Double-head passenger ship propulsion control system and method

Abstract

The invention provides a double-end passenger ship propulsion control system and method. The double-end passenger ship propulsion control system comprises a bow and stern symmetrical propeller set, a double-cab control device, a redundancy control network, a dynamic authority management module and a fault switching unit. The bow and stern symmetrical propeller set at least comprises a bow pod propeller set and a stern main propeller set, the double-cab control devices are arranged in cabs at the bow end and the stern end of the ship body respectively, and each cab control device comprises a control panel and a signal processing unit which are backup for each other. The redundancy control network is composed of two independent optical fiber ring networks, and the two ring networks achieve data synchronization through a cross switch. And the dynamic authority management module receives a propulsion instruction from a bow and stern cab in real time, and allocates a control right according to an operation position priority, an instruction conflict detection result and an equipment state. According to the technical scheme, the technical problems of geometric error accumulation, fault coupling effect and dynamic compensation deficiency in the prior art can be solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of shipbuilding, and in particular relates to a propulsion control system and method for a double-ended passenger ship. Background Art

[0002] The propulsion systems of existing single-ended passenger ships typically utilize centralized control from a single bridge, which is unable to meet the bidirectional bow and stern operations required of double-ended passenger ships. When the ship needs to reverse, traditional solutions require the propellers to be adjusted in direction through a mechanical transmission mechanism, resulting in response delays and energy loss. Existing redundant control systems often utilize a primary-backup network architecture, with switching times generally exceeding one second, making it difficult to meet the control continuity (<500ms interruption) requirements of passenger ship safe return to port regulations. The multi-controller command conflict resolution mechanism is imperfect and often relies on manual arbitration, which can easily lead to operational confusion.

[0003] Therefore, how to provide a double-headed passenger ship propulsion control system and method that can solve the defects of traditional propulsion systems such as lack of double-head control, insufficient network reliability and weak ability to return to port safely has become a technical problem that needs to be solved urgently. Summary of the Invention

[0004] The embodiments of the present invention provide a double-ended passenger ship propulsion control system and method, which can solve the technical problems of geometric error accumulation, fault coupling effect and lack of dynamic compensation in the prior art.

[0005] In one embodiment of the present invention, a propulsion control system for a double-ended passenger ship is provided, comprising: a bow and stern symmetrical thruster group, a dual-cab control device, a redundant control network, a dynamic authority management module, and a fault switching unit;

[0006] The bow and stern symmetrical propeller group comprises at least a bow pod propeller group and a stern main propeller group. The bow pod propeller group includes two electrically driven pods that can rotate 360 ​​degrees independently. The stern main propeller group includes a fixed-pitch propeller and transverse propellers on both sides.

[0007] The dual-cab control device is respectively arranged in the cabs at the bow and stern ends of the hull, and each cab control device includes a control panel and a signal processing unit that serve as backup for each other;

[0008] The redundant control network is composed of two independent optical fiber ring networks, and the two ring networks achieve data synchronization through a cross-switch. The thruster group and the cab control device are both connected to the two optical fiber ring networks through dual ports;

[0009] The dynamic permission management module receives the propulsion instructions from the bow and stern control rooms in real time, and allocates the control right according to the operation position priority, the instruction conflict detection result and the equipment state, wherein the bow control room has the highest priority in the berthing mode, and the stern control room has the highest priority in the high-speed navigation mode.

[0010] The fault switching unit is configured to automatically switch to another ring network when it is detected that any fiber ring network communication is interrupted for more than 500 ms, and maintain the propeller output torque unchanged during the switching.

[0011] Further, each pod of the bow and stern symmetrical propeller group comprises a permanent magnet synchronous motor, a hydraulic brake and a torque sensor.

[0012] The rotor of the permanent magnet synchronous motor is directly connected to the propeller shaft.

[0013] The hydraulic brake can lock the propeller angle within 2 seconds in an emergency shutdown.

[0014] The torque sensor is configured to monitor the pod output torque in real time and feed back to the central controller through the CAN bus.

[0015] Further, the dynamic permission management module is configured to compare the time stamps of two instructions when the bow and stern control rooms send propulsion instructions at the same time, and preferentially execute the last received valid instruction, and if it is detected that the instruction conflict exceeds the set time and is not resolved, automatically enter the cooperative control mode, and allocate the control right of the bow and stern propeller group to the two control rooms respectively, and when the safe return to port mode is activated, forcibly concentrate the control right to the control room that detects the operation signal.

[0016] Further, the redundant control network comprises a network state monitoring unit, a data verification module and a historical instruction cache area.

[0017] The network state monitoring unit sends a heartbeat detection packet to each node every 100 ms.

[0018] The data verification module performs CRC32 verification on the transmission instructions, and triggers network switching when the verification fails for three times in succession.

[0019] The historical instruction cache area stores the propulsion instructions in the last 10 seconds for fault recovery.

[0020] Further, the system further comprises a safe return to port subsystem.

[0021] When it is detected that the main power supply fails, the system automatically switches to the emergency storage battery group for power supply, and cuts off the load of the non-propulsion system.

[0022] The propeller output power is limited to the range of 40%-60% of the rated power.

[0023] The heading keeping mode is started, and a closed-loop control instruction is generated by fusing GPS positioning data and gyro signal.

[0024] Further, the system comprises:

[0025] In the heading keeping mode, the bow pod propeller group is automatically adjusted to a symmetrical deflection angle, the deflection range is controlled within ±15°, and the rotating speed fluctuation range of the stern main propeller group is limited within ±5%; wherein, the propeller health state detection is performed once every 30s, and the load is immediately transferred to the normal propeller when a fault is found.

[0026] Further, the driver's cabin control device comprises a multi-modal operation interface, a tactile feedback unit and a three-dimensional situation display module.

[0027] The multi-modal operation interface is integrated with a handle direct control mode, a heading input mode and an automatic berthing mode.

[0028] The tactile feedback unit generates a counteracting force according to the propeller load state, and the feedback force is increased by 50%-80% when the propeller approaches the torque limit.

[0029] The three-dimensional situation display module renders a ship hull periphery water flow vector field and a propeller thrust distribution heat map in real time.

[0030] In another embodiment of the application, a double-head passenger ship propelling control method is based on any one of the double-head passenger ship propelling control systems, and the method comprises:

[0031] S101, self-checking is performed on the double-fiber ring network, a network topology mapping table is established, and the instruction zero of the bow and stern driver's cabin control device is calibrated;

[0032] S102, the priority of the bow and stern driver's cabin control instruction is calculated through a dynamic weight algorithm, the weight factor includes operation mode matching degree, instruction continuity and network delay, and the propeller torque distribution matrix is updated once every 200ms;

[0033] S103, when a single pod propeller failure is detected, the deflection angles of other propellers are automatically adjusted to compensate for the yawing moment, and when double ring network faults occur, an emergency communication channel based on the RS485 bus is enabled.

[0034] The application has the following beneficial effects:

[0035] As can be seen from the above scheme, the embodiment of the application provides a double-head passenger ship propulsion control system and method, comprising: a bow and stern symmetrical propeller group, a double-cabin control device, a redundant control network, a dynamic permission management module and a fault switching unit; the bow and stern symmetrical propeller group at least comprises a bow pod propeller group and a stern main propeller group, the double-cabin control device is arranged in the cabins at the bow and stern of the ship body respectively, each cabin control device comprises a control panel and a signal processing unit which are backup to each other; the redundant control network is composed of two independent fiber ring networks, and the two ring networks realize data synchronization through a cross switch, the propeller group and the cabin control device are accessed to the two fiber ring networks through double ports; the dynamic permission management module receives the propulsion instructions from the bow and stern cabins in real time, and allocates the control right according to the operation position priority, the instruction conflict detection result and the equipment state; the fault switching unit is used for automatically switching to the other ring network when it is detected that the communication interruption of any fiber ring network is more than 500 ms, and maintaining the propeller output torque unchanged during the switching. The technical scheme of the application can solve the technical problems of geometric error accumulation, fault coupling effect and dynamic compensation loss existing in the prior art. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 FIG. 1 is a schematic diagram of a double-head passenger ship propulsion control system according to an embodiment of the application;

[0037] Figure 2 FIG. 2 is a schematic diagram of a power supply design framework of the double-head passenger ship propulsion control system according to an embodiment of the application;

[0038] Figure 3 FIG. 3 is a schematic diagram of a propulsion control system signal design framework of the double-head passenger ship propulsion control system according to an embodiment of the application. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical scheme and advantages of the application clearer, the technical scheme in the embodiments of the application will be described clearly and completely below with reference to the drawings in the embodiments of the application. Obviously, the described embodiments are some embodiments of the application, but not all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the application.

[0040] As shown in FIG. 1, Figures 1 to 3 As shown in FIG. 2, Figure 1 FIG. 1 is a schematic diagram of a double-head passenger ship propulsion control system according to an embodiment of the application, Figure 2 FIG. 2 is a schematic diagram of a power supply design framework of the double-head passenger ship propulsion control system according to an embodiment of the application, Figure 3 FIG. 3 is a schematic diagram of a propulsion control system signal design framework of the double-head passenger ship propulsion control system according to an embodiment of the application.

[0041] Figure 1 In one embodiment, a twin-hulled passenger ship propulsion control system comprises a bow-stern symmetric propeller group, a twin-cabin control device, a redundant control network, a dynamic authority management module and a fault switching unit.

[0042] The bow-stern symmetric propeller group comprises at least a bow pod propeller group and a stern main propeller group, the bow pod propeller group comprises two independently 360° rotatable electric drive pods, and the stern main propeller group comprises a fixed-pitch propeller and lateral thrusters on both sides.

[0043] The twin-cabin control device is arranged in the cabins at the bow and stern of the ship body respectively, and each cabin control device comprises a control panel and a signal processing unit which are backup to each other.

[0044] The redundant control network is composed of two independent fiber ring networks, and the two ring networks realize data synchronization through a cross switch, and the propeller group and the cabin control device are connected to the two fiber ring networks through dual-port access.

[0045] The dynamic authority management module receives propelling instructions from the bow and stern cabins in real time, and allocates control authority according to the operating position priority, the instruction conflict detection result and the equipment state, wherein the bow cabin has the highest priority in the berthing mode, and the stern cabin has the highest priority in the high-speed navigation mode.

[0046] The fault switching unit is used for automatically switching to the other ring network when it is detected that the communication of any fiber ring network is interrupted for more than 500 ms, and maintaining the propeller output torque unchanged during the switching.

[0047] In the embodiment, the bow double-pod propeller (360° rotation) is combined with the stern main propeller and lateral thruster. The bow pod propeller realizes vector thrust control, and the stern combined propeller makes up for the insufficient high-speed navigation power. Compared with the traditional single-propeller layout, the control flexibility is improved by 60%.

[0048] The dual-fiber ring network redundant architecture adopts dual-EtherCAT fiber ring networks and a cross switch for synchronization. The network delay is reduced to ≤2 ms (the traditional CAN bus is 20-50 ms), and the parallel working mode of the dual networks makes the communication reliability reach 99.999% (MTBF>100,000 hours).

[0049] The dynamic authority management module automatically allocates control priority based on the operating mode (berthing / high speed), can solve the instruction conflict of the bow and stern cabins, shortens the response time of the bow control by 40% in the berthing mode, and avoids berthing accidents caused by the blind area of the stern view.

[0050] In one embodiment of the present application, each of the pods of the bow stern symmetric propeller group comprises: a permanent magnet synchronous motor, a hydraulic brake and a torque sensor;

[0051] The rotor of the permanent magnet synchronous motor is directly connected to the propeller shaft;

[0052] The hydraulic brake can lock the propeller angle within 2s in emergency shutdown;

[0053] The torque sensor is used to monitor the output torque of the pod in real time and feed back to the central controller through the CAN bus.

[0054] In the embodiment of the present application, the permanent magnet synchronous motor and the hydraulic brake are used, the motor efficiency is improved by 15%, the emergency braking time is greatly shortened, and the safety specification of the passenger ship can be further met.

[0055] In another embodiment of the present application, the dynamic authority management module is used to compare the time stamps of two instructions when the bow and stern control rooms send propelling instructions at the same time, and to execute the last received valid instruction preferentially; and if the instruction conflict is detected to exceed the set time and is not solved, the control right of the bow stern propeller group is automatically distributed to the two control rooms in the cooperative control mode; and when the safety return to port mode is activated, the control right is forced to be concentrated to the control room detecting the operation signal.

[0056] In another embodiment of the present application, the redundant control network comprises: a network state monitoring unit, a data verification module and a historical instruction cache area;

[0057] The network state monitoring unit sends a heartbeat detection packet to each node every 100ms;

[0058] The data verification module performs CRC32 verification on the transmission instruction, and triggers network switching when the verification fails for three times in succession;

[0059] The historical instruction cache area stores the propelling instructions in the last 10 seconds for fault recovery.

[0060] In the embodiment of the present application, based on the CRC32 verification and the historical instruction cache area, the data error rate can be effectively reduced, and the fault recovery time can be greatly shortened.

[0061] In another embodiment of the present application, the system further comprises a safety return to port subsystem;

[0062] When the main power supply is detected to fail, the system is automatically switched to the emergency storage battery group for power supply, and the load of the non-propelling system is cut off;

[0063] The output power of the propeller is limited to the range of 40%-60% of the rated power;

[0064] The heading keeping mode is started, and a closed-loop control instruction is generated by fusing GPS positioning data and gyro signal.

[0065] In another embodiment of the application, the system comprises:

[0066] In the heading keeping mode, the bow pod thruster groups are automatically adjusted to a symmetrical deflection angle, the deflection range is controlled within ±15°, and the rotating speed fluctuation range of the stern main propeller group is limited within ±5%; wherein, the thruster health state detection is performed once every 30s, and the load is immediately transferred to the normal thruster when a fault is found.

[0067] The safety return port subsystem is provided, which can maintain the heading accuracy of ±3° after the main power fails, and the propulsion power limitation avoids overloading of the storage battery.

[0068] In another embodiment of the application, the bridge control device comprises a multi-modal operation interface, a tactile feedback unit and a three-dimensional situation display module.

[0069] The multi-modal operation interface integrates a handle direct control mode, a heading input mode and an automatic berthing mode.

[0070] The tactile feedback unit generates a counteracting force according to the thruster load state, and the feedback force is increased by 50%-80% when the thruster approaches the torque limit.

[0071] The three-dimensional situation display module real-time renders the ship body surrounding water flow vector field and the thruster thrust distribution heat map.

[0072] In another embodiment of the application, a double-head passenger ship propulsion control method is based on any one of the double-head passenger ship propulsion control systems, and the method comprises:

[0073] S101, self-checking is performed on the double-fiber ring network, a network topology mapping table is established, and the instruction zero of the bow and stern bridge control device is calibrated;

[0074] S102, the priority of the bow and stern bridge control instruction is calculated through a dynamic weight algorithm, the weight factor includes operation mode matching degree, instruction continuity and network delay, and the thruster torque distribution matrix is updated once every 200ms;

[0075] S103, when a single pod thruster failure is detected, the deflection angles of other thrusters are automatically adjusted to compensate for the yawing moment, and when both ring networks fail, an emergency communication channel based on the RS485 bus is enabled.

[0076] In one embodiment of the present application, a twin-head passenger ship propulsion control system, the system equipment is mainly composed of propulsion uninterrupted power supply (UPS), propulsion control unit (PCU), propulsion remote control unit (RCU), local control panel (LOP), bridge control station equipment, centralized control room control station equipment. Since it is a twin-head passenger ship, in order to meet the requirement of safe return to port, in addition to the centralized control room control station equipment, the other equipment is arranged in the bow and stern directions.

[0077] Figure 2 In this embodiment, the twin-head passenger ship to which the present application is applied should have no less than five main vertical zones, wherein the propulsion control unit, the propulsion uninterrupted power supply, and the local control panel are arranged in the two main vertical zones of the bow and the stern of the ship, the bridge control station equipment and the propulsion remote control unit are arranged in the bridge, and the centralized control room control station equipment needs to be arranged in other main vertical zones independent of the above-mentioned equipment.

[0078] The propulsion UPS adopts double-circuit power supply of main power supply and emergency power supply with power automatic switching function. The power supply of the propulsion remote control unit comes from the main distribution board in the diagonal direction and the UPS of the propulsion engine room, so that when the power supply of the equipment in one side of the propulsion engine room is lost, the ship can still be remotely controlled for the propulsion of the stern. Meanwhile, the cable paths of the power supplies of the two ends should be separated and run through different A-class rings and avoid the influence of the middle main vertical zone (if it cannot be avoided, fire-resistant cable is adopted), to ensure the redundancy of the system power supply.

[0079] Both the two bridges and the centralized control room are equipped with bow and stern propulsion remote control equipment, and the power supply thereof comes from the corresponding propulsion remote control unit. The power supply of the propulsion control unit comes from the corresponding UPS, and the propulsion control unit supplies power to the local control box.

[0080] Figure 3 In this embodiment, each control station contains the control, alarm, and display equipment of all the propellers.

[0081] The signal connection between the propulsion remote control unit and the propulsion control unit is in a diagonal cross relationship, so that when the signal of the equipment in one side of the propulsion engine room is lost, the ship can still be remotely controlled for the propulsion of the stern. Meanwhile, the connection thereof is in a bus mode, so that the signal transmission amount is larger and stable and reliable.

[0082] Each propulsion engine room can independently perform local control of the propulsion. The three control stations (the two bridges and the centralized control room) adopt CAN network or Ethernet mode to make the communication signals come from the propulsion remote control unit for conventional control of the propulsion, and also adopt communication line mode to make the hard point signals come from the propulsion control unit for standby (emergency) control of the propulsion. The communication and bus cable paths from the two bridges to the corresponding propulsion engine rooms should be separated and run through different A-class rings and avoid the influence of the middle main vertical zone (if it cannot be avoided, fire-resistant cable is adopted), to ensure the redundancy of the system signals.

[0083] The embodiment of the present application provides a kind of double-head passenger ship propulsion control system and method, comprising: bow stern symmetry propeller group, double-cabin control device, redundancy control network, dynamic authority management module and fault switching unit;Bow stern symmetry propeller group at least contains bow pod propeller group and stern main propeller group, double-cabin control device, is respectively set in the cabin of the bow stern of ship body, each cabin control device includes control panel and signal processing unit as backup;Redundancy control network is made of two independent fiber ring network, and two ring networks are realized data synchronization by cross switch, the propeller group and cabin control device are accessed two fiber ring networks by dual-port;Dynamic authority management module, real-time receiving comes from bow stern cabin's propulsion instruction, according to operation position priority, instruction conflict detection result and equipment state distribution control right;Fault switching unit, for when detecting any fiber ring network communication interruption is more than 500ms, it is automatically switched to another ring network, and maintains propeller output torque unchanged during switching.

[0084] The technical scheme of the present application can solve the technical problems of geometric error accumulation, fault coupling effect and dynamic compensation loss in the prior art.

[0085] The above is the preferred embodiment of the present application, it should be pointed out, for the ordinary skill in the art, without departing from the principles of the present application, can make a number of improvements and refinements, these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A double-ended passenger ship propulsion control system, characterized in that: The system includes: a bow and stern symmetrical thruster group, a dual-cab control device, a redundant control network, a dynamic authority management module and a fault switching unit; The bow and stern symmetrical propeller group comprises at least a bow pod propeller group and a stern main propeller group. The bow pod propeller group includes two electrically driven pods that can rotate 360 ​​degrees independently. The stern main propeller group includes a fixed-pitch propeller and transverse propellers on both sides. The dual-cab control device is respectively arranged in the cabs at the bow and stern ends of the hull, and each cab control device includes a control panel and a signal processing unit that serve as backup for each other; The redundant control network is composed of two independent optical fiber ring networks, and the two ring networks achieve data synchronization through a cross-switch. The thruster group and the cab control device are both connected to the two optical fiber ring networks through dual ports; The dynamic authority management module receives propulsion commands from the bow and stern cabs in real time and allocates control rights based on the priority of the operating position, the result of command conflict detection, and the equipment status. The bow cab has the highest priority in berthing mode, and the stern cab has the highest priority in high-speed sailing mode. The fault switching unit is used to automatically switch to another ring network when it detects that the communication of any optical fiber ring network is interrupted for more than 500ms, and maintain the thruster output torque unchanged during the switching period.

2. A double-ended passenger ship propulsion control system according to claim 1, characterized in that: Each pod of the bow and stern symmetrical thruster group includes: a permanent magnet synchronous motor, a hydraulic brake and a torque sensor; The rotor of the permanent magnet synchronous motor is directly connected to the propeller shaft; The hydraulic brake can lock the propeller angle within 2 seconds during emergency shutdown; The torque sensor is used to monitor the pod output torque in real time and feed it back to the central controller via the CAN bus.

3. A double-ended passenger ship propulsion control system according to claim 1, characterized in that: The dynamic rights management module is used to compare the timestamps of the two commands when the bow and stern cabs send propulsion commands simultaneously, giving priority to executing the last valid command received; and, if it is detected that the command conflict has not been resolved for more than a set time, automatically enter the collaborative control mode and allocate the control rights of the bow and stern thruster groups to the two cabs respectively; When the safe return to port mode is activated, control authority is forcibly concentrated in the cab where the operation signal is detected.

4. A double-ended passenger ship propulsion control system according to claim 1, characterized in that: The redundant control network includes: a network status monitoring unit, a data verification module and a historical instruction buffer area; The network status monitoring unit sends a heartbeat detection packet to each node every 100ms; The data verification module performs CRC32 verification on the transmission instruction and triggers network switching when the verification fails three times in a row; The historical instruction cache stores the advance instructions of the last 10 seconds for fault recovery.

5. A double-ended passenger ship propulsion control system according to claim 1, characterized in that: The system further includes: a safe return to port subsystem; When a failure of the main power supply is detected, the system automatically switches to the emergency battery bank for power supply and cuts off the loads of non-propulsion systems; Limiting thruster output power to 40%-60% of rated power; Start the heading hold mode and generate closed-loop control instructions by fusing GPS positioning data with gyroscope signals.

6. A double-ended passenger ship propulsion control system according to claim 5, characterized in that: The system comprises: In heading hold mode, the bow pod thruster group automatically adjusts to a symmetrical deflection angle, with the deflection range controlled within ±15°, and the speed fluctuation amplitude of the stern main propeller group is limited to ±5%. Among them, the thruster health status check is performed every 30 seconds, and if a fault is found, the load is immediately transferred to the normal thruster.

7. A double-ended passenger ship propulsion control system according to claim 1, characterized in that: The cab control device includes: a multimodal operation interface, a tactile feedback unit and a three-dimensional situation display module; The multimodal operation interface integrates a handle direct control mode, a heading input mode, and an automatic docking mode; The tactile feedback unit generates a reverse force according to the thruster load state, and the feedback force increases by 50%-80% when the thruster approaches the torque limit; The three-dimensional situation display module renders the water flow vector field around the hull and the propeller thrust distribution heat map in real time.

8. A propulsion control method for a double-ended passenger ship, based on a propulsion control system for a double-ended passenger ship according to any one of claims 1 to 7, characterized in that: The method comprises: S101. Perform a self-test on the dual-fiber ring network, establish a network topology mapping table, and calibrate the command zero position of the bow and stern cab control devices; S102. Calculate the priorities of bow and stern cab control commands using a dynamic weighting algorithm. The weighting factors include: operating mode matching, command consistency, and network latency. Update the thruster torque distribution matrix every 200 ms. S103. When a single pod propeller failure is detected, the deflection angles of other propellers are automatically adjusted to compensate for the yaw moment. When both dual-ring networks fail, an emergency communication channel based on the RS485 bus is enabled.

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