JP7742178B2 - Two-screw, four-rudder ship - Google Patents

Description

This invention relates to a twin-shaft, four-rudder vessel with twin propulsion and a pair of high-lift rudders behind each propeller, and relates to technology that enables easy maneuvering.

A conventional twin-shaft, twin-rudder ship, such as that shown in Patent Document 1, has a pair of left and right propellers mounted side by side at the rear of the hull, and a pair of left and right rudders mounted side by side at the rear of the hull, rearward of the pair of left and right propellers and closer to the center of the hull.The pair of rudders have first guide surfaces on the inboard side that face each other and second guide surfaces on the outboard side that do not face each other, with the outboard bulge of the second guide surface protruding further than the inboard bulge of the first guide surface.

The twin-screw vessel shown in Patent Document 2 has a pair of left and right skeg sections spaced apart in the width direction of the hull at the stern of the hull, a pair of left and right propellers located at the rear ends of the skeg sections, and a pair of left and right rudders located behind the propellers at the stern, with the rudders extending along the width direction of the hull and equipped with movable fins that can rotate around an axis.

Patent Publication No. 2010-195302 Patent Publication No. 2012-35786

Traditionally, twin-shaft, twin-rudder systems have often been adopted for medium- to high-speed vessels such as ferries, passenger ships, naval vessels, and patrol boats, as well as shallow draft or wide cargo ships. The propellers on each of the two shafts rotate in opposite directions on the inboard or outboard side, and the propeller wakes also create swirling flows in opposite directions. As a result, the fluid forces involved in steering a twin-shaft, twin-rudder vessel are complex, and it is not easy to estimate the vessel's motion.

When maneuvering a ship, rotating the propeller on one shaft in the forward direction and the propeller on the other shaft in the reverse direction makes turning easy, but this complicates the reversal of the main engine and steering, so there is a need for improved maneuvering performance in terms of directional control and speed control. Furthermore, if one main engine becomes inoperable and the ship must be steered using only the other main engine, steering becomes complicated, so twin-screw ships require easier maneuverability.

Like twin-screw vessels, some vessels use a pair of podded propellers at the stern. While the podded propellers are said to have good maneuverability due to their 360-degree rotation, they do not have a rudder behind the propellers, making them less capable of keeping course.

In addition, Dynamic Positioning Systems (DPS) are used to control the movement of ships and floating structures in deep waters with high precision to maintain a predetermined position, direction, and course. These systems use propellers and side thrusters to provide control force against external forces from disturbances such as wind, waves, and currents.

The present invention aims to solve the above problems by providing a single-propeller, twin-rudder ship that can easily control direction and speed and can perform position-keeping maneuvers with high stationary positioning performance at low speeds.

In order to solve the above-mentioned problems, the twin-shaft, four-rudder ship of the present invention is equipped with an integrated thrust system and a steering system that controls the integrated thrust system, and each of the starboard thrust system and port thrust system that make up the integrated thrust system is equipped with a propeller shaft, a propeller mounted on the propeller shaft and located at the stern, a pair of left and right high-lift rudders located behind the propeller propellers, and a plurality of steering gears that drive each high-lift rudders, and both propeller shafts rotate in opposite directions and both propellers have opposite blade angles, and the steering system is equipped with a steering control device that operates each high-lift rudders independently to various angles with each steering gear while the propellers of the starboard thrust system and port thrust system are rotating at a constant speed in the forward direction, and by changing the combination of rudder angles of the pair of high-lift rudders corresponding to each propeller, controls the direction of the propeller wake of each propeller and controls the direction of thrust acting around the stern on the hull. The steering control device has a parallel movement steering unit that combines the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system to translate the hull in any direction during low-speed maneuvering, and the parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and controls the thrust of the starboard thrust system in a state where the turning moment to the port side and the turning moment to the starboard side acting on the hull are balanced. The port rearward movement function section of the parallel movement steering section sets the pair of high-lift rudders of the port thrust system to an astern steering angle, sets the port-side high-lift rudders of the starboard thrust system to an astern steering angle, and sets the starboard-side high-lift rudders to a +75° rudder angle to the right, which is a hover rudder angle for stopping in place, and combines the thrust of both port thrust systems to obtain a propulsive force for parallel movement to the port rearward.

In the twin-propeller, four-rudder ship of the present invention, the port rearward movement function unit shifts the pair of high-lift rudders of the port thrust system within the astern steering angle range to a rudder angle of +75° to the right for the starboard side high-lift rudders and -75° to the left for the port side high-lift rudders , which are hover rudder angles that stop the ship in place, while maintaining the port side high-lift rudders of the starboard thrust system at an astern steering angle, and shifting the starboard side high-lift rudders from a rudder angle of +75° to the right, which is a hover rudder angle that stops the ship in place, to a forward steering angle, thereby having a parallel movement speed adjustment function unit that decelerates and controls the speed of parallel movement.

The twin-shaft, four-rudder ship of the present invention comprises an integrated thrust system and a steering system that controls the integrated thrust system, and each of the starboard thrust system and port thrust system that make up the integrated thrust system comprises a propeller shaft, a propeller mounted on the propeller shaft and positioned at the stern, a pair of left and right high-lift rudders positioned behind the propeller propellers, and a plurality of steering gears that drive each high-lift rudders, and both propeller shafts rotate in opposite directions and both propellers have opposite blade angles. The steering system comprises a steering control device that, while the propellers of the starboard thrust system and the port thrust system are rotating at a constant speed in the forward direction, operates each high-lift rudders independently to various angles using each steering gear, and by changing the combination of rudder angles of the pair of high-lift rudders corresponding to each propeller, controls the direction of the propeller wake of each propeller and controls the direction of thrust acting around the stern on the hull. The system has a parallel movement steering unit that combines the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system to translate the hull in any direction during low-speed maneuvering, and the parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system in a state where the turning moment to the port side and the turning moment to the starboard side acting on the hull are balanced. The thrust of the thrust systems is integrated to obtain propulsive force for parallel movement in any direction, and the starboard rearward movement function unit possessed by the parallel movement steering unit sets the pair of high-lift rudders of the starboard thrust system to an astern steering angle, sets the high-lift rudders on the starboard side of the port thrust system to an astern steering angle, and sets the high-lift rudders on the port side to a rudder angle of -75° to the left, which is a hover rudder angle for stopping in place, and combines the thrust of both thrust systems to obtain propulsive force for parallel movement to the starboard rearward.

In the twin-propeller, four-rudder ship of the present invention, the starboard rearward movement function unit shifts the pair of high-lift rudders of the starboard thrust system within the astern steering angle range to a rudder angle of +75° to the right for the starboard side high-lift rudders and -75° to the left for the port side high-lift rudders , which are hover rudder angles that stop the ship in place, while maintaining the starboard side high-lift rudders of the port thrust system at an astern steering angle and shifting the port side high-lift rudders from a rudder angle of -75° to the left, which is a hover rudder angle that stops the ship in place, to a forward steering angle, thereby having a parallel movement speed adjustment function unit that decelerates and controls the speed of parallel movement.

The twin-shaft, four-rudder ship of the present invention comprises an integrated thrust system and a steering system that controls the integrated thrust system, and the starboard thrust system and port thrust system that make up the integrated thrust system each comprise a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles, The maneuvering system is provided with a steering control device that operates each of the high-lift rudders independently at various angles with each steering gear while the propulsion propellers of the starboard thrust system and the port thrust system rotate at a constant rate in the forward direction, and by changing the combination of the rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, controls the direction of the propeller wake of each propulsion propeller and controls the direction of thrust acting around the stern on the hull, and the steering control device controls the thrust of the starboard thrust system in low-speed maneuvering. The ship has a parallel movement steering unit that combines the direction of force action and the direction of thrust action of the port thrust system to translate the hull in any direction, and the parallel movement steering unit controls the direction of thrust action of the starboard thrust system and the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while the turning moment to port and the turning moment to starboard acting on the hull are balanced. Therefore, the port forward movement function section of the parallel movement steering section is characterized in that it sets the pair of high-lift rudders of the port thrust system to a hover rudder angle for stopping on the spot, with the starboard side high-lift rudders at +75° to the right and the port side high-lift rudders at -75° to the left , sets the port side high-lift rudders of the starboard thrust system to a forward rudder angle, and sets the starboard side high-lift rudders at a hover rudder angle for stopping on the spot of +75° to the right , and combines the thrust of both thrust systems to obtain propulsion for parallel movement to the port front.

In the twin-propeller, four-rudder ship of the present invention, the port side forward movement function unit maintains the pair of high-lift rudders of the port side thrust system at a rudder angle of +75° to the right for the starboard side high-lift rudders and -75° to the left for the port side high-lift rudders, which are hover rudder angles for stopping on the spot, transitions the rudder angle of the port side high-lift rudders of the starboard thrust system to the inboard side, and maintains the starboard side high-lift rudders at a rudder angle of +75° to the right, which is a hover rudder angle for stopping on the spot, and is characterized by having a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed.

The twin-shaft, four-rudder ship of the present invention is equipped with an integrated thrust system and a steering system that controls the integrated thrust system, and the starboard thrust system and port thrust system that make up the integrated thrust system each have a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles, and the steering system The system is equipped with a steering control device that operates each of the high-lift rudders independently at various angles using each steering gear while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, and by changing the combination of the rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, controls the direction of the propeller wake of each propulsion propeller and controls the direction of action of the thrust around the stern acting on the hull, and the steering control device controls the direction of action of the thrust of the starboard thrust system when maneuvering in a low speed range. The parallel translation steering unit combines the direction of action of the thrust of the starboard thrust system and the direction of action of the thrust of the port thrust system to translate the hull in any direction, and the parallel translation steering unit controls the direction of action of the thrust of the starboard thrust system and the direction of action of the thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for translation in any direction when the turning moment to port and the turning moment to starboard acting on the hull are balanced, and the parallel translation steering unit The starboard forward movement function section of the ship is characterized in that the starboard forward movement function section sets the pair of high-lift rudders of the starboard thrust system to a hover rudder angle of +75° to the right for the starboard high-lift rudders and -75° to the left for the port high-lift rudders, which are hover rudder angles for stopping on the spot, sets the starboard high-lift rudders of the port thrust system to a forward rudder angle, and sets the port high-lift rudders to a hover rudder angle of -75° to the left, which is a hover rudder angle for stopping on the spot, and combines the thrust of both thrust systems to obtain propulsive force for parallel movement to the starboard front.

In the twin-propeller, four-rudder ship of the present invention, the starboard forward movement function unit maintains the pair of high-lift rudders of the starboard thrust system at a rudder angle of +75° to the right for the starboard high-lift rudders and -75° to the left for the port high-lift rudders, which are hover rudder angles for stationary movement, transitions the rudder angle of the starboard high-lift rudders of the port thrust system to the inboard side, and maintains the port high-lift rudders at a rudder angle of -75° to the left, which is a hover rudder angle for stationary movement, and is characterized by having a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed.

The twin-shaft, four-rudder ship of the present invention is equipped with an integrated thrust system and a steering system that controls the integrated thrust system. The starboard thrust system and the port thrust system that make up the integrated thrust system each have a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders on the left and right arranged behind the propeller, and a plurality of steering gears that drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles. The maneuvering system is provided with a steering control device that operates each of the high-lift rudders independently at various angles by each steering gear while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, and controls the direction of the propeller wake of each propulsion propeller by changing the combination of the rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of thrust acting around the stern on the hull, and the steering control device controls the direction of thrust acting around the stern on the hull when maneuvering in a low speed range. The parallel movement steering unit combines the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system to move the hull parallel to any direction, and the parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to propel the hull parallel to any direction in a state where the turning moment to the port direction and the turning moment to the starboard direction acting on the hull are balanced. The port lateral movement function section of the parallel movement steering section obtains propulsive force for parallel movement to the port side by setting the high-lift rudder on the port side of the port thrust system to an astern rudder angle, setting the high-lift rudder on the starboard side to a +75° rudder angle to the right, which is a hover rudder angle for stopping in place, setting the high-lift rudder on the port side of the starboard thrust system to a forward rudder angle, and setting the high-lift rudder on the starboard side to a +75° rudder angle to the right, which is a hover rudder angle for stopping in place, and combining the thrust of both thrust systems to obtain propulsive force for parallel movement to the port side.

In the twin-propeller, four-rudder ship of the present invention, the port lateral movement function unit maintains the port-side high-lift rudder of the port thrust system at an astern rudder angle, maintains the starboard-side high-lift rudder at a rudder angle of +75° to the right, which is a hover rudder angle for stopping on the spot, transitions the rudder angle of the port-side high-lift rudder of the starboard thrust system to the inboard side, and maintains the starboard-side high-lift rudder at a rudder angle of +75° to the right, which is a hover rudder angle for stopping on the spot, and is characterized by having a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed.

The twin-shaft, four-rudder ship of the present invention is equipped with an integrated thrust system and a steering system that controls the integrated thrust system. The starboard thrust system and the port thrust system that make up the integrated thrust system each have a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders on the left and right arranged behind the propeller, and a plurality of steering gears that drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles. The maneuvering system is provided with a steering control device that operates each of the high-lift rudders independently at various angles by each steering gear while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, and controls the direction of the propeller wake of each propulsion propeller by changing the combination of the rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of thrust acting around the stern on the hull, and the steering control device controls the direction of thrust acting around the stern on the hull when maneuvering in a low speed range. The parallel movement steering unit combines the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system to move the hull parallel to any direction, and the parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to propel the hull parallel to any direction in a state where the turning moment to the port direction and the turning moment to the starboard direction acting on the hull are balanced. The starboard lateral movement function unit of the parallel movement steering unit obtains a propulsive force for parallel movement to the starboard side by setting the high-lift rudder on the starboard side of the starboard thrust system to an astern steering angle, setting the high-lift rudder on the port side to a steering angle of -75° to the left , which is a hover rudder angle for stopping on the spot, setting the high-lift rudder on the starboard side of the port thrust system to a forward steering angle, and setting the high-lift rudder on the port side to a steering angle of -75° to the left, which is a hover rudder angle for stopping on the spot, and combining the thrust of both thrust systems to obtain a propulsive force for parallel movement to the starboard side.

In the twin-propeller, four-rudder ship of the present invention, the port lateral movement function unit maintains the starboard high-lift rudder of the starboard thrust system at an astern rudder angle, maintains the port side high-lift rudder at a rudder angle of -75° to the left, which is a hover rudder angle for stopping on the spot, transitions the rudder angle of the starboard side high-lift rudder of the port thrust system to the inboard side, and maintains the port side high-lift rudder at a rudder angle of -75° to the left, which is a hover rudder angle for stopping on the spot, and is characterized by having a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed.

With the above configuration, the twin-screw, four-rudder ship of the present invention can reliably control the propeller wakes generated by each propeller independently with a pair of high-lift rudders by changing the combination of rudder angles of a pair of high-lift rudders corresponding to each propeller, thereby controlling the direction of thrust acting on the hull around the stern, thereby achieving easy and stable maneuverability in a twin-screw ship.

Conventional dynamic positioning systems use side thrusters or podded propellers, but these are not necessary for the twin-shaft, four-rudder vessel of the present invention.

In other words, the twin-propeller, four-rudder ship of the present invention has a parallel movement steering unit that combines the direction of thrust from the starboard thrust system and the direction of thrust from the port thrust system to translate the hull in any direction during low-speed maneuvering. The parallel movement steering unit controls the direction of thrust from the starboard thrust system and the direction of thrust from the port thrust system for each high-lift rudders, and combines the thrust from the starboard thrust system and the port thrust system to obtain a propulsive force for parallel movement in any direction when the turning moment to port and the turning moment to starboard acting on the hull are balanced.

This makes it easy to perform avoidance maneuvers in ports and congested waters, berthing and leaving berthing areas, and positioning maneuvers to keep the ship in a specific position.

FIG. 1 is a schematic diagram showing an integrated thrust system and a maneuvering system of a two-propeller, four-rudder ship according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing an overview of an integrated thrust system according to the embodiment. FIG. 2 is a side view showing the configuration of the stern and bow in the embodiment. FIG. 2 is a schematic diagram showing a steering stand of the steering control device according to the embodiment; FIG. 2 is a block diagram showing the configuration of a ship steering stand according to the embodiment; FIG. 4 is a schematic diagram showing the operating range of the high-lift rudder in the embodiment. 5A and 5B are schematic diagrams showing the combined rudder angle and propulsion direction of the high-lift rudder in (a) forward, (b) hover, and (c) reverse maneuvers in the embodiment; Schematic diagrams showing the combined rudder angles and propulsion directions of the high-lift rudder in each of the following maneuvers: (d) forward left turn, (e) forward left turn, on-the-spot left turn (+ thruster thrust), (f) on-the-spot right turn (+ thruster thrust), and (g) astern left turn in the same embodiment. 10A and 10B are schematic diagrams showing the combined rudder angles and propulsion directions of the high-lift rudder in each of the following maneuvers: (h) forward right turn, (i) forward right turn, spot right turn (+ thruster thrust), (j) spot left turn (+ thruster thrust), and (k) astern right turn in the same embodiment. 5A and 5B are schematic diagrams showing the combined rudder angle and propulsion direction of the high-lift rudder in (n) spot starboard turning and (m) spot port turning in low-speed maneuvers in the embodiment; FIG. 10 is a schematic diagram showing (o) a parallel movement to the port rear during low-speed maneuvering in the embodiment, and (p) a combined rudder angle and propulsion direction of a high-lift rudder that obtains a propulsive force for deceleration control during the same movement. 10 is a schematic diagram showing (q) a parallel movement to the starboard rear during low-speed maneuvering in the embodiment, and (r) a combined rudder angle and propulsion direction of a high-lift rudder that obtains a propulsive force for deceleration control during the same movement. FIG. 10 is a schematic diagram showing (s) a forward parallel movement to the port side during low-speed maneuvering in the embodiment, and (t) a combined rudder angle and propulsion direction of the high-lift rudder that obtains a propulsive force for deceleration control during the same movement. FIG. 10 is a schematic diagram showing (u) forward starboard translation during low-speed maneuvering in the embodiment, and (v) the combined rudder angle and propulsion direction of the high-lift rudder that obtains the propulsive force for deceleration control during the translation. FIG. 10 is a schematic diagram showing (w) a parallel movement to the port side during low-speed maneuvering in the embodiment, and (v) a combined rudder angle and propulsion direction of a high-lift rudder that obtains a propulsive force for deceleration control during the same movement. FIG. 10 is a schematic diagram showing (y) a parallel movement to the starboard side during low-speed maneuvering in the embodiment, and (z) a combined rudder angle and propulsion direction of the high-lift rudder that obtains a propulsive force for deceleration control during the same movement.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
(Configuration of the embodiment)
As shown in FIGS. 1 to 5, the twin-propeller, four-rudder ship of this embodiment includes an integrated thrust system 100 and a ship steering system 200 that controls the integrated thrust system 100.

The port thrust system 100a and starboard thrust system 100b that make up the integrated thrust system 100 each include propeller shafts 110a, 110b located at the stern of the hull 110, pusher propellers 101a, 101b mounted on the respective propeller shafts 110a, 110b and located at the stern, and high-lift rudders 103a, 103b located aft of the port pusher propeller 101a and high-lift rudders 102a, 102b located aft of the starboard pusher propeller 101b. The two propeller shafts 110a, 110b rotate in opposite directions, and the two pusher propellers 101a, 101b have opposite blade angles.

Each high-lift rudders 102a, 102b, 103a, 103b is configured to be able to steer 105° outboard (outboard side) and 35° inboard (inboard side). While both propulsion propellers 101a, 101b are rotating in the forward direction, each of the high-lift rudders 102a, 102b, 103a, 103b can be operated independently at various angles. By changing the combination of the rudder angles of the pairs of high-lift rudders 102a, 102b, 103a, 103b on both sides, the propeller wake can be distributed in the desired direction, and thrust in each direction can be freely changed.

Therefore, by controlling the propeller wakes of the propellers 101a and 101b on both sides and controlling the thrust around the stern in all directions (360°), the ship can be steered forward and backward, stopped, turned forward, turned backward, etc., and the ship's movement can be freely controlled.

Furthermore, the integrated thrust system 100 includes rotary vane steering gears 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 rotary vane steering gears 104a, 104b, 105a, and 105b, and main engines 111a and 111b that drive each propeller 101a and 101b.

In addition, pump units 151a, 151b, 152a, 152b, rudder angle transmitters 153a, 153b, 154a, 154b, and feedback units 155a, 155b, 156a, 156b are connected to rotary vane steering gears 104a, 104b, 105a, 105b, respectively, and feedback units 155a, 155b, 156a, 156b are connected to rudder control devices 106a, 106b, 107a, 107b.

The ship steering system 200 is equipped with a steering control device 201. While the propulsion propeller 101b of the starboard thrust system 100b and the propulsion propeller 101a of the port thrust system 100a are rotating at a constant rate in the forward direction, the steering control device 201 independently operates each of the high-lift rudders 102a, 102b, 103a, 103b to various angles using each rotary vane steering gear 104a, 104b, 105a, 105b, and changes the combination of rudder angles of the pair of high-lift rudders 102a, 102b or 103a, 103b corresponding to each propulsion propeller 101a, 101b, thereby controlling the direction of the propeller wake of each propulsion propeller 101a, 101b and thereby controlling the direction of thrust acting around the stern on the hull 110.

The steering control device 201 is stored in the steering stand 250, and the following items are integrated into the stand housing: a gyro direction display unit 252 that displays the gyro direction of the gyro compass 251; an auto-steering unit 253 that steers the ship in an autopilot steering mode using a GPS compass; a joystick steering unit 255 that steers the ship in a steering mode using a joystick lever 254; a manual steering unit 257 that steers the ship in a steering mode using a manual steering wheel 256; a non-follow-up steering unit 259 that steers the ship in a steering mode using non-follow-up steering levers 258a, 258b, 258c, and 258d; and a mode switching unit 261 that switches between each steering unit using a mode switching switch 260.

Furthermore, the system is equipped with 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 operates in a steering mode that prioritizes all steering modes and brings the vessel to an emergency stop when an emergency stop button 264 is operated, a rudder angle instruction unit 280 that issues an instruction rudder angle to the rotary vane steering gears 104a, 104b, 105a, 105b via rudder control devices 106a, 106b, 107c, 107d, an electronic chart display unit 282 that displays an electronic navigational chart on the display device 262, a course line setting unit 283 that sets the vessel's planned route on the electronic navigational chart, a course correction unit 284 that corrects the vessel's positional deviation from the course line, a low-speed range steering switch button 285 that switches to low-speed range steering, and a parallel movement steering unit 286 that performs low-speed range steering.

The image control unit 263 selectively displays or simultaneously displays a nautical chart display image 266 that displays an electronic navigational chart, a gyro orientation display image 267 that displays the gyro orientation, an orientation display unit operation image 268 for touch-operating the gyro orientation display unit 252 on the monitor screen, and an auto-pilot operation image 269 for touch-operating the auto-pilot unit 253 on the monitor screen.

The joystick control unit 255 is configured so that the joystick lever 254 can be operated in either the X or Y direction. The tilt direction of the joystick lever 254 controls the commanded direction of hull movement, and the tilt angle in the tilt direction controls the commanded speed in the bow-stern direction and the commanded speed in the hull turning direction.

The joystick control unit 255 controls the rudder angles of the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides to rudder angles set according to the tilt direction of the joystick lever 254, and by combining the rudder angles of the high-lift rudders 102a, 102b, 103a, 103b on both sides, the thrust of the propeller wake is diverted toward the desired direction, and the rotary vane steering gears 104a, 104b, 105a, 105b control the rudder angles of the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides within a range of 105° outboard and 35° inboard (see Figure 6).
The basic combinations of rudder angles of the high-lift rudders 102a, 102b, 103a, and 103b, the states of the joystick lever 254, their names, propeller wake lines, and movement directions will be explained with reference to FIGS.

In Figures 7 to 9, the rudders are shown in horizontal cross section, with the rudder angle of each rudder shown to the side or below. Rudder angles are shown as positive (+) to the right and negative (-) to the left, and names for combinations of these rudder angles are listed. The propeller wake is shown with a thin arrow, and the resulting direction of propulsion of the ship is shown with a thick hollow arrow.

The rudder angles shown below are examples for this embodiment and do not limit the invention. Below, the pair of high-lift rudders 102a, 102b on both sides and the pair of high-lift rudders 103a, 103b have the same pattern, and the port rudders and starboard rudders described below refer to the port rudders and starboard rudders of the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides, respectively.

(a) "Forward" as shown in Figure 7 is a port rudder of 0° and starboard rudder of 0° for the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides. Similarly, (b) "hover" (the vessel is stopped in place) is a port rudder of -75° and starboard rudder of +75°, and (c) "astern" is a port rudder of -105° and starboard rudder of +105°.

As shown in Figure 8, (d) "forward left turn" is port rudder -35° and starboard rudder -35°, (e) "forward left turn" is port rudder -70° and starboard rudder -35°, (f) "astern left shift" is port rudder -105° and starboard rudder +45° to +75°, and (g) "astern left turn" is port rudder -105° and starboard rudder +75° to +105°.

As shown in Figure 9, (h) "forward right turn" is port rudder +35° and starboard rudder +35°, (i) "forward right turn" is port rudder +35° and starboard rudder +70°, (j) "reverse right shift" is port rudder -45° to -75° and starboard rudder +105°, and (k) "reverse right turn" is port rudder -75° to -105° and starboard rudder +105°.

In this way, a twin-screw, four-rudder ship equipped with a pair of high-lift rudders 102a, 102b and 103a, 103b on each side and a bow thruster 108 can reliably control the propeller wakes generated by each propeller 101a, 101b independently with the pair of high-lift rudders 102a, 102b and 103a, 103b by varying the rudder angle combinations of the pair of high-lift rudders 102a, 102b and 103a, 103b on each side corresponding to each propeller propeller 101a, 101bb, thereby controlling the direction of thrust around the stern acting on the hull, thereby achieving easy and stable maneuverability for a twin-screw ship.

In addition, when maneuvering at low speeds, pressing the low speed maneuvering switch button 285 activates the parallel movement maneuvering unit 286, which performs maneuvering at low speeds, and the rudder angle control by the joystick lever 254 switches to low speed maneuvering mode.

The parallel movement steering unit 286 has a low-speed forward movement function unit 287a, a low-speed reverse movement function unit 287b, a port rearward movement function unit 287c, a starboard rearward movement function unit 287d, a port forward movement function unit 287e, a starboard forward movement function unit 287f, a port lateral movement function unit 287g, and a starboard lateral movement function unit 287h.

When maneuvering at low speeds, the parallel movement steering unit 286 controls the direction of thrust from the starboard thrust system 100b and the direction of thrust from the port thrust system 100a using the high-lift rudders 102a, 102b, 103a, and 103b, respectively, and combines the direction of thrust from the starboard thrust system 100b and the direction of thrust from the port thrust system 100a. Then, when the port and starboard turning moments acting on the hull 110 are balanced, the thrust from the starboard thrust system and the port thrust system are combined to generate a propulsive force that translates the hull 110 in any direction.

The auto-pilot unit 253 guides and controls the ship to a predetermined course based on the ship's current position information, guidance route information, and mooring position information from a GPS compass and electronic chart system.

When the emergency stop button 264 is pressed in an emergency, the emergency stop unit 265 cancels the rudder angle related to the current maneuver, regardless of the maneuvering state indicated by the joystick lever 254 or whether the ship is being maneuvered in another maneuvering mode, and turns the port rudder 103 to the starboard direction (clockwise as viewed from above) and the starboard rudder 102 to the starboard direction (counterclockwise as viewed from above) until they are both hard over (fully turned), thereby applying braking force to the ship and bringing it to a stop.

The manual steering unit 257 steers the ship by controlling the rudder angle of the two high-lift rudders 102, 103 through rotation of the manual steering wheel 256.

The non-follow-up steering unit 259 steers to starboard or port depending on the time the non-follow-up steering levers 258a, 258b are operated left or right.

The operation of the above configuration is explained below.

Joystick Steering Mode Joystick steering mode is selected by operating the mode selector switch 260. The joystick steering unit 255 uses the joystick lever 254 to command the direction of hull movement, command thrust in the bow and stern directions, and command thrust in the width direction.

In this maneuvering, a twin-screw, four-rudder ship equipped with a pair of high-lift rudders 102a, 102b and 103a, 103b on both sides can reliably control the propeller wakes generated by each propeller 101a, 101b independently using the pair of high-lift rudders 103a, 103b and the pair of high-lift rudders 102a, 102b by varying the rudder angle combinations between the pair of high-lift rudders 103a, 103b on both sides corresponding to each propeller propeller 101a, 101bb, and the pair of high-lift rudders 102a, 102b, thereby controlling the direction of thrust acting around the stern around the hull in all directions (360°), thereby achieving easy and stable maneuverability for a twin-screw ship.

In this type of maneuvering, there is no need to reverse the thrust of the propeller (reverse propeller rotation), and all maneuvering control can be performed with the main engine always rotating forward. By adjusting the rudder angles of both rudders, ship speed can be controlled precisely and steplessly from the maximum forward speed corresponding to the propeller rotation speed at that time, to the maximum astern speed, without adjusting the main engine rotation speed.

Generally, rudder effectiveness is poor at low speeds, so the main engine output is temporarily increased to strengthen the propeller wake, but this is not necessary with the twin-shaft, four-rudder vessel described in this embodiment.

When performing low-speed maneuvering in a twin-propeller, four-rudder vessel according to this embodiment, such as avoidance maneuvering in a harbor or congested waters, berthing or leaving berthing areas, or positioning maneuvering to hold the vessel in a specific position, the low-speed maneuvering switch button 285 is pressed to activate the parallel movement maneuvering unit 286, which performs maneuvering in the low-speed range. Activating the parallel movement maneuvering unit 286 switches rudder angle control by the joystick lever 254 to low-speed maneuvering mode.

In the low-speed maneuvering mode, the direction of translation is instructed to the translation steering unit 286 by tilting the joystick lever 254. The translation steering unit 286 sets the rudder angles of the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides while the left and right propulsion propellers 101a, 101b rotate at a constant speed in the forward direction. The speed of translation is also controlled by the tilt angle of the joystick lever 254.

For example, the low-speed forward function unit 287a performs the "low-speed forward" maneuver shown in Figure 10(n). In "low-speed forward," forward thrust is applied to both sides of the stern by setting the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides to a forward rudder angle, here 0°, 0°.

The low-speed forward function unit 287a has a parallel movement speed adjustment function unit 288a, which controls deceleration by shifting the high-lift rudders 102a, 102b, 103a, and 103b toward the hover rudder angle as the tilt angle of the joystick lever 254 decreases.

The low-speed reverse function unit 287b also performs the "low-speed reverse" maneuver shown in Figure 10(m). In "low-speed reverse," the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides are set to reverse rudder angles, in this case -105° and +105°, so that reverse thrust acts on both sides of the stern.

The low-speed reverse function unit 287b has a parallel movement speed adjustment function unit 288b, which controls deceleration by shifting the high-lift rudders 102a, 102b, 103a, and 103b toward the hover rudder angle as the tilt angle of the joystick lever 254 decreases.

The port aft movement function unit 287c also performs the "port aft movement" maneuver shown in Figure 11(o). For "port aft movement," the pair of high-lift rudders 103a, 103b of the port thrust system 100a are set to astern rudder angles of -105° and +105°, the port-side high-lift rudders 102a of the starboard thrust system 100b are set to astern rudder angles of -105°, and the starboard-side high-lift rudders 102b are set to hover rudder angles of +75°, combining the thrust of both port thrust systems to generate propulsion for parallel movement toward the port aft. In other words, parallel movement toward the port aft can be achieved at low speeds without the need to reverse the rotation or increase the power output of the main engines 111a, 111b. Conventional thruster thrust is not required for this maneuver.

Here, the astern thrust generated by the pair of high-lift rudders 103a, 103b of the port thrust system 100a acts as a turning moment to port around the stern. The astern thrust generated by the port-side high-lift rudders 102b of the starboard thrust system 100b acts as a turning moment to starboard around the stern. The port-side thrust generated by the starboard-side high-lift rudders 102a of the starboard thrust system 100b acts as a turning moment to starboard around the stern.

As a result, with the port-side turning moment and starboard-side turning moment acting around the stern balanced, the thrust of the starboard thrust system 100b and the thrust of the port-side thrust system 100a are combined to obtain a propulsive force that moves the hull 110 parallel in the port rear direction.
(Adjustment) If the astern thrust of the port thrust system 100a is strong and the turning moment to port is too large, the high-lift rudder 103b on the starboard side of the port thrust system 100a is shifted toward the hover rudder angle side, thereby increasing the portward thrust around the stern to increase the turning moment to starboard, and reducing the astern thrust to reduce the turning moment to port, thereby adjusting the balance of the turning moment.

The port rearward movement function unit 287c also has a translation speed adjustment function unit 288c. As shown in Figure 11(p), the translation speed adjustment function unit 288c shifts the pair of high-lift rudders 103a, 103b of the port thrust system 100a toward the hover rudder angle within the astern rudder angle range, reducing the astern thrust and thereby reducing the turning moment toward port.

Furthermore, the port-side high-lift rudder 102a of the starboard thrust system 100b is maintained at an astern steering angle, and the starboard-side high-lift rudder 102b is shifted from a hover rudder angle of 75° to a forward steering angle, here +35°. As a result, the portward thrust around the stern is reduced and a forward thrust component is generated, reducing the turning moment to starboard. The speed of parallel movement is controlled to decelerate while the turning moments to port and starboard are balanced.

The starboard aft movement function unit 286d also performs the "starboard aft movement" maneuver shown in Figure 12(q). For "starboard aft movement," the pair of high-lift rudders 102a, 102b of the starboard thrust system 100b are set to astern rudder angles of -105° and +105°, the starboard high-lift rudders 103b of the port thrust system 100a are set to astern rudder angles of -105°, and the port high-lift rudders 103a are set to hover rudder angles of +75°, combining the thrust of both thrust systems to generate propulsion for parallel movement to the starboard aft. In other words, parallel movement to the starboard aft can be achieved at low speeds without the need to reverse the rotation or increase the power output of the main engines 111a, 111b. Conventional thruster thrust is not required for this maneuver.

Here, the astern thrust generated by the pair of high-lift rudders 102a, 102b of the starboard thrust system 100b acts as a turning moment to starboard around the stern. The astern thrust generated by the high-lift rudders 103b on the starboard side of the port thrust system 100a acts as a turning moment to port around the stern. The starboard thrust generated by the high-lift rudders 103a on the port side of the port thrust system 100a acts as a turning moment to port around the stern.

As a result, with the port-side turning moment and starboard-side turning moment acting around the stern balanced, the thrust of the starboard thrust system 100b and the thrust of the port-side thrust system 100a are combined to obtain a propulsive force that moves the hull 110 parallel in a starboard rearward direction.
(Adjustment) If the astern thrust of the starboard thrust system 100b is strong and the turning moment to the starboard side is too large, the high-lift rudder 102a on the port side of the starboard thrust system 100b is shifted to the hover rudder angle side, thereby increasing the starboard thrust around the stern to increase the turning moment to the port side, and reducing the astern thrust to reduce the turning moment to the starboard side, thereby adjusting the balance of the turning moment.

The starboard rearward movement function unit 287d also has a translation speed adjustment function unit 288d. As shown in Figure 12(r), the translation speed adjustment function unit 288d reduces the astern thrust and reduces the turning moment to starboard by shifting the pair of high-lift rudders 102a, 102b of the starboard thrust system 100b toward the hover rudder angle within the astern rudder angle range.

Furthermore, the starboard-side high-lift rudder 103b of the port thrust system 100a is maintained at an astern rudder angle, and the port-side high-lift rudder 103a is transitioned from a hover rudder angle of -75° to a forward rudder angle, in this case -35°. As a result, the starboard thrust around the stern is reduced and a forward thrust component is generated, reducing the turning moment to port. The parallel movement speed is controlled to decelerate while the turning moments to port and starboard are balanced.

The port forward movement function unit 287e also performs the "port forward movement" maneuver shown in Figure 13(s). For "port forward movement," the pair of high-lift rudders 103a, 103b of the port thrust system 100a are set to hover rudder angles of -75° and +75°, the port-side high-lift rudders 102a of the starboard thrust system 100b are set to a forward rudder angle of 0°, and the starboard-side high-lift rudders 102b are set to a hover rudder angle of +75°, and the thrust of both port thrust systems is combined to generate propulsion for parallel movement to the port forward. In other words, parallel movement to the port forward can be achieved at low speeds without the need to reverse the rotation or increase the power output of the main engines 111a, 111b. Conventional thruster thrust is not required for this maneuver.

Here, the forward thrust generated by the high-lift rudder 102a on the port side of the starboard thrust system 100b acts as a turning moment to port around the stern. The port thrust generated by the high-lift rudder 102b on the starboard side of the starboard thrust system 100b acts as a turning moment to starboard around the stern.

As a result, with the port-side turning moment and starboard-side turning moment acting around the stern of the hull 110 balanced, the thrust of the starboard thrust system 100b and the thrust of the port-side thrust system 100a are combined to obtain a propulsive force that moves the hull 110 parallel in the port forward direction.
(Adjustment) If the turning moment to port is too large, the port-side high-lift rudder 102a of the starboard thrust system 100b is shifted to the outboard side, thereby increasing the turning moment to starboard by increasing the thrust to port around the stern, and decreasing the turning moment to port by reducing the forward thrust, thereby adjusting the balance of the turning moment.

The port forward movement function unit 287e also has a translation speed adjustment function unit 288e. As shown in Figure 13(t), the translation speed adjustment function unit 288e maintains the pair of high-lift rudders of the port thrust system 100a at a hover rudder angle. It then shifts the port-side high-lift rudders 102a of the starboard thrust system 100b to the inboard side, in this case -35°, and maintains the starboard-side high-lift rudders 102b at a hover rudder angle of +75°.

As a result, in the starboard thrust system 100b, the forward thrust is reduced by the port-side high-lift rudder 102a, reducing the turning moment to port. Furthermore, the port-side high-lift rudder 102a generates a starboard thrust component that counteracts the port-side thrust from the starboard-side high-lift rudder 102b, reducing the starboard turning moment. Therefore, the speed of translation is controlled to decelerate when the port and starboard turning moments are balanced.

The starboard forward movement function unit 286f also performs the "starboard forward movement" maneuver shown in Figure 14(u). For "starboard forward movement," the pair of high-lift rudders 102a, 102b of the starboard thrust system 100b are set to hover rudder angles of -75° and +75°, the starboard high-lift rudder 103b of the port thrust system 100a is set to a forward rudder angle of 0°, and the port high-lift rudder 103a is set to a hover rudder angle of -75°, combining the thrust of both thrust systems to obtain propulsion for translation to the starboard forward. In other words, translation to the starboard forward can be achieved at low speeds without the need to reverse the rotation or increase the power output of the main engines 111a, 111b. Conventional thruster thrust is not required for this maneuver.

Here, the forward thrust generated by the high-lift rudder 103b on the starboard side of the port thrust system 100a acts as a turning moment to starboard around the stern. The starboard thrust generated by the high-lift rudder 103a on the port side of the port thrust system 100a acts as a turning moment to port around the stern.

As a result, with the port-side turning moment and starboard-side turning moment acting around the stern of the hull 110 balanced, the thrust of the starboard thrust system 100b and the thrust of the port-side thrust system 100a are combined to generate a propulsive force that translates the hull 110 in a forward starboard direction.

(Adjustment) If the turning moment to the starboard side is too large, the starboard-side high-lift rudder 103b of the port thrust system 100a is shifted outboard, increasing the starboard thrust around the stern to increase the turning moment to the port side, and decreasing the forward thrust to decrease the turning moment to the starboard side, thereby adjusting the balance of the turning moment.

The starboard forward movement function unit 287f also has a translation speed adjustment function unit 288f. As shown in FIG. 14(v), the translation speed adjustment function unit 288f maintains the pair of high-lift rudders 102a, 102b of the starboard thrust system 100b at a hover rudder angle, shifts the starboard high-lift rudder 103b of the port thrust system 100a to the inboard side, here +35°, and maintains the port high-lift rudder 103a at a hover rudder angle of +75°.

As a result, in the port thrust system 100a, the starboard high-lift rudder 103b reduces forward thrust, reducing the turning moment to starboard. Furthermore, the starboard high-lift rudder 103b generates a thrust component to port, which counteracts the starboard thrust from the port high-lift rudder 103a and reduces the turning moment to port. Therefore, the speed of parallel movement is controlled to decelerate when the turning moments to port and starboard are balanced.

The port lateral movement function unit 287g also performs the "port lateral movement" maneuver shown in Figure 15(w). "Port lateral movement" involves setting the port-side high-lift rudder 103a of the port thrust system 100a to a reverse rudder angle of -105°, setting the starboard-side high-lift rudder 103b to a hover rudder angle of +75°, setting the port-side high-lift rudder 102a of the starboard thrust system 100b to a forward rudder angle of 0°, and setting the starboard-side high-lift rudder 102b to a hover rudder angle of +75°, and combining the thrust of both thrust systems to generate propulsive force for parallel movement to the port side.

In other words, parallel movement to the starboard front can be achieved at low speeds without the need to reverse the rotation of the main engines 111a and 111b or increase their output. Conventional thruster thrust is not required for this maneuvering.

Here, the astern thrust generated by the port-side high-lift rudder 103a of the port thrust system 100a acts as a turning moment to port around the stern, and the port-side thrust generated by the starboard-side high-lift rudder 103b acts as a turning moment to starboard around the stern. The forward thrust generated by the port-side high-lift rudder 102a of the starboard thrust system 100b acts as a turning moment to port around the stern, and the port-side thrust generated by the starboard-side high-lift rudder 102b acts as a turning moment to starboard around the stern.

As a result, with the port-side turning moment and starboard-side turning moment acting around the stern of the hull 110 in balance, the thrust of the starboard thrust system 100b and the thrust of the port-side thrust system 100a are combined to obtain a propulsive force that moves the hull 110 parallel in the port lateral direction.
(Adjustment) If the turning moment to port is too large, the port-side high-lift rudder 102a of the starboard thrust system 100b is shifted outward to the starboard side, thereby increasing the thrust to port and increasing the turning moment to starboard, and reducing the forward thrust to reduce the turning moment to port, thereby adjusting the balance of the turning moment.

The port lateral movement function unit 287g also has a translation speed adjustment function unit 288g. As shown in Figure 15(x), the translation speed adjustment function unit 288g maintains the port-side high-lift rudder 103a of the port thrust system 100 at an astern rudder angle of -105°, maintains the starboard-side high-lift rudder 103b at a hover rudder angle of +75°, shifts the port-side high-lift rudder 102a of the starboard thrust system 100b to the inboard side, and maintains the starboard-side high-lift rudder 102b at a hover rudder angle of +75°.

As a result, in the starboard thrust system 100b, the port-side high-lift rudder 102a reduces forward thrust, reducing the turning moment to port. Furthermore, the port-side high-lift rudder 102a generates a starboard thrust component that counteracts the port-side thrust from the port-side high-lift rudder 102b, reducing the starboard turning moment. Therefore, the speed of parallel movement is controlled to decelerate when the port and starboard turning moments are balanced.

16(y) 。 In addition, the starboard lateral movement function unit 287h performs the "starboard lateral movement" maneuver shown in Figure 16(y). For "starboard lateral movement", the starboard high-lift rudder 102b of the starboard thrust system 100b is set to a reverse rudder angle of +105°, the starboard high-lift rudder 102a is set to a hover rudder angle of -75°, the starboard high-lift rudder 103b of the port thrust system 100a is set to a forward rudder angle of 0°, and the port high-lift rudder 103a is set to a hover rudder angle of -75°, and the thrust of both thrust systems is integrated to obtain a propulsive force for parallel movement to the starboard side.
(Adjustment) If the turning moment to the starboard side is too large, the high-lift rudder 103b on the starboard side of the port thrust system 100a is shifted to the outboard side to increase the starboard thrust and increase the turning moment to the starboard side, and the forward thrust is reduced to reduce the turning moment to the starboard side, thereby adjusting the balance of the turning moment.

The port lateral movement function unit 287h also has a translation speed adjustment function unit 288h. As shown in FIG. 16(z), the translation speed adjustment function unit 288h maintains the starboard high-lift rudder 102b of the starboard thrust system 100b at an astern rudder angle of +105°, maintains the port-side high-lift rudder 102a at a hover rudder angle of -75°, shifts the starboard-side high-lift rudder 103b of the port thrust system 100a to the inboard side, and maintains the port-side high-lift rudder 103a at a hover rudder angle of -75°, thereby slowing down and controlling the translation speed.

As a result, in the port thrust system 100a, the starboard high-lift rudder 103b reduces forward thrust, reducing the turning moment to starboard. Furthermore, the starboard high-lift rudder 103b generates a thrust component to port, which counteracts the starboard thrust from the starboard high-lift rudder 103a and reduces the turning moment to port. Therefore, the speed of translation is controlled to decelerate when the turning moments to port and starboard are balanced.

Maneuvering mode using emergency stop unit With a single action of pressing the emergency stop button 264, the emergency stop unit 265 can be activated, and the ship can be stopped urgently, taking priority over all maneuvering modes. That is, regardless of the steering mode of the joystick lever 254 or other maneuvering modes, the emergency stop unit 265 switches to crash astern mode ("ASTERN" in which the port rudder is steered to 105° port and the starboard rudder is steered to 105° starboard for the pair of high-lift rudders 102a, 102b, 103a, 103b on both sides), generating extremely large braking force and astern force, and therefore the ship can be stopped in a much shorter time and distance than by maneuvering the ship by reversing the propellers.

Furthermore, even in crash astern mode, there is no need to stop the main engines 111a and 111b and restart them in reverse, so the ship will not enter a so-called uncontrolled state during maneuvering, making it possible to respond quickly to emergencies during navigation.

Furthermore, if the ship needs to turn due to ship characteristics or external disturbances while maneuvering using the emergency stopping unit 265, or if it is necessary to change the ship's direction of travel, including its heading, by simply operating the joystick lever 254, the ship can be steered freely using the joystick lever 254 to navigate around the emergency stop, just as with normal joystick operation.

Autopilot Steering Mode In normal ship navigation, the mode selector switch 260 is operated to select the autopilot steering mode.

An auto-piloting operation image 269 is displayed on the monitor screen of the display device 262, and by touching the monitor screen, the ship's position, desired heading, desired location or bow/stern line heading are input to the auto-pilot unit 253, and the ship is automatically guided and steered along the set course.

Furthermore, the electronic chart display unit 282 displays the electronic navigation chart as a chart display image 266 on the monitor screen of the display device 262, and the course line setting unit 283 sets the ship's planned route on the electronic navigation chart.

The autopilot 253 controls the rudder angle appropriately based on the ship's current position information, guidance route information, and anchorage holding position information. The autopilot maintains the course indicated by the gyrocompass as the desired heading or bow/stern direction set in the autopilot operation image 269.

Manual Steering Mode The mode selector switch 260 is operated to select a steering mode using the manual steering wheel 256. In this steering mode, the rudder angles of the pairs of high-lift rudders 102a, 102b, 103a, 103b on both sides are instructed to the manual steering unit 257 by rotating the manual steering wheel 256, and the rudder angles of the two high-lift rudders 102a, 102b, 103a, 103b are controlled to steer the ship.

Non-follow-up steering mode A steering mode using the non-follow-up steering levers 258a, 258b is selected by operating the mode selector switch 260. In this steering mode, the non-follow-up steering unit 259 steers each of the rotary vane steering gears 104a, 104b, 105a, 105b corresponding to the non-follow-up steering levers 258a, 258b to the starboard or port side depending on the time that each of the non-follow-up steering levers 258a, 258b is operated to the left or right.

100 Integrated thrust system 100a Port thrust system 100b Starboard thrust system 101a, 101b Propulsion propeller 102a, 102b, 103a, 103b High-lift rudders 104a, 104b, 105a, 105b Rotary vane steering gears 106a, 106b, 107a, 107b Rudder control devices 110 Hull 110a, 110b Propeller shafts 151a, 151b, 152a, 152b Pump units 153a, 153b, 154a, 154b Rudder angle transmitters 155a, 155b, 156a, 156b Feedback units 200 Ship steering system 201 Steering control devices 250 Ship steering stand 251 Gyro compass 252 Gyro direction display unit 253 Auto steering unit 254 Joystick lever 255 Joystick steering unit 256 Manual steering wheel 256
257 Manual steering unit 257
258a, 258b Non-follow-up steering lever 259 Non-follow-up ship steering unit 260 Mode changeover switch 261 Mode changeover unit 262 Display device 263 Image control unit 264 Emergency stop button 265 Emergency stop unit 266 Nautical chart display image 267 Gyro bearing display image 268 Bearing display unit operation image 269 Auto ship steering operation image 280 Rudder angle indication unit 282 Electronic chart display unit 283 Course line setting unit 285 Low speed range ship steering changeover button 286 Parallel movement ship steering unit 287a-287h Each movement function unit 288a-288h Parallel movement speed adjustment function unit

Claims (12)

Equipped with an integrated thrust system and a maneuvering system that controls the integrated thrust system,
The starboard thrust system and the port thrust system that make up the integrated thrust system each include a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles,
The ship maneuvering system comprises a steering control device that, while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, operates each of the high-lift rudders independently at various angles using each steering gear, and changes the combination of rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of the propeller wake of each propulsion propeller and controlling the direction of thrust acting around the stern on the hull;
The steering control device has a parallel movement steering unit that translates the hull in any direction by combining the direction of thrust action of the starboard thrust system and the direction of thrust action of the port thrust system during low-speed maneuvering,
The parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while keeping the turning moment to port and the turning moment to starboard acting on the hull in balance.
A two-shaft, four-rudder ship characterized in that the port rearward movement function section of the parallel movement steering section sets the pair of high-lift rudders of the port thrust system to an astern steering angle, sets the port-side high-lift rudders of the starboard thrust system to an astern steering angle, and sets the starboard-side high-lift rudders to a +75° steering angle to the right, which is a hover rudder angle for stopping in place, thereby integrating the thrust of both thrust systems to obtain propulsion for parallel movement to the port rearward. The two-propeller, four-rudder ship described in claim 1, characterized in that the port rearward movement function unit shifts the pair of high-lift rudders of the port thrust system within the astern steering angle range to a rudder angle of +75° to the right for the starboard side high-lift rudders and -75° to the left for the port side high-lift rudders, which are hover rudder angles for stopping on the spot, while maintaining the port side high-lift rudders of the starboard thrust system at an astern steering angle and shifting the starboard side high-lift rudders from a rudder angle of +75° to the right, which is a hover rudder angle for stopping on the spot, to a forward steering angle, thereby having a parallel movement speed adjustment function unit that decelerates and controls the speed of parallel movement. Equipped with an integrated thrust system and a maneuvering system that controls the integrated thrust system,
The starboard thrust system and the port thrust system that make up the integrated thrust system each include a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles,
The ship maneuvering system comprises a steering control device that, while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, operates each of the high-lift rudders independently at various angles using each steering gear, and changes the combination of rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of the propeller wake of each propulsion propeller and controlling the direction of thrust acting around the stern on the hull;
The steering control device has a parallel movement steering unit that translates the hull in any direction by combining the direction of thrust action of the starboard thrust system and the direction of thrust action of the port thrust system during low-speed maneuvering,
The parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while keeping the turning moment to port and the turning moment to starboard acting on the hull in balance.
A two-shaft, four-rudder ship characterized in that the starboard rearward movement function section of the parallel movement steering section sets the pair of high-lift rudders of the starboard thrust system to an astern steering angle, sets the starboard high-lift rudders of the port thrust system to an astern steering angle, and sets the port high-lift rudders to a -75° rudder angle to the left, which is a hover rudder angle for stopping in place, and combines the thrust of both thrust systems to obtain propulsive force for parallel movement to the starboard rearward. The two-propeller four-rudder ship described in claim 3, characterized in that the starboard rearward movement function unit shifts the pair of high-lift rudders of the starboard thrust system within the astern steering angle range to a rudder angle of +75° to the right for the starboard high-lift rudders and -75° to the left for the port high-lift rudders, which are hover rudder angles for stopping on the spot, while maintaining the starboard high-lift rudders of the port thrust system at an astern steering angle and shifting the port high-lift rudders from a rudder angle of -75° to the left, which is a hover rudder angle for stopping on the spot, to a forward steering angle, thereby having a parallel movement speed adjustment function unit that decelerates and controls the speed of parallel movement. Equipped with an integrated thrust system and a maneuvering system that controls the integrated thrust system,
The starboard thrust system and the port thrust system that make up the integrated thrust system each include a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles,
The ship maneuvering system comprises a steering control device that, while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, operates each of the high-lift rudders independently at various angles using each steering gear, and changes the combination of rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of the propeller wake of each propulsion propeller and controlling the direction of thrust acting around the stern on the hull;
The steering control device has a parallel movement steering unit that translates the hull in any direction by combining the direction of thrust action of the starboard thrust system and the direction of thrust action of the port thrust system during low-speed maneuvering,
The parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while keeping the turning moment to port and the turning moment to starboard acting on the hull in balance.
The port side forward movement function section of the parallel movement steering section sets the pair of high-lift rudders of the port thrust system to a hover rudder angle of +75° to the starboard side for the high-lift rudders on the starboard side and -75° to the left for the high-lift rudders on the port side, which are hover rudder angles for stopping in place, sets the port side high-lift rudders of the starboard thrust system to a forward rudder angle, and sets the starboard side high-lift rudders to a hover rudder angle of +75° to the starboard side, which is a hover rudder angle for stopping in place, and combines the thrust of both thrust systems to obtain propulsion force for parallel movement to the port side. The two-propeller, four-rudder ship described in claim 5, characterized in that the port side forward movement function unit maintains the pair of high-lift rudders of the port side thrust system at a rudder angle of +75° to the right for the starboard side high-lift rudders and -75° to the left for the port side high-lift rudders, which are hover rudder angles for stopping on the spot, transitions the rudder angle of the port side high-lift rudders of the starboard side thrust system to the inboard side, and maintains the starboard side high-lift rudders at a rudder angle of +75° to the right, which is a hover rudder angle for stopping on the spot, and has a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed. Equipped with an integrated thrust system and a maneuvering system that controls the integrated thrust system,
The starboard thrust system and the port thrust system that make up the integrated thrust system each include a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles,
The ship maneuvering system comprises a steering control device that, while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, operates each of the high-lift rudders independently at various angles using each steering gear, and changes the combination of rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of the propeller wake of each propulsion propeller and controlling the direction of thrust acting around the stern on the hull;
The steering control device has a parallel movement steering unit that translates the hull in any direction by combining the direction of thrust action of the starboard thrust system and the direction of thrust action of the port thrust system during low-speed maneuvering,
The parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while keeping the turning moment to port and the turning moment to starboard acting on the hull in balance.
A two-shaft, four-rudder ship characterized in that the starboard forward movement function section of the parallel movement steering unit sets the pair of high-lift rudders of the starboard thrust system to a rudder angle of +75° to the right for the starboard high-lift rudders and -75° to the left for the port high-lift rudders, which are hover rudder angles for stopping in place, sets the starboard high-lift rudders of the port thrust system to a forward rudder angle, and sets the port high-lift rudders to a rudder angle of -75° to the left, which is a hover rudder angle for stopping in place, and combines the thrust of both thrust systems to obtain propulsive force for parallel movement to the starboard front. The two-propeller, four-rudder ship described in claim 7, characterized in that the starboard forward movement function unit maintains the pair of high-lift rudders of the starboard thrust system at a rudder angle of +75° to the right for the starboard high-lift rudders and -75° to the left for the port high-lift rudders, which are hover rudder angles for stopping on the spot, transitions the rudder angle of the starboard high-lift rudders of the port thrust system to the inboard side, and maintains the port high-lift rudders at a rudder angle of -75° to the left , which is a hover rudder angle for stopping on the spot, and has a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed. Equipped with an integrated thrust system and a maneuvering system that controls the integrated thrust system,
The starboard thrust system and the port thrust system that make up the integrated thrust system each include a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles,
The ship maneuvering system comprises a steering control device that, while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, operates each of the high-lift rudders independently at various angles using each steering gear, and changes the combination of rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of the propeller wake of each propulsion propeller and controlling the direction of thrust acting around the stern on the hull;
The steering control device has a parallel movement steering unit that translates the hull in any direction by combining the direction of thrust action of the starboard thrust system and the direction of thrust action of the port thrust system during low-speed maneuvering,
The parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while keeping the turning moment to port and the turning moment to starboard acting on the hull in balance.
A two-shaft, four-rudder ship characterized in that the port lateral movement function section of the parallel movement steering section sets the port side high-lift rudder of the port thrust system to an astern rudder angle, sets the starboard side high-lift rudder to a +75° rudder angle to the right , which is a hover rudder angle for stopping in place, sets the port side high-lift rudder of the starboard thrust system to a forward rudder angle, and sets the starboard side high-lift rudder to a +75° rudder angle to the right, which is a hover rudder angle for stopping in place, and combines the thrust of both thrust systems to obtain propulsive force for parallel movement to the port side. The two-propeller, four-rudder ship described in claim 9, characterized in that the port lateral movement function unit maintains the port-side high-lift rudder of the port thrust system at an astern rudder angle, maintains the starboard-side high-lift rudder at a rudder angle of +75° to the right , which is a hover rudder angle for stopping on the spot, transitions the rudder angle of the port-side high-lift rudder of the starboard thrust system to the inboard side, and maintains the starboard-side high-lift rudder at a rudder angle of +75° to the right , which is a hover rudder angle for stopping on the spot, and has a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed. Equipped with an integrated thrust system and a maneuvering system that controls the integrated thrust system,
The starboard thrust system and the port thrust system that make up the integrated thrust system each include a propeller shaft, a propeller mounted on the propeller shaft and arranged at the stern, a pair of high-lift rudders arranged behind the propellers, and a plurality of steering gears that respectively drive each high-lift rudders, and both propeller shafts rotate in opposite directions, and both propellers have opposite blade angles,
The ship maneuvering system comprises a steering control device that, while the propulsion propellers of the starboard thrust system and the port thrust system are rotating at a constant rate in the forward direction, operates each of the high-lift rudders independently at various angles using each steering gear, and changes the combination of rudder angles of the pair of high-lift rudders corresponding to each propulsion propeller, thereby controlling the direction of the propeller wake of each propulsion propeller and controlling the direction of thrust acting around the stern on the hull;
The steering control device has a parallel movement steering unit that translates the hull in any direction by combining the direction of thrust action of the starboard thrust system and the direction of thrust action of the port thrust system during low-speed maneuvering,
The parallel movement steering unit controls the direction of thrust of the starboard thrust system and the direction of thrust of the port thrust system for each high-lift rudders, and combines the thrust of the starboard thrust system and the thrust of the port thrust system to obtain a propulsive force for parallel movement in any direction, while keeping the turning moment to port and the turning moment to starboard acting on the hull in balance.
A two-shaft, four-rudder ship characterized in that the starboard lateral movement function section of the parallel movement steering section sets the high-lift rudder on the starboard side of the starboard thrust system to an astern rudder angle, sets the high-lift rudder on the port side to a rudder angle of -75° to the left , which is the rudder angle for hovering on the spot, sets the high-lift rudder on the starboard side of the port thrust system to a forward rudder angle, and sets the high-lift rudder on the port side to a rudder angle of -75° to the left , which is the rudder angle for hovering on the spot, and combines the thrust of both thrust systems to obtain propulsive force for parallel movement to the starboard side. The two-propeller, four- rudder ship described in claim 11, characterized in that the port lateral movement function unit maintains the starboard high-lift rudder of the starboard thrust system at an astern rudder angle, maintains the port side high-lift rudder at a rudder angle of -75° to the left, which is a hover rudder angle for stopping on the spot, transitions the rudder angle of the starboard side high-lift rudder of the port thrust system to the inboard side, and maintains the port side high-lift rudder at a rudder angle of -75° to the left , which is a hover rudder angle for stopping on the spot, and has a parallel movement speed adjustment function unit that decelerates and controls the parallel movement speed.