Stop function for a marine vehicle propulsion system

Abstract

Embodiments of the invention relate to a stop function for a marine vehicle propulsion system. Various solutions are disclosed for automatically stopping a vessel comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit. During the stop procedure, at least the motion control value of the first cycloidal propeller unit is adjusted to cause the first cycloidal propeller unit to brake in the first mode or the second mode while maintaining the direction of movement of the vessel in accordance with the latest steering command. In the first mode, the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction toward the reverse thrust direction. In the second mode, the main wheel is held in the first position and the blades are each positioned toward a predetermined angle corresponding to the direction of movement, or the blades are held in the first position and the main wheel is rotated.

Description

Technical Field

[0001] The present invention relates to stopping a ship. Background Art

[0002] Generally, a ship (such as a merchant ship or a steamship) is provided with a propulsion system to move the ship through the water. There are many types of propulsion systems. An example is an azimuth propulsion system, which includes one or more azimuth propulsion units, where the propeller can be horizontally rotated to any angle. A rather new propulsion system is a cycloidal propulsion system. The cycloidal propulsion system includes one or more cycloidal propeller units. The cycloidal propeller unit includes a rotating wheel and individually positionable blades extending from the wheel. The combined movement of the wheel and the blades simultaneously generates a propulsion force and a steering force. For a conventional propulsion system, such as an azimuth propulsion system, there is an automatic stopping procedure with steering ability during the stopping process. Such a process is also beneficial for a cycloidal propulsion system. Summary of the Invention

[0003] The present invention relates to a method, an apparatus, and a ship as defined in the independent claims. Further embodiments are disclosed in the dependent claims.

[0004] According to a first aspect, there is provided a method for stopping a ship, the ship including at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel equipped with two or more individually rotatable blades, the method comprising: in response to receiving an input triggering an automatic stopping procedure, starting a stopping procedure, the stopping procedure including at least: acquiring at least information indicating the ship speed; and adjusting at least a motion control value of the first cycloidal propeller unit based at least on the indicated speed to cause the first cycloidal propeller unit to brake in a first mode or a second mode while maintaining the moving direction of the ship in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are individually positioned at a predetermined angle corresponding to the moving direction, or the blades are held in a first position and the main wheel is rotated.

[0005] In an embodiment combinable with the first aspect and its other embodiments, the stopping procedure further includes at least: before adjusting, reducing the indicated speed to a first speed by changing the propulsion of at least one of the first and second cycloidal propeller units; and starting the adjustment when the indicated speed does not exceed the first speed.

[0006] In an embodiment that can be combined with the first aspect and other embodiments thereof, the stopping program further includes at least a normal stopping operation mode and an emergency stopping operation mode, and the method further includes: determining a stopping operation mode based on an input; obtaining a set of operation parameter values predefined for the determined stopping operation mode, wherein the operation parameter values for the normal stopping operation mode are predefined for optimization between a maximum stopping effect and a maximum component life, and the operation parameter values for the emergency stopping operation mode are predefined for a maximum stopping effect; and determining a motion control value by applying the operation parameter values and performing an adjustment.

[0007] In an embodiment that can be combined with the first aspect and other embodiments thereof, the stopping program further includes at least: performing the adjustment step by step in a stepwise manner, the stepwise manner including at least in each step: when the speed is reduced to the maximum speed value of the step, obtaining a set of operation parameter values predefined for the step; and determining a motion control value by applying the operation parameter values and performing an adjustment.

[0008] In an embodiment that can be combined with the first aspect and other embodiments thereof, the operation parameter values in the first mode include values of a rotational speed, a pitch function parameter, and a steering parameter, and the operation parameter values in the second mode include values of a blade pitch angle.

[0009] In an embodiment that can be combined with the first aspect and other embodiments thereof, the method in the first mode further includes: selecting a pitch function for stopping from among pitch functions including at least a hypocycloidal pitch function and an epicycloidal pitch function based on the speed; inputting the obtained set of operation parameter values into the selected pitch function; and rotating the blade according to the motion control value output by the selected pitch function.

[0010] In an embodiment that can be combined with the first aspect and other embodiments thereof, the method in the first mode further includes at least: when starting the adjustment, rotating the blade so that the thrust direction of the cycloidal propeller unit is changed to be substantially perpendicular to the thrust direction when the input is received; and when the indicated speed is lower than a second speed lower than the first speed, rotating the blade so that the thrust direction of the cycloidal propeller unit is changed to a reverse thrust direction.

[0011] In an embodiment that can be combined with the first aspect and other embodiments thereof, in the second mode, the value of the predetermined angle with the moving direction is up to ±90 degrees, and two or more of the two or more blades can have the same value or different values.

[0012] In an embodiment combinable with the first aspect and other embodiments thereof, the stopping procedure at least further includes: adjusting the first and second cycloidal propeller units substantially symmetrically with respect to the longitudinal axis of the ship by using a first motion control value; receiving a steering command for changing the moving direction of the ship after the input; determining a second motion control value based at least on the speed and the received steering command; and after the steering command, adjusting one of the first and second cycloidal propeller units by using the first motion control value and adjusting the other by using the second motion control value.

[0013] In an embodiment combinable with the first aspect and other embodiments thereof, when both the first and second cycloidal propeller units are adjusted by using the first motion control value, the first and second cycloidal propeller units are both braked in a first mode or a second mode; and when the first motion control value and the second motion control value are used in the adjustment, one of the first and second cycloidal propeller units is braked in the first mode and the other is braked in the second mode.

[0014] In an embodiment combinable with the first aspect and other embodiments thereof, the method further includes: receiving an input for canceling the automatic stopping procedure; stopping the stopping procedure; and entering a normal operation mode.

[0015] According to a second aspect, there is provided an apparatus configured to implement the method according to the first aspect or any combination of embodiments combinable with the first aspect.

[0016] According to a third aspect, there is provided a ship including: at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel equipped with two or more rotatable blades each; a movement control arrangement including at least one device configured to implement the method according to the first aspect or any combination of embodiments combinable with the first aspect; at least one first user interface element for changing the state of the automatic stopping procedure in response to a user input to the first user interface element, the user interface element being connected to the movement control arrangement; and at least one second user interface element for steering the ship.

[0017] According to a fourth aspect, there is provided an apparatus, comprising: at least one processor; and at least one memory including computer program code, the at least one memory and the computer program code being configured to, with the at least one processor, cause the apparatus to at least perform: in response to receiving an input triggering an automatic stop procedure for a ship to stop, start the stop procedure, the ship including at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel equipped with two or more rotatable blades each, the stop procedure at least including: at least obtaining information indicating the speed of the ship; and at least adjusting a motion control value of at least the first cycloidal propeller unit based on the indicated speed to cause the first cycloidal propeller unit to brake in a first mode or a second mode while maintaining the moving direction of the ship in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated.

[0018] In an embodiment combinable with the fourth aspect and its other embodiments, the at least one memory and the computer program code are configured to, with the at least one processor, further cause the apparatus to at least perform the following operations during the stop procedure: before adjusting, reduce the indicated speed to a first speed by changing the propulsion of at least one of the first and second cycloidal propeller units; start adjusting when the indicated speed does not exceed the first speed. The adjustment is performed step by step in a stepwise manner, and the stepwise manner at least includes, in each step: when the speed is reduced to the maximum speed value of the step, obtaining a set of operation parameter values predefined for the step; and determining the motion control value by applying the operation parameter values to perform the adjustment.

[0019] In an embodiment combinable with the fourth aspect and its other embodiments, the at least one memory and the computer program code are configured to, with the at least one processor, further cause the apparatus to at least: based on the input, determine at least one of a normal stop operation mode and an emergency stop operation mode; obtain a set of operation parameter values predefined for the determined stop operation mode, wherein the operation parameter values for the normal stop operation mode are predefined for optimization between the maximum stop effect and the maximum component life, and the operation parameter values for the emergency stop operation mode are predefined for the maximum stop effect; and determine the motion control value by applying the operation parameter values to perform the adjustment.

[0020] In an embodiment that can be combined with the fourth aspect and other embodiments thereof, the operation parameter values in the first mode include values of rotational speed, pitch function parameter, and steering parameter, and the operation parameter values in the second mode include the value of blade pitch angle.

[0021] In an embodiment that can be combined with the fourth aspect and other embodiments thereof, at least one memory and computer program code are configured to, together with at least one processor, further cause the apparatus to at least execute in the first mode: select a pitch function for stopping from among pitch functions including at least a trochoidal pitch function and an epicycloidal pitch function based on speed; input the obtained set of operation parameter values into the selected pitch function; and rotate the blade according to the motion control value output by the selected pitch function.

[0022] In an embodiment that can be combined with the fourth aspect and other embodiments thereof, at least one memory and computer program code are configured to, together with at least one processor, further cause the apparatus to at least: in the first mode, when starting adjustment, rotate the blade so that the thrust direction of the cycloidal propeller unit changes to be substantially perpendicular to the thrust direction when the input is received; and, in the first mode, when the indicated speed is lower than a second speed lower than the first speed, rotate the blade so that the thrust direction of the cycloidal propeller unit changes to a reverse thrust direction.

[0023] In an embodiment that can be combined with the fourth aspect and other embodiments thereof, at least one memory and computer program code are configured to, together with at least one processor, further cause the apparatus to at least: adjust the first and second cycloidal propeller units substantially symmetrically with respect to the longitudinal axis of the ship using a first motion control value; receive a steering command to change the moving direction of the ship after the input; determine a second motion control value based at least on the speed and the received steering command; and after the steering command, adjust one of the first and second cycloidal propeller units using the first motion control value and adjust the other using the second motion control value.

[0024] In an embodiment that can be combined with the fourth aspect and other embodiments thereof, at least one memory and computer program code are configured to, together with at least one processor, further cause the apparatus to at least: when both the first and second cycloidal propeller units are adjusted using the first motion control value, cause both the first and second cycloidal propeller units to brake in the first mode or the second mode; and when the first motion control value and the second motion control value are used in the adjustment, cause one of the first and second cycloidal propeller units to brake in the first mode and cause the other to brake in the second mode.

[0025] According to a fifth aspect, there is provided a ship, comprising: at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel equipped with two or more rotatable blades each; a movement control arrangement including at least one device configured to start a stop procedure in response to receiving an input triggering an automatic stop procedure, the stop procedure including at least: at least obtaining information indicating the speed of the ship; and at least adjusting a movement control value of at least the first cycloidal propeller unit based on the indicated speed to cause the first cycloidal propeller unit to brake in a first mode or a second mode while maintaining the moving direction of the ship in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated; at least one first user interface element for changing the state of the automatic stop procedure in response to a user input to the first user interface element, the user interface element being connected to the movement control arrangement; and at least one second user interface element for steering the ship.

[0026] In an embodiment of the ship, the at least one first user interface element includes a plurality of user interface elements for a plurality of stop operation modes, the stop operation modes including at least a normal stop operation mode and an emergency stop operation mode.

[0027] According to a sixth aspect, there is provided a computer-readable medium storing computer-executable instructions that, when executed by a computer, cause the computer to at least perform: in response to receiving an input triggering an automatic stop program for a ship, starting a stop program, the ship including at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel equipped with two or more rotatable blades each, the stop program including at least the following: at least obtaining information indicating the ship speed; and at least adjusting a motion control value of at least the first cycloidal propeller unit based on the indicated speed to cause the first cycloidal propeller unit to brake in a first mode or a second mode while maintaining the ship's moving direction in accordance with the latest steering command, where the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated.

[0028] Embodiments of the computer-readable medium cause the computer to execute a method according to any combination of embodiments that can be combined with the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Exemplary embodiments will be described in more detail below with reference to the drawings, in which:

[0030] Figure 1 illustrates an example of a ship device;

[0031] Figure 2 illustrates an example of the placement of a propulsion unit;

[0032] Figure 3 is a flowchart illustrating an example functionality;

[0033] Figure 4 illustrates an example of the rudder braking mode;

[0034] Figure 5 and 6 illustrates an example of the cycloidal propeller braking mode;

[0035] Figure 7 、 Figure 8 and Figure 9 are flowcharts illustrating an example functionality; and

[0036] Figure 10 is an exemplary block diagram of a device. DETAILED DESCRIPTION

[0037] The following embodiments are exemplary. Although the specification may refer to "one", "a", or "some" embodiments in multiple places, this does not necessarily mean that each such reference refers to the same (multiple) embodiment, or that the feature applies only to a single embodiment. The individual features of different embodiments can also be combined to provide other embodiments. Additionally, the words "comprising" and "including" should be understood as not limiting the described embodiments / examples to only the features that have been mentioned, and such embodiments can also include features / structures that are not specifically mentioned. Furthermore, although terms including ordinal numbers (such as "first", "second", etc.) may be used to describe various elements, the structural elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, the first cycloidal propeller unit can be referred to as the second cycloidal propeller unit, and similarly, the second cycloidal propeller unit can also be referred to as the first cycloidal propeller unit, without departing from the scope of the present disclosure.

[0038] Embodiments and examples of the methods described herein can be implemented in any cycloidal propulsion system that includes two or more cycloidal propeller units.

[0039] Figure 1 is a schematic block diagram showing a highly simplified example of a ship 110 having a propulsion system that includes two or more cycloidal propeller units 120, referred to simply as propellers or propulsion subsystems. The term "ship" generally refers to any vessel designed for water transportation, such as a marine vehicle. Marine vehicles can include, for example, transport ships and passenger ships. Transport ships can include, for example, cargo ships and containers. Additionally, a ship can refer to service ships such as fishing boats, tugboats, and supply ships, as well as military ships. Furthermore, a ship can be used as a ferry or a submarine. It is obvious to those skilled in the art that a ship includes any number of the illustrated elements, other equipment, other functions, and other structures not shown. They, as well as the signals and protocols used to carry control information, are well known to those skilled in the art and are not relevant to the actual invention. Therefore, they do not need to be discussed in more detail here.

[0040] In Figure 1In the illustrated example, the cycloidal propeller unit 120 includes a rotatable main wheel 121 equipped with five blades 122, 123, 124, 125, 126 that are each rotatable to, for example, change the angle of attack of each blade and extend from the main wheel. It should be understood that any number of blades may be provided. A detailed description of different examples of such cycloidal propeller units and the controllability and rotatability of different parts of the cycloidal propeller unit, or of the cycloidal propeller unit and a general movement control arrangement 140 for controlling the rotation of the unit(s) or part(s) of the unit(s) individually or jointly, is described in WO2021 / 249645, which is assigned to the same applicant and is hereby incorporated by reference herein. Additionally, to implement an automatic stop procedure with steering capabilities, the movement control arrangement 140 includes a stop tool 141, such as a device configured to implement the automatic stop procedure, which will be described in more detail below.

[0041] When the corresponding input is received, the automatic stop procedure is initiated. For example, the input may be a user input received via a user interface (UI) element 130 on the bridge. The input may be an input generated by a guidance system (such as an autonomous driving system). Depending on the implementation, the automatic stop procedure may include one stop operation mode, or multiple stop operation modes, such as a normal stop operation mode and an emergency stop operation mode. A non-limiting list of examples of user interface elements 130 includes a display that includes one or more software buttons for the automatic stop procedure, or a joystick having one or more physical locations or buttons for the automatic stop procedure, or a lever that includes one or more predefined locations for the automatic stop procedure, or one or more dedicated levers or physical buttons for the automatic stop procedure. At least one user interface element 130 may be used to change the state of the automatic stop procedure (e.g., be connected to the movement arrangement element 140) to at least activate the stop tool 141. Figure 1 Another user interface element not shown is a user interface element for steering the ship. For example, a joystick or lever may be used to steer the ship during the automatic stop procedure. Accordingly, even though Figure 1 not illustrated, the guidance system may be connected to the movement arrangement element 140, or be connected to the automatic stop tool 141, or be part of the movement arrangement element 140.

[0042] The automatic stop tool 141 can be configured to implement one or more different braking modes. This configuration can include multiple sets of operating parameters to be used during stopping. In one implementation, the automatic stop procedure uses a cycloidal propeller braking mode. In another implementation, the automatic stop procedure uses a rudder braking mode. In additional implementations, the automatic stop procedure can use both the cycloidal propeller braking mode and the rudder braking mode, for example, continuously and / or simultaneously and / or depending on the stop operation mode.

[0043] Figure 2 is a schematic block diagram illustrating different examples of positioning at least a first cycloidal propeller unit and a second cycloidal propeller unit in a ship, which can be configured to implement an automatic stop procedure that maintains the moving direction of the ship in accordance with the latest steering command. In Figure 2 the illustrated example, the cycloidal propeller units are symmetrically positioned relative to the longitudinal axis of the ship's hull, which is depicted by a dashed line. However, it should be understood that the cycloidal propeller units can be asymmetrically positioned, or some of them are symmetric while some are asymmetric.

[0044] See Figure 2 , ship 210 is a twin-screw ship, in which the first cycloidal propeller unit 211 and the second cycloidal propeller unit 212 are positioned along the longitudinal axis of the hull. In ship 220, the first cycloidal propeller unit 221 and the second cycloidal propeller unit 222 are positioned at the end portions of the hull at the same distance from the longitudinal axis of the hull. In ships 210 and 220, both propeller units can be used to stop the ship, or one can be used to stop the ship and the other to maintain the moving direction in accordance with the latest steering command. Ship 230 includes three cycloidal propeller units 231, 232, 233 located at the end portions of the hull, two cycloidal propeller units 231, 232 are positioned at the same distance from the longitudinal axis of the hull, i.e., similar to the situation in ship 220, and one cycloidal propeller unit 233 is positioned along the longitudinal axis of the hull. In ship 230, all propeller units can be used to stop the ship, or two propeller units can be used to stop the ship while one propeller unit is used to maintain the moving direction in accordance with the latest steering command, or one propeller unit is used to stop the ship while one or two propeller units are used to maintain the moving direction in accordance with the latest steering command.

[0045] From Figure 2 the examples, it can be clearly seen that the automatic stop procedure does not limit the positioning of the propeller units and can control the propeller units in different ways during an automatic stop procedure with steering capabilities.

[0046] Figure 3It is a flowchart illustrating an example functionality of a movement control arrangement configured to implement an automatic stop procedure for a vessel comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit.

[0047] See Figure 3 , the propeller unit (block 301) is controlled to provide propulsion and steer the vessel according to the received input (block 302: No), as described, for example, in WO2021 / 249645. When an input triggering the automatic stop procedure is received (block 302: Yes), the stop procedure (automatic stop procedure) is started. The stop procedure at least includes the following: obtaining (block 303) information indicating at least the vessel speed and adjusting (block 304) the motion control value of at least the first cycloidal propeller unit based at least on the indicated speed so that the first cycloidal propeller unit brakes in a first mode or a second mode while maintaining the vessel's direction of movement in accordance with the latest steering command. By considering the change in the direction of movement that braking (e.g., asymmetric braking) may cause and compensating for it in steering, the vessel's direction of movement is maintained in accordance with the latest steering command.

[0048] The obtaining (block 303) and adjusting (block 304) can be performed multiple times during the stop procedure and are automatically performed without any other input except the input triggering the automatic stop procedure.

[0049] The information indicating speed can be the measured vessel speed, or information indirectly indicating speed, or an estimate. Information indirectly indicating speed can be a torque value, a power value, and / or a revolutions per minute (RPM) value. The above values can be used to calculate the speed. The estimate can be calculated based on a model, for example, based on the total thrust of the vessel (i.e., the thrust generated by the propeller units in use) and the resistance curve of the vessel. The resistance or drag force of the vessel is constant or almost constant (sufficiently constant) with respect to speed.

[0050] The first mode in which the first cycloidal propeller unit can brake can be a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving an input, as, for example, in Figure 5 and Figure 6 described.

[0051] The second mode in which the first cycloidal propeller unit can brake can be a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the direction of movement, or the blades are held in a first position and the main wheel is rotated, as, for example, in Figure 4The (multiple) first positions may be the (multiple) positions at which the main wheel / blade is when receiving an input that triggers the automatic stop procedure, or positions at which it is at a later time during the automatic stop procedure.

[0052] Depending on the implementation, the adjustment may be performed step - by - step (i.e., sequentially). Figure 7 An example of the step - by - step manner is described.

[0053] Furthermore, depending on the implementation, when there are two or more automatic stop operation modes, the adjustment may be based on the automatic stop operation mode triggered by the input, and different automatic stop operation modes provide different adjustments.

[0054] Figure 4 is a block diagram illustrating the operating principle in the rudder braking mode (referred to herein as the second mode). In the rudder braking mode, the propeller unit does not generate propulsion and forward thrust, and it only generates lateral force and braking force.

[0055] See Figure 4 , in the normal operation mode 410 of block 301 as described above, the main wheel 121 and the blade of the propeller unit are controlled, including rotation, to move the ship in the moving direction 401 until the automatic stop procedure starts.

[0056] In one implementation, during the automatic stop procedure in the rudder braking mode, the propeller unit may be configured to hold the main wheel 121 in a certain position (first position), for example, the position of the main wheel when an input triggering the automatic stop procedure is received or when adjustment starts, and the blades are each positioned at a predetermined angle corresponding to the moving direction. The value of the predetermined angle with respect to the moving direction is up to ±90 degrees, preferably between ±10 and ±45 degrees. Two or more of the two or more blades may have the same predetermined angle value or different predetermined angle values. For example, all the blades may be positioned inwardly or outwardly at the same angle, for example, to generate steering power and / or generate braking force and / or compensate for the lateral force of another propeller unit. The blades may be positioned as symmetrically as possible, for example, to form a braking configuration. For example, in Example 420 of the final braking mode position, the blades are positioned inwardly at angles 421, 422, 423, 424, 425, which have the same absolute value, for example, 25 degrees. The blades may be at different angles step by step. For example, the (multiple) blades at the bow have the smallest angle, the next blade has a larger angle, and so on, for example, to enhance the steering effect. For example, in Example 430 of the final braking mode position of the blades, angle 433 is the smallest angle, angles 432 and 434 are greater than angle 433 and have the same absolute value, and angles 431 and 435 are greater than angles 432 and 434. Any combination of the disclosed positioning angle methods may be used, for example, depending on the stop operation mode, the size of the ship, the number of propeller units in the ship, the number of propeller units used for the automatic stop procedure, etc. In addition, although the angles are inward in Examples 420 and 430, one or more of the angles may be outward.

[0057] In another embodiment, during the automatic stop procedure in the rudder braking mode, the propeller unit may be configured to hold the blades in place (first position), for example, the position of the blades when an input triggering the automatic stop procedure is received or when adjustment starts, and the main wheel 121 is rotated towards a predetermined angle with respect to the moving direction. The value of the predetermined angle with respect to the moving direction is up to ±90 degrees. When the main wheel 121 rotates, the blades also move accordingly, as illustrated in Example 440.

[0058] In a ship including two or more propeller units, one or more propeller units in the ship may also implement the rudder braking mode, hold the wheel in the first position, and one or more propeller units in the ship may implement the rudder braking mode, hold the blades in the first position. In addition, it should be understood that the first position may be any predetermined fixed position.

[0059] Figure 5 and Figure 6It is a block diagram illustrating the operating principle in the cycloidal propeller braking mode (referred to as the first mode in this article), where two cycloidal propeller units are adjusted symmetrically with respect to the longitudinal axis and the direction of motion. In the cycloidal propeller braking mode, the propeller units generate propulsion and thrust, and the direction of thrust is changed (e.g., using a predetermined control value of the blades) without changing the rotational direction of the wheel.

[0060] Figure 5 It illustrates the operating principle of the cycloidal propeller unit positioned along the longitudinal axis.

[0061] See Figure 5 , in the normal operating mode 510 of block 301 as described above, to move the ship in the moving direction 501, the blades generate thrust such that the thrust direction 511 is aligned with the moving direction until the automatic stop procedure starts. When the automatic stop procedure or adjustment starts, the blades are rotated to change the thrust direction of the cycloidal propeller unit to be substantially perpendicular to the thrust direction when the input is received. In the symmetrical adjustment, the thrust direction of one of the propeller units rotates outward 521, while the thrust direction of the other propeller unit rotates inward 522, as shown in examples 520A and 520B. For example, the blades are further rotated to change the thrust direction of the cycloidal propeller unit to the reverse thrust direction 531 when the indicated speed is below a predefined limit, as shown in example 530. The blades can be rotated by changing the blade trajectory parameters.

[0062] Figure 6 It illustrates the working principle of the cycloidal propeller units positioned symmetrically with respect to the longitudinal axis of the ship, at the same or substantially the same distance from the longitudinal axis.

[0063] See Figure 6 , in the normal operating mode 610 of block 301 as described above, to move the ship in the moving direction 601, the blades generate thrust such that the thrust direction 611 is aligned with the moving direction until the automatic stop procedure or adjustment starts. When the automatic stop procedure or adjustment starts, the blades are rotated to change the thrust direction of the cycloidal propeller unit to be substantially perpendicular to the thrust direction when the input is received. In the symmetrical adjustment, the thrust direction of the propeller unit rotates outward 621 or inward 622, as shown in examples 620A and 620B. In the illustrated example, the blades are further rotated, for example, when the indicated speed (as explained in block 303) is below a predefined limit, to change the thrust direction of the cycloidal propeller unit to the reverse thrust direction 631, as shown in example 630. The blades can be rotated by changing the blade trajectory parameters.

[0064] During the automatic stop procedure, the symmetric adjustment may change to an asymmetric adjustment and may later change back to a symmetric adjustment. Additionally, in a vessel including two or more propeller units, a rudder braking mode may be implemented with one or more propeller units in the vessel, and a cycloidal propeller braking mode may be implemented with one or more propeller units in the vessel.

[0065] In the asymmetric procedure, the propellers can be adjusted to change the thrust direction such that one propeller changes inwards and the other propeller changes outwards, or they change the thrust direction in different phases. For example, when one propeller changes by approximately 90 degrees relative to the starting position, the other propeller changes by approximately 45 degrees.

[0066] Figure 7 is a flowchart illustrating an example functionality of a movement control arrangement configured to progressively implement an automatic stop procedure and use one of a plurality of available stop operation modes. In the illustrated example, it is assumed that the stop operation modes are a normal stop operation mode and an emergency stop operation mode.

[0067] See Figure 7 , control the propeller unit (block 701) to provide propulsion and steer the vessel according to the received steering input (block 702: no), for example according to user input as described in WO2021 / 249645 and / or according to a steering command generated by a guidance system. When an input triggering the automatic stop procedure is received (block 702: yes), start the stop procedure (automatic stop procedure). In the illustrated example, determine the stop operation mode based on the input (block 703). For example, a user input element selected by the user indicates whether to trigger the automatic stop function for a normal stop or an emergency stop. Accordingly, the guidance system (such as an autopilot system) can generate different stop commands or stop inputs, such as a normal stop command and an emergency stop command. Additionally, at least obtain information indicating the vessel speed v (block 704), and the above obtaining is performed multiple times during the stop procedure, for example as an ongoing background process even if not separately illustrated herein.

[0068] In Figure 7 the illustrated example, as long as (block 705: yes) the speed v exceeds a first speed v1 before adjustment, reduce the indicated speed v to the first speed v1 by changing (block 706) the propulsion of at least one of the first and second cycloidal propeller units. For example, the speed can be reduced to approximately 20 RPM. In other words, when the stop procedure starts, the vessel has speed and inertia, and the speed is reduced by generating a force opposite to the direction of movement.

[0069] When the speed drops to the first speed (block 705: no), i.e., the indicated speed does not exceed the first speed, at least the first cycloidal propeller unit is adjusted in a stepwise manner, which means that the adjustment steps are repeatable and carried out step by step. The number of steps can vary, but in the implementation of the cycloidal propeller braking mode illustrated in Figure 5 or Figure 6 at least two steps are required. Additionally, the number of steps in the normal operation mode can be different from the number of steps in the emergency mode.

[0070] In Figure 7 the illustrated example, the braking mode of each cycloidal propeller unit in the ship is determined (block 707), or the braking mode of each cycloidal propeller unit used during the automatic stop procedure is determined. The braking mode includes a first mode (cycloidal propeller braking mode) and a second mode (rudder braking mode), and in one implementation, when at least one propeller unit is in the braking mode, the braking mode also includes a steering-only mode for one or more propeller units. It should be understood that determining the braking mode can be skipped, for example, in an implementation that includes only one braking mode.

[0071] Then, the actual adjustment is performed on the cycloidal propeller unit for which the braking mode has been determined. In the illustrated example, if the braking mode is the first mode (block 708: yes), a pitch function is selected from among two or more pitch functions based on the speed (block 709). For example, the selection can depend on the current step, which in turn depends on the current speed. The pitch functions at least include a hypocycloidal pitch function and an epicycloidal pitch function, such as the hypocycloidal pitch function and the epicycloidal pitch function for stopping (for the automatic stop procedure). Depending on the implementation, the pitch functions can include other periodic pitch functions or non-periodic pitch functions, such as podded stopping. Additionally, these pitch functions or some of them can be the same pitch functions used in the normal operation mode (block 701) and / or dedicated pitch functions for the stop operation mode.

[0072] Regardless of the braking mode, whether the pitch function is selected (block 708: yes) or not (block 708: no), a set of operation parameter values predefined for the stop operation mode and step is obtained (block 710). The pitch function can be selected based on the stop operation mode and / or speed. The operation parameter values for the normal stop operation mode can be predefined to optimize between the maximum stop effect or shortest stop distance and maximum component life, or they can be predefined to achieve a soft stop effect considering component wear and a reasonable / pre-estimated stop distance. The operation parameter values for the emergency stop operation mode can be predefined to achieve the maximum stop effect. In other words, they can be predefined to achieve the shortest stop distance without considering its significance to component life. A set of operation parameter values for the first mode can include values of rotational speed, pitch function parameters (such as eccentricity), and steering parameters (such as yaw angle). A set of operation parameter values for the second mode can include values of blade pitch angle or rotational wheel. These values or some of them can be values to be applied as such, or values to be added to or subtracted from previous values (such as operation parameter values in the normal operation mode) to obtain the values to be applied in this step. Generally, the operation parameter values can be predetermined to obtain optimal performance and safety, for example, to produce the required braking effect to stop the movement of the ship while restricting the blade stress level as much as possible to avoid damage to the (multiple) propeller units. Using the predetermined values ensures quick adjustment and requires less computing power during the automatic stop procedure.

[0073] Apply the operation parameter values to determine (block 711) the motion control value. For example, in the first mode, the operation parameter values can be input into a pitch function that outputs the motion control value. In the second mode, the operation parameter values can be determined as the motion control value, or the motion control value can be calculated using the previous motion control value and the obtained operation parameter values. Then the motion control value is applied to rotate one or more blades and / or wheels, and then it is monitored whether the speed v decreases (block 713) to the maximum speed value v-max-next of the next step, or decreases (block 714) to zero, or an input to cancel (block 715) the automatic stop procedure is received.

[0074] When the speed v does not decrease (block 713: no) to the maximum speed value v-max-next of the next step, the process returns to block 707 in the illustrated example to determine the braking mode for this step and continues from here as described above.

[0075] When the speed v decreases (block 714: yes) to zero, the stop mode (block 716) is entered in the illustrated example.

[0076] If an input to cancel the automatic stop procedure is received (block 715: Yes), the procedure is stopped (block 717), and in the illustrated example, the normal operation mode is entered (block 717). Entering the normal operation mode means that the process returns to block 701 to control the propeller unit to provide propulsion and steer the vessel according to the received steering input. The input that triggers the automatic stop procedure and the input to cancel the automatic stop procedure can both be received as user inputs or inputs generated by the guidance system, or one is a user input and the other is an input generated by the guidance system.

[0077] In one implementation, when the automatic stop procedure triggered in block 702 is the normal stop operation mode, an input for the emergency stop operation mode received thereafter cancels the normal stop operation mode, and the process returns to block 703 to re-determine the stop operation mode.

[0078] Figure 8 and Figure 9 are flowcharts illustrating different example functionalities of the movement control arrangement that provide different examples of how to consider steering commands received during the stop procedure. The different functionalities can be combined. In Figure 8 and Figure 9 's example, it is assumed that at the start of the stop procedure, including at the start of the adjustment, a symmetric procedure is applied and the direction of movement is maintained in the direction of the vessel at the time the input triggered the automatic stop procedure. In other words, it is assumed that a steering command to change the direction of movement of the vessel is received during the adjustment phase. Additionally, for clarity of description, it is assumed that two cycloidal propeller units are used. Implementing the functionality into more than two propeller units is a straightforward task.

[0079] See Figure 8 , when the adjustment starts (block 800), a first motion control value is determined based on the speed (block 801), and the two propeller units are adjusted symmetrically with respect to the longitudinal axis of the vessel using the first motion control value (block 802) until a steering command to change the direction of movement of the vessel is received (block 803: Yes). After the steering command, in the illustrated example, a first motion control value is determined based on the speed (block 804), and a second motion control value is determined based on the speed and the steering command (e.g., based on the change in the direction of movement) (block 804). Then one of the propeller units is adjusted using the first motion control value (block 805), and the other propeller unit is adjusted using the second motion control value. In other words, an asymmetric adjustment is applied.

[0080] See Figure 9, when starting the adjustment (block 900), the two propeller units are adjusted substantially symmetrically with respect to the longitudinal axis of the ship (block 901) to brake in the first mode or the second mode (i.e., in the same mode) until a steering command to change the moving direction of the ship is received (block 902: yes). Then, in the illustrated example, one of the propeller units is braked in the first mode and the other propeller unit is braked in the second mode. In other words, one of the propeller units is adjusted using the first mode (block 903), and the other is adjusted using the second mode. In other words, an asymmetric adjustment is applied. It can be said that the propeller unit with the unchanged braking mode uses the first motion control value, while the propeller unit with the changed braking mode uses the first motion control value at the beginning and the second motion control value after the steering command.

[0081] Figures 1 to 9 The above-mentioned blocks and related functions are not absolutely in chronological order, and some blocks can be executed simultaneously or in an order different from the given order. Other functions can also be executed between or within the blocks. For example, when starting the stop program, the open sea mode can be changed to the maneuvering mode, and then the adjustment or deceleration can be started. Another example is to obtain electric power from the braking power generated during the automatic stop program. Some blocks or partial blocks can also be omitted or replaced by corresponding blocks or partial blocks.

[0082] Figure 10 is, for example, by means of Figures 1 to 7 and a simplified block diagram of any combination thereof, illustrating some units of a device (apparatus, equipment) 1000 configured to perform at least some of the above-mentioned functionality of the ship automatic stop program. In the illustrated example, the device 1000 includes one or more interface (IF) entities 1001, such as one or more user interfaces, and one or more processing entities 1002 connected to the various interface entities 1001 and one or more memories 1003.

[0083] One or more interface entities 1001 are entities for receiving and transmitting information, such as communication interfaces including hardware and / or software, for implementing communication connectivity according to one or more communication protocols, or for implementing data storage and extraction, or for providing user interaction via one or more user interfaces, as described above in Figure 1 the explanation of the illustrated example.

[0084] The processing entity 1002 is capable of performing calculations and is configured to, for example, by means of Figures 1 to 9any one of them and any combination thereof to implement at least a part of the above functionality / operation, where the corresponding algorithm 1004 is stored in the memory 1003. In addition to the functionality and the corresponding algorithm, the functionality and the corresponding algorithm may also include one or more stop programs, one or more functions for guiding the system and the corresponding algorithms. The entity 1002 may include one or more processors, controllers, control units, microcontrollers, etc., and may be configured to, for example, by means of Figures 1 to 9 any one of them and any combination thereof to execute the above embodiments / examples / implementations or operations. Generally, a processor is a central processing unit, but the processor entity 1002 may be an additional operation processor or a multi-core processor or a microprocessor.

[0085] The memory 1003 can be used to store, for example, by means of Figures 1 to 9 any one of them and any combination thereof the computer program code required for the above one or more functionality / operations, that is, the algorithm 1004 for implementing the functionality / operation of any one of the above Figures 1 to 9 any one of them and any combination thereof. The memory 1003 can be used to store two or more sets of operation parameter values. When an incremental adjustment (braking) is applied, these sets can be associated with corresponding speed values. The memory 1003 can also be used to at least temporarily store, for example, by means of Figures 1 to 9 any one of them and any combination thereof other possible information required for the above one or more functionality / operations. The memory 1003 may include a data buffer, which can at least temporarily store, for example, measurement data and / or information received as input.

[0086] In summary, the methods described herein, for example, by means of Figures 1 to 9 any one of them and any combination thereof, can be configured as a computer or a processor, or a microprocessor, such as a single-chip computer element, or a chipset, or one or more logic gates, which at least includes a memory for providing a storage area for arithmetic operations and an arithmetic operation processor for performing arithmetic operations. For example, by means of Figures 1 to 7 any one of them and any combination thereof, each or some or one of the algorithms for the above functions / operations can be included in one or more computer processors, application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), graphics processing units (GPUs) and / or other hardware components that have been programmed and / or will be programmed by downloading computer program code (one or more algorithms) to perform one or more functions of one or more embodiments / examples.

[0087] Embodiments provide a computer program embodied on any client-readable distribution / data storage medium or memory unit or article of manufacture, including program instructions executable by one or more processors / computers which, when loaded into an apparatus (device, equipment), constitute an entity providing the corresponding functionality or at least a part of the corresponding functionality. The program, also referred to as a program product, includes software routines, program fragments constituting a "program library", applets and macros, and can be stored in any medium, including a non-transitory computer-readable storage medium, and can be downloaded into an apparatus. In other words, each or some or one of the algorithms for the above functions / operations, for example, is implemented by means of Figures 1 to 9 one or more arithmetic logic units, a plurality of dedicated registers, and control circuits therein.

[0088] It will be obvious to those skilled in the art that, as technology advances, the concepts of the present invention can be implemented in various ways. The present invention and its embodiments are not limited to the above examples, but can vary within the scope of the claims.

Claims

1. A method for stopping a ship, the ship comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel equipped with two or more rotatable blades each, the method comprising: In response to receiving an input triggering an automatic stop procedure, starting the stop procedure, the stop procedure at least including the following: At least obtaining information indicating the ship speed; and At least adjusting the motion control value of at least the first cycloidal propeller unit based on the indicated speed to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining the moving direction of the ship in line with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated.

2. The method according to claim 1, wherein the stop procedure at least further includes: Before adjustment, reducing the indicated speed to a first speed by changing the propulsion of at least one of the first cycloidal propeller unit and the second cycloidal propeller unit; and Starting the adjustment when the indicated speed does not exceed the first speed.

3. The method according to claim 1, wherein the stop procedure further includes at least a normal stop operation mode and an emergency stop operation mode, and the method further includes: Determining the stop operation mode based on the input; Obtaining a predefined set of operation parameter values for the determined stop operation mode, wherein the operation parameter values for the normal stop operation mode are predefined for optimization between maximum stop effect and maximum component life, and the operation parameter values for the emergency stop operation mode are predefined for the maximum stop effect; and Determining the motion control value by applying the operation parameter values and performing the adjustment.

4. The method according to claim 1, wherein the stop procedure at least further includes: Performing the adjustment step by step in a stepwise manner, the stepwise manner including at least in each step: When the speed is reduced to the maximum speed value of the step, obtaining a predefined set of operation parameter values for the step; and Determining the motion control value by applying the operation parameter values and performing the adjustment.

5. The method according to claim 3 or 4, wherein the operation parameter values in the first mode include values of rotational speed, pitch function parameter, and steering parameter, and the operation parameter values in the second mode include values of blade pitch angle.

6. The method according to claim 5, further including in the first mode: Based on the speed, select a pitch function from among pitch functions including at least a trochoidal pitch function and a cycloidal pitch function for stopping; Input a set of obtained operation parameter values into the selected pitch function; And Rotate the blade according to the motion control value output by the selected pitch function.

7. The method according to claim 2, wherein in the first mode, at least further includes: When starting the adjustment, rotate the blade so that the thrust direction of the cycloidal propeller unit changes to be substantially perpendicular to the thrust direction when the input is received; And When the indicated speed is lower than a second speed lower than the first speed, rotate the blade so that the thrust direction of the cycloidal propeller unit changes to the reverse thrust direction.

8. The method according to claim 1, wherein in the second mode, the value of the predetermined angle with the moving direction is up to ±90 degrees, and two or more of the two or more blades can have the same value or different values.

9. The method according to claim 1, wherein the stopping procedure at least further includes: Use a first motion control value to adjust the first cycloidal propeller unit and the second cycloidal propeller unit substantially symmetrically with respect to the longitudinal axis of the ship; Receive a steering command for changing the moving direction of the ship after the input; Determine a second motion control value based at least on the speed and the received steering command; After the steering command, use the first motion control value to adjust one cycloidal propeller unit of the first cycloidal propeller unit and the second cycloidal propeller unit and use the second motion control value to adjust the other cycloidal propeller unit.

10. The method according to claim 9, wherein When both the first cycloidal propeller unit and the second cycloidal propeller unit are adjusted using the first motion control value, brake both the first cycloidal propeller unit and the second cycloidal propeller unit in the first mode or the second mode; and When the first motion control value and the second motion control value are used in the adjustment, brake one cycloidal propeller unit of the first cycloidal propeller unit and the second cycloidal propeller unit in the first mode and brake the other cycloidal propeller unit in the second mode.

11. The method according to claim 1, further includes: Receive an input to cancel the automatic stopping procedure; Stop the stopping procedure; And Enter the normal operation mode.

12. An apparatus, comprising: At least one processor; And At least one memory including computer program code, the at least one memory and the computer program code being configured to, together with the at least one processor, cause the apparatus to at least execute: In response to receiving an input triggering an automatic stopping procedure for a ship, start a stopping procedure, the ship including at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a main wheel capable of rotating, the main wheel being equipped with two or more blades capable of rotating respectively, the stopping procedure at least includes The following: Obtain at least information indicating the speed of the ship; and Adjust at least the motion control value of the at least the first cycloidal propeller unit based at least on the indicated speed so that the first cycloidal propeller unit brakes in a first mode or a second mode while maintaining the moving direction of the ship in accordance with the latest steering command, where the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction when the input is received, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated.

13. The apparatus according to claim 12, wherein the at least one memory and the computer program code are configured to, together with the at least one processor, further cause the apparatus to at least perform the following operations during the stop procedure: Before adjustment, reduce the indicated speed to a first speed by changing the propulsion of at least one of the first cycloidal propeller unit and the second cycloidal propeller unit; Begin the adjustment when the indicated speed does not exceed the first speed; Perform the adjustment in a step-by-step manner, the step-by-step manner including at least in each step: When the speed is reduced to the maximum speed value of the step, obtain a set of operation parameter values predefined for the step; and Determine the motion control value by applying the operation parameter values and perform the adjustment.

14. The apparatus according to claim 12, wherein the at least one memory and the computer program code are configured to, together with the at least one processor, further cause the apparatus to at least: Based on the input, determine a stop operation mode among at least a normal stop operation mode and an emergency stop operation mode; Obtain a set of operation parameter values predefined for the determined stop operation mode, where the operation parameter values for the normal stop operation mode are predefined for optimization between maximum stop effect and maximum component life, and the operation parameter values for the emergency stop operation mode are predefined for the maximum stop effect; and Determine the motion control value by applying the operation parameter values and perform the adjustment.

15. The apparatus according to claim 13, wherein the operation parameter values in the first mode include values of rotational speed, pitch function parameter, and steering parameter, and the operation parameter values in the second mode include values of blade pitch angle.

16. The apparatus according to claim 15, wherein the at least one memory and the computer program code are configured to, together with the at least one processor, further cause the apparatus to at least perform in the first mode: Based on the speed, select a pitch function for stopping among pitch functions including at least a hypocycloidal pitch function and an epicycloidal pitch function; Input a set of obtained operation parameter values into the selected pitch function; and Rotate the blade according to the motion control value output by the selected pitch function.

17. The apparatus according to claim 13, wherein the at least one memory and the computer program code are configured to, together with the at least one processor, further cause the apparatus to at least: In the first mode, when adjustment starts, rotate the blade so that the thrust direction of the cycloidal propeller unit changes to be substantially perpendicular to the thrust direction when the input is received; and In the first mode, when the indicated speed is lower than a second speed lower than the first speed, rotate the blade so that the thrust direction of the cycloidal propeller unit changes to the reverse thrust direction.

18. The apparatus according to claim 12, wherein the at least one memory and the computer program code are configured to, together with the at least one processor, further cause the apparatus to at least: Use the first motion control value to adjust the first cycloidal propeller unit and the second cycloidal propeller unit substantially symmetrically with respect to the longitudinal axis of the ship; Receive a steering command to change the moving direction of the ship after the input; Determine a second motion control value based at least on the speed and the received steering command; After the steering command, use the first motion control value to adjust one of the first cycloidal propeller unit and the second cycloidal propeller unit and use the second motion control value to adjust the other cycloidal propeller unit.

19. The apparatus according to claim 18, wherein the at least one memory and the computer program code are configured to, together with the at least one processor, further cause the apparatus to at least: When both the first cycloidal propeller unit and the second cycloidal propeller unit are adjusted using the first motion control value, cause both the first cycloidal propeller unit and the second cycloidal propeller unit to brake in the first mode or the second mode; and When the first motion control value and the second motion control value are used in the adjustment, cause one of the first cycloidal propeller unit and the second cycloidal propeller unit to brake in the first mode and cause the other cycloidal propeller unit to brake in the second mode.

20. A ship, comprising: At least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a rotatable main wheel, the main wheel being equipped with two or more rotatable blades each; A movement control arrangement, the movement control arrangement comprising at least one device configured to initiate a stop procedure in response to receiving an input that triggers an automatic stop procedure, the stop procedure comprising at least the following: at least obtaining information indicating the speed of the ship; and at least adjusting a movement control value of at least the first cycloidal propeller unit based on the indicated speed to cause the first cycloidal propeller unit to brake in a first mode or a second mode while maintaining the moving direction of the ship in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated; At least one first user interface element for changing the state of the automatic stop procedure in response to a user input to the first user interface element, the user interface element being connected to the movement control arrangement; And At least one second user interface element for steering the ship.

21. The ship according to claim 20, wherein the at least one first user interface element comprises a plurality of user interface elements for a plurality of stop operation modes, the plurality of stop operation modes comprising at least a normal stop operation mode and an emergency stop operation mode.

22. A computer-readable medium storing computer-executable instructions that, when executed by a computer, cause the computer to at least perform: In response to receiving an input that triggers an automatic stop procedure for stopping a ship, a stop procedure is started, the ship including at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit including a main wheel that is rotatable, the main wheel being equipped with two or more blades that are each rotatable, the stop procedure including at least The following: At least obtaining information indicating the speed of the ship; And At least adjusting a movement control value of at least the first cycloidal propeller unit based on the indicated speed to cause the first cycloidal propeller unit to brake in a first mode or a second mode while maintaining the moving direction of the ship in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction upon receiving the input, and the second mode is a rudder braking mode in which the main wheel is held in a first position and the blades are each positioned at a predetermined angle corresponding to the moving direction, or the blades are held in the first position and the main wheel is rotated.

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