JP2004042688A - Rudder angle control system of ship having two rudders - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rudder angle control system capable of preventing reception of the influence of mutual interference of drift of propulsion propeller rear stream by two rudders to generate steering force effectively, reducing a scope of required operation angle of a steering machine irrespective of large maximum steering angle, utilizing two rudders as braking force for advance of a ship in crash astern steering to reduce high speed stop distance of the ship greatly, and navigating the ship at speed lower than speed equivalent to allowable minimum number of revolutions of a diesel main engine. <P>SOLUTION: In a two rudder system in which a pair of rudders 3p, 3s are provided at symmetrical positions for a shaft axis of a propulsion propeller behind one propulsion propeller to control steering angles of each rudder 3p, 3s by an auto pilot steering device 1 or a two rudder system in which one rudder 3p and 3s each are provided behind two propulsion propellers to control steering angles of each rudder 3p, 3s by the auto pilot steering device 1, the auto pilot steering device 1 has a control function for operating the maximum steering angle δ<SB>M</SB>in the direction of external gunwale of each rudder 3p, 3s greater than the maximum steering angle δ<SB>T</SB>in the direction of internal gunwale. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a rudder angle control system for a ship having two rudders.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as a rudder angle control system for a ship having two rudders, for example, as shown in FIG. 9, a pair of port rudders 11p are provided behind one propelling propeller at positions symmetrical with respect to the propelling propeller axis. There is a dual rudder system provided with a starboard rudder 11s and a double rudder system provided with one port rudder 11p and a starboard rudder 11s respectively behind two propelling propellers. The rudders 11p and 11s are controlled so as to operate synchronously and to operate up to the same maximum steering angle in the outward direction and the inboard direction.
[0003]
That is, when the steering angle command signal δi is issued from the automatic steering system 12a or the manual wheel steering system 12b of the autopilot steering device 12, the signal δi controls the port control amplifier 13p and the starboard steering 11s for controlling the port steering 11p. It is simultaneously input as it is to the starboard control amplifier 13s for control. As a result, the port and port control amplifiers 13p and 13s operate on the port hydraulic pump unit 15p of the port steering gear 14p for operating the port rudder 11p and the starboard hydraulic pump unit 15s of the starboard steering gear 14s for operating the starboard rudder 11s, respectively. A command is given, and the starboard and side gears 14p and 14s and the starboard and side rudders 11p and 11s simultaneously start rotating in the same direction.
[0004]
The moving amount of the port rudder 11p is determined by the port rudder angle feedback signal δ._fpTo the port control amplifier 13p, and the amount of movement of the starboard rudder 11s is determined by the starboard rudder angle feedback signal δ._fsIs fed back to the starboard control amplifier 13s. Each signal is δ_fp= Δi, δ_fs= Δi, the control amplifiers 13p and 13s stop the operation of the steering hydraulic pump units 15p and 15s, respectively, and the left and right side rudder 11p and 11s operate the automatic steering system 12a or the manual steering system 12b of the autopilot steering device 12. Is held at the steering angle δi instructed.
[0005]
On ships equipped with bow thrusters, the bow thrusters were controlled independently and independently.
[0006]
[Problems to be solved by the invention]
As described above, in the rudder angle control system using the conventional autopilot steering device, since the two rudders are operated in synchronization with each other, when the rudder angle increases, after the propulsion propeller between the port rudder and the starboard rudder, There is a problem that mutual interference between the drifts of the flow occurs, and the steering force cannot be generated effectively.
[0007]
In addition, the maximum steering angle in the outboard direction is also the maximum steering angle in the inboard direction at the same time, so the operating angle range of the rudder is inevitably large. However, there has been a problem that the maximum steering angle must be limited, and thus a large steering force cannot be obtained.
[0008]
Furthermore, when two rudders are provided, turning each of the two rudders to the outboard direction generates a braking force against the progress of the ship. In spite of the fact that this characteristic can be used, such control has not been performed in the conventional autopilot steering device.
[0009]
In the case of quick stop (crash astern) maneuvering of a ship, the forward propeller is stopped by reversing the main engine or reversing the clutch provided in the propeller shaft reduction gear to reverse the rotation direction of the propeller. And the vehicle is shifted to the reverse state.
[0010]
At this time, even if the fuel to the main engine is shut off, the hull continues to move forward due to the large inertial force, and the propelling propeller idles. If the propulsion propeller is operated in reverse in this state, an overload occurs in the propulsion system.Therefore, after the forward speed of the hull due to inertia, that is, the free rotation speed of the propeller, naturally decreases to a certain value, the reversal operation of the main engine or the reduction gear Clutch reverse operation.
[0011]
For this reason, it takes a long time to be able to apply reverse thrust to the ship, and during that time, the ship continues to coast forward for a very long distance by inertia, increasing the risk of collision. In addition, there was another problem that a great deal of labor was required for the ship operator to avoid danger.
[0012]
Furthermore, if the main engine is a diesel engine and the propeller has a fixed pitch, the main engine cannot be lowered below the allowable minimum speed of dead throw (extremely slow speed), leaving high ship speed in charge. Although there is a problem, when two rudders are provided, each of the two rudders is steered to the outboard direction and the turning angle is controlled, so that the maximum possible angle of the rudder in the outboard direction is obtained. Despite being able to reduce the boat speed to any speed below the speed corresponding to the dead throw of the diesel main engine and to control the direction within the specified range, in the conventional autopilot steering device, No such control was performed.
[0013]
Furthermore, on ships equipped with bow thrusters, the bow thrusters and rudders have been operated independently and conventionally, so the bow thrusters that move the bow horizontally and the rudders that move the stern horizontally move. In order for the entire ship to traverse as intended in a comprehensive harmony, the skill and great mental burden of the pilot were required.
[0014]
The present invention is to solve the above-mentioned problem, and in a ship having two rudders, even when controlling the rudder to a large rudder angle during turning or turning operation of the ship, the drift of the wake of the propelling propeller due to the two rudders is reduced. It is possible to effectively generate a steering force by being less susceptible to mutual interference, and to reduce the required operating angle range of the steering gear despite the large maximum turning angle. When maneuvering a ship quickly (crash astern), the two rudders can be used as a braking force against the progress of the ship, making it possible to greatly reduce the quick stop distance of the ship. By using two rudders, it is possible to reduce the speed to below the ship speed corresponding to the minimum permissible rotation speed of the diesel main engine and to control the direction.In addition, on ships equipped with bow thrusters, Hull lateral movement And to provide a steering angle control system according to autopilot steering device that allows to operate in association with each rudder and bow thruster to.
[0015]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, a rudder angle control system for a boat having two rudders according to the present invention according to claim 1, comprises a pair of propulsion propellers disposed behind a propulsion propeller at a position symmetrical with respect to a propulsion propeller axis. A two-rudder system in which a rudder is provided and the rudder angle of each rudder is controlled by an autopilot steering device, or one rudder is provided behind each of two propulsion propellers, and the rudder angle of each rudder is set by the autopilot steering device In the controlled two-rudder system, the autopilot steering device has a control function of operating the maximum steering angle of each rudder in the outward direction larger than the maximum steering angle in the inboard direction.
[0016]
With the above-described configuration, when turning two rudders to the maximum steering angle in the same direction at the time of turning or turning maneuvering of the ship, that is, for example, in the case of steering, the port rudder changes to the maximum steering angle in the port direction, and When the starboard rudder is rotated in the port direction to the maximum steering angle smaller than the maximum steering angle of the port rudder, respectively, the influence of the mutual interference of the drift of the wake of the propeller by the port rudder and the starboard rudder is reduced. Thus, the steering force can be generated effectively, and the required operating angle range of the steering gear can be reduced.
[0017]
According to a second aspect of the present invention, there is provided a rudder angle control system for a boat having two rudders, wherein the autopilot steering device includes a quick stop steering function circuit for steering each rudder at the time of a quick stop and a rapid stop steering function circuit for activating the quick stop steering function circuit. It has a stop push button, and the quick stop steering function circuit has a control function of operating each rudder to the maximum steering angle in the outward direction.
[0018]
With the above configuration, at the time of crash astern maneuver (quick stop maneuver) at the time of a quick stop of the ship, the quick stop push button of the autopilot steering device is activated to activate the quick stop maneuvering function circuit, and the port rudder and the starboard rudder are respectively released. By turning the ship to the maximum turning angle in the sideward direction, a braking force against the progress of the ship can be generated. Therefore, since the ship is rapidly decelerated, the ship can be shifted from the forward maneuver to the reverse maneuver in a short time, and the stopping distance of the ship can be significantly reduced.
[0019]
According to a third aspect of the present invention, there is provided a rudder angle control system for a ship having two rudders, wherein the autopilot steering device has a quick stop steering function circuit for steering each rudder at the time of a quick stop. In the crash astern maneuver, the vehicle has a control function of operating each rudder to a maximum steering angle in the direction of the outboard side in response to a fuel supply cutoff signal transmitted from the main engine maneuvering system.
[0020]
With the above-described configuration, when performing crash astern maneuvering of a ship, without performing a special operation such as pressing a quick stop push button of an autopilot steering device, upon receiving a signal transmitted by a main engine steering system in crash astern maneuvering. The quick stop maneuvering function circuit is activated to automatically steer the port rudder and the starboard rudder to the respective outboard directions to the maximum steering angle, thereby generating a braking force against the progress of the ship. Therefore, since the ship is rapidly decelerated, the ship can be shifted from the forward maneuver to the reverse maneuver in a short time, and the stopping distance of the ship can be significantly reduced.
[0021]
According to a fourth aspect of the present invention, there is provided a rudder angle control system for a ship having two rudders, wherein the autopilot steering device controls a decelerating motion of the ship by a manual rudder steering system for controlling turning or turning motion of the ship and a rudder. It has a brake force control system, and has a control function of controlling the two rudders by associating the control by the manual steering control system with the control by the brake force control system.
[0022]
With the configuration described above, even when the main engine is a diesel engine and the propelling propeller has a fixed pitch, the two rudders are each steered to the outboard direction, and by adjusting the angles, the rudder outboard direction is adjusted. The boat speed is reduced to any speed below the speed corresponding to the minimum permissible rotation speed (dead throw) of the diesel main engine within the range specified by the maximum angle possible, and the left and right rudder By adjusting the angle, the direction of the ship can also be controlled.
[0023]
According to a fifth aspect of the present invention, there is provided a rudder angle control system for a boat having two rudders, wherein the autopilot steering device has a lateral movement steering function circuit for operating each rudder and bow raster in association with each other when the hull is laterally moved. Things.
[0024]
With the above-described configuration, by operating the lateral movement control lever in one of the port and starboard directions during the lateral movement of the ship, the two rudders are combined with a combination of the rudder angles for laterally moving the stern. Being automatically controlled, the bow thruster is operated to produce lateral thrust in the same direction, allowing the ship to move sideways. Therefore, since it is not necessary to separately adjust the lateral movement of the stern part by the rudder and the lateral movement of the bow part by the bow raster, the lateral movement of the ship becomes extremely easy, and the burden on the operator is significantly reduced. be able to.
[0025]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, the two-wheel steering system includes an autopilot steering device 1, a port steering device 4p used for rotating the port rudder 3p, a starboard steering device 4s used for rotating the starboard rudder 3s, and a port steering device 4p. It comprises a port-side hydraulic pump unit 6p to be driven and a starboard-side hydraulic pump unit 6s to drive the starboard steering 4s. The port rudder 3p and the starboard rudder 3s each have a maximum steering angle δ on the outboard side._MUp to δ_MSmaller maximum steering angle δ_TIt is configured to take up to
[0026]
The autopilot steering device 1 forming the steering angle control system controls the operations of the automatic steering system 1a, the manual steering system 1b, the crash astern steering angle control calculator 1c, the braking force control system 1d, and the port steering device 4p. It comprises a port rudder angle control computing unit 2p and a port side control amplifier 5p, a starboard rudder angle control computing unit 2s and a starboard control amplifier 5s for controlling the operation of the starboard steering unit 4s, and comprises a port rudder angle control computing unit 2p and a starboard rudder angle control. The calculator 2s constitutes the steering angle control calculator 2.
[0027]
The port feedback device 7p detects the actual rotation amount of the port rudder 3p and feeds it back to the port control amplifier 5p, and the starboard feedback device 7s detects the actual rotation amount of the starboard rudder 3s and sends it to the starboard control amplifier 5s. Give feedback. The port rudder 3p and the starboard rudder 3s each have a maximum outboard steering angle δ in the outboard direction._MUp to δ in the inboard direction_MSmaller maximum steering angle δ_TIt has a structure that can rotate up to. Outboard maximum steering angle δ_MAnd maximum steering angle δ_TCan be set by the port rudder angle control calculator 2p and the starboard rudder angle control calculator 2s without being restricted by the structure of the port rudder 3p and the starboard rudder 3s.
[0028]
The steering angle control arithmetic unit 2p and the starboard steering angle control arithmetic unit 2s of the steering angle control arithmetic unit 2 respectively include a steering angle command signal δ issued from the automatic steering system 1a or the manual steering system 1b of the autopilot steering device 1._iIs a function f (δ_i) Output the left and right port control signals δp and δs, and apply the signals to the port control amplifier 5p and the starboard control amplifier 5s, respectively.
[0029]
This function f (δ_i) Differs depending on the rudder type, stern structure, etc., and is set so as to be an optimal function formula. For example, when the port rudder 3p and the starboard rudder 3s are steered to the same certain side direction, the degree of the influence of the mutual interaction of the water flows due to the drift of the wake of the propelling propeller between the two rudders is small and is as small as possible. In the case of turning to the port side (steering), from the viewpoint that the steering force can be generated effectively by setting the steering angle to a large value, the maximum steering angle δ of the port rudder to the port rudder 3p._MUp to steering angle command signal δ_iAnd a port control signal δp equal to_TUp to δs = δ_i− (Δ_M−δ_T) Δ_i ²/ Δ_M ²The following starboard control signal δs is given. In the case of steering to the starboard side (facing rudder), the maximum steering angle δ on the port side with respect to the port rudder 3p._TUp to δp = δ_i− (Δ_M−δ_T) Δ_i ²/ Δ_M ²The port control signal δp is given and the maximum steering angle δ on the outboard side with respect to the starboard rudder 3s._MUp to steering angle command signal δ_iTo the starboard control signal δs. FIG. 2 shows this relationship in a graph.
[0030]
The crash astern rudder angle control calculator 1c of the autopilot steering device 1 indicates that the port rudder 3p has a port maximum steering angle δ in the port direction with respect to the port control amplifier 5p._MIs given to the starboard control amplifier 5s, and the starboard rudder 3s is directed to the starboard direction in the direction of the starboard._MAnd a functional circuit for giving a command signal to take the
[0031]
Also, the quick stop push button P of the crash astern steering angle control calculator 1c_BIs turned on by the ON operation._YHas a function circuit for automatically interrupting input signals to the port control amplifier 5p and the starboard control amplifier 5s from the automatic steering system 1a or the manual steering system 1b of the autopilot steering device 1.
[0032]
Next, based on the command signal δj, the brake force control system 1d of the autopilot steering device 1 causes the port rudder 3p to move in the port direction to the port control amplifier 5p and the starboard rudder to the starboard control amplifier 5s. 3s is the starboard direction from the neutral position to the outermost steering angle δ_MIt has a functional circuit for taking the same angle within the range up to.
[0033]
The steering angle control calculator 2 has a functional circuit for performing information calculation processing by associating information of the brake force control system 1d with information of the manual steering control system 1b.
FIG. 3 shows an embodiment of the steering stand 1 'of the autopilot steering apparatus 1 described above. The manual operation is performed by the steering wheel 1b' of the manual steering system 1b and the braking force control system 1d. Lever 1d ', quick stop push button P of crash astern steering angle control calculator 1c_BIt is.
[0034]
Hereinafter, the operation of the above configuration will be described. First, the turning or turning operation of the ship will be described.
(Operation example 1)
From the steering wheel 1b 'of the automatic steering system 1a of the autopilot steering device 1 or the manual steering wheel steering system 1b, for example, a steering angle command signal δ in a steering direction._iEmits. The lever 1d 'of the braking force control system 1d remains at the zero position.
[0035]
At this time, regarding the operation of the port rudder 3p, the steering angle command signal δ is sent from the port rudder angle control calculator 2p._iIs supplied to the port control amplifier 5p. The port control amplifier 5p controls the port hydraulic pump unit 6p to operate the port steering device 4p, thereby operating the port rudder 3p in the steering direction. The actual amount of rotation of the port rudder 3p is detected by the port feedback device 7p and fed back to the port control amplifier 5p. When this feedback amount becomes equal to the control signal δp, the port control amplifier 5p stops the operation of the port hydraulic pump unit 6p. By this operation, the port rudder 3p turns the rudder angle command signal δ_iAnd the maximum steering angle δ on the outboard side_MIs maintained at a steering angle not exceeding.
[0036]
On the other hand, regarding the operation of the starboard rudder 3s, δs = δ_i− (Δ_M−δ_T) Δ_i ²/ Δ_M ²Is supplied to the starboard control amplifier 5s. By this control signal δs, the starboard control amplifier 5s, the starboard hydraulic pump unit 6s, and the starboard steering unit 4s operate in the same manner as in the case of the portside rudder 3p. Steering angle smaller than the steering angle of_TIs maintained at a steering angle not exceeding.
[0037]
Therefore, between the port rudder 3p and the starboard rudder 3s, Δ = δp−δs = (δ_M−δ_T) Δ_i ²/ Δ_M ²As a result, the mutual interaction of the water flow due to the drift of the wake of the propelling propeller between the port rudder 3p and the starboard rudder 3s can be avoided. Can generate a steering force.
[0038]
Rudder angle command signal δ in rudder direction_iIs issued, the left and right sides are reversed from those in the steering direction, and the same operation is performed.
(Operation example 2)
In the range of the relatively small steering angle, in consideration of the small influence of the mutual interaction of the water flows due to the drift of the wake of the propeller between the two rudders, the control signals δp, The function operation of δs can be simplified.
[0039]
For example, in the case of turning (steering) to the port side, regarding the operation of the port rudder 3p, the maximum steering angle δ on the outboard side is set._MUp to the steering angle command signal δ_iAnd a steering angle command signal δ for the operation of the starboard rudder 3s._iIs the maximum steering angle δ_TΔs = δ in the range smaller than_iAnd the steering angle command signal δ_iIs the maximum steering angle δ_TΔs = δ in the range larger than_T(Constant) starboard control signal δs.
[0040]
In the case of steering to the starboard side (facing rudder), the steering angle command signal δ for the operation of the port rudder 3p._iIs the maximum steering angle δ_TΔp = δ in a range smaller than_iAnd a steering angle command signal δ_iIs the maximum steering angle δ_TΔp = δ in the range larger than_T(Constant) port control signal δp. Regarding the operation of the starboard rudder 3s, the maximum steering angle δ on the outboard side_MUp to steering angle command signal δ_iTo the starboard control signal δs. FIG. 4 shows this relationship in a graph.
[0041]
In the above-described operation, the port-side maximum steering angle δ is provided between the port rudder 3p and the starboard rudder 3s._TThere is no angle difference in the smaller steering angle range, and Δ = δp−δs = δ in the larger steering angle range._i−δ_TIn this case, the influence of the mutual interference of the water flow by the two rudders 3p and 3s slightly increases in a relatively small steering angle range, but the configuration of the rudder angle control calculators 2p and 2s Can be made easier.
[0042]
Next, the operation when the ship is stopped quickly will be described.
(Operation example 3)
To stop the ship quickly, enter crash astern maneuvering mode. In the crash astern maneuver, when the fuel to the main engine during forward operation is cut off, the quick stop push button P of the crash astern steering angle control calculator 1c of the autopilot steering device 1 is turned on._BBy pressing, the relay R_YAutomatically cuts off input signals from the automatic steering system 1a or the manual steering system 1b to the port control amplifier 5p and the starboard control amplifier 5s, and connects the port and port control amplifiers 5p and 5s to the crash astern steering angle control calculator 1c. Move to control.
[0043]
The crash astern rudder angle control computing unit 1c outputs a control signal to the port control amplifier 5p to steer the port rudder 3p to full steering, and to the starboard control amplifier 5s to turn the starboard rudder 3s to full steering. The steering control signal is issued. When the actual rudder angles of the left and right rudder 3p and 3s reach full steering and rudder respectively, receiving the respective rudder angle feedback signals, the left and right port control amplifiers 5p and 5s stop the left and right port hydraulic pump units 6p and 6s. Thus, the left and right side rudders 3p and 3s are held at the full steering and rudder positions, respectively.
[0044]
In this state, the left and right rudders 3p and 3s generate a large braking force against the coasting advance of the hull to rapidly decelerate the forward movement of the ship, and the idle rotation of the propulsion propeller is performed in a short time, Suddenly decelerates to the rotational speed at which the reverse clutch of the propeller shaft reduction gear can be engaged. For this reason, the ship can be shifted to reverse maneuvering in a short time after entering the crash astern maneuvering mode in which the ship is stopped quickly, and the coasting distance of the ship during this time can be greatly reduced. . Therefore, the risk of collision of the ship during this time can be largely avoided, and the burden on the operator for avoiding the risk can be significantly reduced.
[0045]
After the reverse operation of the propulsion propeller is started, the crash astern steering angle control calculator 1c of the autopilot steering device 1 is disconnected from the control system when the ship comes to a stop from the inertial forward state, and usually, the manual steering is performed. By switching to the steering system 1b, the control is shifted to the control of the left and right rudder 3p, 3s.
[0046]
FIG. 5 shows another embodiment of the present invention. In FIG. 5, a signal line from the main engine operation system 8 is connected to the crash astern steering angle control calculator 1c, and when the crash astern operation mode is entered, the fuel supply to the main engine is cut off. Signal I_CAAnd a signal I notifying that a certain time has elapsed after the start of the reverse operation of the propelling propeller_PRIs input from the main engine operation system 8 to the crash astern steering angle control calculator 1c through a signal line.
[0047]
With the above arrangement, if the ship enters the crash astern maneuvering mode, the signal I_CAReceiving relay R_YAutomatically cuts off input signals from the automatic steering system 1a or the manual steering system 1b to the port control amplifier 5p and the starboard control amplifier 5s, and connects the port and port control amplifiers 5p and 5s to the crash astern steering angle control calculator 1c. Move to control. Thereafter, in the same manner as in Operation Example 3 above, the left and right side rudders 3p and 3s are steered and fully steered to provide a braking force against the coasting advance of the ship, and the ship is operated in the reverse steering mode, that is, the propelling propeller. If the ship stops moving after a certain period of time after the reverse operation,_PRIn response to this, the control by the crash astern steering angle control calculator 1c of the autopilot steering device 1 is automatically interrupted, and the control is shifted to the control by the manual steering system 1b.
[0048]
Next, an operation in the case where the ship performs decelerated navigation will be described.
(Operation example 4)
When the ship is decelerated to a speed lower than the speed corresponding to the minimum permissible rotational speed (dead throw) of the diesel main engine, first, the case of going straight will be described. First, the steering wheel 1b 'of the manual steering system 1b of the autopilot steering device 1 will be described. Is in the neutral position, and pulls the lever 1d 'of the braking force control system 1d. Then, a control signal for steering the port rudder 3p in the port direction to an angle corresponding to the angle of the lever 1d 'is output to the port control amplifier 5p, and the starboard rudder 3s is starboard-controlled to the starboard control amplifier 5s. A control signal for steering the same angle in the direction is issued. These control signals actuate the left and right port hydraulic pump units 6p and 6s, respectively, and the rudder angle feedback operates, so that the left and right port rudders 3p and 3s are at the same angle in the outward direction, respectively, and the lever 1d ' It is held at a steering angle position of a size corresponding to the angle.
[0049]
In this state, the same drag is generated at the rudders 3p and 3s by the wake of the propelling propeller. Therefore, the forward thrust by the propelling propeller is reduced by the drag of the rudders 3p and 3s, and the speed of the boat can be reduced accordingly. Since the drag acting on the two rudders 3p and 3s has the same magnitude, and each rudder also generates lift, these lifts are of the same magnitude and in opposite directions, and are canceled by each other. Neither will affect the straight ahead of the ship.
[0050]
To further increase the degree of deceleration, the lever 1d 'of the braking force control system 1d is pulled to a larger angle. Then, the angle at which the left and right rudders 3p, 3s are steered by the same angle in the outward direction becomes larger, the drag generated on the rudders 3p, 3s further increases, and the forward thrust by the propelling propeller is further reduced, The ship is further decelerated.
[0051]
When turning the ship in this deceleration navigation, the steering wheel 1b 'of the manual steering system 1b of the autopilot steering device 1 is turned in the direction in which it is desired to turn according to the required degree of turning. As a result, the steering angle control calculator 2 associates the signal δj from the braking force control system 1d with the signal δi from the manual steering control system 1b to apply a predetermined lateral force to the stern while maintaining the deceleration of the ship. The respective rudder angles of the rudder 3p and 3s are calculated, and the left and right rudder 3p and 3s are operated by the left and right rudder angle control calculators 2p and 2s so as to have the respective rudder angles.
[0052]
Since the lateral force depends on factors such as the lift-drag characteristics of the two rudders 3p and 3s, the distance between the rudder rotation centers, and the balance ratio of the rudder, each rudder angle is previously determined by a model test or simulation calculation in the design stage. It is necessary to understand the relationship between the combination of the lateral force and the longitudinal force. As an example, FIG. 6 shows the relationship between the operating angle of the lever 1d 'of the braking force control system 1d and the operating angle of each rudder 3p, 3s with respect to the operating angle of the steering wheel 1b' of the manual steering system 1b. It is.
[0053]
7 and 8 show another embodiment of the present invention in a case where a ship is equipped with a bow thruster. Members that perform basically the same operations as the techniques described above with reference to FIGS. 1 to 6 are denoted by the same reference numerals, and description thereof is omitted.
[0054]
As shown in FIGS. 7 and 8, the autopilot steering device 1 is provided with a lateral movement control system 1e. When the command signal δk is input to the steering angle control computing unit 2 by the lateral movement control lever 1e ', the lateral movement control system 1e calculates the left and right steering angle control computing units 2p and 2s by the left and right. The command signals are given to the rudders 3p and 3s so as to have a combination of a steering angle that generates a lateral thrust according to the magnitude and direction of the command signal δk. A command signal is given so that the operation generates a corresponding lateral thrust.
[0055]
Therefore, the ship can be laterally moved by the lateral thrust acting on the port rudder 3p, 3s at the stern and the lateral thrust acting on the bow raster 9 at the bow.
[0056]
In this state, it is also possible to add an operation means for generating reverse thrust only in the bow raster 9 or only in the rudder 3p, 3s. In this case, the ship can be spun in place.
[0057]
【The invention's effect】
As described above, according to the present invention, in a ship having two rudders, the autopilot steering device is affected by the mutual interference of the drifts of the wake of the propelling propeller due to the two rudders when turning or turning. It is possible to control the two rudders so that the rudder force can be generated effectively without causing the required steering angle range of the steering gear to be reduced. In addition, when maneuvering the ship quickly (crash astern), the two rudders apply braking force against the coasting advance of the ship, so that the cruising distance until the ship stops can be significantly reduced. In addition, even when the main engine is a diesel engine and the propelling propeller has a fixed pitch, the boat speed is reduced to any speed below the speed corresponding to the minimum allowable rotation speed (dead throw) of the diesel main engine, and the direction is controlled. be able to. Further, in a ship equipped with bow thruster, the lateral movement of the ship can be controlled very easily with one operating lever in the autopilot steering device.
[Brief description of the drawings]
FIG. 1 is a circuit diagram illustrating a rudder angle control system for a boat having two rudders according to an embodiment of the present invention.
FIG. 2 is a diagram showing a relationship between a steering angle command signal and a steering amount of each rudder at the time of turning steering in an operation example 1 of the rudder angle control system for a boat having the two rudders.
FIG. 3 is a bird's-eye view showing an outer shape of a control stand of the rudder angle control system for a ship having the two rudders.
FIG. 4 is a diagram showing a relationship between a steering angle command signal and a steering amount of each rudder at the time of turning steering according to a second operation example of the rudder angle control system for a ship having the two rudders.
FIG. 5 is a circuit diagram of a rudder angle control system for a boat having two rudders according to another embodiment of the present invention.
FIG. 6 is an explanatory diagram showing one embodiment of a rudder turning position with respect to steering operation and brake force control lever operation of a boat rudder angle control system having the two-wheel rudder.
FIG. 7 is a circuit diagram of a rudder angle control system for a boat having two rudders according to still another embodiment of the present invention.
FIG. 8 is a bird's-eye view showing an outer shape of a steering stand of the rudder angle control system for a boat having the two rudders.
FIG. 9 is a circuit diagram of a conventional rudder angle control system for a boat having two rudders.
[Explanation of symbols]
1 Autopilot steering system
1 'steering stand
1a Automatic steering system
1b Manual steering system
1b 'steering wheel
1c @ Crash astern steering angle control calculator
1d braking force control system
1d 'lever
1e lateral movement control system
1e 'lever
2 steering angle control calculator
2p port rudder angle control calculator
2s starboard steering angle control calculator
3p port rudder
3s starboard rudder
4p port port steering
4s starboard steering gear
5p port control amplifier
5s starboard control amplifier
6p port port hydraulic pump unit
6s starboard hydraulic pump unit
7p port port feedback device
7s starboard feedback device
8. Main engine operation system
9 Bow Raster
P_BQuick stop push button
R_YRelay
δ_M最大 Maximum steering angle on outboard
δ_T最大 Maximum steering angle on inboard
δ_iRudder angle command signal
δj brake control signal
δk lateral movement control signal
δp port control signal
δs starboard control signal
I_CAMain engine fuel supply cutoff signal
I_PRPropulsion propeller reverse signal
δ_fpPort rudder angle feedback signal
δ_fsStarboard steering angle feedback signal

Claims (5)

A twin rudder system in which a pair of rudders are provided at positions symmetrical with respect to the axis of the propelling propeller behind one propelling propeller and the steering angle of each rudder is controlled by an autopilot steering device, or two propulsion propellers In a two-wheel rudder system in which one rudder is provided and the rudder angle of each rudder is controlled by an autopilot steering device, the autopilot steering device determines the maximum steering angle of each rudder in the outward direction by the inboard direction. A rudder angle control system for a boat having two rudders, the control function having a control function of operating the steering angle larger than the maximum turning angle of the boat. The autopilot steering device has a quick stop steering function circuit that steers each rudder during a quick stop and a quick stop push button that activates the quick stop steering function circuit. The rudder angle control system for a boat having two rudders according to claim 1, further comprising a control function for operating the steering angle. The autopilot steering device has a quick stop steering function circuit that steers each rudder at the time of quick stop, and the quick stop steering function circuit receives a fuel supply cutoff signal transmitted from the main engine steering system in crash astern maneuver and receives each signal. The rudder angle control system for a boat with two rudders according to claim 1, wherein the rudder has a control function of operating each rudder to a maximum steering angle in the direction of the outboard side. The autopilot steering system has a manual steering control system for controlling the turning or turning movement of the ship and a braking force control system for controlling the deceleration movement of the ship by the rudder. The control by the manual steering control system and the control by the braking force control system The rudder angle control system according to claim 1, further comprising a control function of controlling the two rudders in association with the rudder. 2. The steering angle control of a boat having two rudders according to claim 1, wherein the autopilot steering device has a lateral movement steering function circuit that operates each rudder and bow raster in association with each other when the hull moves laterally. system.

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