US20210061423A1

US20210061423A1 - Ship posture stabilization system

Info

Publication number: US20210061423A1
Application number: US16/673,760
Authority: US
Inventors: Yo Han JEONG
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-08-30
Filing date: 2019-11-04
Publication date: 2021-03-04
Also published as: KR102201205B1

Abstract

The present invention relates to a ship posture stabilization system including a plurality of trim tab members rotatably installed on left and right sides of a stern of a ship, tab drivers installed on the trim tab members to rotate the trim tab members so as to generate a lifting force due to the trim tab members, a posture sensor installed in the ship to measure a posture of the ship, and a controller which controls the tab drivers to rotate the trim tab members so as to stabilize the posture of the ship when it is determined that hull rolling of the ship occurs on the basis of detection information provided from the posture sensor.

Description

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to and the benefit of Korean Patent Application No. 10-2019-0107235, filed on Aug. 30, 2019, the disclosure of which is incorporated herein by reference in its entirety.

BACKGROUND

1. Field of the Invention

The present invention relates to a ship posture stabilization system, and more specifically, to a ship posture stabilization system capable of automatically controlling a trim tab provided at a stern of a ship.

2. Discussion of Related Art

The marine leisure equipment industry mainly including boats, yachts, and the like is a new growth engine industry in Korea and is an essential industrial sector to become an advanced country.
However, in the case of a ship such as a power boat, hull trim occurs due to a linear characteristic of the boat, and excessive trim causes performance reduction of the ship and a safety problem related to an unexpected accident of a sailor.
Particularly, a risk of a rollover accident of a ship is generated due to lateral rolling, which occurs when the power boat is steered, and a performance reduction problem occurs due to resistance generated due to the rolling. Accordingly, in the conventional case, a trim tab is installed on a stern of the ship to stabilize a posture of a hull using a lifting force generated due to the trim tab.
In Korean Patent Registration No. 10-1674624, one of the conventional trim tab apparatuses is disclosed, which includes a plurality of deflecting members provided with lower surfaces called first surfaces substantially aligned with an extension, which is disposed toward a rear portion of a hull, of a lower portion of a hull and submerged in water, and which has a technology in which the deflecting members are connected to the hull through joints to control trim of the ship by controlling angles of the deflecting members.
However, since a sailor of a boat should manually operate the conventional trim tab, in a case in which the sailor is an amateur, there is a disadvantage in that it is difficult to properly operate the trim tab according to hull rolling of a ship.

SUMMARY OF THE INVENTION

The present invention is directed to providing a ship posture stabilization system capable of automatically controlling a trim tab according to an inclined angle or speed of a ship.
According to an aspect of the present invention, there is provided a ship posture stabilization system including a plurality of trim tab members rotatably installed on left and right sides of a stern of a ship, tab drivers installed on the trim tab members to rotate the trim tab members so as to generate a lifting force due to the trim tab members, a posture sensor installed in the ship to measure a posture of the ship, and a controller which controls the tab drivers to rotate the trim tab members so as to stabilize the posture of the ship when it is determined that hull rolling of the ship occurs on the basis of detection information provided from the posture sensor.
The ship posture stabilization system may further include a speed sensor installed in the ship to obtain information about a speed of the ship, wherein, when the hull rolling of the ship occurs, the controller may adjust a rotating angle of the trim tab member with respect to a longitudinal centerline of the ship according to the speed or an inclined angle of the ship on the basis of detection information provided from the speed sensor and the posture sensor.
In a case in which lateral rolling of the ship occurs, the controller may rotate the trim tab member disposed at an inclined side with respect to a center of the ship among the trim tab members.
In a case in which a longitudinal centerline of the ship is inclined at an angle greater than or equal to a preset reference angle with respect to a water surface, the controller may also rotate the trim tab members to generate the lifting force at a rear side of the ship.
A moving guide groove may be formed in a lower surface of the trim tab member to extend in a front-rear direction so as to guide movement of water flowing along a lower portion of the trim tab member due to movement of the ship, and a lateral width of the moving guide groove may decrease toward a rear end portion from a front end portion so as to increase a speed of the water flowing along the lower surface of the trim tab member toward a rear side of the trim tab member.
A plurality of guide feathers may also be formed to protrude from an inner wall surface of the moving guide groove of the trim tab member so as to not induce an eddy current of water passing through the moving guide groove and to extend in a front-rear direction to have a predetermined length.
The ship posture stabilization system according to the present invention may further include auxiliary lifting force generators installed at edges of the trim tab members so as to generate an additional lifting force when the trim tab members rotate, the auxiliary lifting force generator may include an auxiliary frame fixed to the edge of the trim tab member, an auxiliary tube installed in the auxiliary frame, provided with a filling space filled with a fluid therein to expand due to a provided hydraulic pressure, and having an airfoil form when expanding due to the hydraulic pressure of the filling space, and a fluid injector installed in the auxiliary tube to inject the fluid into the filling space, and the controller may operate the fluid injector of the auxiliary lifting force generator installed in the corresponding trim tab member when rotating the trim tab member.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features and advantages of the present invention will become more apparent to those of ordinary skill in the art by describing exemplary embodiments thereof in detail with reference to the accompanying drawings, in which:

FIG. 1 is a conceptual view illustrating a ship posture stabilization system according to the present invention;

FIG. 2 is a rear view illustrating the ship posture stabilization system of FIG. 1;

FIG. 3 is a block diagram of the ship posture stabilization system of FIG. 1;

FIG. 4 is a bottom view illustrating a trim tab member of a ship posture stabilization system according to another embodiment of the present invention;

FIG. 5 is a bottom view illustrating a trim tab member of a ship posture stabilization system according to still another embodiment of the present invention; and

FIG. 6 is a bottom view illustrating a trim tab member of a ship posture stabilization system according to yet another embodiment of the present invention.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Hereinafter, a ship posture stabilization system according to embodiments of the present invention will be described in detail with reference to the accompanying drawings. Since the present invention allows for various changes and numerous embodiments, specific embodiments will be illustrated in the drawings and described in detail in the written description. However, this is not intended to limit the present invention to the specific embodiments, and it is to be appreciated that all changes, equivalents, and substitutes that do not depart from the spirit and technical scope of the present invention are encompassed in the present invention. Like numbers refer to like elements throughout the description of the figures. In the accompanying drawings, sizes of structures may be greater than those of actual structures for clarity of the present invention or may be smaller than those of the actual structure such that a schematic structure of the present invention is understood.
It will be understood that, although the terms “first,” “second,” etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and a second element could similarly be termed a first element without departing from the scope of the present invention.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting to the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises,” “comprising,” “includes,” and/or “including,” when used herein, specify the presence of stated features, integers, steps, operations, elements, components, and/or groups thereof but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined here.
A ship posture stabilization system 100 according to the present invention is illustrated in FIGS. 1 to 3.
Referring to the drawings, the ship posture stabilization system 100 includes a plurality of trim tab members 111 rotatably installed at left and right sides of a stern of a ship 15, tab drivers 112 installed in the trim tab members 111 to rotate the trim tab members so as to generate a lifting force using the trim tab members 111, a posture sensor installed in the ship 15 to check a posture of the ship 15, a speed sensor 114 installed in the ship 15 to obtain information about a speed of the ship 15, and a controller 115 configured to control the tab drivers 112 to rotate the trim tab members 111 so as to stabilize the posture of the ship 15 when it is determined that hull rolling of the ship 15 occurs on the basis of detection information provided from the posture sensor.
The trim tab member 111 is formed to have a plate form having a predetermined thickness, and a front end portion thereof is vertically rotatably installed at a lower end portion of the stern of the ship 15. In this case, the trim tab member 111 is formed of a metallic material having a predetermined strength, and a lateral width of the trim tab member 111 increases toward a rear side thereof from the front end portion. Meanwhile, the trim tab member 111 is not limited to the illustrated embodiment and may also be formed to have various forms.
In this case, the plurality of trim tab members 111 may be installed at left and right sides with respect to a center of the ship 15.
Lower end portions of the tab drivers 112 are rotatably installed at the trim tab members, upper end portions thereof are rotatably installed at a stern side of the ship 15, and the tab drivers 112 include a plurality of actuators 116 of which vertical lengths are increased and decreased. The actuators 116 are controlled by the controller 115.
A posture sensor 113 is installed in the ship 15 to detect a posture of the ship 15. A gyro sensor is applied to the posture sensor 113 to measure vertically- and horizontally-inclined angles of the ship 15. Meanwhile, the posture sensor 113 is not limited thereto, and any sensor which can measure an inclination extant of the ship 15 may be applied to the posture sensor 113.
A speed sensor is installed in the ship 15 to obtain navigation information about the ship 15. In this case, the speed sensor is connected to a control module of the ship 15, which stores or displays the navigation information about the ship 15, to collect the corresponding navigation information. The speed sensor transmits information about a speed of the ship 15 among pieces of the obtained navigation information about the ship 15 to the controller 115. Meanwhile, the speed sensor is not limited thereto, and a speed measuring sensor installed in the ship 15 to measure a speed of the ship 15 may also be applied to the speed sensor.
The controller 115 determines whether hull rolling of the ship 15 occurs on the basis of detection information provided from the posture sensor. That is, in a case in which a horizontally-inclined angle of the ship 15 is greater than or equal to a preset first reference angle based on an initial posture of the ship 15, the controller 115 determines that lateral rolling of the ship 15 occurs. In addition, in a case in which a longitudinal centerline of the ship 15 based on the initial posture of the ship 15 is inclined at an angle greater than or equal to a preset second reference angle with respect to a water surface, the controller 115 determines that rolling of the ship 15 occurs. In this case, an operator may input the first and second reference angles in the controller 115 before steering the ship 15.
When the controller 115 determines that rolling of the ship 15 occurs, the controller 115 controls the tab driver 112 to rotate the trim tab members 111. In this case, the controller 115 operates the tab driver 112 to rotate the trim tab members 111 downward at predetermined angles with respect to the longitudinal centerline of the ship 15 and may rotate the corresponding trim tab members 111 such that a rear end portion of the corresponding trim tab member 111 protrudes from a lower portion of the ship 15.
In this case, when the controller 115 determines that the lateral rolling of the ship 15 occurs, the controller 115 controls the tab driver 112 to rotate the trim tab member 111, which is disposed at an inclined side with respect to a center of the ship 15, among the trim tab members 111 installed at the left and right sides of the ship 15. As an example, in a case in which lateral rolling occurs in which the ship 15 is inclined in a leftward direction, the controller 115 controls the tab driver 112 to rotate the trim tab member 111 which is installed at a left stern of the ship 15, downward.
In addition, in a case in which the longitudinal centerline of the ship 15 is inclined at an angle greater than or equal to the preset second reference angle with respect to a water surface, the controller 115 controls the tab driver 112 to rotate all of the trim tab members 111 downward so as to generate a lifting force at a rear side of the ship 15.
In this case, when hull rolling of the ship 15 occurs, the controller 115 adjusts rotating angles of the trim tab members 111 with respect to the longitudinal centerline of the ship 15 to be different according to a speed or an inclined angle of the ship 15 based on detection information provided from the speed sensor 114 and the posture sensor according to a preset algorithm.
That is, in a case in which a speed of the ship 15 is relatively high, since a lifting force generated by the trim tab members 111 is higher when compared to a case in which a speed of the ship 15 is low, the controller 115 may control rotating angles of the trim tab members 111 with respect to the longitudinal centerline of the ship 15 to be different according to the speed of the ship 15. As an example, in a case in which the controller 115 determines that rolling of the ship 15 occurs, the controller 115 may rotate the trim tab members 111 at large rotating angles with respect to the longitudinal centerline of the ship 15 when a speed of the ship 15 is higher.
In addition, since a lifting force generated by the trim tab members 111 required to stabilize a posture of the ship 15 is different according to an inclined angle of the ship 15, the controller 115 may control rotating angles of the trim tab members 111 with respect to the longitudinal centerline of the ship 15 according to the inclined angle of the ship 15. As an example, in a case in which the controller 115 determines that rolling of the ship 15 occurs, when an inclined angle of the ship 15 is larger and a speed of the ship 15 is higher, the controller 115 may rotate the trim tab members 111 at large rotating angles with respect to the longitudinal centerline of the ship 15.
Since the ship posture stabilization system 100 according to the present invention formed as described above can automatically control the trim tab according to an inclined angle or a speed of the ship 15, even an amateur can properly control the trim tab according to navigation of the ship 15, and thus there is an advantage in that the ship 15 can be more stably steered.
Meanwhile, in FIG. 4, a trim tab member 120 according to another embodiment of present invention is illustrated.
Components having the same functions as those illustrated in the previous drawings will be denoted with the same reference numerals.
Referring to the drawing, in the trim tab member 120, a moving guide groove 121 is formed in a lower surface of the trim tab member 120 to longitudinally extend so as to guide movement of water flowing along a lower portion of the trim tab member 120 due to movement of a ship 15.
The moving guide groove 121 is formed to be recessed upward from a lower surface of the trim tab member to have a predetermined depth, and front and rear ends thereof are formed to open. In this case, the moving guide groove 121 is formed to decrease a lateral width from a front end portion toward a rear end portion such that a speed of water flowing along the lower surface of the trim tab member 120 increases as the water flows to a rear side of the trim tab member 120.
Since the movement of water is guided to the rear side by the moving guide groove 121, generation of an eddy current is prevented on a rear surface of the trim tab member 120, a speed of water increases, a lifting force generated by the trim tab member 120 increases, and thus a lifting force required to stabilize a posture of the ship 15 may be generated even when a rotating angle of the trim tab member 120 is relatively small.
Meanwhile, in FIG. 5, a trim tab member 130 according to still another embodiment of the present invention is illustrated.
Referring to the drawings, in the trim tab member 130, a plurality of guide feathers 131 are formed to protrude from an inner wall surface of a moving guide groove 121 so as to not induce an eddy current of water passing through the moving guide groove 121.
The guide feather 131 protrudes downward from a ceiling surface of the moving guide groove 121 and extends in a front-rear direction. In this case, the guide feather 131 may be formed to have a streamline shape in which a lateral width increases toward a central portion from a front end portion and decreases toward a rear end portion from the central portion. The plurality of guide feathers 131 are formed to be spaced apart from each other in longitudinal and lateral directions. Since water passing through the moving guide groove 121 is guided rearward by the guide feathers 131, generation of an eddy current is prevented.
Meanwhile, in FIG. 6, a ship posture stabilization system 200 according to yet another embodiment of the present invention is illustrated.
Referring to the drawing, the ship posture stabilization system 200 further includes auxiliary lifting force generators 210 installed at edges of each trim tab member 120 to generate an additional lifting force when the trim tab members 120 rotate. The auxiliary lifting force generators 210 include auxiliary frames 211, auxiliary tubes 212, and fluid injectors (not shown).
The auxiliary frames 211 are installed at left and right edges of the trim tab member 120 and formed to extend to have lengths corresponding to a longitudinal length of the trim tab member 120. In addition, in the auxiliary frames 211, installation holes are vertically formed to pass through the auxiliary frames 211 so as to install the auxiliary tubes 212. The installation holes extend in a front-rear direction to have predetermined lengths.
The auxiliary tubes 212 are installed in the auxiliary frames 211 and provided with filling spaces therein filled with fluids so as to expand due to provided hydraulic pressures, and the filling spaces are formed to have airfoil forms when expanding due to the hydraulic pressures. The auxiliary tubes 212 are installed inside the installation holes of the auxiliary frames 211 and formed of a rubber material having a predetermined elasticity. The fluid may have a density higher than water. When the fluid is not injected into the filling space, a volume of the auxiliary tube 212 is decreased and the auxiliary tube 212 enters into the installation hole, and when the fluid is injected into the filling space, lower and upper portions thereof protrude vertically from the auxiliary frame 211.
Although not illustrated in the drawing, the fluid injector includes an accommodation tank accommodating the fluid therein, a supply pipe connected between the auxiliary tube 212 and the accommodation tank, and an injection pump installed in the supply pipe to inject the fluid accommodated in the accommodation tank into the auxiliary tube 212 or to return the fluid accommodated in the auxiliary tube 212 to the accommodation tank. Meanwhile, the fluid injector is not limited thereto, and any device capable of injecting the fluid into the auxiliary tube 212 or discharging the fluid accommodated in the auxiliary tube 212 to the outside of the auxiliary tube 212 may be applied to the fluid injector.
Meanwhile, when the trim tab member 120 rotates, a controller 115 may operate the fluid injector of the auxiliary lifting force generator 210 installed in the corresponding trim tab member 120 to expand the auxiliary tube 212. Here, in a case in which the trim tab member 120 returns to an initial position, the controller 115 returns the fluid in the auxiliary tube 212 to the accommodation tank so as to decrease the auxiliary tube 212.
In the ship posture stabilization system 200, even when a lifting force generated at the trim tab member 120 by the auxiliary lifting force generator 210 increases and a rotating angle of the trim tab member 120 is relatively small, a lifting force required to stabilize a posture of a ship 15 can be generated.
As described above, since a ship posture stabilization system according to the present invention can automatically control a trim tab according to an inclined angle or speed of a ship, even an amateur can properly control the trim tab, and thus there is an advantage in that the ship can be more stably steered.
The description about the disclosed embodiments is provided for those skilled in the art to use or implement the present invention. Various modifications of the embodiments will be clear to those skilled in the art, and general principles defined in the present specification may be applied to other embodiments without departing from the scope of the present invention. Therefore, the present invention is not limited to the embodiments disclosed in the present specification and should be interpreted within the widest scope consistent with the principles and novel features disclosed in the present specification.

Claims

What is claimed is:

1. A ship posture stabilization system comprising:

a plurality of trim tab members rotatably installed on left and right sides of a stern of a ship;

tab drivers installed on the trim tab members to rotate the trim tab members so as to generate a lifting force due to the trim tab members;

a posture sensor installed in the ship to measure a posture of the ship; and

a controller configured to control the tab drivers to rotate the trim tab members so as to stabilize the posture of the ship when it is determined that hull rolling of the ship occurs on the basis of detection information provided from the posture sensor.

2. The ship posture stabilization system of claim 1, further comprising a speed sensor installed in the ship to obtain information about a speed of the ship,

wherein, when the hull rolling of the ship occurs, the controller adjusts a rotating angle of the trim tab member with respect to a longitudinal centerline of the ship according to the speed or an inclined angle of the ship on the basis of detection information provided from the speed sensor and the posture sensor.

3. The ship posture stabilization system of claim 1, wherein in a case in which lateral rolling of the ship occurs, the controller rotates the trim tab member disposed at an inclined side with respect to a center of the ship among the trim tab members.

4. The ship posture stabilization system of claim 1, wherein in a case in which a longitudinal centerline of the ship is inclined at an angle greater than or equal to a preset reference angle with respect to a water surface, the controller rotates the trim tab members to generate the lifting force at a rear side of the ship.

5. The ship posture stabilization system of claim 2, wherein:

a moving guide groove is formed in a lower surface of the trim tab member to extend in a front-rear direction so as to guide movement of water flowing along a lower portion of the trim tab member due to movement of the ship; and

a lateral width of the moving guide groove decreases toward a rear end portion from a front end portion so as to increase a speed of the water flowing along the lower surface of the trim tab member toward a rear side of the trim tab member.

6. The ship posture stabilization system of claim 3, wherein: