JP2015033967A - Ship steering method, ship, and ship steering system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship steering method or the like that can suppress a load given to each piece of equipment in a ship, even when the ship equipped with a screw propulsion unit and a rotation propulsion unit is in a predetermined operation state.SOLUTION: In a method for steering a ship 1 equipped with a screw propulsion unit 5 that gives a propulsion power to the ship 1 by rotating a main propeller 22 and an azimuth propulsion unit 6 that rotates a propeller 27 centering on a rotation axis 29 crossing the horizontal plane to give a propulsion power to the ship 1, in the case of operating the ship 1 in a low speed mode in which a navigation speed of the ship 1 falls below a predetermined navigation speed (in the case where the ship 1 is navigated over a speed limitation area), the azimuth propulsion unit 6 is made to function as a rudder by making its propeller 27 to be idled and by enabling the azimuth propulsion unit 6 to rotate. Only the main propeller 22 of the screw propulsion unit 5 is rotated to operate the ship 1 for a forward movement.

Description

  The present invention relates to a marine vessel maneuvering method, a marine vessel, and a marine vessel maneuvering system including a screw propulsion device and a swivel propulsion device.

  Conventionally, a ship including a main propeller and a POD propulsion device installed behind the main propeller is known (for example, see Patent Document 1). This ship is equipped with a propulsion control device that controls the main propeller and the POD propulsion device, and the propulsion control device controls the main propeller and the POD propulsion device so that the rotation speed of the propeller is suitable for the operating state of the vessel. doing.

JP 2003-11892 A

  By the way, as a case where a ship navigates at low speed, there is a case where it navigates in a speed limit area where speed is limited. In this case, in the configuration of Patent Document 1, since both the main propeller and the POD propulsion device are operated at a low load, the main engine that drives the main propeller is operated at a low combustion efficiency, which hinders improvement in fuel consumption. At the same time, the combustibility of the main engine may deteriorate. In addition, if the combustibility of the main engine deteriorates, soot tends to accumulate inside the main engine, and maintenance becomes complicated.

  Further, the ship may be urgently stopped during the navigation of the ship. In this case, in the configuration of Patent Document 1, since both the main propeller and the POD propulsion device are operated, regenerative braking may occur in the POD propulsion device at the time of emergency stop of the ship. This is because the POD propulsion device is driven by a motor, so that the motor is rotated at an excessive speed to act as a generator, and as a result, regenerative power is generated.

  Therefore, the present invention provides a marine vessel maneuvering method capable of suppressing a load applied to each device of a vessel, even if a vessel including a screw propulsion device and a swivel type propulsion device is in a predetermined operation state. It is an object to provide a ship maneuvering system.

  The marine vessel maneuvering method of the present invention includes a screw propulsion device that imparts propulsive force to the vessel by rotating the main propeller, and a swivel that pivots around a swivel axis that intersects the horizontal plane, and the propeller is rotated to provide propulsive force to the vessel. In a ship maneuvering method comprising a swivel propulsion device, when the ship navigates a speed-restricted area, the propeller of the swivel propulsion device is set in the idle state and the swivel propulsion device can be swiveled. Thus, the turning propulsion device functions as a rudder, and only the main propeller of the screw propulsion device is rotated to move the ship forward.

  According to this configuration, when the ship navigates the speed-restricted area, while the propeller is in the idle state (free state) without rotating the propeller of the swivel propeller, the swivel propeller functions as a rudder. The ship can be moved forward by rotating only the main propeller of the screw propeller. For this reason, when navigating in the speed limit area of the ship, the ship can be navigated only with the screw propulsion device, so even if the ship is operated at a low load, the rotation of the swivel propulsion device is not performed. The load on the screw propeller can be increased. Therefore, the main engine that drives the screw propulsor can be operated at a high combustion efficiency, can improve fuel efficiency, and can improve the combustibility of the main engine. Moreover, since the turning type propulsion device functions as a rudder, the traveling direction of the ship can be changed by turning the turning type propulsion device. Examples of the swivel propulsion device include a pod propulsion device and an azimuth propulsion device. Specifically, the pod propulsion device is a motor in which a motor serving as a power source for rotating the propeller is accommodated inside the pod. An azimuth propelling device is a motor that is a power source for rotating a propeller and arranged outside the pod.

  The other marine vessel maneuvering method of the present invention includes a screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel that pivots about a swivel axis that intersects the horizontal plane, and propels the ship by rotating the propeller. In a marine vessel maneuvering method provided with a swivel propulsion device that applies force, when the vessel performs an emergency stop, the propeller of the swivel propulsion device is put into a swinging state and the swivel propulsion device can be swiveled. Thus, the swivel propulsion device is caused to function as a rudder, and only the main propeller of the screw propulsion device is rotated to move the ship backward.

  According to this configuration, when the ship is brought to an emergency stop, the propeller is allowed to rotate freely (free state) without rotating the propeller of the swivel propulsion device, while the swivel propulsion device functions as a rudder, while screw propulsion is performed. Only the main propeller of the vessel can be rotated to move the ship backward. For this reason, at the time of an emergency stop of a ship, since a ship can be stopped in an emergency only with a screw propulsion device and a propeller of a swivel type propulsion device can be in an idle state, a physical load on the propeller can be reduced. it can. Further, even when regenerative braking occurs in the swing type propulsion device, the generation of regenerative power can be suppressed because the propeller is in the idle state. Moreover, since the turning type propulsion device functions as a rudder, the traveling direction of the ship can be changed by turning the turning type propulsion device.

  The other marine vessel maneuvering method of the present invention includes a screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel that pivots about a swivel axis that intersects the horizontal plane, and propels the ship by rotating the propeller. In a ship maneuvering method comprising a swivel propulsion device for applying a force, when the ship navigates a speed-restricted area, the propeller of the swivel propulsion device is put in a swinging state and the swivel propulsion device is swung. Enabling the swivel propulsion device to function as a rudder, rotating only the main propeller of the screw propulsion device to move the vessel forward, and when the vessel makes an emergency stop, the swivel propulsion The propeller of the propeller is set in a free-wheeling state and the swivel propulsion device can be swiveled so that the swivel propulsion device functions as a rudder, and the main propeller of the screw propeller is operated. The rotated, characterized in that to reverse the operation of the marine vessel.

  According to this configuration, even when the ship navigates the speed limit area or when the ship stops urgently, the propeller is swung without rotating the propeller of the swivel propeller (free state). ) And only the main propeller of the screw propeller can be rotated. For this reason, even if a ship is a predetermined driving | running state, the load given to each apparatus of a ship can be suppressed.

  The ship includes a single screw propulsion unit and the single swivel propulsion unit, and the main propeller of the screw propulsion unit and the propeller of the swivel propulsion unit are the length of the ship. It is preferable that the counter-rotating propeller is disposed so as to face in the vertical direction.

  According to this configuration, since a single screw propeller and a single swivel propeller can be configured as a counter-rotating propeller, a propulsive force can be efficiently applied to the ship, and fuel efficiency can be improved. Can be planned.

  The ship includes a single screw thruster and a plurality of swivel thrusters, and the main propeller of the screw thruster and the propellers of the swivel thruster are the ship Are preferably arranged side by side in the width direction.

  According to this structure, a propulsive force can be given to a ship with a single screw thruster and a plurality of swivel thrusters.

  The ship of the present invention has a screw thruster that gives propulsion to the ship by rotating the main propeller, and a swivel type that turns around a turning axis that intersects the horizontal plane and gives propulsion to the ship by rotating the propeller. A propulsion device, a control device operated to switch the ship to a predetermined operation mode, and a control device capable of controlling the screw propulsion device and the swivel propulsion device based on the operation of the control device; And the control device rotates one of the main propeller of the screw propulsion device and the propeller of the swivel propulsion device, and puts the other in an idle state when switched to the predetermined operation mode by the control device. It is characterized by doing.

  According to this configuration, when the control device is switched to the predetermined operation mode, the control device rotates one of the main propeller of the screw propulsion device and the propeller of the swivel propulsion device, and puts the other into the idle state. For this reason, when it is a ship operation mode in which a load is applied to the ship, one of the main propeller of the screw propulsion device and the propeller of the swivel propulsion device is rotated, and the other is put into an idle state. The load given to the ship can be suppressed.

  Further, the predetermined operation mode is a low speed mode in which a navigation speed of the ship is equal to or lower than a predetermined navigation speed, and the control device is switched to the low speed mode by the control device, It is preferable that the propeller is set in an idle state and the swivel propulsion unit is allowed to swivel, and only the main propeller of the screw propulsion unit is rotated to move the ship forward.

  According to this configuration, the low-speed mode is prepared as the predetermined operation mode, and the propeller is set in the idle state (free state) without rotating the propeller of the swivel thruster by switching to the low-speed mode when the ship is navigating at low speed. On the other hand, while making the swivel propulsion device function as a rudder, only the main propeller of the screw propulsion device can be rotated to move the ship forward. The low speed mode is a mode that is executed when, for example, a ship navigates a speed limit area. For this reason, since the ship can be navigated at low speed only with the screw propeller during low-speed navigation of the ship, even if the ship is operated at a low load, the rotation of the swivel thruster is not executed. The load on the propeller can be increased. Therefore, the main engine that drives the screw propulsor can be operated at a high combustion efficiency, can improve fuel efficiency, and can improve the combustibility of the main engine. Moreover, since the turning type propulsion device functions as a rudder, the traveling direction of the ship can be changed by turning the turning type propulsion device.

  Further, the predetermined operation mode is an emergency stop mode for emergency stop of the ship, and when the control device is switched to the emergency stop mode by the control device, the propeller of the swivel propeller is idled. It is preferable that the swivel propulsion unit be turned and the main propeller of the screw propulsion unit is rotated to move the ship backward.

  According to this configuration, an emergency stop mode is prepared as a predetermined operation mode, and the propeller is idled (free state) without rotating the propeller of the swivel propulsion device by switching to the emergency stop mode at the time of emergency stop of the ship. However, while the swivel propulsion device functions as a rudder, only the main propeller of the screw propulsion device can be rotated to move the ship backward. For this reason, at the time of an emergency stop of a ship, since a ship can be stopped in an emergency only with a screw propulsion device and a propeller of a swivel type propulsion device can be in an idle state, a physical load on the propeller can be reduced. it can. Further, even when regenerative braking occurs in the swing type propulsion device, the generation of regenerative power can be suppressed because the propeller is in the idle state. Moreover, since the turning type propulsion device functions as a rudder, the traveling direction of the ship can be changed by turning the turning type propulsion device.

  Further, the screw propulsion device and the swivel propulsion device are a single unit, and the main propeller of the screw propulsion device and the propeller of the swivel propulsion device are arranged to face each other in the length direction of the ship. It is preferable that it is a contra-rotating propeller.

  According to this structure, since it can be set as the structure of a contra-rotating propeller, a propulsive force can be given to a ship efficiently and a fuel consumption can be improved.

  The screw propulsion device is a single unit, the swivel propulsion device is plural, and the main propeller of the screw propulsion device and the propellers of the plurality of swivel propulsion devices are arranged in the width direction of the ship. Preferably they are arranged.

  According to this structure, a propulsive force can be given to a ship with a single screw thruster and a plurality of swivel thrusters.

  The screw propulsion device is preferably a variable pitch propeller capable of changing a blade angle of the main propeller.

  According to this configuration, since the screw propeller can be a variable pitch propeller, the navigation speed can be adjusted and the forward operation and the reverse operation can be easily switched by appropriately changing the blade angle of the main propeller. be able to.

  The marine vessel maneuvering system of the present invention has a screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel that pivots around a swivel axis that intersects the horizontal plane, and the propeller is rotated to provide propulsive force to the ship. A swivel propulsion device, a marine vessel maneuvering system comprising: a maneuvering device operated to switch the marine vessel to a predetermined operation mode; the screw propulsion device based on the operation of the maneuvering device; A control device capable of controlling a swivel propulsion device, and the control device is switched to the predetermined operation mode by the control device, and the main propeller of the screw propulsion device and the swivel propulsion device One of the propellers is rotated, and the other is in an idle state.

  According to this configuration, when the control device is switched to the predetermined operation mode, the control device rotates one of the main propeller of the screw propulsion device and the propeller of the swivel propulsion device, and puts the other into the idle state. For this reason, when it is a ship operation mode in which a load is applied to the ship, one of the main propeller of the screw propulsion device and the propeller of the swivel propulsion device is rotated, and the other is put into an idle state. The load given to the ship can be suppressed.

FIG. 1 is a schematic diagram illustrating a schematic configuration of a ship according to the present embodiment. FIG. 2 is a schematic diagram when the stern side of the ship according to the present embodiment is viewed in plan. FIG. 3 is a block diagram relating to a ship control system. FIG. 4 is a schematic diagram showing a ship operation display unit. FIG. 5 is a schematic diagram when the stern side of a ship according to a modification of the present embodiment is viewed in plan.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  FIG. 1 is a schematic diagram illustrating a schematic configuration of a ship according to the present embodiment. FIG. 2 is a schematic diagram when the stern side of the ship according to the present embodiment is viewed in plan. The ship 1 according to the present embodiment includes a screw propulsion device 5 and a swivel propulsion device 6 at the stern, and the main propeller 22 of the screw propulsion device 5 and the propeller 27 of the swivel propulsion device 6 are opposed to each other, thereby being counter-rotated. It is a CRP propulsion ship configured as a propeller (CRP: Contra Rotating Propeller). Here, in the ship 1, the direction connecting the bow and the stern is the length direction of the ship 1, and the direction connecting the starboard and the port is the width direction orthogonal to the length direction. Further, the direction perpendicular to the length direction and the width direction of the ship 1 is the height direction of the ship 1.

  The ship 1 includes a hull 10, a main engine 11 and a generator 12 provided inside the hull 10. The ship 1 also includes a single screw propulsion device 5, a single swivel propulsion device 6 and a pair of auxiliary rudder 13 provided on the stern side of the hull 10, and a bow thruster 14 provided on the bow side of the hull 10. Yes. Further, the ship 1 includes a CRP ship maneuvering system 30 for maneuvering the ship 1.

  The main engine 11 is a diesel engine that generates power by burning fuel such as heavy oil. The main engine 11 transmits power to the screw propulsion device 5. The generator 12 generates electricity by burning fuel. The generator 12 supplies power to the swivel propulsion unit 6.

  The screw propulsion device 5 has a propeller shaft 21 connected to the main engine 11 and a main propeller 22 connected to the propeller shaft 21. The propeller shaft 21 is a rotatable fixed shaft, and the main propeller 22 is rotated by transmitting power from the main engine 11 to the main propeller 22. The screw propulsion device 5 is a variable pitch propeller (CPP) that can change the blade angle of the main propeller 22, and the blade angle of the main propeller 22 depends on the operating conditions of the ship 1. Adjust as appropriate. The screw propulsion device 5 serving as a variable pitch propeller is adjusted so that the wing angle of the main propeller 22 becomes the wing angle on the reverse drive side while keeping the rotation direction of the propeller shaft 21 constant when the ship 1 is moved backward. .

  For example, the azimuth propelling device 6 is applied to the swivel propelling device 6. In the present embodiment, an azimuth propelling device is applied as the swivel propelling device 6, but a pod propelling device may be applied and is not particularly limited. The azimuth propelling device 6 includes an electric motor 25 that generates power by electric power supplied from the generator 12, a power transmission shaft 26 connected to the electric motor 25, and a propeller 27 connected to the power transmission shaft 26. Yes. Further, the azimuth propelling device 6 has a pod 28 provided with a propeller 27 and a turning shaft 29 for turning the pod 28.

  The electric motor 25 is configured using, for example, an induction motor or the like, and is connected to the generator 12 via an inverter panel 61 (see FIG. 2). The electric motor 25 is rotationally controlled by the inverter panel 61. The power transmission shaft 26 is connected to the electric motor 25, and transmits the power from the electric motor 25 to the propeller 27 to rotate the propeller 27.

  The pod 28 is provided with a propeller 27 at an end on the bow side, and can turn around a turning shaft 29. The turning shaft 29 extends along the height direction of the ship 1. Therefore, the azimuth propelling device 6 can function as a rudder by turning the pod 28 around the turning shaft 29. The azimuth propelling device 6 is configured such that the rotation operation of the propeller 27 and the turning operation of the pod 28 can be performed independently.

  Further, as shown in FIG. 2, the main propeller 22 of the screw propulsion device 5 and the propeller 27 of the azimuth propelling device 6 are provided to face each other in the length direction of the ship 1. The main propeller 22 of the screw propulsion device 5 is disposed on the bow side, and the propeller 27 of the azimuth propulsion device 6 is disposed on the stern side. At this time, the rotation direction of the main propeller 22 of the screw propulsion device 5 and the rotation direction of the propeller 27 of the azimuth propulsion device 6 are opposite to each other, and the structure is a counter-rotating propeller.

  The auxiliary rudder 13 is provided on the bow side of the main propeller 22 of the screw propulsion device 5, and a pair of auxiliary rudder 13 is provided on the left and right sides of the hull 10. The auxiliary rudder 13 changes the traveling direction of the ship 1 by changing the rudder angle. The bow thruster 14 is provided on the bow side of the hull 10 and also on the ship bottom side, and moves the hull 10 in the width direction.

  The CRP boat maneuvering system 30 includes a maneuvering device 31 for maneuvering the ship 1 and a CRP maneuvering control panel 51 as a control device for performing control based on the maneuvering device 31. The steering device 31 includes a steering wheel 35 that operates the propulsion direction of the ship 1, an operation display unit 36 that switches an operation mode of the ship 1, and a combinator handle 37 that switches a navigation speed of the ship 1. In the present embodiment, the operation display unit 36 is incorporated in the CRP boat maneuvering system 30, while the steering wheel 35 and the combinator handle 37 are configured as external devices of the CRP boat maneuvering system 30.

  The steered wheels 35 are operated to change the propulsion direction of the ship 1 to the starboard side or the port side. Further, an autopilot 53 described later is connected to the steered wheels 35. When the steering wheel 35 is operated, the autopilot 53 outputs a steering signal S1 corresponding to the operation amount of the steering wheel 35 to the CRP ship maneuvering system 30. The CRP boat maneuvering system 30 operates at least one of the auxiliary rudder 13 and the azimuth propelling device 6 so that the traveling direction is in accordance with the operation amount of the steering wheel 35.

  The combinator handle 37 adjusts the navigation speed of the ship 1 by moving the operation lever 37a to a predetermined operation position. As operation positions, for example, an operation position for moving the ship 1 forward, an operation position for moving the ship 1 backward, and an operation position for emergency stop of the ship 1 are prepared. Further, a CPP control panel 55 described later is connected to the combinator handle 37. When the operation lever 37a of the combinator handle 37 is operated to a predetermined operation position, the CPP control panel 55 outputs a handle position signal S2 corresponding to the operation position of the combinator handle 37 to the CRP boat maneuvering system 30. The CRP maneuvering system 30 controls the ship 1 to be in a predetermined operation mode based on an operation input from the combinator handle 37.

  The operation display unit 36 is operated to set the ship 1 to a predetermined operation mode, and outputs a mode switching signal S3 corresponding to the operation input toward the CRP ship maneuvering control panel 51 of the CRP ship manipulating system 30. The CRP boat maneuvering control panel 51 controls the ship 1 to be in a predetermined operation mode based on an operation input from the operation display unit 36.

  Here, the operation display unit 36 will be described with reference to FIG. FIG. 3 is a schematic diagram showing a ship operation display unit. As illustrated in FIG. 3, the operation display unit 36 includes a display unit 41 and an operation unit 42 including a plurality of operation buttons. The display unit 41 displays various information. The operation unit 42 includes a boat maneuvering integrated control switching button 42a, a low speed mode button 42b, a normal mode button 42c, a manual steering mode button 42d, an automatic steering mode button 42e, and the like as a plurality of buttons. The operation unit 42 includes a power button for turning on / off the power of the CRP boat maneuvering system 30 in addition to the plurality of buttons described above.

  The ship maneuvering integrated control switching button 42 a is a button for switching the integrated control of the equipment related to the maneuvering of the ship 1. Specifically, when the ship maneuvering integrated control switching button 42a is operated and the integrated control of the equipment is executed, for example, the steered wheels 35 are operated, so that the CRP ship maneuvering system 30 responds to the navigation state of the ship 1. Then, both the auxiliary rudder 13 and the azimuth propelling device 6 are appropriately controlled to change the traveling direction of the ship 1. Further, when the integrated control of the equipment is executed, for example, the CRP ship maneuvering system 30 operates both the screw propulsion device 5 and the azimuth propulsion device 6 according to the navigation state of the ship 1 by operating the combinator handle 37. Is appropriately controlled to change the navigation speed of the ship 1.

  The low speed mode button 42b is a button for setting the ship 1 to a low speed mode (narrow channel mode), and for limiting the navigation speed so that the navigation speed of the ship 1 is equal to or lower than a predetermined navigation speed set in advance. Operated. The low speed mode button 42b is used, for example, in a speed limit area where the navigation speed of the ship 1 is limited. As will be described in detail later, when the low speed mode button 42b is operated and the ship 1 enters the low speed mode, the CRP ship maneuvering system 30 operates the screw propulsion unit 5 while stopping the operation of the azimuth propulsion unit 6 (free play). In this state, the ship 1 is made to travel at a low speed.

  The normal mode button 42c is a button for setting the ship 1 to the normal navigation mode, and is operated to cancel the restriction on the navigation speed of the ship 1. For example, the normal mode button 42c is used outside the speed limit area. When the normal mode button 42c is operated and the ship 1 enters the normal navigation mode, the CRP boat maneuvering control panel 51 operates the screw propulsion unit 5 and the azimuth propulsion unit 6 to obtain a navigation speed according to the operation position of the combinator handle 37. Thus, the screw thruster 5 and the azimuth thruster 6 are controlled.

  The manual steering mode button 42d is a button for allowing a change in the propulsion direction of the ship 1 by manual steering of the steered wheels 35. The automatic steering mode button 42e is a button for restricting manual steering of the steered wheels 35 and allowing the traveling direction of the ship 1 to be automatically changed based on a position information system (not shown).

  The CRP boat maneuvering control panel 51 controls the screw thruster 5, the azimuth thruster 6, the main engine 11, the generator 12, and the auxiliary rudder 13 based on the operation input of the steering device 31. The CRP ship maneuvering control panel 51 controls the rotational speed of the main propeller 22 and the blade angle of the main propeller 22 in the screw propulsion device 5. Further, the CRP boat maneuvering control panel 51 controls the rotation speed of the propeller 27 and the turning of the pod 28 in the azimuth propelling device 6. Further, the CRP boat maneuvering control panel 51 controls the rotational speed of the main engine 11 and the rotational speed of the generator 12. Further, the CRP boat maneuvering control panel 51 adjusts the rudder angle of the auxiliary rudder 13. A specific configuration of the CRP boat maneuvering system 30 having the CRP boat maneuvering control panel 51 will be described in detail later.

  Here, with reference to FIG. 3, the control system regarding the ship maneuvering of the ship 1 is demonstrated. FIG. 3 is a block diagram relating to a ship control system. As described above, the ship 1 includes the CRP ship maneuvering system 30, and the CRP ship maneuvering system 30 is based on the operation inputs of the steering wheel 35, the operation display unit 36, and the combinator handle 37, The azimuth propelling device 6, the main engine 11, the generator 12, and the auxiliary rudder 13 are controlled.

  As shown in FIG. 1, the CRP boat maneuvering system 30 includes an operation display unit 36 of the steering device 31 and a CRP boat maneuvering control panel 51. Here, as shown in FIG. 3, an azimuth propelling device control panel 52, an autopilot 53, a main engine remote control device 54, and a CPP control panel 55 are connected to the CRP ship maneuvering control panel 51.

  The azimuth propelling device control panel 52 is connected to the azimuth propelling device 6, the inverter panel 61, and the CRP ship maneuvering control panel 51. The azimuth propelling device control panel 52 controls the turning operation of the azimuth propelling device 6 based on an input signal (a turning angle signal S5 described later) from the CRP ship maneuvering control panel 51. Further, the azimuth propelling device control panel 52 controls the inverter panel 61 based on an input signal (electric motor rotation signal S7 described later) from the CRP ship maneuvering control panel 51, thereby rotating the propeller 27 of the azimuth propelling device 6. Is controlling. Specifically, the inverter panel 61 is connected to the electric motor 25 of the azimuth propelling device 6 and is also connected to the generator 12, and based on the input signal from the azimuth propelling device control panel 52, the rotational speed of the electric motor 25. Is controlled to control the rotation of the propeller 27.

  Steering wheels 35, a steering device 62, and a CRP ship maneuvering control panel 51 are connected to the autopilot 53, and the auxiliary rudder 13 is connected to the steering device 62. The autopilot 53 adjusts the steering angle of the auxiliary rudder 13 based on an operation input from the steered wheels 35 in the manual steering mode in which the steering is manually performed. On the other hand, the autopilot 53 adjusts the steering angle of the auxiliary rudder 13 based on the position information system in the automatic steering mode in which the steering is automatically performed. Specifically, the autopilot 53 outputs a steering angle signal S4 toward the steering device 62 that adjusts the steering angle of the auxiliary rudder 13 when the traveling direction of the ship 1 is changed in manual steering or automatic steering. When the steering angle signal S4 is input, the steering device 62 adjusts the steering angle of the auxiliary rudder 13 based on the steering angle signal S4. Further, the autopilot 53 outputs a steering signal S 1 corresponding to the steering amount of the steered wheels 35 toward the CRP ship maneuvering control panel 51.

  The main engine 11, the CPP control panel 55, and the CRP ship steering control panel 51 are connected to the main engine remote control device 54. The main engine remote control device 54 controls the rotation of the main engine 11 based on an input signal (main engine rotation signal S6 to be described later) from the CRP boat maneuvering control panel 51, and thereby the main engine 11 via the propeller shaft 21. The rotation of the main propeller 22 connected to is controlled.

  The CPP control panel 55 is connected to a screw propulsion device 5, a main engine remote control device 54, and a CRP ship maneuvering control panel 51. The CPP control panel 55 controls the blade angle of the main propeller 22 of the screw propulsion device 5 based on an input signal (blade angle signal S8 described later) from the CRP boat maneuvering control panel 51. Further, the CPP control panel 55 outputs a handle position signal S2 corresponding to the operation position of the operation lever 37a of the combinator handle 37 to the CRP ship maneuvering system 30.

  The CRP boat maneuvering control panel 51 is connected with an operation display unit 36, an azimuth propelling device control panel 52, an autopilot 53, a main engine remote control device 54, and a CPP control panel 55. The CRP ship maneuvering control panel 51 performs integrated control of devices used for ship maneuvering of the ship 1. In other words, the CRP boat maneuvering control panel 51 is based on the steering signal S1 input from the autopilot 53, the mode switching signal S3 input from the operation display unit 36, and the handle position signal S2 input from the CPP control panel 55. Control signals are appropriately output to the propulsion unit control panel 52, the autopilot 53, the main engine remote control device 54, and the CPP control panel 55, and the screw propulsion unit 5, the azimuth propulsion unit 6, the main engine 11, the generator 12, and The auxiliary rudder 13 is controlled.

  Specifically, when the steering signal S1 is input from the autopilot 53, the CRP boat maneuvering control panel 51 turns according to the turning amount based on the turning amount of the azimuth propelling device 5 corresponding to the inputted steering signal S1. The angle signal S5 is output toward the azimuth propelling device control panel 52. At this time, the CRP ship maneuvering control panel 51 appropriately controls both the auxiliary rudder 13 and the azimuth propelling device 6 according to the navigation state of the ship 1 to change the traveling direction of the ship 1.

  Further, when the handle position signal S2 is input from the CPP control panel 55, the CRP boat maneuvering control panel 51 sends a main engine rotation signal S6 corresponding to the input handle position signal S2 to the main engine remote control device 54. Output. Further, when the steering wheel position signal S2 is input from the CPP control panel 55, the CRP boat maneuvering control panel 51 outputs an electric motor rotation signal S7 corresponding to the input steering wheel position signal S2 to the azimuth propelling device control panel 52. To do. Further, when the steering wheel position signal S2 is input from the CPP control panel 55, the CRP boat maneuvering control panel 51 outputs a blade angle signal S8 corresponding to the input steering wheel position signal S2 to the CPP control panel 55. At this time, the CRP boat maneuvering control panel 51 appropriately controls both the screw propulsion device 5 and the azimuth propulsion device 6 according to the navigation state of the vessel 1 according to the navigation state of the vessel 1, and the navigation speed of the vessel 1. To change.

  The CRP boat maneuvering control panel 51 configured as described above causes the vessel 1 to navigate in the low speed mode when the low speed mode button 42b of the operation display unit 36 of the control device 31 is operated. Here, the low speed mode is a mode in which the navigation speed of the ship 1 is equal to or less than a predetermined navigation speed, and the CRP ship maneuvering control panel 51 performs the rotation control of the main propeller 22 of the screw propulsion device 5 when switched to the low speed mode. The ship 1 is moved forward at a low speed. In addition, when the CRP ship maneuvering control panel 51 is switched to the low speed mode, the rotation of the propeller 27 of the azimuth propelling device 6 is not executed, and the rotation of the propeller 27 is set to the idle state (free state). 6 can be turned.

  Here, when the rotation of the propeller 27 of the azimuth propelling device 6 is set to the idle state, the CRP ship maneuvering control panel 51 controls the inverter panel 61 via the azimuth propelling device control panel 52 to thereby generate the azimuth from the generator 12. Power supply to the electric motor 25 of the propulsion device 6 is stopped. When the power supply to the electric motor 25 of the azimuth propelling device 6 is stopped, the rotating magnetic field of the electric motor 25 is not generated, so that the electric motor 25 is in an idle rotation (free rotation) state between the stator and the rotor. . Therefore, the rotation of the propeller 27 of the azimuth propelling device 6 is in an idle state. Further, when the pod 28 of the azimuth propelling device 6 can be swiveled, the CRP ship maneuvering control panel 51 turns the swiveling shaft 29 of the azimuth propelling device 6 from the generator 12 under the control of the azimuth propelling device control panel 52. The power supply to the swirling pump (not shown) is maintained. When the power supply to the swing pump of the azimuth propelling device 6 is maintained, the drive of the swing pump is maintained, so that the swing shaft 29 of the azimuth propelling device 6 can be swung.

  Further, the CRP boat maneuvering control panel 51 sets the ship 1 to the emergency stop mode when the operation lever 37a of the combinator handle 37 of the control device 31 moves to the operation position where the emergency stop is performed. Here, the emergency stop mode is a mode in which the navigating ship 1 is stopped in an emergency, and when the CRP boat maneuvering control panel 51 is switched to the emergency stop mode, the rotation control of the main propeller 22 of the screw propulsion device 5 is executed. The ship 1 is moved backward. Here, when the ship 1 is moved backward by the screw propulsion device 5 that is a variable pitch propeller, the CRP boat maneuvering control panel 51 is configured so that the blade angle of the main propeller 22 of the screw propulsion device 5 becomes the blade angle on the reverse side. The screw propulsion device 5 is controlled via the CPP control panel 55. Further, when the ship maneuvering integrated control panel 51 is switched to the emergency stop mode, the rotation control of the propeller 27 of the azimuth propelling device 6 is not executed, the rotation of the propeller 27 is set to the idle state (free state), and the azimuth propulsion is performed. The device 6 is made pivotable.

  Next, a marine vessel maneuvering method for the marine vessel 1 for maneuvering the marine vessel using the CRP marine vessel maneuvering system 30 will be described. In addition, as a ship maneuvering method, when the operation mode of the ship 1 is set to the low speed mode and the ship 1 is navigated at a low speed, and when the operation mode of the ship 1 is set to the emergency stop mode and the ship 1 is emergency stopped. Separately described. First, the case where the operation mode of the ship 1 is set to the low speed mode will be described.

  As a case where the ship 1 is sailed at a low speed, for example, the ship 1 may sail in a speed limit area. In this case, first, the low speed mode button 42b provided on the operation display unit 36 is operated. When the low speed mode button 42 b is operated, the operation display unit 36 inputs a mode switching signal S 3 of the low speed mode button 42 b to the CRP ship maneuvering control panel 51. When the low speed mode switching signal S3 is input from the operation display unit 36, the CRP boat maneuvering control panel 51 executes the rotation control of the main propeller 22 of the screw propulsion device 5 in order to set the ship 1 to the low speed mode. Move 1 forward at low speed. Further, when the mode switching signal S3 in the low speed mode is input from the operation display unit 36, the CRP boat maneuvering control panel 51 does not execute the rotation control of the propeller 27 of the azimuth propelling device 6 in order to put the ship 1 into the low speed mode. The rotation of the propeller 27 is set to the idle state, and the azimuth propelling device 6 is allowed to turn.

  When the ship 1 enters the low speed mode, the ship 1 travels at low speed with only the screw propulsion device 5, so that the propulsive force of the azimuth propulsion device 6 cannot be obtained, and thus the main engine that transmits power to the screw propulsion device 5. 11 load increases.

  On the other hand, when the marine vessel 1 that is sailing is urgently stopped, first, the operation lever 37a of the combinator handle 37 is operated to the operation position where the emergency stop is performed. When the operation lever 37a of the combinator handle 37 is operated to the operation position at which the emergency stop is performed, the CPP control panel 55 inputs a handle position signal S2 corresponding to the operation position at which the emergency stop is performed to the CRP boat maneuvering control panel 51. When the steering position signal S2 of the operation position for emergency stop is input, the CRP boat maneuvering control panel 51 executes rotation control of the main propeller 22 of the screw propulsion device 5 to put the ship 1 into the emergency stop mode. Move 1 backward. Further, when the handle position signal S2 of the operation position for emergency stop is input, the CRP boat maneuvering control panel 51 does not execute the rotation control of the propeller 27 of the azimuth propelling device 6 in order to put the ship 1 into the emergency stop mode. The rotation of the propeller 27 is set to the idle state, and the azimuth propelling device 6 is allowed to turn.

  When the vessel 1 enters the emergency stop mode, the rotation of the propeller 27 of the azimuth propelling device 6 is put into the idle state without executing the rotation control of the azimuth propelling device 6, so that Reduce the load. Even if regenerative braking occurs in the azimuth propelling device 6, since the propeller 27 is in the idle state, the electric motor 25 does not function as a generator, and the generation of regenerative power can be suppressed.

  As described above, according to this embodiment, when the control device 31 is switched to the predetermined operation mode, the CRP boat maneuvering control panel 51 rotates the main propeller 22 of the screw propulsion device 5 and the propeller of the azimuth propulsion device 6. 27 is put into an idle state. For this reason, when the operation mode of the ship 1 is such that a load is applied to the ship 1, the main propeller 22 of the screw propulsion device 5 is rotated to put the propeller 27 of the azimuth propulsion device 6 in an idle state ( By not executing the rotation control of the propeller 27), the load applied to the ship 1 can be suppressed.

  Further, according to the present embodiment, the low speed mode is prepared as the predetermined operation mode, and the propeller 27 is idled without rotating the propeller 27 of the azimuth propelling device 6 by switching to the low speed mode when the ship 1 is navigating at low speed. While the azimuth propelling device 6 functions as a rudder while maintaining the state (free state), only the main propeller 22 of the screw propulsion device 5 can be rotated to move the ship 1 forward. For this reason, when the ship 1 is navigating at low speed, the ship 1 can be navigated at low speed only by the screw propulsion device 5, so that the propulsive force of the azimuth propelling device 6 is obtained even when the ship 1 is operated at a low load. The load on the screw thruster 5 can be increased by the amount that cannot be obtained. Therefore, the main engine 11 that drives the screw propulsion device 5 can be operated in a place with good combustion efficiency, so that fuel efficiency can be improved, and fuel combustibility can be improved. Moreover, since the azimuth propelling device 6 functions as a rudder, the traveling direction of the ship 1 can be changed by turning the azimuth propelling device 6.

  Further, according to the present embodiment, an emergency stop mode is prepared as a predetermined operation mode, and the propeller 27 is switched without rotating the propeller 27 of the azimuth propelling device 6 by switching to the emergency stop mode when the ship 1 is in an emergency stop. While the azimuth propelling device 6 functions as a rudder while in the idle state (free state), only the main propeller 22 of the screw propulsion device 5 can be rotated to move the ship 1 backward. For this reason, when the ship 1 is in an emergency stop, the ship 1 can be stopped urgently only by the screw propulsion device 5 and the propeller 27 of the azimuth propulsion device 6 can be put into a free-wheeling state. Can be reduced. Further, even when regenerative braking occurs in the azimuth propelling device 6, since the propeller 27 is in the idle state, the generation of regenerative power can be suppressed. Also in this case, since the azimuth propelling device 6 functions as a rudder, the traveling direction of the ship 1 can be changed by turning the azimuth propelling device 6.

  Further, according to the present embodiment, the main propeller 22 of the single screw propulsion device 5 and the propeller 27 of the single azimuth propelling device 6 can be configured as a counter-rotating propeller, so that the propulsion is performed on the ship 1. Power can be applied efficiently and fuel consumption can be improved.

  In addition, according to the present embodiment, the screw propulsion device 5 can be a variable pitch propeller. Therefore, by appropriately changing the blade angle of the main propeller 22, the navigation speed can be adjusted and the forward operation and the reverse operation can be performed. Switching can be performed easily.

  In the present embodiment, the CRP boat maneuvering control panel 51 rotates the main propeller 22 of the screw propulsion device 5 and sets the propeller 27 of the azimuth propulsion device 6 in the idle state when the low speed mode is executed. The configuration is not limited to this. The CRP boat maneuvering control panel 51 may rotate the propeller 27 of the azimuth propelling device 6 without rotating the main propeller 22 of the screw propulsion device 5 when the low speed mode is executed. When the main propeller 22 of the screw propulsion device 5 is in the idle state, a clutch is provided on the propeller shaft 21 of the screw propulsion device 5, and the CRP ship maneuvering control panel 51 controls the clutch so that the power to the main propeller 22 is increased. It is preferable to adopt a configuration that interrupts transmission of.

  In the present embodiment, the screw propulsion device 5 is configured with a variable pitch propeller, but may be a fixed pitch propeller. When the screw propulsion device 5 is constituted by a fixed pitch propeller, the marine vessel 1 is moved backward by reversing the rotation of the main propeller 22.

  Further, in this embodiment, the present invention is applied to the ship 1 having a contra-rotating propeller configuration using the single screw propulsion device 5 and the single azimuth propelling device 6, but is applied to the boat 1 according to the modification of FIG. May be. FIG. 5 is a schematic diagram when the stern side of a ship according to a modification of the present embodiment is viewed in plan. As shown in FIG. 5, the marine vessel 1 includes a single screw thruster 5 and a plurality (two) of azimuth thrusters 6. The two propellers 27 provided in each azimuth propelling device 6 are provided on both sides of the main propeller 22 of the screw propelling device 5 in the width direction of the ship 1. For this reason, the main propeller 22 of the screw thruster 5 and the propellers 27 of the two azimuth thrusters 6 are arranged side by side in the width direction of the ship 1.

  Even in the configuration of the ship 1 according to such a modified example, when the operation mode of the ship 1 is such that a load is applied to the ship 1, the main propeller 22 of the screw propulsion device 5 is rotated and azimuth is increased. By setting the propeller 27 of the propulsion device 6 to the idle state, the load applied to the ship 1 can be suppressed. Moreover, the propulsive force can be given to the ship 1 with the single screw propulsion device 5 and the plurality of azimuth propulsion devices 6.

1 ship 5 screw propulsion device 6 azimuth propulsion device (swivel propulsion device)
DESCRIPTION OF SYMBOLS 10 Hull 11 Main engine 12 Generator 13 Auxiliary rudder 22 Main propeller 25 Electric motor 27 Propeller 28 Pod 29 Turning axis 30 CRP ship maneuvering system 31 Steering device 35 Steering wheel 36 Operation display part 37 Combinator handle 41 Display part 42 Operation part 42a Ship maneuvering integrated control Switch button 42b Low speed mode button 42c Normal mode button 42d Manual steering mode button 42e Automatic steering mode button 51 CRP ship maneuvering control panel 52 Azimuth propulsion unit control panel 53 Autopilot 54 Main engine remote control device 55 CPP control panel 61 Inverter panel

Claims (12)

A screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel propulsion device that pivots around a turning axis that intersects the horizontal plane and that provides propulsion force to the ship by rotating the propeller In the ship maneuvering method,
When the ship navigates a speed limit area, the propeller of the swivel propulsion device is set in the idle state and the swivel propulsion device is allowed to turn, thereby causing the swivel propulsion device to function as a rudder, A marine vessel maneuvering method, wherein only the main propeller of a screw propulsion device is rotated to move the vessel forward. A screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel propulsion device that pivots around a turning axis that intersects the horizontal plane and that provides propulsion force to the ship by rotating the propeller In the ship maneuvering method,
When the ship makes an emergency stop, the propeller of the swivel propulsion device is set in the idle state and the swivel propulsion device is allowed to turn so that the swivel propulsion device functions as a rudder, and the screw propulsion A marine vessel maneuvering method, wherein only the main propeller of the vessel is rotated to move the vessel backward. A screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel propulsion device that pivots around a turning axis that intersects the horizontal plane and that provides propulsion force to the ship by rotating the propeller In the ship maneuvering method,
When the ship navigates a speed limit area, the propeller of the swivel propulsion device is set in the idle state and the swivel propulsion device is allowed to turn, thereby causing the swivel propulsion device to function as a rudder, Rotate only the main propeller of the screw thruster to move the ship forward,
When the ship makes an emergency stop, the propeller of the swivel propulsion device is set in the idle state and the swivel propulsion device is allowed to turn so that the swivel propulsion device functions as a rudder, and the screw propulsion A marine vessel maneuvering method, wherein only the main propeller of the vessel is rotated to move the vessel backward. The ship includes the single screw propulsion device and the single swivel propulsion device,
The main propeller of the screw propulsion device and the propeller of the swivel propulsion device are counter-rotating propellers arranged to face each other in the length direction of the ship. 4. The method for maneuvering a ship according to any one of 3 above. The ship includes the single screw propulsion device and the plurality of swivel propulsion devices,
The main propeller of the screw propulsion device and the propellers of the plurality of swivel propulsion devices are arranged side by side in the width direction of the ship. Ship maneuvering method. A screw thruster that gives propulsion to the ship by rotating the main propeller;
A swivel propulsion device that swivels around a swivel axis that intersects the horizontal plane and rotates the propeller to provide propulsion to the ship;
A steering device operated to switch the ship to a predetermined operation mode;
A control device capable of controlling the screw thruster and the swivel thruster based on the operation of the steering device,
When the control device is switched to the predetermined operation mode by the control device, the control device rotates one of the main propeller of the screw propulsion device and the propeller of the swivel type propulsion device, and puts the other into an idle state. A ship characterized by The predetermined operation mode is a low speed mode in which a navigation speed of the ship is equal to or lower than a predetermined navigation speed,
When the control device is switched to the low speed mode by the control device, the propeller of the swivel propulsion device is allowed to rotate freely and the swivel propulsion device can be swung, and the main propeller of the screw propulsion device The vessel according to claim 6, wherein only the vessel is rotated to move the vessel forward. The predetermined operation mode is an emergency stop mode for emergency stop of the ship,
When the control device is switched to the emergency stop mode by the control device, the propeller of the swivel propulsion device is set in the idle state and the swivel propulsion device can be swung, and the main propulsion unit of the screw propulsion device is turned on. The ship according to claim 6 or 7, wherein only the propeller is rotated to move the ship backward. The screw thruster and the swivel thruster are unitary,
The main propeller of the screw propulsion device and the propeller of the swivel type propulsion device are counter-rotating propellers arranged to face each other in the longitudinal direction of the ship. The ship according to any one of 8. The screw propulsion unit is a single unit, the swivel propulsion unit is a plurality,
The main propeller of the screw propulsion device and the propellers of the plurality of swivel propulsion devices are arranged side by side in the width direction of the marine vessel. Ship.   The ship according to any one of claims 6 to 10, wherein the screw propulsion device is a variable pitch propeller capable of changing a blade angle of the main propeller. A screw propulsion device that imparts propulsive force to the ship by rotating the main propeller, and a swivel propulsion device that pivots around a turning axis that intersects the horizontal plane and that provides propulsion force to the ship by rotating the propeller A ship maneuvering system,
A steering device operated to switch the ship to a predetermined operation mode;
A control device capable of controlling the screw thruster and the swivel thruster based on the operation of the steering device,
When the control device is switched to the predetermined operation mode by the control device, the control device rotates one of the main propeller of the screw propulsion device and the propeller of the swivel type propulsion device, and puts the other into an idle state. A marine vessel maneuvering system characterized by

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