WO2021251415A1 - Anti-rolling apparatus for ships, ship, anti-rolling method for ships - Google Patents

Abstract

Provided are an anti-rolling apparatus for ships, a ship, and an anti-rolling method for ships which enable efficient imparting of an anti-rolling effect with a simple structure even in the case where the center of gravity of a ship body varies depending on a load state.　An anti-rolling apparatus 3 is provided with a water pouring means 32 for supplying seawater in an ART 31, a water draining means 33 for draining seawater from the ART 31, and a control device 4 for controlling switching between the water pouring means 32 and the water draining means 33. The control device 4 calculates, from the GM (metacenter height) of a ship 1 calculated by a loading computer, a sway-specific cycle in a loaded state thereof, and then calculates a rolling reduction rate of the anti-rolling apparatus 3 in each wave cycle, to thereby determine whether to supply seawater to the the ART 31, or to drain seawater from the ART 31.

Description

Anti-vibration device for ships, anti-vibration methods for ships and ships

The present invention relates to a ship's anti-sway device, a ship and a ship's anti-sway method, and more particularly to a ship's anti-sway device for reducing hull rolling, a ship and a ship's anti-sway method.

In general, if the length direction of a ship is defined as the X axis, the width direction of the ship is defined as the Y axis, and the vertical direction is defined as the Z axis, rolling caused by rotation around the X axis and rotation around the Y axis. Vertical sway (Pitch) caused by, ship nose sway caused by rotation around the Z axis (Yaw), front-back sway caused by reciprocating movement in the X-axis direction (Surge), left-right swaying caused by reciprocating movement in the Y-axis direction (Sway), Z It has 6 degrees of freedom of vertical sway (Heave) caused by reciprocating movement in the axial direction.

An anti-rolling tank (ART) has already been used as a method for reducing rolling among these shakings. As described in Patent Document 1, for example, such an ART connects a pair of wing tanks provided on the port and starboard sides of the upper part of the hull at a maximum width position separated from each other in the width direction, and the wing tanks. It is equipped with a duct. Liquids such as fresh water, seawater, and oil are contained in the wing tank and duct, and this liquid moves between the pair of wing tanks in the width direction via the duct to reduce rolling of the hull. It is configured as follows.

As described in Patent Document 1, since the rolling of the hull is maximized when the hull sways in the natural cycle of the hull, the ART is usually designed so that the moving cycle of the liquid matches the natural cycle of the hull. .. As a result, it is possible to develop an anti-sway moment that suppresses tuning rolling.

The invention described in Patent Document 1 is designed based on the natural period of the hull because it may be difficult to assume that the hull will sway in its natural period depending on the type of the ship and the state of the ocean in which the ship is navigating. It was devised in view of the fact that it is not possible to obtain an appropriate anti-vibration effect with ART.

Specifically, by arranging a pump that forcibly pumps the liquid in the wing tank in the width direction of the ship in the flow path of the duct, the flow velocity in the duct can be adjusted arbitrarily and the natural period of the anti-vibration device can be adjusted. It is an extension of the adjustment range.

Japanese Unexamined Patent Publication No. 2015-163490

However, in the invention described in Patent Document 1, the pump must be arranged in the ART, and if the natural period is to be finely controlled, the inside of the duct is divided into a plurality of flow paths, and the pump is provided in each flow path. Must be placed. Therefore, there is a problem that ART becomes expensive.

Further, even if the natural period of the anti-vibration device is adjusted according to the navigation condition of the ship, the natural period cannot be changed instantaneously, and it is difficult to follow the change of the navigation condition of the ship. It is considered that the anti-vibration effect is not so obtained.

In addition, since general cargo ships and bulk carriers carry various cargoes, the center of gravity of the hull will change according to the loading status including the type and load capacity of the cargo to be loaded. At this time, it is conceivable to actively change the natural period of the hull as in the invention described in Patent Document 1, but as described above, a large cost-effectiveness cannot be expected. Furthermore, if the natural period of the hull is set to an erroneous value, rolling may increase.

The present invention has been devised in view of the above problems, and even when the center of gravity of the hull changes depending on the loading state, the number of ships can be reduced efficiently with a simple structure. It is an object of the present invention to provide a rocking device, a ship, and a method of rocking a ship.

According to the present invention, a vibration damping device for a ship equipped with an anti-rolling tank, the water injection means for supplying water into the anti-rolling tank, the drainage means for discharging the water in the anti-rolling tank, and the above. The ship is provided with a water injection means and a control device for controlling switching of the drainage means, and the control device determines whether it is better to inject water into the anti-rolling tank or drain the anti-rolling tank. Provided is a ship anti-sway device, characterized in that it is configured to determine from the loading status of the vessel.

The control device is used for the first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. The second roll angle is calculated, the range in which the first roll angle is smaller than the second roll angle is calculated as the effective range, and the anti-rolling tank is based on the width of the effective range. It may be configured to determine pouring and drainage.

Further, the control device has the first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. It is configured to calculate the second roll angle of the ship and determine the pouring and draining of the anti-rolling tank based on the ratio of the maximum value of the second roll angle to the maximum value of the first roll angle. May be.

The water injection means was arranged in the seawater suction port arranged on the bottom of the ship, the water injection pipe connecting the seawater suction port and the anti-rolling tank, the suction pump arranged in the water injection pipe, and the water injection pipe. It may be provided with an on-off valve. Further, the water injection pipe may be connected to the ballast water treatment device.

The drainage means may include a drainage pipe connecting the healing tank or ballast tank and the anti-rolling tank, and an on-off valve arranged in the drainage pipe.

The water injection means or the drainage means may be connected to a water storage tank mounted on the ship.

Further, the water injection means may be configured to be connectable to a water source arranged in the onshore facility.

Further, according to the present invention, there is provided a ship characterized by having the above-mentioned anti-sway device for a ship.

Further, according to the present invention, it is a method of damping a ship equipped with an anti-rolling tank, and whether it is better to inject water into the anti-rolling tank or drain the inside of the anti-rolling tank. Provided is a method of anti-swaying a ship, which is characterized in that it is determined from the loading state of the ship.

The anti-sway method is the first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. The second roll angle is calculated, the range in which the first roll angle is smaller than the second roll angle is calculated as the effective range, and the anti-rolling tank is calculated based on the width of the effective range. You may decide to inject or drain the water.

Further, the anti-sway method is for the first rolling angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. The second roll angle of the ship is calculated, and the pouring and draining of the anti-rolling tank is determined based on the ratio of the maximum value of the second roll angle to the maximum value of the first roll angle. May be good.

According to the ship's anti-rolling device, the ship, and the method of anti-rolling of the ship according to the above-described invention, whether it is better to inject water into the anti-rolling tank or drain the anti-rolling tank is determined from the load state of the ship. Since the judgment is made, the water injection state or the drainage state of the anti-rolling tank can be switched for each navigation section.

That is, according to the present invention, when the anti-rolling effect of the anti-rolling device is significant, water is injected into the anti-rolling tank, and when the anti-rolling effect of the anti-rolling device is meaningless, the anti-rolling tank is used. Since the water is drained, even if the center of gravity of the hull changes according to the loading condition of the ship, the vibration damping effect can be efficiently obtained with a simple structure.

It is an overall block diagram which shows the ship and the anti-vibration device which concerns on one Embodiment of this invention. It is a figure which shows the drainage state of an anti-rolling tank. It is a conceptual diagram which shows an example of the navigation schedule of the ship which concerns on this embodiment. It is a figure which shows the relationship between the wave period and the roll angle of an anti-rolling tank. It is an overall block diagram which shows the 1st modification of the ship and the anti-sway device which concerns on this embodiment. It is an overall block diagram which shows the other modification of the ship and the anti-sway device which concerns on this embodiment, (A) is the 2nd modification, (B) is the 3rd modification.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 6 (B). Here, FIG. 1 is an overall configuration diagram showing a ship and an anti-sway device according to an embodiment of the present invention. FIG. 2 is a diagram showing a drainage state of the anti-rolling tank. FIG. 3 is a conceptual diagram showing an example of the navigation schedule of the ship according to the present embodiment.

As shown in FIG. 1, the ship 1 according to the embodiment of the present invention has a hull 2 navigating on the water and an anti-rolling tank (hereinafter referred to as “ART 31”) mounted on the hull 2. The device 3 and the like are provided. The ship 1 is, for example, a general cargo ship or a bulk carrier that is not conventionally equipped with the ART 31. However, the anti-vibration device 3 according to the present embodiment may be a RORO ship, a ferry, a patrol boat, a fishery patrol ship, a research vessel, a fishery training ship, or the like, which has been conventionally equipped with an ART 31.

For example, a ballast tank 21, a healing tank 22, and the like are arranged inside the hull 2. The ballast tank 21 is a water tank provided in the ship for adjusting the draft, inclination, etc. of the ship. Further, the healing tank 22 is a water tank provided on the side of the central part of the hull in order to correct the inclination of the hull 2 caused by the loading of cargo. The configurations of the ballast tank 21 and the healing tank 22 are not limited to the configurations shown in the drawings.

The ballast tank 21 is connected to an injection / drainage mechanism for injecting / draining seawater from the outside of the ship. The pouring / draining mechanism includes, for example, a ballast pipe 23 connected to the outside of the ship, a ballast pump 24 connected to the ballast pipe 23, and an outboard valve 25 arranged in the ballast pipe 23. By operating the outboard valve 25 and the ballast pump 24, seawater can be injected and drained into the ballast tank 21 via the ballast pipe 23.

The healing tank 22 is arranged above the ballast tank 21, for example, and is configured to communicate with the ballast tank 21 via a connecting pipe 26. Further, the pouring and draining of seawater into the healing tank 22 can be performed by using the pouring and draining mechanism of the ballast tank 21.

ART 31 is arranged on the deck of the hull 2 or on a structure installed on the deck. For example, the ART 31 includes a pair of wing tanks 31a arranged at both ends in the width direction of the ship, a duct 31b connected so as to communicate with each other, and a ventilation cylinder for venting air in the wing tank 31a. It includes a 31c and an air valve 31d arranged in the ventilation tube 31c. The duct 31b is connected to the lower part of the wing tank 31a and has a U-shape as a whole.

As shown in FIG. 1, for example, seawater is contained in ART31. In FIG. 1, for convenience of explanation, the portion filled with seawater is painted in gray and displayed. The seawater moves in the width direction between the pair of wing tanks 31a via the duct 31b, so that the rolling of the hull 2 can be reduced.

When the air valve 31d is open, air can be taken in and out of the ART 31 via the ventilation tube 31c, and the seawater in the ART 31 can be moved left and right. Further, when the air valve 31d is closed, air cannot be taken in and out of the ART 31 through the ventilation cylinder 31c, and the seawater in the ART 31 cannot be moved to the left or right. Therefore, the anti-vibration device 3 can be operated by opening the air valve 31d, and the anti-vibration device 3 can be prevented from operating by closing the air valve 31d.

The anti-vibration device 3 shown in FIG. 1 is a control device 4 that controls switching between a water injection means 32 that supplies seawater into the ART 31, a drainage means 33 that discharges seawater in the ART 31, and a water injection means 32 and a drainage means 33. And have.

The water injection means 32 is arranged in, for example, a seawater suction port 32a arranged on the bottom of the ship, a water injection pipe 32b connecting the seawater suction port 32a and the ART 31, a suction pump 32c arranged in the water injection pipe 32b, and a water injection pipe 32b. The on-off valve 32d and the like are provided. When injecting seawater into the ART 31, seawater is taken from the seawater suction port 32a, the pressure is increased by the suction pump 32c, and then the on-off valve 32d is opened. The on-off valve 32d may be a manual on-off valve that can be manually operated, or an automatic on-off valve that can be operated by remote control.

Further, in order to protect the marine organism environment, the ballast water treatment device 32e may be connected to the water injection pipe 32b. The ballast water treatment device 32e is arranged in parallel with, for example, the water injection pipe 32b. When injecting seawater into the ART 31 via the ballast water treatment device 32e, seawater is taken from the seawater suction port 32a, the pressure is increased by the suction pump 32c, the seawater is treated by the ballast water treatment device 32e, and then the seawater is treated. The on-off valve 32d is opened.

The drainage means 33 includes, for example, a drainage pipe 33a that connects the healing tank 22 and the ART 31, and an on-off valve 33b arranged in the drainage pipe 33a. The drainage pipe 33a is connected so as to communicate with, for example, the connecting pipe 26 of the healing tank 22. The on-off valve 33b may be an automatic on-off valve that can be operated by remote control, or may be a manual on-off valve that can be operated manually.

When draining the seawater in the ART 31, the water injection / drainage mechanism arranged in the ballast tank 21 is used. Specifically, the on-off valve 33b is opened, the seawater in the ART 31 is freely dropped into the healing tank 22 or the ballast tank 21, and then the outboard valve 25 is opened to operate the ballast pump 24, thereby causing the ballast piping. Drain seawater outboard via 23.

In this embodiment, the existing equipment of the hull 2 (ballast tank 21, healing tank 22, etc.) is used to drain the seawater in the ART 31, but the drainage mechanism (ship) is separate from the existing equipment. External valves, drainage pumps, etc.) may be arranged.

The amount of seawater injected into the ART 31 is set according to the conditions such as the ship type, ship type, and planned route of ship 1. The anti-vibration device 3 shown in FIG. 1 is in a state of accumulating 100% of seawater with respect to the set value of ART 31 (water injection state). On the other hand, the anti-sway device 3 shown in FIG. 2 is in a state where the seawater in the ART 31 is emptied (drainage state).

The anti-sway device 3 according to the present embodiment is characterized in that the water injection state / drainage state of the ART 31 is switched according to the loading state of the ship 1. The "loading state" is intended to include the type of cargo to be loaded, the loading capacity, the loading method, and the like. In the present embodiment, for example, the water injection state / drainage state is switched for each navigation section of the ship 1. Which navigation section to be in the water injection state or the drainage state may be calculated in advance according to the navigation schedule, or may be calculated during the port call.

For example, as shown in FIG. 3, the vessel 1 in the loading state S1 departs from the port A, calls at the port B to be in the loading state S2, calls at the port C to be in the loading state S3, and returns to the port A. Imagine a case. Here, the section from Port A to Port B is defined as the navigation section R1, the section from Port B to Port C is defined as the navigation section R2, and the section from Port C to Port A is defined as the navigation section R3.

In the present embodiment, after the cargo plan for the route is determined, it is determined whether it is better to inject seawater into the ART 31 or to drain the seawater from the ART 31 for each of the navigation sections R1 to R3. The anti-sway device 3 can be operated in the navigation section (for example, navigation section R2) in which water is injected into the ART 31, and the anti-sway device 3 can be operated in the navigation section (for example, navigation sections R1 and R3) drained from ART 31. You can prevent it from happening. In the navigation section R2 in which water is injected into the ART 31, it is possible to switch the operation / non-operation of the anti-vibration device 3 according to the sea weather conditions and the like.

In the present embodiment, "it is better to inject seawater into ART31" means that, as shown in FIG. 1, 100% of seawater is accumulated with respect to the set value of ART31 (water injection state). Means. Further, "it is better to drain the seawater from the inside of the ART 31" means that the seawater in the ART 31 is drained and emptied (drained state) as shown in FIG.

In FIG. 3, ART 31 is set to the drainage state in the navigation section R1, ART 31 is set to the water injection state in the navigation section R2, and ART 31 is set to the drainage state in the navigation section R3. Specifically, in Port A, if seawater is flooded in ART31, the seawater may be drained, and if the inside of ART31 is empty, that state may be maintained. .. Next, at Port B, seawater is injected into ART31. Next, at Port C, seawater is drained from inside ART31.

Seawater injection / drainage is controlled by the control device 4. The control device 4 may be incorporated in, for example, a control panel arranged on the anti-sway device 3 or the hull 2, may be a dedicated computer, or may be composed of a plurality of computers. The control device 4 has a setting function for setting a schedule for water injection / drainage of seawater, and an operation function for operating the anti-sway device 3 according to the schedule. The setting function may be processed by a computer installed in the onshore facility.

The control device 4 calculates the rolling natural period in the loaded state from the GM (metacentric height) of the ship 1 calculated by the loading computer, and then the anti-sway rate of the anti-sway device 3 in each wave period. Is calculated, and it is determined whether to inject water into ART 31 or drain ART 31. The criteria for water injection / drainage will be described later.

At the time of water injection, after opening the on-off valve 32d, the suction pump 32c is operated to pump seawater into the ART 31. After the water injection is completed, the on-off valve 32d is closed, and then the suction pump 32c is stopped. At the time of drainage, the on-off valve 33b is opened to drop the seawater in the ART 31 into the ballast tank 21 and the healing tank 22. After the drainage is completed, the on-off valve 33b is closed. The control device 4 controls, for example, the operation of the suction pump 32c, the on-off valve 33b, and the like. The remaining operations are processed manually or by the control means of Vessel 1.

Here, the method of determining the operation / non-operation of the anti-vibration device 3 will be described with reference to FIG. FIG. 4 is a diagram showing the relationship between the wave period of the anti-rolling tank and the rolling angle. In FIG. 4, the horizontal axis shows the wave period Tw (s), and the vertical axis shows the rolling angle (°) of the hull 2.

In FIG. 4, the first roll angle α of the ship 1 with respect to the wave cycle Tw in the water injection state in which seawater is stored in the ART 31 is shown by a solid line, and the ship 1 with respect to the wave cycle Tw in the drainage state in which the seawater in the ART 31 is emptied is shown by a solid line. The second roll angle β of is illustrated by a alternate long and short dash line. These graphs may be calculated based on past data or may be calculated by a simulation model.

As shown in FIG. 4, it can be seen that the second roll angle β has one high peak with respect to the wave period Tw. Further, it can be seen that the first roll angle α has two low peaks so as to sandwich the peak of the second roll angle β. Now, the wave periods at the intersections P and Q of the graph of the first roll angle α and the graph of the second roll angle β are defined as Tp and Tq, respectively.

When the wave period Tw is Tp or less (Tw ≦ Tp), the first roll angle α shows a larger value than the second roll angle β. Further, even when the wave period Tw is Tq or more (Tw ≧ Tq), the first roll angle α shows a larger value than the second roll angle β. On the other hand, in the range where the wave period Tw is Tp to Tq (Tp <Tw <Tq), the first roll angle α shows a smaller value than the second roll angle β.

Therefore, when the wave period Tw is in the range of Tp to Tq (Tp <Tw <Tq), the air valve 31d is opened, the anti-vibration device 3 is set to the operating state (the seawater in the ART 31 can move left and right), and the wave is set. In the range where the cycle Tw is Tp or less (Tw ≦ Tp) or Tq or more (Tw ≧ Tq), the air valve 31d is closed and the anti-vibration device 3 is put into a non-operating state (a state in which the seawater in the ART 31 cannot move left and right). Set. Such an operation is processed by the control panel attached to the anti-vibration device 3, but the control panel and the control device 4 may be shared.

Here, the range in which the wave period Tw is Tα to Tβ (the range of Tp <Tw <Tq) is referred to as an “effective range”, and the wave period Tw is in the range of Tp or less (Tw ≦ Tp) or Tq or more (Tw ≧ Tq). Will be referred to as an "invalid range".

At this time, the operation / non-operation of the anti-sway device 3 is determined by whether or not the rolling natural period calculated based on the loading state of the ship 1 is included in the effective range. Specifically, when the rolling natural period is included in the effective range, the air valve 31d is opened to operate the anti-sway device 3, and when the natural rolling period is included in the ineffective range, the air valve 31d is closed to operate the anti-sway device. Do not activate 3.

Then, the judgment criteria for water injection / drainage of the control device 4 can be set by using, for example, the above-mentioned effective range. For example, the control device 4 determines "water injection" when the effective range is wide, and determines "drainage" when the effective range is narrow. Here, whether or not the effective range is wide is determined by the interval between the wave periods Tp and Tq. For example, it can be determined that the interval between the wave periods Tp and Tq is wide when the interval is 2 seconds or more, and narrow when the interval is less than 2 seconds.

That is, the control device 4 calculates the first roll angle α and the second roll angle β, and calculates a range in which the first roll angle α is smaller than the second roll angle β as an effective range. It is configured to determine the injection / drainage of ART 31 based on the width of this effective range. The above-mentioned numerical value of "2 seconds" is merely an example, and is not limited to such a numerical value.

Further, the control device 4 can also determine water injection / drainage based on the magnitudes of the first roll angle α and the second roll angle β. For example, if the ratio of the maximum value of the second roll angle β to the maximum value of the first roll angle α is 1.3 or more, it is judged as “water injection”, and if it is less than 1.3, it is judged as “drainage”. can do.

That is, the control device 4 calculates the first roll angle α and the second roll angle β, and based on the ratio of the maximum value of the second roll angle β to the maximum value of the first roll angle α, ART 31 It may be configured to determine the pouring and drainage of. The above-mentioned numerical value of "1.3" is merely an example, and is not limited to such a numerical value.

The control device 4 determines water injection / drainage based on both the conditions of the wide effective range and the ratio of the maximum value of the second roll angle β to the maximum value of the first roll angle α. Alternatively, the water injection / drainage may be determined based on either of the conditions.

According to the anti-sway device 3 of the ship 1 according to the above-described embodiment, it is determined from the loading state of the ship 1 whether it is better to inject water into the ART 31 or drain the ART 31. The water injection state or drainage state of ART 31 can be switched for each navigation section.

When trying to control the natural period of ART during navigation like a conventional anti-vibration device, it is difficult to keep up with changes in the navigation status of the ship, which makes the anti-vibration device expensive. May cause problems such as.

On the other hand, in the anti-vibration device 3 according to the present embodiment, when the anti-vibration effect of the anti-vibration device 3 is significant, the ART 31 is set to the water injection state, and the anti-vibration effect of the anti-vibration device 3 is meaningless. In some cases, since the ART 31 is set to the drainage state, the anti-vibration device 3 can function as effectively as possible in the navigation section in which the cargo state meets the design conditions of the ART 31. Further, in the navigation section where the anti-sway device 3 may increase the rolling of the hull 2 depending on the load state, the adverse effect of the ART 31 is reduced by forcibly preventing the anti-sway device 3 from operating. can do.

Therefore, by using the anti-rolling device 3 according to the present embodiment, even when the center of gravity of the hull 2 changes depending on the loading state, as in a general cargo ship or a bulk carrier, the ART 31 is injected and drained. A simple structure can be used to efficiently impart an anti-vibration effect.

Further, by adopting the anti-vibration device 3 according to the present embodiment, when the seawater in the ART 31 is drained, the weight of the ship 1 can be reduced, the load capacity is increased, the fuel consumption is reduced, and the fuel consumption is reduced. It is also possible to improve the stability.

As described above, the method of swaying the ship 1 according to the present embodiment is the method of swaying the ship 1 equipped with the ART 31, and whether it is better to inject water into the ART 31 or to drain the ART 31. , It is made to judge from the loading state of the ship 1. Specifically, the vibration damping method of the ship 1 according to the present embodiment is processed by the control device 4 described above.

Next, a modified example of the ship 1 and the anti-sway device 3 according to the present embodiment will be described with reference to FIGS. 5 to 6 (B). Here, FIG. 5 is an overall configuration diagram showing a first modification of the ship and the anti-sway device according to the present embodiment. 6A and 6B are overall configuration views showing other modifications of the ship and the anti-sway device according to the present embodiment, where FIG. 6A is a second modification and FIG. 6B is a third modification. The same components as those in the embodiment shown in FIG. 1 are designated by the same reference numerals and duplicated description will be omitted.

The first modification shown in FIG. 5 is a modification of the structure of ART31. Specifically, in the ART 31 shown in FIG. 5, instead of a ventilation cylinder that adjusts the amount of air in the ART 31 when the seawater swings, an air duct 31e that connects the upper portions of the pair of wing tanks 31a so as to be able to communicate is arranged. It is a thing. An air valve 31f is arranged in the middle portion of the air duct 31e.

Even with this configuration, by opening and closing the air valve 31f, the water in the ART 31 can be switched between a state in which it can move left and right and a state in which it cannot move. In this way, even when the operation / non-operation of the anti-sway device 3 is switched, the ART 31 can be injected and drained as in the present embodiment described above.

The configuration of the ART 31 is not limited to the configuration shown in the above-described embodiment and the first modification, and may be another configuration as long as the water injection means 32 and the drainage means 33 are provided.

In the above-described embodiment, the case where seawater is injected into the ART 31 is described, but water other than seawater (for example, fresh water) may be injected. In the modified examples shown in FIGS. 6 (A) and 6 (B), fresh water is injected into the ART 31.

In the second modification shown in FIG. 6A, the water injection means 32 and the drainage means 33 are connected to the water storage tank 34 mounted on the ship 1. The water injection means 32 is composed of, for example, a water injection pipe 32b, a suction pump 32c, and an on-off valve 32d. The drainage means 33 is composed of, for example, a drainage pipe 33a and an on-off valve 33b. The water injection pipe 32b and the drainage pipe 33a are connected to the water storage tank 34. The water storage tank 34 may be arranged on the deck of the hull 2 or may be arranged under the deck of the hull 2.

The third modification shown in FIG. 6B is configured so that the water injection means 32 can be connected to the water source 35 arranged in the onshore facility. The water injection means 32 is composed of, for example, a water injection pipe 32b, a suction pump 32c, and an on-off valve 32d. The tip of the water injection pipe 32b is configured so that a hose connected to the water source 35 can be connected.

In the third modification, the drainage means 33 is connected to the ballast tank 21 and the healing tank 22, but when fresh water is injected into the ART 31, the drainage means is drained to the tank arranged in the onshore facility. Alternatively, the water may be drained into the sea without going through the ballast tank 21 and the healing tank 22.

The present invention is not limited to the above-described embodiment, and it goes without saying that various modifications can be made without departing from the spirit of the present invention.

1 Ship, 2 Hull, 3 Anti-Rolling Device, 21 Ballast Tank, 22 Healing Tank, 23 Ballast Piping, 24 Ballast Pump, 25 Outer Valve, 26 Connecting Piping, 31 ART (Anti-Rolling Tank), 31a Wing Tank, 31b Duct , 31c Ventilation pipe, 31d air valve, 31e air duct, 31f air valve, 32 water injection means, 32a seawater suction port, 32b water injection pipe, 32c suction pump, 32d on-off valve, 32e ballast water treatment device, 33 drainage means, 33a drain pipe, 33b On-off valve, 34 water storage tank, 35 water source, R1 to R3 navigation section, Tw wave period, α first roll angle, β second roll angle

Claims (12)

1. It is a ship anti-rolling device equipped with an anti-rolling tank.
   A water injection means for supplying water into the anti-rolling tank and
   The drainage means for draining the water in the anti-rolling tank and
   A control device for controlling switching between the water injection means and the drainage means is provided.
   The control device is configured to determine from the loading state of the ship whether it is better to inject water into the anti-rolling tank or drain the anti-rolling tank.
   A ship anti-sway device characterized by that.
2. The control device is for the first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. The second roll angle is calculated, the range in which the first roll angle is smaller than the second roll angle is calculated as the effective range, and the anti-rolling tank is based on the width of the effective range. The anti-sway device for a ship according to claim 1, which is configured to determine pouring and drainage.
3. The control device is for the first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. It is configured to calculate the second roll angle and determine the pouring and draining of the anti-rolling tank based on the ratio of the maximum value of the second roll angle to the maximum value of the first roll angle. , The anti-sway device for a ship according to claim 1.
4. The water injection means was arranged in the seawater suction port arranged on the bottom of the ship, the water injection pipe connecting the seawater suction port and the anti-rolling tank, the suction pump arranged in the water injection pipe, and the water injection pipe. The anti-sway device for a ship according to claim 1, further comprising an on-off valve.
5. The ship's anti-sway device according to claim 4, wherein the water injection pipe is connected to a ballast water treatment device.
6. The ship rocking device according to claim 1, wherein the drainage means includes a drainage pipe connecting the healing tank or ballast tank and the antirolling tank, and an on-off valve arranged in the drainage pipe.
7. The ship's anti-sway device according to claim 1, wherein the water injection means or the drainage means is connected to a water storage tank mounted on the ship.
8. The ship's anti-sway device according to claim 1, wherein the water injection means is configured to be connectable to a water source arranged in a land facility.
9. A ship characterized by being equipped with the anti-sway device of the ship according to claims 1 to 8.
10. It is a method of damping a ship equipped with an anti-rolling tank.
    Whether it is better to inject water into the anti-rolling tank or drain the inside of the anti-rolling tank is determined from the loading state of the ship.
    A method of anti-swaying a ship, which is characterized by that.
11. The first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the second roll angle of the ship with respect to the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. Is calculated, the range in which the first roll angle is smaller than the second roll angle is calculated as the effective range, and the pouring and draining of the anti-rolling tank is determined based on the width of the effective range. The method for swaying a ship according to claim 10.
12. The first roll angle of the ship with respect to the wave cycle of the water injection state in which water is stored in the anti-rolling tank and the second roll angle of the ship with respect to the wave cycle of the drainage state in which the water in the anti-rolling tank is emptied. The ship according to claim 10, wherein the injection / drainage of the anti-rolling tank is determined based on the ratio of the maximum value of the second roll angle to the maximum value of the first roll angle. How to reduce the vibration.
    

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