Method and arrangement for controlling propulsion of a vessel and propulsion system

Abstract

A propulsion system (TWIN1) for a moving vessel (SHIP1) includes: - a controllable pitch propeller (PRO1) driven by an engine (ENG1), - a left rudder (R1), - a right rudder (R2), and - a control system (CSYS1), wherein the left rudder (R1) has a first axis of rotation (AX1) and a first trailing edge (TE1), wherein the right rudder (R2) has a second axis of rotation (AX2) and a second trailing edge (TE2), wherein the distance (w) between the trailing edges (TE1, TE2) can be adjusted by changing the difference (1-2) between the rudder angle (1) of the left rudder (R1) and the rudder angle (2) of the right rudder (R2). G The propulsion system (TWIN1) has a first operating mode (MODE1), in which the speed (v) of the ship (SHIP1) is changed. S This includes changing the shaft power (P) of the propeller (PRO1). S The propulsion system (TWIN1) has a second operating mode (MODE2), wherein the control system (SYS1) is arranged to change the speed (v) of the ship (SHIP1) by changing the difference (1-2) between the rudder angle (1) of the left rudder (R1) and the rudder angle (2) of the right rudder (R2). S ), wherein the control system (SYS1) is arranged to change the pitch angle of the propeller (PRO1) P ), so that the speed (v) of the ship (SHIP1) can be changed by altering the difference (1-2) between the rudder angles (1, 2). S In the case of ), the shaft power (P) S It remains essentially equal to the first power value (P1).

Description

Technical Field

[0001] This invention relates to controlling ship propulsion. Background Technology

[0002] For example, when navigating in narrow shipping lanes, it may be necessary to reduce the ship's speed. This is usually done by reducing the power of the ship's main engines. Summary of the Invention

[0003] One object of the present invention is to provide a ship propulsion system. Another object is to provide a ship including the propulsion system. An object of the present invention is to provide a method for moving a ship. An object of the present invention is to provide a method for controlling ship propulsion. An object of the present invention is to provide an apparatus for controlling ship propulsion.

[0004] According to one aspect, a propulsion system (TWIN1) for a mobile vessel (SHIP1) is provided, the system (TWIN1) comprising: - Controllable pitch propeller (PRO1) driven by an engine (ENG1) and / or an electric motor (MOT1). - left rudder (R1), - Right steering wheel (R2), and - Control system (CSYS1) The left rudder (R1) has a first rotation axis (AX1) and a first trailing edge (TE1). The right rudder (R2) has a second axis of rotation (AX2) and a second trailing edge (TE2). Among them, by changing the rudder angle of the left rudder (R1) 1) The rudder angle relative to the right rudder (R2) 2) The difference between them ( 1- 2) The distance (w) between the trailing edges (TE1, TE2) can be adjusted. G ), The propulsion system (TWIN1) has a first operating mode (MODE1), in which the speed (v) of the ship (SHIP1) is changed. S This includes changing the shaft power (P) of the propeller (PRO1). S ), The propulsion system (TWIN1) has a second operating mode (MODE2), in which the control system (SYS1) is configured to change the rudder angle of the left rudder (R1). 1) The rudder angle relative to the right rudder (R2) 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S ), wherein the control system (SYS1) is arranged to change the pitch angle of the propeller (PRO1) P ), so that by changing the rudder angle ( 1, 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S In the case of ), the shaft power (P) S It remains essentially equal to the first power value (P1).

[0005] According to one aspect, a propulsion system of claim 1 is provided.

[0006] Other embodiments are defined in the other claims.

[0007] The scope of protection sought by the various embodiments of the present invention is given by the independent claims. Embodiments described in this specification that do not fall within the scope of the independent claims (if any) are to be interpreted as examples useful for understanding the various embodiments of the invention.

[0008] The propulsion system includes a controllable pitch propeller, a port rudder, and a starboard rudder. The ship can be turned by rotating both rudders in the same direction, for example, by turning the port rudder clockwise and the starboard rudder clockwise. The ship's speed can be changed by rotating the rudders in different directions. For example, the ship's speed can be reduced by turning the port rudder counterclockwise and the starboard rudder clockwise.

[0009] The thrust generated by the propulsion system can depend on the width of the gap between the trailing edges of the port and starboard rudders. A portion of the water flow caused by the propeller passes through this gap. The ship's speed can be changed by altering the width of this gap. This gap width can be changed, for example, by rotating these rudders in different directions. The two rudders can be arranged to operate together as an adjustable hydraulic brake. The rudders can function as adjustable gates, which can partially or completely block the propeller slipstream. The width of the gap can be referred to, for example, as the gate width. The braking effect can depend on the gate width. The braking effect can also depend on the difference between the rudder angles of the port and starboard rudders. The difference between the rudder angles can also be referred to, for example, as the braking angle.

[0010] The propulsion system's control system may include an input device for controlling the braking effect of the rudders. This control system may include, for example, a brake control lever for controlling the braking effect of the rudders by changing the width of the gap between the trailing edges of the rudders. The control system may be arranged to rotate the rudders according to user input received via the input device. The user can adjust the braking effect of the rudders by providing user input via the input device.

[0011] To maintain a straight forward movement at normal cruising speed, the two rudders can be positioned substantially parallel to the ship's direction of motion. To reduce the ship's speed, the rudders can be turned in different directions, thereby reducing the gate width.

[0012] This method utilizes the braking effect of the rudder. Reducing the gate width increases the braking force of the rudder. Reducing the gate width also reduces the thrust of the propulsion system in the forward direction.

[0013] Reducing the gate width can even reverse the direction of thrust generated by the propulsion system. Using a very high braking angle can even reverse the direction of thrust generated by the propulsion system, thus bringing the ship to a stop. Thrust reversal can even cause the ship to begin moving aft (stern).

[0014] Increasing the gate width reduces braking force. Increasing the gate width increases the forward thrust of the propulsion system. Ship speed can be increased by increasing the gate width.

[0015] Changing the gate width can also alter the torque required to rotate the propeller. The effect of varying gate width can be compensated for by adjusting the propeller pitch angle according to the rudder angle. Shaft power can be kept essentially constant by adjusting the pitch angle according to the rudder angle.

[0016] The engine's output power needs to be matched with the shaft power. Changing the output power of a ship's engine can result in slow operation and / or potentially temporary increases in harmful emissions. Adjusting the pitch angle according to the rudder angle can improve the operational reliability of the propulsion system because it avoids the need for rapid changes in shaft power and output power.

[0017] The propeller pitch angle, ship speed, rudder braking angle, and propeller speed can all affect propeller torque, i.e., the torque required to rotate the propeller. Reducing the gate width increases torque. Reducing the pitch angle decreases torque. The control system can be configured to reduce the pitch angle to compensate for the increase in torque caused by the reduced gate width. The braking effect of the rudder can slow the ship's speed, and reducing the speed increases torque. The control system can be configured to reduce the pitch angle to compensate for the increase in torque caused by the decrease in ship speed.

[0018] Rudder angle, ship speed, and propeller pitch angle can affect shaft power. This method may include adjusting the propeller pitch angle such that, when the ship speed is changed by altering the difference between rudder angles, the propeller torque remains constant or substantially constant. The method may include: changing the propeller pitch angle according to the rudder angle when the ship speed is changed by altering the difference between rudder angles, to maintain substantially constant torque. The propeller may be arranged to provide a constant load. The propeller may be arranged to operate as a constant torque propeller.

[0019] The propulsion system control unit can be arranged to adjust the propeller pitch angle as a function of the rudder angle, keeping the propeller torque and / or power constant. Therefore, the vessel can maneuver in port or waterways without changing shaft power. The vessel's speed can be decreased and / or increased by turning the rudder without changing shaft power or engine output. During maneuvering operations, engine operating parameters do not need to be changed. In particular, engine output power does not need to be changed during maneuvering. A dual-rudder propulsion system provides improved maneuverability.

[0020] A dual-rudder propulsion system can reduce gas and / or particulate emissions from a ship's main engine because the engine can operate continuously within its optimal power range.

[0021] The engine can operate continuously with a constant output power within its optimal operating parameter range. For each combustion stroke, there is no need to increase or decrease the amount of fuel injected into each cylinder of the engine.

[0022] Changing engine output power can be a slow operation, especially when using challenging fuels such as ammonia. This method allows for speed changes without altering engine output power. A dual-rudder propulsion system enables the use of one or more challenging fuels. A dual-rudder propulsion system allows for the use of, for example, ammonia as fuel. Attached Figure Description

[0023] In the following examples, several variations will be described in more detail with reference to the accompanying drawings, in which...

[0024] Figure 1 A ship including a dual-rudder propulsion system is shown in the side view as an example. Figure 2 It is shown in the form of an example. Figure 1 A rear view of ship A. Figure 3 The dual-rudder propulsion system is illustrated in a 3D view as an example. Figure 4a The rudder angles are shown in a top view as an example when the difference between rudder angles is 0° and the average rudder angle is 0°. Figure 4b The rudder angles are shown in a top view as an example when the difference between rudder angles is 20° and the average rudder angle is 0°. Figure 4c The rudder angles are shown in a top view as an example when the difference between rudder angles is 0° and the average rudder angle is -30°. Figure 4d The rudder angles are shown in a top view as an example when the difference between rudder angles is 140° and the average rudder angle is 0°. Figure 5a The rudder angles are shown in a top view as an example when the difference between rudder angles is 120° and the average rudder angle is 0°. Figure 5b The rudder angles are illustrated in a top view as an example when the difference between rudder angles is 120° and the average rudder angle is -15°. Figure 5c The rudder angles are illustrated in a top view as an example when the difference between rudder angles is 130° and the average rudder angle is -30°. Figure 5d The rudder angles are shown in a top view as an example when the difference between rudder angles is 150° and the average rudder angle is 0°. Figure 6a The state of the input device and the corresponding rudder angle are illustrated by way of example when the braking control value is 0% and the steering control angle is 0°. Figure 6b The state of the input device and the corresponding rudder angle are illustrated by way of example when the braking control value is 30% and the steering control angle is 0°. Figure 6c The state of the input device and the corresponding rudder angle are illustrated by way of example when the braking control value is 70% and the steering control angle is 0°. Figure 6d The input device status and corresponding rudder angle are illustrated by way of example when the braking control value is 70% and the steering control angle is -15°. Figure 7a The effect of ship speed on propeller torque is illustrated by example. Figure 7b The effect of gate width on propeller torque is illustrated by way of example. Figure 7c The effect of pitch angle on propeller torque is illustrated by example. Figure 7d The control system of the dual-rudder propulsion system is illustrated as an example. Figure 8 The ship's speed and turning angular velocity are shown in a top view as an example. Figure 9a The path of a ship in the shipping channel is shown as an example. Figure 9b The time evolution of shaft power, braking angle, gate width, ship speed, and pitch angle as the ship moves along the path is illustrated by examples. Figure 10a The path of a vessel approaching a berth is illustrated as an example. Figure 10b The following examples illustrate the variations in shaft power, braking angle, gate width, ship speed, and pitch angle over time as a vessel approaches its berth. Figure 11a The path of a vessel leaving its berth is illustrated as an example. Figure 11b A vessel turning near its berth is shown as an example. Figure 11c The time evolution of shaft power, braking angle, gate width, ship speed, and pitch angle as a ship leaves its berth is illustrated by examples. Figure 12a The steps for changing a boat's speed are illustrated with examples. Figure 12b The method steps for operating a propulsion system in both variable power and constant power operating modes are illustrated by way of example. Figure 13a A propulsion system comprising a combination of an engine and a generator is illustrated as an example. Figure 13b A propulsion system comprising a combination of an engine, a generator, and an electric motor is illustrated as an example. Detailed Implementation

[0025] See Figures 1 to 3 The ship's SHIP1 includes the hull HUL1, the controllable pitch propeller PRO1, the engine ENG1, the port rudder R1, and the starboard rudder R2. The ship's propulsion system TWIN1 includes the propeller PRO1, the port rudder R1, and the starboard rudder R2. The propulsion system may be referred to as, for example, a twin-rudder propulsion system or propulsion equipment. The propulsion system TWIN1 may also include the engine ENG1. The propulsion system TWIN1 may also include a control system for controlling the operation of the propulsion system TWIN1 (see Figure 7D).

[0026] The left rudder R1 has a first axis of rotation AX1. The right rudder R2 has a second axis of rotation AX2. The left rudder R1 can rotate about the first axis of rotation AX1. The right rudder R2 can rotate about the second axis of rotation AX2. The axes of rotation AX1 and AX2 can be substantially vertical.

[0027] Left rudder R1 has a trailing edge TE1. Right rudder R2 has a trailing edge TE2. The distance w between trailing edges TE1 and TE2. G The distance w can be changed by rotating the rudders R1 and R2 in opposite directions. G This can be referred to, for example, as the gate width. The ship's speed, V. S By changing the gate width w G To change.

[0028] Left rudder R1 has a first rudder blade RB1. Right rudder R2 has a second rudder blade RB2. Rudder blades RB1 and RB2 can be substantially vertical. A first axis AX1 can coincide with the first rudder blade RB1, or the first axis AX1 can be laterally displaced relative to the first rudder blade RB1. A second axis AX2 can coincide with the second rudder blade RB2, or the second axis AX2 can be laterally displaced relative to the second rudder blade RB2. The lateral displacement between the rotation axis and the rudder blades can, for example, help to set a narrow gate width w. G .

[0029] The left rudder R1 may have a first steering shaft SHF11. The first steering shaft SHF11 may coincide with a first rotation axis AX1. The first steering shaft SHF11 may be substantially vertical. The first rudder blade RB1 may be connected to the shaft SHF11 directly or via a connecting element ARM1. The left rudder R1 may include a lateral connecting element ARM1 to connect the first rudder blade RB1 to the first steering shaft SHF11. The connecting element ARM1 may define a lateral distance between the first steering shaft SHF11 and the first rudder blade RB1.

[0030] The right rudder R2 may have a second steering shaft SHF12. The second steering shaft SHF12 may coincide with a second rotation axis AX2. The second steering shaft SHF12 may be substantially vertical. The second rudder blade RB2 may be connected to the shaft SHF12 directly or via a connecting element ARM2. The right rudder R2 may include a lateral connecting element ARM2 to connect the second rudder blade RB2 to the second steering shaft SHF12. The connecting element ARM2 may define the lateral distance between the second steering shaft SHF12 and the second rudder blade RB2.

[0031] The reference distance (w0) refers to the distance between the trailing edges of rudders R1 and R2 when both rudder blades RB1 and RB2 are parallel to the ship's length direction (SX). The reference distance (w0) between the trailing edges of rudders R1 and R2 can, for example, be greater than the diameter of propeller PRO1. The distance between axes AX1 and AX2 can, for example, be less than the diameter of propeller PRO1.

[0032] Propeller PRO1 is a pitch-controlled propeller. The pitch angle of the blades BLAD1 of propeller PRO1 is adjustable. Propeller PRO1 has a rotation axis AX0. Propeller PRO1 has two or more propeller blades BLAD1. The pitch angle of the propeller... P refers to the pitch angle of blade BLAD1 on propeller PRO1. A pitch angle of 0° means that at a ship speed v... S Zero and rudder angle 1. At 0°, the axial (SX) thrust generated by the rotating propeller is zero. Positive pitch angle provides thrust, which is generated at the rudder angle. 1. When 2 equals 0°, propel the ship forward (towards).

[0033] Make propeller PRO1 rotate at the specified speed N RPM The torque required for rotation can be determined based on the gate width w. G And boat speed v S To adjust the pitch angle, so that the gate width w G And boat speed v S Maintain constant torque under changing conditions.

[0034] Ship SHIP1 can be controlled, for example, by BRIDGE1. The operation of engine ENG1 and the angular positions of rudders R1 and R2 can be controlled using the user interface UIF1 located on BRIDGE1.

[0035] Ship SHIP1 moves on water SEA1. SRF1 represents the surface of water SEA1, i.e., the interface between water SEA1 and air. SX, SY, and SZ represent orthogonal directions. The longitudinal direction SX can be parallel to the longitudinal direction of the hull HULL1. The transverse direction SY is perpendicular to the longitudinal direction SX. The direction SZ represents the vertical direction. Ship SHIP1 has a length L at the waterline (SRF1). SHIP1 Length L SHIP1 The range can be, for example, from 20 to 400 m. The power of the engine ENG1 can, for example, range from 1 MW to 100 MW. The diameter D of the propeller PRO1... PRO For example, it can be within the range of 2 m to 10 m. Ship SHIP1 can travel relative to water SEA1 at a speed V.SHIP Movement. Speed ​​v S This can be, for example, within the range of -5 m / s (reverse) to 20 m / s (forward). Speed ​​V S It is the relative speed of the hull HUL1 with respect to the water SEA1. The propeller is driven by the engine. The engine rotates the propeller via the propeller shaft.

[0036] Shaft power P S This refers to the mechanical power transmitted from the propeller shaft to propeller PRO1. Shaft power P S It equals the propeller torque multiplied by the propeller angular velocity. The propeller can receive shaft power from engine ENG1 via the propeller shaft.

[0037] The propulsion system can be rated to continuously provide the maximum nominal shaft power (e.g., over a 24-hour period). The propeller dimensions can be designed such that the propeller can receive the maximum nominal shaft power from the engine via the propeller shaft. This shaft power can be selected from a range of zero power to the maximum nominal shaft power.

[0038] The propeller shaft power can be provided by engine ENG1. The output power of engine ENG1 can be matched with the propeller shaft power. Maintaining constant shaft power means that the engine power can be kept constant. Maintaining constant propeller torque means that the engine torque can be kept constant. Keeping the propeller speed constant means that keeping the engine speed constant.

[0039] The shaft power of a propeller can be provided by one or more engines. Maintaining constant shaft power means that the power of one or more engines can be kept constant. Maintaining constant propeller torque means that the torque of one or more engines can be kept constant. Maintaining constant propeller speed means that the speed of one or more engines can be kept constant.

[0040] The engine ENG1 can be, for example, a reciprocating internal combustion engine. This reciprocating internal combustion engine can reliably and at a reasonable cost provide sufficient power.

[0041] The fuel can be, for example, fuel oil.

[0042] Fuel can also be selected, for example, to reduce emissions. Fuel can also be selected to reduce CO2 emissions. Engine fuel can be, for example, ammonia, gaseous fuels, liquefied gases, or combinations including ammonia, gaseous fuels, and / or liquefied combustible gases. The use of these fuels may make it difficult to quickly change power output.

[0043] Engine ENG1 can be operated, for example, according to a set of optimized operating parameters, which can provide, for example, reduced emissions. This method allows for changes in vessel speed without deviating from the optimized set of operating parameters.

[0044] See Figures 4a to 4d Rudders R1 and R2 can guide and / or limit the water flow caused by propeller PRO1. Rudders R1 and R2 can produce an adjustable braking effect. Rudders R1 and R2 can generate a lateral force F for steering the vessel. T .

[0045] Adjustable braking effects may include, for example, the drag of rudders R1 and R2. Braking effects may include, for example, partially or completely blocking the slipstream by using rudders R1 and R2. Braking effects may include, for example, the hydrodynamics generated by the interaction between the slipstream and rudders R1 and R2.

[0046] See Figure 4a , the first rudder angle 1 can represent the angular orientation of the chord line of the left rudder R1 relative to the longitudinal direction SX. Second rudder angle. 2 can represent the angular orientation of the chord of the right rudder R2 relative to the longitudinal direction SX.

[0047] Reference gate width w0, i.e., at zero rudder angle ( 1 = 0° The distance w0 between the trailing edges TE1 and TE2 of the rudders R1 and R2 at 2=0° can be greater than the diameter D of the propeller PRO1. PRO The distance w between the first rotation axis AX1 and the second rotation axis AX2 AX12 It can be less than the reference gate width w0. The distance w between the first rotation axis AX1 and the second rotation axis AX2 AX12 It can be smaller than the diameter D of the propeller PRO1. PRO .

[0048] Rudders R1 and R2 can be oriented during normal cruise to produce low or minimal drag. Rudder angle 1. 2 can be, for example, essentially equal to 0°.

[0049] See Figure 4b The left rudder R1 can rotate counterclockwise, and the right rudder R2 can rotate clockwise to produce a braking effect. For example, the first rudder angle... 1 can be roughly equal to +10°, the second rudder angle. 2 can be approximately equal to -10°. The gate width w during braking. G It can be smaller than the gate width w during normal cruise. G .

[0050] See Figure 4cThe two rudders, R1 and R2, can rotate in the same direction, either clockwise or counterclockwise, to generate a lateral steering force F. T For example, the first rudder angle 1 can be roughly equal to -30°, the second rudder angle. 2 can be roughly equal to -30°.

[0051] See Figure 4d The left rudder R1 can rotate counterclockwise, and the right rudder R2 can rotate clockwise to produce a braking effect. For example, the first rudder angle... 1 can be roughly equal to +70°, the second rudder angle. 2 can be approximately equal to -70°. For effective braking, the gate width w G It can be, for example, smaller than the diameter D of propeller PRO1. PRO 50%.

[0052] See Figure 5a The left rudder R1 can rotate counterclockwise, and the right rudder R2 can rotate clockwise to produce a braking effect. For straight forward movement, the average rudder angle ( 1+ 2) / 2 can be essentially equal to zero in order to avoid generating lateral steering forces.

[0053] See Figure 5b and 5c Gate width w G It can be, for example, smaller than the diameter D of propeller PRO1. PRO 50%, and the average rudder angle ( 1+ 2) / 2 can be substantially non-zero in order to provide combined steering and braking effects.

[0054] See Figure 5d Gate width w G It can even be so small that the propeller PRO1 and rudders R1 and R2 generate opposing thrust. The symbols FLW1 and FLW2 represent the water flow caused by the propeller PRO1 and guided by the rudders R1 and R2.

[0055] See Figure 6a The propulsion system TWIN1 of ship SHIP1 may include a control system CSYS1 for controlling the operation of the propulsion system TWIN1. The control system CSYS1 may include a user interface UIF1 and a control unit CNT1. The user interface UIF1 may be located, for example, on the bridge BRIDGE1. The user interface UIF1 may include an average value for adjusting the rudder angle (…). 1+ 2) Input device HELM1 of / 2. Input device HELM1 can be, for example, a steering wheel or joystick. User interface UIF1 can include controls for the gate width w G The input device BRK1 may include, for example, a brake lever. The user interface UIF1 may include an input device PAU1 for adjusting the shaft power and / or speed of the propeller PRO1. The input device PAU1 may include, for example, a manual control lever. The input devices HELM1, BRK1, and PAU1 may be implemented as, for example, physical devices (e.g., a rudder, lever, potentiometer knob). The input devices HELM1, BRK1, and PAU1 may also be implemented as, for example, virtual control elements on a touchscreen.

[0056] Based on user input received via user interface UIF1, user interface UIF1 can provide control signal S to control unit CNT1. HELM S BRK S PSET Turn signal S HELM It can represent the average value of the rudder angle ( 1+ 2) / 2 target value. Braking signal S BRK It can indicate the target value for braking effect. This target power signal S PSET It can indicate the target value of the shaft power (P1, P...) SET ).

[0057] The control unit CNT1 may include one or more data processors for executing computer program code. The control unit CNT1 can generate the rudder angle for controlling the left rudder R1. 1's first rudder control signal S R1 The control unit CNT1 can generate the rudder angle for controlling the right rudder R2. 2. Second rudder control signal S R2 The control unit CNT1 can, for example, be based on the control signal S. HELM S BRK S PSET To generate rudder control signal S R1 S R2 Steering control signal S R1 S R2 Actuators ACU1 and ACU2 can be used to control the rudders R1 and R2.

[0058] See Figure 6b Steering angle S This can refer to the angular position of the steering element in the steering input device HELM1. Specifically, the steering angle... SThis can refer to the angular position of the steering wheel. The steering input device HELM1 can be set to the steering angle. S =0 This is used for straight-line forward travel. The brake input device BRK1 can have a normal first position GPOS1 for normal cruise. In the first position GPOS1, the gate width w of the rudder R1 and R2... G It can be set to minimize drag. For example, rudder angle. 1. 2 can be essentially zero at the first position GPOS1. The power adjustment device PAU1 can be set to a position corresponding to a predetermined shaft power level (P1), such as the maximum nominal shaft power P. MAX 30%.

[0059] symbol k P It can represent shaft power P S With the maximum nominal shaft power P MAX The ratio. Symbol k G This can represent the gate width w. G The ratio to the reference gate width w0.

[0060] Gate width w of rudders R1 and R2 G The difference can be reduced by changing the position of the brake input device BRK1, for example, from the first position GPOS1 to the second position GPOS2. The second position GPOS2 can correspond to, for example, the difference between the rudder angles ( 1- 2) The case where the angle is equal to 60°. For straight-line driving, based on the steering angle... S =0 The average value of the rudder angle ( 1+ 2) / 2 can be basically equal to zero.

[0061] See Figure 6c The gate width w of the rudder R1 and R2 can be further reduced by changing the position of the brake input device BRK1 to the third position GPOS3. G Position GPOS3 can correspond to, for example, the difference between rudder angles ( 1- 2) equals 140 The situation is as follows. For straight-line driving, based on the steering angle... S =0 The average value of the rudder angle ( 1+ 2) / 2 can be basically equal to zero.

[0062] See Figure 6d For example, by turning the steering element HELM1 to the right (clockwise), the ship SHIP1 can turn to the right (clockwise). The steering element HELM1 can be rotated to, for example, an angular position. S = +15°. The control system CSYS1 can rotate the rudder R1 and R2, so that the average rudder angle ( 1+ 2) / 2 deviates from zero, which corresponds to the angular position of the steering element HELM1 (e.g. S =+15°). The rudders R1 and R2 can generate a force with lateral steering and braking components. Gate width w G It can be, for example, less than 50% of the reference gate width w0.

[0063] Figure 7a Showing the gate width w G Maintain a constant pitch angle P If the speed of the ship is kept constant, v S The change affects the propeller PRO1 to maintain a constant speed N RPM Torque M required for rotation P The effect of the ship's speed v. S When decreasing from a higher value v1 to a lower value v2, at a constant rotational speed N RPM The torque M required for rotating propeller PRO1 P From a lower torque value M P,1 Increase to a higher torque value M P,2 .

[0064] Figure 7b The pitch angle of propeller PRO1 is shown. P Keep constant and the ship speed v S If the gate width w remains constant G The change affects the propeller PRO1 to maintain a constant speed N RPM Torque M required for rotation P The effect of the gate width w G From higher values ​​w G,1 Reduce to a lower value w G,2 At that time, the propeller PRO1 is kept at a constant speed N. RPM Torque M required for rotation P From a lower torque value M P,1 Increase to a higher torque value M P,2 .

[0065] Figure 7c Showing the gate width wG Keep constant and the ship speed v S With the pitch angle of propeller PRO1 kept constant, P The change affects the propeller PRO1 to maintain a constant speed N RPM Torque M required for rotation P The effect of pitch angle. P From higher values P,1 Reduce to a lower value P,2 At that time, the propeller PRO1 is kept at a constant speed N. RPM Torque M required for rotation P From a higher torque value M P,1 Reduce to a lower torque value M P,2 .

[0066] Figure 7c The effect shown can be set as compensation. Figure 7a and 7b The effect shown is that the control system CSYS1 can be set to adjust the pitch angle. P So that the gate width w G And boat speed v S Maintain propeller torque M under changing conditions P and rotational speed N RPM Constant.

[0067] See Figure 7d The control system CSYS1 may include an actuator ACU1 for rotating the left rudder R1. The control system CSYS1 may include an actuator ACU2 for rotating the right rudder R2. The control system CSYS1 may include an actuator ACU3 for changing the pitch angle of the blades BLAD1 of the propeller PRO1. Actuators ACU1, ACU2, and ACU3 may be, for example, hydraulic actuators or electromechanical actuators. Actuators ACU1, ACU2, and ACU3 may be arranged to generate large forces, such as greater than 10 kN, greater than 100 kN, or even greater than 1 MN.

[0068] The control system CSYS1 can generate the rudder angle for controlling the left rudder R1. 1's first rudder control signal S R1 Signal S R1 This can represent the rudder angle R1 to the left. The target value is 1. Signal S R1 It can be sent from the control unit CNT1 to the actuator ACU1.

[0069] The control system CSYS1 can generate the rudder angle for controlling the right rudder R2. 2. Second rudder control signal S R2 Signal S R2 This can represent the rudder angle R2 on the right. The target value is 2. Signal S R2 It can be sent from the control unit CNT1 to the actuator ACU2.

[0070] The control system CSYS1 can generate pitch control signal S PITCH The pitch angle of blade BLAD1 used to control the propeller PRO1. P Signal S PITCH It can indicate the pitch angle of the propeller blades. P The target value. Signal S PITCH It can be sent from the control unit CNT1 to the actuator ACU3.

[0071] Engine ENG1 can rotate propeller PRO1 using propeller shaft SHF1. Control system CSYS1 can include components for measuring the rotational speed N of propeller shaft SHF1. RPM The engine ENG1 can be directly or via the gearbox connected to the propeller shaft SHF1. The speed sensor NSEN1 can also be configured to measure the speed of the engine ENG1. The speed sensor NSEN1 can provide a signal S. NRPM The signal S NRPM N represents the rotational speed of the propeller shaft SHF1. RPM It also indicates the engine speed of ENG1.

[0072] The control system CSYS1 may include a speed sensor VSEN1 for measuring the relative speed v of the ship SHIP1 relative to the water SEA1. S The speed sensor VSEN1 can provide a speed signal S. VEL The speed signal S VEL This indicates the measured relative velocity v of the ship SHIP1 relative to the water SEA1. S The velocity sensor VSEN1 can be implemented, for example, by a pitot tube and / or by an ultrasonic velocity sensor. In the case of stationary water, the velocity sensor VSEN1 can also be implemented, for example, by a GPS navigation sensor (GPS device, Global Positioning System).

[0073] The control unit CNT1 may include one or more data processors for executing computer program code PROG1. The control system CSYS1 may include a memory MEM2 for storing the computer program code PROG1. The control unit CNT1 may be configured to respond to one or more control signals S received via the user interface UIF1. HELM S BRK S PSET And based on one or more sensor signals S VEL S NRPM To generate control signal S R1 S R2 S PITCH .

[0074] The speed v of ship SHIP1 S The braking effect can be changed by using the rudder R1 and R2. The gate width w can be changed. G To change the magnitude of the braking effect. To change the gate width w. G And change the speed v of ship SHIP1 S The propeller torque can be changed, that is, at a predetermined constant speed N. RPM The torque required to rotate propeller PRO1. The propeller torque can also depend on the pitch angle of the blades BLAD1 of propeller PRO1. P At the gate width w G Under changing conditions, pitch angle P It can be adjusted to maintain a constant propeller torque. Therefore, the power of engine ENG1 can also be kept constant. Thus, emissions and / or disturbances caused by variations in engine power can be reduced or avoided.

[0075] The propulsion system TWIN1 can have a first operating mode MODE1, in which the gate width w G Keeping essentially constant, and the shaft power P S Change.

[0076] The propulsion system TWIN1 can have a second operating mode MODE2, in which the shaft power P S Keep constant, and the gate width w G change.

[0077] At the gate width w G The pitch angle of the PRO1 propeller can be adjusted under changing conditions. P To maintain shaft power P S Constant.

[0078] Control unit CNT1 can be based on rudder angle 1. 2. Based on the ship's measured speed v S According to the selected shaft power P SET And according to the rotational speed N RPM Determine the appropriate pitch angle for propeller PRO1. P Actuator ACU3 can be arranged according to the determined pitch angle. P Change the pitch angle of blade BLADE1 on propeller PRO1. P .

[0079] Control unit CNT1 can be configured, for example, based on signal S PSET S VEL S HELM S BRK S NRPM This generates the pitch control signal SPITCH. The control unit CNT1 can be configured to use the pitch control function f... P (P) SET V S , 1, 2, N RPM To determine the pitch angle P The pitch control function can be determined, for example, through experimental testing and / or simulation. The control system CSYS1 may include a function for storing the pitch control function f. P (P) SET V S , 1, 2, N RPM The pitch control function can be stored in memory MEM1, for example, as a lookup table. Alternatively, the pitch control function can be stored in memory MEM1, for example, as a parameter PAR1 defining the pitch control function. The pitch control function can be, for example, multiple variables P. SET V S , 1, 2, N RPM The regression function. The pitch control function can be, for example, a polynomial function or a piecewise polynomial function.

[0080] Selected shaft power values ​​P1, P SET For example, at the maximum nominal shaft power P MAX The selected power values ​​P1 and P2 are within the range of 10% to 70%, advantageously within the range of 20% to 40%. SETIt can be, for example, essentially equal to the maximum nominal shaft power P. MAX 30%.

[0081] See Figure 8 The ship can follow the navigation path PATH1 at a speed v S Propelling. Rudders R1 and R2 generate a lateral force F to steer the ship. T Ships can move at angular velocity S Rotate.

[0082] See Figure 9a Ship SHIP1 can move along navigation path PATH1. Navigation path PATH1 can be determined, for example, based on navigation markers SIGN1, SIGN2 and / or obstacles ROCK1, ROCK2. Path PATH1 may include one or more bends. The speed of ship SHIP1 can be reduced, for example, to navigate along the bends. Path PATH1 may have a first zone REG1 that allows cruising at normal cruising speed. PATH1 may have a second zone REG2, in which the speed v of ship SHIP1 is... S Decrease. PATH1 can have a third region REG3, in which speed can be increased.

[0083] Figure 9b The time evolution of shaft power, braking angle, gate width, ship speed, and pitch angle in different regions of navigation path PATH1 is illustrated by way of example.

[0084] At time t 1a The vessel SHIP1 moves at a first speed v1. The vessel can be in the first region REG1 of path PATH1. The shaft power P1 can be substantially equal to the first value P1. The first value P1 can be, for example, at the maximum nominal shaft power P MAX The range is 10% to 50%. The first value P1 can be, for example, at the maximum nominal shaft power P. MAX The range is 20% to 40%. The first value P1 could be, for example, the maximum nominal shaft power P. MAX Approximately 30%.

[0085] speed v S The decrease can occur at time t 1a It begins by rotating the rudders R1 and R2 in opposite directions. Braking angle. G = 1- 2 can be derived from the first value G,1 Increase to the second value G,1Gate width w G From the first value w G,1 Reduce to the second reduction value w G,2 The width of the first gate, w G,1 It can be, for example, equal to a reference value w0, or equal to another optimal value, which, for example, minimizes fuel consumption. First gate width w G,1 This can correspond to, for example, the first position GPOS1 of the input device BRK1. The second gate width w G,2 This can correspond to, for example, the second position GPOS2 of the input device BRK1. Ship speed v S It can be changed from the first higher value v1 to the second lower value v2. Once the gate width w... G Less than the first value w G,1 speed v S Then you can begin to reduce it. The ship can optionally reduce it by changing the average ( ) rudder angle. 1+ 2) / 2 to turn.

[0086] Propeller PRO1 is driven at a predetermined speed N RPM The torque required for rotation can vary with the gate width w G The pitch angle increases as the speed decreases. The control system CSYS1 can increase the pitch angle by decreasing the pitch angle of the propeller PRO1 blade BLAD1. P To compensate for the increased drag of the rudders R1 and R2, in order to maintain torque and shaft power P S Constant.

[0087] The rotation of rudders R1 and R2 is not an infinitely fast operation. Rotation of rudders R1 and R2 requires some time. Gate width value w G,2 For example, at time t 1b Obtained from [location]. Pitch angle. P At time t a and t b Decrease between ab This is to maintain a constant torque on the propeller PRO1.

[0088] Due to the braking effect of rudders R1 and R2, the speed v S It can be done at time t b and t c It continues to decrease between [times]. This can be achieved at time t. c Obtain the reduced speed value v2. The reduced speed v2 can be obtained, for example, when ship SHIP1 enters the second area REG2 of navigation path PATH1, or before ship SHIP1 enters the second area REG2.

[0089] Propeller torque can vary with speed v S The pitch angle increases as the pitch decreases. P At time t 1b and t 1c Decrease between bc This is to maintain a constant propeller torque.

[0090] Ship SHIP1 can navigate along the second region REG2 of path PATH1 at a reduced speed v2. Shaft power P can be increased. S It remains essentially equal to the first value P1.

[0091] Shaft power P at the second lower speed v2 S The shaft power P can be maintained at the same level as at the first higher speed v2. S This is due to the use of controlled pitch angles. P To compensate for the gate width w G The effect of changes in propeller torque, and the compensation speed v S The effect of changes in rotational speed N on propeller torque. RPM and torque M P It can remain constant.

[0092] At time t 1d and t 1e Between, the gate width w G From the reduced value w G,2 Increase back to a higher value w G,1 Increase the gate width w G This can reduce drag and allow the ship's speed v on SHIP1 to be reduced. S Increase. At time t 1d and t 1f Between, the speed v of ship SHIP1 S It can be increased from a lower value v2 to a higher value v1. The speed v of ship SHIP1. S At time t 1f It reaches a relatively high value v1.

[0093] Increased gate width w G and the increasing speed v S This can reduce the speed of propeller PRO1 to a selected constant speed N. RPM Torque M required for rotation P Pitch angle P It can be increased to compensate for the increased gate width w G and the increasing speed V S For propeller torque MP The effect of pitch angle. P It can be done at time t 1d and t 1e Increase between de Pitch angle P It can be done at time t 1e and t 1f Increase between ef .

[0094] Boat speed v S The gate width w can be changed by altering the rudder R1 and R2. G To change this. By reducing the gate width w G Ship speed v S It can change from a higher value v1 to a lower value v2. (Boat speed v) S This can be achieved by increasing the gate width w G The value changes from a lower value v2 to a higher value v1. The propulsion system TWIN1 can have an operation mode MODE2, in which the pitch angle... P Adjusted so that the gate width w G Maintaining engine power P under changing conditions S Constant. Maintain engine power P. S It can reduce emissions and / or improve operational reliability.

[0095] By reducing the gate width w G Ship speed v S It can change from a higher value v1 to a lower value v2. For example, at a velocity v S With a reduction of approximately 50%, shaft power P S It can remain basically constant at velocity v. S With a reduction of approximately 50%, shaft power P S With the target value P1 (P SET The deviation between the two can be kept, for example, less than 10%, advantageously less than 5%, and preferably less than 2%. The speed can be reduced, for example, by 30% to 70%. The control system (SYS1) can be configured to change the pitch angle of the propeller (PRO1). P ), so that at the speed (v) of the ship (SHIP1) S By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) When changing from the first higher speed value (v1) to the second lower speed value (v2), the shaft power (P) S The difference between (P1 - P) and the first power value (P1) S The absolute value of the second speed value (v2) remains less than 10% of the first power value (P1), wherein the ratio of the lower second speed value (v2) to the first higher speed value (v1) is in the range of 30% to 70%.

[0096] Boat speed v S This can be achieved by increasing the gate width w G And it changes from a lower value v2 to a higher value v1. For example, in velocity v S With an increase of approximately 100%, shaft power P S It can remain basically constant at velocity v. S With an increase of approximately 100%, shaft power P S With the target value P1 (P SET The deviation between the two speeds can be kept, for example, less than 10%, advantageously less than 5%, and preferably less than 2%. The lower speed can be, for example, in the range of 30% to 70% of the higher speed. The control system (SYS1) can be configured to change the pitch angle of the propeller (PRO1). P ), so that at the speed (v) of the ship (SHIP1) S By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) When changing from a lower speed value (v2) to a higher speed value (v1), the shaft power (P) S The difference between (P1 - P) and the first power value (P1) S The absolute value of (v2) remains less than 10% of the first power value (P1), wherein the ratio of the lower speed value (v2) to the higher speed value (v1) is in the range of 30% to 70%.

[0097] See Figure 10a Ship SHIP1 can be maneuvered, for example, in port PORT1. Ship SHIP1 can approach berth BERTH1. The path PATH2 of ship SHIP1 can include waypoints POS2a, POS2b, POS2c, POS2d, POS2f, and POS2g.

[0098] Reference Figure 10b At time t 2a The ship may have a first speed v at waypoint POS2a. 2a Shaft power P SIt can be kept equal to the first value P1. This can be maintained at time t. 2a and t 2b The gate width w G From the first value w G,2a Reduce to the second value w G,2b In order to reduce the speed v S From the first value v 2a Decrease. The braking angle can be reduced from the first value. G,2a Increase to the second value G,2b .

[0099] The ship can optionally change the average value of the rudder angle ( 1+ 2) / 2 to turn. At time t 2d The speed of the ship, v S It can be reduced to zero at waypoint POS2d.

[0100] The ship can also optionally be at time t 2d and t 2f It moves in the opposite longitudinal direction (towards the stern, -SX). At time t... 2e Ships can have negative speeds v 2e Gate width w G It can be done at time t 2e The value of w is slightly increased to the third value. G,2f This is to stop the ship from moving in the opposite direction. The braking angle can be adjusted from the second value. G,2b Reduce to the third value G,2f The ship's speed v S It can be done at time t 2f At waypoint POS2f, the value becomes zero again.

[0101] Once longitudinal movement has essentially ceased, for example by using one or more motorized propulsion systems, by using one or more tugboats, and / or by using mooring lines, the vessel can move in the lateral (SY) direction. For example, at time t 2f Afterwards, the vessel can move laterally (SY) to berth BERTH1. The stern of the vessel can also be propelled by the lateral force F generated by the propulsion system TWIN1. T It moves in the lateral direction (SY). Shaft power P S For example, at time t 2g Then (e.g., after the ship is secured to its berth), it decreases from a constant value P1 to zero. The rotation of the crankshaft of engine ENG1 can, for example, occur at time t. 2g Then stop.

[0102] During maneuvering, the gate width w of the rudders R1 and R2 can be changed. G To change the ship's speed v S One of these features is the ability to adjust the pitch angle of the propeller. P To maintain engine power P S Constant.

[0103] Boat speed v S The gate width w can be changed by altering the rudder R1 and R2. G To change this. By reducing the gate width w G Ship speed v S From a higher value v 2a The pitch angle changes to a lower value (e.g., zero). The propulsion system TWIN1 can have an operating mode MODE2, in which the pitch angle... P Adjusted so that the gate width w G Maintaining engine power P under changing conditions S Constant. Propeller PRO1 can, for example, be constant at times t2a and t... 2b t 2e t 2f It has a pitch angle 2a , 2b , 2e , 2f The pitch angle can be adjusted from the first value. 2a Reduce to the second value 2b This is to compensate for the reduction in gate width. The pitch angle can be adjusted from the second value. 2b Reduce to the third value 2e To compensate for speed v S The decrease.

[0104] See Figure 11a and 11b Ship SHIP1 can leave berth BERTH1. Ship SHIP1's path PATH3 can include waypoints POS3b, POS3c, POS3d, POS3e, and POS3f.

[0105] See Figure 11c It can also be done at time t 3a The crankshaft of engine ENG1 begins to rotate, and fuel combustion begins in the cylinders of engine ENG1. The valve widths w of rudders R1 and R2...G It can be set to reduce or minimize the thrust of the Twin1 propulsion system. Shaft power P S It can be done at time t 3b The selected power value P1 is achieved. Alternatively, the engine ENG1 can be operated at time t. 3b To t 3d The situation is stable.

[0106] It can be done at time t 3d Release the mooring lines. The vessel can do so at time t. 3b and t 3d The vessel can move laterally (-SY) away from the berth. This can be achieved, for example, by using one or more motorized propulsion units and / or by using one or more tugboats. The stern of the vessel can also move laterally (-SY) by utilizing the lateral force F generated by the propulsion system TWIN1. T It moves in the lateral direction (-SY).

[0107] At time t 3d The gate width w can be adjusted. G From the value w G,3c Increase to value w G,3d This initiates the ship's movement in the forward direction (SX, forward). The ship can optionally utilize the lateral force F generated by the propulsion system CSYS1. T To turn. The ship can optionally turn at time t. 3d and t 3f Turn between them.

[0108] Gate width w G For example, at time t 3f Increase to value w G,3f In order to increase the ship's speed v S Gate width w G For example, at time t 3g Increase to value w G,3g In order to increase the ship's speed v S The speed of a ship can be measured in time t. 3h To reach, for example, the cruising speed value v 3h The braking angle can have, for example, at time t. 3c value G,3c At time t 3d value G,3d At time t 3f value G,3f and at time t 3g value G,3g .

[0109] During maneuvering, the ship's speed v S The gate width w can be changed by altering the rudder R1 and R2. G To change, the shaft power P S The pitch angle of the propeller can be adjusted. P To maintain a constant.

[0110] Boat speed v S The gate width w can be changed by altering the rudder R1 and R2. G To change. Boat speed v S This can be achieved by increasing the gate width w G And changing from a lower value (e.g., zero) to a higher value (v) 3d v 3f v 3h The propulsion system TWIN1 can have an operating mode MODE2, in which the pitch angle... P Adjusted so that the gate width w G Maintaining engine power P under changing conditions S Constant. Propeller PRO1 can, for example, be constant at time t. 2a t 2b t 2e t 2f t 2e t 2f With pitch angle 3a , 3c , 3e , 3f , 3g , 3h .

[0111] The optimal gate width w for minimizing fuel consumption at cruising speed G The rudder angle can differ slightly from the reference width w0. It can be arranged slightly off-center so that the interaction between the rudder and the propeller slipstream generates additional thrust that propels the vessel in the forward direction (SX). The dual-rudder propulsion system can be arranged to generate additional forward thrust during forward movement at cruising speed. The rudder angle can be set such that the interaction between the propeller slipstream and the rudder generates additional hydrodynamic thrust that, in addition to the propeller thrust, propels the vessel in the forward direction.

[0112] Figure 12a The method for changing the boat speed v is illustrated as an example. S The method and steps. Operation in constant power operation mode MODE2 may include stabilizing the operation of engine ENG1 at a selected power value P1. Propeller PRO1 can be powered by engine ENG1 at a selected speed N. RPM Rotate with the selected shaft power value P1 (step 1130). The gate width w can be changed. G To change the speed v of ship SHIP1 S (Step 1140). Pitch angle P It can be adjusted to maintain shaft power P S This is equal to the selected power value P1 (step 1150). At the gate width w... G The rotational speed N of the propeller changes. RPM While maintaining a constant pitch angle, it can be adjusted. P To make the propeller torque M P Keep it constant.

[0113] The control system SYS1 may include an input device BRK1, which receives user input (k) to change the braking effect of the rudders R1 and R2. B The control system SYS1 can be configured to control the shaft power (P). S ) is within a predetermined range (e.g., at the maximum nominal shaft power P) MAX In cases where the braking effect is within the range of 10% to 30%, for example, when a user input (k) for changing the braking effect is received via the input device BRK1. B When the power is turned on, operation begins in constant power operation mode MODE2.

[0114] The control system SYS1 may include an input device PAU1, which is used to receive inputs for changing the shaft power P. S User input (k) P The control system SYS1 can be configured, for example, to receive a request for changing the shaft power P via the input device PAU1. S User input (k) P When the power is changed, operation in constant power operation mode MODE2 is stopped. The user input for changing the power indicates that the user wishes to change the power. The user input for changing the power can also be used as the user input for stopping operation in constant power operation mode MODE2.

[0115] Figure 12b The method steps for operating the propulsion system in variable power mode MODE1 and constant power mode MODE2 are illustrated by way of example.

[0116] Operation can begin in Variable Power Operation Mode MODE1 (step 1210).

[0117] The method may include checking whether user input for initiating constant power operation mode has been received (step 1220).

[0118] Upon receiving user input to initiate constant power operation mode, operation in constant power operation mode MODE2 can be initiated (step 1221).

[0119] User input for initiating operation in constant power operation mode MODE2 can be received, for example, via user interface UIF1. User input for initiating operation in constant power operation mode MODE2 can also be received, for example, by pressing a button or setting the position of a control element on user interface UIF1.

[0120] Changing the position of the components in the input device BRK1 can be used to change the gate width w. G The command can also be used to start operation in constant power operation mode MODE2.

[0121] Engine ENG1 can be operated to make shaft power P S Equal to the selected target power P SET (Steps 1, 2, and 30).

[0122] Gate width w G and rudder angle 1. 2. Adjustment can be made based on user input (step 1240). The gate width w can be decreased or increased by rotating the rudders R1 and R2. G The speed v of ship SHIP1 S This can be achieved by reducing the gate width w G To reduce. The speed v of ship SHIP1 S This can be achieved by increasing the gate width w G This can be increased. The ship can also be steered by changing the average rudder angle.

[0123] For example, the gate width w can be changed by altering the position of the control element in the user interface UIF1. G User input. For example, the position of the brake lever on the input device BRK1 can be changed to receive input for changing the gate width w. G User input.

[0124] Boat speed v S It can be measured (step 1241). The rotational speed N of propeller PRO1 can be measured.RPM (Step 1242).

[0125] Pitch angle P Based on rudder angle 1. 2. Based on the ship's speed v S According to the rotational speed N RPM And based on the selected shaft power P SET To adjust in order to maintain shaft power P S Equal to the selected target power P SET (Step 1250).

[0126] The method may include checking whether a user input for stopping the constant power operation mode has been received (step 1260). If a user input for stopping operation in the constant power operation mode MODE2 is received, operation in the constant power operation mode MODE2 can be stopped. Operation in the variable power operation mode MODE1 can be started separately.

[0127] Changing the position of the control element of the power regulation device PAU1 can be used to change the shaft power P. S The command can also be used to stop operation in constant power operation mode MODE2.

[0128] The predetermined target shaft power P SET It can be associated with constant power operation mode MODE2. Before starting operation in constant power operation mode MODE2, the control system can automatically change the shaft power to the default value P. SET .

[0129] The target axis power P for constant power operation mode MODE2 can also be selected using the user interface UIF1. SET Target shaft power P SET This can be selected, for example, by changing the position of the control element of the power adjustment device PAU1 in the user interface UIF1. Target shaft power P SET For example, at the maximum nominal shaft power P MAX The range is between 10% and 70%.

[0130] Operation in constant power mode MODE2 can be initiated based on user input in step 1650. User input can be received, for example, via control elements of user interface UIF1.

[0131] Figure 13aThe propulsion system TWIN1 is illustrated as an example, comprising a combination CMB1 of engine ENG1 and electric motor MOT1. The propeller PRO1 and propeller shaft SHF1 can be rotated using the combination CMB1 of engine ENG1 and electric motor MOT1. Shaft power P S It can be generated by combining CMB1. The propulsion system TWIN1, which includes the combination of CMB1, can also be referred to as, for example, a hybrid propulsion system.

[0132] The propulsion system TWIN1 may include energy storage E ENE The energy storage device ESS1 may include, for example, a battery. The energy storage device ESS1 can provide electrical power P to the electric motor MOT1. ELE The electric motor MOT1 can deliver electrical power P. ELE The mechanical power is converted to the propeller shaft SRF1. The engine ENG1 and the electric motor MOT1 can be configured to rotate the propeller shaft SRF1 together. The electric motor MOT1, together with the engine ENG1, can provide auxiliary power for rotating the propeller shaft SRF1. The engine ENG1 can provide shaft power P. S At least a portion thereof, and / or the motor MOT1, can provide shaft power P S At least a part of it.

[0133] The combined CMB1 of engine ENG1 and electric motor MOT1 can have one or more optimal operating points. Shaft power P is maintained near the optimal operating point of the combined CMB1. S A relatively constant operating point may be advantageous. The optimal operating point refers to a set of optimal operating parameters. These parameters may include, for example, the shaft power P of the motor MOT1. S Rotational speed N RPM and electrical power P ELE .

[0134] The propulsion system TWIN1 may include a combination CMB1 of engine ENG1 and generator GEN1. Specifically, electric motor MOT1 can also be used as generator GEN1. The propeller shaft SHF1 can be rotated using the combination CMB1 of engine ENG1 and generator (MOT1, GEN1). The generator (MOT1, GEN1) can be arranged to convert at least a portion of the mechanical power of engine ENG1 into electrical power P. ELE The energy storage device ESS1 can receive electrical power P from the generator (MOT1, GEN1). ELE And / or the energy storage device ESS1 can provide electrical power P to the motor (MOT1, GEN1). ELEGenerator GEN1 can be used as motor MOT1, which can receive electrical power P from energy storage ESS1. ELE It can also provide shaft power P for rotating the propeller PRO1 and the shaft SHF1. S At least a part of it.

[0135] The combined CMB1 of engine ENG1 and generator (MOT1, GEN1) can have one or more optimal operating points. Shaft power P is maintained near the optimal operating point of the combined CMB1. S A relatively constant operating parameter may be advantageous. These operating parameters can include, for example, the shaft power P of the generator (MOT1, GEN1). S Rotational speed N RPM and electrical power P ELE .

[0136] The electric motor (MOT1, GEN1) can be connected to the engine ENG1, for example, via the connecting shaft SHF0 or via the connecting shaft portion SHF0. A portion of the propeller shaft SHF1 can be used as the connecting shaft portion SHF0.

[0137] The propulsion system TWIN1 may optionally include a (first) gearbox for reducing the rotational speed of the propeller shaft SRF1, such that the rotational speed of the propeller shaft SRF1 can be lower than the rotational speed of the engine ENG1. The propeller shaft SRF1 and the engine ENG1 may be connected to a gearbox. The engine ENG1 may be connected to the gearbox, for example, via a connecting shaft SHF0.

[0138] The propulsion system TWIN1 may optionally include a (second) gearbox for providing a suitable speed to the electric motors (MOT1, GEN1) such that the speed of the electric motors (MOT1, GEN1) can, for example, be higher than the speed of the engine ENG1. The gearbox may be connected to the engine ENG1, for example, via a connecting shaft SHF0 or via a connecting shaft portion SHF0.

[0139] Figure 13b A propulsion system is illustrated by way of example, comprising a combination CMB1 of an engine ENG1, a generator GEN1, and an electric motor MOT1. The engine ENG1 can rotate the generator GEN1 via a connecting shaft SHF0. The generator GEN1 converts the mechanical power of the engine into electrical power P. ELE The propeller shaft SHF1 and propeller PRO1 can be rotated using a separate electric motor MOT1. Electric motor MOT1 can deliver electrical power P... ELE The mechanical power is converted to the propeller shaft SHF1. The electric motor MOT1 can receive electrical power P directly from the generator GEN1 and / or via the energy storage device ESS1. ELEElectrical energy E supplied by generator GEN1 ELE Electrical energy E stored in energy storage device ESS1 can be temporarily stored. ELE It can be used to rotate the electric motor MOT1. When using energy received from the energy storage ESS1, the maximum power that can be provided by the electric motor MOT1 can be, for example, in the range of 10% to 200% of the maximum power of the engine ENG1. When directly using electrical power P from the generator GEN1... ELE At that time, the maximum power that can be provided by the electric motor MOT1 can be, for example, in the range of 10% to 90% of the maximum power of the engine ENG1.

[0140] The combination of engine ENG1 and generator GEN1, CMB1, can have one or more optimal operating points. Electric motor MOT1 can also have one or more optimal operating points. Shaft power P is maintained near the optimal operating point of electric motor MOT1 and / or the optimal operating point of the combination CMB1. S A relatively constant operating position may be advantageous. The optimal point refers to an optimal set of operating parameters. The operating parameters of motor MOT1 may include, for example, the shaft power P of motor MOT1. S Rotational speed N RPM and electrical power P ELE .

[0141] This method includes changing the gate width w G To change the speed v of ship SHIP1 S And by changing the pitch angle P To maintain shaft power P S The shaft power P is essentially constant. For example, in one or more of the following cases, the shaft power P... S It can remain basically constant: - Shaft power P S It is supplied by a single internal combustion engine, ENG1.

[0142] - Shaft power P S It is supplied by only one or more internal combustion engines ENG1.

[0143] - Shaft power P is provided by using a combination of generator GEN1 and a single internal combustion engine ENG1. S The generator GEN1 can also be used as an electric motor.

[0144] - Shaft power P is provided by using a combination of generator GEN1 and one or more internal combustion engines ENG1. S The Generator GEN1 can also be used as an electric motor.

[0145] - Shaft power P SPower is supplied solely by electric motor MOT1, which utilizes electrical power P. ELE To drive, electrical power P ELE It is generated in real time by using a combination of generator GEN1 and one or more internal combustion engines ENG1.

[0146] - Shaft power P S Power is supplied solely by electric motor MOT1, which utilizes electrical power P received from energy storage ESS1. ELE The energy storage device ESS1 is powered by a combination of a generator GEN1 and one or more internal combustion engines ENG1.

[0147] This method includes changing the gate width w G To change the speed v of ship SHIP1 S And by changing the pitch angle P To maintain shaft power P S The shaft power P is essentially constant. For example, in one or more of the following cases, the shaft power P... S It can remain basically constant: - Engine ENG1 is an internal combustion engine, with its shaft power P S At least a portion of it is generated by engine ENG1. Shaft power P S It can be generated in real time by engine ENG1.

[0148] - Shaft power P S The shaft power P is generated by a combination of an electric motor MOT1 and at least one internal combustion engine ENG1 (CMB1). S It can be generated in real time by combining CMB1.

[0149] - Shaft power P S Produced solely by one or more internal combustion engines ENG1. Shaft power P S It can be generated in real time by one or more internal combustion engines ENG1.

[0150] - Shaft power P S Shaft power P is generated solely by a single internal combustion engine, ENG1. S It can be generated in real time by a single internal combustion engine ENG1.

[0151] Shaft power P S This refers to the power connected from propeller shaft SHF1 to propeller PRO1, specifically the power required to rotate propeller PRO1. Shaft power P S Connect the propeller shaft SHF1 to the propeller PRO1 in real time.

[0152] Reference Symbol List 1 Rudder angle of left rudder 2 Rudder angle of right rudder G Braking angle, 1- 2 P Pitch angle Changes in pitch angle S Steering angle, steering angle position input device ACU1 Left rudder actuator ACU2 right rudder actuator ACU3 is an actuator used to change the pitch angle. ARM1 First rudder Connection Section ARM2 Second rudder Connection Section AX0 Propeller shaft axis AX1 Left rudder rotation axis AX2 Right rudder rotation axis BERTH1 berth BLAD1 propeller blade BRIDGE1 Driver's Bridge and Control Room BRK1 is an input device for adjusting braking performance. CMB1 engine and generator combination CNT1 Control Unit CSYS1 Control System D PRO propeller diameter ENG1 engine E ELE Electricity ESS1 Energy Storage FLW1 water flow, streamlines FLW2 water flow, streamlines f P Pitch control function F T Lateral force generated by the propulsion system GEN1 generator Position of GPOS brake input device HELM1 Steering Input Device HUL1 Hull k GThe ratio of gate width to normal gate width k P The ratio of target power to maximum nominal shaft power LE1 Leading edge of the left rudder LE2 Leading edge of the right rudder L SHIP Ship length MEM1 data storage MEM2 data storage MODE1 Variable Power Operation Mode MODE2 Constant Power Operation Mode MOT1 motor M P propeller torque N RPM propeller speed P1 First Power Value P ELE Electric power PATH1 Ship Route PATH2 Ship Route PATH3 Ship Path PAU1 is an input device for regulating power. P MAX Maximum nominal shaft power RB1 left rudder blade RB2 right rudder Port1 (Port) POS waypoint Pro1 Propeller PROG1 Computer Program Code P S Shaft power P SET Power target value R1 left rudder R2 Right steering wheel REG1 Path Region REG2 Path Region REG3 Path Region ROCK1 Obstacles ROCK2 Obstacles S BRK Signal used to adjust braking effect SEA1 water, sea NSEN1 speed sensor S HELM Signal indicating steering direction SHF1 propeller shaft SHF0 connecting shaft SHF11 Left-hand steering axis SHF12 right-hand rudder steering axis Ship1 (ship) SIGN1 Navigation Sign SIGN2 Navigation Sign S NRPM Signal indicating rotational speed S PITCH Signal indicating pitch angle S PSET Signal indicating target power S R1 Signal used to control the angular position of the left rudder. S R2 Signal used to control the angular position of the right rudder. SRF1 Water surface, sea surface S VEL Signal indicating ship speed Sx (vertical direction) SY (Horizontal direction) Sz Vertical direction t time TE1 Left rudder trailing edge TE2 right rudder trailing edge TWIN1 Propulsion System UIF1 User Interface v1 First speed value v2 Second speed value v S Ship speed S angular velocity of a ship VSEN1 speed sensor w0 Reference gate width w G Gate width w AX12 Distance between the axes of the rudder It will be apparent to those skilled in the art that modifications and variations of the apparatus and methods according to the invention are perceptible. These figures are illustrative. The specific embodiments described above with reference to the accompanying drawings are merely illustrative and are not intended to limit the scope of the invention, which is defined by the appended claims.

Claims

1. A propulsion system (TWIN1) for a moving vessel (SHIP1), the system (TWIN1) comprising: - Controllable pitch propeller (PRO1) driven by an engine (ENG1) and / or an electric motor (MOT1). - left rudder (R1), - Right steering wheel (R2), and - Control system (CSYS1) The left rudder (R1) has a first rotation axis (AX1) and a first trailing edge (TE1). The right rudder (R2) has a second axis of rotation (AX2) and a second trailing edge (TE2). Among them, by changing the rudder angle of the left rudder (R1) 1) The rudder angle relative to the right rudder (R2) 2) The difference between them ( 1- 2) The distance (w) between the trailing edges (TE1, TE2) can be adjusted. G ), The propulsion system (TWIN1) has a first operating mode (MODE1), in which the speed (v) of the ship (SHIP1) is changed. S This includes changing the shaft power (P) of the propeller (PRO1). S ), The propulsion system (TWIN1) has a second operating mode (MODE2), in which the control system (SYS1) is configured to change the rudder angle of the left rudder (R1). 1) The rudder angle relative to the right rudder (R2) 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S ), wherein the control system (SYS1) is arranged to change the pitch angle of the propeller (PRO1) P ), so that by changing the rudder angle ( 1, 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S In the case of ), the shaft power (P) S It remains essentially equal to the first power value (P1).

2. The propulsion system (TWIN1) according to claim 1, wherein, The control system (SYS1) is configured to change the pitch angle of the propeller (PRO1). P ), causing the speed (v) of the ship (SHIP1) to be S By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) When changing from a higher first speed value (v1) to a lower second speed value (v2), the shaft power (P) S The difference between (P1-P) and the first power value (P1) S The absolute value of the second speed value (v2) is kept less than 10% of the first power value (P1), wherein the ratio of the lower second speed value (v2) to the higher first speed value (v1) is in the range of 30% to 70%.

3. The propulsion system (TWIN1) according to claim 1 or 2, wherein, The control system (SYS1) is configured to change the pitch angle of the propeller (PRO1). P ), causing the speed (v) of the ship (SHIP1) to be S By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) When changing from a lower speed value (v2) to a higher speed value (v1), the shaft power (P) S The difference between (P1 - P) and the first power value (P1) S The absolute value of the lower speed value (v2) is kept less than 10% of the first power value (P1), wherein the ratio of the lower speed value (v2) to the higher speed value (v1) is in the range of 30% to 70%.

4. The propulsion system (TWIN1) according to any one of claims 1 to 3, said propulsion system comprising methods for measuring the speed (v) of the vessel (SHIP1). S The speed sensor (VSEN1) is used to detect speeds. The control system (SYS1) is configured based on the rudder angle ( 1, 2) and the measured speed (v) based on the vessel (SHIP1). S To control the pitch angle of the propeller (PRO1) P ), so that by changing the rudder angle ( 1, 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S In the case of ), the shaft power (P) S The value is kept substantially equal to the first power value (P1).

5. The propulsion system (TWIN1) according to any one of claims 1 to 4, wherein, The control system (SYS1) is configured to receive information via the user interface (UIF1) for changing the shaft power (P). S The operation in the constant power operation mode (MODE2) will be stopped upon user input.

6. The propulsion system (TWIN1) according to any one of claims 1 to 5, wherein, The rudder (R1, R2) and the propeller (PRO1) are based on the maximum shaft power (P MAX The dimensions of the rudder (R1, R2) and the propeller (PRO1) are determined such that the propulsion system (TWIN1) is at least at the first power value (P1) at the maximum shaft power (P) MAX It can operate in the constant power operation mode (MODE2) within a range of 10% to 30% of the power.

7. The propulsion system (TWIN1) according to any one of claims 1 to 6, wherein the propulsion system comprises a reciprocating internal combustion engine (ENG1).

8. A vessel (SHIP1) comprising a propulsion system (TWIN1) according to any one of claims 1 to 7.

9. A method for controlling the propulsion of a ship (SHIP1), the ship (SHIP1) including a propulsion system (TWIN1), the propulsion system (TWIN1) comprising: - Engine (ENG1) - A controllable pitch propeller (PRO1) driven by the engine (ENG1) and / or by the electric motor (MOT1). - left rudder (R1), - Right steering wheel (R2), and - Control system (CSYS1) The left rudder (R1) has a first rotation axis (AX1) and a first trailing edge (TE1). The right rudder (R2) has a second axis of rotation (AX2) and a second trailing edge (TE2). Among them, by changing the rudder angle of the left rudder (R1) 1) The rudder angle relative to the right rudder (R2) 2) The difference between them ( 1- 2) The distance (w) between the trailing edges (TE1, TE2) can be adjusted. G ), The propulsion system (TWIN1) has a first variable power operation mode (MODE1), in which the speed (v) of the ship (SHIP1) is changed. S This includes changing the shaft power (P) of the propeller (PRO1). S ), The propulsion system (TWIN1) has a second constant power operation mode (MODE2), wherein the control system (SYS1) is arranged to change the rudder angle of the left rudder (R1). 1) The rudder angle relative to the right rudder (R2) 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S ), The method includes: - By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S ),as well as - Change the pitch angle of the propeller (PRO1) P ), so that by changing the rudder angle ( 1, 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S In the case of ), the shaft power (P) S It remains essentially equal to the first power value (P1).

10. The method of claim 9, wherein the method comprises changing the pitch angle of the propeller (PRO1) P ), causing the speed (v) of the ship (SHIP1) to be S By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) When changing from a higher first speed value (v1) to a lower second speed value (v2), the shaft power (P) S The difference between (P1-P) and the first power value (P1) S The absolute value of ) remains less than 10% of the first power value (P1), wherein, The ratio of the lower second speed value (v2) to the higher first speed value (v1) is in the range of 30% to 70%.

11. The method according to claim 9 or 10, the method comprising changing the pitch angle of the propeller (PRO1) P ), causing the speed (v) of the ship (SHIP1) to be S By changing the rudder angle ( 1, 2) The difference between them ( 1- 2) When changing from a lower speed value (v2) to a higher speed value (v1), the shaft power (P) S The difference between (P1 - P) and the first power value (P1) S The absolute value of ) remains less than 10% of the first power value (P1), wherein, The ratio of the lower speed value (v2) to the higher speed value (v1) is in the range of 30% to 70%.

12. The method according to any one of claims 9 to 11, the method comprising: Measure the speed (v) of the vessel (SHIP1). S ), and based on the rudder angle ( 1, 2) and based on the speed (v) of the vessel (SHIP1). S To control the pitch angle of the propeller (PRO1) P ), so that by changing the rudder angle ( 1, 2) The difference between them ( 1- 2) To change the speed (v) of the vessel (SHIP1). S In the case of ), the shaft power (P) S The value is kept substantially equal to the first power value (P1).

13. The method according to any one of claims 9 to 12, the method comprising: Upon receiving a request via the user interface (UIF1) to change the shaft power (P) S If the user inputs a message, the operation in the constant power operation mode (MODE2) will be stopped.

14. The method according to any one of claims 9 to 13, wherein, The first power value (P1) is at the maximum shaft power (P MAX The range is between 10% and 30%.

15. The method according to any one of claims 9 to 14, wherein, The engine (ENG1) is a reciprocating internal combustion engine, wherein the fuel of the engine is ammonia, gaseous fuel or liquefied gas, or a combination of ammonia, gaseous fuel and / or liquefied combustible gas.

16. The method according to any one of claims 9 to 15, wherein, The engine (ENG1) is an internal combustion engine, wherein the shaft power (P) S At least a portion of the energy is generated by the engine (ENG1).

17. The method according to any one of claims 9 to 16, wherein, The shaft power (P) S The motor (MOT1) is generated by a combination (CMB1) of the electric motor (MOT1) and at least one internal combustion engine (ENG1).

18. The method according to any one of claims 9 to 16, wherein, The shaft power (P) S It is generated by only one or more internal combustion engines (ENG1).

19. The method according to any one of claims 9 to 16, wherein, The shaft power (P) S It is generated by a single internal combustion engine (ENG1).

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