A method and system for coordinated propulsion control of multiple propulsors of a marine vessel

Abstract

The application discloses a kind of ship's multiple propeller collaborative propulsion control method and system, it is related to ship automation control technical field.For by the control system of ship collaborative control multiple propeller to carry out ship propulsion, collaborative propulsion control method includes: obtaining the speed of ship, main station handle position and power station available power;Based on speed and main station handle position, identify the current navigation condition of ship;Based on the matching relationship of pre-set, obtain the operation mode matched with navigation condition;Based on navigation condition, operation mode and the switching control strategy between different navigation conditions of pre-set, available power of power station is distributed to multiple propeller, and the collaborative propulsion of ship is carried out.Such, by based on speed and main station handle position, identify navigation condition, and match operation mode, to distribute available power of power station to multiple propeller, improve the response speed of ship propulsion control, improve the adaptability to complex navigation environment, improve ship safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ship automation control, in particular to a ship multi-propeller cooperative propulsion control method and system. BACKGROUND

[0002] At present, the ship for polar scientific expedition gradually adopts diesel-electric propulsion system to provide power, which includes diesel engine set and nacelle. The diesel engine set generates power as a power source, and the nacelle provides power to jointly propel the ship.

[0003] However, the navigation environment of polar scientific expedition is relatively complex, and the ship needs to frequently match and switch between different navigation conditions and different operation modes. The existing cooperative propulsion control method of the ship has a slow response speed, cannot adapt to the complex navigation environment, and affects the safety of the ship. SUMMARY

[0004] The ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application identifies the navigation condition based on the speed and the master station handle position, and matches the operation mode to distribute the available power of the power station to the multiple propellers, thereby solving the problem that the existing propulsion control method has a slow response speed, cannot adapt to the complex navigation environment, and affects the safety of the ship. The embodiments of the present application also provide a ship multi-propeller cooperative propulsion control system.

[0005] The ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is used for controlling multiple propellers by a ship control system to propel the ship, and the propulsion control method comprises:

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

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

[0008] Obtaining the operation mode matched with the navigation condition based on a preset matching relationship;

[0009] Distributing the available power of the power station to multiple propellers based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions, and propelling the ship.

[0010] In some embodiments, the navigation condition is configured to include open water condition, maneuvering navigation condition, emergency stopping condition, icebreaking condition and fault condition.

[0011] The open water condition can be divided into multiple open water conditions of different speeds according to the speed.

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

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

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

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

[0016] In response to the control system having a shaft failure, a pod failure, a power distribution board failure, a control subsystem central processor failure, or a master handle failure, the navigation condition is identified as a failure condition.

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

[0018] In response to the master handle position, the open water conditions at multiple different speeds are switched;

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

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

[0021] 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;

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

[0023] In response to the ship having a shaft failure, a pod failure, a power distribution board failure, a control subsystem central processor failure, or a master handle failure, the control system switches to enter the failure condition.

[0024] In some embodiments, the operation mode is configured to include an automatic cruise mode, an automatic cruise-cooperative control mode, a handwheel mode, a handwheel-cooperative control mode, a handle mode, and a handle-cooperative control mode.

[0025] In some embodiments, the matching between the navigation condition and the operation mode is based on a preset matching relationship as follows:

[0026] The first, second, third and fourth speed conditions in the open water condition are matched with the auto-cruise-cooperative mode, the hand-wheel-cooperative mode or the hand-handle-cooperative mode;

[0027] The fifth speed condition in the open water condition is matched with the hand-wheel-cooperative mode or the hand-handle-cooperative mode;

[0028] The ice-breaking condition is matched with the hand-handle mode or the hand-handle-cooperative mode.

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

[0030] In response to the navigation condition being the first or second 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; wherein the first given power is the given power of a first pod propeller in the plurality of propellers, the second given power is the given power of a second pod propeller in the plurality of propellers, and the third given power is the given power of an axial propeller in the plurality of propellers;

[0031] In response to the navigation condition being the third or fourth speed condition in the open water condition, the power distribution of the propellers 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 in the open water condition, the power distribution of the propellers is: the first given power: the second given power = P7: P8;

[0033] When the navigation condition is the ice-breaking condition, the power distribution of the propellers is: the first given power: the second given power: the third given power = P9: P10: P11.

[0034] In some embodiments, the method further comprises:

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

[0036] The propeller failure includes a single side pod failure, a shaft propeller failure, and an icebreaking failure.

[0037] In some embodiments, the security power distribution strategy comprises:

[0038] In response to the ship having the single side pod failure or the shaft propeller failure and the ship currently being in the open water condition at a preset speed, the ship enters the failure condition.

[0039] The current operation mode of the control system is obtained.

[0040] The failed propeller is stopped, and the normally operating propeller is kept working.

[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, and the speed is kept unchanged.

[0042] In some embodiments, the security power distribution strategy further comprises:

[0043] In response to the ship having the icebreaking failure and the ship currently being in the icebreaking condition, the current operation mode of the control system is kept unchanged.

[0044] The failed propeller and the normally operating propeller are determined.

[0045] The first given power of the failed propeller is changed to the actual rotating speed power of the failed propeller, and a second preset time is delayed.

[0046] In response to the actual power of the normally operating propeller being less than the rated power, the second given power of the normally operating propeller is increased, and a third preset time is delayed.

[0047] The first given power and the second given power are changed to the master handle power, and the current state of the failed propeller is detected.

[0048] In response to the failed propeller not being restored to normal, the step of changing the first given power of the failed propeller to the actual rotating speed power of the failed propeller and delaying the second preset time is returned to until the failed propeller is restored to normal.

[0049] Correspondingly, the embodiments of the present application also provide a multi-propeller cooperative propulsion control system of a ship, which is used for controlling multiple propellers through a control system of the ship to perform ship propulsion, and the propulsion control system comprises:

[0050] A first obtaining module is configured to obtain a speed, a master handle position, and an available power of an electric station of the ship.

[0051] an identification module configured to identify a current navigation condition of the ship based on the speed and the master handle position;

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

[0053] a first distribution module configured to distribute the available power of the power station to the plurality of propellers based on the navigation condition, the operation mode, and a preset switching control strategy between different navigation conditions, to perform propulsion of the ship.

[0054] In some embodiments, further comprising:

[0055] a second distribution module configured to, in response to a propeller failure of the ship, perform propulsion of the ship based on the navigation condition, the operation mode, and the switching control strategy, by using a preset security power distribution strategy;

[0056] wherein the propeller failure includes a single-bank pod failure, a shaft propeller failure, and an icebreaking failure.

[0057] Compared with the prior art, the ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is used for controlling a plurality of propellers by a ship control system to perform ship propulsion, and the propulsion control method comprises: acquiring a speed, a master handle position, and available power of a power station of a ship; identifying a current navigation condition of the ship based on the speed and the master handle position; acquiring an operation mode matched with the navigation condition based on a preset matching relationship; and distributing the available power of the power station to the plurality of propellers based on the navigation condition, the operation mode, and a preset switching control strategy between different navigation conditions, to perform cooperative propulsion of the ship. In this way, by identifying the navigation condition based on the speed and the master handle position, and matching the operation mode to distribute the available power of the power station to the plurality of propellers, the response speed of ship 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 ship multi-propeller cooperative propulsion control system provided by the embodiments of the present application has all the technical features and beneficial effects of the ship multi-propeller cooperative propulsion control method described above, and will not be described here again. BRIEF DESCRIPTION OF DRAWINGS

[0059] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and all other drawings obtained by those skilled in the art without creative effort based on these drawings are within the protection scope of the present application.

[0060] Figure 1 A flowchart of a ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is shown in FIG. 1.

[0061] Figure 2 A flowchart of a propeller power distribution strategy in a ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is shown in FIG. 2.

[0062] Figure 3 A matching diagram of sailing working conditions and operation modes in a ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is shown in FIG. 3.

[0063] Figure 4 A sailing working condition switching control diagram in a ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is shown in FIG. 4.

[0064] Figure 5 A software architecture diagram of a ship multi-propeller cooperative propulsion control system provided by the embodiments of the present application is shown in FIG. 5. DETAILED DESCRIPTION

[0065] The technical solutions in the embodiments of the present application will be described clearly and completely with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present application.

[0066] The embodiments of the present application provide a ship multi-propeller cooperative propulsion control method, please refer to Figure 1 , Figure 1A flowchart of a ship multi-propeller cooperative propulsion control method provided by an embodiment of the application is shown. The first embodiment of the application provides a ship multi-propeller cooperative propulsion control method for controlling multiple propellers through a ship control system to control the ship for cooperative propulsion of the ship. The propulsion control method comprises: S1, obtaining a ship speed, a main station handle position, and an available power of a power station; S2, identifying a current navigation condition of the ship based on the ship speed and the main station handle position; S3, obtaining an operation mode matched with the navigation condition based on a preset matching relationship; and S4, distributing the available power of the power station to multiple propellers based on the navigation condition, the operation mode, and a preset switching control strategy between different navigation conditions, and performing propulsion of the ship. Specifically, the ship is further provided with a control main station and a power station electrically connected with the control system, the control main station is used to interact with the control system to cooperatively control multiple propellers, the power station provides the available power of the power station for navigation of the ship, the ship further has a human-computer operation interface, the human-computer operation interface is in communication connection with the control system, and the propulsion control method is further used to input operation steps to the human-computer operation interface to control the control system to control multiple propellers. In this way, the navigation condition is identified based on the ship speed and the main station handle position, and the operation mode is matched to distribute the available power of the power station to multiple propellers, so as to improve the response speed of ship propulsion control, improve the adaptability to complex navigation environment, and improve the safety of the ship.

[0067] In some embodiments, the navigation working condition is configured to include an open water working condition, a maneuvering navigation working condition, an emergency stopping working condition, an icebreaking working condition, and a failure working condition; wherein the open water working condition can be divided into working conditions of different speeds according to the speed. Specifically, the open water working condition includes all working conditions of the ship in the open water condition, and after being divided according to the speed, it can include a super-high speed working condition, a high speed working condition, a medium speed working condition, a low speed working condition, and a super-low speed working condition, which can be divided according to the target speed set by the ship. After setting the target speed, in response to the main station handle position being 4-5 gears (which can also be said that the main station handle position is in 5 gears, or the main station handle position is 80%-100%), the speed is 17-19 kn, and the navigation working condition is identified as the super-high speed working condition; in response to the main station handle position being 3-4 gears (which can also be said that the main station handle position is in 4 gears, or the main station handle position is 60%-80%), the speed is 15-17 kn, and the navigation working condition is identified as the high speed working condition; in response to the main station handle position being 2-3 gears (which can also be said that the main station handle position is in 3 gears, or the main station handle position is 40%-60%), the speed is 12-15 kn, and the navigation working condition is identified as the medium speed working condition; in response to the main station handle position being 1-2 gears (which can also be said that the main station handle position is in 2 gears, or the main station handle position is 20%-40%), the speed is 6-12 kn, and the navigation working condition is identified as the low speed working condition; in response to the main station handle position being 0-1 gears (which can also be said that the main station handle position is in 1 gear, or the main station handle position is 0%-20%), the speed is 0-6 kn, or in response to inputting the super-low speed navigation working condition operation, the navigation working condition is identified as the super-low speed working condition. It should be noted that the navigation working condition is also configured to include a joint joystick working condition and a dynamic positioning working condition. The above navigation working conditions can be manually or automatically switched when certain conditions are met, and the ship can quickly switch to the appropriate navigation working condition according to different navigation environments and task requirements, thereby improving the operation flexibility and adaptability of the ship. Secondly, by configuring different navigation working conditions, the ship can better respond to unexpected situations, such as the icebreaking working condition which can enhance the ice resistance of the ship body and improve the safety of the ship in the ice area. In this way, according to different navigation working conditions, the ship can operate in the best way, improve the navigation efficiency, reduce the navigation time, and reduce the operating cost.

[0068] In some embodiments, the sailing condition is identified based on the following steps: in response to the master handle position being a preset gear, the sailing condition is identified as the open water condition; in response to an operation step input in a human-machine operation interface of the ship, the sailing condition is identified as the open water condition, the maneuvering sailing condition, the emergency stopping condition or the ice-breaking condition; in response to the sailing speed being in a preset speed interval and the torque of the propeller rising to a preset multiple or above of the torque in the open water condition at the same speed within a preset time, the sailing condition is identified as the ice-breaking condition; in response to an axial propeller fault, a nacelle fault, a power distribution board fault, a control subsystem central processing unit (CPU) fault or a master handle fault of the control system, the sailing condition is identified as a fault condition; in response to the control system entering a joint control lever mode, the sailing condition is identified as a joint control lever condition; and in response to the control system entering a dynamic positioning mode, the sailing condition is identified as a dynamic positioning condition. In this way, the sailing condition is determined in real time according to the master handle position, the operation step input in the human-machine operation interface and the like, so that the ship can respond quickly under different conditions, and the current sailing condition can be accurately determined to avoid misjudgment or omission, thereby taking corresponding measures in a targeted manner, improving the safety of the ship in the ice area and effectively improving the performance and reliability of the ship in various sailing environments.

[0069] Please refer to Figure 4 , Figure 4Fig. 1 shows a schematic diagram of a ship multi-propeller cooperative propulsion control method according to an embodiment of the present application; in some embodiments, the switching control strategy is pre-set as follows: in response to the position of the master handle, switching the open water working conditions of multiple different speeds, specifically, in response to the position of the master handle, switching the super-high speed working condition, the high speed working condition, the medium speed working condition, the low speed working condition and the super-low speed working condition; in response to the control system being in the maneuvering working condition, controlling the control system to enter the open water working condition of a pre-set speed, especially the super-low speed working condition, through the man-machine operation interface of the ship; in response to the control system being in the open water working condition of a pre-set speed, especially the super-low speed working condition, the icebreaking working condition, the joint control lever working condition or the dynamic positioning working condition, controlling the control system to enter the maneuvering working condition through the man-machine operation interface; in response to the control system being in the maneuvering working condition, controlling the control system to enter the icebreaking working condition through the man-machine operation interface; in response to the control system being in the open water working condition, especially the low speed working condition or the super-low speed working condition, and the speed being in a pre-set speed interval, the control system automatically identifies and enters the icebreaking working condition; in response to the control system being in the maneuvering working condition or the dynamic positioning working condition, controlling the control system to switch into the joint control lever mode through the joint control lever mode button; in response to the control system being in the maneuvering working condition or the joint control lever working condition, controlling the control system to switch into the dynamic positioning mode through the dynamic positioning mode button; in response to the ship having an axial propeller fault, a pod fault, a power distribution board fault, a control subsystem central processing unit (CPU) fault or a master handle fault, the control system switches into a fault working condition. It should be noted that the control subsystem of the present application refers to the pod control subsystem and the axial propeller control subsystem. In this way, different speed working conditions are switched according to the position of the master handle, which can meet different navigation requirements and environmental conditions; secondly, the man-machine operation interface of the ship provides more flexible navigation control options. Finally, when the ship has an axial propeller fault, a pod fault, a power distribution board fault, a control subsystem central processing unit (CPU) fault or a master handle fault, the control system switches into a fault working condition, thereby ensuring that the ship can still maintain safe and controllable navigation under fault conditions.

[0070] In some embodiments, the operation modes are configured to include an automatic cruising mode, an automatic cruising-cooperative control mode, a hand wheel mode, a hand wheel-cooperative control mode, a hand lever mode, and a hand lever-cooperative control mode. (The content of the invention is explained in the video of the inventor.) Specifically, the above-mentioned cooperative control mode refers to the control of multiple propellers through one hand lever, for example, the automatic cruising-cooperative control mode refers to the control of the rotation speed of multiple propellers through one hand lever, while the rudder angle is the rudder angle for performing automatic cruising; the hand wheel-cooperative control mode refers to the control of the rotation speed of multiple propellers through one hand lever, while the rudder angle is obtained through a rudder wheel. The above-mentioned operation modes can be manually or automatically switched when certain conditions are met. Specifically, the ship can flexibly select the appropriate operation mode according to different navigation tasks and operation requirements, thereby realizing the multifunctionality and adaptability of the ship, thereby effectively improving the safety of the ship, so that the ship can quickly make adaptive adjustments under different conditions, reducing the probability of accidents.

[0071] Please refer to Figure 3 , Figure 3 The matching diagram of the navigation working condition and the operation mode in the ship multi-propeller cooperative propulsion control method provided by the embodiments of the present application is illustrated; in some embodiments, the navigation working condition and the operation mode are matched based on the following preset matching relationship: the first speed working condition, the second speed working condition, the third speed working condition, and the fourth speed working condition in the open water working condition match the automatic cruising-cooperative control mode, the hand wheel-cooperative control mode, or the hand lever-cooperative control mode; the fifth speed working condition in the open water working condition matches the hand wheel-cooperative control mode or the hand lever-cooperative control mode; the icebreaking working condition matches the hand lever mode or the hand lever-cooperative control mode. Specifically, the first speed working condition is the super-high speed working condition, the second speed working condition is the high speed working condition, the third speed working condition is the medium speed working condition, the fourth speed working condition is the low speed working condition, and the fifth speed working condition is the super-low speed working condition. Specifically, matching different navigation working conditions with appropriate operation modes can make it easier to control the ship under different conditions and reduce the complexity of operation. By matching the navigation working condition and the operation mode through the preset relationship, the ship can be propelled in the most effective way under various navigation working conditions, improving the navigation efficiency while maintaining stability and safety, improving the reliability and stability of ship operation.

[0072] Please refer to Figure 2 , Figure 2Fig. 1 shows a flowchart of a power distribution strategy in a multi-propeller coordinated propulsion control method for a ship according to an embodiment of the present application. In some embodiments, the step of distributing the available power of the power station to multiple propellers for propulsion of the ship based on the sailing condition, the operating mode, and a preset switching control strategy between different sailing conditions, includes: in response to the sailing condition being a preset first speed condition (ultra-high speed condition) or a second speed condition (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 (axial propeller); wherein the first given power is the given power of a first pod propeller in the multiple propellers, the second given power is the given power of a second pod propeller in the multiple propellers, and the third given power is the given power of an axial propeller in the multiple propellers; in response to the sailing condition being a preset third speed condition (medium speed condition) or a fourth speed condition (low speed condition) in the open water condition, the power distribution of the propellers is: the first given power: the second given power: the third given power = P4:P5:P6; when the sailing condition is a preset fifth speed condition (ultra-low speed condition) in the open water condition, the power distribution of the propellers is: the first given power: the second given power = P7:P8; when the sailing condition is the icebreaking condition, the power distribution of the propellers 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 pod propellers, 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 different power ratios of each propeller in different conditions, accurate control of the ship propulsion system can be achieved, ensuring the best propulsion performance of the ship in different conditions, better adapting to different environments and operation requirements, improving the adaptability and flexibility of the ship, and improving the efficiency and safety of ship operation. In addition, through the combination of coordinated control strategy and conventional control strategy, and the reasonable power distribution ratio between multiple propellers, the stability and reliability of the ship propulsion system are ensured, and the safety of the ship is improved. The present application uses different power distribution strategies in different sailing conditions and operating modes to cope with different environments and improve propulsion efficiency, thereby improving the speed and performance of the ship. At the same time, the energy consumption of the ship is reduced, and fuel consumption and emissions are reduced.

[0073] In some embodiments, the propulsion control method further comprises: in response to the ship having a propulsion failure, adopting a preset safety power distribution strategy based on the navigation condition, the operation mode and the switching control strategy to control the propulsion of the ship; wherein the propulsion failure includes a single-bank pod failure, a shaft propeller failure and an ice-breaking failure. Specifically, to ensure the safe navigation of the ship in the failure condition, the safety power distribution strategy is adopted to limit the power output of the failed propulsion or to balance the propulsion system of the ship by adjusting the power distribution of other propulsions, so as to ensure the stability of the ship in the failure condition, improve the stability of the propulsion system and thus ensure the safe navigation of the ship. Meanwhile, different types of failure conditions are distinguished to accurately identify and respond to different failure conditions. For the common control failure condition, the propulsion failure condition and the single control failure condition, the corresponding safety power distribution strategy is adopted to prevent the failure from affecting all propulsions and ensure the safe navigation of the ship in different failure conditions.

[0074] In some embodiments, the safety power distribution strategy comprises: in response to the ship having the single-bank pod failure or the shaft propeller failure and the ship currently being in the open water condition at a preset speed, the ship enters the failure condition; acquiring the current operation mode of the control system; stopping the failed propulsion and maintaining the normal operation of the propulsions; in response to the actual power of the propulsions being less than the rated power, increasing the output power of the normally operating propulsions to keep the speed unchanged. In addition, in response to the operation mode being the automatic cruising mode, the operation mode is switched to the handle mode. In this way, in the failure condition, the current operation mode of the control system is acquired, the failed propulsion is stopped and the normally operating propulsions continue to work, so as to ensure that the ship still has a certain propulsion and speed.

[0075] For example, in response to the ship having the single-bank pod failure and the ship currently being in the super-high speed condition, the high speed condition, the medium speed condition or the low speed condition, in response to the operation mode being the automatic cruising mode, the operation mode is switched to the handle mode; if the operation mode is other modes, it remains unchanged; the failed propulsion is stopped and the normally operating propulsions continue to work; if the actual power of the normally operating propulsions is less than the rated power, before the manual intervention, the control system automatically increases the output power to keep the speed unchanged, and after the manual intervention, the power follows the position of the master handle. If the actual power of the normally operating propulsions is greater than or equal to the rated power, before the manual intervention, the control system automatically maintains the output power, and after the manual intervention, the power follows the position of the master handle.

[0076] In response to the single sponson pod failure of the ship and the ship being currently in the super-high speed working 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 mode, it remains unchanged; the control system stops the failed propeller and maintains the normal propeller working; if the actual power of the normal propeller is less than the rated power, before manual intervention, the control system automatically increases the output power of the normal propeller to keep the speed unchanged, and after manual intervention, the control power follows the handle position of the master station. If the actual power of the normal propeller is greater than or equal to the rated power, before manual intervention, the control system automatically maintains the output power, and after manual intervention, the control power follows the handle position of the master station.

[0077] In response to the single sponson pod failure of the ship and the ship being currently in the ice-breaking working condition, the operation mode remains unchanged; the failed sponson pod is stopped; the normal sponson pod and the shaft propeller remain propelling; the pod and the shaft propeller propelling power follows the handle position of the master station.

[0078] In response to the shaft propeller failure of the ship and the ship being currently in the super-high speed working condition or the high speed working 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 mode, it remains unchanged; the control system stops the failed propeller and maintains the normal propeller working; if the actual power of the normal propeller is less than the rated power, before manual intervention, the control system automatically increases the output power of the normal propeller to keep the speed unchanged, and after manual intervention, the control power follows the handle position of the master station. If the actual power of the normal propeller is greater than or equal to the rated power, before manual intervention, the control system automatically maintains the output power, and after manual intervention, the control power follows the handle position of the master station.

[0079] In response to the shaft propeller failure of the ship and the ship being currently in the medium speed working condition or the low speed working 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 mode, it remains unchanged; the shaft propeller is stopped, the pod is changed from the follow-up state to the propelling state, providing the sailing power and keeping the speed unchanged.

[0080] In response to the shaft propeller failure of the ship and the ship being currently in the super-low speed working condition, the operation mode remains unchanged; the shaft propeller is stopped; the pod remains propelling; before manual intervention, the control system automatically increases the output power of the pod to keep the speed unchanged, and after manual intervention, the control power follows the handle position of the master station.

[0081] In response to the shaft propeller failure of the ship and the ship being currently in the ice-breaking working condition, the operation mode remains unchanged; the shaft propeller is stopped; the pod remains propelling; the pod propelling power follows the handle position of the master station.

[0082] It should be noted that the propeller failure also includes double sponson pod failure, at this time, the shaft propeller can automatically change to the propelling state in all sailing working conditions, and the operation mode automatically changes to the handle-association control mode.

[0083] In some embodiments, the security power distribution strategy further comprises: in response to the ice-breaking failure of the ship and the ship being currently in the ice-breaking working condition, maintaining the current operating mode of the maneuvering system unchanged; determining a failure propeller and a normal propeller; changing a first given power of the failure propeller to an actual rotating speed power of the failure propeller, and delaying for a first preset time; in response to an actual power of the normal propeller being less than a rated power, increasing a second given power of the normal propeller, and delaying for a second preset time; changing the first given power and the second given power to a master handle power, and detecting a current state of the failure propeller; in response to the failure propeller not being restored to normal, returning to the step of changing the first given power of the failure propeller to the actual rotating speed power of the failure propeller, and delaying for the first preset time, until the failure propeller is restored to normal. In this way, it is determined which propeller has failed and which propeller is working normally, and corresponding power adjustment can be made for the failure propeller, so as to ensure that the ship can normally proceed in the failure case.

[0084] Specifically, the ice-breaking working condition can include a propeller stall failure and a propeller ice jam failure. At this time, the ice jam propeller alarms, the given power thereof is changed to the power corresponding to the current actual rotating speed, and after delaying for a first preset time (for example, 2 minutes), the ice jam propeller given power is restored to the power corresponding to the master handle; whether the ice jam is detected again; if the ice jam is detected again, the alarm is continued, the given power is changed to the power corresponding to the current actual rotating speed, and after delaying for the first preset time (for example, 2 minutes) again, the ice jam propeller given power is restored to the power corresponding to the master handle; and the cycle is repeated. At the same time, if the actual power of the normal propeller is less than the rated power, the given power of the normal propeller is increased (depending on the available power of the electric station, and the maximum increase is to the rated power), and after delaying for a second preset time (for example, 2 minutes), it is restored to the power corresponding to the master handle, and the cycle is repeated; if the actual power of the normal propeller is equal to the rated power, it is kept unchanged.

[0085] Correspondingly, the embodiment of the application further provides a multi-propeller cooperative propulsion control system of a ship, for controlling a plurality of propellers by a maneuvering system of the ship to perform ship propulsion, the propulsion control system comprising: a first acquisition module, an identification module, a second acquisition module and a first distribution module; wherein the first acquisition module is configured to acquire a ship speed, a master handle position and an available power of an electric station of the ship;

[0086] The identification module is configured to identify a current navigation working condition of the ship based on the ship speed and the master handle position;

[0087] a second obtaining module configured to obtain an operation mode matched with the navigation condition based on a preset matching relationship;

[0088] a first distribution module configured to distribute the available power of the power station to the plurality of propellers based on the navigation condition, the operation mode, and a preset switching control strategy between different navigation conditions, and to perform propulsion of the ship.

[0089] In some embodiments, the propulsion control system further comprises a second distribution module configured to, in response to a propeller failure of the ship, perform propulsion of the ship based on the navigation condition, the operation mode, and the switching control strategy, and based on a preset security power distribution strategy.

[0090] The propeller failure includes a single-bank pod failure, a shaft propeller failure, and an ice-breaking failure.

[0091] Please participate Figure 5 , Figure 5 A software architecture diagram of a multi-propeller cooperative propulsion control system of a ship is shown. The propulsion control system provided by the application is based on multiple control software, which 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 common control system software is configured to receive common control instructions, to realize reasonable combination and switching between sailing conditions and operating modes based on the ship speed and the power station load, to calculate the power of the first pod, the second pod and the shaft propeller according to the propeller power distribution strategy, and to send the power 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 configured to receive instructions and state feedback from the common control system, the first pod propeller, the joint control system, the dynamic positioning system, the automatic cruising system, etc., to calculate the first given power / rotational 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 to send the control instructions to the first pod propeller for execution. The second pod control system software is configured to receive instructions and state feedback from the common control system, the second pod propeller, the joint control system, the dynamic positioning system, the automatic cruising system, etc., to calculate the second given power / rotational 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 to send the control instructions to the second pod propeller for execution. The shaft propeller control system software is configured to receive instructions and state feedback from the common control system, the shaft propeller, the joint control system, the dynamic positioning system, etc., to calculate the third given power / rotational speed and the given rudder angle of the shaft propeller according to the position of the control handle in the control panel corresponding to the shaft propeller, and to send the control instructions to the shaft propeller for execution.

[0093] It can be understood that, compared with the prior art, the ship multi-propeller cooperative propulsion control system provided by the embodiments of the present application has all the technical features and beneficial effects of the ship multi-propeller cooperative propulsion control method described above, which will not be repeated here.

[0094] The above describes in detail the ship multi-propeller cooperative propulsion control method and system provided by the embodiments of the present application. The principles and implementation manners of the present application are described by applying specific examples. The above description of the embodiments is only used to help understand the technical solutions and core ideas of the present application. Those skilled in the art should understand that they can still modify the technical solutions recorded in the above embodiments, or make equivalent replacements for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method of multi-propeller coordinated propulsion control of a marine vessel, characterized by, A method for cooperatively controlling a plurality of propellers by a maneuvering system of a ship for ship propulsion, the cooperative propulsion control method comprising: acquiring a ship speed, a master handle position and an available power of a power station of the ship; identifying a current navigation condition of the ship based on the ship speed and the master handle position; the navigation condition is configured to include an open water condition, a maneuvering navigation condition, an emergency stopping condition, an icebreaking condition and a failure condition; wherein, in response to the master handle position being a preset gear, the navigation condition is identified as the open water condition; in response to an operation step input in a human-machine operation interface of the ship, the navigation condition is identified as the open water condition, the maneuvering navigation condition, the emergency stopping condition or the icebreaking condition; in response to the ship speed being in a preset speed interval and a torque of the propeller rising to a preset multiple or above of an open water condition at the same speed within a preset time, the navigation condition is identified as the icebreaking condition; in response to a shaft propeller failure, a nacelle failure, a power distribution board failure, a control subsystem central processing unit (CPU) failure or a master handle failure of the maneuvering system, the navigation condition is identified as the failure condition; based on a preset matching relationship, an operation mode matched with the navigation condition is acquired; based on the navigation condition, the operation mode and a preset switching control strategy between different navigation conditions, the available power of the power station is distributed to the plurality of propellers for ship propulsion.

2. The method of coordinated propulsor control of a marine vessel of claim 1, wherein, The open water condition can be divided into a plurality of open water conditions at different speeds according to the ship speed.

3. The method of coordinated propulsion control of multiple propulsors of a marine vessel according to claim 2, characterized in that, The switching control strategy is preset as: in response to the master handle position, switching a plurality of open water conditions at different speeds; in response to the maneuvering system being in the maneuvering navigation condition, controlling the maneuvering system to enter the open water condition at a preset speed through a human-machine operation interface of the ship; in response to the maneuvering system being in the open water condition at a preset speed or the icebreaking condition, controlling the maneuvering system to enter the maneuvering navigation condition through the human-machine operation interface; in response to the maneuvering system being in the maneuvering navigation condition, controlling the maneuvering system to enter the icebreaking condition through the human-machine operation interface; in response to the maneuvering system being in the open water condition and the ship speed being in a preset speed interval, the maneuvering system identifies and enters the icebreaking condition; in response to the ship having a shaft propeller failure, a nacelle failure, a power distribution board failure, a control subsystem central processing unit (CPU) failure or a master handle failure, the maneuvering system switches to enter the failure condition.

4. The method of coordinated propulsor control of a marine vessel of claim 2, wherein, The operation mode is configured to include an automatic cruise mode, an automatic cruise-cooperative control mode, a handwheel mode, a handwheel-cooperative control mode, a handle mode and a handle-cooperative control mode.

5. The method of coordinated propulsor control of a marine vessel of claim 4, wherein, The navigation condition and the operation mode are matched based on the preset matching relationship as follows: a first speed condition, a second speed condition, a third speed condition and a fourth speed condition in the open water condition are matched with the automatic cruise-cooperative control mode, the handwheel-cooperative control mode or the handle-cooperative control mode; a fifth speed condition in the open water condition is matched with the handwheel-cooperative control mode or the handle-cooperative control mode; The ice-breaking working condition matches the handle mode or the handle-association control mode.

6. The method of coordinated propulsor control of a marine vessel of claim 4, wherein, The step of distributing the available power of the power station to the plurality of propellers for propulsion of the ship based on the switching control strategy between different navigation conditions, the operation mode and preset comprises: In response to the navigation condition being a preset first or second 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; wherein the first given power is the given power of a first pod propeller in the plurality of propellers, the second given power is the given power of a second pod propeller in the plurality of propellers, and the third given power is the given power of an axial propeller in the plurality of propellers; In response to the navigation condition being a preset third or fourth speed condition in the open water condition, the power distribution of the propellers is: the first given power: the second given power: the third given power = P4: P5: P6; When the navigation condition is a preset fifth speed condition in the open water condition, the power distribution of the propellers is: the first given power: the second given power = P7: P8; When the navigation condition is the ice-breaking condition, the power distribution of the propellers is: the first given power: the second given power: the third given power = P9: P10: P11.

7. The method of coordinated propulsor control of a marine vessel of claim 2, wherein, Further comprising: In response to the ship having a propeller failure, based on the navigation condition, the operation mode and the switching control strategy, a preset security power distribution strategy is adopted for propulsion of the ship; Wherein, the propeller failure includes a single-side pod failure, an axial propeller failure and an ice-breaking failure.

8. A method of coordinated propulsor control of a marine vessel according to claim 7, characterized in that, The security power distribution strategy comprises: In response to the ship having the single-side pod failure or the axial propeller failure and the ship currently being in the open water condition at a preset speed, the ship enters the failure condition; Obtaining the current operation mode of the control system; Controlling the failed propeller to stop and maintaining the normally operating propeller to work; In response to the actual power of the propeller being less than the rated power, increasing the output power of the normally operating propeller to keep the speed unchanged.

9. A method of coordinated propulsor control of a marine vessel according to claim 8, characterized in that, The security power distribution strategy further comprises: In response to the ship having the ice-breaking failure and the ship currently being in the ice-breaking condition, maintaining the current operation mode of the control system unchanged; Determining a failure propeller and a normal propeller; Changing the first given power of the failure propeller to the actual speed power of the failure 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 master handle power and detecting the current state of the failure propeller; In response to the failure propeller not resuming normal, return to step of changing the first given power of the failure propeller to the actual rotating speed power of the failure propeller, and delay for a second preset time until the failure propeller resumes normal.

10. A multi-propeller coordinated propulsion control system of a marine vessel, characterized in that, A propulsion control system for controlling a plurality of propellers to propel a ship by a maneuvering system of the ship, the propulsion control system comprising: a first obtaining module configured to obtain a ship speed, a master handle position, and an available power of a power station of the ship; an identifying module configured to identify a current navigation condition of the ship based on the ship speed and the master handle position; the navigation condition is configured to include an open water condition, a maneuvering navigation condition, an emergency stopping condition, an icebreaking condition, and a failure condition; wherein, in response to the master handle position being a preset gear, the navigation condition is identified as the open water condition; in response to an operation step input in a human-machine operation interface of the ship, the navigation condition is identified as the open water condition, the maneuvering navigation condition, the emergency stopping 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 or above of the open water condition at the same ship speed within a preset time, the navigation condition is identified as the icebreaking condition; in response to a shaft propeller failure, a pod failure, a power distribution board failure, a control subsystem central processing unit (CPU) failure, or a master handle failure of the maneuvering system, the navigation condition is identified as the failure condition; a second obtaining module configured to obtain an operation mode matched with the navigation condition based on a preset matching relationship; a first distribution module configured to distribute the available power of the power station to a plurality of the propellers based on the navigation condition, the operation mode, and a preset switching control strategy between different navigation conditions, to propel the ship.

11. A multiple propeller coordinated propulsion control system of a marine vessel according to claim 10, characterized in that, Further comprising: a second distribution module configured to, in response to a propeller failure of the ship, distribute the available power of the power station to the plurality of the propellers based on the navigation condition, the operation mode, and the switching control strategy, to propel the ship by using a preset security power distribution strategy; wherein, the propeller failure includes a single-bank pod failure, a shaft propeller failure, and an icebreaking failure.

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