KR20170121975A - Device and test method to obtain maneuvering hydrodynamic derivatives for high speed vessel - Google Patents

Abstract

The present invention provides a device to forcibly roll a heading angle to acquire a hydrodynamic derivative of steering motion of a high speed vessel, capable of providing straight and stable headings; and a test method thereof. According to the present invention, the device comprises: a power unit; a power transfer unit to receive linear or reciprocating movement from the power unit; a left/right rolling force measurement unit to receive the linear or reciprocating movement from the power transfer unit, and to measure a force rolling a vessel in a lateral direction of the vessel; a bow connection unit connected to the vessel, receiving the linear or reciprocating movement from the left/right rolling force measurement unit to transfer the same to the vessel; a stern connection unit connected to the stern of the vessel including a rotary unit to be able to rotate from the vessel with respect to one lateral axis of the vessel; and a measurement unit connected to the stern connection unit to measure at least one among a vertical movement, a longitudinal rolling force, a lateral force, and a bow rolling moment of the vessel.

Description

TECHNICAL FIELD [0001] The present invention relates to a device and a test method for each of a forklift device and a test method for acquiring a steering speed,

The present invention relates to a forcible angling device and a test method for acquiring the steering wheel oil power coefficient of a high speed boat.

The present invention relates to a model test apparatus, a model test method, and a result interpretation technique for estimating and evaluating steering performance of a high speed ship in shipbuilding marine engineering technology.

Maneuvering performance, which is one of the fluid performance of a ship, refers to straightness performance and turning performance, and is directly related to the ability of a ship to follow a preset trajectory or to reach a target point. Especially, for maneuvering to avoid weather conditions of bad weather or stable navigation on the coast with many obstacles, the maneuverability of the ship is a very important issue directly related to the survival of the ship. For this reason, the International Maritime Organization (IMO) imposed a regulation on the maneuverability of vessels in 2002 (IMO, 2002a; IMO, 2002b), requiring all vessels to have maneuverability above a certain level. The International Towing Tank Conference (ITTC), a member organization of the International Association of Model Tankers, has recognized modeling techniques and solid line commissioning techniques (ITTC, 2002a ; ITTC, 2002b; ITTC, 2002c), and related studies are encouraged to follow these methods.

  Unlike merchant vessels, which only aim at stable transport within a given time, traps must perform special mission tasks and require high-level maneuverability to enable smooth and complex maneuvering at sea. Moreover, due to the different shape and operating speed of the ship, the ship 's hydrodynamic characteristics are different from those of the ship, and the theoretical and experimental techniques used in the conventional ship are less accurate in estimating the maneuverability. Especially, in the case of high-speed traps, it is difficult to have a stable Hangzhou itself due to a very high speed of Hangzhou, and since it requires more complicated maneuvering than a low-speed traps, accurate estimation and interpretation of the high-speed traps are directly related to the success of a given task It is important.

  In general, the maneuvering performance estimation of a ship is based on the mathematical model of maneuvering of the ship, and the hydraulic power coefficients in the equations of motion are obtained by numerical method or model test method. Since the craft operates at a very high speed, unlike ordinary commercial ships, the hydrodynamic characteristics around the craft are very different from the hydrodynamic characteristics around the low speed non-presidential lines, and the Hangzhou posture changes in various ways depending on the speed and hull attachment conditions. Therefore, it is difficult to estimate the maneuverability of the craft by the conventional method which has been applied to the low speed non - presidential election.

  The research on the existing high speed craft has focused on linear development and resistance reduction for high speed implementation. Especially, in the high speed line, unstable motion can be caused in Hangzhou itself. As a result, research on high-level steering performance, such as turning motion at high speed, has been rarely performed. However, attention has been paid to the missions that can be carried out by high speed hurricanes in the maritime combat system.

<References>

1. International Maritime Organization (IMO, 2002a): Resolution "Standards for Ship Maneuverability," MSC.137 (76) 4 December 2002.

2. International Maritime Organization (IMO, 2002b): "Explanatory Notes to the Standards for Ship Maneuverability," MSC / Circ 1053, 16 December 2002.

3. International Towing Tank Conference (ITTC, 2002a) Recommended Procedures for Testing and Extrapolation Methods Manoeverability Captive Model Test Procedure 7.5-02 06-02.

4. International Towing Tank Conference (ITTC, 2002b) Recommended Procedures for Testing and Extrapolation Methods Manoeverability Validation of Manoevering Simulation Models 7.5-02 06-03.

5. International Towing Tank Conference (ITTC, 2002c) Recommended Procedures for Full Scale Measurements Manoeuvrability Full Scale Manoevering Trials Procedure 7.5-04 02-01.

The object of the present invention is to establish a steering motion mathematical model through the hydraulic force coefficients obtained through the model test, and to provide a linear stability level according to the speed of the high speed line and the posture of the suspension.

More specifically, one object of the present invention is to evaluate the linear stability performance through the acquisition of the steering wheel hydraulic power coefficient of the high-speed line.

Another object of the present invention is to perform the linear stability performance evaluation of the high speed line type by applying the hydraulic force coefficients obtained through the experiment to the control motion mathematical model.

Another object of the present invention is to apply the present invention to an additive and other designs for improving the stability of straightness attached to the stern based on the straightness stability of the linearity obtained through experiments.

Another object of the present invention is to simply perform a transformation of a steering motion mathematical model to perform performance estimation of complex steering motion modes such as turning motion and zigzag motion.

According to an aspect of the present invention, there is provided a power unit comprising: a power unit configured to apply a linear or reciprocating motion; A power transmission unit receiving the linear or reciprocating motion from the power unit; A left and right sway force measuring unit that receives the straight line or reciprocating motion from the power transmitting unit and measures a force that the ship is shaken in the width direction of the ship; A bow connection unit connected to the ship and receiving the linear or reciprocating motion from the left and right sway force measurement unit and transmitting the linear or reciprocating motion to the ship; A stern connection part connected to a stern of the ship and having a rotation part rotatable from the ship about a widthwise direction axis of the ship; And a measuring unit connected to the stern connection unit and measuring at least one of height motion, longitudinal motion force, width direction force and tip motion moment of the ship.

According to another embodiment of the present invention, the power transmitting portion is formed to extend in the height direction of the ship, one end is connected to the rotary motion converting portion to receive a linear motion or a reciprocating motion, A first vertical connecting rod having a hollow formed along its longitudinal direction; And a front and rear connecting rod formed to extend along the longitudinal direction of the ship and one end of which is freely movable along the longitudinal direction of the ship through the hollow of the first vertical connecting rod A steering test device may be provided.

According to another embodiment of the present invention, the power section includes: a motor for generating a rotational motion; And a rotational motion converting unit connected to the rotational axis of the motor and converting the rotational motion into a linear or reciprocating motion.

According to another embodiment of the present invention, there is provided an apparatus for testing the steerability of a ship, wherein the motor is a servomotor, and the rotary motion converting unit comprises at least one of a gear and a cam.

According to another embodiment of the present invention, the other end of the front and rear connecting rods is connected to the left and right sway force measuring part, the bow connecting part is formed to extend in the height direction of the ship, and one end is connected to the left and right sway force measuring part And the other end is connected to a bow of the ship, and the second vertical connecting rod is connected to the bow of the ship.

According to another embodiment of the present invention, the measuring unit includes: a vertical movement measuring unit extending in a height direction of the ship, one end connected to the rotation unit, and measuring a degree of movement of the ship in a height direction; And a three-component force gauge connected to the other end of the up-and-down movement measuring unit for measuring a longitudinal rocking force, a lateral force, and a rocking moment of the ship, .

According to the present invention, the steering motion mathematical model can be established through the hydraulic force coefficients obtained through the model test, and it is possible to provide the straightness stability level according to the speed of the high-speed line and the anti-hanging posture.

More specifically, according to the present invention, the linear stability performance can be evaluated through the acquisition of the steering force unloading force coefficient of the high-speed line.

According to the present invention, it is possible to perform the linear stability performance evaluation of the high-speed line type by applying the hydraulic force coefficients obtained through the experiment to the steering motion mathematical model.

According to the present invention, it is possible to apply the present invention to an additive and other designs for improving the straightness stability attached to the stern based on the straightness stability of the linearity obtained through experiments.

According to the present invention, it is possible to perform performance estimation of complex control modes such as swing motion and zigzag motion by simply converting the steering motion mathematical model.

1 is a perspective view of an apparatus for testing a steer- ing speed of a high-speed line according to an embodiment of the present invention.
FIG. 2 is an enlarged perspective view of a rotary motion converting unit of a steering control apparatus for a high-speed line according to an embodiment of the present invention.
FIG. 3 is an enlarged perspective view of a vertical movement measuring unit of a control apparatus for a high-speed line according to an embodiment of the present invention.
FIG. 4 is an enlarged perspective view of a stern connection portion and a rotation portion of a high-speed line steering test apparatus according to an embodiment of the present invention.
FIG. 5 is a perspective view showing a state in which an experiment is performed by actually installing a high-speed model on a control line of a high-speed line according to an embodiment of the present invention.
FIG. 6 is a schematic view schematically showing a movement of a high-speed line when performing a test for a forced movement model of a forklift using a control system for a high-speed line according to an embodiment of the present invention.
FIG. 7 is a schematic view showing a state in which a turning radius and a swing angle of a high-speed line are obtained by using a steering control apparatus for a high-speed line according to an embodiment of the present invention.
FIG. 8 is a flowchart showing each step of an analysis technique for obtaining a left-right sway and a swaying motion function using a control line test apparatus for a high-speed line according to an embodiment of the present invention.

Hereinafter, the steering control test apparatus 100 of the present invention will be described in more detail with reference to the drawings attached hereto.

In the present specification, the same or similar reference numerals are given to different embodiments in the same or similar configurations, and the description thereof is replaced with the first explanation.

Furthermore, the singular expressions used herein should be interpreted as including a plurality of expressions unless the context clearly dictates otherwise. In this specification, the terms "comprising ", or" comprising ", etc. should not be construed as necessarily including the various elements or steps described in the specification and some of the elements or portions thereof And that additional components or steps may be further included.

The terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary meanings and should be construed in accordance with the meaning and concept of the technical subject matter of the present invention.

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 as defined by the appended claims. Variations and modifications are intended to fall within the scope of the appended claims.

The present invention relates to an operating mechanism of a forcing device, an experiment performing method, and a method of analyzing the result of a model test for obtaining a steering unloading force coefficient of a high speed ship.

The steering test apparatus 100 of the present invention was originally developed for modeling a high-speed line, but can also be applied to modeling various other ships.

Therefore, the following description will be made by taking as an example the case of performing modeling for a general ship including a high-speed line.

The ship's piloting test apparatus 100 of the present invention aims at obtaining a pilot-operated hydrodynamic force coefficient like a conventional horizontal plane constraint model test (PMM) apparatus.

However, in order not to limit the trim angle and the floating amount in order to express the freely changing Hangzhou posture of the high speed line, the bow connection part 140 of the present invention is arranged in the vertical direction (the height direction of the ship) and the forward direction It is not bound.

Therefore, it is possible to obtain the oil power coefficient which reflects the actual Hangzhou posture which changes according to the operating conditions. In other words, it is possible to acquire the steering unbalance power coefficient in the actual Hangzhou posture instead of the fixed Hangzhou posture.

The conventional horizontal plane restraint model test (PMM) consists of four types of test: pure test, pure sway test, pure athlete test, left and right sway and athlete sway test.

Four types of model tests constituting the conventional horizontal plane constraint model test (PMM) are performed separately in order to independently derive the manipulated variable power coefficients according to each exercise mode. Therefore, it is advantageous in terms of analyzing the model test results, but it also has a disadvantage that the number of model tests to be performed is very large.

In addition, since it is difficult to completely separate the motion mode from the actual motion mode, the constraint motion mode to be implemented is restricted because it includes inevitable assumptions in terms of motion analysis.

On the other hand, the ship's steering test apparatus 100 of the present invention reduces the number of model tests to be performed by simultaneously applying the left and right sway and the swaying motion without separating them, It has the advantage of being able to.

The motion mode of the ship's steering control apparatus 100 of the present invention is to stabilize the center of gravity of the model line and cause towing by causing bowing. Generally, in order to create a shaking motion of a ship, a method of applying a moment to an axis at the center of gravity or both axes based on the center of gravity is used.

When the rotation center of the swinging motion approaches the center of gravity, the length of the swinging arm becomes long and a strong force can be applied to the restraining part.

Since the high-speed line takes a very large force and moment as compared with the low-speed line, a strong force applied to the restraining area may cause damage to the model line and kinematic deformation.

In addition, since the model test equipment becomes unnecessarily large and heavy to endure the large hydraulic force generated during towing, it is not suitable for testing attached to a high-speed train.

The test apparatus of the present invention is characterized in that the rotation center of the swinging motion is made as close as possible to the fore end, thereby minimizing the force exerted on the restraint site, thereby enabling a stable model test.

Conventional equipment for measuring resistance and Hangzhou posture of a high speed line is to place a restraining point near the center of gravity of a model line and measure force and posture.

The steering control apparatus 100 for a ship according to the present invention is separately attached to the equipment for measuring the resistance and anti-hanging posture of the conventional art, and is restrained and operated at the forefront of the model line.

This means that it can be operated independently of the conventional equipment, and therefore, it is freely compatible.

The control operation test apparatus 100 of the present invention has a separate control mode and program for the swaying of the player.

The control mode is divided into position control and speed control.

The position control is a control mode that can be fixed and trained at a certain angle, and the speed control is a control mode in which the swinging motion has a certain amplitude and frequency.

With this separate control mode, the user can freely swing the bow angle freely and set the exercise mode for acquiring the stiffness coefficient.

Hereinafter, with reference to the drawings, a description will be given of a configuration of an apparatus for testing the steerability of a ship according to the present invention.

FIG. 1 is a perspective view of a control system 100 for a high-speed line according to an embodiment of the present invention.

The steering control apparatus 100 for a ship according to an embodiment of the present invention includes a power unit 110, a power transmission unit 120, a left and right sway force measurement unit 130, a bow connection unit 140, a stern connection unit 150, And a measurement unit 160.

The power unit 110 may be configured to apply a linear or reciprocating motion.

The power unit 110 may include a motor 111 and a rotary motion converting unit 112.

The motor 111 may be configured to generate rotational motion. The motor 111 may mainly use a servo motor, but the present invention is not limited thereto and various types of power sources may be utilized.

The motor 111 may be a servo motor belonging to an actual control unit. The potentiometer is connected to the outside to measure the degree of rotation of the motor for precise angle control of the model line. In addition, it is possible to control the speed and position of the motor 111, so that vibration motion can be implemented at various amplitudes and frequencies, and a fixed test can be performed while maintaining a fixed angle of bow.

2 is an enlarged perspective view of a rotary motion converting unit 112 of a control system 100 for a high-speed line driving according to an embodiment of the present invention.

The rotary motion converting unit 112 may be connected to the rotary shaft of the motor 111 to convert the rotary motion into a linear motion or a reciprocating motion. The rotary motion converting unit 112 may be composed of at least one of a gear and a cam, but it is not limited thereto, and any structure that can convert the rotational motion into a linear motion or a reciprocating motion can be applied.

The power transmission unit 120 may be configured to receive the linear or reciprocating motion from the power unit 110. The power transmission unit 120 may transmit the received linear or reciprocating motion to the left and right sway force measurement unit 130, which will be described later.

The left and right sway force measuring unit 130 may transmit the linear or reciprocating motion transmitted from the power transmitting unit 120 to the ship. The ship is received in such a momentum and is oscillated in the width direction of the ship. The left and right sway force measuring unit 130 may measure the swaying force.

To this end, the left and right sway force measuring unit 130 may measure the force that is shaken in the left and right width direction of the ship without any constraint on the ship in the vertical direction or the longitudinal direction of the ship.

The motion applied by the motor 111 allows the ship to receive large left and right swaying forces. At this time, the force applied to the center of gravity is divided into the restrained part of the forward part. Therefore, the total left and right swaying force applied to the ship should be taken into consideration both of the forces applied to the two portions constrained by the forward portion and the center of gravity. Therefore, it is preferable to design the left and right sway force measuring part 130 to be attached to the pivot connection part 140.

The bow connection unit 140 is connected to the ship, and receives the linear or reciprocating motion from the left and right sway force measurement unit 130 and transmits the linear or reciprocal movement to the ship.

The bow connection part 140 is a component confined to the front part (bow part) of the ship, and is a part where the rotational motion of the motor 111 is directly transmitted to the ship.

The second connecting rod 141 is formed to extend in the height direction of the ship and has one end connected to the left and right sway force measuring unit 130 and the other end connected to the forward side of the ship .

The second upper and lower connecting rods 141 are connected to freely move so as not to interfere with the change of the yaw angle during the constrained model test of the ship. This part should have a height sufficiently large so that it does not bump into the forward part of a large driven yaw angle.

However, if it is too high at the forefront of the model line, the height of the horizontal momentum arm becomes too large, which is inappropriate.

Generally, no matter how large the speed line, the trim angle has a value within about 10 °, so it is desirable to design so that it can move without any disturbance up to a trim angle of about 10 ° reflecting this part.

4 is an enlarged perspective view of a stern connection part 150 and a rotation part 151 of a control device 100 for a high-speed line control according to an embodiment of the present invention.

The stern connection part 150 may be connected to the stern of the ship and may include a rotation part 151 that is rotatable from the ship about a single widthwise axis of the ship.

That is, since the ship is connected to the ship through the rotary part 151, the aft part of the ship can freely rotate about one axis in the width direction of the ship. This allows the ship to freely pitch motion.

The rotation unit 151 is a part configured to allow the ship to freely perform swaying motion. For this purpose, it is desirable to design the maximum angle to be about 350˚ so that there is no problem in actual motion simulation.

The metering unit 160 may be connected to the stern connection unit 150 to measure at least one of a height direction movement, a longitudinal direction movement force, a width direction force, and a bowing moment of the ship.

The measuring unit 160 may include a vertical movement measuring unit 161 and a three-component force measuring unit 162.

3 is an enlarged perspective view of an up-down movement measuring unit 161 of the control apparatus 100 for a high-speed line according to an embodiment of the present invention.

The up-and-down movement measuring unit 161 is formed to extend in the height direction of the ship, and one end is connected to the rotation unit 151, and the degree of movement of the ship in the height direction can be measured.

The up-and-down movement measuring unit 161 can be connected to the inner body and the outer body separately to implement up-and-down movement freely during towing of the vessel. Also, a potentiometer is attached to this portion separately, so that it is possible to measure the vertical movement.

The three-component force gage 162 is connected to the other end of the up-and-down movement measuring unit 161 to measure the longitudinal rocking force, the lateral force, and the rocking moment of the ship.

In other words, the three-component force meter 162 is a part for measuring three kinds of forces and moments (forward and backward shaking force, left-right shaking force, and yawing moment). One end of the trolley can be connected to an external PC to transmit measurement signals and can be designed to store them as a report file in real time.

The power transmission unit 120 of the control system 100 for a high-speed line driving operation according to an embodiment of the present invention may include a first vertical link bar 121 and a front-rear link bar 122.

The first vertical connecting rod 121 may be a connecting rod for accurately and efficiently transmitting the motion of the upper portion provided with the rotary motion converting unit 112 including the motor 111 and the rotary gear. have.

That is, since the first vertically connecting rod 121, which is lowered from the upper portion, is very long compared to the thickness, it is desirable to design the outer connecting rod 121 so as to overlap with a thick body in order to prevent structural deformation.

The rotation by the motor 111 is not centered about the actual axis of rotation. However, the actual rotation of the ship is centered around the center of gravity. Therefore, it is possible to design such that the length of the rotary arm can be freely changed while the front and rear connecting rod 122 is rotated and rotated at the fork portion.

In this case, even if the actual axis of rotation is not at the center of gravity, since the length from the center of gravity to the forked portion of the fork is constant, a rotational motion having a constant rotational axis can be achieved with reference to the center of gravity.

FIG. 5 is a perspective view showing an experiment in which a high-speed model is actually installed in a control apparatus 100 for a high-speed line according to an embodiment of the present invention.

As an example, in this experiment, the distance from the center of gravity to the forked portion of the forehead is 824 mm, and the distance from the center of rotation by the servo motor to the forked portion is 325 mm.

[Technique of Model Test]

The conventional control model test (PMM) can be roughly divided into static test (item test) and dynamic test (pure sway test, pure sway test).

The swing model test in the present invention is a model test technique that replaces the conventional dynamic test. According to the present invention, the left and right sway and the swaying motion are simultaneously applied.

FIG. 6 is a schematic view schematically showing the movement of a high-speed line when performing a forcing motion model test using a high-speed line steering test apparatus 100 according to an embodiment of the present invention.

The model line is towed as shown in FIG. 6, and the geometric relationship between the front and rear swinging, left and right swinging, swinging speed, and acceleration can be defined in advance when the swinging angle of the swinging pendulum is purely swinging motion.

FIG. 7 is a schematic view showing a state in which a turning radius and a swing angle of a high-speed line are obtained by using an apparatus 100 for testing a steering speed of a high-speed line according to an embodiment of the present invention.

As shown in FIG. 7, an experimental apparatus is connected to the center of gravity 170 and the bow connection 140 on the model line.

The length from the rotation center 180 to the bow connection portion 140 by the control equipment 100 for controlling the craft of the high-speed line according to an embodiment of the present invention becomes the actual rotation radius of motion, The radius and the angle of rotation can be used to calculate the yaw angle of the actual model line.

The above equations (1) to (4) are summarized as follows.

[Analysis method of model test result]

The data obtained from the model test are the player sway angle, the forward and backward sway force, the left and right sway force, and the player sway moment.

FIG. 8 is a flowchart showing each step of an analysis technique for obtaining a left-right sway and a swaying motion function using a control line test apparatus for a high-speed line according to an embodiment of the present invention.

The measured data can be functionalized by the procedure shown in FIG. 8 for obtaining the actual fluid power coefficient.

First, it is checked whether the motion frequency of the time series of motion fluctuation matches the motion frequency applied to the actual model line.

Next, the regression analysis is used to obtain the averaging function.

Then, the left and right sway and the swaying speed are calculated through the geometric relation.

Next, the force and moment due to the pure fluid are extracted by calculating and removing the part corresponding to the inertia term from the measured force and moment.

As with the athlete sway angle, the left and right sway force and the player sway moment are functioned.

It is general to use a Fourier transform to obtain a vibration function of an oscillating time series. However, since the model test in the present invention assumes high-speed traction, it is impossible to obtain a vibration time series having a sufficiently large number of cycles in the course of the traction. In addition, since it is a function of a vibration function in a state in which a frequency to be applied is confirmed, it is functionalized by using a sine function regression analysis.

Sine function regression analysis is a method that can collect the amplitude and phase of a vibration function at once by using time series data in a state of known frequency. The following data time series are assumed to be sinusoidal functions, and then a general regression analysis method is used.

The process of acquiring the dynamic power coefficient using the functional time series information is as follows. First, the regression analysis function of the fluid force is separated into a sine function and a cosine function using the phase difference. Then, the variables calculated by the swing angle function, which is expressed as a function of the polynomial form expressed by the linearization, are rearranged and rearranged. In this case, the orthogonality of the vibration function completely separates each function into two parts.

By using the regression analysis function and the polynomial form, it is possible to obtain the statistical power coefficients by using the amplitude and phase of the motion angle and the hydraulic force.

The following is a mathematical expression for obtaining the left and right swaying power coefficients.

The above equation (21) is a regression analysis function of the left and right swaying fluid force.

Equation (22) is an equation expressing the shape of the left and right swaying motion force represented by the left / right sway / swaying velocity.

Equations (23) and (24) are calculated by using the amplitude / phase of the fluid force to calculate the fluid force unexpected coefficient.

It will be apparent to those skilled in the art that various modifications, substitutions and alterations can be made hereto without departing from the spirit and scope of the invention as defined by the appended claims. will be.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. .

The scope of protection of the present invention should be construed according to the following claims, and all technical ideas within the scope of equivalents should be interpreted as being included in the scope of the present invention.

100: Steering test apparatus of the present invention
110:
111: Motor
112:
120: Power transmission unit
121: 1st up and down connecting rod
122: front and rear connecting rod
130: left and right shaking force measuring unit
140:
141: 2nd up and down connecting rod
150: stern connection
151:
160:
161: Up and down motion measurement unit
162: 3 force multiplier
170: center of gravity
180: center of rotation
200: Test fixture face

Claims (6)

A power unit configured to apply a straight line or reciprocating motion;
A power transmission unit receiving the linear or reciprocating motion from the power unit;
A left and right sway force measuring unit that receives the straight line or reciprocating motion from the power transmitting unit and measures a force that the ship is shaken in the width direction of the ship;
A bow connection unit connected to the ship and receiving the linear or reciprocating motion from the left and right sway force measurement unit and transmitting the linear or reciprocating motion to the ship;
A stern connection part connected to a stern of the ship and having a rotation part rotatable from the ship about a widthwise direction axis of the ship; And
And a metering section connected to the stern connection section for measuring at least one of a height direction movement, a longitudinal direction movement force, a width direction force and a bowing moment of the ship. The method according to claim 1,
The power transmission unit includes:
A first vertical connecting rod extending in the height direction of the ship and having one end connected to the rotary motion converting unit and receiving a linear movement or a reciprocating motion and having a hollow formed at the other end along the longitudinal direction of the ship; And
And a front and rear connecting rod formed to extend along the longitudinal direction of the ship and to be freely movable along the longitudinal direction of the ship and having one end penetrating the hollow of the first vertical connecting rod Exercise testing device. The method according to claim 1,
The power unit includes:
A motor for generating rotational motion; And
And a rotational motion converting unit connected to the rotational axis of the motor to convert the rotational motion into a linear or reciprocating motion. The method of claim 3,
The motor includes:
A servo motor,
Wherein the rotation-
And a gear and / or a cam. The method according to claim 1,
The other end of the front and rear connecting rods is connected to the left and right sway force measuring unit,
The athlete connecting portion
And a second vertical connecting rod which is formed to extend in a height direction of the ship and has one end connected to the left and right sway force measuring unit and the other end connected to a bow of the ship. The method according to claim 1,
The measuring unit may include:
A vertical movement measuring unit which is formed to extend in a height direction of the ship and has one end connected to the rotation unit and measuring a degree of movement of the ship in a height direction; And
And a three-component force gauge connected to the other end of the up-and-down movement measuring unit for measuring a longitudinal rocking force, a lateral force, and a rocking moment of the ship.

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