or simultaneously, thereby providing the effect of securing system flexibility and safety.

Claims (1)

One side includes first and second air valves 11-1 and 11-2 having first and second actuators 8-1 and 8-2 to which a power source 9 for transmitting power to each operating unit is connected. The other side of the upper outer side having the first and second air pipes 10-1 and 10-2 separated by the divider plate 19 and communicating with the first and second wing tanks 17-1 and 17-2. U-type water reservoir (1) having a wing tank section (17) and a fluid flow control device (7) connected to a third actuator (8-3) having an external potentiometer (16) at its lower center. Wow; It is connected to the third actuator (8-3), the transverse yaw angle sensor 4, the transverse yaw angular velocity sensor (5), the local control panel (2), the remote control panel (3) and the steering angle indicator (14) In the transverse shaking damping device having a central control unit (23) connected to the output end of the; Located in the lower portion of the water tank (1), both ends are in communication with the first wing tank (17-1) and the fourth, fifth actuator (8-4, 8-5) and the third, fourth on both sides in the center A third air pipe (10-3) having a blower (24) provided with air valves (11-3, 11-4); The first wing tank 17-1 and the lower tank portion 18 of the left and starboards are connected to the outer circumferential surface of the free water surface, and the upper and lower limit switches 15-1 and 15-2 are connected to the outer circumference. A horizontal oscillation damping device for a ship, comprising: attached left and right tank water level sensing devices (6-1, 6-2).