GB2111655A

GB2111655A - Apparatus for manoeuvring a ship

Info

Publication number: GB2111655A
Application number: GB08211259A
Authority: GB
Inventors: Kazuki Ezura; Masao Matsuura; Akio Eto
Original assignee: Niigata Engineering Co Ltd
Current assignee: Niigata Engineering Co Ltd
Priority date: 1981-12-04
Filing date: 1982-04-19
Publication date: 1983-07-06
Also published as: GB2111655B; AU555195B2; AU8296982A; JPS5897594A

Abstract

Apparatus is provided for manoeuvring a ship having a Z-type propellor structure. The propellor structure has a propellor shaft powered, via a clutch 39, by a main engine 40. The apparatus has a handle 4, a synchro 22 and a potentiometer 26. The synchro 22 detects rotation of the handle 4 about its own axis, and transmits a signal S1 dependent upon the angle detected. The potentiometer 26 detects the angle through which the handle 4 pivots, and transmits a signal S3 dependent upon the pivotal angle detected. The signal S1 and S3 pass to a control device 32. 0n receiving the signal S1, the control device 32 transmits a control signal S2 to a rotary drive 33 which pivots the propellor shaft 35, and so effects steering. Depending on the magnitude of the second signal S3, the control device 32 transmits either a second control signal S4 or a third control signal S5. The second control signal S4 is transmitted to slippage control means 36, 37, 38 associated with the clutch 39, and the third control signal S5 is used to control the speed of the main engine 40 via a governor motor 41. <IMAGE>

Description

SPECIFICATION Apparatus for manoeuvring a ship This invention relates to apparatus for manoeuvr ing a ship, and in particular to apparatus for manoeuvring a ship having a Z-type propellor structure.

A ship having a Z-type propellor structure usually has a lower gear box supporting a propellor shaft.

The propellor shaft is rotated about a vertical axis for steering the ship. Usually, the steering of the ship is effected by a synchro, and its speed control by a potentiometer. Separate handles are used for steering the ship, and for controlling the rotational speed of its main engine. This is disadvantageous in that it complicates the manoeuvring of the ship.

The aim of the invention is to provide apparatus for manoeuvring a ship, in which apparatus a single handle effects both the steering of the ship, and the rotational speed of its main engine.

The present invention provides apparatus for manoeuvring a ship having a Z-type propellor structure, the apparatus comprising a handle, a first angle detector for detecting rotation of the handle about its own axis and for transmitting a signal dependent upon the angle detected, and a second angle detector for detecting the angle through which the handle pivots and for transmitting a signal dependent upon the pivotal angle detected, wherein the signal transmitted by the first angle detector is used to change the direction of the propelling force of the propellor structure, and the signal transmitted by the second angle detector is used for controlling the rotational speed of the propellor structure.

Advantageously, the first angle detector has an operating shaft which is arranged to rotate about its own axis when the handle is rotated about its own axis. In this case, the apparatus may further comprise a geartrain for transmitting rotary motion of the handle to the operating shaft of the first angle detector. Preferably, the first angle detector is a synchro.

Conveniently, the apparatus further comprises a rotary drive, the rotary drive being controlled by the signal transmitted from the first angle detector and being arranged to change the direction of the propelling force of the propellor structure. In this case a control device may be provided, the control device receiving the signal transmitted by the first angle detector and transmitted a first control signal for controlling the rotary drive.

Advantageously, the second angle detector has an operating shaft which is arranged to rotate about its own axis when the handle is pivoted in a plane which contains the axis of the handle. In this case, the apparatus may further comprise a gear train for transmitting pivotal motion of the handle to the operating shaft of the second angle detector. Preferably, the two gear trains include common elements.

Conveniently, the second angle detector is a potentiometer.

In a preferred embodiment, the apparatus further comprises a clutch for transmitting drive to the propeilor structure from a main engine. Advantageously, the clutch is a hydraulic multiplate clutch.

Preferably, the control device receives the signal transmitted by the second angle detector and, depending upon the magnitude of said signal, transmits either a second control signal or a third control signal.

The second control signal may be transmitted to slippage control means associated with the clutch, and the third control signal may be used to control the main engine via a governor motor. Preferably, the slippage control means is constituted by a transducer which receives the second control signal, the transducer thereby controlling pneumatic pressure applied to the clutch from a source of compressed air via an air control valve. The transducer may be an E/P convertor.

The invention also provides a handle mechanism for the manoeuvring apparatus defined above, the handle mechanism comprising a stationary frame, a hollow cylindrical casing rotatably mounted within the frame, a shaft rotatably mounted within the casing, and a handle attached to the shaft, the handle being rotatable about its own axis and being pivotable with respect to the axis of the shaft, wherein a first angle detector is provided for detecting rotation of the handle about its own axis, and a second angle detector is provided for detecting pivotal movement of the handle, the angle detectors being provided with respective operating shafts, and wherein a gear train is provided for transmitting rotational and pivotal movement of the handle respectively to the operating shafts of the first and second angle detectors.

Ship manoeuvring apparatus constructed in accordance with the invention will now be described, by way of example, with reference to the accompanying drawings, in which: Fig. 1 is a cross-sectional view of a handle mechanism forming part of the manoeuvring apparatus; Fig. 2 is a plan view of the handle mechanism; Fig. 3 is a schematic side elevation of the handle mechanism; Fig. 4 is a circuit diagram showing the control system of the manoeuvring apparatus; and, Fig. 5 is a graph showing the operation of part of the manoeuvring apparatus.

Referring to the drawings, Fig. 1 shows the handle mechanism of the manoeuvring apparatus. The handle mechanism has a casing 2 rotatably mounted on a stationary frame 1. The frame 1 is positioned on a control stand (not shown) in the steering house of a ship. The casing 2 is housed within a cylindrical opening in the frame 1; and comprises a cylindrical sidewall 2a, a base 2b bolted to the lower end of the sidewall, a pair of supports 2c, 2c extending upwards from the base, a cover 2d.

A horizontal shaft 3 is rotatably mounted across the support 2c, and has an axis which is perpendiculay to the axis of rotation of the casing 2. A handle 4 is secured to the horizontal shaft 3 by an L-shaped member 5. The longitudinal axis of the handle 4 extends through the inter-section between the axis of rotation of the casing 2 and the axis of the horizontal shaft 3. A first bevel gear 6 is secured to the horizontal shaft 3 in the vicinity of the axis of rotation of the casing 2. A click plate 7 is secured to one end of the horizontal shaft 3. The click plate 7 is formed with a groove in its base. A ball 9 is provided within an aperture in the support 2c, and is urged against the groove in the base of the click plate 7 by a spring 8. The groove and the ball 9 define a click mechanism which maintains the angle of rotation of the horizontal shaft 3.The click plate 7 also has an arcuate slot 7a which receives a guide pin 10 secured to the casing.

Afirst gear 11, which is coaxial with the casing 2, is secured to the centre of the base 2b of the casing. A vertical shaft 12 extends through the centre of the base 2b, and is loosely fitted therein by a sleeve 13.

Asecond bevel gear 14 and a second gear 15 are loosely fitted about the upper end of the vertical shaft 12. The second bevel gear 14 meshes with the first bevel gear 6, and the second gear 15 is formed integrally with the second bevel gear. A planetary gear base 16 is secured to the vertical shaft 12 below the second gear 15. A planetary gear shaft 17 is loosely fitted through the planetary gear base 16. A third gear 18 is secured to the upper end of the planetary gear shaft 17, the third gear meshing with the second gear 15. Afourth gear 19 is secured to the lower end of the planetary gear shaft 17. A fifth gear 20 and a sixth gear 21 are secured respectively to the upper and lower ends of the sleeve 13.

Thestationaryframe 1 hasa base plate lawhich carries a first angle detector 22. The detector 22 detects the angle of rotation of the handle 4, and for steering transmits an appropriate signal which is used to rotate a lower gear box (not shown) through an angle which is determined by the angle of rotation of the handle 4. The lower gear box supports a propellor shaft so that control of the angle of rotation of the handle 4 is effective for steering the ship. In the embodiment shown, the detector 22 is constituted by a synchro which has an operating shaft 23. A seventh gear 24 and an eighth gear 25 are secured to the shaft 23. The seventh gear 24 meshes with the first gear 11, and the eighth gear 25 meshes with the sixth gear 21.

The base plate la of the stationary frame 1 also carries a second angle detector 26. The detector 26 detects the angle through which the handle 4 pivots, and is used to control the rotational speed of a main engine. Thus, control of the angle of pivoting of the handle 4 is effective to vary the speed of the drive to the propellor shaft. In the embodiment shown, the detector 26 is constituted by a potentiometer which has an operating shaft 27. A tenth gear 29 is secured to the operating shaft 27, the tenth gear meshing with a ninth gear 28 which is secured to the lower end of the vertical shaft 12.

A guide plate 30 having a guide slot 30a is secured to the top of the cover 2d. The handle 4 passes through the guide slot 30a, whereby the handle is guided within the guide slot for pivotal movement, aboutthe horizontal shaft 3, through an angle of about 80 (see Figs. 2 and 3).

The handle mechanism described above operates in the following manner. Referring to Fig. 1, if the handle 4 is rotated about its axis, the casing 2 is rotated by the horizontal shaft 3, and the first gear 11 is rotated with the casing 2. The seventh gear 24 is rotated by the first gear 11, the seventh gear rotating the operating shaft 23 to operate the synchro 22 for steering.

The eighth gear 25 is rotated with the operating shaft 23. The rotation of the eighth gear 25 is transmitted to the second bevel gear 14, via the sixth gear 21, the fifth gear 20, the fourth gear 19, the third gear 18 and the second gear 15.

When the horizontal shaft 3 is rotated about the axis of rotation of the casing 2, the first bevel gear 6 is rotated about the vertical shaft 12. The first and second bevel gears 6 and 14 have a gear ratio such that they have an equal peripheral speed at their pitch diameters. Accordingly, the second bevel gear 14 is not restricted by the first bevel gear 6.

Therefore, the planetary gear shaft 17 carried by the third gear 18 is merely rotated about its own axis, and does not impart any reaction force to the planetary gear base 16. Thus, the vertical shaft 12 remains stationary, and the operating shaft 27 of the potentiometer 26 does not work.

If the handle 4 is pivoted about the horizontal shaft 3, the first bevel gear 6 is rotated about the axis of the horizontal shaft 3. This causes the second bevel gear 14 to rotate, and this rotation is transmitted to the third gear 18 via the second gear 15. Although the third gear 18 is associated with the first gear 11 (via the fourth gear 19, the fifth gear 20, the sixth gear 21, the eighth gear 25 and the seventh gear 24), a considerably large force is required to rotate the casing 2, since the first gear 11 is secured to the casing. Accordingly, the casing 2 and the first gear 11 are not rotated. The fifth gear 20 does not rotate, either. Therefore, the rotation of the second gear 15 is transmitted to the planetary gear shaft 17 (via the third gear 18) to rotate the shaft 17 about the vertical shaft 12.As a result, the planetary gear base 16, the vertical shaft 12, the ninth gear 28 and the tenth gear 29 are rotated. This causes the operating shaft 27 to rotate thereby operating the potentiometer 26.

Fig. 4 shows a system in which the steering of a ship and its speed control are effected by a handle mechanism 31 of the type described above. If the handle 4 is rotated about its axis, the steering synchro 22 is operated. Operation of the synchro 22 transmits a signal S1 to a control device 32, the value of the signal S1 corresponding to the angle of rotation of the handle 4 (which can be rotated through 360 ). In response to the signal S1, the control device 32 transmits a signal S2 to a rotary drive 33. In response to the signal S2, the rotary drive 33, which is hydraulically powered, rotates a lower gear box 34; and the gear box pivots a propellor shaft 35, about a vertical axis 34a, through an angle which is dependent upon the value of the signal S2.

This effects steering of the ship.

If the handle 4 is pivoted about the horizontal shaft 3, the potentiometer 26 is operated. Operation of the potentiometer 26 transmits a signal S3to the control device 32, the value of the signal S3 corresponding to the angle through which the handle 4 is pivoted (see Fig. 5). If the handle 4 is pivoted within a first range A, it is moved through 4" from an OFF position to an ON position. If the handle 4 is pivoted within a second range B, that is to say the 20 between ON and 0 (see Fig. 3), the potentiometer 26 transmits a signal lying in the range of from Volts to 0 volts (depending on the angle of handle pivoting).If the handle 4 is pivoted within a third range C, that is to say the 56" between 0 and 10 on the scale, the potentiometer 26 transmits a signal lying in the range of from 0 Volts to 11 Volts (depending on the angle of pivoting of the handle 4).

If the signal S3 lies in the second range B, the control device 32 transmits a slippage-control signal S4 to a transducer 36. The transducer 36 may be an electric voltagelpneu matic pressure convertor (E/P convertor). If the signal S3 lies in the third range C, the control device 32 transmits a main engine speed control signal Sg to a governor motor 41.

In dependence upon the slippage control signal S4, the transducer 36 controls the pressure of compressed air supplied from a source 37 of compressed air by means of an air control valve 38; and transmits a pneumatic pressure corresponding to the signal So to a hydraulic multiplate clutch 39. The clutch 39 is positioned between the output shaft of a main engine 40 and the propellor shaft 35. Although the clutch 39 is not shown in detail, it comprises an input shaft, an output shaft, a plurality of clutch plates disposed between the input and the output shafts, and a gear pump driven from the input shaft.

A clutch piston is associated with the output shaft, and a special valve provided in the output shaft controls the hydraulic pressure applied to the clutch piston to stabilise the amount of slippage between the clutch plates. The pneumatic pressure applied via the transducer 36 is converted to a hydraulic pressure by a modulator valve. This hydraulic pressure controls the special valve in the output shaft to control the hydraulic pressure which is applied to the clutch piston. The ON-OFF operation of the clutch 39 is effected by a limit switch (not shown).

The slippage control of the clutch 39 is, therefore, effected by the pneumatic pressure supplied thereto, and this pneumatic pressure depends upon the slippage control signal S4. Slippage control of the clutch 39 is used to lower the rotational speed of the output shaft of the main engine 40 below its nominal minimum speed. The slippage control is, therefore, utilised when it is desired to obtain a lower ship speed than that which can be obtained when the main engine is rotated at its minimum speed.

When the signal S3 lies in the third range C, the main engine speed control signal Sg iS transmitted to the governor motor 41. The governor motor 41 controls a governor (not shown) so that the quantity of fuel supplied to the main engine 40 may be regulated to control the speed of the main engine, whereby a desired ship speed is obtained. The clutch 39 is directly coupled if the potentiometer 26 transmits a signal S3 lying in the third range C, that is to say when S3 is at least 0 Volts.

As described above, the manoeuvring apparatus of the invention uses a single handle which may be rotated about its axis for steering via the first angle detector, and which may be pivoted about the horizontal shaft 3 for ship speed control via the second angle detector. The rotary drive 33 which is used for changing the direction of the propelling force of the propellor is operated by a signal from the first angle detector 22; while the output of the main engine 40 and the slippage control of the clutch 39 (which controls the speed of the propellor shaft 35 at speeds lower than the rated minimum of the main engine), are both effected by signals from the second angle detector 26. Since both the steering of the ship and its speed control are effected by a single handle, it is very easy to manoeuvre the ship.

Claims

1. Apparatus for manoeuvring a ship having a Z-type propellor structure, the apparatus comprising a handle, a first angle detector for detecting rotation of the handle about its own axis and for transmitting a signal dependent upon the angle detected, and a second angle detector for detecting the angle through which the handle pivots and for transmitting a signal dependent upon the pivotal angle detected, wherein the signal transmitted by the first angle detector is used to change the direction of the propelling force of the propellor structure, and the signal transmitted by the second angle detector is used for controlling the rotational speed of the propellor structure.

2. Manoeuvring apparatus as claimed in claim 1, wherein the first angle detector has an operating shaft which is arranged to rotate about its own axis when the handle is rotated about its own axis.

3. Manoeuvring apparatus as claimed in claim 2, further comprising a gear train for transmitting rotary motion of the handle to the operating shaft of the first angle detector.

4. Manoeuvring apparatus as claimed in any one of claims 1 to 3, wherein the first angle detector is a synchro.

5. Manoeuvring apparatus as claimed in any one of claims 1 to 4, further comprising a rotary drive, the rotary drive being controlled by the signal transmitted from the first angle detector and being arranged to change the direction of the propelling force of the propellor structure.

6. Manoeuvring apparatus as claimed in claim 5, further comprising a control device, the control device receiving the signal transmitted by the first angle detector and transmitting a first control signal for controlling the rotary drive.

7. Manoeuvring apparatus as claimed in any one of claims 1 to 6, wherein the second angle detector has an operating shaft which is arranged to rotate about its own axis when the handle is pivoted in a plane which contains the axis of the handle.

8. Manoeuvring apparatus as claimed in claim 7, further comprising a gear train for transmitting pivotal motion of the handle to the operating shaft of the second angle detector.

9. Manoeuvring apparatus as claimed in claim 8, when appendant to claim 3, wherein the two gear trains include common elements.

10. Manoeuvring apparatus as claimed in any one of claims 1 to 9, wherein the second angle detector is potentiometer.

11. Manoeuvring apparatus as claimed in any one of claims 1 to 10, further comprising a clutch for trans. nitting drive to the propellor structure from a main engine.

12. Manoeuvring apparatus as claimed in claim 11, wherein the clutch is a hydraulic multiplate clutch.

13. Manoeuvring as claimed in any one of claims 7 to 12 when appendantto claim 6, wherein the control device receives the signal transmitted by the second angle detector and, depending upon the magnitude of said signal, transmits either a second control signal or a third control signal.

14. Manoeuvring apparatus as claimed in claim 13, wherein the second control signal is transmitted to slippage control means associated with the clutch.

15. Manoeuvring apparatus as claimed in claim 14, wherein the slippage control means is constituted by a transducer which receives the second control signal, the transducer thereby controlling pneumatic pressure applied to the clutch from a source of compressed air via an air control valve.

16. Manoeuvring apparatus as claimed in claim 15, wherein the transducer is an E/P convertor.

17. Manoeuvring apparatus as claimed in any one of claims 13to 16, wherein the third control signal is used to control the main engine via a governor motor.

18. Manoeuvring apparatus substantially as hereinbefore described with reference to, and as illustrated by, the accompanying drawings.

19. Ahandle mechanism for incorporation in manoeuvring apparatus as claimed in any one of claims 1 to 18, the handle mechanism comprising a stationary frame, a hollow cylindrical casing rotatably mounted within the frame, a shaft rotatably mounted within the casing, and a handle attached to the shaft, the handle being rotatable about its own axis and being pivotable with respect to the axis of the shaft, wherein a first angle detector is provided for detecting rotation of the handle about its own axis, and a second angle detector is provided for detecting pivotal movement of the handle, the angle detectors being provided with respective operating shafts, and wherein a gear train is provided for transmitting rotational and pivotal movement of the handle respectively to the operating shafts of the first and second angle detectors.

20. A handle mechanism substantially as he reinbefore described with reference to, and as illustrated by, Figs. 1 to 3 of the accompanying drawings.