Ship propulsion control method and storage medium

Abstract

The application discloses a ship propulsion control method and a storage medium. The method comprises the following steps: establishing a first running database and a second running database with the lowest power of a power device or the highest propulsion efficiency as a target; and calculating a resistance coefficient based on a preset target speed and monitoring data of a sensor on the ship, and obtaining corresponding reference propeller rotating speed and reference pitch ratio from the first running database and the second running database as control parameters of the propulsion of the power device. The application establishes the first running database and the second running database, obtains the target speed and the resistance coefficient according to the current running condition of the ship when the ship runs, and obtains the corresponding reference propeller rotating speed and the reference pitch ratio from the first running database and the second running database as the control parameters of the propulsion of the power device, so that the working efficiency of the power device is improved and the fuel consumption of the ship is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of controllable pitch propeller control, and particularly relates to a ship propulsion control method and a storage medium. BACKGROUND

[0002] Controllable pitch propeller (CPP) is a kind of propeller whose pitch can be changed according to the change of ship working condition, which is generally applied to ferries or warships, and can not only improve the maneuverability of the power plant, but also fully exert the power of the power plant, improve the reliability and reduce fuel consumption.

[0003] There are generally two kinds of traditional controllable pitch propeller (CPP) control methods:

[0004] The first one is the constant speed control mode of the power plant, which changes the propeller pitch to change the thrust of the propulsion system. When the pitch changes in a small range, the load of the power plant changes gently, but when the pitch changes in a large range, the load of the power plant changes greatly. This control mode is easy to impact the power plant and is not easy to control.

[0005] The second one is the joint control mode, in which the speed of the power plant and the pitch ratio change simultaneously. This mode needs to design a propeller joint control curve in the design of the ship control system, and the speed of the power plant and the pitch ratio change strongly and are closely related. In the actual control process, the load of the power plant changes gently and is not easy to overload. However, this propeller joint control curve is only for the design working condition and is not optimal for all working conditions. Therefore, when the external environment changes, the matching point will also deviate, resulting in a decrease in efficiency and an increase in fuel consumption.

[0006] However, in recent years, there has also been an oil-saving control scheme. Lean Marine Company has developed an oil-saving system for controllable pitch propellers. The system is used in the cruise working condition of the ship, and the design principle of the system is that the lower the speed of the power plant, the higher the pitch ratio, and the power plant torque reaches the nominal torque limit. At this time, the speed of the power plant and the pitch ratio are considered to be the best values. However, this method relies on experience and does not pursue the maximization of the overall efficiency of the system. There is still room for oil saving in this control scheme. SUMMARY

[0007] The present application provides a ship propulsion control method and a storage medium, which can effectively solve the problem of low performance of the power plant caused by unreasonable setting between the propeller speed and the pitch ratio in the prior art.

[0008] According to an aspect of the present application, a ship propulsion control method is provided, which comprises: establishing a first sailing database and a second sailing database, wherein the first sailing database comprises reference propeller rotation speeds corresponding to target speeds and resistance coefficients, and the second sailing database comprises reference pitch ratios corresponding to target speeds and resistance coefficients, wherein the reference propeller rotation speed and the reference pitch ratio corresponding to the same target speed and resistance coefficient in the first sailing database and the second sailing database are parameter combinations that make the power and / or efficiency of a power device driving the ship satisfy a preset optimization target; and calculating an actual resistance coefficient in current sailing of the ship based on a preset target speed and monitoring data of sensors on the ship, and searching for a target reference propeller rotation speed and a target reference pitch ratio corresponding to the actual resistance coefficient from the first sailing database and the second sailing database, and taking the target reference propeller rotation speed and the target reference pitch ratio as working parameters of the power device.

[0009] Further, the establishing of the first sailing database and the second sailing database comprises: obtaining theoretical values of resistance coefficients and still water resistance under different target speeds; and determining the actual resistance of the ship according to the theoretical values of resistance coefficients and the still water resistance.

[0010] Further, the establishing of the first sailing database and the second sailing database further comprises: obtaining a propeller thrust required under the target speed, wherein the propeller thrust is the same as the actual resistance of the ship; and determining standard propeller rotation speeds and standard pitch ratios satisfying the propeller thrust by matching calculation.

[0011] Further, the establishing of the first sailing database and the second sailing database further comprises: determining output power or comprehensive efficiency of the power device based on the standard propeller rotation speeds and the standard pitch ratios; and taking the standard propeller rotation speeds and the standard pitch ratios that can make the output power or the comprehensive efficiency of the power device satisfy the preset optimization target as the target reference propeller rotation speed of the first sailing database and the target reference pitch ratio of the second sailing database according to the external characteristic curve and the propulsion characteristic curve of the power device.

[0012] Further, the variables of the external characteristic curve and the propulsion characteristic curve of the power device include: rotation speed, power, torque, torque limit range, load limit range, exhaust smoke limit range, exhaust temperature limit range and maximum and minimum rotation speed limit range of the power device.

[0013] Further, the calculating the actual resistance coefficient in the current sailing of the ship based on the preset target sailing speed and the monitoring data of the sensors on the ship, and searching the target reference propeller rotating speed and the target reference pitch ratio corresponding to the actual resistance coefficient from the first sailing database and the second sailing database, and taking the target reference propeller rotating speed and the target reference pitch ratio as the working parameters of the power device comprises: obtaining the environmental resistance based on the monitoring data of the sensors on the current ship; determining the actual resistance in the current sailing of the ship according to the static water resistance and the environmental resistance; and taking the ratio of the static water resistance and the actual resistance in the current sailing of the ship as the actual resistance coefficient.

[0014] Further, the sensors comprise a wind speed and direction collector, a positioner, an odograph, a depth finder and a wave meter.

[0015] Further, the environmental resistance comprises wind resistance, wave resistance and flow resistance.

[0016] Further, the method further comprises obtaining the design parameters of the ship, which comprise ship main dimension information, static water resistance, self-propelling factor, power system configuration, power device technical parameters, power device external characteristics, power device propulsion characteristics, power device universal characteristics, pitch propeller technical parameters, pitch propeller open water characteristic curve and ship sailing section historical collection data.

[0017] According to another aspect of the present application, a storage medium is provided, in which a plurality of instructions are stored, the instructions being adapted to be loaded by a processor to execute the ship propulsion control method according to any one of the embodiments of the present application.

[0018] The present application has the advantage that, by establishing the first sailing database and the second sailing database, when the ship sails, the target sailing speed and the real-time resistance coefficient are obtained according to the current sailing condition of the ship, the target reference propeller rotating speed and the target reference pitch ratio corresponding to the actual resistance coefficient are searched from the first sailing database and the second sailing database, and the target reference propeller rotating speed and the target reference pitch ratio are taken as the optimal working parameters of the power device, so that the purpose of reducing the fuel consumption of the ship is achieved. BRIEF DESCRIPTION OF DRAWINGS

[0019] The technical scheme of the present application and other beneficial effects will be apparent from the following detailed description of the specific embodiments of the present application with reference to the accompanying drawings.

[0020] Figure 1 A step flow chart of a ship propulsion control method provided by the embodiments of the present application.

[0021] Figure 2A step flow chart for establishing the first and second sailing databases is provided for the embodiment of the present application.

[0022] Figure 3 Another step flow chart for step S120 of the embodiment of the present application. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0024] Now refer to Figure 1 , Figure 1 A ship propulsion control method is provided for the embodiment of the present application. The method comprises:

[0025] Step S110: establishing a first sailing database and a second sailing database, wherein the first sailing database comprises reference propeller rotation speeds corresponding to target sailing speeds and resistance coefficients, and the second sailing database comprises reference pitch ratios corresponding to target sailing speeds and resistance coefficients, wherein the reference propeller rotation speeds and the reference pitch ratios corresponding to the same target sailing speed and resistance coefficient in the first and second sailing databases are parameter combinations that make the power or efficiency of a power device driving the ship meet a preset optimization target.

[0026] Exemplarily, design parameters of the ship are obtained, including ship main dimension information, still water resistance, self-sailing factor, power system configuration, power device technical parameters, power device external characteristics, power device propulsion characteristics, power device universal characteristics, variable pitch propeller technical parameters, variable pitch propeller open water characteristic curves, and ship sailing section historical collection data, for subsequent calculation needs.

[0027] For ease of understanding, after obtaining the design parameters of the ship, two databases B1 (i.e. the first sailing database) and B2 (i.e. the second sailing database) are first constructed, and the input conditions are both target sailing speeds and resistance coefficients, wherein B1 is defined as a two-dimensional database of optimal propeller rotation speeds, and B2 is defined as a two-dimensional database of optimal pitch ratios.

[0028] To build the database B1 and B2, all possible target speeds and all possible resistance coefficients are assumed first, the resistance coefficient is defined as the ratio of the actual resistance of the ship at the same speed to the static water resistance (i.e. the theoretical resistance), wherein the static water resistance is obtained from the model test of the target ship in static water (static water refers to in a closed pool), and the resistance coefficient is taken as input. Further, the actual resistance is equal to the resistance coefficient multiplied by the static water resistance, and the actual resistance will be used for the matching design of the controllable pitch propeller (CPP).

[0029] The matching of the controllable pitch propeller (CPP) needs to input the open water performance curves of different pitch ratios, including K T =f(J), K Q =f(J), η0=f(J), which are obtained from the propeller model test. In addition, the matching also needs to input the wake fraction ω, the thrust deduction fraction t, the target speed, the propeller diameter D and the actual ship resistance curve. The wake fraction and the thrust deduction fraction are obtained from the self-propulsion test of the ship model. Among them, the thrust coefficient K T , the torque coefficient K Q and the open water efficiency η0.

[0030] Under a certain specific working condition and target speed V, the ship needs to achieve uniform straight sailing, and the conditions that must be met are: the propeller thrust T (taking into account the thrust deduction) is balanced with the actual resistance R of the ship, i.e. . The actual resistance of the ship is the product of the resistance coefficient λ and the static water resistance. At the same time, the controllable pitch propeller is composed of all different fixed pitch propellers, and the open water characteristics are also composed of the open water characteristics of the fixed pitch propellers. Given the rotational speed n of the propeller, the diameter D, the thrust coefficient K T , the torque coefficient K Q and the open water efficiency η0, the advance speed coefficient of the propeller is: , wherein: , the thrust: , the torque: , and then the thrust coefficient advance speed ratio can be obtained. The thrust coefficient advance speed ratio is defined as the ratio of the thrust coefficient to the square of the advance speed coefficient, and is calculated as follows:

[0031] , wherein the density of seawater, k the number of propellers, t the thrust deduction, is the wake fraction.

[0032] Then, the K T / J 2 -J curve is calculated using the open water performance curves of the propeller at each pitch ratio.

[0033] Combined with the thrust coefficient advance speed ratio and K T / J 2- J curve, find the J value corresponding to the target speed, and then find the corresponding K value on the open water performance curve of the propeller. Q

[0034] The output power of the power plant requirement is then obtained and calculated as follows:

[0035] where P DB is the received rate of the propeller, P D0 is the open water power of the propeller, is the shaft efficiency of the propeller, is the relative rotation efficiency of the propeller (i.e. the efficiency of the propeller in the current water environment compared with the open water efficiency).

[0036] Through the above process, the matching point of the ship, engine and propeller under a certain working condition is obtained, including: target speed and all thrust coefficients, speed coefficients, propeller speed and pitch ratio that meet the target speed.

[0037] Then, using the power plant external characteristic curve and the propulsion characteristic curve, combined with the above matching point of the ship, engine and propeller, a rapid prediction network can be constructed. The power plant external characteristic curve and the propulsion characteristic curve are obtained from the power plant bench test, including: power plant speed, power plant power, power plant torque, allowable torque limit range, load limit range, smoke limit range, temperature limit range and maximum and minimum speed limit.

[0038] Next, the rapidity network is programmed to fit, a target function of power plant power or comprehensive efficiency is established, and then a particle swarm algorithm (or other optimization algorithm) is applied to find the optimal solution, output the best speed and the best propeller pitch ratio of the power plant requirement power. At the same time, the allowable torque limit range, the load limit range, the smoke limit range, the temperature limit range and the maximum and minimum speed limit are used as limiting conditions to ensure that the power plant will not operate under overload.

[0039] The last step is to use the above specified working condition and target speed, the best speed and the best pitch ratio, and repeat the above process to construct the best speed and the best pitch ratio database of all speeds and all resistance conditions, i.e. the database B1 and the database B2.

[0040] ​It should be further noted that the final result of the propeller optimal matching process forms a database of optimal rotation speed and optimal pitch ratio applicable to all working conditions. The structure of the database B1 and the database B2 is a two-dimensional database, the input parameters are the target speed and the resistance coefficient, and the output parameters are the optimal propeller rotation speed (target reference propeller rotation speed) and the optimal pitch ratio (target reference pitch ratio) respectively, wherein the accuracy of the target speed includes but is not less than 0.1 kn or 0.1 Km / h, and the accuracy of the resistance coefficient includes but is not less than 0.1%. It can be understood that if the target speed under all working conditions is 0-1, then the target speed in the database is divided into 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9 and 1. The resistance coefficient is similar, and will not be described here.

[0041] In other embodiments, step S110 specifically comprises the following steps:

[0042] Step S111: Obtain the theoretical value of the resistance coefficient and the still water resistance under different target speeds.

[0043] Step S112: Determine the actual resistance of the ship according to the theoretical value of the resistance coefficient and the still water resistance.

[0044] Step S113: Obtain the required propeller thrust under the target speed, wherein the propeller thrust is the same as the actual resistance of the ship.

[0045] Step S114: Determine the standard propeller rotation speed and the standard pitch ratio that meet the entire propeller thrust, and construct a rapid prediction network.

[0046] Step S115: Determine the output power or comprehensive efficiency of the power device based on the standard propeller rotation speed and the standard pitch ratio.

[0047] Step S116: According to the external characteristic curve and the propelling characteristic curve of the power device, the standard propeller rotation speed and the standard pitch ratio that can make the output power or the comprehensive efficiency of the power device meet the preset optimization target are taken as the target reference propeller rotation speed of the first running database and the target reference pitch ratio of the second running database.

[0048] In order to facilitate the understanding of steps S111 to S118, an adaptive function equation can be established, the input conditions of the function equation include the target speed, the defined resistance coefficient curve (i.e. the theoretical resistance coefficient curve), and the still water resistance. The actual resistance is calculated according to the defined resistance coefficient curve. The open water performance curve of the controllable pitch propeller (including the multi-pitch ratio performance curve), the wake fraction, the thrust deduction and the actual resistance are input. According to the input conditions, the K T / J 2 .

[0049] Based on the calculation results and the controllable pitch propeller characteristic curve, the thrust coefficient and propeller advance coefficient that meet the target speed are obtained. The propeller speed and pitch ratio that fully meet the target speed are calculated according to the principle.

[0050] A rapid prediction network for ship navigation is constructed by combining the external characteristics, propulsion characteristics, and universal characteristics of the power plant. This rapid prediction network can be used to build B1 and B2 databases, and also for ship propulsion control.

[0051] Based on optimization algorithms such as particle swarm optimization, the solution is obtained with the objectives of minimizing the output power of the power unit and optimizing the overall efficiency. The optimal results are used to construct databases B1 and B2 for optimal speed and optimal pitch ratio applicable to all operating conditions.

[0052] Step S120: Calculate the actual resistance coefficient of the ship's current navigation based on the preset target speed and the monitoring data of the sensors on the ship, and find the target reference propeller speed and target reference pitch ratio corresponding to the actual resistance coefficient from the first navigation database and the second navigation database, and use the target reference propeller speed and target reference pitch ratio as the operating parameters of the power unit.

[0053] For example, the drag coefficient can be calculated based on the fact that ship resistance is composed of both still water resistance and environmental drag, where still water resistance is obtained from still water tests on a ship model, and environmental resistance is calculated using a formula. The environmental resistance considers, but is not limited to, wind resistance, wave resistance, and current resistance.

[0054] For example, the predicted actual resistance of the ship at the target speed V0 is obtained by combining hydrostatic resistance and calculated environmental resistance. Then calculate the actual drag coefficient. Then, based on the target speed and actual drag coefficient, the system quickly searches databases B1 and B2 for the optimal propeller speed *n* and optimal pitch ratio *P / D* that meet the target speed. Finally, the optimal propeller speed and pitch ratio are output to the power unit, causing the power unit to operate according to the preset parameters.

[0055] In other embodiments, step S120 may also include the following steps:

[0056] Step S121: Obtain environmental resistance based on the monitoring data of the current sensors on the ship.

[0057] Step S122: Determine the actual resistance of the ship during its current voyage based on the hydrostatic resistance and the environmental resistance.

[0058] Step S123: The actual resistance coefficient is determined by the ratio of the hydrostatic resistance to the actual resistance of the ship during its current voyage.

[0059] In order to facilitate understanding of steps S121 to S124, first, the real-time monitoring parameters of the sensors of the ship, such as the collected wind speed and direction, the positioner, the log, the depth finder, the sea wave device, etc., are input as known conditions. At the same time, the target speed and the static water resistance are input. Then, in combination with the target speed, the static water resistance and the environmental parameters monitored by the sensors, the actual resistance of the ship during navigation is predicted in real time based on the principles and formulas, so as to achieve the purpose of identifying the working condition of the ship. The actual resistance calculated resistance coefficient is calculated based on the static water resistance as the reference curve. According to the target speed and the resistance coefficient, the matching is carried out in the databases B1 and B2, so as to obtain the best propeller speed and pitch ratio that meet the target speed and the actual working condition. The best propeller speed and pitch ratio are output to the power device.

[0060] The advantage of the present application is that by establishing the first running database and the second running database, when the ship is running, the target speed and the real-time resistance coefficient are obtained according to the current running working condition of the ship, and the target reference propeller speed and the target reference pitch ratio corresponding to the actual resistance coefficient are searched from the first running database and the second running database, and the target reference propeller speed and the target reference pitch ratio are taken as the working parameters of the power device.

[0061] The present application also provides a storage medium, wherein a plurality of instructions are stored in the storage medium, and the instructions are suitable for being loaded by a processor to execute the ship propulsion control method described in any embodiment of the present application.

[0062] In summary, although the present application has been disclosed as above with preferred embodiments, the above preferred embodiments are not used to limit the present application, and those skilled in the art can make various changes and decorations without departing from the spirit and scope of the present application, therefore the protection scope of the present application is subject to the range defined by the claims.

Claims

1. A ship propulsion control method, characterized in that, The method includes: Establish a first driving database and a second driving database. The first driving database includes reference propeller speeds corresponding to the target speed and drag coefficient, and the second driving database includes reference pitch ratios corresponding to the target speed and drag coefficient. The reference propeller speeds and reference pitch ratios corresponding to the same target speed and drag coefficient in the first and second driving databases are parameter combinations that ensure the power and / or efficiency of the propulsion system driving the ship meets a preset optimization objective. Establishing the first and second driving databases includes: establishing an adaptive function equation; wherein the input conditions of the adaptive function equation include the target speed, a defined drag coefficient curve, and still water resistance; calculating the actual resistance based on the defined drag coefficient curve; wherein the actual resistance is equal to the actual drag coefficient multiplied by the still water resistance; calculating the thrust coefficient-to-growth ratio at the target speed based on the input conditions of the adaptive function equation; and obtaining the thrust coefficient and propeller advance coefficient that satisfy the target speed based on the thrust coefficient-to-growth ratio and the controllable pitch propeller characteristic curve; wherein the thrust coefficient-to-growth ratio K... T / J 2 The calculation formula is: ,in, Let be the density of seawater, k be the number of propellers, and t be the thrust deduction. R is the wake fraction, D is the actual drag, V is the diameter, T is the target speed, and K is the thrust. T The thrust coefficient is given by [formula missing]; the formula for calculating the propeller advance coefficient J is: ,in, where n is the rotational speed; Based on the target speed and the thrust coefficient, the advance ratio K T / J 2 The thrust coefficient advance ratio is determined by the calculation formula; open-water performance curves with different pitch ratios are obtained based on propeller model tests, and the open-water performance curves include K. T =f(J), K Q =f(J), η0 =f(J); K Q η is the torque coefficient, and η0 is the open-water efficiency; K is calculated for each pitch ratio based on the open-water performance curves for different pitch ratios. T / J 2 -J curve; combined with the thrust coefficient, advance ratio, and K T / J 2 -J curve, find the propeller advance coefficient J value corresponding to the target speed; according to the propeller advance coefficient J value corresponding to the target speed and the open water performance curve of different pitch ratios, find the thrust coefficient corresponding to the target speed; according to the target speed, the propeller advance coefficient J value and the calculation formula of propeller advance coefficient J, obtain the propeller speed that satisfies the target speed; A fast prediction network is constructed by utilizing the external characteristic curves and propulsion characteristic curves of the power plant, combined with the target speed, the propeller speed that meets the target speed, the thrust coefficient corresponding to the target speed, the propeller advance coefficient J value corresponding to the target speed, and different pitch ratios. The fast prediction network is programmed and fitted, and the solution is obtained based on the particle swarm optimization algorithm with the goal of minimizing the output power of the power unit and optimizing the overall efficiency. Based on the optimal solution, the first driving database and the second driving database with the optimal speed and optimal pitch ratio applicable to all working conditions are constructed. as well as The actual resistance coefficient of the ship during its current voyage is calculated based on the preset target speed and the monitoring data of the sensors on the ship. The target reference propeller speed and target reference pitch ratio corresponding to the actual resistance coefficient are then searched from the first and second voyage databases. The target reference propeller speed and target reference pitch ratio are used as the operating parameters of the power unit.

2. The ship propulsion control method according to claim 1, characterized in that, The establishment of the first driving database and the second driving database includes: To obtain the theoretical values ​​of the drag coefficient and still water resistance at different target speeds; and The actual resistance of the vessel is determined based on the theoretical value of the drag coefficient and the static resistance.

3. The ship propulsion control method according to claim 2, characterized in that, The establishment of the first driving database and the second driving database also includes: Obtain the propeller thrust required at the target speed, wherein the propeller thrust is the same as the actual resistance of the vessel; and Determine the standard propeller speed and standard pitch ratio that satisfy all propeller thrust requirements.

4. The ship propulsion control method according to claim 3, characterized in that, The establishment of the first driving database and the second driving database also includes: The output power or overall efficiency of the power unit is determined based on the standard propeller speed and standard pitch ratio. Based on the external characteristic curve and propulsion characteristic curve of the power unit, the standard propeller speed and standard pitch ratio of the parameter combination that enable the output power or overall efficiency of the power unit to meet the preset optimization target are used as the target reference propeller speed of the first travel database and the target reference pitch ratio of the second travel database.

5. The ship propulsion control method according to claim 4, characterized in that, The variables of the external characteristic curve and propulsion characteristic curve of the power unit include: the power unit's speed, power, torque, torque limit range, load limit range, exhaust smoke limit range, exhaust temperature limit range, and maximum and minimum speed limit range.

6. The ship propulsion control method according to claim 1, characterized in that, The calculation of the actual resistance coefficient of the ship's current navigation based on the preset target speed and the monitoring data of the ship's onboard sensors, and the search for the target reference propeller speed and target reference pitch ratio corresponding to the actual resistance coefficient from the first and second navigation databases, and the use of the target reference propeller speed and target reference pitch ratio as the operating parameters of the power unit, includes: Environmental resistance is obtained based on monitoring data from current shipboard sensors; The actual resistance of the ship during its current navigation is determined based on the hydrostatic resistance and the environmental resistance; and The actual resistance coefficient is defined as the ratio of the hydrostatic resistance to the actual resistance encountered by the ship during its current voyage.

7. The ship propulsion control method according to claim 6, characterized in that, The sensors include: a wind speed and direction sensor, a locator, a odometer, a depth sounder, and a wave sensor.

8. The ship propulsion control method according to claim 6, characterized in that, The environmental resistance includes wind resistance, wave resistance, and current resistance.

9. The ship propulsion control method according to any one of claims 1-8, characterized in that, The method further includes: The design parameters of the ship are obtained, including: ship main dimensions, static water resistance, self-propulsion factor, power system configuration, power plant technical parameters, power plant external characteristics, power plant propulsion characteristics, power plant universal characteristics, controllable pitch propeller technical parameters and controllable pitch propeller open water characteristic curves, and historical data collected from the ship's voyage.

10. A storage medium, characterized in that, The storage medium stores a plurality of instructions, which are adapted to be loaded by a processor to execute the ship propulsion control method according to any one of claims 1 to 9.

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