JP2018069899A - Twin-rudder steering system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a twin-rudder steering system which can handle emergencies according to either one of two steering gears using regularly in uniaxial twin-rudder ships.SOLUTION: A steering control device 200 has a joystick ship maneuvering-unit 255 maneuvering in the maneuvering mode by a joy stick lever 254, an emergency manual maneuvering-unit 301 which maneuvers the other controllable rotary vane steering gears 104, 105 in the maneuvering mode by a manual steering wheel 256 when either one of the rotary vane steering gears 104, 105 becomes out of control and an emergency maneuvering mode-changeover unit 302 in an emergency which switches from the maneuvering mode of the joystick maneuvering unit 255 to the maneuvering mode of the emergency manual maneuvering unit 301, and the joystick maneuvering unit 301 controls the rudder angle of high lift rudders 102, 103 of both sides of ships and changes the thrust of the propeller wake flow toward the target direction by combining with the rudder angle, and the emergency manual maneuvering unit 301 controls the rudder angle of both sides of ships to equal to the angle indicated by the manual maneuvering steering wheel 256.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a two-steer steering system and relates to a technique for maneuvering a ship.

  Conventionally, all tankers, chemical tankers and gas carriers with a gross tonnage of 100,000 tons or more are stipulated in the International Convention for the Safety of Life at Sea, the SOLAS Convention (The International Convention for Life at Sea) The following summary rules apply:

  1. The main steering device can recover the steering ability by the other power drive system when the steering ability is lost due to the failure of one power drive system.

  2. The main steering device can operate the steering plate from one side 35 degrees to the opposite side 35 degrees, and has two independent and separated power drive systems.

  However, a ship with a weight of less than 100,000 tons can satisfy only a single actuator by satisfying the condition.

  For example, as shown in FIG. 8, when one rudder 1 is arranged behind a one-shaft propeller (propeller), two steering gears that can operate the rudder 1 independently. 2 and 3 are installed, and two power drive systems 4 and 5 for supplying hydraulic oil to both the steering machines 2 and 3 are installed.

  Each of the power drive systems 4 and 5 includes hydraulic pumps 6 and 7 and also includes hydraulic pipes extending from the hydraulic pumps 6 and 7 to both steering gears 2 and 3. Each of the hydraulic pumps 6 and 7 can supply hydraulic oil to the two steering machines 2 and 3.

  A plurality of valves 11 to 18 are provided in the hydraulic piping of both power drive systems 4 and 5, and the hydraulic piping is operated by operating the valves 11 to 18 when the hydraulic piping is damaged or oil leaks. The faulty power drive system 4 or 5 is disconnected and the other normal power drive system 5 or 4 can be operated only.

  In this configuration, during normal operation, the valves 11, 12, 13, 14, 15, 16 are normally open, and the valves 17, 18 are normally closed.

  For example, when one steering device 2 and the power drive system 4 are damaged and the steering cannot be continued, the other steering device 3 and the power drive system 5 steer the rudder 1. That is, when breakage occurs in the hydraulic piping of one power drive system 4 and hydraulic oil flows out through the hydraulic piping from the hydraulic pump 6 to the steering gear 3, the valves 13, 14, 15, 16 are closed. As a result, one power drive system 4 including the hydraulic pump 6 and the steering machine 3 is disconnected from the other power drive system 5. The rudder 1 is operated only by the hydraulic pump 7 and the steering machine 2 of the other power drive system 5.

  At this time, the valve 18 is opened, bypassing the oil chambers of the steering gear 3 to avoid the steering gear 3 being locked, and the steering gear 3 rotates with the operation of the steering gear 2. Make it possible.

  Further, Patent Document 1 discloses a ship including a propeller propulsion device including a single-axis propeller, two high-lift rudders disposed behind the propeller, and a ship maneuvering stand. A gyro compass display unit that displays the gyro compass of the gyro compass, an auto ship maneuvering unit that steers in the maneuvering mode using the autopilot, a joystick maneuvering unit that maneuvers in the maneuvering mode using the joystick lever, and a manual steering wheel. A manual maneuvering unit that steers in a mode, a non-followup maneuvering unit that steers in a maneuvering mode with a non-followup steering lever, and a mode switching unit that switches between the maneuvering units are provided.

Utility model registration No. 3201225

  However, two steering gears and two power drive systems are provided for one rudder, and normally the two power drive systems must always supply pressure oil to each of the two steering gears. There is a problem of increasing complexity and energy loss.

  The present invention solves the above-described problems, and a two-steer steering system capable of dealing with an emergency by using one of two steering machines that are commonly used in a single-axis two-steering ship. The purpose is to provide.

  In order to solve the above-described problems, a two-rudder steering system according to the present invention includes a propeller propulsion unit including a single-axis propeller, two high-lift rudder disposed behind the propeller, and each high-lift rudder. A rotary vane steering machine provided for each, a hydraulic circuit provided for each rotary vane steering machine, and a steering control device for controlling the steering angle of each high lift steering operated by each rotary vane steering machine, The steering control device is configured such that when a joystick maneuvering unit that steers in a maneuvering mode using a joystick lever and one of the rotary vane steering machines becomes uncontrollable, the other controllable rotary vane steering machine is controlled by a manual steering wheel. An emergency manual maneuvering unit for maneuvering in the maneuvering mode and an emergency maneuvering mode switching unit for switching from the maneuvering mode of the joystick maneuvering unit to the maneuvering mode of the emergency manual maneuvering unit. By controlling the rudder angle of the high lift rudder on both sides to the rudder angle set according to the tilt direction of the joystick lever and combining the rudder angle of the high lift rudder on both sides, The thrust of the wake is changed toward the target direction, and the emergency manual maneuvering unit controls the rudder angle of the high lift rudder equal to the rudder angle indicated by the manual steered wheels.

  In the two-steer steering system of the present invention, the joystick maneuvering unit controls the steering angles of the high lift rudder of both sides in the range of 105 ° to the outer side and 35 ° to the inner side by both rotary vane steering machines. The emergency manual maneuvering unit controls the steering angle of one high lift rudder within a range of 35 ° toward the outer side and 35 ° toward the inner side with one controllable rotary vane steering gear.

  In the two-steer steering system of the present invention, the emergency control mode switching unit receives the steering system failure warning signal issued by the warning unit provided in the steering control device, and controls the emergency manual steering unit from the steering mode of the joystick steering unit. It is characterized by switching to the mode.

  In the two-steer steering system of the present invention, the emergency maneuvering mode switching unit switches from the maneuvering mode of the joystick maneuvering unit to the maneuvering mode of the emergency manual maneuvering unit in response to the operation of the steering stop push button provided in the steering control device. Features.

  With the configuration described above, in a two-steer steering system with one axis and two rudder and the rudder is a high lift rudder, two high lift rudders are used regularly and the propellers are combined by combining the rudder angles of both high lift rudder. The ship is maneuvering by turning the wake thrust toward the target direction. In this case, the joystick maneuvering unit controls the rudder angle of the high lift rudder of both sides in the range of 105 ° to the outer side and 35 ° to the inner side by both rotary vane steering machines. Control the rudder to different rudder angles.

  In an emergency, the emergency manual maneuvering unit controls the rudder angle of the high lift rudder equal to the rudder angle instructed by the manually steered wheels. In this case, the emergency manual maneuvering unit controls the rudder angle of one high lift rudder in a range of 35 ° toward the outer side and 35 ° toward the inner side.

  Therefore, two steering machines that are commonly used in combination with different steering angles can be controlled appropriately in an emergency by controlling one of the steering machines equal to the steering angle indicated by the manual steering wheel in an emergency. Can be dealt with.

The schematic diagram which shows the structure of the boat maneuvering stand in embodiment of this invention It is a schematic diagram which shows the structure of the ship control apparatus in the embodiment, and the figure which abbreviate | omitted the propeller propulsion device 101 It is a top view which shows the propulsion device and high lift rudder in the same embodiment, and is a figure which shows the structure of the stern part of the thrust system 100 Front view showing the joystick in the same embodiment FIG. 4 is a schematic diagram showing a rudder combination rudder angle and turning direction, and a diagram showing a configuration of a stern part of the thrust system 100 Perspective view of two rudder The schematic diagram which shows the structure of other embodiment of this invention. Schematic diagram showing the structure of a single-shaft and rudder that satisfies the SOLAS Convention

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIGS. 1 to 4, the twin rudder steering system in the present embodiment includes a thrust system 100 and a boat maneuvering system (steering control device) 200 that controls the thrust system 100.

  The thrust system 100 includes a propeller propulsion device 101 composed of a single-axis propeller disposed at the stern of a hull 110 and two high lift rudders 102 and 103 disposed at the rear of the propeller. It is called a rudder.

  Each of the rudder rudder is designed so that each rudder can be steered by 105 ° to the outboard (outer side) and 35 ° to the inboard (inner side). The propeller is propelled forward by one propeller (propeller). While rotating, one-to-two high-lift rudder can be operated independently at various angles, and the combination of rudder angles of both rudder can be changed to distribute the propeller wake in the desired direction The thrust in each direction can be changed freely, so the combined thrust of the thrust in each direction can be changed freely, and the propeller wake is controlled to control the stern thrust in all directions. The ship's motion can be freely controlled by maneuvering the ship such as forward / reverse, stop, forward turning, and backward turning.

  Further, the thrust system 100 includes rotary vane steering machines 104 and 105 that drive the high lift rudder 102 and 103, rudder control devices (servo amplifiers) 106 and 107 that control the rotary vane steering machines 104 and 105, and a hull. A bow thruster 108 disposed on the bow side of 110 and a thruster control device 109 for controlling the bow thruster 108 are provided.

  Further, pump units 151 and 152, rudder angle transmitters 153 and 154, and feedback units 155 and 156 are connected to the rotary vane steering machines 104 and 105, respectively. The feedback units 155 and 156 are rudder control devices 106. , 107 are connected.

  A boat maneuvering system (steering control device) 200 is housed in a boat maneuvering stand 250, and operates automatically in a maneuvering mode using an autopilot using a gyro bearing display unit 252 for displaying the gyro heading of the gyrocompass 251 and a GPS compass. Non-follow-up for maneuvering in the maneuvering mode with the non-follow-up steering lever 258, the joystick maneuvering unit 255 for maneuvering in the maneuvering mode with the joystick lever 254, the manual maneuvering unit 257 for maneuvering in the maneuvering mode with the manual steering wheel 256 A maneuvering unit 259, a mode switching unit 261 for switching each maneuvering unit by a mode changeover switch 260, a monitor 262 having a touch panel on the screen, an image control unit 263 for controlling an image displayed on the monitor 262, and an emergency stop pushbutton H.264 When the emergency stop unit 265 for maneuvering in the maneuvering mode in which the ship is urgently stopped in preference to all the maneuvering modes and either one of the rotary vane steering machines 104 or 105 becomes uncontrollable, Emergency maneuvering portion 301 for maneuvering the controllable rotary vane steering wheel 105 or 104 in the maneuvering mode by the manual steering wheel 256, and emergency maneuvering for switching from the maneuvering mode of the joystick maneuvering portion 255 to the maneuvering mode of the emergency manual maneuvering portion 301 A mode switching unit 302; an alarm unit 303 that issues a steering system fail alarm signal when a steering inability to sustain; a starboard steering stop push button 304 that stops control of the starboard rotary vane steering gear 104; Port steering stop push button 3 for stopping the control of the rotary vane steering machine 105 Integrally includes a 5 to stand the housing 306. The starboard steering stop push button 304 and the port steering stop push button 305 are selectively provided as will be described later, and are described together with the alarm unit 303 for convenience in describing the present embodiment.

  The image control unit 263 touches the gyro heading display image 267 that reflects the gyro heading, the heading display unit operation image 268 for touching the gyro heading display unit 252 on the monitor screen, and the automatic ship steering unit 253 on the monitor screen. An automatic boat maneuvering operation image 269 for operation is selectively displayed or simultaneously displayed.

    The joystick operation unit 255 is configured so that the joystick lever 254 can be operated in any of the X and Y directions. The joystick operation unit 255 controls the command movement direction of the hull according to the tilt direction of the joystick lever 254, and the tilt angle in the tilt direction. It controls the fore and aft direction command speed and the hull lateral direction command speed.

  The joystick maneuvering unit 255 controls the rudder angles of the high lift rudder 102, 103 on both sides to the rudder angle set according to the tilt direction of the joystick lever 254, and the rudder angle of the high lift rudder 102, 103 on both sides. To change the thrust of the propeller wake toward the target direction, and the rotary vane steerers 104 and 105 of the both sides shift the rudder angles of the high lift rudder 102 and 103 to the outer side. Control within a range of 105 ° and 35 ° toward the inner side.

  The automatic ship maneuvering unit 253 performs guidance control of the ship to a predetermined course based on the current position information, guidance route information, and stop holding position information of the ship using a GPS compass and an electronic chart system.

  When the emergency stop unit 265 presses the emergency stop push button 264 in the event of an emergency, the steered angle related to the current marine vessel maneuvering can be obtained regardless of what maneuvering state is instructed by the joystick lever 254 or in other maneuvering modes. Cancel and turn the starboard rudder 103 in the rudder direction (clockwise as viewed from above) and starboard rudder 102 in the surface rudder direction (counterclockwise as viewed from above) to hard over (full rudder). Steer and stop by applying braking force to the ship.

  The manual boat maneuvering unit 257 controls the steering angle of the two high lift rudders 102 and 103 by rotating the manual steering wheel 256 and operates the boat.

  The non-followup maneuvering unit 259 steers the starboard or port on the starboard side depending on the time during which the non-followup steering lever 258 is operated left and right.

  In this embodiment, the emergency maneuvering mode switching unit 302 is configured to switch from the maneuvering mode of the joystick maneuvering unit 255 to the maneuvering mode of the emergency manual maneuvering unit 301 in response to a steering system fail alarm signal generated by the alarming unit 303. doing.

  Further, the emergency maneuvering mode switching unit 302 may be configured to switch from the maneuvering mode of the joystick maneuvering unit 255 to the maneuvering mode of the emergency manual maneuvering unit 301 in response to the operation of the starboard steering stop pushbutton 304 or the portside steering stop pushbutton 305. Is possible.

  The emergency manual maneuvering unit 301 controls the rudder angle of one controllable high lift rudder 102 or 103 to be equal to the rudder angle instructed by the manual steered wheels 256. Control in the range of 35 ° to the heel side and 35 ° to the inner side.

Hereinafter, the operation of the above configuration will be described.
1. Operation mode with joystick The mode changeover switch 260 is operated to select the operation mode with the joystick. The joystick lever 254 commands the hull command movement direction, bow-tail direction command thrust, and hull lateral command thrust. In this ship maneuvering, the propeller propulsion device 101 remains propeller forward rotated, and the high lift rudders 102 and 103 are independently operated at various angles to control the propeller wake, and the stern thrust is 360 °. Control in all directions. This control makes it possible to improve maneuverability in maneuvering by causing the ship to move forward and backward, stop, forward turn, reverse turn and the like.

  The basic combination of rudder angles of the high lift rudder 102, 103, the state of the joystick lever 254, its name, the flow line behind the propeller, and the direction of movement will be described with reference to FIG.

  In FIG. 6, the rudder is shown in a horizontal cross section, and the rudder angle of each rudder is shown beside or below the rudder. The steering angle is displayed as positive (+) on the right and negative (-) on the left, and names for combinations of these steering angles are listed. The propeller wake is drawn with a thin arrow line, and the propulsion direction of the ship is drawn with a thick hollow arrow line.

  By the way, “TURN TO PORT” (forward left turn) is port side rudder −35 °, starboard rudder −25 °, and “ROTATE TO PORT” (bow left turn) is left rudder −70 °, starboard rudder −25 °. Yes, “STERN TO PORT” (stern left turn) is left rudder −105 °, right rudder + 45 ° to + 75 °, and “ASTER TO PORT” (reverse left turn) is left rudder −105 °, right rudder + 75 ° Is + 105 °, “AHEAD” (forward) is port rudder 0 °, starboard rudder 0 °, “HOVERING” (stop in place) is port rudder −75 °, starboard rudder + 75 °, “ASTERN” (Backward) is left rudder -105 °, right rudder + 105 °, "TURN TO STARD" (forward right turn) is left rudder + 25 °, right rudder + 35 °, and "ROTATE TO STA “D” (headward turning) is left rudder + 25 °, starboard rudder + 70 °, “STERN TO STARD” (stern right turn) is left rudder −45 ° to −75 °, right rudder + 105 °, “ “ASTERN TO STARD” (reverse right turn) is a left rudder of −75 ° to −105 ° and a right rudder of + 105 °.

  Thus, by changing the combination of the rudder angles of the two rudders, the thrust can be changed in that direction toward the desired direction aimed at the propeller wake. The combinations of rudder angles listed here are examples, and the combinations of rudder angles can be arbitrarily changed so as to obtain a target propulsion direction and thrust.

In this way, in ship maneuvering, it is not necessary to reverse the propulsion unit thrust (propeller reversal), and the main engine can always perform forward maneuvering with all forward maneuvering, and without changing the speed of the main engine, The ship speed can be finely controlled steplessly from the maximum forward speed to the maximum reverse speed corresponding to the propeller speed at that time by adjusting the steering angle.
2. Maneuvering mode by the emergency stop unit The emergency stop unit 265 is activated by one action of pressing the emergency stop push button 264, and the ship can be stopped urgently in preference to all the operation modes. That is, regardless of the steering mode of the joystick lever 254 or other steering modes, the emergency stop section 265 causes the crash astern mode (the left rudder is steered to 105 ° left and the right rudder is steered to 105 ° starboard). Since both the rudder generates a very large braking force and reverse driving force, the hull can be stopped in a much shorter time and a shorter distance than a ship maneuvering by propeller reversal.

  Also, even in a crash astern, it is not necessary to stop the main engine and restart the reverse, so that a so-called uncontrolled state does not occur during maneuvering, so it is possible to quickly respond to a situation during navigation.

Note that the joystick lever 254 is operated as it is when turning due to ship characteristics, disturbances, etc., or when it is necessary to change the direction of travel force including the heading direction if necessary, during maneuvering by the emergency stop 265. Then, like a normal joystick operation, the joystick lever 254 can be freely maneuvered to navigate.
3. Maneuvering mode by autopilot In normal navigation maneuvering, the mode changeover switch 260 is operated to select the maneuvering mode by autopilot.

The automatic ship maneuvering operation image 269 is displayed on the monitor screen of the monitor 262, and the position of the ship, the heading to be advanced, the position to be reached or the heading / tail line heading are input to the automatic ship maneuvering unit 253 by touch operation on the monitor screen, and set. The ship is automatically guided by the route. The automatic ship maneuvering unit 253 appropriately controls the steering angle based on the current position information of the own ship, the guidance route information, and the stop holding position information.
4). Manual Maneuvering Mode The mode changeover switch 260 is operated to select the maneuvering mode using the manually steered wheels 256. In this steering mode, the steering angle of the two high lift rudders 102 and 103 is instructed to the manual ship maneuvering unit 257 by rotating the manual steering wheel 256, and the rudder angles of the two high lift rudders 102 and 103 are controlled. Maneuver the ship.
5. Non-follow-up control mode The mode changeover switch 260 is operated to select a control mode by the non-follow-up control lever 258. In this maneuvering mode, the non-follow-up maneuvering unit 259 steers the starboard or port on the starboard or port depending on the time during which the non-followup steering lever 258 is operated to the left or right.
6). Steering mode of the emergency manual maneuvering unit 301 The emergency maneuvering mode switching unit 302 switches from the maneuvering mode of the joystick maneuvering unit 255 to the maneuvering mode of the emergency manual maneuvering unit 301 in response to an alarm signal of the steering system failure issued by the alarm unit 303.

  Alternatively, in response to the operation of the starboard steering stop push button 304 or the port steering stop push button 305, the operation mode of the joystick maneuvering unit 255 is switched to the operation mode of the emergency manual maneuvering unit 301.

  In this operation mode, if the hydraulic piping or the like of one of the rotary vane steering machines 104 or 105 is damaged or oil leaks, the remaining hydraulic pump unit 151 or 152 is stopped to stop the remaining hydraulic pump unit. The other healthy rotary vane steering machine 105 or 104 can be driven by 152 or 151 to maintain the steering function.

  That is, by rotating the manual steering wheel 256, the emergency manual boat maneuvering unit 301 is instructed to control the steering angle of one of the high lift rudder 102 or 103, and the emergency manual boat maneuvering unit 301 has one high lift rudder 102 or 103. The steering angle is controlled to be equal to the rudder angle indicated by the manual steering wheel 256 within the range of 35 ° to the outer side and 35 ° to the inner side.

  Therefore, two rotary vane steering machines 104 and 105 that are commonly used in combination with different steering angles in a single-shaft and two-steering ship, and one of the rotary vane steering machines 104 or 105 is manually operated wheels 256 in an emergency. By controlling to be equal to the rudder angle instructed in, emergency situations can be appropriately dealt with.

  In addition, since the hydraulic pipe between one hydraulic pump unit 151 and the steering machine 104 and the hydraulic pipe between the other hydraulic pump unit 152 and the steering machine 105 are completely independent of each other, a valve or the like There is no need to configure complicated hydraulic piping.

  FIG. 7 shows another embodiment of the present invention, and shows a case where it is installed on a ship having a loading weight of 100,000 tons or more.

  In FIG. 7, a pair of pump units 401, 402, 403, and 404 are connected to the rotary vane steering machines 104 and 105, respectively, and a hydraulic circuit is multiplexed. 1, one of the pump units 402 and 404 is supplied with power from the emergency power supply ESB.

  In this case, even if one pump unit 401 or 402 connected to the starboard rotary vane steering machine 104 becomes uncontrollable, the other pump unit 402 or 401 can control the rotary vane steering machine 104. Further, even if one pump unit 403 or 404 connected to the port side rotary vane steering machine 105 becomes uncontrollable, the other pump unit 404 or 403 can control the rotary vane steering machine 105.

  Further, when both pump units 401 and 402 connected to the starboard rotary vane steering machine 104 become uncontrollable, or both pump units 403 and 404 connected to the starboard rotary vane steering machine 105 When control becomes impossible, the emergency maneuvering mode switching unit 302 switches from the maneuvering mode of the joystick maneuvering unit 255 to the maneuvering mode of the emergency manual maneuvering unit 301.

  In this maneuvering mode, by rotating the manual steering wheel 256, the emergency manual boat maneuvering unit 301 is instructed to control the steering angle of one of the high lift rudder 102 or 103 which can be controlled. The boat is operated by controlling the rudder angle of the power rudder 102 or 103 to be equal to the rudder angle indicated by the manually steered wheels 256 within the range of 35 ° to the outer side and 35 ° to the inner side.

DESCRIPTION OF SYMBOLS 100 Thrust system 110 Hull 101 Propeller propeller 102, 103 High lift rudder 104, 105 Steering machine 106, 107 Rudder control device 108 Bow thruster 109 Thruster control device 151, 152 Pump unit 153, 154 Rudder angle transmitter 155, 156 Feedback Unit 200 Ship Maneuvering System 250 Maneuvering Stand 251 Gyro Compass 252 Gyro Direction Display Unit 253 Auto Maneuvering Unit 254 Joystick Lever 255 Joystick Maneuvering Unit 256 Manual Steering Wheel 257 Manual Maneuvering Unit 258 Non-follow-up Steering Unit 259 Non-follow-up Maneuvering Unit 260 Mode Changeover Switch 260 261 Mode switching unit 262 Monitor 263 Image control unit 264 Emergency stop push button 265 Emergency stop unit 267 Gyro orientation display image 268 azimuth display operation image 269 automatic maneuvering operation image 301 very manual navigation unit 302 highly maneuvering mode switching unit 303 the alarm unit 304 starboard steering stop push button 305 port steering stop pushbutton 306 stand housing

Claims (4)

Propeller propeller composed of one propeller and one propeller, two high lift rudder placed behind the propeller, rotary vane steerer provided for each high lift rudder, and each rotary vane steerer Provided with a hydraulic control circuit and a steering control device for controlling the steering angle of each high lift rudder operated by each rotary vane steering machine;
The steering control device is configured such that when a joystick maneuvering unit that steers in a maneuvering mode using a joystick lever and one of the rotary vane steering machines becomes uncontrollable, the other controllable rotary vane steering machine is controlled by a manual steering wheel. An emergency manual navigation unit for maneuvering in the operation mode, and an emergency operation mode switching unit for switching from the operation mode of the joystick navigation unit to the operation mode of the emergency manual navigation unit,
The joystick maneuvering unit controls the rudder angle of the high lift rudder on both sides to the rudder angle set according to the tilting direction of the joystick lever, and combines the rudder angle of the high lift rudder on both sides. Change the thrust of the flow toward the target direction,
The emergency manual maneuvering unit controls the rudder angle of the high lift rudder equal to the rudder angle indicated by the manual steered wheels. The joystick maneuvering section controls the rudder angle of the high lift rudder on both sides by 105 ° to the outer side and 35 ° to the inner side by both rotary vane steering machines.
The emergency manual maneuvering unit controls the rudder angle of one high lift rudder within a range of 35 ° toward the outer side and 35 ° toward the inner side with one controllable rotary vane steering gear. The two-steer steering system described in 1.   The emergency maneuvering mode switching unit is configured to switch from a maneuvering mode of the joystick maneuvering unit to a maneuvering mode of the emergency manual maneuvering unit in response to a warning signal of a steering system failure issued by an alarming unit provided in the steering control device. The two-steer steering system according to 1 or 2.   The emergency maneuvering mode switching unit switches from the maneuvering mode of the joystick maneuvering unit to the maneuvering mode of the emergency manual maneuvering unit in response to an operation of a steering stop push button provided in the steering control device. Two-steer steering system.

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