Two-shaft four-rudder ship
By configuring a pair of propeller shafts, left and right high-lift rudders, and a rudder motor thrust system on a two-shaft ship, and independently controlling the rudder angle combination of the high-lift rudders, the problem of complex steering of a two-shaft, two-rudder ship is solved, and stable ship handling performance and ease of maneuverability in the low-speed range are achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- JAPAN HAMWORTHY
- Filing Date
- 2024-10-03
- Publication Date
- 2026-05-12
AI Technical Summary
Existing two-shaft, two-rudder ships present complexities in steering and speed control, especially in achieving stable ship handling performance at high and low speeds, and steering is cumbersome when a single engine is operating.
It employs a thrust system consisting of a pair of propeller shafts, a pair of high-lift rudders on the left and right, and multiple rudder motors. The steering control device independently controls the combination of rudder angles of the high-lift rudders to change the direction of the propeller wake, thereby achieving precise control of the thrust around the stern. It also has the functions of low-speed turn-on and turn-on speed adjustment.
It achieves stable ship maneuverability and speed control in two-axle vessels, especially in the low-speed range where it can turn around and adjust speed on the spot without the need for main engine reversal, thus improving the ease of directional and speed control.
Smart Images
Figure CN122029100A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a two-shaft, four-rudder ship with a pair of high-lift rudders behind each propeller, and is a technology that enables easy ship handling. Background Technology
[0002] In the past, for example, in the two-shaft, two-rudder ship shown in Japanese Patent Publication No. 2010-195302, a pair of left and right propellers were arranged side by side at the rear of the hull, and a pair of left and right rudders were arranged side by side at the rear of the hull, which was further aft of the left and right propellers and closer to the center of the hull. The pair of rudders had a first guide surface facing inward on opposite sides and a second guide surface facing outward on opposite sides, such that the bulge of the second guide surface in the outward direction was more prominent than the bulge of the first guide surface in the inward direction.
[0003] In addition, the two-axle ship shown in Japanese Patent Publication No. 2012-35786 has a pair of left and right stern fins arranged at intervals in the width direction of the hull at the stern of the hull, a pair of left and right propellers arranged at the rear end of the stern fins and a pair of left and right rudders arranged at the rear of the propellers at the stern, and the rudders have movable fins that extend along the width direction of the hull and can rotate around an axis. Summary of the Invention
[0004] In the past, two-shaft, two-rudder vessels were mostly used in medium- and high-speed ships such as ferries, passenger ships, warships, and patrol vessels, as well as shallow-draft or wide-body cargo ships. The propellers of the two shafts rotate in opposite directions on the inner or outer sides, and the propeller wakes are also vortices in opposite directions. Therefore, the hydrodynamics related to steering of two-shaft, two-rudder ships are complex, making it difficult to predict the ship's motion.
[0005] In steering a ship, turning becomes easier by rotating the propeller on one shaft forward and the propeller on the other shaft backward. However, reversing the main engine and steering become cumbersome. Therefore, improved steering and speed control are required. Furthermore, steering becomes complex when one main engine is unusable and only the other is used for steering, necessitating easy maneuverability in two-shaft ships.
[0006] Similar to two-axle ships, there are also examples of ships using a pair of podded boosters at the stern. While the ship's maneuverability is good due to the 360-degree rotation via the podded boosters, on the other hand, the lack of a rudder behind the propeller results in poor heading performance.
[0007] The present invention addresses the aforementioned problems and aims to provide a two-shaft, four-rudder ship with excellent maneuverability, capable of easy direction and speed control.
[0008] To address the aforementioned issues, the two-shaft, four-rudder ship of the present invention is characterized by: a ship control system comprising a thrust system and a thrust control system; the thrust system comprising: a pair of propeller shafts rotating in opposite directions; propulsion propellers mounted on each propeller shaft and having a pair of opposite blade angles positioned at the stern; a pair of high-lift rudders positioned behind each propeller; and multiple servo motors, each driving a high-lift rudder; the ship control system comprising a steering control device, wherein, while the propellers rotate constantly in the forward direction, the steering control device uses each servo motor to independently control each high-lift rudder. The steering control device operates at various angles, changing the combination of rudder angles of the pair of high-lift rudders corresponding to each propeller, thereby controlling the direction of the propeller wake of each propeller and the direction of the thrust acting around the stern of the ship. The steering control device has a low-speed turn-on function. In low-speed ship maneuvering, when the left and right propellers are rotating at a constant low speed in the forward direction, the low-speed turn-on function sets the pair of high-lift rudders corresponding to one propeller to a reversing rudder angle and sets the pair of high-lift rudders corresponding to the other propeller to a forward rudder angle, thereby performing a turn-on ship maneuver.
[0009] The two-shaft, four-rudder ship of the present invention is characterized by: a ship control system comprising a thrust system and a thrust control system; the thrust system comprising: a pair of propeller shafts rotating in opposite directions; propulsion propellers mounted on each propeller shaft and having a pair of opposite blade angles positioned at the stern; a pair of high-lift rudders positioned behind each propulsion propeller; and multiple rudders, each driving a high-lift rudder. The ship control system includes a steering control device, which, while the propulsion propellers are rotating constantly in the forward direction, uses each rudder to independently move each high-lift rudder at various angles, changing the combination of rudder angles of the pair of high-lift rudders corresponding to each propeller, thereby controlling each... The direction of the propeller wake of the propeller controls the direction of the thrust acting around the stern of the ship. The steering control device has a turning speed adjustment function. In low-speed ship maneuvering, when the left and right propellers are rotating at a constant low speed in the forward direction, the turning speed adjustment function controls the rudder angle to maintain a symmetrical rudder angle for a pair of high-lift rudders corresponding to one propeller and to increase or decrease the rudder angle within the retreating rudder angle range. It also controls the rudder angle to maintain a symmetrical rudder angle for a pair of high-lift rudders corresponding to the other propeller and to increase or decrease the rudder angle within the forward rudder angle range. This controls the torque acting around the stern of the ship and adjusts the turning speed in low-speed ship maneuvering.
[0010] According to the above structure, in the two-shaft, four-rudder ship of the present invention, by changing the combination of the rudder angles of a pair of high-lift rudders corresponding to each propeller, each propeller wake generated from each propeller can be reliably and independently controlled by a pair of high-lift rudders, and the direction of the thrust acting around the stern of the ship can be controlled. Therefore, easy and stable ship maneuverability can be achieved in a two-shaft ship.
[0011] Generally speaking, in the low-speed range, the rudder is less effective, and the operation of temporarily increasing the output of the main engine to make the propeller wake stronger is performed. However, this operation is not required in the two-shaft, four-rudder ship of the present invention.
[0012] That is, in the two-shaft, four-rudder ship of the present invention, during low-speed ship maneuvering, when the left and right propellers are rotating at a constant low speed in the forward direction, by setting a pair of high-lift rudders corresponding to one propeller as a reversing rudder angle, the reversing thrust acts on one side of the stern; by setting a pair of high-lift rudders corresponding to the other propeller as a forward rudder angle, the forward thrust acts on the other side of the stern. Therefore, without the need for main engine reversal or output increase operations, it is possible to achieve on-the-spot turning maneuvering in the low-speed range.
[0013] Furthermore, in the two-shaft, four-rudder ship of the present invention, during low-speed ship maneuvering, while the left and right propellers are rotating at a constant low speed in the forward direction, the magnitude of the backward thrust acting on one side of the stern can be adjusted by controlling the rudder angle of a pair of high-lift rudders corresponding to one propeller within the backward rudder angle range. Similarly, the magnitude of the forward thrust acting on the other side of the stern can be adjusted by controlling the rudder angle of a pair of high-lift rudders corresponding to the other propeller within the forward rudder angle range. This eliminates the need for main engine reversal or output increase operations. By controlling the torque acting around the stern of the hull, the turning speed during low-speed ship maneuvering can be adjusted. Therefore, ship maneuvering performance that allows for easy bow direction control and turning speed control can be achieved. Attached Figure Description
[0014] Figure 1 This is a schematic diagram illustrating the thrust system and ship handling system of a two-shaft, four-rudder ship according to an embodiment of the present invention.
[0015] Figure 2 This is a schematic diagram showing the outline of the thrust system in this embodiment.
[0016] Figure 3 This is a side view showing the structure of the stern and bow sections in this embodiment.
[0017] Figure 4 This is a schematic diagram of the ship's control console, showing the steering control device in this embodiment.
[0018] Figure 5 This is a block diagram illustrating the structure of the ship's control console in this embodiment.
[0019] Figure 6 This is a schematic diagram illustrating the working range of the high-lift rudder in this embodiment.
[0020] Figure 7 This is a schematic diagram showing the combined rudder angle and propulsion direction of the high-lift rudder in each of the ship maneuvers in this embodiment, namely (a) forward, (a) hovering, and (c) backward.
[0021] Figure 8 This is a schematic diagram showing the combined rudder angles and propulsion directions of the high-lift rudders in the following ship maneuvers: (d) turn to port, (e) turn to port, turn to port on the spot (+thruster thrust), (f) stop to port, turn to starboard on the spot (+thruster thrust), and (g) turn to port.
[0022] Figure 9 This is a schematic diagram showing the combined rudder angles and propulsion directions of the high-lift rudders in the ship maneuvers of (h) turn to STBD., (i) turn to STBD., turn to STBD. on the spot (+thruster thrust), (j) back to STBD., turn to port on the spot (+thruster thrust), and (k) turn to STBD.
[0023] Figure 10 This is a schematic diagram showing the combined rudder angle and propulsion direction of the high-lift rudder in each of the following ship maneuvers in the low-speed range: (n) turning to starboard on the spot and (m) turning to port on the spot. Detailed Implementation
[0024] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0025] (Structure of the embodiment)
[0026] like Figures 1 to 5 As shown, the two-shaft, four-rudder ship in this embodiment has a thrust system 100 and a ship handling system (steering control device) 200 for controlling the thrust system 100.
[0027] The thrust system 100 includes: a pair of propeller shafts 110a and 110b arranged at the stern of the hull 110, rotating in opposite directions; propellers 101a and 101b equipped on each propeller shaft 110a and 110b and arranged at the stern, each having a pair of opposite blade angles; a pair of high-lift rudders 102a and 102b on the starboard side behind each propeller 101a and 101b, and a pair of high-lift rudders 103a and 103b on the port side.
[0028] Each of the high-lift rudders 102a, 102b, 103a, and 103b is configured to turn 105° outboard and 35° inboard. Furthermore, with both propellers 101a and 101b rotating in the forward direction, the pair of high-lift rudders 102a and 102b on the starboard side or the pair of high-lift rudders 103a and 103b on the port side can operate independently at various angles. By changing the combination of the rudder angles of the pair of high-lift rudders 102a, 102b, 103a, and 103b on both sides, the propeller wake can be distributed to the desired direction as a target, and the thrust in each direction can be freely changed.
[0029] Therefore, by controlling the propeller wakes of the propellers 101a and 101b on both sides, the thrust around the stern can be controlled in 360° all directions, enabling ship maneuvers such as forward and backward movement, stopping, forward turning, and backward turning, allowing for free control of the ship's movement.
[0030] Furthermore, the thrust system 100 includes: vane-type rudders 104a, 104b, 105a, and 105b that drive the high-lift rudders 102a, 102b, 103a, and 103b; rudder control devices (servo amplifiers) 106a, 106b, 107a, and 107b that control the vane-type rudders 104a, 104b, 105a, and 105b; a bow booster 108 disposed on the bow side of the hull 110 and a booster control device 109 that controls the bow booster 108; and main engines 111a and 111b that drive each propeller 101a and 101b.
[0031] In addition, each of the pump units 151a, 151b, 152a, 152b, rudder angle transmitters 153a, 153b, 154a, 154b, feedback units 155a, 155b, 156a, 156b and rotary vane servos 104a, 104b, 105a, 105b are connected, and the feedback units 155a, 155b, 156a, 156b are connected to the rudder control devices 106a, 106b, 107a, 107b.
[0032] The ship control system 200, which serves as a steering control device, is housed in the ship control console 250. The console frame integrally includes the following structures: a gyro azimuth display unit 252 that displays a gyro compass 251; an automatic ship control unit 253 that uses a GPS compass and operates the ship in an automatic control-based control mode; a joystick ship control unit 255 that operates the ship in a control mode based on a joystick 254; a manual ship control unit 257 that operates the ship in a control mode based on a manual steering wheel 256; a non-follow-up ship control unit 259 that operates the ship in a control mode based on non-follow-up steering joysticks 258a, 258b, 258c, and 258d; and a mode switching unit 261 that switches between the various ship control units using a mode switching switch 260.
[0033] Furthermore, it includes: a display device 262 with a touch panel on the screen; an image control unit 263 that controls the image displayed on the display device 262; an emergency stop unit 265 that allows the ship to be operated in an emergency stop mode prior to all other operating modes by operating the emergency stop button 264; a rudder angle indicator unit 280 that provides rudder angle indication via counter-rotating blade rudders 104a, 104b, 105a, and 105b of rudder control devices 106a, 106b, 107c, and 107d; an electronic chart display unit 282 that displays a nautical electronic chart on the display device 262; a route setting unit 283 that sets the ship's predetermined route on the nautical electronic chart; a course correction unit 284 that eliminates the ship's position deviation relative to the route; a low-speed range ship control switch button 285 that switches to low-speed range ship control; and a low-speed range ship control unit 286 for performing low-speed range ship control.
[0034] The image control unit 263 selectively displays or simultaneously displays a chart display image 266 that reflects a nautical electronic chart, a gyro bearing display image 267 that reflects the gyro bearing, a bearing display operation image 268 for touch operation of the gyro bearing display unit 252 on the monitor screen, and an automatic ship control operation image 269 for touch operation of the automatic ship control unit 253 on the monitor screen.
[0035] The control unit 255 is configured to operate the control stick 254 in any direction in the X-Y direction, control the commanded movement direction of the ship according to the tilt direction of the control stick 254, and control the commanded speed in the bow and stern directions and the commanded speed in the turning direction of the ship according to the tilt angle in the tilt direction.
[0036] The control unit 255 controls the rudder angles of a pair of high-lift rudders 102a, 102b, 103a, and 103b on both sides to rudder angles set according to the tilt direction of the control stick 254. It also combines the rudder angles of the high-lift rudders 102a, 102b, 103a, and 103b on both sides to redirect the thrust of the propeller wake towards the target direction. Using the vane-type servos 104a, 104b, 105a, and 105b, the rudder angles of the pair of high-lift rudders 102a, 102b, 103a, and 103b on both sides are controlled within a range of 105° outward and 35° inward. (Ref.) Figure 6 )
[0037] exist Figures 7-9 The document explains the basic rudder angle combinations of high-lift rudders 102a, 102b, 103a, and 103b, as well as the status, name, propeller wake, and direction of motion of control stick 254.
[0038] exist Figures 7-9 The rudders are shown in a horizontal cross-section, with their respective rudder angles indicated beside or below them. Rightward rudder angles are represented by positive (+), and leftward by negative (─). Names for combinations of these rudder angles are listed. The propeller wake is depicted with thin arrow lines, while the resulting direction of propulsion is depicted with thick hollow arrow lines.
[0039] The rudder angles shown below are illustrative of this embodiment and are not intended to limit the invention. Hereinafter, the pair of high-lift rudders 102a, 102b and the pair of high-lift rudders 103a, 103b on both sides are the same pattern. The port rudder and starboard rudder described below refer to the port rudder and starboard rudder of each of the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides.
[0040] Figure 7 As shown, (a) forward (AHEAD) is achieved with a pair of high-lift rudders 102a, 102b, 103a, and 103b on both sides, with the port rudder at 0° and the starboard rudder at 0°. Similarly, (b) hovering, which brings the hull to a stop, is achieved with the port rudder at -75° and the starboard rudder at +75°, and (c) asterning (ASTERN) is achieved with the port rudder at -105° and the starboard rudder at +105°.
[0041] Figure 8The following diagrams illustrate the different actions involved: (d) Turn to Port: Port rudder -35°, Starboard rudder -35°; (e) Rotate to Port: Port rudder -70°, Starboard rudder -35°; (f) Stern to Port: Port rudder -105°, Starboard rudder +45° to +75°; and (g) Astern to Port: Port rudder -105°, Starboard rudder +75° to +105°.
[0042] Figure 9 The following diagrams illustrate the different actions involved: (h) Turn to STBD.: rudder +35° on the port side and +35° on the starboard side; (i) Rotate to STBD.: rudder +35° on the port side and +70° on the starboard side; (j) Stern to STBD.: rudder -45° to -75° on the port side and +105° on the starboard side; (k) Astern to STBD.: rudder -75° to -105° on the port side and +105° on the starboard side.
[0043] Furthermore, when (e) making a forward port turn (ROTATE TO PORT), the thrust of the bow booster 108 is applied to the starboard side to increase the port turn speed, which becomes a stationary port turn (ROTATE TO PORT ON THE SPOT (+THRUSTER THRUST)). When (i) making a forward starboard turn (ROTATE TO STBD.), the thrust of the bow booster 108 is applied to the port side to increase the starboard turn speed, which can achieve a stationary starboard turn (ROTATE TO STBD. ON THE SPOT (+THRUSTER THRUST)).
[0044] Similarly, when (f) backing to port, the speed of turning to starboard is increased by applying the thrust of the bow booster 108 to the port side, which becomes a stationary turn to starboard on the spot (+thruster throat). When (j) backing to port, the speed of turning to port is increased by applying the thrust of the bow booster 108 to the starboard side, which becomes a stationary turn to port on the spot (+thruster throat).
[0045] Furthermore, the ship is steered in a positive transverse direction while maintaining the bow heading, as follows. For example, when backing to port (f), the ship moves to port by applying the thrust of the bow booster 108 to the starboard side, and when backing to starboard (j), the ship moves to starboard by applying the thrust of the bow booster 108 to the port side.
[0046] Thus, a two-shaft, four-rudder ship equipped with a pair of high-lift rudders 102a, 102b and 103a, 103b on both sides and a bow booster 108 can reliably and independently control each propeller wake generated from each propeller 101a, 101b by varying the combination of the rudder angles of the pair of high-lift rudders 102a, 102b and 103a, 103b on both sides corresponding to each propeller 101a, 101bb, and control the direction of the thrust acting around the stern of the hull. Therefore, easy and stable ship maneuverability can be achieved in a two-shaft ship.
[0047] Additionally, when performing low-speed maneuvering, the low-speed vessel control unit 286 for low-speed maneuvering is activated by pressing the low-speed vessel control switch button 285. The low-speed vessel control unit 286 has a low-speed turn-on function unit 287 and a turn-on speed adjustment function unit 288. With the activation of the low-speed vessel control unit 286, the vessel is switched to low-speed vessel control mode based on the rudder angle control of the control stick 254.
[0048] The automatic ship control unit 253 guides and controls the ship to a pre-set route based on the ship's current position information, guidance path information, and stationary position information using a GPS compass and electronic chart system.
[0049] When the emergency stop button 264 is pressed in an emergency, regardless of the control state indicated by the control lever 254 or the control being performed in another control mode, the emergency stop unit 265 cancels the rudder angle involved in the current ship control, turns the port rudder 103 to port (clockwise when viewed from above) and the starboard rudder 102 to starboard (counterclockwise when viewed from above) to full rudder (maximum rudder angle), and applies braking force to the ship to stop it.
[0050] The manual ship control unit 257 controls the rudder angles of the two high-lift rudders 102 and 103 by rotating the manual steering wheel 256.
[0051] The non-servo steering unit 259 steers to the starboard or port side depending on the time of operation of the non-servo steering sticks 258a and 258b.
[0052] The following explains the function of the above structure.
[0053] Joystick-based steering mode
[0054] The joystick-based control mode is selected by switching the operation mode 260. The joystick ship control unit 255 uses the joystick 254 to issue commands for the ship's hull movement direction, bow and stern thrust, and beam thrust.
[0055] In this ship's maneuvering, the two-shaft, four-rudder ship, equipped with a pair of high-lift rudders 102a, 102b and 103a, 103b on both sides and a bow booster 108, can make various changes by combining the rudder angles of the pair of high-lift rudders 102a, 102b and 103a, 103b on both sides corresponding to each propeller 101a, 101bb. This allows for independent and reliable control of each propeller wake generated from each propeller 101a, 101b using the pair of high-lift rudders 102a, 102b and 103a, 103b, enabling 360° all-around control of the direction of thrust acting around the stern of the ship. Therefore, easy and stable ship maneuverability can be achieved in a two-shaft ship.
[0056] In this ship's maneuvering, there is no need for the propeller to reverse its thrust (propeller reversal). The main engine can always rotate forward to perform various ship maneuvering controls. Even without increasing or decreasing the speed of the main engine, the ship's speed can be steplessly and precisely controlled from the maximum forward speed corresponding to the current propeller speed to the maximum reverse speed by increasing or decreasing the rudder angle of the two rudders.
[0057] Generally, the rudder is less effective in the low-speed range, so it is necessary to temporarily increase the output of the main engine to make the propeller wake stronger. However, such an operation is not required in the two-shaft, four-rudder ship of this embodiment.
[0058] In this embodiment of the two-shaft, four-rudder ship, when performing low-speed maneuvering while navigating at low speeds in harbor or congested waters, pressing the low-speed maneuvering switch button 285 activates the low-speed maneuvering unit 286 for low-speed maneuvering. Activation of the low-speed maneuvering unit 286 switches to low-speed maneuvering mode based on rudder angle control using the joystick 254.
[0059] In the low-speed range ship handling mode, the steering direction is indicated by tilting the control stick 254. Using the low-speed range turn-on function 287, the rudder angles of a pair of high-lift rudders 102a, 102b, 103a, and 103b on both sides are adjusted while the left and right propellers 101a and 101b rotate at a constant speed in the forward direction.
[0060] For example, Figure 10The ship maneuvering shown in (n) for turning to starboard (ROTATE TO STBD. ON THE SPOT) involves adjusting a pair of high-lift rudders 102a and 102b on the starboard side, corresponding to one propeller 101a on the starboard side, to reverse rudder angles, in this case -105° and +105°, thereby applying reverse thrust to the starboard side of the stern. Then, by adjusting a pair of high-lift rudders 103a and 103b on the port side, corresponding to the other propeller 101b on the port side, to forward rudder angles, in this case 0° and 0°, forward thrust is applied to the port side of the stern. Therefore, turning to starboard can be achieved in the low-speed range without the need for reversing or increasing the output of the main engines 111a and 111b. In this maneuvering, the booster thrust of the bow booster 108 is generally not required, but it is sometimes utilized depending on the situation.
[0061] in addition, Figure 10 The (m) stationary port turn-on-the-spot maneuver shown is achieved by setting a pair of starboard high-lift rudders 102a and 102b corresponding to one starboard propeller 101a to forward rudder angles, here 0° and 0°, thereby applying forward thrust to the starboard side of the stern. Then, by setting a pair of high-lift rudders 103a and 103b corresponding to the other port propeller 101b to reverse rudder angles, here -105° and +105°, thereby applying reverse thrust to the port side of the stern. Therefore, stationary port turn-on-the-spot maneuvering can be achieved in the low-speed range without the need for reversing or increasing the output of the main engines 111a and 111b.
[0062] In the low-speed range ship handling mode, while the left and right propellers 101a and 101b are rotating at a constant speed in the forward direction, the turning speed adjustment function unit 288 is used to control the bow direction and turning speed based on the tilt angle of the control stick 254.
[0063] For example, in Figure 10 In the ship maneuvering shown in (n) of turning to starboard, the reverse thrust on the starboard side of the stern is increased or decreased by controlling the following: corresponding to the tilt angle of the control stick 254, the pair of starboard high-lift rudders 102a, 102b corresponding to one of the starboard propellers 101a are maintained at symmetrical rudder angles, and the rudder angle is increased or decreased within the reverse rudder angle range, which is -75° to -105° and +75° to +105°.
[0064] In addition, Figure 10In the ship maneuvering shown in (n) of turning to starboard, the forward thrust on the port side of the stern is increased or decreased by controlling the following: corresponding to the tilt angle of the control stick 254, while keeping the pair of high-lift rudders 103a, 103b on the port side corresponding to the other propeller 101b on the port side at symmetrical rudder angles, the rudder angle is increased or decreased within the range of the forward rudder angle, which is in this case from -75° to 0° and from +75° to 0°.
[0065] Here, it can be a structure that simultaneously controls a pair of high-lift rudders 102a and 102b and a pair of high-lift rudders 103a and 103b on both sides, or it can be a structure that controls only one of them. Figure 10 The boat maneuvering for (b) turning port on the spot is the same, so the explanation is omitted.
[0066] In this way, there is no need for the reverse operation or output increase operation of the main engine mechanism 111a and 111b. Instead, the torque acting on the stern of the hull is controlled to adjust the turning speed in low-speed maneuvering. Therefore, it is possible to achieve ship maneuvering performance that allows for easy bow direction control and turning speed control.
[0067] Based on the emergency stop maneuvering mode
[0068] By pressing the emergency stop button 264, the emergency stop unit 265 is activated, enabling the vessel to stop urgently over all other control modes. That is, regardless of the steering mode or other control mode of the control lever 254, switching to the forced reverse mode (with the port rudder set to 105° and the starboard rudder set to 105°) via the emergency stop unit 265 generates very large braking and reverse forces. Therefore, compared to ship control based on propeller reversal, the vessel can be stopped in a very short time and over a very short distance.
[0069] In addition, in the forced reverse mode, it is not necessary to stop the main engine mechanisms 111a and 111b and restart the reverse, so the ship will not become uncontrollable in the ship's maneuvering, thus enabling it to respond quickly to situations during navigation.
[0070] Furthermore, in ship handling based on the emergency stopping unit 265, when the ship turns due to its characteristics, interference, or other reasons, or when it is necessary to change the direction of propulsion, including the bow position, simply by operating the control lever 254, the ship can be freely maneuvered using the control lever 254 to avoid obstacles, just like normal control lever operation.
[0071] Automatic control-based operation mode
[0072] During normal navigation and ship handling, the operation mode switch 260 selects the automatic control-based operation mode.
[0073] The automatic ship control operation image 269 is displayed on the monitor screen of the display device 262. By touching the monitor screen, the ship's position, desired direction, desired destination, or bow and stern line position are input to the automatic ship control unit 253, and the ship is automatically guided to control the ship according to the set route.
[0074] Furthermore, the electronic chart for navigation is displayed as chart display image 266 on the monitor screen of the display device 262 using the electronic chart display unit 282, and the predetermined route of the ship is set on the electronic chart for navigation using the route setting unit 283.
[0075] The automatic ship control unit 253 appropriately controls the rudder angle based on the ship's current position information, guidance path information, and stop position information. The automatic control maintains the route indicated by the gyrocompass as the desired forward bearing or bow-stern line bearing set in the automatic ship control operation image 269.
[0076] Based on manual control mode
[0077] The operation mode switch 260 selects the operation mode based on the manual steering wheel 256. In this operation mode, by rotating the manual steering wheel 256, the rudder angles of the two pairs of high-lift rudders 102a, 102b, 103a, and 103b on each side are instructed to the manual ship control unit 257, and the ship is maneuvered by controlling the rudder angles of the two high-lift rudders 102a, 102b, 103a, and 103b.
[0078] Non-follow-up control mode
[0079] The operation mode switch 260 selects the operation mode based on the non-follow-up steering sticks 258a and 258b. In this operation mode, the non-follow-up ship control unit 259 controls the rudder to starboard or port by adjusting the corresponding rotary blade steering gears 104a, 104b, 105a, and 105b according to the time of port and starboard operation of the non-follow-up steering sticks 258a and 258b.
[0080] (Explanation of reference numerals in the attached image)
[0081] 100: Thrust system; 101: Propeller; 102a, 102b, 103a, 103b: High-lift rudders; 104a, 104b, 105a, 105b: Rotary vane rudders; 106a, 106b, 107a, 107b: Rudder control devices; 108: Bow booster; 109: Booster control device; 110: Hull; 110a, 110b 151a, 151b, 152a, 152b: Propeller shaft; 153a, 153b, 154a, 154b: Pump unit; 155a, 155b, 156a, 156b: Rudder angle transmitter; 155a, 155b, 156a, 156b: Feedback unit; 200: Ship control system; 250: Ship control console; 251: Gyrocompass; 252: Gyro bearing display unit; 253: Automatic ship control unit; 25 4: Control stick; 255: Control stick boat control unit; 256: Manual steering wheel; 257: Manual boat control unit; 258a, 258b: Non-follow-up steering stick; 259: Non-follow-up boat control unit; 260: Mode switch; 261: Mode switching unit; 262: Display device; 263: Image control unit; 264: Emergency stop button; 265: Emergency stop unit; 266: Chart display image; 267: Gyro bearing display image; 268: Bearing display unit operation image; 269: Automatic boat control operation image; 280: Rudder angle indicator; 282: Electronic chart display unit; 283: Route setting unit; 285: Low-speed range boat control switch button; 286: Low-speed range boat control unit; 287: Low-speed range turn-on function unit; 288: Turn-on speed adjustment function unit
Claims
1. A two-shaft, four-rudder ship, characterized in that, A ship handling system that includes a thrust system and controls the thrust system. The thrust system includes: a pair of propeller shafts rotating in opposite directions; propulsion propellers mounted on each propeller shaft and having a pair of opposite blade angles positioned at the stern; a pair of high-lift rudders positioned behind each propulsion propeller; and multiple servo motors, each driving one of the high-lift rudders. The ship's steering system includes a steering control device. With the propellers rotating constantly in the forward direction, this device uses servo motors to independently move each high-lift rudder at various angles, changing the combination of rudder angles of the pair of high-lift rudders corresponding to each propeller. This controls the direction of the propeller wake and, consequently, the direction of the thrust acting around the stern of the ship. The steering control device has a low-speed turn-on-the-spot function. In low-speed ship maneuvering, when the left and right propellers are rotating at a constant low speed in the forward direction, the low-speed turn-on-the-spot function will set the pair of high-lift rudders corresponding to one propeller to the reverse rudder angle and the pair of high-lift rudders corresponding to the other propeller to the forward rudder angle, thereby performing a turn-on-the-spot ship maneuver.
2. A two-shaft, four-rudder ship, characterized in that, A ship handling system that includes a thrust system and controls the thrust system. The thrust system includes: a pair of propeller shafts rotating in opposite directions; propulsion propellers mounted on each propeller shaft and having a pair of opposite blade angles positioned at the stern; a pair of high-lift rudders positioned behind each propulsion propeller; and multiple servo motors, each driving one of the high-lift rudders. The ship's steering system includes a steering control device. With the propellers rotating constantly in the forward direction, the steering control device uses servo motors to independently move each high-lift rudder at various angles, changing the combination of rudder angles of the pair of high-lift rudders corresponding to each propeller. This controls the direction of the propeller wake and the direction of the thrust acting around the stern of the ship. The steering control device has a turning speed adjustment function. In low-speed ship maneuvering, when the left and right propellers are rotating at a constant low speed in the forward direction, the turning speed adjustment function controls the pair of high-lift rudders corresponding to one propeller to maintain symmetrical rudder angles and increases or decreases the rudder angles within the retreating rudder angle range, and controls the pair of high-lift rudders corresponding to the other propeller to maintain symmetrical rudder angles and increases or decreases the rudder angles within the forward rudder angle range. It controls the torque acting around the stern of the hull and adjusts the turning speed in low-speed ship maneuvering.