JP2003231497A - Ship - Google Patents
ShipInfo
- Publication number
- JP2003231497A JP2003231497A JP2002031298A JP2002031298A JP2003231497A JP 2003231497 A JP2003231497 A JP 2003231497A JP 2002031298 A JP2002031298 A JP 2002031298A JP 2002031298 A JP2002031298 A JP 2002031298A JP 2003231497 A JP2003231497 A JP 2003231497A
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- Japan
- Prior art keywords
- propeller
- propulsion device
- mode
- ship
- propulsion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Turbines (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は船舶に関し、より詳
細には、推進装置の二重化が図られた船舶に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship, and more particularly to a ship having a dual propulsion device.
【０００２】[0002]
【従来の技術】推進装置の二重化が図られた船舶とし
て、例えば特公平７−１２１７１７号公報（文献１）に
開示された船舶がある。2. Description of the Related Art As a ship having a dual propulsion device, for example, there is a ship disclosed in Japanese Examined Patent Publication No. 7-121717 (Reference 1).
【０００３】この船舶は、後プロペラを有する第１の推
進器と、後プロペラと対峙する前プロペラを有する第２
の推進器とを備えている。これら後プロペラと前プロペ
ラとは二重反転プロペラを構成しており、前プロペラの
プロペラ後流中の推進に寄与しない回転成分のエネルギ
ーを後プロペラで回収することで、省エネルギー化が図
られる。This vessel has a first propeller having a rear propeller and a second propeller having a front propeller facing the rear propeller.
And a propulsion device. The rear propeller and the front propeller constitute a contra-rotating propeller, and energy can be saved by recovering the energy of the rotation component that does not contribute to the propulsion in the propeller wake of the front propeller by the rear propeller.
【０００４】[0004]
【発明が解決しようとする課題】ここで、船舶の推進器
は、通常航行のため以外にも、洋上で荷役作業を行う場
合等において、船舶を定点保持するためにも使用され
る。The propulsion device of the ship is used not only for normal navigation but also for holding the ship at a fixed point when carrying out cargo handling work at sea.
【０００５】しかしながら、上記した従来の船舶では、
船舶を定点保持する際における推進器の効率的な運用を
図ることができず、省エネルギー化が十分でなかった。However, in the above-mentioned conventional vessels,
Energy saving was not sufficient because the propulsion system could not be operated efficiently when the ship was held at a fixed point.
【０００６】そこで本発明は、二重化された推進器の効
率的な運用を図り、もって省エネルギー化の向上を図る
ことが可能な船舶を提供することを目的とする。[0006] Therefore, an object of the present invention is to provide a ship capable of efficiently operating a dual-propelling device and thus improving energy saving.
【０００７】[0007]
【課題を解決するための手段】本発明に係る船舶は、第
１のプロペラを有する第１の推進器と、第１のプロペラ
との間で二重反転プロペラを構成する第２のプロペラを
有する第２の推進器と、第１及び第２の推進器の運転を
制御する制御装置と、を備える。制御装置は、少なくと
も通常航行モードと定点保持モードとを含む複数の運転
モードを切り替え可能である。運転モードが通常航行モ
ードのとき、制御装置は、第１及び第２の推進器の双方
を駆動する。運転モードが定点保持モードのとき、制御
装置は、推進器の出力が所定値以下では第１の推進器の
駆動を停止する一方で第２の推進器を駆動し、推進器の
出力が所定値を超えたときには少なくとも第１の推進器
を駆動する。A ship according to the present invention has a first propeller having a first propeller and a second propeller forming a counter-rotating propeller between the first propeller and the first propeller. A second propulsion device and a control device that controls the operation of the first and second propulsion devices are provided. The control device can switch a plurality of operation modes including at least a normal navigation mode and a fixed point holding mode. When the operation mode is the normal navigation mode, the control device drives both the first and second propulsion devices. When the operation mode is the fixed point holding mode, the controller stops driving the first propulsion device while the output of the propulsion device is less than or equal to the predetermined value, and drives the second propulsion device, and the output of the propulsion device is at the predetermined value. When it exceeds, at least the first propulsion device is driven.
【０００８】この船舶では、制御装置により複数の運転
モードを切り替え可能であり、通常航行モードにおい
て、第１及び第２の推進器の双方を駆動するように制御
することで、二重反転プロペラ効果による省エネルギー
化が図られる。また、定点保持モードにおいて、推進器
の出力が所定値以下では、第１の推進器の駆動を停止す
る一方で第２の推進器を駆動し、推進器の出力が所定値
を超えたときには少なくとも第１の推進器を駆動するよ
うに制御することで、第１及び第２の推進器の効率的な
運用が図られ、もって省エネルギー化の向上を図ること
が可能となる。In this vessel, a plurality of operation modes can be switched by the control device, and by controlling so as to drive both the first and second propulsion devices in the normal navigation mode, the contra-rotating propeller effect is obtained. Energy saving can be achieved by. In the fixed point holding mode, when the output of the propulsion device is equal to or lower than the predetermined value, the driving of the first propulsion device is stopped while the second propulsion device is driven, and at least when the output of the propulsion device exceeds the predetermined value. By controlling the first propulsion device so as to be driven, the first and second propulsion devices can be operated efficiently, and thus energy saving can be improved.
【０００９】本発明に係る船舶では、第１の推進器は、
船尾部の後部垂線を中心として旋回可能に設けられたポ
ッド型推進器である。このようにすれば、船舶の舵が不
要となると共に操縦性の向上が図られる。また、船舶の
進行方向を船首方向と船尾方向のいずれにも容易に変え
る（ＤＡＳ：Double Acting Ship）ことが可能となる。In the ship according to the present invention, the first propulsion device is
It is a pod-type propulsion device that is provided so as to be rotatable around the rear vertical line of the stern. By doing so, the rudder of the ship is not required and the maneuverability is improved. Further, it becomes possible to easily change the traveling direction of the ship to either the bow direction or the stern direction (DAS: Double Acting Ship).
【００１０】本発明に係る船舶では、運転モードには後
進モードが含まれており、運転モードが後進モードのと
き、制御装置は、第１のプロペラが通常航行モードとは
逆方向を向くように第１の推進器を後部垂線を中心とし
て旋回させて駆動する一方、第２の推進器の駆動を停止
する。このように、後進モードでは制御装置により第２
の推進器の駆動を停止することで、省エネルギー化が図
られる。In the ship according to the present invention, the operation mode includes the reverse mode, and when the operation mode is the reverse mode, the control device controls the first propeller to face the direction opposite to the normal navigation mode. The first propulsion device is driven by rotating it about the rear vertical line, while the driving of the second propulsion device is stopped. As described above, in the reverse mode, the second device is controlled by the control device.
Energy saving can be achieved by stopping the driving of the propulsion device.
【００１１】本発明に係る船舶では、第２のプロペラは
可変ピッチプロペラであり、運転モードが後進モードの
とき、制御装置は、第２のプロペラをフェザリングピッ
チの状態に維持する。このようにすれば、第２のプロペ
ラの抵抗が低減され省エネルギー化がより一層図られる
と共に、障害物（例えば氷海中の氷など）の衝突から第
２のプロペラを保護することが可能となる。In the ship according to the present invention, the second propeller is a variable pitch propeller, and when the operation mode is the reverse drive mode, the control device maintains the second propeller in the feathering pitch state. In this way, the resistance of the second propeller is reduced, energy saving is further promoted, and it is possible to protect the second propeller from the collision of an obstacle (for example, ice in the ice sea).
【００１２】本発明に係る船舶では、第２の推進器の最
大出力は、第１の推進器の最大出力の５％〜３０％であ
ると省エネルギー化に好適である。In the ship according to the present invention, it is suitable for energy saving that the maximum output of the second propulsion device is 5% to 30% of the maximum output of the first propulsion device.
【００１３】[0013]
【発明の実施の形態】以下、添付図面を参照しながら本
発明の好適な実施形態について説明する。なお、図面の
説明において同一の要素には同一の符号を付し、重複す
る説明を省略する。また、図面の寸法比率は、説明のも
のと必ずしも一致していない。Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. In the description of the drawings, the same elements will be denoted by the same reference symbols, without redundant description. Further, the dimensional ratios in the drawings do not always match those described.
【００１４】図１は、本実施形態に係る船舶を示す側面
図である。図１に示すように、船舶１０は、船体１２
と、船体１２に取り付けられた主推進器としてのポッド
型推進器（第１の推進器）１４と、補助推進器（第２の
推進器）１６と、ポッド型推進器１４及び補助推進器１
６を制御する制御装置１８と、を備えている。FIG. 1 is a side view showing a ship according to this embodiment. As shown in FIG. 1, the ship 10 includes a hull 12
And a pod type propulsion device (first propulsion device) 14 as a main propulsion device attached to the hull 12, an auxiliary propulsion device (second propulsion device) 16, a pod type propulsion device 14 and an auxiliary propulsion device 1
And a control device 18 for controlling the control unit 6.
【００１５】船体１２は、船首部２０、船体中央部２
２、及び船尾部２４を有している。この船首部２０は、
開水中における推進抵抗の低減が図られるように形状設
計されており、例えば水面下の部分が前方に張り出した
バルバスバウ形状とされている。The hull 12 includes a bow portion 20 and a hull central portion 2
2 and the stern portion 24. This bow 20
The shape is designed so as to reduce the propulsion resistance in open water. For example, the underwater portion has a Barbus bow shape in which the portion is projected forward.
【００１６】船体中央部２２は、船舶１０の種類により
構成が異なり、例えば、船舶１０がコンテナ船であれ
ば、船体中央部２２の内部には複数の船倉が形成されて
いる。また、船舶１０が原油タンカーであれば、船体中
央部２２の内部には複数のオイルタンクが形成されてい
る。The central portion of the hull 22 has a different structure depending on the type of the vessel 10. For example, when the vessel 10 is a container ship, a plurality of holds are formed inside the central portion 22 of the hull. Further, if the ship 10 is a crude oil tanker, a plurality of oil tanks are formed inside the center part 22 of the hull.
【００１７】船尾部２４は、推進器を取り付けるための
取付部２６と、オーバーハング部２８と、を含んでい
る。この船尾部２４の外表面は、船尾方向への航行時に
砕氷を行うための砕氷面として機能している。The stern portion 24 includes a mounting portion 26 for mounting a propulsion device, and an overhang portion 28. The outer surface of the stern portion 24 functions as an ice crushing surface for crushing ice when sailing in the stern direction.
【００１８】ポッド型推進器１４は、プロペラ（第１の
プロペラ）３０と、プロペラ３０を回転させるためのモ
ータ（図示しない）を内蔵するポッド部３２と、ポッド
部３２を支持するためのストラット３４と、を有してい
る。このポッド型推進器１４は、図１に示すように、ス
トラット３４を介し、船尾部２４の取付部２６におい
て、図示しない回転装置により、後部垂線Ｙを中心とし
て３６０度の範囲で旋回可能に取り付けられている。こ
のポッド型推進器１４は、プロペラ３０がポッド部３２
の前部に取り付けられたいわゆるトラクタータイプの推
進器であり、プロペラ３０の回転によりストラット３４
の側にプロペラ後流を噴出して推進力を得る。The pod-type propulsion device 14 includes a propeller (first propeller) 30, a pod portion 32 containing a motor (not shown) for rotating the propeller 30, and a strut 34 for supporting the pod portion 32. And have. As shown in FIG. 1, this pod-type propulsion device 14 is attached to a mounting portion 26 of the stern portion 24 via a strut 34 by a rotating device (not shown) so as to be rotatable within a range of 360 degrees about the rear perpendicular Y. Has been. In this pod-type propulsion device 14, the propeller 30 has a pod portion 32.
It is a so-called tractor type propeller attached to the front part of the
The propeller wake is ejected to the side of to obtain propulsion.
【００１９】本実施形態に係る船舶１０は、かかるポッ
ド型推進器１４を備えているため、後部垂線Ｙを中心と
して旋回させ、ポッド型推進器１４を任意の方向に向け
ることで、大きな旋回力を得ることができる。よって、
舵方式に比べて操縦性能の向上が図られる。また、ポッ
ド型推進器１４の前後方向を逆にすることで、船舶１０
の進行方向を船首方向と船尾方向とのいずれにも容易に
変える（ＤＡＳ：Double Acting Ship）ことが可能とな
る。Since the ship 10 according to the present embodiment is provided with such a pod-type propulsion device 14, a large turning force is obtained by turning the pod-type propulsion device 14 in any direction by turning the rear perpendicular Y as a center. Can be obtained. Therefore,
The steering performance can be improved compared to the rudder system. Further, by reversing the front-back direction of the pod-type propulsion device 14, the ship 10
It is possible to easily change the traveling direction of the ship to either the bow direction or the stern direction (DAS: Double Acting Ship).
【００２０】補助推進器１６は、プロペラ（第２のプロ
ペラ）３６と、プロペラ３６を回転駆動するための原動
機３８と、原動機３８の駆動力をプロペラ３６に伝達す
るための駆動軸４０と、を有している。原動機３８は、
電動モータであっても、ディーゼル機関であってもよ
い。プロペラ３６は、羽根の取付け角度（ピッチ）を自
由に変えることが可能な可変ピッチプロペラであって
も、固定ピッチプロペラであってもよい。この補助推進
器１６は、船体中央部２２の船尾側の端部部分におい
て、ポッド型推進器１４と対面するように設けられてい
る。補助推進器１６のプロペラ３６の回転方向は、通常
航行時において、ポッド型推進器１４のプロペラ３０の
回転方向と逆方向になるように設定されており、これに
よりポッド型推進器１４のプロペラ３０と補助推進器１
６のプロペラ３６とで二重反転プロペラが構成されてい
る。なお、補助推進器１６の最大出力は、ポッド型推進
器１４の最大出力の５％〜３０％に設計されている。The auxiliary propeller 16 includes a propeller (second propeller) 36, a prime mover 38 for rotationally driving the propeller 36, and a drive shaft 40 for transmitting the driving force of the prime mover 38 to the propeller 36. Have The prime mover 38 is
It may be an electric motor or a diesel engine. The propeller 36 may be either a variable pitch propeller capable of freely changing the blade mounting angle (pitch) or a fixed pitch propeller. The auxiliary propulsion device 16 is provided so as to face the pod-type propulsion device 14 at an end portion of the hull central portion 22 on the stern side. The rotation direction of the propeller 36 of the auxiliary propulsion device 16 is set so as to be opposite to the rotation direction of the propeller 30 of the pod type propulsion device 14 during normal navigation, whereby the propeller 30 of the pod type propulsion device 14 is rotated. And auxiliary propulsion device 1
A contra-rotating propeller is constructed with the six propellers 36. The maximum output of the auxiliary propulsion unit 16 is designed to be 5% to 30% of the maximum output of the pod type propulsion unit 14.
【００２１】制御装置１８は、ポッド型推進器１４及び
補助推進器１６と電気的あるいは制御空気等で接続され
ている。この制御装置１８は、通常航行モード、定点保
持モード、及び後進モードの間で運転モードを切り替え
可能であり、図示しない入力受付部において受け付けた
操縦者の入力した運転モード情報に基づいて、以下に説
明するようにポッド型推進器１４及び補助推進器１６の
運転を制御する。The control device 18 is connected to the pod-type propulsion device 14 and the auxiliary propulsion device 16 electrically or by control air or the like. The control device 18 can switch the operation mode among the normal navigation mode, the fixed point holding mode, and the reverse drive mode, and based on the operation mode information input by the operator, which is received by an input reception unit (not shown), The operation of the pod-type propulsion device 14 and the auxiliary propulsion device 16 is controlled as described.
【００２２】次に、上記した構成を備えた船舶１０の作
用及び効果について説明する。Next, the operation and effect of the ship 10 having the above-mentioned structure will be described.
【００２３】上述したように、本実施形態に係る船舶１
０は、制御装置１８により運転モードを切り替え可能で
ある。従って、開水中を航行するときに操縦者が通常航
行モードの入力を行うと、制御装置１８は、ポッド型推
進器１４及び補助推進器１６の双方を駆動するように制
御する。このとき、図１及び図２に示すように、ポッド
型推進器１４のプロペラ３０と補助推進器１６のプロペ
ラ３６とは二重反転プロペラを構成しているため、プロ
ペラ３６のプロペラ後流中の推進に寄与しない回転成分
のエネルギーをプロペラ３０で回収することができ、省
エネルギー化を図ることが可能となる。As mentioned above, the ship 1 according to the present embodiment.
In 0, the operation mode can be switched by the control device 18. Therefore, when the pilot inputs the normal navigation mode when navigating in open water, the control device 18 controls to drive both the pod-type propulsion device 14 and the auxiliary propulsion device 16. At this time, as shown in FIGS. 1 and 2, the propeller 30 of the pod-type propulsion device 14 and the propeller 36 of the auxiliary propulsion device 16 constitute a counter-rotating propeller. The energy of the rotation component that does not contribute to propulsion can be recovered by the propeller 30, and energy can be saved.
【００２４】また、氷海中を航行するときに操縦者が後
進モードの入力を行うと、制御装置１８は、図３に示す
ように、プロペラ３０が船尾方向を向くようにポッド型
推進器１４を後部垂線Ｙを中心として旋回させて駆動す
る一方、補助推進器１６の駆動を停止する。このよう
に、後進モードでは、制御装置１８により補助推進器１
６の駆動を停止することで、省エネルギー化を図ること
が可能となる。When the operator inputs the reverse mode while navigating in the ice sea, the control device 18 controls the pod-type propulsion device 14 so that the propeller 30 faces the stern as shown in FIG. The auxiliary propeller 16 is stopped while being driven by turning around the rear perpendicular Y. Thus, in the reverse drive mode, the control device 18 causes the auxiliary propulsion device 1 to operate.
By stopping the driving of No. 6, it is possible to save energy.
【００２５】ここで、後進モードのときには、制御装置
１８は、補助推進器１６のプロペラ３６を遊転状態に制
御すると好ましい。特に、プロペラ３６が可変ピッチプ
ロペラのときは、制御装置１８は、羽根が流れ方向に沿
って略水平な状態、いわゆるフェザリングピッチ状態に
制御すると好ましい。このようにすれば、プロペラ３６
の抵抗が低減され省エネルギー化をより一層図ることが
可能となると共に、障害物（例えば氷海中の氷など）の
衝突からプロペラ３６を保護することが可能となる。Here, in the reverse drive mode, it is preferable that the control device 18 controls the propeller 36 of the auxiliary propulsion device 16 to the idling state. In particular, when the propeller 36 is a variable pitch propeller, the control device 18 preferably controls the blades to be in a substantially horizontal state along the flow direction, that is, a so-called feathering pitch state. With this, the propeller 36
It is possible to further reduce energy consumption and further save energy, and it is possible to protect the propeller 36 from collision of an obstacle (for example, ice in the ice sea).
【００２６】また、図４に示すように、洋上ターミナル
５０で船舶１０を係留して石油の積み出し等の荷役作業
等を行うときに、操縦者が定点保持（ＤＰＳ：Dynamic
Positioning System）モードの入力を行うと、制御装置
１８は、ポッド型推進器１４の駆動を停止する一方で補
助推進器１６を駆動する。そして、比較的穏やかな海象
で潮流もほとんどない場合のように推進器の出力（ポッ
ド型推進器１４の出力と補助推進器１６の出力の合計）
が所定値（例えば、補助推進器１６の最大出力の７０
％）以下のときは、この状態を維持する。そして、海象
が荒れて潮流も速い場合のように推進器の出力が所定値
を超えるときには、主推進器としてのポッド型推進器１
４を駆動する。このとき、補助推進器１６の駆動は継続
してもよく、停止してもよい。そして、推進器の出力が
再び所定値以下になったときには、ポッド型推進器１４
の駆動を停止する一方で補助推進器１６の駆動を継続な
いしは開始する。このように、定点保持モードにおい
て、最大出力の小さい補助推進器１６をメインとして使
用し、海象によってポッド型推進器１４への切り替え、
或いは併用を行うようにしているため、これら推進器の
効率的な運用が図られ、もって省エネルギー化の向上を
図ることが可能となると共に、海象の変化にかかわら
ず、安定して船舶１０を定点保持することが可能とな
る。Further, as shown in FIG. 4, when the marine vessel 10 is moored at the offshore terminal 50 to perform cargo handling work such as shipping of oil, the operator holds a fixed point (DPS: Dynamic).
When the positioning system) is input, the control device 18 stops driving the pod-type propulsion device 14 while driving the auxiliary propulsion device 16. And the output of the propulsion device (the sum of the output of the pod-type propulsion device 14 and the output of the auxiliary propulsion device 16) as in the case where there is relatively no sea current with relatively calm sea
Is a predetermined value (for example, the maximum output of the auxiliary thruster 16 is 70
%) The following conditions will be maintained when: Then, when the output of the propulsion device exceeds a predetermined value such as when the sea condition is rough and the tidal current is fast, the pod-type propulsion device 1 as the main propulsion device 1
Drive 4 At this time, the driving of the auxiliary propulsion device 16 may be continued or stopped. Then, when the output of the propulsion device falls below the predetermined value again, the pod-type propulsion device 14
Driving of the auxiliary propulsion device 16 is continued or started while the driving of the auxiliary driving device 16 is stopped. As described above, in the fixed point holding mode, the auxiliary propulsion device 16 having a small maximum output is mainly used, and the pod type propulsion device 14 is switched depending on the sea condition
Alternatively, since they are used in combination, efficient operation of these propulsion devices can be achieved, and it is possible to improve energy conservation, and to stabilize the ship 10 at a fixed point regardless of changes in sea conditions. It becomes possible to hold.
【００２７】なお、本発明は上記した実施形態に限定さ
れることなく、種々の変形が可能である。The present invention is not limited to the above-mentioned embodiment, and various modifications can be made.
【００２８】例えば、上記した実施形態では、ポッド型
推進器としてトラクタータイプの推進器について説明し
たが、ポッド型推進器は、プロペラの回転によりストラ
ットとは反対の側にプロペラ後流を噴出して推進力を得
るプッシングタイプの推進器であってもよい。For example, in the above-described embodiment, a tractor-type propulsion device has been described as a pod-type propulsion device. However, the pod-type propulsion device ejects the wake of the propeller to the side opposite to the strut by the rotation of the propeller. It may be a pushing type propulsion device that obtains propulsion force.
【００２９】また、上記した実施形態では、船舶１０の
種類としてコンテナ船や原油タンカーを例示したが、船
舶１０の種類はこれに限定されない。Further, in the above-described embodiment, the container ship and the crude oil tanker are exemplified as the type of the ship 10, but the type of the ship 10 is not limited to this.
【００３０】また、上記した実施形態では、船首部２０
の形状はバルバスバウ形状としたが、船首部２０は他の
形状を有していてもよい。ただし、船首部２０の形状
は、船首方向への通常の航行時における推進性能の向上
が図られる形状であると好ましい。Further, in the above embodiment, the bow portion 20
Although the shape of is a barbass bow, the bow 20 may have another shape. However, the shape of the bow portion 20 is preferably a shape that can improve the propulsion performance during normal navigation in the bow direction.
【００３１】また、上記した実施形態では、船舶１０は
船尾部２４が砕氷面として機能する砕氷船について説明
したが、船尾部２４は必ずしも砕氷機能を有する必要は
ない。Further, in the above-described embodiment, the ship 10 has been described as an ice breaking ship in which the stern portion 24 functions as an ice breaking surface, but the stern portion 24 does not necessarily have an ice breaking function.
【００３２】[0032]
【発明の効果】本発明によれば、二重化された推進器の
効率的な運用を図り、もって省エネルギー化の向上を図
ることが可能な船舶が提供される。According to the present invention, there is provided a ship capable of efficiently operating a duplexed propulsion device and thus improving energy saving.
【図１】本実施形態に係る船舶を示す側面図である。FIG. 1 is a side view showing a ship according to the present embodiment.
【図２】本実施形態に係る船舶の船尾部分を拡大して示
す図である（通常航行モードないし定点保持モードのと
き）。FIG. 2 is an enlarged view showing a stern portion of the ship according to the present embodiment (in a normal navigation mode or a fixed point holding mode).
【図３】本実施形態に係る船舶の船尾部分を拡大して示
す図である（後進モードのとき）。FIG. 3 is an enlarged view showing a stern portion of the ship according to the present embodiment (in a reverse mode).
【図４】本実施形態に係る船舶が洋上ターミナルに係留
されて定点保持モードにある状態を示す図である。FIG. 4 is a diagram showing a state in which the ship according to the present embodiment is moored at an offshore terminal and is in a fixed point holding mode.
１０…船舶、１４…ポッド型推進器、１６…補助推進
器、１８…制御装置、２４…船尾部、３０…プロペラ、
３６…プロペラ、Ｙ…後部垂線。10 ... Vessel, 14 ... Pod type propulsion device, 16 ... Auxiliary propulsion device, 18 ... Control device, 24 ... Stern part, 30 ... Propeller,
36 ... Propeller, Y ... Rear perpendicular.
Claims (5)
と、前記第１のプロペラとの間で二重反転プロペラを構
成する第２のプロペラを有する第２の推進器と、前記第
１及び第２の推進器の運転を制御する制御装置と、を備
え、 前記制御装置は、少なくとも通常航行モードと定点保持
モードとを含む複数の運転モードを切り替え可能であ
り、 前記運転モードが前記通常航行モードのとき、前記制御
装置は、前記第１及び第２の推進器の双方を駆動し、 前記運転モードが前記定点保持モードのとき、前記制御
装置は、推進器の出力が所定値以下では前記第１の推進
器の駆動を停止する一方で前記第２の推進器を駆動し、
推進器の出力が前記所定値を超えたときには少なくとも
前記第１の推進器を駆動することを特徴とする船舶。1. A second propulsor having a first propeller having a first propeller and a second propeller forming a counter-rotating propeller between the first propeller and the first propeller; And a control device for controlling the operation of the second propulsion device, wherein the control device can switch a plurality of operation modes including at least a normal navigation mode and a fixed point holding mode, and the operation mode is the normal mode. When in the navigation mode, the control device drives both the first and second propulsion devices, and when the operation mode is the fixed point holding mode, the control device determines that the output of the propulsion device is equal to or less than a predetermined value. Driving the second thruster while stopping driving the first thruster;
A marine vessel characterized by driving at least the first propulsion device when the output of the propulsion device exceeds the predetermined value.
を中心として旋回可能に設けられたポッド型推進器であ
ることを特徴とする請求項１に記載の船舶。2. The marine vessel according to claim 1, wherein the first propulsion device is a pod-type propulsion device that is provided so as to be rotatable about a rear perpendicular of the stern part.
ており、 前記運転モードが前記後進モードのとき、前記制御装置
は、前記第１のプロペラが前記通常航行モードとは逆方
向を向くように前記第１の推進器を前記後部垂線を中心
として旋回させて駆動する一方、前記第２の推進器の駆
動を停止することを特徴とする請求項２に記載の船舶。3. The drive mode includes a reverse drive mode, and when the drive mode is the reverse drive mode, the control device controls the first propeller to face a direction opposite to the normal navigation mode. 3. The marine vessel according to claim 2, wherein the first propulsion device is driven by rotating the first propulsion device around the rear vertical line as a center while the driving of the second propulsion device is stopped.
ラであり、前記運転モードが前記後進モードのとき、前
記制御装置は、前記第２のプロペラをフェザリングピッ
チの状態に維持することを特徴とする請求項３に記載の
船舶。4. The second propeller is a variable pitch propeller, and when the operation mode is the reverse drive mode, the controller maintains the second propeller in a feathering pitch state. The ship according to claim 3.
１の推進器の最大出力の５％〜３０％であることを特徴
とする請求項１〜４のいずれかに記載の船舶。5. The ship according to claim 1, wherein the maximum output of the second propulsion device is 5% to 30% of the maximum output of the first propulsion device. .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002031298A JP3975090B2 (en) | 2002-02-07 | 2002-02-07 | Ship |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002031298A JP3975090B2 (en) | 2002-02-07 | 2002-02-07 | Ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2003231497A true JP2003231497A (en) | 2003-08-19 |
| JP3975090B2 JP3975090B2 (en) | 2007-09-12 |
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ID=27774745
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002031298A Expired - Fee Related JP3975090B2 (en) | 2002-02-07 | 2002-02-07 | Ship |
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| Country | Link |
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Cited By (5)
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|---|---|---|---|---|
| JP2011131622A (en) * | 2009-12-22 | 2011-07-07 | Universal Shipbuilding Corp | Composite type propulsion apparatus and ship |
| WO2013027857A1 (en) | 2011-08-22 | 2013-02-28 | 株式会社 ＩＰ Ｍａｎａｇｅｍｅｎｔ Ｓｅｒｖｉｃｅｓ | Water vessel propulsion apparatus |
| JP2015033967A (en) * | 2013-08-09 | 2015-02-19 | 三菱重工業株式会社 | Ship steering method, ship, and ship steering system |
| JP2016153259A (en) * | 2015-02-20 | 2016-08-25 | 三菱重工業株式会社 | Ship propulsion system, ship and ship propulsion method |
| CN107521647A (en) * | 2017-09-12 | 2017-12-29 | 南京中船绿洲机器有限公司 | A kind of ship mixing is to turning propulsion system |
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| CN107521647A (en) * | 2017-09-12 | 2017-12-29 | 南京中船绿洲机器有限公司 | A kind of ship mixing is to turning propulsion system |
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