JP2556593B2 - Anti-sway cabin and its anti-sway method - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a swinging cabin for reducing or preventing sea sickness of passengers in passenger ships, ferry boats and the like.

[Conventional technology]

Conventionally, there is a general belief that "a ship sways", and in response to this, various devices have been devised in order to realize a more comfortable ride. By using fin stabilizers and anti-sway tanks, rolling (rotational motion centering on the long axis of the hull) has been successfully attenuated by more than 90%. However, for pitching (rotational motion in which the bow and stern alternate up and down) and heaving (up and down motion of the hull) that occur with ultra-long waves and high wave heights, generally available inexpensive and effective vibration reduction technology. Has not been established.

In addition, conventional techniques are generally occupied with research aiming at the ultimate goal of "no shaking". However, this is not a practical solution for the following reasons. For example, for passenger ships sailing in the open ocean, the maximum heaving exceeds 5 m. In order to form a space in the ship for making this wobbling zero, the space must be capable of raising and lowering motions whose magnitude is equal to the momentum of the hull lifting and the direction is opposite. And, it is easily imagined that the raising and lowering device for that purpose and the securing of the space require a great deal of cost.

Therefore, in reality, there is no technology for effectively reducing the shaking, and people who are prone to seasickness suffer great pain each time they board the ship. For these reasons, the expansion of ship enthusiasts and users is hindered.

[Problems to be Solved by the Invention]

By the way, when considering seasickness, it seems that it is not always necessary to reduce the sway to zero. For example, even if the shaking is reduced to 1/2, most people who are prone to seasickness will be free from extreme pain. It is said that a person who has overcome mild sea sickness can tolerate it, and even if he / she encounters greater upset, he / she will not be sea sick and will rather enjoy the sway.

There is also a close relationship between seasickness and acceleration, especially vertical acceleration. If the acceleration is small, seasickness will not occur even if the amount of exercise is large. And, if the acceleration is about 0.2 G or less, it is said that no seasickness will occur, or even if seasickness can be alleviated. In addition, it is also known that the angular acceleration (pitching and rolling rotation acceleration) is preferably small, and that the swing cycle is shorter than the long cycle and sea sickness is less likely to occur.

Further, not all passengers are prone to sea sickness, so it is usually necessary to take preventive measures for some passengers who are prone to sea sickness.

The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to provide an anti-sway cabin that can be accommodated with less shaking than the shaking of the hull.

[Means for solving the problem]

In order to achieve the above object, the present invention is capable of inclining and ascending / descending the cabin through a cabin formed independently of the hull structure portion and a plurality of suspension lines driven by a plurality of electric winches. An elevating device for supporting, a sway detecting means for detecting a sway of the hull, a cabin position detecting means for detecting a height and an inclination of the cabin, and an angular acceleration of the sway of the hull in response to an output signal from the sway detecting means. And a calculation means for calculating the ascending / descending acceleration, and a control means for driving the lifting device by a signal from the cabin position detecting means and a signal from the calculating means.

In addition, as a method of reducing the swaying of the ship's sway, the ship's cabin, which is provided inside the ship independently of the hull structure, is supported so that it can be tilted and moved up and down via a plurality of suspension lines driven by a plurality of electric winches. The motion detection means detects motion of the hull by dividing it into vertical acceleration and angular acceleration, and
The cabin position detecting means detects the height and inclination of the cabin, and when the vertical acceleration applied to the hull is large, the cabin is tilted in the opposite direction to perform the lifting control operation and the tilt control operation separately to reduce the shaking of the cabin. It is configured to rock.

〔Example〕

An embodiment of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 1 is a hull structure, and the left and right sides of the drawing are the front and rear directions of the ship. Reference numeral 2 denotes a ship room which becomes a swinging ship room, which is supported by the skeleton 3 to maintain necessary strength and is independent of the hull structure 1 without being fixed. Further, the cabin 2 is provided in a place with the least shaking in the hull, that is, on the centerline of the hull and slightly near the center of the hull near the waterline.

In the cabin 2, a plurality of suspension lines 4 are locked upward. Then, these suspension lines 4 extend upward and extend to the hull structure 1
It is connected to an electric winch 6 installed diagonally above and to the right of the cabin 2 through a guide pulley 5 provided on the ceiling of the cabin 2 to suspend the cabin 2. The electric winch 6 is of a type capable of forward and reverse rotation and capable of shifting. The four corners of the cabin 2 can be independently raised and lowered, the cabin can be tilted, and the entire cabin can be raised and lowered.

Reference numeral 7 is a passage that connects the cabin 2 and the passage 1a on the hull side, and the peripheral wall portion 7a is made of a flexible member that can expand and contract and tilt.
It is formed in a bellows shape and a handrail is provided if necessary.
The floor is divided into a hull side floor 7b and a cabin side floor 7c. One end of the hull side floor 7b is rotatably supported by a support roller 8 provided in the hull structure 1, and a storage space 7d having an opening at the other end is formed on the lower side. The cabin side floor 7c is slidably accommodated therein with one end thereof protruding. The cabin side floor 7c is formed by bending the tip end portion 7e of the above-mentioned protruding end portion and inserting it into the groove 2a formed in the floor of the cabin 2. In this way, the hull side floor 7b and the cabin side floor 7c
Defines a floor of a passage 7 that is expandable and contractible as a whole, and connects the cabin 2 and the floor 1a on the hull structure 1 side.
If the hull-side floor 7b and the cabin-side floor 7c are made of a flexible material, twisting can be tolerated. The cabin 2 and the passage 7 are separated by a door 9, and the passage 7 and the hull-side passage 1a are separated by a door 10.

On both sides of the cabin 2, there are guide rails 11 which are erected upward from the lower part of the hull structure 1, and guide rollers 12 provided on the left and right lower parts of the cabin 2 are in pressure contact with the guide rails 11. Pistons 12a are connected to these guide rollers 12, and each piston 12a is fitted in each buffer cylinder 13, and hydraulic oil from a hydraulic unit 15 is supplied to this buffer cylinder 13 via a hydraulic pipe 14. It Therefore, when the cabin 2 is pushed to one side due to the inclination of the hull or the like, pressure is applied to the hydraulic oil in the buffer cylinder 13 on the pushed side. And
It moves from the hydraulic pipe 14 through the variable throttle valve 15a in the hydraulic unit 15 into the other buffer cylinder 13 at an appropriate speed. As a result, the buffer cylinder 13 to be pressed attenuates the pressing force while shrinking, and the guide roller 12 of the other buffer cylinder 13 is reduced.
Extends to maintain contact with the guide rail 11. In this way, the cabin 2 suspended by the suspension rope 4 is prevented from swinging like a pendulum.

Although not shown, an automatic locking device is provided between the cabin 2 and the guide rail 11 to prevent the cabin 2 from falling when the suspension cable 4 is cut.

Above the guide rail 11 on the right side of the figure, a large number of non-contact type switches 16a such as proximity switches are provided in a straight line, and in the cabin 2, a protrusion 16b facing these switches 16a is provided upright. ing. The same structure is provided in other places, such as between the guide rail 11 on the left side of the figure and the cabin 2,
When the switch 16b approaches any one of the switches 16a, the switch circuit is closed so that the position of the protrusion 16b, that is, the height and the inclination of the cabin 2 can be known. That is, the switch 16a and the protrusion 16b constitute the position detecting means 16 for measuring the position of the cabin 2.

The hull structure 1 is provided with a wobbling detecting means 17 for detecting wobbling of the hull at the lower right part of the figure. This shaking detection means 17
Inside, there is a three-dimensional accelerometer, a two-dimensional inclinometer and an AD converter, which detects the inclination angle of the hull, rotational acceleration and vertical acceleration, converts them into digital signals, and inputs them into the calculating means 18.

The calculating means 18 includes a position detecting means 16 and a shake detecting means 17
In response to the signal from, the operation amount, the operation time and the operation speed for the elevation control and the tilt control of the cabin 2 are determined and the control signal is output to the next control means 19.

The control unit 19 operates the lifting device 6 according to the control signal input from the calculation unit 18. Also, it is possible to switch between automatic operation and manual operation. Furthermore, in the event of an abnormal situation such as a blackout of the power supply or an emergency such as a fire or a marine accident, emergency operation for landing the cabin 2 is performed so that the personnel in the cabin 2 can safely evacuate. It is equipped with instruments that have the functions and perform the necessary display. The dotted lines in the figure are electric wires for connecting each device.

Next, the basic principle of the present invention will be described. First, the relationship between hull motion and sea sickness and the method of reducing shaking will be described with reference to FIG.

FIG. 2 (a) is a diagram in which the vertical axis represents the distance H from the wave front to the reference water surface 1 and the horizontal axis represents the wave phase angle θ. As shown in the figure, when considering a sinusoidal wave having a wavelength L that is sufficiently longer than the length of the ship, the ship moves up and down in proportion to the distance H while exhibiting the same inclination as the wave surface in which it is located. Is repeated. In the figure, 1 indicates the reference water surface.

Here, when observing the place with the least shaking in the hull, that is, on the center line of the hull, at a point P near the waterline, which is slightly behind the center of the hull, the amplitude of this vertical movement is equal to the amplitude of the hull, The angle of inclination of the floor surface provided parallel to the water line here is also equal to the angle of inclination φ of the hull. The acceleration in the vertical direction is equal to that of the hull, and the acceleration in the horizontal direction is equal to that of the hull only in angular acceleration (acceleration of rotational movement), and horizontal movement is small.

On the other hand, when observing the bow portion, the angular acceleration is equal to that of the hull motion, and the amplitude of vertical movement is larger than that of the central part of the hull as a result of so-called swing motion of the hull motion, and thus the fluctuation range of the vertical acceleration is also large. Further, this oscillating motion also causes a horizontal motion in the front-back direction.

FIG. 2 (b) is a diagram in which the vertical axis represents the angular acceleration α and the horizontal axis represents the phase angle θ. The change in the acceleration of the hull inclination angle θ, that is, the angular acceleration, is positive when the bow is raised and when the bow is bowed. The one that goes down is shown as negative. According to this figure, the absolute value of the angular acceleration is maximum when the hull is at the top or bottom of the wave. And when the hull is near the reference water surface,
The absolute value of the angular acceleration is a small value. As described above, since a large acceleration easily causes seasickness, it is easy for seasickness in the part I of FIG. 2 (b), that is, in the range near the top or bottom of the wave, and in the part II away from this. It can be said that it is hard to get seasick.

FIG. 2 (c) is a diagram in which the vertical axis represents the vertical acceleration β and the horizontal axis represents the phase angle θ, and the vertical acceleration change received by the hull is represented by gravitational acceleration 1G being 0. . When the hull is near the top or bottom of the wave, that is, at the portion of I, the acceleration is close to 0, so sea sickness is less likely to occur. When the hull is near the reference water surface l, the head drop per unit time is the largest and the acceleration is also the largest. Therefore, sea sickness is easy in the II part.

From the above, when the hull is located at the portion I near the top or bottom of the wave, the cabin 2 may be tilted in the direction opposite to the swing by the lifting operation of the lifting device 6 in order to reduce the angular acceleration. Further, when the hull is located at the portion II, that is, near the reference water surface, the cabin 2 may be lifted in the opposite direction by the lifting device 6 in order to reduce the vertical acceleration. FIG. 2 (d) shows the above-described anti-sway operation, in which the vertical axis indicates the vertical movement value h of the elevator device 6 at the front end of the cabin, the horizontal axis indicates the phase angle θ, and the inclination control is performed at the portion I. Lifting control is performed in part II.
In this case, the lifting amount h ₁ for lifting control and the lifting amount h ₂ for tilting control are set so that h ₁ > h ₂ by appropriately setting the size of the cabin 2 and the control angle. is there.

FIG. 2 (e) is a diagram showing the swaying of the cabin when the anti-swing operation shown in FIG. 2 (d) is performed, and the vertical axis represents angular acceleration α and vertical acceleration β in FIG. 2 (b) and It is shown in the same manner as (c), and the horizontal axis indicates the phase angle θ. In the figure, the solid line indicates the angular acceleration α, and the dotted line indicates the vertical acceleration β. By such a swinging motion, it is possible to reduce the swing amplitude including the vertical motion of the hull and the acceleration due to the swing.
At the same time, long-period sway can be converted into a short-period sway without continuity, and sea sickness can be reduced and reduced.

Next, the operation of the present invention will be described. When the hull is shaken by the waves, the shaking detection means 17 detects the acceleration in the three-dimensional direction and the inclination of the hull. On the other hand, by the cabin position detecting means 16,
The height and inclination of the cabin 2 are detected. The detection signals of the cabin position detecting means 16 and the shaking detection means 17 are calculated by the calculating means 18
Is input to

 The calculation means 18 performs the following processing.

First, the magnitude and period of the ship's amplitude are calculated. Here, the amplitude means both the angular amplitude due to pitching and rolling and the vertical amplitude due to heaving. This amplitude is measured by the motion detecting means 17 for the acceleration at each moment and the inclination angle of the hull. Therefore, if the wave is assumed to be a sine wave, the calculating means 18 calculates the amplitude, phase, period, etc. be able to. However, in practice, there is a problem with the followability, so the amplitude, phase, and period are specified by measuring several cycles and calculating the average value.

Next, a calculation is performed to switch the portion I for tilt control and the portion II for elevation control at the set timing. In principle, this switching can be arbitrarily determined. Therefore, in the present invention, a phase angle capable of efficiently cutting a portion having a large angular acceleration and a large vertical acceleration is provided at ± 60 ° from the top and bottom.

Therefore, the amount of ascent and descent that the ship receives from the waves at this boundary is the value obtained by multiplying the wave height by sin 30 ° = 50%. Here, assuming that the wave height is the maximum wave received when the ship normally sails, that is, the planned maximum amplitude, the distance by which the lifting device 6 moves up and down the cabin for lifting control is the above-mentioned planned maximum amplitude.
50% is good. Also, the amount of elevation for tilt control can be obtained by multiplying the sin value of the planned control angle by the length of the cabin. Here, the planned control angle is set to about ± 3 °, which is the frequency of appearance during normal voyage for general medium and large ships. In this way, by absorbing the vibration applied to the hull to about half and not absorbing it completely, the installation of the device becomes easy, and the vibration can be reduced very economically.

Furthermore, the position signal from the position detecting means 16 provided in the cabin 2 calculates the amount to be raised and lowered for the control of the height and the inclination of the cabin 2.

The above calculation result is input to the control means 19 as a control signal. The elevating device 6 is operated by this signal, and tilt control and elevating control are performed.

The tilt control is performed by making the lifting amounts of the lifting devices 6 different, and the lifting control is performed by moving the lifting devices up and down all at once by the same amount. The ascending / descending speed is also determined by an instruction from the control means 19. In addition, in order to facilitate the control of the rocking motion, the basic pattern is to preferentially perform the lifting control with a large amount of exercise and to separately perform the lifting control operation and the tilt control operation.

Due to the above action, the shaking of the cabin 2 is reduced to less than half of the shaking of the hull, and the inside of the cabin 2 is in an environment where it is hard to get seasick.

By the way, the cycle of the amplitude and the wave height are not constant, and change from moment to moment. Therefore, the calculating means 18 always calculates the above-mentioned average value every several latest cycles so that it can cope with the change in the amplitude. Further, since the average value of several cycles is used for control, a deviation occurs from the actual amplitude, but this is a slight difference, which is not a practical problem, and the effectiveness of the swing is not impaired.

Further, the calculating means 18 calculates and obtains the rotation direction (elevation direction) of each elevating device 6 required for control and the speed and amount thereof for each cycle.

Next, when the hull momentum is less than or equal to the planned maximum amplitude, and when the anti-sway cabin is automatically controlled, how is the amplitude of the anti-swing cabin set relative to the amplitude of the hull, and what is the cycle of vibration? Explain whether to set to.

If the maximum amplitude of the damping cabin is set to 50% of the planned maximum amplitude of the hull, the amplitude of the damping cabin equals the amplitude of the hull if the actual maximum amplitude of the hull is within 50% of the maximum planned amplitude. It can be "following control". At this time, if the tilt control and the elevating control are performed at the same time, the cabin 2 is almost unswayed, so that seasickness does not become a problem.

In the range where the actual maximum amplitude received by the hull exceeds 50% of the designed maximum amplitude, only 50% of the actual amplitude is applied to the damping cabin, which is "proportional control". At this time, the motion of the ship is transmitted to the cabin 2 by being halved, and the part with a large acceleration can be cut to 0.2 G or less. Moreover, as shown in FIG. 2 (e), since the long-period amplitude is transmitted with a short period, it is difficult to cause seasickness from this point as well, and even if the seasickness is caused, it can be lightly done. In addition, as a control method that attaches importance to economical efficiency, even if the hull amplitude changes, the swaying cabin can always be subjected to "quantitative control" with the maximum amplitude.

It should be noted that the above vibration reduction is possible for all of pitching, rolling and heaving. However, with respect to rolling, if the vibration is reduced by another conventional vibration reduction method (for example, fin stabilizer), the device and control can be simplified.

〔The invention's effect〕

As described above, according to the present invention, it is possible to obtain a vibration-reducing cabin that is substantially in a stable state when the hull receives a small amount of shaking. Further, even when the shake is large, the shake can be reduced in a portion where the acceleration is high, and sea sickness can be eliminated or reduced.

Therefore, it is effective when used during stormy weather such as winter when the shaking is particularly large. Further, since there is no fear of sea sickness, it is possible to expect an increase in the number of users of the ship, which is particularly effective.

[Brief description of drawings]

FIG. 1 is a diagram showing the structure of the anti-sway cabin of the present invention, and FIGS. 2 (a) to 2 (e) are diagrams illustrating the principle of the anti-sway of the present invention. 1 ... hull structure, 2 ... cabin, 6 ... lifting device, 7 ...
Movable passage, 16 ... Ship position detecting means, 17 ... Sway detecting means, 18 ... Computing means, 19 ... Control means.

Claims (3)

(57) [Claims] 1. A cabin, which is formed inside the boat independently of the hull structure, and a lifting device which supports the cabin so as to be tiltable and vertically movable through a plurality of suspension lines driven by a plurality of electric winches, and a hull. Shake detection means for detecting the shake of the ship, a cabin position detection means for detecting the height and inclination of the cabin, and an angular acceleration of the hull of the ship and an acceleration of ascent and descent in response to an output signal from the shake detection means. And a control means for driving the lifting device according to a signal from the cabin position detecting means and a signal from the computing means. 2. The anti-sway cabin according to claim 1, wherein the cabin and the hull structure are connected by a passage that can be expanded, contracted, tilted, and twisted to separate the hull from the hull structure. 3. A ship cabin, which is provided inside the ship independently of the hull structure, is supported so as to be capable of inclining and ascending and descending through a plurality of suspension lines driven by a plurality of electric winches, and the motion of the hull is detected by a motion detecting means. In addition to detecting the vertical acceleration and the angular acceleration separately, the height and inclination of the cabin are detected by the cabin position detection means, and when the vertical acceleration applied to the hull is large, the cabin is tilted in the opposite direction to raise and lower control operation and inclination. A swinging method for a ship cabin, characterized in that the control operation is performed separately to reduce the swinging of the ship cabin.