Multi-propeller cooperative propulsion control method and system for ship

Abstract

The invention discloses a multi-propeller cooperative propulsion control method and system for a ship, and relates to the technical field of ship automation control. The cooperative propulsion control method is used for cooperatively controlling a plurality of propellers through a control system of a ship to propel the ship and comprises the steps that the navigational speed of the ship, the position of a main station handle and the available power of a power station are obtained; identifying the current navigation condition of the ship based on the navigational speed and the main station handle position; based on a preset matching relationship, obtaining an operation mode matched with the navigation working condition; and on the basis of the navigation working conditions, the operation modes and a preset switching control strategy among different navigation working conditions, the available power of the power station is distributed to the multiple propellers, and cooperative propulsion of the ship is carried out. Thus, the navigation working condition is recognized based on the navigation speed and the position of the main station handle, the operation mode is matched, the available power of the power station is distributed to the multiple propellers, the response speed of ship propulsion control is increased, the adaptability to the complex navigation environment is improved, and the ship safety is improved.

Description

Technical Field

[0001] The present application relates to the technical field of ship automation control, and in particular to a method and system for coordinated propulsion control of multiple thrusters of a ship. Background Art

[0002] At present, ships used for polar scientific research are gradually powered by diesel-electric propulsion systems, which include diesel generator sets and pods. The diesel generator sets generate electricity as a power source, while the pods provide electricity to propel the ship.

[0003] However, the navigation environment of polar scientific research is relatively complex, and ships need to frequently switch between different navigation conditions and different operating modes. The existing collaborative propulsion control methods of ships have a slow response speed and cannot adapt to the complex navigation environment, affecting ship safety. Summary of the invention

[0004] An embodiment of the present application provides a multi-thruster cooperative propulsion control method for a ship. By identifying the navigation condition based on the ship speed and the position of the master station handle and matching the operation mode, the available power of the power station is distributed to multiple thrusters, thereby solving the problem that the propulsion control method in the prior art has a slow response speed and cannot adapt to complex navigation environments, thus affecting the safety of the ship. An embodiment of the present application also provides a multi-thruster cooperative propulsion control system for a ship.

[0005] The present application provides a multi-thruster coordinated propulsion control method for a ship, which is used to control multiple thrusters through a ship control system to propel the ship. The propulsion control method includes:

[0006] Obtaining the speed of the ship, the position of the master station handle and the available power of the power station;

[0007] Identify the current navigation condition of the vessel based on the navigation speed and the position of the master station handle;

[0008] Based on a preset matching relationship, obtaining an operation mode matching the navigation condition;

[0009] Based on the navigation conditions, the operation modes and the preset switching control strategy between the different navigation conditions, the available power of the power station is allocated to the plurality of thrusters to propel the ship.

[0010] In some embodiments, the navigation conditions are configured to include open water conditions, maneuvering navigation conditions, emergency stop conditions, ice breaking conditions, and fault conditions;

[0011] The open water operating condition may be divided into a plurality of open water operating conditions at different speeds according to the ship speed.

[0012] In some embodiments, the navigation condition is identified based on the following steps:

[0013] In response to the master station handle position being a preset gear position, identifying the navigation condition as the open water condition;

[0014] In response to an operation step inputted in a human-machine operation interface of the ship, identifying the navigation condition as the open water condition, the maneuvering navigation condition, the emergency stop condition or the icebreaking condition;

[0015] In response to the ship speed being in a preset ship speed interval and the torque of the propeller rising to a preset multiple of or above the open water condition at the same ship speed within a first preset time, identifying the navigation condition as an icebreaking condition;

[0016] In response to a propeller failure, a pod failure, a switchboard failure, a control subsystem central processor failure, or a master station handle failure in the control system, the navigation condition is identified as a fault condition.

[0017] In some embodiments, the switching control strategy is preset as follows:

[0018] In response to the master station handle position, switching the open water operating conditions of a plurality of different ship speeds;

[0019] In response to the control system being in the maneuvering navigation condition, controlling the control system to enter the open water condition at a preset speed through the human-machine operation interface of the ship;

[0020] In response to the control system being in the open water condition or the icebreaking condition at a preset speed, controlling the control system to enter a maneuvering navigation condition through the human-machine operation interface;

[0021] In response to the control system being in the maneuvering navigation condition, controlling the control system to enter an icebreaking condition through the human-machine operation interface;

[0022] In response to the control system being in the open water condition and the ship speed being in a preset speed range, the control system identifies and enters an icebreaking condition;

[0023] In response to a propeller failure, a pod failure, a switchboard failure, a control subsystem central processor failure or a master station handle failure on the ship, the control system switches to a fault condition.

[0024] In some embodiments, the operating modes are configured to include an automatic cruise mode, an automatic cruise-joint control mode, a handwheel mode, a handwheel-joint control mode, a handle mode, and a handle-joint control mode.

[0025] In some embodiments, the navigation condition and the operation mode are matched based on the following preset matching relationship:

[0026] The first speed condition, the second speed condition, the third speed condition and the fourth speed condition preset in the open water condition match the automatic cruise-joint control mode, the handwheel-joint control mode or the handle-joint control mode;

[0027] The fifth speed condition preset in the open water condition matches the handwheel-joint control mode or the handle-joint control mode;

[0028] The ice-breaking working condition matches the handle mode or the handle-joint control mode.

[0029] In some embodiments, the step of allocating the available power of the power station to the plurality of propellers to propel the ship based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions includes:

[0030] In response to the navigation condition being the first speed condition or the second speed condition preset in the open water condition, the power distribution of the propeller is: first given power: second given power: third given power = P1: P2: P3; wherein the first given power is the given power of the first pod propeller among the multiple propellers, the second given power is the given power of the second pod propeller among the multiple propellers, and the third given power is the given power of the shaft propeller propeller among the multiple propellers;

[0031] In response to the navigation condition being the third speed condition or the fourth speed condition preset in the open water condition, the power distribution of the propeller is: the first given power: the second given power: the third given power = P4:P5:P6;

[0032] When the navigation condition is the fifth speed condition preset in the open water condition, the power distribution of the propeller is: the first given power: the second given power = P7:P8;

[0033] When the navigation condition is the icebreaking condition, the power distribution of the propeller is: the first given power: the second given power: the third given power = P9:P10:P11.

[0034] In some embodiments, it also includes:

[0035] In response to a propeller failure of the ship, based on the navigation condition, the operation mode and the switching control strategy, a preset safety power allocation strategy is adopted to propel the ship;

[0036] Among them, the thruster failure includes single-side pod failure, propeller failure and icebreaking failure.

[0037] In some embodiments, the safety power allocation strategy includes:

[0038] In response to the single-side pod failure or the shaft propeller failure occurring in the ship, and the ship is currently in the open water condition at a preset speed, the ship enters the fault condition;

[0039] Acquire the current operation mode of the control system;

[0040] Control the failed propeller to shut down and maintain the normal operation of the propeller;

[0041] In response to the actual power of the propeller being less than the rated power, the output power of the normally operating propeller is increased to keep the ship speed unchanged.

[0042] In some embodiments, the security power allocation strategy further includes:

[0043] In response to the icebreaking failure occurring on the ship and the ship currently being in the icebreaking working condition, maintaining the current operating mode of the control system unchanged;

[0044] Identify faulty thrusters and normal thrusters;

[0045] Changing the first given power of the faulty propeller to the actual speed power of the faulty propeller, and delaying the power for a second preset time;

[0046] In response to the actual power of the normal propeller being less than the rated power, increasing the second given power of the normal propeller and delaying for a third preset time;

[0047] Changing the first given power and the second given power to the master station handle power, and detecting the current state of the faulty thruster;

[0048] In response to the faulty propeller not returning to normal, the return step changes the first given power of the faulty propeller to the actual speed power of the faulty propeller, and delays for a second preset time until the faulty propeller returns to normal.

[0049] Accordingly, an embodiment of the present application further provides a multi-thruster coordinated propulsion control system for a ship, which is used to control multiple thrusters through a ship control system to propel the ship, and the propulsion control system includes:

[0050] A first acquisition module, the first acquisition module is configured to acquire the speed of the ship, the position of the master station handle and the available power of the power station;

[0051] an identification module, the identification module being configured to identify the current navigation condition of the vessel based on the navigation speed and the position of the master station handle;

[0052] A second acquisition module, the second acquisition module is configured to acquire an operation mode matching the navigation condition based on a preset matching relationship;

[0053] A first allocation module is configured to allocate the available power of the power station to the plurality of thrusters to propel the ship based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions.

[0054] In some embodiments, it also includes:

[0055] a second allocation module, the second allocation module being configured to adopt a preset safety power allocation strategy to propel the ship in response to a propeller failure of the ship based on the navigation condition, the operation mode and the switching control strategy;

[0056] Among them, the thruster failure includes single-side pod failure, propeller failure and icebreaking failure.

[0057] Compared with the prior art, a multi-thruster coordinated propulsion control method for a ship in an embodiment of the present application is used to control multiple thrusters through the ship's control system to propel the ship. The propulsion control method includes: obtaining the ship's speed, the master station handle position, and the power station available power; identifying the ship's current navigation conditions based on the speed and the master station handle position; obtaining the operation mode matching the navigation conditions based on a preset matching relationship; and allocating the power station available power to multiple thrusters based on the navigation conditions, the operation mode, and the switching control strategy between preset different navigation conditions to carry out coordinated propulsion of the ship. In this way, by identifying the navigation conditions based on the speed and the master station handle position, and matching the operation mode to allocate the power station available power to multiple thrusters, the response speed of the ship's propulsion control is improved, the adaptability to complex navigation environments is improved, and the safety of the ship is improved.

[0058] It can be understood that compared with the prior art, the multi-thruster coordinated propulsion control system for a ship provided in the embodiment of the present application has all the technical features and beneficial effects of the multi-thruster coordinated propulsion control method for the above-mentioned ship, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0060] Figure 1 A schematic flow chart of a multi-thruster coordinated propulsion control method for a ship provided in an embodiment of the present application;

[0061] Figure 2 A schematic flow chart of a propeller power allocation strategy in a multi-propeller coordinated propulsion control method for a ship provided in an embodiment of the present application;

[0062] Figure 3 A schematic diagram of matching navigation conditions and operation modes in a multi-thruster coordinated propulsion control method for a ship provided in an embodiment of the present application;

[0063] Figure 4 A schematic diagram of navigation condition switching control in a multi-thruster coordinated propulsion control method for a ship provided in an embodiment of the present application;

[0064] Figure 5 A schematic diagram of the software architecture of a multi-thruster cooperative propulsion control system for a ship provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0066] The present invention provides a method for controlling the coordinated propulsion of multiple propellers of a ship. Figure 1 , Figure 1A flow chart of a multi-thruster coordinated propulsion control method for a ship provided by an embodiment of the present application is illustrated. The first embodiment of the present application provides a multi-thruster coordinated propulsion control method for a ship, which is used to control multiple thrusters to coordinately control the ship through the ship's control system to carry out coordinated propulsion of the ship. The propulsion control method includes: S1, obtaining the ship's speed, the master station handle position and the power station available power; S2, identifying the current navigation condition of the ship based on the speed and the master station handle position; S3, based on a preset matching relationship, obtaining an operation mode that matches the navigation condition; S4, based on the navigation condition, the operation mode and the preset switching control strategy between different navigation conditions, allocating the power station available power to multiple thrusters to propel the ship. Specifically, the ship of the embodiment of the present application is also provided with a control main station and a power station electrically connected to the control system. The control main station is used to interact with the control system to coordinately control multiple propellers, and the power station provides power station available power for the navigation of the ship. The ship also has a human-machine operation interface, which is communicatively connected to the control system. The propulsion control method is also used to input operation steps to the human-machine operation interface to control the control system to control multiple propellers. In this way, by identifying the navigation conditions based on the speed and the position of the master station handle, and matching the operation mode, the available power station power is allocated to multiple propellers, thereby improving the response speed of the ship propulsion control, improving the adaptability to complex navigation environments, and improving the safety of the ship.

[0067] In some embodiments, the navigation conditions are configured to include open water conditions, maneuvering conditions, emergency stop conditions, icebreaking conditions, and fault conditions; wherein the open water conditions can be divided into a plurality of conditions with different speeds according to the speed. Specifically, the open water conditions include all conditions of the ship in open water, which can include ultra-high speed conditions, high speed conditions, medium speed conditions, low speed conditions, and ultra-low speed conditions according to the speed, and these conditions can be divided according to the target speed set for the ship. After the target speed is set, in response to the master station handle position being 4-5 gears (it can also be said that the master station handle position is in 5 gears, or the master station handle position is 80%-100%), the speed is 17-19kn, and the navigation condition is identified as an ultra-high speed condition; in response to the master station handle position being 3-4 gears (it can also be said that the master station handle position is in 4 gears, or the master station handle position is 60%-80%), the speed is 15-17kn, and the navigation condition is identified as a high speed condition; in response to the master station handle position being 2-3 gears (it can also be said that the master station handle position is in 3 gears, or the master station handle position is In response to the master station handle position being 1-2 gears (it can also be said that the master station handle position is in 2 gears, or the master station handle position is 20%-40%), the speed is 6-12kn, and the navigation condition is identified as a low speed condition; in response to the master station handle position being 0-1 gears (it can also be said that the master station handle position is in 1 gear, or the master station handle position is 0%-20%), the speed is 0-6kn, or, in response to the input of the ultra-low speed navigation condition operation, the navigation condition is identified as an ultra-low speed condition. It should be noted that the navigation condition is also configured to include a combined joystick condition and a dynamic positioning condition. The above-mentioned navigation conditions can be switched manually or automatically when certain conditions are met. The ship can quickly switch to a suitable navigation condition according to different navigation environments and mission requirements, thereby improving the operational flexibility and adaptability of the ship. Secondly, by configuring different navigation conditions, the ship can better respond to emergencies. For example, icebreaking conditions can enhance the ship's ice resistance and improve the safety of the ship in ice areas. In this way, according to different navigation conditions, the ship can operate in the best way, improve navigation efficiency, reduce navigation time and reduce operating costs.

[0068] In some embodiments, the navigation condition is identified based on the following steps: in response to the master station handle position being a preset gear, the navigation condition is identified as the open water condition; in response to the operation steps input in the human-machine interface of the ship, the navigation condition is identified as the open water condition, the maneuvering navigation condition, the emergency stop condition or the icebreaking condition; in response to the speed being in a preset speed range, and the torque of the propeller rising to a preset multiple or more of the open water condition at the same speed within a preset time, the navigation condition is identified as the icebreaking condition; in response to the control system having a shaft propeller failure, a pod failure, a switchboard failure, a control subsystem central processing unit CPU failure or a master station handle failure, the navigation condition is identified as a fault condition. In response to the control system entering the joint joystick mode, the navigation condition is identified as the joint joystick condition; in response to the control system entering the dynamic positioning mode, the navigation condition is identified as the dynamic positioning condition. In this way, the navigation conditions are judged in real time based on the position of the main station handle, the operating steps entered in the human-machine interface, etc., to ensure that the ship can respond quickly in different situations and can accurately judge the current navigation conditions to avoid misjudgment or missed judgment, so as to take corresponding measures in a targeted manner, thereby improving the safety of the ship's navigation in ice areas and effectively improving the performance and reliability of the ship in various navigation environments.

[0069] See also Figure 4 , Figure 4A schematic diagram of navigation condition switching control in a multi-thruster cooperative propulsion control method for a ship provided in an embodiment of the present application is illustrated; in some embodiments, the switching control strategy is preset as follows: in response to the position of the master station handle, the open water conditions of multiple different speeds are switched, and specifically, the ultra-high speed condition, the high speed condition, the medium speed condition, the low speed condition and the ultra-low speed condition can be switched in response to the position of the master station handle; in response to the control system being in the maneuvering navigation condition, the control system is controlled to enter the open water condition of a preset speed, especially the ultra-low speed condition, through the human-machine operation interface of the ship; in response to the control system being in the open water condition of a preset speed, especially the ultra-low speed condition, the icebreaking condition, the combined joystick condition or the dynamic positioning condition, the control system is controlled to enter the maneuvering navigation condition through the human-machine operation interface; In response to the control system being in the maneuvering navigation condition, the control system is controlled to enter the icebreaking condition through the human-machine interface; in response to the control system being in the open water condition, especially the low speed condition or the ultra-low speed condition, and the speed is in the preset speed range, the control system automatically identifies and enters the icebreaking condition; in response to the control system being in the maneuvering navigation condition or the dynamic positioning condition, the control system is controlled to switch to the combined joystick mode through the combined joystick mode button; in response to the control system being in the maneuvering navigation condition or the combined joystick condition, the control system is controlled to switch to the dynamic positioning mode through the dynamic positioning mode button; in response to the occurrence of a shaft propeller failure, a pod failure, a switchboard failure, a control subsystem central processing unit CPU failure, or a master station handle failure on the ship, the control system switches to a fault condition. It should be noted that the control subsystem of the present application refers to the pod control subsystem and the shaft propeller control subsystem. In this way, different speed conditions can be switched to according to the position of the master station handle to meet different navigation needs and environmental conditions; secondly, more flexible navigation control options are provided through the ship's human-machine interface. Finally, when a propeller failure, pod failure, switchboard failure, control subsystem CPU failure or master station handle failure occurs, the control system will switch to the fault condition to ensure that the ship can still maintain safe and controllable navigation in the event of a fault.

[0070] In some embodiments, the operation mode is configured to include automatic cruise mode, automatic cruise-joint control mode, handwheel mode, handwheel-joint control mode, handle mode and handle-joint control mode. (The description contains the content of the inventor's video explanation). Specifically, the above-mentioned joint control mode refers to the control of multiple propellers by only one handle. For example, the automatic cruise-joint control mode refers to the control of the speed of multiple propellers by one handle, and the rudder angle is still the rudder angle for automatic cruise; the handwheel-joint control mode refers to the control of the speed of multiple propellers by one handle, and the rudder angle is obtained by the steering wheel. The above-mentioned operation modes can be switched manually or automatically when certain conditions are met. Specifically, the ship can flexibly select the appropriate operation mode according to different navigation tasks and operation requirements, so as to realize the versatility and adaptability of the ship, thereby effectively improving the safety of the ship, so that the ship can quickly make adaptive adjustments in different situations and reduce the probability of accidents.

[0071] See also Figure 3 , Figure 3 The schematic diagram of the matching of the navigation condition and the operation mode in the multi-thruster coordinated propulsion control method of a ship provided by an embodiment of the present application is illustrated; in some embodiments, the navigation condition and the operation mode are matched based on the following preset matching relationship: the first speed condition, the second speed condition, the third speed condition and the fourth speed condition preset in the open water condition match the automatic cruise-joint control mode, the handwheel-joint control mode or the handle-joint control mode; the fifth speed condition preset in the open water condition matches the handwheel-joint control mode or the handle-joint control mode; the icebreaking condition matches the handle mode or the handle-joint control mode. Specifically, the first speed condition is the ultra-high speed condition, the second speed condition is the high speed condition, the third speed condition is the medium speed condition, the fourth speed condition is the low speed condition, and the fifth speed condition is the ultra-low speed condition. Specifically, matching different navigation conditions with appropriate operation modes can make it easier to control the ship in different situations and reduce the complexity of operation. By matching navigation conditions and operating modes through preset relationships, it is possible to ensure that the ship is propelled in the most efficient manner under various navigation conditions, improve navigation efficiency while maintaining stability and safety, and improve the reliability and stability of ship operations.

[0072] See also Figure 2 , Figure 2A flow chart of a propeller power allocation strategy in a multi-thruster cooperative propulsion control method for a ship provided in an embodiment of the present application is illustrated; in some embodiments, the switching control strategy based on the navigation condition, the operation mode and the preset different navigation conditions allocates the available power of the power station to the multiple propellers to propel the ship, including: in response to the navigation condition being a preset first speed condition (ultra-high speed condition) or a second speed condition (the high speed condition) in the open water condition, the power distribution of the propellers is: first given power: second given power: third given power = P1:P2:P3 = 1:1:1.7 (shaft propeller); wherein the first given power is the given power of the first pod propeller among the multiple propellers, and the second given power is the given power of the multiple propellers. The given power of the second pod propeller in the propeller, the third given power is the given power of the shaft propeller in the plurality of propellers; in response to the navigation condition being the third speed condition (medium speed condition) or the fourth speed condition (low speed condition) preset in the open water condition, the power distribution of the propeller is: the first given power: the second given power: the third given power = P4: P5: P6; when the navigation condition is the fifth speed condition (ultra-low speed condition) preset in the open water condition, the power distribution of the propeller is: the first given power: the second given power = P7: P8; when the navigation condition is the icebreaking condition, the power distribution of the propeller is: the first given power: the second given power: the third given power = P9: P10: P11. Specifically, in the above power distribution, since the first pod propeller and the second pod propeller are both propellers of the pod, the ratio of the first given power and the second given power should be the same. For example, P1:P2:P3=1:1:1.7; P4:P5:P6=1:1:1.7; P7:P8=1:1; P9:P10:P11=1:1:1.7. In this way, by giving the power ratio of each propeller under different working conditions, precise control of the ship propulsion system can be achieved to ensure that the ship has the best propulsion performance under different working conditions, so as to better adapt to different environments and operating requirements, improve the adaptability and flexibility of the ship, and improve the efficiency and safety of ship operation. In addition, by combining the collaborative control strategy with the conventional control strategy, as well as the reasonable power distribution ratio between multiple propellers, the stability and reliability of the ship propulsion system are guaranteed, and the safety of the ship is improved. This application adopts different power distribution strategies under different navigation conditions and operating modes to cope with different environments, improve propulsion efficiency, and thus improve the speed and performance of the ship. At the same time, it reduces the energy consumption of the ship, reduces fuel consumption and emissions.

[0073] In some embodiments, the propulsion control method further includes: in response to a propeller failure of the ship, based on the navigation condition, the operation mode and the switching control strategy, a pre-set security power allocation strategy is adopted to propel the ship; wherein the propeller failure includes a single-side pod failure, a shaft propeller failure and an icebreaking failure. Specifically, in order to ensure that the ship can still sail safely in a fault condition, the present application adopts a security power allocation strategy to balance the propulsion system of the ship by limiting the power output of the faulty propeller or adjusting the power distribution of other propellers to ensure that the ship remains stable in the event of a fault, improve the stability of the propulsion system, and thus ensure the safe navigation of the ship. At the same time, by distinguishing different types of fault conditions, different fault conditions can be accurately identified and responded to. For common control fault conditions, propeller fault conditions and single control fault conditions, corresponding security power allocation strategies are adopted in a targeted manner to prevent the fault from spreading and affecting all propellers, and to ensure the safe navigation of the ship under different fault conditions.

[0074] In some embodiments, the security power allocation strategy includes: in response to the occurrence of the single-side pod failure or the shaft propeller failure of the ship, and the ship is currently in the open water condition at a preset speed, the ship enters the fault condition; obtains the current operation mode of the control system; controls the failed propeller to shut down and maintains the normal operation of the propeller; in response to the actual power of the propeller being less than the rated power, increases the output power of the normal operation propeller to keep the speed unchanged. In addition, in response to the operation mode being the automatic cruise mode, the operation mode is switched to the handle mode. In this way, under the fault condition, by obtaining the current operation mode of the control system and controlling the failed propeller to shut down, while keeping the normal operation propeller to continue working, it is ensured that the ship can still maintain a certain propulsion force and speed.

[0075] For example, in response to the occurrence of the single-side pod failure of the ship, and the ship is currently in an ultra-high speed condition, a high speed condition, a medium speed condition or a low speed condition, in response to the operation mode being the automatic cruise mode, the operation mode is switched to the handle mode; if the operation mode is another mode, it remains unchanged; the failed propeller is controlled to shut down, and the normal operation of the propeller is maintained; if the actual power of the normal propeller is less than the rated power, before manual intervention, the control system automatically increases its output power to keep the speed unchanged, and after manual intervention, the control power follows the master station handle position. If the actual power of the normal propeller is greater than or equal to its rated power, before manual intervention, the control system automatically maintains the output power, and after manual intervention, the control power follows the master station handle position.

[0076] In response to the single-side pod failure of the ship and the ship is currently in an ultra-low speed condition, the operating mode remains unchanged; the faulty side pod shuts down; the normal side pod maintains propulsion; the shaft propeller remains in a follow-up state; before manual intervention, the control system automatically increases its output power to keep the speed unchanged, and after manual intervention, the control power follows the position of the master station handle.

[0077] In response to the single-side pod failure of the ship and the ship is currently in icebreaking conditions, the operating mode remains unchanged; the faulty side pod shuts down; the normal side pod and propeller maintain propulsion; the pod and propeller propulsion power follows the master station handle position.

[0078] In response to the propeller failure of the ship, and the ship is currently in an ultra-high speed condition or a high speed condition, in response to the operation mode being the automatic cruise mode, the operation mode is switched to the handle mode; if the operation mode is another mode, it remains unchanged; the failed propeller is controlled to shut down, and the normal operation of the propeller is maintained; if the actual power of the normal propeller is less than the rated power, before manual intervention, the control system automatically increases its output power to keep the speed unchanged, and after manual intervention, the power is controlled to follow the position of the master station handle. If the actual power of the normal propeller is greater than or equal to its rated power, before manual intervention, the control system automatically maintains the output power, and after manual intervention, the power is controlled to follow the position of the master station handle.

[0079] In response to the propeller failure of the ship and the ship is currently in a medium speed condition or a low speed condition, in response to the operation mode being the automatic cruise mode, the operation mode is switched to the handle mode; if the operation mode is other modes, it remains unchanged; the propeller stops, and the pod changes from a follow-up state to a propulsion state to provide navigation power and keep the speed unchanged.

[0080] In response to the propeller failure of the ship and the ship is currently in an ultra-low speed condition, the operating mode remains unchanged; the propeller is shut down; the pod maintains propulsion; before manual intervention, the control system automatically increases the output power of the pod to maintain the speed unchanged, and after manual intervention, the control power follows the main station handle position.

[0081] In response to the propeller failure occurring in the vessel and the vessel currently being in icebreaking conditions, the operation mode remains unchanged; the propeller is shut down; the pod maintains propulsion; and the pod propulsion power follows the master station handle position.

[0082] It should be noted that the thruster failure also includes a double-side pod failure. At this time, under all navigation conditions, the shaft propeller can automatically change to a propulsion state, and the operation mode automatically changes to a handwheel-linked control mode.

[0083] In some embodiments, the security power allocation strategy also includes: in response to the occurrence of the icebreaking fault of the ship and the ship is currently in the icebreaking condition, maintaining the current operation mode of the control system unchanged; determining the faulty propeller and the normal propeller; changing the first given power of the faulty propeller to the actual speed power of the faulty propeller, and delaying the first preset time; in response to the actual power of the normal propeller being less than the rated power, increasing the second given power of the normal propeller, and delaying the second preset time; changing the first given power and the second given power to the main station handle power, detecting the current state of the faulty propeller; in response to the faulty propeller not returning to normal, returning to the step to change the first given power of the faulty propeller to the actual speed power of the faulty propeller, and delaying the first preset time until the faulty propeller returns to normal. In this way, it is determined which propeller has failed and which propeller is working normally, and the corresponding power adjustment can be made for the faulty propeller, thereby ensuring that the ship can be propelled normally in the event of a failure.

[0084] Specifically, ice-breaking conditions may include thruster stall failure and thruster ice jam failure. At this time, the ice-jammed thruster alarms, and its given power is changed to the power corresponding to the current actual speed. After a delay of the first preset time (for example, 2 minutes), the ice-jammed thruster's given power is restored to the power corresponding to the main station handle; check again whether it is ice jammed; if ice jam is detected again, continue to alarm, and its given power is changed to the power corresponding to the current actual speed. After a delay of the first preset time (for example, 2 minutes), the ice-jammed thruster's given power is restored to the power corresponding to the main station handle; this cycle is repeated. At the same time, if the actual power of the normal thruster is less than the rated power, the normal thruster's given power is increased (depending on the available power of the power station, and the maximum increase is to the rated power), and after a delay of the second preset time (for example, 2 minutes), it is restored to the power corresponding to the main station handle, and this cycle is repeated; if the actual power of the normal thruster = rated power, it remains unchanged.

[0085] Accordingly, the embodiment of the present application also provides a multi-thruster coordinated propulsion control system for a ship, which is used to control multiple thrusters through a ship's control system to propel the ship, and the propulsion control system includes: a first acquisition module, an identification module, a second acquisition module and a first allocation module; wherein the first acquisition module is configured to acquire the ship's speed, the master station handle position and the power station available power;

[0086] an identification module, the identification module being configured to identify the current navigation condition of the vessel based on the navigation speed and the position of the master station handle;

[0087] A second acquisition module, the second acquisition module is configured to acquire an operation mode matching the navigation condition based on a preset matching relationship;

[0088] A first allocation module is configured to allocate the available power of the power station to the plurality of thrusters to propel the ship based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions.

[0089] In some embodiments, the propulsion control system further comprises: a second allocation module, the second allocation module being configured to adopt a preset safety power allocation strategy to propel the ship in response to a propeller failure of the ship based on the navigation condition, the operation mode and the switching control strategy;

[0090] Among them, the thruster failure includes single-side pod failure, propeller failure and icebreaking failure.

[0091] Please participate Figure 5 , Figure 5 The software architecture diagram of a multi-thruster coordinated propulsion control system for a ship provided in an embodiment of the present application is illustrated. The propulsion control system provided in the present application is based on multiple control software, and the control software is structured in a common control module and a single control module. The control software includes common control system software, first pod control system software, second pod control system software and shaft propeller control system software.

[0092] Specifically, the public control system software is used to receive public control instructions, realize the reasonable combination and switching between navigation conditions and operation modes based on the speed and power station load, and calculate the power of the first pod, the second pod and the shaft propeller according to the propeller power allocation strategy, and send it to the first pod control system software, the second pod control system software and the shaft propeller control system software for execution. The first pod control system software is used to receive instructions and status feedback from the public control system, the first pod propeller, the joint control system, the dynamic positioning system, the automatic cruise system, etc., calculate the first given power / speed and the given rudder angle of the first pod according to the position of the control handle in the control panel corresponding to the first pod, and send the control instruction to the first pod propeller for execution. The second pod control system software is used to receive instructions and status feedback from the public control system, the second pod propeller, the joint control system, the dynamic positioning system, the automatic cruise system, etc., calculate the second given power / speed and the given rudder angle of the second pod according to the position of the control handle in the control panel corresponding to the second pod, and send the control instruction to the second pod propeller for execution. The propeller control system software is used to receive instructions and status feedback from the common control system, propeller thrusters, joint control system, dynamic positioning system, etc., calculate the third given power / speed and given rudder angle of the propeller thruster according to the position of the control handle in the control panel corresponding to the propeller thruster, and send the control instructions to the propeller thruster for execution.

[0093] It can be understood that compared with the prior art, the multi-thruster coordinated propulsion control system for a ship provided in the embodiment of the present application has all the technical features and beneficial effects of the multi-thruster coordinated propulsion control method for the above-mentioned ship, which will not be repeated here.

[0094] The above is a detailed introduction to a multi-thruster collaborative propulsion control method and system for a ship provided in an embodiment of the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the technical solution and core idea of ​​the present application; ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some of the technical features therein with equivalents; and these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the present application.

Claims

1. A multi-thruster coordinated propulsion control method for a ship, characterized in that: The method is used for cooperatively controlling a plurality of propellers through a ship's control system to propel the ship, the method comprising: Obtaining the speed of the ship, the position of the master station handle and the available power of the power station; Identify the current navigation condition of the vessel based on the navigation speed and the position of the master station handle; Based on a preset matching relationship, obtaining an operation mode matching the navigation condition; Based on the navigation conditions, the operation modes and the preset switching control strategy between the different navigation conditions, the available power of the power station is allocated to the plurality of thrusters to propel the ship.

2. The multi-thruster coordinated propulsion control method for a ship according to claim 1, characterized in that: The navigation conditions are configured to include open water conditions, maneuvering conditions, emergency stop conditions, icebreaking conditions and fault conditions; The open water operating condition may be divided into a plurality of open water operating conditions at different speeds according to the ship speed.

3. The multi-thruster coordinated propulsion control method for a ship according to claim 2, characterized in that: The navigation condition is identified based on the following steps: In response to the master station handle position being a preset gear position, identifying the navigation condition as the open water condition; In response to an operation step inputted in a human-machine operation interface of the ship, identifying the navigation condition as the open water condition, the maneuvering navigation condition, the emergency stop condition or the icebreaking condition; In response to the ship speed being in a preset ship speed interval and the torque of the propeller rising to a preset multiple of or above the open water condition at the same ship speed within a first preset time, identifying the navigation condition as an icebreaking condition; In response to a propeller failure, a pod failure, a switchboard failure, a control subsystem central processor failure, or a master station handle failure in the control system, the navigation condition is identified as a fault condition.

4. The multi-thruster coordinated propulsion control method for a ship according to claim 2, characterized in that: The switching control strategy is preset as follows: In response to the master station handle position, switching the open water operating conditions of a plurality of different ship speeds; In response to the control system being in the maneuvering navigation condition, controlling the control system to enter the open water condition at a preset speed through the human-machine operation interface of the ship; In response to the control system being in the open water condition or the icebreaking condition at a preset speed, controlling the control system to enter a maneuvering navigation condition through the human-machine operation interface; In response to the control system being in the maneuvering navigation condition, controlling the control system to enter an icebreaking condition through the human-machine operation interface; In response to the control system being in the open water condition and the ship speed being in a preset speed range, the control system identifies and enters an icebreaking condition; In response to a propeller failure, a pod failure, a switchboard failure, a control subsystem central processor failure or a master station handle failure on the ship, the control system switches to a fault condition.

5. The multi-thruster coordinated propulsion control method for a ship according to claim 2, characterized in that: The operation modes are configured to include an automatic cruise mode, an automatic cruise-joint control mode, a handwheel mode, a handwheel-joint control mode, a handle mode, and a handle-joint control mode.

6. The multi-thruster coordinated propulsion control method for a ship according to claim 5, characterized in that: The navigation condition and the operation mode are matched based on the following preset matching relationship: The first speed condition, the second speed condition, the third speed condition and the fourth speed condition preset in the open water condition match the automatic cruise-joint control mode, the handwheel-joint control mode or the handle-joint control mode; The fifth speed condition preset in the open water condition matches the handwheel-joint control mode or the handle-joint control mode; The ice-breaking working condition matches the handle mode or the handle-joint control mode.

7. The multi-thruster coordinated propulsion control method for a ship according to claim 5, characterized in that: The step of allocating the available power of the power station to the plurality of propellers to propel the ship based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions comprises: In response to the navigation condition being the first speed condition or the second speed condition preset in the open water condition, the power distribution of the propeller is: first given power: second given power: third given power = P1: P2: P3; wherein the first given power is the given power of the first pod propeller among the multiple propellers, the second given power is the given power of the second pod propeller among the multiple propellers, and the third given power is the given power of the shaft propeller propeller among the multiple propellers; In response to the navigation condition being the third speed condition or the fourth speed condition preset in the open water condition, the power distribution of the propeller is: the first given power: the second given power: the third given power = P4:P5:P6; When the navigation condition is the fifth speed condition preset in the open water condition, the power distribution of the propeller is: the first given power: the second given power = P7:P8; When the navigation condition is the icebreaking condition, the power distribution of the propeller is: the first given power: the second given power: the third given power = P9:P10:P11.

8. The multi-thruster coordinated propulsion control method for a ship according to claim 3, characterized in that: Also includes: In response to a propeller failure of the ship, based on the navigation condition, the operation mode and the switching control strategy, a preset safety power allocation strategy is adopted to propel the ship; Among them, the thruster failure includes single-side pod failure, propeller failure and icebreaking failure.

9. The multi-thruster coordinated propulsion control method for a ship according to claim 8, characterized in that: The security power allocation strategy includes: In response to the single-side pod failure or the shaft propeller failure occurring in the ship, and the ship is currently in the open water condition at a preset speed, the ship enters the fault condition; Acquire the current operation mode of the control system; Controlling the failed propeller to shut down and maintaining the normal operation of the propeller; In response to the actual power of the propeller being less than the rated power, the output power of the normally operating propeller is increased to keep the ship speed unchanged.

10. The multi-thruster coordinated propulsion control method for a ship according to claim 9, characterized in that: The security power allocation strategy also includes: In response to the icebreaking failure occurring on the ship and the ship currently being in the icebreaking working condition, maintaining the current operating mode of the control system unchanged; Identify faulty thrusters and normal thrusters; Changing the first given power of the faulty propeller to the actual speed power of the faulty propeller, and delaying for a second preset time; In response to the actual power of the normal propeller being less than the rated power, increasing the second given power of the normal propeller, fine-tuning the rudder angle of the normal propeller, and delaying for a third preset time; Changing the first given power and the second given power to the master station handle power, and detecting the current state of the faulty thruster; In response to the faulty propeller not returning to normal, the return step changes the first given power of the faulty propeller to the actual speed power of the faulty propeller, and delays for a second preset time until the faulty propeller returns to normal.

11. A multi-thruster coordinated propulsion control system for a ship, characterized in that: The propulsion control system is used to control a plurality of thrusters through a control system of a ship to propel the ship, the propulsion control system comprising: A first acquisition module, the first acquisition module is configured to acquire the speed of the ship, the position of the master station handle and the available power of the power station; an identification module, the identification module being configured to identify the current navigation condition of the vessel based on the navigation speed and the position of the master station handle; A second acquisition module, the second acquisition module is configured to acquire an operation mode matching the navigation condition based on a preset matching relationship; A first allocation module is configured to allocate the available power of the power station to the plurality of thrusters to propel the ship based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions.

12. The multi-thruster coordinated propulsion control system for a ship according to claim 11, characterized in that: Also includes: a second allocation module, the second allocation module being configured to adopt a preset safety power allocation strategy to propel the ship in response to a propeller failure of the ship based on the navigation condition, the operation mode and the switching control strategy; Among them, the thruster failure includes single-side pod failure, propeller failure and icebreaking failure.

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