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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


3. THE INVESTIGATION EXAMPLE OF THE SHIP'S MANEUVERABILITY
 It confirmed that fairway design could be carried out by combining the variety maneuvering performances of the ship in the last section. It is used that the numerical simulation can be done easily on the various conditions from grasping the variety ship's maneuverability. In this section, we explain the numerical simulation which is grasped the ship's maneuverability to use the fairway design.
 The characteristics of ship-handler, special ship-handling technique such as boosting, ship supporting system such as tug boat and thruster ware removed from the examination object at the numerical simulation for the purpose of to clear the basic performance of the vessel individual. Therefore, the means to use for the ship-handling are only a main engine and a rudder.
 
3.1 The ship's maneuverability to confirm by the numerical simulation
 
 The numerical simulation which reflected the movement character of the vessel precisely is done, and below ship's maneuverability is grasped to use the fairway design.
 
1) Course keeping with deceleration performance
 The Deceleration performance when going straight is confirmed using the ship control method that it slows down with course keeping when simulation is enforced.
 
Fig.3 The ship's maneuverability and elements of fairway design
 
2) Course change (Turning) with deceleration performance
 The ship-handler is required slow down engine at the passing fairway cause of the planning fairway with harbor. Own ship control in the numerical simulation is used speed control at the time of course change operation. It is combined the timing of engine control and rudder control. By the way of controlling own ship, as the ship's speed is changed at the start timing of steering from the difference timing of main engine control, it is confirmed that the difference of turning performance at the course change operation.
 
 Furthermore, numerical simulation is carried out independently so that to combine maneuvering performances at the time of fairway designs.
 
3.2 The example of numerical simulation
 
 The target vessel of the numerical simulation to investigate ship maneuvering characteristics was carried out using the container ship. The container carrier has large wind pressure area which the influence of the wind was often taken.
 
3.2.1 The condition of external force
 
 Simulation is enforced about the calm condition which becomes a basis. Furthermore, the wind direction and the velocity of the wind were changed, and numerical value simulation was done for investigation of a difference in a result of a ship-handling by the wind pressure influence. Table 3 show the setting condition of external force at simulation.
 
Table 2 The condition of external force
  Course keeping with deceleration performance Course change with deceleration performance
Wind direction Every 10 degree Every 30 degree
Wind velocity 5m/s. 10/s. 15m/s
 
3.2.2 The vessel which is used for the simulation
 
 Table 3 shows the principal particular of over-panama max type container vessel.
 
3.2.3 The way of deceleration
 
 The numerical simulation is started from Half ahead eng. (12 knots). Engine telegraph is operated in accordance with the slowdown method, and the main engine rotation is decreased step by step. The engine control is used only slow down. So, Astern engine and Ahead engine order during slowdown.
 
Table 3 Principal particular
  Over-panama max type Container Carrier
LOA 299.0m
Breadth 37.0m
Depth 21.8m
Draft 13.04m
Gross tonnage 59.622 ton
Engine output 42.120 PS
Eng. Telegraph
Nav. Full
Ahead
R.P.M 77.0
Knots 23.5
Full Ahead R.P.M 43
Knots 13.3
Half Ahead R.P.M 39.0
Knots 12.0
Slow Ahead R.P.M 32.0
Knots 9.9
D.Slow Ahead R.P.M 27.0
Knots 8.3
Stop 0.0
D.Slow Ast'n -27.0 rpm
Slow Ast'n -32.0 rpm
Half Ast'n -39.0 rpm
Full Ast'n -43.0 rpm
 
3.2.4 The bending angle and direction
 
 The bending angle is 5, 10, 15, 20, 30, 40, 50, 60, 70, 80 and 90degrees, and its direction is right.
 
3.2.5 Rudder angle and steering control
 
 The maximum rudder angle is 35 degrees to use the steering at numerical simulation Ban-ban control is used for the rudder control.
 
3.2.6 The finish position of ship-handling
 
 If the ships speed is reached 3knots. the simulation is finished.
 
3.3 The example of numerical simulation
 
 It could get the character of the Course keeping with deceleration performance and Course change with deceleration performance of the target vessel by the numerical simulation. These data is important for the decided fairway shape and width. So, it is necessary to make a database for the fairway design.
 Fig. 4 shows the sample of database. This figure is show the result of wind direction: 90 degrees, wind velocity: 5m/s. It is show the lateral deviation and distance from the relation between altering course point and final position of ship-handling.
 
Fig.4 Fig.4 Sample of result data
 
The Distance between altering course point and finishing point of ship-handling, lateral deviation
(Wind Direction; 90deg., Wind Velocity:5m/s, Final Ship Speed;3knots)
(Enlarged Image:48KB)







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更新日: 2020年10月17日

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