JP7127798B2 - Ship maneuvering method for shortening stopping distance and ship maneuvering device for shortening stopping distance - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship maneuvering method and a ship maneuvering device for stopping a ship underway.

A ship, particularly a displacement type ship, is usually shaped so as to reduce the resistance (hull resistance) received from water during navigation in order to improve efficiency. Therefore, it is difficult to stop the ship in a short distance or in a short time even if the drive of the propeller (screw) or the like that generates propulsive force is stopped or the screw is reversely rotated from the time of travel.

Therefore, at the time of emergency stoppage, the propeller is reversely rotated as described above, and the distance from the start of the control for stopping the ship until the ship comes to a complete stop (stopping distance) is shortened. Various techniques have been proposed. Patent Literature 1 describes a technique for opening a parachute at the stern in order to decelerate a ship, and a technique for installing a device for injecting seawater forward in a bulkhead on the bow side and opening the bulkhead during an emergency stoppage. ing. Patent Literature 2 describes a technique for projecting a plate-like braking member that resists the flow from the ship's side during an emergency stoppage. In addition to this braking member, Patent Document 3 describes a technique in which the rudders on both sides of the propeller are arranged so that they are perpendicular to the traveling direction on both the left and right sides and in opposite directions so that the rudders also function in the same manner as the braking members. there is Patent Literature 4 describes a technique for performing a plurality of cycles by switching rudder operation at maximum left and right steering angles during deceleration in a short period of time in order to increase hull resistance during deceleration.

Published practical application No. 50-80992 JP-A-54-49797 JP-A-52-133697 JP-A-54-38097

It was difficult to sufficiently shorten the stopping distance by any of the above techniques. Further, for example, if the mechanism for injecting seawater in Patent Document 2 or the braking member in Patent Documents 2 and 3 are sufficiently large, it is possible to shorten the stopping distance, but in reality such a large braking It was difficult to mount the components on the ship.

SUMMARY OF THE INVENTION The present invention has been made in view of such problems, and an object of the present invention is to shorten the stoppage distance at the time of emergency stoppage without adding large parts.

In order to solve the above problems, the present invention has the following configurations.
A ship steering method according to claim 1 of the present invention is a ship equipped with a rudder that advances forward by driving a propeller in the forward direction and controls the direction of travel by setting a steering angle. A ship maneuvering method for shortening a stopping distance by performing control, wherein, at the ship maneuvering start timing for starting the control at the time of stopping, the reverse operation for driving the propeller in the negative direction opposite to the positive direction is started , and the normal operation is performed. The first side, which is the side on which the vessel turns when the vessel travels forward with the steering angle set to the straight-ahead state in , and the propeller is driven in the negative direction only, the steering angle imparting operation for manipulating the steering angle for stopping the vessel is started so that the vessel turns, and the steering angle imparting operation is performed by the driving engine for driving the propeller after receiving the instruction to stop the vessel. It is characterized in that it is performed only for a certain period of time until the reverse rotation starts .
In this invention, in the control when the ship is stopped, in addition to the reverse operation in which the rotation of the propeller is reversed from that in which it is traveling, the reverse operation also provides a steering angle for further imparting a steering angle to the first side on which the ship is about to turn. The giving operation is performed only for a certain period of time after receiving the ship stop instruction .
A marine vessel maneuvering method according to claim 2 of the present invention is characterized in that, in the control at the time of stopping the vessel, a resistance applying operation for imparting resistance for decelerating the marine vessel traveling forward is performed.
In this invention, in addition to the reverse rotation operation and the steering angle imparting operation, a resistance imparting operation is also performed to impart resistance to the ship traveling forward.
In the ship maneuvering method according to claim 3 of the present invention, in the resistance applying operation, the resistance is applied on a second side opposite to the first side with respect to a central axis along the longitudinal direction of the ship. It is characterized by
In this invention, the application of resistance is performed on a second side of the vessel opposite to the first side.

A ship maneuvering method according to claim 4 of the present invention is characterized in that, in the resistance application operation, a reverse propulsion operation is performed to apply a rearward force to the ship on the second side with respect to the central axis. do.
In this invention, a force is applied to slow the vessel by reverse propulsion on the first side.
A ship stopping method according to claim 5 of the present invention is characterized in that the reverse rotation operation is continued even after the predetermined time has elapsed.
In this invention, the reverse rotation operation and the steering angle imparting operation are started at the same timing as the ship stopping operation, and the steering angle imparting operation is completed earlier than the reverse rotation operation.
A marine vessel steering method according to claim 6 of the present invention is characterized in that, after completion of the steering angle imparting operation after the lapse of the predetermined time, the steering angle imparting operation is performed on the rudder in a direction opposite to that during the steering angle imparting operation . is provided with a counter rudder having a smaller rudder angle than the steering angle in the above .
In this invention, the steering angle of the rudder is reversed after the steering angle imparting operation is completed.
In the marine vessel maneuvering method according to claim 7 of the present invention, the predetermined time until the reverse rotation of the prime mover is started is the time until the rotation speed of the propeller becomes constant after the start-up time in the reverse rotation. It is characterized by
In this invention, the steering angle imparting operation is completed before the rise time elapses after the start of the reverse rotation operation .

A marine vessel steering apparatus according to claim 8 of the present invention advances forward by driving the propeller in the forward direction, and is provided with a rudder for controlling the traveling direction by setting the steering angle. A ship steering device for controlling and shortening a stopping distance, comprising: rotation control means for switching between a state in which the propeller is driven in the positive direction and a state in which the propeller is driven in the negative direction opposite to the positive direction; and the steering. a steering angle control means for controlling a steering angle; In addition to the rotation control means, the ship turns when the ship travels forward with the steering angle set to the straight-ahead state in normal operation and the propeller is driven in the negative direction. After the steering angle control means starts the steering angle imparting operation of manipulating the steering angle for stopping the ship so that the ship turns further only for the first side, which is the side of the ship , and receives a stop command. and ship stop control means for performing the operation only for a certain period of time until the reverse rotation of the prime mover for driving the propeller is started.
In this invention, the ship stop control means for controlling when the ship is stopped uses the rotation control means to perform the reverse operation, and the steering angle control means to perform the steering angle imparting operation for a predetermined period of time after receiving the ship stop instruction. Let them do it only for a while .
According to a ninth aspect of the present invention, the marine vessel steering apparatus provides resistance for decelerating the marine vessel traveling forward, and provides resistance to the first side and the first side with respect to a central axis along the longitudinal direction of the marine vessel. and a resistance applying means provided on at least one of the second side opposite to the side of the second side.
In this invention, the resistance applying means for decelerating the ship traveling forward is provided on at least one of the right and left sides.
According to a tenth aspect of the present invention, there is provided a marine vessel maneuvering apparatus, wherein a parachute is used in the resistance imparting means.
In this invention, a parachute is used as the resistance imparting means.
A boat steering apparatus according to claim 11 of the present invention is characterized in that a reverse propulsion device for applying a rearward force to the boat is used in the resistance applying device.
In this invention, the reverse propulsion means for applying a rearward force to the ship is used as the resistance applying means.

A marine vessel steering apparatus according to a twelfth aspect of the present invention is characterized in that the vessel stop control means performs the reverse rotation operation and the steering angle imparting operation, and operates the resistance imparting means.
In this invention, in the control when the ship is stopped, the reverse rotation operation and the steering angle imparting operation are performed, and the resistance imparting means is operated.
In the marine vessel maneuvering apparatus according to claim 13 of the present invention, the vessel stop control means continues the reverse operation even after the predetermined time has elapsed.
In this invention, the reverse rotation and the steering angle imparting operation are started at the same time, and the reverse rotation continues even after the steering angle imparting operation is finished.
In the marine vessel maneuvering device according to claim 14 of the present invention, the fixed time until the reverse rotation of the prime mover starts up is the time until the rotation speed of the propeller becomes constant after the rise time elapses in the reverse rotation. It is characterized by
In this invention, the steering angle imparting operation is completed in a short period of time before the propeller reaches a constant rotational speed during reverse rotation.

Since the ship steering method and the ship steering device of the present invention are configured as described above, the distance from the start of control for stopping the ship to the stop of the ship (stopping distance) is set to the steering angle on the first side. It can be shortened by increasing the hull resistance by adding Further, the reverse rotation operation and the steering angle imparting operation can be performed by substantially adding only the ship stop control means to the conventional ship steering device, so that the cost of the ship steering device can be reduced.
Further, by using a parachute or a reverse propulsion means as a resistance applying means, the stopping distance can be further shortened. In particular, a large effect can be obtained even if the resistance applying means is provided only on the second side. Conversely, when the resistance imparting means is provided on the first side, it is possible to easily correct the changed attitude of the ship during the operation of stopping the ship. In addition, when a parachute is used, the whole system can be realized at a low cost because the mechanism is simple.
In addition, the steering angle imparting operation can obtain a sufficient effect even if it is terminated in a short time after starting the control for stopping the ship. change can be reduced. Alternatively, changes in the ship's attitude can be corrected after the steering angle imparting operation is completed.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a plan view showing a configuration when a ship maneuvering device according to an embodiment of the present invention is incorporated in a ship; Until the model ship stops when (1) only reverse operation is performed, (2) resistance application operation is performed in addition to this, and (3) steering angle application operation is performed in addition to these. It is a figure which shows the wake of . Time of ship speed in model ship when (1) only reverse operation is performed, (2) resistance imparting operation is performed in addition to this, and (3) steering angle imparting operation is performed in addition to these It is a figure which shows progress. In the model ship, (1) when only reverse operation is performed, (2) when resistance imparting operation is performed in addition to this, (3) when steering angle imparting operation is performed in addition to these, the oblique navigation angle It is a figure which shows passage of time. FIG. 11 is a plan view showing a configuration when a ship maneuvering device according to a modification of the present invention is incorporated in a ship;

A marine vessel maneuvering device and a marine vessel maneuvering method according to embodiments of the present invention will be described below. FIG. 1 is a top plan view showing the configuration of the marine vessel maneuvering apparatus 1 mounted on a marine vessel 100. As shown in FIG. During normal operation, a propeller (screw) 51 provided at the stern (lower side in the drawing) of the ship 100 is rotated clockwise (positive direction: solid line arrow in the drawing) as viewed from the rear by a driving engine 50 using an engine or the like. ), it advances forward (upper in the figure) by the propulsive force obtained by rotating. The traveling direction at this time is controlled by rotating a plate-shaped rudder 52 provided behind the propeller 51 and extending in the direction perpendicular to the plane of the drawing around a rudder shaft 52A. Further, when stopping the ship 100 in progress, by rotating the propeller 51 counterclockwise (negative direction: dotted line arrow in the figure), it is possible to obtain a propulsive force in the opposite direction. can. As for the above, there is no difference from conventionally known general vessels.

In order to perform the above control, the marine vessel maneuvering device 1 includes a rotation control section (rotation control means) 11 that controls the rotation (rotation speed, direction of rotation) of the propeller 51, and a rotation angle (steering angle) of the rudder 52. A steering angle control unit (steering angle control means) 12 for controlling is provided.

In FIG. 1, a parachute (resistance applying means) 60 is mounted on the port side to be thrown into the water when the ship is stopped in an emergency. The function of the parachute 60 is the same as the technology described in Patent Document 1, and when the parachute 60 is thrown (the resistance applying means is turned on), the water resistance of the parachute 60 causes the ship 100 to decelerate. can be made This operation is controlled by a resistance applying means control section (resistance applying means control means) 13 . The parachute 60 is housed in the parachute housing portion 61 during normal operation (the resistance imparting means is turned off). The resistance application means control unit 13 performs control to switch ON and OFF of the resistance application means, and the resistance application means is turned OFF during normal operation of the ship 100 and turned ON only during an emergency stoppage.

A ship stop control unit (ship stop control means) 10 controls all of the above components for ship stop. In particular, when the vessel 100 is sailing normally (the propeller 51 is rotating so as to propel the vessel 100 forward), the vessel stop control unit 10 receives an emergency vessel stop instruction. are controlled so that the stopping distance of the ship 100 is shortened. In this case, the ship stop control unit 10 uses the rotation control unit 11 to reverse the direction of rotation of the propeller 51 (reversal operation) at the timing of starting this operation (the ship stop start timing). At the same time, the parachute 60 is thrown using the resistance application means control unit 13 (resistance application operation). These operations are the same as those described in Patent Document 1 and the like.

Here, in the marine vessel steering apparatus 1 , the ship stop control section 10 controls the steering angle control section 12 together with the above operation to control the steering angle of the rudder 52 . This operation will be described.

As described above, the ship 100 travels forward during normal operation as the propeller 51 rotates clockwise (the solid line arrow in FIG. 1) when viewed from behind. At this time, the vessel 100 is affected by a reaction when the propeller 51 is driven, and the traveling direction of the vessel 100 is affected by this reaction. For this reason, in general, considering the influence of this reaction, the steering angle should be close to zero (in the case of a model ship, a counter rudder of about -1 to -2 degrees) to go straight. This ship 100 is designed. That is, ship 100 is designed to compensate for the effects of this reaction during normal operation.

Here, when the propeller 51 is reversely rotated while the ship 100 is traveling forward, the reaction will be in the opposite direction. (1) in FIG. 2 shows the trajectory of a model ship (length 3.046 m (equivalent to actual ship 230 m), displacement 0.1209 tons) when the propeller 51 is reversely rotated (reverse operation). show. Here, the initial ship speed is 0.825 m/s, the direction is the positive side of the x-axis (vertical axis), and the scales of the vertical and horizontal axes are standardized by L (ship length). Ultimately, the ship 100 stops at the position shown in (1), but at this time the ship 100 moves to the right (first side: the side where y increases) for the reason described above. shall be

In the configuration of FIG. 1, the parachute 60 is thrown on the port side (left side: second side) of the central axis X. In the configuration of FIG. It is possible to provide the parachute 60 on both the left and right sides. is effective. Here, (2) is a trajectory when a parachute 60 having a diameter of 5 cm (equivalent to 4 m in an actual ship) is provided on the model ship, and the parachute 60 is thrown in as the propeller 51 rotates in the reverse direction. As a result, it can be confirmed that the stopping distance of the ship 100 is shorter than in (1).

Here, in order to increase the hull resistance in this state in the ship steering apparatus 1, the ship stop control unit 10 controls the steering angle control unit 12 to change the steering angle of the rudder 52 to the trajectory of (1). The direction (the right side in FIG. 2: the first side), that is, the direction in which the ship 100 is directed by the reverse operation is controlled only for a certain period of time (steering angle imparting operation). (3) in FIG. 2 shows the trajectory in this case. Here, the steering angle is set to 15° (a direction in which the ship 100 is directed to the right), and this time is set to 1.5 seconds until the reverse rotation operation of the motor starts up. This increases the hull resistance until the ship stops, thereby shortening the stopping distance. In this example, the stopping distance is reduced by 17% compared to (1). This reduction is greater than the reduction in (2) from (1). That is, by using such steering angle control at the time of emergency stoppage, the stoppage distance can be greatly shortened.

FIG. 3 shows the time course of the speed of the ship 100 in cases (1), (2) and (3) in FIG. The velocity u shown here is normalized by the velocity u0 in the initial state. From this result, it can be confirmed that in the case of (3), not only the stopping distance but also the time required to stop the ship is the shortest.

FIG. 4 shows the time course of the oblique navigation angle (the x-axis: the angle formed with the vertical axis) of the ship 100 in cases (1), (2), and (3) in FIG. In the case of (3), it can be confirmed that the hull resistance is increased by setting the oblique angle to a large value.

That is, in this ship steering apparatus 1, when the propeller 51 is reversely rotated while the ship 100 is moving forward, the steering angle is given to the side to which the ship 100 faces, thereby increasing the hull resistance and stopping the ship. You can shorten the distance.

In the above case, the steering angle of the rudder 52 in the steering angle imparting operation was 15°, and the time during which the steering angle imparting operation was performed was 1.5 seconds. (In the case of an actual ship, the time is several times longer than 1.5 seconds, which varies depending on the type of ship.) Also in the technique described in Patent Document 4, the steering angle of the rudder is controlled when the ship is stopped. However, in this case, the direction of the rudder is switched in a short period of time at a large left-right steering angle. On the other hand, the oblique navigation angle of the ship due to this operation is as small as 5° on the left and right sides. For this reason, in the technique described in Patent Document 4, although the steering angle is large, control is performed so that the direction relative to the traveling direction of the ship does not substantially fluctuate greatly.

On the other hand, in (3) of FIG. 2, the time during which the steering angle is applied is 1.5 s, which is significantly shorter than the time required until the ship stops as shown in FIG. Moreover, the steering angle given at this time is also small compared to the techniques described in Patent Documents 3 and 4. Therefore, the resistance received by the ship 100 in the above (3) is mainly the hull resistance received by the ship 100 whose angle with respect to the direction of travel is increased by this operation. With the technique described in Patent Document 4, such an effect cannot be obtained because the angle formed with the traveling direction is always kept small. Therefore, in (3), the stopping distance can be shortened compared to the technique described in Patent Document 4. At this time, as described above, the small steering angle and the short time are effective in shortening the stoppage distance.

If the ship 100 is of a displacement type, generally, when the direction of the ship 100 (the direction connecting the bow and the stern) is the same as the direction of travel, the shape of the ship 100 is such that the hull resistance is minimized. Designed. In this case, the hull resistance increases sharply when these directions deviate. Therefore, the marine vessel maneuvering device 1 or the marine vessel maneuvering method described above is particularly effective when the vessel 100 is of displacement type.

Here, it is clear that the stopping distance can be shortened without providing the parachute (resistance applying means) 60 and the resistance applying means control section (resistance applying means control means) 13 for controlling the parachute. Also in the conventional ship steering apparatus, a rotation control section (rotation control means) for controlling the rotation of the propeller and a steering angle control section (steering angle control means) for controlling the steering angle of the rudder are normally provided in the same way. The above invention differs from the conventional ship maneuvering apparatus only in that a ship stop control section (ship stop control means 10) that actually performs the above operation is provided. Therefore, the ship maneuvering device 10 can be realized at a low cost.

Further, as described above, sufficient effects can be obtained even if the steering angle imparting operation is completed in a shorter time than the reverse rotation operation. This prevents the orientation of the ship 100 from changing more than necessary from the orientation at the start timing of the stoppage. For this reason, for example, in the steering angle imparting operation, the steering angle is set to 15° and the time is set to 1.5 seconds in the above example, but these can be appropriately set within the range in which the above effects can be obtained. For example, the steering angle can be in the range of 10° or more and 20° or less, and the time can be in the range of 0.5 seconds or more and 2.5 seconds or less. In this case, if the steering angle in the steering angle imparting operation is large or if this time is long, the change in the direction of the ship 100 is improved. If the steering angle in the steering angle imparting operation is small or if this time is short, the extent to which the stopping distance is shortened becomes small.

However, as shown in FIGS. 2 to 4, sufficient effects can be obtained even if the time required for the steering angle imparting operation is sufficiently shorter than the time required for reverse rotation or stopping. On the other hand, it is preferable to continuously perform the reverse rotation operation from the timing when the ship starts to stop until the ship stops. In general, when the rotation control unit 11 controls the motor engine 50 to reverse the rotation of the propeller 51, (1) an operation to stop the rotation in the positive direction, and (2) an operation to start the rotation of the propeller 51 in the negative direction. , and (3) the operation of keeping the rotational speed of the propeller 51 constant in the negative direction are sequentially performed. An increase in hull resistance due to the steering angle imparting operation can be obtained regardless of the rotation speed of the propeller 51 if the ship 100 is traveling forward. Even if you end it with , you can get a sufficient effect.

After the ship 100 is rapidly decelerated by the steering angle imparting operation for a short time, the ship 100 turns largely to the right (first side). In the case of correcting this, after the ship 100 decelerates greatly after the steering angle imparting operation is completed, the ship stop control means 10 controls the steering angle control section 12 so that the steering angle imparting operation is performed in the opposite direction ( A counter rudder operation may be performed to set the steering angle to the second side).

A ship maneuvering device 2 that is a modification of the above ship maneuvering device 1 will be described. Here, instead of the parachute 60 described above, another resistance applying means having a similar function is used. FIG. 5 is a diagram showing a configuration in which this marine vessel maneuvering device 2 is mounted on a marine vessel 100, corresponding to FIG. In this case, a plate-like brake plate (resistance imparting means) 62 similar to the technology described in Patent Document 2 and the like is provided on the port side. The brake plate 71 is movable in the horizontal direction in the drawing by a brake plate drive unit 72, and is housed inside the port side during normal navigation. The application means control section 13 controls the brake plate driving section 72 . The force that the boat 100 receives from the brake plate 71 is the same as when the parachute 60 is used. Therefore, by combining the resistance imparting operation using the brake plate 71 with the reverse rotation operation and the steering angle imparting operation similar to those described above, the same effect as described above can be obtained.

In addition, reverse propulsion units (reverse propulsion means: resistance applying means) 73A and 73B that generate forward thrust are provided in front of both left and right sides, respectively. will be These configurations are the same as those described in, for example, Patent Document 1, and the reverse propulsion operation is performed by the reverse propulsion units 73A and 73B to apply a rearward force to the ship 100 . Here, the same effect as that of the brake plate 71 described above can be obtained by operating the reverse propulsion section 73A on the left side. The right propelling reverse portion 73B also has the effect of decelerating the advancing vessel 100, but the moment that the marine vessel 100 receives from the propelling reverse portion 73B is in the opposite direction to the steering angle imparting operation. For this reason, the right-hand propulsion reverse section 73B changes the direction of the ship 100 after the steering angle imparting operation is completed, as in the case of the steering angle operation to the second side after the steering angle imparting operation is completed. is preferably used for the adjustment of In this case, the operation of the steering angle to the second side after the end of the steering angle imparting operation is not effective even if it is performed after the vessel 100 has stopped. You can still get the effect if you go later.

In the above example, the parachute 60 and the brake plate 71 were provided only on the port side, but they may be provided on both sides in the same manner as the reverse propulsion units 73A and 73B in FIG. may be provided. However, when these are provided only on one side, the steering angle is set to the port side in the wake shown in FIG. When the ship 100 moves forward and the propeller 51 is driven in the negative direction, the ship 100 is provided on the first side (right side) and the second side (left side) opposite to the side on which the ship 100 turns. is particularly preferred. However, by providing reverse propulsion units on both sides and adjusting the thrust of each, it is possible to adjust the bow direction (skew angle) while shortening the stopping distance.

In addition to the parachute 60, the brake plate 71, and the reverse propulsion units 73A and 73B, it is also possible to appropriately use resistance applying means capable of decelerating the advancing ship by acting simultaneously with the reverse operation. .

Further, since the above-described steering angle imparting operation is performed to control the attitude of the vessel and increase the hull resistance, the above-described vessel steering method and vessel steering apparatus are effective regardless of the configuration of the propeller or rudder.

The above ship steering apparatus and ship steering method are particularly effective for displacement type ships. However, if a ship is provided with a propeller and a rudder that function in the same manner as described above, the same effect can be obtained by the above ship steering device and ship steering method.

1, 2 ship maneuvering device 10 ship stop control section (ship stop control means)
11 rotation control unit (rotation control means)
12 steering angle control unit (steering angle control means)
13 resistance applying means control unit (resistance applying means control means)
50 prime mover 51 propeller (screw)
52 rudder 52A rudder shaft 60 parachute (resistance applying means)
61 Parachute storage section 71 Braking plate (resistance applying means)
72 brake plate drive units 73A, 73B reverse propulsion unit (reverse propulsion means: resistance applying means)
100 ship X central axis

Claims (14)

This is a ship maneuvering method for shortening the stoppage distance by performing control when the ship is stopped, in a ship equipped with a rudder that controls the direction of travel by setting the steering angle so that the ship moves forward by driving the propeller in the forward direction. hand,
At the ship maneuvering start timing for starting the control at the time of stopping the ship,
While starting a reverse rotation operation for driving the propeller in the negative direction opposite to the positive direction,
The first side, which is the side on which the vessel turns when the vessel travels forward with the steering angle set to the straight-ahead state in normal operation and the propeller is driven in the negative direction. Only in response to the vessel, the steering angle imparting operation for manipulating the steering angle for stopping the vessel is started so that the vessel turns, and the steering angle imparting operation is performed after receiving the instruction to stop the vessel and driving the propeller. A ship maneuvering method for shortening a stopping distance, characterized in that the ship maneuvering is performed only for a certain period of time until the reverse operation of the above is started. In the control at the time of stopping the ship,
2. A ship maneuvering method for shortening a stopping distance according to claim 1, wherein a resistance application operation is performed to apply resistance for decelerating the ship traveling forward. 3. The method according to claim 2, wherein, in the resistance applying operation, the resistance is applied on a second side opposite to the first side with respect to a central axis along the longitudinal direction of the ship. A ship maneuvering method that shortens the stopping distance. Shortening the stopping distance according to claim 3, characterized in that, in the resistance application operation, a reverse propulsion operation is performed to apply a rearward force to the ship on the second side with respect to the central axis. Maneuvering method to do. 5. The marine vessel maneuvering method for shortening the stopping distance according to any one of claims 1 to 4, characterized in that the reverse rotation operation is continued even after the lapse of the predetermined time. After completion of the steering angle imparting operation after the lapse of the predetermined time, a counter rudder with a smaller steering angle than the steering angle in the steering angle imparting operation in a direction opposite to that during the steering angle imparting operation with respect to the rudder. 6. The ship maneuvering method for shortening the stopping distance according to claim 5, characterized in that: 6. The fixed time until the reverse rotation of the prime mover starts up is the time until the rotation speed of the propeller becomes constant after the start-up time has elapsed in the reverse rotation. 7. The ship maneuvering method for shortening the stopping distance according to 6. A ship steering device for shortening the stopping distance by performing control when stopping a ship equipped with a rudder that controls the direction of travel by setting the steering angle so that the ship moves forward by driving the propeller in the forward direction. hand,
rotation control means for switching between a state of driving the propeller in the positive direction and a state of driving the propeller in the negative direction opposite to the positive direction;
steering angle control means for controlling the steering angle;
At the stoppage start timing for starting the control at the time of stoppage,
The rotation control means is caused to perform a reverse rotation operation to switch the propeller from the state of driving the propeller in the forward direction to the state of driving the propeller in the negative direction, and the steering angle is set to the state of straight running in normal operation. to a first side only to which the vessel turns when the vessel is traveling forward in a state and the propeller is driven in the negative direction, and to stop so that the vessel turns further. causing the steering angle control means to start a steering angle imparting operation for manipulating the steering angle of
ship stop control means for performing the operation only for a certain period of time from when the ship stop instruction is received until the reverse operation of the engine that drives the propeller is started;
A ship maneuvering device for shortening a stopping distance, characterized by comprising: At least one of the first side and the second side opposite to the first side with respect to the central axis along the longitudinal direction of the vessel, providing resistance to decelerate the vessel traveling forward. 9. The ship maneuvering device for shortening the stopping distance according to claim 8 , characterized by comprising a resistance applying means provided in the . 10. A ship maneuvering device for shortening a stopping distance according to claim 9 , wherein a parachute is used in said resistance applying means. 11. The ship steering apparatus for shortening the stopping distance according to claim 9 or 10 , wherein said resistance applying means includes reverse propulsion means for applying a rearward force to said ship. The ship stop control means is
12. The ship steering apparatus for shortening the stopping distance according to any one of claims 9 to 11 , characterized in that the reverse rotation operation and the steering angle applying operation are performed and the resistance applying means is operated. . 13. The vessel maneuvering device for shortening the vessel stopping distance according to any one of claims 8 to 12 , wherein said vessel stop control means continues said reverse operation even after said predetermined time has elapsed. 14. The method according to claim 13 , wherein the fixed time until the reverse rotation of the prime mover starts up is a time until the rotation speed of the propeller becomes constant after the rise time has elapsed in the reverse rotation. A ship steering device that shortens the stated stopping distance.

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