EP0440985B1 - Indication of sailing condition for ships - Google Patents

Indication of sailing condition for ships Download PDF

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Publication number
EP0440985B1
EP0440985B1 EP90125577A EP90125577A EP0440985B1 EP 0440985 B1 EP0440985 B1 EP 0440985B1 EP 90125577 A EP90125577 A EP 90125577A EP 90125577 A EP90125577 A EP 90125577A EP 0440985 B1 EP0440985 B1 EP 0440985B1
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Prior art keywords
ship
display
jet
propeller
outline
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EP90125577A
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German (de)
French (fr)
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EP0440985A1 (en
Inventor
Ulrich Dipl.-Ing.(FH) Düning
Reinhold Dipl.-Ing.(Fh) Knecht
Siegfried Dipl.-Ing. Lais (Fh)
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Schottel GmbH and Co KG
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Schottel GmbH and Co KG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/36—Rudder-position indicators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B45/00—Arrangements or adaptations of signalling or lighting devices
    • B63B45/04—Arrangements or adaptations of signalling or lighting devices the devices being intended to indicate the vessel or parts thereof

Definitions

  • a display stand for six propulsion units for a ship used for laying oil and gas lines, each of which generates a horizontal thrust jet and for determining the direction the thrust jet is pivotable about a vertical axis.
  • the display status has a field for displaying an operating state of the drive unit.
  • a cathode-ray tube is provided for each drive unit, on which a line represents the beam vector of the respective drive unit, this line starting at the center of the cathode-ray tube and with its length serving as a measure of the thrust. The direction of this line indicates the beam direction.
  • the object of the invention is to take into account the problems resulting from ships in which the propulsion and control are effected with rudder propellers or pump jets to such an extent that it is also possible for a skipper who is not used to handling such ships after a short period of familiarization to be able to sail and steer such ships safely, even if he is facing a situation with such a ship that does not allow a long time to think about necessary changes in propulsion.
  • the drawing shows one and the same scoreboard, which is installed in the area of the ship's captain, several times, but with the reproduction of the propulsion of the ship in different operating states and correspondingly different sailing conditions of the ship.
  • This is a so-called liquid crystal display, and it is intended for a ship that is driven and controllable by means of two rudder propellers or pump jets.
  • Such ships and such drives themselves are generally known and therefore do not need to be explained in more detail in the present context. This should only be mentioned as an example of a pump jet drive that is required here.
  • the presupposed ship has two such facilities in one specified offset to the lateral center of gravity of the ship.
  • the symbol for each drive device on the liquid crystal display 1 is one of the two arrows 2, 3, the symbol for the ship itself is the filled-in ship boundary 4, its reference symbol is a fixedly arranged, unfilled ship boundary 5.
  • the ship boundary 4 symbolizing the ship itself is symmetrical arranged on both sides of a longitudinal line 6.
  • the computer should be informed of the points of application of the forces in relation to the lateral center of gravity of the ship and preferably some basic dimensions of the hull (length, width, keel shape, etc.). Since all these values are constant, they are permanently stored in the computer when the direction indicator is started. On the evaluation of external forces (flow, Wind, etc.), however, is not used due to the complexity of recording these values.
  • the individual forces of the systems are shown in the lower part of the display for control and a better overview.
  • the direction of the arrows 2, 3 for this purpose each of which is assigned to one of the two drive and control units (rudder propeller or pump jet) that are required in the case under consideration, indicates the thrust direction of the systems.
  • a bar graph is integrated in the shaft of each arrow, which corresponds to the engine speed and thus the thrust strength of the system.
  • the tips of the arrows indicate the coupling state, with an empty tip for a disengaged, a filled tip for a coupled state.
  • the actual function of the direction indicator is located in the upper part of the display.
  • the computer calculates the resulting total force from the individual forces according to the laws of "teaching the forces" and displays them in the form of a moving ship (filled ship contour) Outline of this ship (unfilled ship outline) and the path of the lateral point are shown as line 7.
  • the direction indicator is progressive so that the direction of light ship movements is easy to read. Small forces are shown proportionately larger than large forces.
  • Fig. 1 the idle state of the presupposed ship is shown with two drives arranged symmetrically to the ship's longitudinal center line in the stern in forward-facing but ineffective feed directions, which is for the Skippers without any longer thinking that the filled-in ship outline or ship boundary 4 as a symbol of the ship with the reference symbol in the form of the unfilled-in ship boundary 5 are congruent in the direction of travel, while the two arrows 2, 3 symbolize the drive devices in the direction of thrust are not filled in, i.e. neither show a coupling condition (unfilled heads) nor an amount of force (bar display) in the shaft of the arrows.
  • translatory ship propulsion is symbolized at maximum travel out of the position according to FIG. 1.
  • the clutches are engaged according to the filled arrow heads, the arrow shafts are fully filled, which symbolizes full thrust, the arrows 2, 3 point in the same direction to the front, which points to the same directional beam exits for the translatory movement of the ship forward, with the translatory ship movement forward as offset of the shows the filled-in ship contour 4 towards the front in relation to the unfilled-in ship symbol 5 remaining in place.
  • FIG. 4 an operating state of the drives is shown with the aim of turning the ship on the spot with the stern swinging more strongly to starboard.
  • the port drive (arrow 2) is stopped and / or not engaged, which results from the left arrow 2, which has not been filled in as a whole.
  • the starboard drive (arrow 3) has a jet outlet direction to starboard, brings the propulsion for about half a trip and is engaged, both of which can be seen from the filled-in head of arrow 3 and the bar display in the shaft of arrow 3.
  • the stern of the ship (symbol 4) is pushed away from the reference symbol 5 to port to turn the ship accordingly.
  • the fact that the decommissioned port drive is pivoted in a propulsion direction to starboard serves the purpose of stopping the turning maneuver.
  • FIG. 5 shows a maneuver that could only be carried out by a skilled skipper without problems without the help according to the invention.
  • the ship symbol 4
  • the control maneuvers for the two drives can only be carried out by observing the arrows 2, 3 as symbols for the working strength and direction of action of the drives and monitoring the movement of the ship by observing the movement of the symbol 4 relative to the symbol 5.
  • the invention is a reliable aid for maneuvering a ship with a rudder propeller or Pumpjet propulsion, which even an experienced skipper will not want to do without after a certain period of familiarization.
  • the device according to the invention can also be used well as a training device in order to introduce shipowners in training to the problems of guiding ships with rudder propeller or pump jet propulsion or to familiarize them with them.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Instrument Panels (AREA)
  • Measuring Volume Flow (AREA)
  • Indicating Measured Values (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Description

Bei einem Schiff mit motorgetriebenen Propellern zur Erzeugung des Vortriebes und einer Rudereinrichtung zur Bestimmung der Vortriebsrichtung des Schiffes ist für den Schiffsführer der Zusammenhang zwischen Einleitung und Ergebnis der Veränderung der Kriterien für die Schiffsbewegung ohne große Schwierigkeiten erkennbar. Wird mittels eines Stellhebels oder - bei älteren Lösungen - eines Handrades eine Änderung der Fahrtrichtung veranlaßt, so sind Stellhebeländerung und Fahrtrichtungsänderung stets einander entsprechend. Verändert der Schiffsführer die Hebelstellung für eine Fahrtrichtungsänderung nach Steuerbord, so ist das Ergebnis der Hebelverstellung ohne weiteres voraussehbar. Eine Hebelverstellung, die nicht zum gewollten Ergebnis führt, ist praktisch nicht denkbar.In the case of a ship with motor-driven propellers for generating propulsion and a rudder device for determining the direction of propulsion of the ship, the connection between the initiation and the result of the change in the criteria for the movement of the ship can be recognized without great difficulty for the ship's captain. If a change in the direction of travel is initiated by means of a control lever or - in older solutions - a handwheel, the change in the control lever and change in direction of travel are always mutually corresponding. If the skipper changes the lever position for a change of direction to starboard, the result of the lever adjustment is readily predictable. A lever adjustment that does not lead to the desired result is practically inconceivable.

Finden dagegen zum Vortrieb und zur Steuerung eines Schiffes Ruderpropeller oder Pumpjets Anwendung, so sind die Verhältnisse viel komplizierter, insbesondere wenn mehrere einzeln und unabhängig voneinander verstellbare Ruderpropeller oder Pumpjets Anwendung finden, ist die Wirkung der Verstellung der Ruderpropeller bzw. Pumpjets viel schwieriger voraussehbar und nur für einen geübten Schiffsführer möglich. Dies rührt daher, daß durch Verstellbewegungen der Antriebsaggregate nahezu jede beliebige Veränderung der Vortriebsrichtung des Schiffes erzielbar ist, worin ja ein Hauptvorteil solcher Antriebsanlagen zu sehen ist. Diese Schwierigkeit rührt insbesondere daher, daß manche Verstellbewegungen von mehreren Ruderpropellern bzw. Pumpjets bezüglich Drehzahl und Ausstoßrichtung des erzeugten Wasserstrahles zu anderen als ohne eingehendere Kenntnis zu erwartenden Veränderungen der Schiffsbewegung führen. Die Folge hiervon ist, daß bei solchen Schiffen nur gut ausgebildete und regelmäßig in Übung befindliche Schiffsführer zum Einsatz kommen können und auch diesen noch Steuerfehler unterlaufen können, wenn sie sich unvorbereitet einer veränderten Situation gegenübersehen.On the other hand, if propellers or pump jets are used to propel and control a ship, the situation is much more complicated, especially if several individually and independently adjustable rudder propellers or pump jets are used, the effect of adjusting the rudder propellers or pump jets is much more difficult to predict and only possible for an experienced skipper. This is due to the fact that almost any change in the propulsion direction of the ship can be achieved by adjusting the drive units, which is one of the main advantages of such drive systems. This difficulty arises in particular from the fact that some adjustment movements of several rudder propellers or pump jets with respect to the speed and direction of ejection of the generated water jet lead to changes in the movement of the ship that are not to be expected without in-depth knowledge. The consequence of this is that only well-trained and regularly practiced skippers can be used in such ships and they can also make tax errors if they are unprepared for a changed situation.

Auf dem Weg, diesen Problemen abzuhelfen, ist gemäß GB-A-1 307 251 bei einem Schiff, das der Verlegung von Öl- und Gasleitungen dient, ein Anzeigestand für sechs Antriebseinheiten vorgesehen, von denen jede einen horizontalen Schubstrahl erzeugt und zur Bestimmung der Richtung des Schubstrahles um eine vertikale Achse schwenkbar ist. Der Anzeigestand weist für jede Antriebseinheit ein Feld für die Wiedergabe eines Betriebszustandes der Antriebseinheit auf. In diesem Feld ist für jede Antriebseinheit eine Kathodenstrahlröhre vorgesehen, auf der eine Linie den Strahlvektor der jeweiligen Antriebseinheit wiedergibt, wobei diese Linie im Zentrum der Kathodenstrahlröhre ihren Anfang hat und mit ihrer Länge als Maß für den Schub gilt. Die Richtung dieser Linie zeigt die Strahlrichtung an. In einem anderen Fall des Anzeigenstandes werden mit anderen, entsprechenden Wiedergabemitteln andere Betriebszustände der Antriebseinheiten wiedergegeben, wie Motordrehzahl, Öldruck, Stellung der Antriebseinheit und dgl. Schließlich wird in einem Feld des Anzeigestandes der aktuelle Kurs des Schiffes angezeigt. Auch diese Anlage setzt erhebliches Können des Schiffsführers voraus, wie es aber bei dem für ein schon von der Aufgabenstellung her anspruchsvollen Schiff, einem Schiff zum Verlegen von Rohrleitungen, auch ohne weiteres erwartet werden kann.In order to remedy these problems, according to GB-A-1 307 251, a display stand for six propulsion units is provided for a ship used for laying oil and gas lines, each of which generates a horizontal thrust jet and for determining the direction the thrust jet is pivotable about a vertical axis. For each drive unit, the display status has a field for displaying an operating state of the drive unit. In this field, a cathode-ray tube is provided for each drive unit, on which a line represents the beam vector of the respective drive unit, this line starting at the center of the cathode-ray tube and with its length serving as a measure of the thrust. The direction of this line indicates the beam direction. In another case of the display status, other operating states of the drive units, such as engine speed, oil pressure, position of the drive unit and the like, are displayed with other corresponding display means. Finally, the current course of the ship is displayed in a field of the display status. This system also requires considerable skill on the part of the skipper, but this can also be expected without any problems for a ship that is already demanding in terms of its task, a ship for laying pipelines.

Aufgabe der Erfindung ist es, den sich aus Schiffen, bei denen der Vortrieb und die Steuerung mit Ruderpropellern oder Pumpjets bewirkt werden, ergebenden Problemen so weitgehend Rechnung zu tragen, daß es auch einem Schiffsführer, der den Umgang mit solchen Schiffen nicht gewohnt ist, möglich ist, allenfalls nach kurzer Eingewöhnungszeit solche Schiffe gefahrlos fahren und steuern zu können, auch wenn er sich mit einem solchen Schiff einer Situation gegenübersieht, die ein längeres Nachdenken über notwendige Antriebsveränderungen nicht zuläßt.The object of the invention is to take into account the problems resulting from ships in which the propulsion and control are effected with rudder propellers or pump jets to such an extent that it is also possible for a skipper who is not used to handling such ships after a short period of familiarization to be able to sail and steer such ships safely, even if he is facing a situation with such a ship that does not allow a long time to think about necessary changes in propulsion.

Die Lösung der Erfindung ergibt sich aus den Patentansprüchen, sie ist nachfolgend anhand der Zeichnung näher erläutert.The solution of the invention results from the claims, it is explained in more detail below with reference to the drawing.

In der Zeichnung ist ein- und dieselbe Anzeigetafel, die im Aufenthaltsbereich des Schiffsführers installiert ist mehrmals dargestellt, allerdings mit Wiedergabe des Antriebes des Schiffes in verschiedenen Betriebszuständen und entsprechend unterschiedlichen Fahrbedingungen des Schiffes. Dabei handelt es sich um eine sogenannte Flüssigkeitskristallanzeige, und sie ist für ein Schiff vorgesehen, das mittels zweier Ruderpropeller oder Pumpjets angetrieben wird und steuerbar ist. Solche Schiffe und solche Antriebe selbst sind allgemein bekannt und müssen deshalb im vorliegenden Zusammenhang nicht näher erläutert werden. Lediglich als ein Beispiel für einen hier vorausgesetzten Pumpjetantrieb sei dies genannt. Das vorausgesetzte Schiff weist zwei solcher Anlagen in einem vorgegebenen Versatz zum Lateralschwerpunkt des Schiffes auf. Das Symbol für jede Antriebsvorrichtung auf der Flüssigkeitskristallanzeige 1 ist einer der beiden Pfeile 2,3, das Symbol für das Schiff selbst ist die ausgefüllte Schiffsumgrenzung 4, sein Bezugssymbol eine fix angeordnete, nicht ausgefüllte Schiffsumgrenzung 5. Die das Schiff selbst symbolisierende Schiffsumgrenzung 4 ist symmetrisch zu beiden Seiten einer Längslinie 6 angeordnet.The drawing shows one and the same scoreboard, which is installed in the area of the ship's captain, several times, but with the reproduction of the propulsion of the ship in different operating states and correspondingly different sailing conditions of the ship. This is a so-called liquid crystal display, and it is intended for a ship that is driven and controllable by means of two rudder propellers or pump jets. Such ships and such drives themselves are generally known and therefore do not need to be explained in more detail in the present context. This should only be mentioned as an example of a pump jet drive that is required here. The presupposed ship has two such facilities in one specified offset to the lateral center of gravity of the ship. The symbol for each drive device on the liquid crystal display 1 is one of the two arrows 2, 3, the symbol for the ship itself is the filled-in ship boundary 4, its reference symbol is a fixedly arranged, unfilled ship boundary 5. The ship boundary 4 symbolizing the ship itself is symmetrical arranged on both sides of a longitudinal line 6.

Um die Fahrtrichtung eines Schiffes darzustellen, müßten an sich alle einwirkenden Kräfte bekannt sein. Da Ruderpropeller und Pumpjets der hier vorausgesetzten Art eine Kraft in jede Richtung wirken lassen können, spielt die Darstellung ihrer Betriebsparameter eine besondere Rolle. Als erstes muß der Winkel der Kraftrichtung (Schubrichtung) einer jeden Anlage eines Schiffes erfaßt werden. Dies geschieht, indem vorhandene Rückmelder der Steuerungs- oder Anzeigeelektronik zusätzlich von einem Rechner der Fahrtrichtungsanzeige abgefragt werden. Zweitens wird der Kraftbetrag (Schubstärke) der einzelnen Anlagen benötigt. Im Normalfall werden hier die Rückmelder der Drehzahlelektronik des Antriebsmotors und der dazu gehörige Kupplungskontakt vom Rechner ausgewertet. Es ist aber auch möglich, auf der Antriebswelle des jeweiligen Aggregates einen digitalen Drehzahlaufnehmer zu installieren, dessen Impulse direkt vom Rechner in einen Kraftbetrag umgesetzt werden. Drittens sollten dem Rechner die Angriffspunkte der Kräfte in Relation zum Lateralschwerpunkt des Schiffes und vorzugsweise noch einige grundlegende Maße des Schiffskörpers (Länge, Breite, Kielform usw.) mitgeteilt werden. Da alle diese Werte konstant sind, werden sie bei der Inbetriebnahme der Fahrtrichtungsanzeige fest im Rechner eingespeichert. Auf die Auswertung von Fremdkräften (Strömung, Wind usw.) wird dagegen wegen der Komplexität der Erfassung dieser Werte verzichtet.In order to represent the direction of travel of a ship, all acting forces would have to be known. Since rudder propellers and pump jets of the type assumed here can exert a force in any direction, the representation of their operating parameters plays a special role. First, the angle of the direction of force (thrust direction) of each system of a ship must be recorded. This is done in that existing feedback signals from the control or display electronics are additionally queried by a computer in the direction indicator. Secondly, the amount of force (thrust strength) of the individual systems is required. Normally, the feedback of the speed electronics of the drive motor and the associated coupling contact are evaluated by the computer. However, it is also possible to install a digital speed sensor on the drive shaft of the respective unit, the impulses of which are converted directly into an amount of force by the computer. Thirdly, the computer should be informed of the points of application of the forces in relation to the lateral center of gravity of the ship and preferably some basic dimensions of the hull (length, width, keel shape, etc.). Since all these values are constant, they are permanently stored in the computer when the direction indicator is started. On the evaluation of external forces (flow, Wind, etc.), however, is not used due to the complexity of recording these values.

Aus diesen Daten werden nun gemäß der Zeichnung folgende Symbole graphisch dargestellt. Im unteren Teil der Anzeige werden zu Kontrolle und besserem Überblick die Einzelkräfte der Anlagen dargestellt. Die Richtung der hierzu dienenden Pfeile 2,3, wovon jeder einer der beiden im betrachteten Fall vorausgesetzten Antriebs- und Steuereinheit (Ruderpropeller bzw. Pumpjet) zugeordnet ist, gibt die Schubrichtung der Anlagen an. In dem Schaft jedes einzelnen Pfeils ist eine Balkenanzeige integriert, die der Motordrehzahl und somit der Schubstärke der Anlage entspricht. Die Spitzen der Pfeile zeigen den Kupplungszustand an, wobei eine leere Spitze für einen ausgekuppelten, eine ausgefüllte Spitze für einen eingekuppelten Zustand steht. Im oberen Teil der Anzeige befindet sich die eigentliche Funktion der Fahrtrichtungsanzeige. Der Rechner ermittelt nach den Gesetzen der "Lehre der Kräfte" aus den Einzelkräften die resultierende Gesamtkraft und stellt sie in Form eines sich bewegenden Schiffes (ausgefüllte Schiffskontur) dar. Um einen besseren Bezug zur Ruhelage des Schiffes zu bekommen, werden in der Ausgangslage ein fester Umriß dieses Schiffes (unausgefüllte Schiffskontur) und der Weg des Lateralpunktes als Linie 7 angezeigt. Damit auch die Richtung leichter Schiffsbewegungen gut ablesbar ist, verhält sich die Fahrtrichtungsanzeige progressiv. Kleine Kräfte werden dabei im Verhältnis größer dargestellt als große Kräfte.The following symbols are now graphically represented from this data according to the drawing. The individual forces of the systems are shown in the lower part of the display for control and a better overview. The direction of the arrows 2, 3 for this purpose, each of which is assigned to one of the two drive and control units (rudder propeller or pump jet) that are required in the case under consideration, indicates the thrust direction of the systems. A bar graph is integrated in the shaft of each arrow, which corresponds to the engine speed and thus the thrust strength of the system. The tips of the arrows indicate the coupling state, with an empty tip for a disengaged, a filled tip for a coupled state. The actual function of the direction indicator is located in the upper part of the display. The computer calculates the resulting total force from the individual forces according to the laws of "teaching the forces" and displays them in the form of a moving ship (filled ship contour) Outline of this ship (unfilled ship outline) and the path of the lateral point are shown as line 7. The direction indicator is progressive so that the direction of light ship movements is easy to read. Small forces are shown proportionately larger than large forces.

In Fig. 1 ist der Ruhezustand des vorausgesetzten Schiffes mit zwei symmetrisch zur Schiffslängsmittellinie im Heck angeordneten Antrieben in nach vorn weisenden aber nicht wirksamen Vorschubrichtungen dargestellt, was sich für den Schiffsführer ohne längeres Nachdenken daraus ergibt, daß die ausgefüllte Schiffskontur bzw. Schiffsumgrenzung 4 als Symbol des Schiffes mit dem Bezugssymbol in der Form der nicht ausgefüllten Schiffsumgrenzung 5 in Fahrtrichtung weisend deckungsgleich sind, während die beiden Pfeile 2,3 als Symbol der Antriebsvorrichtungen in Schubrichtung weisend nicht ausgefüllt sind, also weder einen Kupplungszustand (nicht ausgefüllte Köpfe) noch einen Kraftbetrag (Balkenanzeige) im Schaft der Pfeile anzeigen.In Fig. 1, the idle state of the presupposed ship is shown with two drives arranged symmetrically to the ship's longitudinal center line in the stern in forward-facing but ineffective feed directions, which is for the Skippers without any longer thinking that the filled-in ship outline or ship boundary 4 as a symbol of the ship with the reference symbol in the form of the unfilled-in ship boundary 5 are congruent in the direction of travel, while the two arrows 2, 3 symbolize the drive devices in the direction of thrust are not filled in, i.e. neither show a coupling condition (unfilled heads) nor an amount of force (bar display) in the shaft of the arrows.

In Fig. 2 ist als weiteres Beispiel für die Anzeige eines Betriebszustandes einer resultierenden Bewegung des Schiffes (Symbol 4) gegenüber dem Bezugssymbol 5 aus einer Vorschubbewegung und einem seitlichen Versatz bei noch nicht voller Fahrt dargestellt, was auf den Betriebszustand der Antriebe gemäß den Pfeilen 2,3 zurückgeht: die Antriebe sind eingekuppelt gemäß den ausgefüllten Pfeilköpfen, es wird etwa dreiviertel des maximal möglichen Kraftbetrages aufgebracht gemäß der Balkenanzeige in den Pfeilschäften und die Richtung beider Pfeile liegt parallel schräg seitlich nach vorn als Symbol für einen entsprechend gerichteten Schubstrahlaustritt an beiden Antrieben. Der Schiffslateralpunkt wandert auf der Linie 7, die gleichzeitig die Fahrtrichtung symbolisiert.2 shows as a further example for the display of an operating state of a resulting movement of the ship (symbol 4) compared to the reference symbol 5 from a feed movement and a lateral offset when the journey is not yet full, which indicates the operating state of the drives according to the arrows 2 , 3 goes back: the drives are engaged according to the filled arrow heads, about three-quarters of the maximum possible amount of force is applied according to the bar display in the arrow shafts and the direction of both arrows is parallel and obliquely to the side as a symbol for a correspondingly directed thrust jet outlet on both drives. The ship's lateral point moves on line 7, which also symbolizes the direction of travel.

In Fig. 3 ist translatorischer Schiffsvortrieb bei maximaler Fahrt aus der Stellung gemäß Fig. 1 heraus symbolisiert. Die Kupplungen sind eingerückt gemäß den ausgefüllten Pfeilköpfen, die Pfeilschäfte sind voll ausgefüllt, was vollen Schub symbolisiert, die Pfeile 2,3 weisen gleichgerichtet nach vorn, was auf gleichgerichtete Strahlaustritte zur translatorischen Bewegung des Schiffes nach vorn hinweist, wobei sich die translatorische Schiffsbewegung nach vorn als Versatz der ausgefüllten Schiffskontur 4 nach vorn gegenüber dem an Ort und Stelle verbliebenen nicht ausgefüllten Schiffssymbol 5 ausweist.In FIG. 3, translatory ship propulsion is symbolized at maximum travel out of the position according to FIG. 1. The clutches are engaged according to the filled arrow heads, the arrow shafts are fully filled, which symbolizes full thrust, the arrows 2, 3 point in the same direction to the front, which points to the same directional beam exits for the translatory movement of the ship forward, with the translatory ship movement forward as offset of the shows the filled-in ship contour 4 towards the front in relation to the unfilled-in ship symbol 5 remaining in place.

In Fig. 4 ist ein Betriebszustand der Antriebe mit dem Ziel dargestellt, das Schiff auf der Stelle mit dem Heck stärker ausschwenkend nach Steuerbord zu wenden. Der Backbord-Antrieb (Pfeil 2) ist stillgesetzt und/oder nicht eingekuppelt, was sich aus dem in seiner Gesamtheit nicht ausgefüllten linken Pfeil 2 ergibt. Der Steuerbord-Antrieb (Pfeil 3) hat eine Strahlauslaßrichtung nach Steuerbord, bringt den Vortrieb für etwa halbe Fahrt und ist eingekuppelt, was sich beides aus dem ausgefüllten Kopf des Pfeiles 3 und der Balkenanzeige im Schaft des Pfeiles 3 entnehmen läßt. Das Heck des Schiffes (Symbol 4) wird gegenüber dem Bezugssymbol 5 nach Backbord zum entsprechenden Wenden des Schiffes weggedrückt. Daß der stillgelegte Backbord-Antrieb in eine Vortriebsrichtung nach Steuerbord geschwenkt ist, dient dem Zweck, das Wendemanöver aufzustoppen.In Fig. 4, an operating state of the drives is shown with the aim of turning the ship on the spot with the stern swinging more strongly to starboard. The port drive (arrow 2) is stopped and / or not engaged, which results from the left arrow 2, which has not been filled in as a whole. The starboard drive (arrow 3) has a jet outlet direction to starboard, brings the propulsion for about half a trip and is engaged, both of which can be seen from the filled-in head of arrow 3 and the bar display in the shaft of arrow 3. The stern of the ship (symbol 4) is pushed away from the reference symbol 5 to port to turn the ship accordingly. The fact that the decommissioned port drive is pivoted in a propulsion direction to starboard serves the purpose of stopping the turning maneuver.

In Fig. 5 schließlich ist ein Manöver dargestellt, das ohne die erfindungsgemäße Hilfe nur von einem geübten Schiffsführer ohne Probleme durchgeführt werden könnte. Das Schiff (Symbol 4) wird mit sehr leichter Schräglage gegenüber dem Bezugssymbol rückwärts (mit dem Heck voraus) versetzt. Die Steuermanöver für die beiden Antriebe können nur unter Beobachtung der Pfeile 2,3 als Symbole für Arbeitsstärke und Wirkrichtung der Antriebe und Kontrolle der Schiffsbewegung durch Beobachten der Bewegung des Symbols 4 relativ zum Symbol 5 durchgeführt werden.Finally, FIG. 5 shows a maneuver that could only be carried out by a skilled skipper without problems without the help according to the invention. The ship (symbol 4) is moved very slightly backwards (with the stern ahead) in relation to the reference symbol. The control maneuvers for the two drives can only be carried out by observing the arrows 2, 3 as symbols for the working strength and direction of action of the drives and monitoring the movement of the ship by observing the movement of the symbol 4 relative to the symbol 5.

Ersichtlich ist also mit der Erfindung eine zuverlässige Hilfe für das Manövrieren eines Schiffes mit Ruderpropeller- oder Pumpjetantrieb gegeben, auf die nach einer gewissen Eingewöhnungszeit auch ein erfahrener Schiffsführer nicht wird verzichten wollen. Darüber hinaus kann die erfindunsgemäße Vorrichtung aber auch gut als Schulungsgerät eingesetzt werden, um in der Ausbildung befindliche Schiffsführer an die Probleme der Führung von Schiffen mit Ruderpropeller- oder Pumpjetantrieb heranzuführen bzw. mit ihnen vertraut zu machen.Obviously, the invention is a reliable aid for maneuvering a ship with a rudder propeller or Pumpjet propulsion, which even an experienced skipper will not want to do without after a certain period of familiarization. In addition, the device according to the invention can also be used well as a training device in order to introduce shipowners in training to the problems of guiding ships with rudder propeller or pump jet propulsion or to familiarize them with them.

Claims (8)

  1. A state-of-movement display for ships having: at least one rudder propeller or pump jet, preferably a number of such devices, for determining the direction of movement of the ship and its speed in the selected direction of movement; and a visual display at the ship's operator's station, characterised in that thrust strength and the angle of force direction relatively to a reference direction are so displayed on the visual display at the ship's operator's station by means of an arrow reproduced in outline for each such propeller or jet in dependence upon the operative state of such propeller or jet that to symbolise the thrust strength of such propeller or jet the arrow shaft is filled in accordingly to give a bar display.
  2. A display according to claim 1, characterised in that the position of the or each rudder propeller or pump jet is ascertained as the operative state determining the angle of force direction and the speed of the or each such propeller or jet is ascertained as the operative state determining the thrust strength and such position and speed are reproduced in an appropriate form on the visual display by appropriate symbols.
  3. A display according to claim 1, characterised in that to display the coupling state of the or each rudder propeller or pump jet by means of the arrow head the uncoupled state is represented by an empty head and the coupled state by a full head.
  4. A display according to any of claims 1 to 3, characterised in that such operative states of the or each rudder propeller or pump jet as are required to be represented are fed to a computer and the resulting total force is represented on the visual display as another symbol.
  5. A display according to claim 4, characterised in that the resulting total force is represented as a ship's outline which moves relatively to a reference symbol.
  6. A display according to claim 5, characterised in that the reference symbol is a corresponding ship's outline, to which end one ship's outline, more particularly the one representing the resulting total force, is a filled-in outline whereas the other ship's outline, preferably the one representing the reference symbol, is an empty ship's outline.
  7. A display according to any of claims 1 to 6, characterised in that the display of the state of the or each rudder propeller or pump jet is prepared by a computer which evaluates return information from the speed electronics of the driving engine of such propeller or jet and also evaluates a coupling contact signal.
  8. A display according to claim 7, characterised in that in forming the output signal for the visual display the computer considers other ship's parameters, such as the position where the forces act relatively to the lateral centre of gravity, and the length, width and/or keel shape of the ship but disregards external forces such as water flow and wind.
EP90125577A 1990-02-03 1990-12-27 Indication of sailing condition for ships Expired - Lifetime EP0440985B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4003221 1990-02-03
DE4003221A DE4003221A1 (en) 1990-02-03 1990-02-03 DRIVING STATE INDICATOR FOR SHIPS

Publications (2)

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EP0440985A1 EP0440985A1 (en) 1991-08-14
EP0440985B1 true EP0440985B1 (en) 1994-07-13

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EP90125577A Expired - Lifetime EP0440985B1 (en) 1990-02-03 1990-12-27 Indication of sailing condition for ships

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EP (1) EP0440985B1 (en)
JP (1) JPH06305484A (en)
KR (1) KR910021327A (en)
DE (2) DE4003221A1 (en)
DK (1) DK0440985T3 (en)
ES (1) ES2056358T3 (en)
FI (1) FI910496A (en)
NO (1) NO910393L (en)

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JP2510389B2 (en) * 1993-01-27 1996-06-26 日本操舵システム株式会社 Hull movement instruction method and rudder angle instruction method
DE4314852C2 (en) * 1993-05-05 1995-06-14 Gerhard Dr Pohl Process for the preparation of flame-retardant thermoplastics with improved mechanical properties
JP3332670B2 (en) * 1995-05-30 2002-10-07 三菱重工業株式会社 Ship steering control and support method and device

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US3668878A (en) * 1969-04-09 1972-06-13 Brown & Root Method and apparatus for laying pipelines
US3976023A (en) * 1975-01-29 1976-08-24 Niigata Engineering Co., Ltd. Apparatus for maneuvering a ship
JPS6250296A (en) * 1985-08-29 1987-03-04 Tokyo Keiki Co Ltd Turning controller for ship

Also Published As

Publication number Publication date
DE4003221A1 (en) 1991-08-08
JPH06305484A (en) 1994-11-01
FI910496A0 (en) 1991-02-01
NO910393D0 (en) 1991-02-01
DE59006433D1 (en) 1994-08-18
ES2056358T3 (en) 1994-10-01
KR910021327A (en) 1991-12-20
EP0440985A1 (en) 1991-08-14
NO910393L (en) 1991-08-05
FI910496A (en) 1991-08-04
DK0440985T3 (en) 1994-09-05

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