日本財団 図書館

共通ヘッダを読みとばす


Top > 産業 > 運輸.交通 > 成果物情報

Conference Proceedings Vol. I, II, III

 事業名 海事シミュレーションと船舶操縦に関する国際会議の開催
 団体名 日本船舶海洋工学会 注目度注目度5


2.5 Additional Controls
 
 Regardless whether the conventional arrangement considers one or more rudders in the slipstream of the propellers at the ship's stern there are some additional control possibilities within inland navigation. They are not used for manoeuvring purposes only but also during the voyage of the ship in order to reduce the drift angle of the vessel passing narrow river bends. Three different types of additional controls can be observed:
 
A) Active controls
 
 They are commonly known as lateral thrusters but in inland shipping they also offer the possibility to produce thrust in forward, backward and even inclined direction, see Fig. 3. Some different types are introduced here omitting the discussion of their advantages and special fields of application. They may be arranged in a special housing under the bow as shown in Fig. 4, as e.g. applied to a barge or are placed at the bottom of the bow area having outlets to the side or along the bottom as shown in Fig. 5. All active controls however have in common, that their best efficiency is at zero speed and that they loose their lateral thrust with increasing speed of the vessel.
 
Fig. 3 
Azimuting Pump-Jet mounted on the bottom of the hull
 
Fig. 4 
Bow thruster mounted in a gondola at a pushed barge type EIIb
 
Fig. 5 
4-channel-thruster mounted on the bottom of the hull
 
 
B) Passive controls
 
 The standard bow rudder belongs to this kind of controls (Fig. 6), which can only act when the ship is running. It is simple, cheap and reliable but cannot be used for manoeuvring at low speed and mooring.
 
Fig. 6 Bow rudder at a pushed barge type EIIb
 
C) Unconventional solutions
 
 A rather common type of additional control in Germany is the hydraulic coupling between the pushing cargo vessel and the barge in front of it, compare Fig. 7. By bending the whole barge train along the radius of the intended river bend it follows the recommended path with a distinct reduction of the traffic lane width in comparison to a straight motor vessel / barge combination. Reliability and functionality were approved, but the cost aspect may hinder a broad dissemination.
 
Fig. 7 
Active hinge in coupling between motor vessel and barge







サイトに関するご意見・ご質問・お問合せ   サイトマップ   個人情報保護

日本財団会長笹川陽平ブログはこちら



ランキング
注目度とは?
成果物アクセスランキング
122位
(32,630成果物中)

成果物アクセス数
108,008

集計期間:成果物公開〜現在
更新日: 2020年10月17日

関連する他の成果物

1.MARSIM'03 開催報告
2.本会議及びワークショップ開催状況写真
3.九州における離島住民からみた交通バリアフリー化に関する調査研究?鹿児島県をモデルケースとして? 報告書
  [ 同じカテゴリの成果物 ]


アンケートにご協力
御願いします

この成果物は
お役に立ちましたか?


とても役に立った
まあまあ
普通
いまいち
全く役に立たなかった


この成果物をどのような
目的でご覧になりましたか?


レポート等の作成の
参考資料として
研究の一助として
関係者として参照した
興味があったので
間違って辿り着いただけ


ご意見・ご感想

ここで入力されたご質問・資料請求には、ご回答できません。






その他・お問い合わせ
ご質問は こちら から