JPH0820388A - Water jet propulsion for ship - Google Patents

Abstract

PURPOSE:To provide a water jet propulsion device having a four-propeller four-shaft structure and suitable for complex steering to approach or leave the pier. CONSTITUTION:A four-propeller four-shaft water jet propelled ship is control by a steering device 3 provided with a joy stick 1 and a rotary dial 2, and two of four propellers are arranged at the right and left symmetrical positions of the stern end respectively. A reverser mechanism R and a deflector mechanism D are provided on each of a pair of inside main propellers 5, 6 within two pairs of water jet propellers on the starboard and port. A reverser mechanism R is provided on each of a pair of outside booster propellers 7, 8.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to a water jet propulsion ship having a structure of four or more four shafts or more, the main engine speed of the water jet propulsion unit, the angle of the reverser (reverse injection device) and the deflector (horizontal direction). The present invention relates to a water jet propulsion device in which even one person can easily perform the necessary maneuvering at the time of departure and arrival of a ship by operating the angle of the injection angle deflection device) with a joystick and a turning dial.

[0002]

2. Prior Art and Problems to be Solved by the Invention
A water jet propulsion ship with a two-axis configuration is known, but the thrust (reverser angle and main engine rotation speed) and deflector angle of each water jet propulsion unit can be controlled individually or the same for all units. In many cases, common control is performed so that the same amount is applied in the same direction. For example, this is 4
When applied to a four-axis machine configuration, it is extremely difficult to control each machine individually due to the large number of operating elements, and simple common control does not allow complex marine vessel maneuvering such as takeoff and landing.

On the other hand, in Japanese Patent Laid-Open No. 1-285486, two propulsion devices, which can arbitrarily set the direction and strength of the propulsion force, are installed on the left and right of the stern, and an omnidirectional controller such as a joystick. A vessel control device has been proposed in which a changeover switch and a steering handle are provided to control the direction and strength of the propulsion force of each propulsion unit according to the position and turning amount of the operation section of the omnidirectional controller. There is. In the present control device, these omnidirectional controllers and change-over switches are operated to operate a ship at the time of taking off and landing, that is, to move the hull directly laterally, obliquely move or turn on the spot. But,
When attempting to perform any of these operations, it is necessary to switch the mode, and as a result, the continuity of operations is lost and the speed of maneuvering is lacking, so complex maneuvering such as takeoff and landing is performed by one person. Not suitable for.

Further, in the control device described in Japanese Patent Laid-Open No. 6-24388, it is possible to operate a ship without performing such mode switching, but since it is necessary to operate two forward and backward levers at the same time in addition to the steering handle, one-man control There is a drawback that it is difficult to maneuver when taking off and landing.

All of the above-mentioned prior arts are applied to a water jet propulsion device with two machines and two axes, and naturally have a limit in ship maneuvering power (for example, wind resistance based on the magnitude of lateral thrust), so that a large ship can berth and berth. It lacks adaptability to ship maneuvering.

The invention according to the present application is a water with a multi-machine, multi-axis (for example, four-machine, four-axis) configuration which is suitable for complex marine vessel maneuvering with many vessel maneuvering elements such as berthing and berthing so that the marine vessel manipulating force can be appropriately set. An object is to provide a jet propulsion device.

[0007]

In order to achieve the above object, the basic idea (Claim 1) of the invention according to the present application is that one joystick and one steering wheel or turning dial are provided, and a plurality of them are provided on each port. Equipped with a reverser mechanism and a deflector mechanism for the water jet propulsion unit that is arranged in the machine, and a control device that controls the number of revolutions of the main engine. Main propulsion machine or booster machine, which is a pair of the main propulsion machine, is provided with a reverser mechanism and a deflector mechanism, and the booster machine is provided with at least a reverser mechanism. It is a marine water jet propulsion device.

Further, specifically, as in the water jet propulsion device for a ship according to claim 2, four-axis four-axis water jet propulsion device controlled by a control device provided with one joystick and one turning dial. In the above, two out of four machines are arranged as a pair at left and right side symmetry positions, and one of these two pairs of water jet propulsion machines serves as a main propulsion machine, and a reverser mechanism and a deflector mechanism are provided in the pair. Is a booster machine, and only a reverser mechanism is provided on the booster machine.

A marine water jet propulsion device according to a third aspect of the present invention is characterized in that, in the above structure, the booster device is arranged closer to the port side and the main propulsion device is arranged inside thereof.

The water jet propulsion device according to claim 4 is
The thrust of each of the left and right main propulsion machines, which are combinator-controlled by the main machine rotation speed and the reverser angle, is determined by the tilt angle of the joystick, and the longitudinal component of the tilt angle is set. Is characterized in that the left and right port machines produce thrust in the same direction, and for the left and right components, the left and right port machines are controlled to output thrust in opposite directions. .

The water jet propulsion device according to claim 5 is
In any one of the above-mentioned claims 1 to 3, the thrust of each booster machine on the left and right side, which is combinator-controlled by the number of revolutions of the main engine and the reverser angle, is determined by the front-back direction components of the rotation angle of the turning dial and the tilt angle of the joystick. Along with the forward / backward component of the tilt angle, the left / right port machine outputs thrust in the same direction, and the left / right port machine controls thrust direction in the opposite direction with respect to the rotation angle of the turning dial. The feature is that the above booster machine is used.

The water jet propulsion device according to claim 6 is
In the structure according to any one of claims 1 to 3, the deflector angle of the main propulsion unit is determined by the left and right components of the turning angle of the turning dial and the tilt angle of the joystick, and the port angle is set to the port side relative to the turning angle of the turning dial. The deflector of the main propulsion device is characterized in that the deflector of the main propulsion device is a pair of main propulsion devices on the left and right sides that are controlled so as to move in the same direction and in the opposite direction with respect to the tilt angle of the joystick.

The water jet propulsion device according to claim 7 is
In the structure according to any one of claims 1 to 3, a pair of main propulsion machines that are controlled by claims 4 and 6 and a pair of booster machines that are controlled by claim 5 are provided. Is characterized by.

[0014]

According to the present invention, the number of water jet propulsion machines (main propulsion machine and booster machine) can be appropriately set according to the required ship maneuvering power. For example, set the main propulsion unit to port 2
The pair can be paired, or the booster aircraft can be paired on the left and right sides when a large turning force is required.

According to the first to seventh aspects of the present invention, it is possible to perform all the marine vessel maneuvering at the time of departure and arrival from the shore, which has the largest number of marine vessel maneuvering elements, simply by operating the joystick and the turning dial of the water jet propulsion machine.

According to the third aspect, since the large turning moment can be obtained by disposing the booster machine near the port side, the marine vessel maneuvering power can be enhanced.

Further, in claims 4 to 7, since the operation of the joystick or the turning dial and the direction in which the ship actually moves can be made to coincide with each other, the feeling of the operator can be matched and the maneuverability is improved. improves.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the invention according to this application will be described below with reference to the drawings. Fig. 1 shows a ship equipped with a four-machine four-axis water jet propulsion system. Fig. 1 (a) is a schematic plan view of the ship, and Fig. 1 (b) is a stern end of the ship equipped with four water jet propulsion units. It is an expansion perspective view.

As shown in FIG. 1 (a), a remote controller equipped with an omnidirectional joystick 1 and a turning dial 2 is provided for easy operation (one-man control) by one person at the time of departure and arrival of a ship. Control device (including controller)
3 are installed. The control device 3 is usually installed on both wings outside the steering room for the convenience of maneuvering at the time of departure and arrival from the shore. The turning dial 2 is a concept including a steering wheel type. As will be described later, by operating the joystick 1 and the turning dial 2, the number of revolutions of each main machine 4 and the reverser mechanism or deflector mechanism of the main propulsion machine and the reverser mechanism of the booster machine are controlled. Four water jet propulsion units 5 to 8 arranged at the stern end
A main machine 4 for operating the water jet propulsion machine is connected to each of them, thereby forming a 4-machine 4-axis water jet propulsion device.

As shown in FIG. 1 (b), two of the four water jet propulsion machines are reversing mechanisms R for controlling forward and backward movement.
And a main propulsion unit 5 having a deflector mechanism D that controls steering.
The other two machines are configured as booster machines 7 and 8 having only the reverser mechanism R (including the case where the deflector mechanism is used but not the reverser mechanism only). Two pairs of the four planes are arranged in a port-side symmetrical position as a pair, and preferably, a pair of the port-side booster planes 7,
8 is a pair of main propulsion units 5 and 6 on the outer side (close to the port side)
Is arranged on the inner side (side closer to the center line of the hull). This is because it is preferable to arrange the booster machine as close to the port side as possible in order to obtain a large turning moment with the booster machine. Therefore, in the embodiment, the booster machine may be called an outer machine and the main propulsion machine may be called an inner machine. It is not necessary to set the main propulsion unit and booster unit to the same capability, but at least the main propulsion unit comrades on each port and booster units on each port should be set to the same capability in order to avoid complication of control. It is good to keep it.

FIG. 1 shows an example of four-machine, four-axis equipment, but when it is necessary to enhance the capacity of the main propulsion machine as shown in FIG.
Two or more pairs of main propulsion units may be installed. Also,
When the booster machine needs to be strengthened, the booster machines 7 and 8 may be provided in two or more pairs, and both the main propulsion machine and the booster machine may be provided in two or more pairs.

As shown in FIG. 4 (b), the reverser mechanism R is
The upper flap 1 that is interlocked via a link mechanism L that is operated by the expansion and contraction of the actuator (driving cylinder) 9.
0, the lower flap 11 and the reverse bucket 12. For example, when the ship moves forward, the reverse bucket 12 is in the horizontal position as shown in FIG.
Is in the parallel position, and the maximum discharge opening 14 is formed between them (this state is the reverser angle at which the forward movement is full).
The forward thrust is obtained by ejecting the jet flow (shown by the dotted line) discharged from the nozzle 18 straight rearward. Also, when moving backward, the upper and lower flaps 1 as shown in Fig. 6 (b).
0 and 11 are in the closed position, the reverse bucket 12 is rotated downward to the position where the lower opening 15 is fully opened (this state is the reverser angle at which the reverse is full), and the jet flow is generated by the upper and lower flaps 1.
Reverse bucket 1 after hitting 0 and 11 and bending downward
2 is discharged obliquely forward to obtain reverse thrust. Note that FIG. 1 (b) also illustrates the reverse drive state.

On the other hand, the deflector mechanism D is also called a horizontal injection angle deflector, and as shown in FIG. 5 (b), the deflector 13 is pivotally supported on the pump casing 16 side by upper and lower pins 17, and the deflector 13 is pinned by the pin 17. By using another actuator (not shown) as a fulcrum to horizontally turn (this turning angle is referred to as a deflector angle), the same function as the steering device is exhibited. If it is not necessary to enhance the lateral thrust, turning force, etc. based on the deflector function of the main propulsion unit, the booster unit does not have this deflector mechanism, so the upper and lower pins as shown in Fig. 1 (b). Instead, the deflector 13 is fixed to the pump casing 16 side. The actuator is not shown in FIG. 1 (b) in order to avoid complication of the drawing.

As shown in FIG. 3, the so-called combinator control system is adopted in which the thrusts of the main propulsion unit and the booster unit are controlled by the combination of the reverser angle and the rotation speed of the main unit. In Fig. 3, the vertical axis shows the RPM of the main engine.
FIG. 5 is a diagram showing the relationship between the two by taking the reverser angle and the thrust on the horizontal axis. Regarding the reverser angle on the vertical axis, the upper side indicates the forward side, the lower side indicates the reverse side, and 0 indicates the neutral state. This neutral position corresponds to the state in which the reverser mechanism R is in the position shown in FIG. 4 (b). The right side of the horizontal axis shows the thrust in the forward direction, and the left side shows the thrust in the reverse direction. As can be seen from this figure, the combinator control is that when a small thrust command is issued, the revolving angle is adjusted by decreasing the main engine speed to idle speed and changing the reverser angle. It is a control system that is fixed to the state of full forward or full reverse and adjusts thrust by increasing or decreasing the number of revolutions of the main engine.

In this control system, as described above, the thrust of the main propulsion machine on each port, which is combinator-controlled by the main machine rotation speed and the reverser angle, is controlled by the tilt angle of the joystick.
As shown in the following equation, control is performed so that the longitudinal component (J _L ) of the tilt angle produces thrust in the same direction on both the left and right porters, and the lateral component (J _S ) outputs thrust in the opposite direction on the port side. It is supposed to be done.

[0026]

[Equation 1]

Similarly, the thrust of the booster machine on each port, which is combinator-controlled by the number of revolutions and the reverser angle, is determined by the rotation angle (K) of the turning dial and the front-back direction component (J _L ) of the tilt angle of the joystick. As defined by the following equation, thrust is controlled in the same direction with respect to the tilt angle of the joystick, and with respect to the rotation angle of the turning dial, the thrust is controlled in the opposite direction. ing.

[0028]

[Equation 2]

Further, the deflector angle of the main propulsion unit is determined by the rotation angle (K) of the turning dial and the left-right direction component (J _S ) of the tilt angle of the joystick with respect to the rotation angle of the turning dial as defined by the following equation. The deflectors of the main propulsion units on the left and right sides are controlled to move in the same direction and to move in the opposite direction with respect to the tilt angle of the joystick.

[0030]

(Equation 3)

However, in this case, when the front-back direction component of the tilt angle of the joystick is on the backward side, the positive and negative signs of the constant E are exchanged. This is a process for matching the direction of the turning moment generated by the booster machine with the direction of the moment generated by the main propulsion machine when the turning dial is rotated.
When the front-back direction component of the joystick tilt angle is near zero, the constant E is forcibly set to zero. This is a process for preventing the deflector from moving because the main propulsion unit remains at zero thrust when only the turning dial is turned.

Now, in the control device having the above-mentioned control contents, an example of maneuvering as shown in FIGS. 4 to 10 is realized by the manipulator operating one joystick and one turning dial. In these figures, the arrow at the stern end indicates the direction and magnitude of the jet flow (the thrust direction is the opposite), and the thick arrow on the hull indicates the movement of the ship.

FIG. 4 shows the neutral state. As shown in FIG. 3A, the joystick 1 is in the neutral position (tilt angle = 0) and the turning angle of the turning dial 2 is zero. At this time, both the main propulsion unit and the booster unit are in a state in which forward and backward thrusts are balanced and the ship does not move forward or backward. FIG. 2B shows the state of the reversing mechanism R that realizes this neutral state. Some jets are ejected from the opening 14 between the upper flap 10 and the lower flap 11, and the other jets are the reverse bucket. It spouts diagonally forward along 12. The main propulsion unit and the booster unit are all in this state. In this case, the main engine rotation speed is Nip = Nis = idle rotation and Nop = Nos = idle rotation. The subscript i is the inner machine, o is the outer machine, p
Indicates port side aircraft and s indicates starboard side aircraft (hereinafter the same).

FIG. 5 shows the forward state (the ship moves in the direction of the thick arrow). As shown in FIG. 3A, the joystick 1 is tilted straight forward and the turning angle of the turning dial 2 is zero. When the inner main propulsion units 5 and 6 and the outer booster units 7 and 8 are both generating forward thrust, the upper and lower flaps 10 and 11 are in the horizontal position as shown in FIG. All of the jets are forward thrust. The main engine rotation speeds in this example are Nip = Nis and Nop = Nos. As described above, when the joystick tilt angle is very small (idle rotation range), only the reverser operates, and when the tilt angle becomes large, the reverser is fixed to the full forward position (see FIG. 3).

FIG. 6 shows the state of reverse travel (the ship moves in the direction of the thick arrow). As shown in FIG. 3A, the joystick 1 is tilted straight rearward, and the rotation angle of the turning dial 2 is zero. Both the inner main propulsion unit and the outer booster unit have upper and lower flaps 10 and 11 positioned on a slanting straight line as shown in Fig. 2 (b), the openings between them are closed, and all jets are ejected along the reverse bucket 12. However, only reverse thrust is generated. The main engine rotation speeds are Nip = Nis and Nop = Nos. When the tilt angle of the joystick is very small (idle rotation range), only the reverser operates, and when the tilt angle becomes large, the reverser is fixed in the full backward range (see FIG. 3).

FIG. 7 (a) shows a forward left turn state (the ship moves in the direction of the thick arrow). The joystick 1 is tilted straight forward, and the turning dial 2 is rotated leftward by a predetermined angle. In this example, the main engine speed is Nip = Nis, Nop <Nos.
Is. When the turning angle of the turning dial is small, the reverser takes all four forward positions, but when the turning angle becomes large,
Only the port outside machine 7 operates in the reverse direction. This is because, as described above, the port side booster machines 7, 8 exert thrust in the same direction for the front-back direction component of the joystick tilt angle, and the port side booster machines 7, 8 for the rotation of the turning dial.
Is controlled to output thrust in the opposite direction. The deflector moves in the same direction in the same direction as the main propulsion units on both sides in proportion to the rotation angle of the turning dial, and the jet flow is jetted leftward. Eventually, the ship moves forward in the direction of the thick arrow and turns left.

FIG. 7 (b) shows a reverse left turn state (the ship moves in the direction of the thick arrow). The joystick 1 is tilted backward, and the turning dial 2 is rotated left by a predetermined angle. The main engine speed in this example is Nip = Nis and Nop> Nos. Regarding the reverser, when the turning angle of the turning dial 2 is small, all four aircraft are in the reverse position. When the rotation angle becomes large, only the starboard outside machine 8 operates in the forward direction. As for the deflector, when the joystick 1 is moved backward, if the deflector is operated by the turning dial 2, the deflector moves in the direction opposite to that of the above-described forward left turn of FIG. 7 (a).

FIG. 8 shows the in-situ turning state (the ship moves in the direction of the thick arrow). The joystick 1 is in the neutral position and the turning dial 2 is rotated 90 ° to the left. In this example, the main engine rotation speed is Nip = Nis = idle rotation and Nop ≧ Nos. Since a loss occurs when the water flow is bent to the reverse side by the reverser mechanism R, the same main engine rotation speed may be used for both forward and reverse movements when the rotation amount of the reverser mechanism R is small. In order to produce the same thrust, it is necessary to set a higher engine speed on the reverse side.

In the reverser, the inside machines 5 and 6 are in the neutral positions on both sides, the port outside machine 7 is in the reverse direction, and the starboard outside machine 8 is in the forward position. When the joystick 1 is near the neutral position, the deflector holds the neutral position (deflector angle = 0) regardless of the operation of the turning dial 2. Eventually, due to the thrust in the opposite direction generated by the booster machines 7 and 8 on each port, a turning moment is generated to turn the ship leftward on the spot.

FIG. 9 (a) shows a port side traverse state (the ship moves in the direction of the thick arrow). The joystick 1 is tilted to the left side by about half, and the turning dial 2 has a rotation angle of zero. In this example, the main engine rotation speed is Nip ≧ Nis and Nop = Nos = idle rotation. In the reverser, the outer plane is in the neutral position on the starboard side, the inner plane on the port side is in the reverse position, and the inner starboard side is in the forward position. When the deflector tilts the joystick right to the left, the port inside machine turns left and the starboard inside machine turns right. When the joystick is tilted at about half the angle, the deflector is at the maximum angle.

FIG. 9 (b) shows the azimuth compensation state during port side traverse (see FIG.
In the state of (a), the ship turns, so it is necessary to modify it so that it moves laterally). The joystick 1 is fully tilted leftward, and the turning dial 2 is rotated leftward by a predetermined angle. In this example, the main engine rotation speed is Nip ≧ Nis, Nop = N
is os. The reverser depends on the direction in which the outer machine turns the turning dial. That is, in this example of maneuvering, the port outside machine is in reverse, the starboard outside machine is in forward position, the port inside machine is in reverse direction, and the starboard inside machine is in forward position. When the joystick is fully tilted sideways, the deflector sets a constant so that the deflector does not move while maintaining the maximum angle no matter which way the turning dial is turned.

FIG. 10 (a) shows the state of forward leftward skew (the ship moves in the direction of the thick arrow). The joystick 1 is tilted diagonally forward left, and the turning dial 2 is in the neutral (zero) position. The main engine rotation speeds are Nip <Nis and Nop = Nos. The reverser and the deflector are the same as those in the position shown in FIG. 9 (a), but the forward thrust of the starboard inboard machine is large because the horizontal component of the joystick on the forward side is larger than the forward / backward direction.
As can be seen from this example of marine vessel maneuvering, the direction in which the joystick is tilted and the movement of the ship are the same, which is in line with the feeling of the operator, and it is extremely easy to maneuver the vessel.

FIG. 10 (b) shows a reverse leftward skewed state (the ship moves in the direction of the thick arrow). The joystick 1 is tilted backward to the left and the turning dial 2 is in the neutral (zero) position.
The main engine rotation speeds are Nip> Nis and Nop = Nos. The reverser and deflector are the same as the positions shown in FIG. 9 (a), but the backward thrust of the port inside machine is large because the left-right component of the joystick on the reverse side is larger than the forward-backward direction.

In FIGS. 10 (a) and 10 (b), the turning dial 2 is neutral (
Although it is in the (0) position, in actual ship maneuvering, it is necessary to adjust the bearing by the turning dial 2 as in the case of traverse in Fig. 9 (b).

In the above embodiment, for the purpose of obtaining a larger turning moment, the pair of booster aircraft on the starboard side are arranged closer to the port side as far as possible from the center line of the hull, that is, outside the pair of main propulsion machines. Although an example has been described, this arrangement may be reversed. The booster machine may have the same capacity as that of the main propulsion machine or may have a capacity smaller than that of the main propulsion machine, and may be determined according to the size of the ship and the requirements for the marine vessel maneuvering capacity. The booster machine may also be provided with a deflector mechanism to enhance the ability of the main propulsion machine to operate the deflector.

[0046]

According to the first to seventh aspects of the present invention, it is possible to carry out all the maneuvering at the time of berthing and landing with the most ship maneuvering elements by operating the joystick and the turning dial of a plurality of water jet propulsion machines, so that one-man control is possible. The optimum water jet propulsion device can be realized.

Further, since the operation of the joystick or the turning dial and the direction in which the ship actually moves can be made to coincide with each other, the feeling of the operator can be matched and the operation of the ship becomes extremely easy. As a result, it becomes possible to operate the boat quickly and accurately,
The time required for takeoffs and landings is greatly reduced.

Since a plurality of water jet propulsion devices are provided, it becomes easier to increase the marine vessel maneuvering power, and it is possible to obtain a water jet propulsion device optimal for maneuvering a large ship.

Since the marine vessel manipulating capacity can be freely set by appropriately setting the capacity of the booster machine as well as the main propulsion machine, it can be adapted to a large ship.

In particular, according to the third aspect, by disposing the booster machine near the port side, a large turning moment can be obtained, and the marine vessel maneuvering force necessary for turning the ship can be enhanced.

[Brief description of drawings]

FIG. 1A is a schematic plan view of a four-machine four-axis waterjet propulsion ship according to an embodiment of the present invention, and FIG. 1B is a stern end portion in which four waterjet propulsion machines are arranged. FIG.

FIG. 2 is a schematic plan view of a stern end showing an example of equipment when the main propulsion unit of the water jet propulsion unit is strengthened.

FIG. 3 is an explanatory diagram of combinator control.

FIG. 4 shows a neutral state of the ship, (a) is a plan view of the ship schematically showing the positions of the joystick and the turning dial, and the direction and size of the jet flow, and (b) is the reversing mechanism in this neutral state. It is a sectional side view which shows the state of a jet flow.

FIG. 5 shows the forward state of the ship, (a) is a plan view of the ship that schematically shows the positions of the joystick and the turning dial, and the direction and size of the jet flow, and (b) shows the reversing mechanism in this forward state. It is a sectional side view which shows the state of a jet flow.

FIG. 6 shows a reverse state of the ship, (a) is a plan view of the ship schematically showing the positions of the joystick and the turning dial, and the direction and size of the jet flow, and (b) is the reverser mechanism in this reverse state. It is a sectional side view which shows the state of a jet flow.

[Fig.7] (a) and (b) are the positions of the joystick and the turning dial when the ship is turning leftward or forward, or leftward.
FIG. 6 is a plan view of the ship schematically showing the direction and size of the jet stream and the movement of the ship.

FIG. 8 is a plan view of the ship schematically showing the positions of the joystick and the turning dial, the direction and size of the jet flow, and the movement of the ship when the ship is turning in situ.

[Fig. 9] (a) and (b) of the ship schematically showing the positions of the joystick and the turning dial, and the direction and size of the jet flow when compensating for the azimuth during port traverse or port traverse, respectively. It is a top view.

[Fig. 10] (a) and (b) schematically show the positions of the joystick and the turning dial, the direction and size of the jet flow, and the movement of the ship when the ship is moving forward leftward or backward leftwardly, respectively. It is a top view of a ship.

[Explanation of symbols]

 1 ... Joystick 2 ... Turning dial 3 ... Steering device 4 ... Main machine 5 ... Port main propulsion machine (port inner machine) 6 ... Starboard main propulsion machine (starboard inner machine) 7 ... Port booster machine (port outer machine) 8 ... Starboard booster Machine (starboard outside machine) R ... Reverser mechanism D ... Deflector mechanism

Claims (7)

[Claims] 1. A reverser mechanism and a deflector mechanism of a water jet propulsion machine having one joystick and one steering handle or turning dial, and a plurality of water jet propulsion machines arranged on each port, and a control device for controlling the number of revolutions of a main engine. , One or more pair of starboards on each port side is not the main propulsion machine, the other is one or more pair of starboard sides is the booster machine, and the paired main propulsion machines or booster machines are respectively arranged on the left and right side symmetrical positions. The main propulsion device is provided with a reverser mechanism and a deflector mechanism, and the booster device is provided with at least a reverser mechanism. 2. A four-axis four-axis water jet propulsion machine controlled by a control device equipped with one joystick and one turning dial, in which two out of four machines are paired and left and right side symmetric positions respectively. , One of these two pairs of water jet propulsion machines served as the main propulsion machine and was provided with a reverser mechanism and a deflector mechanism, and the other pair was used as a booster machine and provided with only the reverser mechanism. A characteristic marine water jet propulsion device. 3. The booster machine is arranged closer to the port side, and the main propulsion machine is arranged inside thereof.
Alternatively, the marine water jet propulsion device according to item 2. 4. The thrust of each of the left and right main propulsion units, which is combinator-controlled by the main engine speed and the reverser angle, is determined by the tilt angle of the joystick, and the front and rear components of the tilt angle are the same in the left and right port machines. 4. A pair of main propulsion units on the starboard side, which outputs thrust in the directional direction and is controlled so that the port-side machine produces thrust in the opposite direction for the left-right direction component. The described marine water jet propulsion device. 5. The thrust force of each of the booster machines on the left and right sides, which are combinator-controlled by the main engine speed and the reverser angle, is determined by the rotation angle of the turning dial and the forward / backward component of the tilt angle of the joystick, and the front and rear of the tilt angle. Regarding the directional component, the port and starboard machines produce thrust in the same direction, and
4. The marine water jet according to claim 1, 2 or 3, wherein the port side machine is a pair of booster machines which are controlled so that the port side machine outputs thrust in the opposite directions with respect to the rotation angle of the turning dial. Propulsion device. 6. The deflector angle of the main propulsion unit is determined by the left and right components of the turning angle of the turning dial and the tilt angle of the joystick, and the deflectors of the starboard main propulsion unit are the same with respect to the turning angle of the turning dial. 4. A marine watercraft according to claim 1, 2 or 3, wherein the main propulsion units are a pair of left and right port propulsion units that are controlled so as to move in a direction and in a direction opposite to the tilt angle of the joystick. Jet propulsion device. 7. A pair of main propulsion machines, which are controlled by claims 4 and 6, and a pair of booster machines, which are controlled by claim 5.
Alternatively, the marine water jet propulsion device according to 2 or 3.