Multi-scene applicable marine power control system and ship with same

Abstract

The application discloses a marine power control system applicable to multiple scenes and a ship provided with the same. The system comprises: multiple propulsion units arranged at different positions of a ship body; and a central control system configured to generate a power control signal in response to a user operation instruction and drive at least one of the multiple propulsion units to apply a desired thrust to the ship body based on the power control signal. The multiple propulsion units are arranged at different positions of the ship body based on at least one of the following elements: a propulsion unit type, a propulsion mode and a position suitable for arranging the propulsion unit on the ship body. The propulsion mode comprises at least one of the following: positive and reverse unequal thrust, positive and reverse equal thrust, large-angle vector thrust and full-revolution thrust. The application solves the technical problem that the existing power control system cannot accurately perform power control.

Description

Technical Field

[0001] This invention relates to the field of boats, and more specifically, to a marine power control system applicable to multiple scenarios and a boat having the same. Background Technology

[0002] Small and medium-sized operational and research vessels, search and rescue craft, and high-end recreational boats typically switch power modes during navigation in different scenarios, including frequent dynamic positioning and omnidirectional movement. In traditional vessel power control systems, the propulsion unit is mostly a longitudinal main propulsion rudder propeller combination, lacking sufficient lateral or omnidirectional thrust output, resulting in insufficient maneuverability at low speeds or in the final state, and inability to accurately control the power.

[0003] There is currently no effective solution to the problems existing in the above-mentioned prior art. Summary of the Invention

[0004] This invention provides a marine power control system applicable to multiple scenarios and a vessel having the same, so as to at least solve the technical problem that existing power control systems cannot accurately control power.

[0005] According to one aspect of the present invention, a marine propulsion control system applicable to multiple scenarios is provided, comprising: a plurality of propulsion units respectively disposed at different positions on the hull; a central control system configured to generate a power control signal in response to a user operation command, and to drive at least one of the plurality of propulsion units to apply a desired thrust to the hull based on the power control signal; wherein the plurality of propulsion units are disposed at different positions on the hull based on at least one of the following elements: propulsion unit type, propulsion method, and suitable position of the propulsion unit on the hull, wherein the propulsion method includes at least one of the following: unequal thrust in both directions, equal thrust in both directions, large-angle vector thrust, and full-rotation thrust.

[0006] According to another aspect of the present invention, a vessel applicable to multiple scenarios is also provided, comprising: a hull; and a power control system as described above for controlling the movement of the hull.

[0007] According to another aspect of the present invention, a marine propulsion control method applicable to multiple scenarios is also provided, comprising: generating a corresponding propulsion control signal in response to a user operation command; driving at least one of a plurality of propulsion units to apply a desired thrust to the hull based on the propulsion control signal; wherein the plurality of propulsion units are arranged at different positions on the hull based on at least one of the following elements: propulsion unit type, propulsion method, and suitable position of the propulsion unit on the hull, wherein the propulsion method includes at least one of the following: unequal thrust in both directions, equal thrust in both directions, large-angle vector thrust, and full-rotation thrust.

[0008] In this embodiment of the invention, the above solution solves the technical problem that existing power control systems cannot accurately control power. Attached Figure Description

[0009] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0010] Figure 1 This is a schematic diagram showing the suitable location of the propulsion unit on the hull according to an embodiment of the present invention;

[0011] Figure 2 This is a structural diagram of a boat including a power control system according to an embodiment of the present invention;

[0012] Figure 3 This is a configuration diagram of an optional power control system according to an embodiment of the present invention;

[0013] Figure 4 This is a flowchart of a marine power control method applicable to multiple scenarios according to an embodiment of the present invention;

[0014] Figure 5 A schematic diagram of the structure of a computer device suitable for implementing embodiments of the present disclosure is shown. Detailed Implementation

[0015] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0016] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0017] Terminology Explanation

[0018] Bow Tunnel Thruster: A propeller installed in a transverse duct at the bow of the hull, primarily providing transverse thrust.

[0019] Stern Azimuth Thruster: A thruster installed at the stern of the hull that can rotate freely within a 360° range to change the direction of the jet stream, serving both propulsion and rudder functions.

[0020] Dynamic Positioning (DP): A technology that uses the thrust generated by its own propulsion system to automatically maintain the position and course of a vessel.

[0021] Thrust Allocation: The algorithm by which the DP system calculates and allocates the thrust magnitude and angle to each thruster based on the required resultant force and resultant torque.

[0022] Omnidirectional Maneuvering: A vessel can achieve maneuvering in any dimension, such as lateral movement, diagonal movement, and local rotation, without changing the bow orientation of the hull.

[0023] Thrust Allocation Algorithm: The controller's mathematical model rationally decomposes and distributes the resultant force and moment required by the entire ship to the asymmetrically arranged forward thrusters and stern azimuth units.

[0024] Longitudinal: The direction defined by the straight line connecting the bow and stern of the hull.

[0025] Horizontal: The direction perpendicular to the vertical direction.

[0026] Forward direction: is the direction of the vector pointing from the stern to the bow of the hull.

[0027] The direction of reversing, going backwards, or going backwards is along a vector direction that is opposite to (or 180° from) the direction of travel.

[0028] This application provides a vessel, which can be a fishing boat, a small or medium-sized work vessel, an intelligent search and rescue vessel, or a research vessel, etc., that requires static positioning (dynamic positioning), precise micro-motion in narrow waters (omnidirectional translation), and conventional navigation. The vessel includes a power control system, which mainly comprises multiple propulsion units and a central control system.

[0029] The central control system is configured to generate a power control signal in response to a user operation command, and drive at least one of the plurality of propulsion units to apply a desired amount of thrust to the hull based on the power control signal.

[0030] Multiple propulsion units are positioned at different locations on the hull based on at least one of the following elements: propulsion unit type, propulsion method, and suitable location of the propulsion units on the hull. The propulsion method includes at least one of the following: unequal thrust in both directions, equal thrust in both directions, large-angle vector thrust, and azimuth thrust. Propulsion unit types include conventional propellers / ducted propellers, shaftless pump-jet propulsion, waterjet propulsion, fin-type propulsion, Voith-Schneider propulsion, etc.

[0031] Figure 1 The diagram shows suitable locations on the hull for the propulsion units provided in this embodiment. The black dots in the diagram indicate suitable locations on the hull for the propellers. Specifically, the bow section corresponds to the uppermost bow area in the diagram and is mainly used for propulsion units that assist in lateral maneuvering or dynamic positioning; the midship section corresponds to the middle hull area in the diagram and can be used for retractable propulsion units or special vertical propulsion devices; the stern section corresponds to the lowermost stern section in the diagram and is the traditional main propulsion area, where propulsion units can be arranged along the hull centerline and on the outer hoisting area; the bow lateral and stern lateral sections correspond to the port and starboard sides of the bow and stern respectively, and are mainly used for propulsion units that facilitate low-speed lateral and turning maneuvers.

[0032] In this application, the arrangement of the propulsion units can be divided from two dimensions: function and hull area. From a functional perspective, the main propellers are primarily located at the stern of the hull to propel the ship forward and maintain economical or high-speed navigation; the steering propellers are mainly arranged at the bow and stern sides to achieve lateral or yaw maneuvering at low speeds; the dynamic positioning propellers are typically arranged in a distributed, azimuth-like manner to maintain the ship's precise position and heading in specific sea areas; and special propellers such as waterjet propellers are arranged in integrated locations involving the bottom water inlet and internal flow channels. From a hull area perspective, the stern is the traditional main propulsion area, where propellers can be arranged along the hull centerline and the outer pylon area; the bow is mainly used as the propeller arrangement area to achieve auxiliary lateral maneuvering or dynamic positioning; and the midships and bottom areas are used to arrange retractable propellers or special vertical propulsion devices.

[0033] Specifically, the arrangement and configuration of the propulsion unit are described in detail in the applicant's patent applications No. 2026210517690, entitled "Marine Power Plant, Marine Power Control System and Boat Having the Same", and No. 2026210517686, entitled "Marine Power Plant, Marine Power Control System and Boat Having the Same". The entire contents of these two patent applications are incorporated herein by reference and will not be repeated here.

[0034] The following describes in detail the power control system provided in this embodiment, taking the preferred arrangement and configuration of the propulsion unit as an example.

[0035] like Figure 2 and Figure 3 As shown, this application provides a vessel, which includes a hull 100 and a power control system, which mainly includes a propulsion unit and a central control system. In this embodiment, the propulsion unit includes a forward propulsion unit 10 and a stern propulsion unit 20.

[0036] The bow propulsion unit 10 is located at the bow of the hull, preferably inside the bow. Through electrical connection with the central control system, it receives the corresponding bow power control signal (also known as the first actuator control signal) to apply lateral thrust and yaw thrust to the hull, thereby adjusting the bow heading and lateral attitude of the hull.

[0037] The stern propulsion unit 20 is located at the stern of the hull, preferably inside the stern, and is aligned longitudinally with the bow propulsion unit 10. The stern propulsion unit 20 is electrically connected to the central control system and receives corresponding stern power control signals (also known as second actuator control signals) to apply longitudinal thrust and omnidirectional rotational thrust to the hull.

[0038] The central control system, as the core control hub of the entire propulsion system, connects its signal input terminals to the user's operation control terminal, shipborne GPS positioning equipment, and inertial navigation equipment, while its control signal output terminals are electrically connected to the control terminals of the bow propulsion unit 10 and the stern propulsion unit 20, respectively. The central control system is configured to respond to user control commands such as scene switching instructions or target control commands, generating power control signals to drive at least one of the bow propulsion unit 10 and the stern propulsion unit 20 to operate in a coordinated manner. This applies a resultant force of desired magnitude and direction to the hull, driving the hull to accurately execute movements in various complex scenarios.

[0039] The following section will provide a detailed description of each component of the power control system, its substructures, connections, and specific functions.

[0040] 1) Head propulsion unit 10

[0041] The bow propulsion unit 10 is located in the inner compartment area of ​​the bow of the hull. The inner compartment area is adapted to the installation size of the bow propulsion unit 10, and its installation orientation ensures that the water flow channel axis of the bow propulsion unit 10 is consistent with the transverse direction of the hull. This is to ensure that the bow propulsion unit 10 can generate transverse thrust along the transverse direction of the hull and / or yaw thrust to control the turning of the bow of the hull.

[0042] Depending on the actual ship type and draft requirements, the bow propulsion unit 10 can be either a tunnel-type or channel-type side thruster. The bow propulsion unit 10 is fixed in a transverse configuration, meaning its thrust injection axis is perpendicular to the longitudinal centerline of the hull.

[0043] The propulsion unit 10 internally includes a variable frequency drive motor, a drive shaft assembly, a propeller blade assembly, and a pipe structure. The variable frequency drive motor is fixedly mounted on a dedicated mounting platform inside the bow of the hull. The power output shaft of the variable frequency drive motor is mechanically connected to the propeller blade assembly located inside the pipe structure via the drive shaft assembly. The electrical control terminal of the variable frequency drive motor is electrically connected to the first control output terminal of the dynamic positioning controller of the central control system. The pipe structure horizontally extends through the bottom of the bow of the hull along the port and starboard sides, completely enclosing the propeller blade assembly within the water flow channel.

[0044] The variable frequency drive motor responds to the first actuator control signal sent by the central control system, precisely controlling its steering and start / stop status by changing the frequency of the input current or using pulse modulation. Because the propeller blade assembly rotates at high speed within the pipe structure, water is drawn from the port side and sprayed from the starboard side, or vice versa. The propulsion mode of the bow propulsion unit 10 exhibits a characteristic of unequal forward thrust, meaning the maximum thrust generated by spraying water to the port and starboard sides differs. This unidirectional laterally constrained thrust acts on the bow of the hull through the pipe structure, generating a lateral thrust along the hull's transverse direction, or a yaw thrust around the ship's steering center, controlling the bow's steering.

[0045] 2) Tail-end propulsion unit

[0046] The stern propulsion unit 20 is located in the internal compartment area of ​​the stern section of the hull, and is arranged in the same straight line as the bow propulsion unit 10 in the longitudinal direction of the hull. The stern propulsion unit 20 adopts a structural scheme with an optimized center of gravity, eliminating the traditional shafted propeller blades and the easily damaged mechanical rudder blades. The stern propulsion unit 20 includes a main propulsion module and a slewing module.

[0047] The main propulsion module is installed at the lowest point of the stern assembly of the hull. The slewing module is installed in conjunction with the main propulsion module. Its installation orientation enables the stern propulsion unit 20 to achieve a 360° full rotation, thereby generating longitudinal thrust along the longitudinal direction of the hull and / or full rotation vector thrust in the 360° direction.

[0048] The main propulsion module, serving as the power output source, has an electric podded propulsion system at its core. Specifically, the main propulsion module includes a permanent magnet synchronous podded motor, propeller blades, a motor housing, and a fairing. The permanent magnet synchronous podded motor is encapsulated within the motor housing and mounted at the lowest point of the entire stern assembly. This ensures that the propeller blades remain completely submerged under water during large pitching angles or when the vessel is unloaded, significantly reducing energy loss from the mechanical transmission chain. The propeller blades are fixed to the rotor output end of the permanent magnet synchronous podded motor via flanges. The power inverter input of the permanent magnet synchronous podded motor is electrically connected to the second control output of the dynamic positioning controller of the central control system located inside the hull via an underwater sealed cable.

[0049] The permanent magnet synchronous pod motor of the main propulsion module receives speed and power command control signals from the power control signal. By adjusting the input current through an internal vector control algorithm, it drives the propeller blades to rotate within the fairing, generating longitudinal thrust along the hull's longitudinal direction, which serves as the main power source for the entire ship's navigation.

[0050] The slewing module includes a slewing motor, a slewing gearbox, a slewing bearing, and an absolute angle rotary encoder. The fixed ring of the slewing bearing is installed in the inner compartment of the stern section of the hull, while the rotating ring is rotatably connected to the upper part of the motor compartment of the main propulsion module. The output shaft of the fixed ring of the slewing bearing is meshed with the rotating ring of the slewing bearing through a gear transmission pair in the slewing bearing gearbox. The absolute angle encoder is coaxially mounted on the central shaft of the slewing bearing and is used to detect the absolute rotation angle of the main propulsion module relative to the longitudinal axis of the hull. The signal output terminal of the absolute angle encoder is connected to the feedback input terminal of the central control system.

[0051] During operation, the slewing module can drive the main propulsion module to rotate arbitrarily within a 360-degree horizontal circumference, achieving full-rotation thrust. Through real-time closed-loop feedback from the absolute angle encoder, the central control system can adjust the direction of thrust injection. The asymmetrical coupling between the slewing module and the main propulsion module allows the tail propulsion unit 20 to generate longitudinal thrust independently, as well as powerful vector thrust at any specified oblique or lateral angle, fundamentally compensating for the shortcomings of traditional mechanical rudders during low-speed turning.

[0052] Traditional tail rotor and bow thruster systems lack lateral vector control at the stern, making it impossible to achieve positive lateral translation of the entire vessel without changing the bow orientation. In this embodiment, the 360° vector thrust provided by the stern azimuth thruster, combined with the bow thruster, gives the vessel positive lateral translation (crab walk) and on-site rotation capabilities completely absent in traditional propeller-rudder systems. Furthermore, this embodiment employs a azimuth thruster (an electric propulsion module) at the stern, eliminating the need for a long shaft system and traditional steering gear compartment, significantly freeing up cargo or operational space at the stern.

[0053] 3) Central control system

[0054] The central control system includes a dynamic positioning controller, a network communication unit, a multi-mode switching interface module, and a safety monitoring unit. The dynamic positioning controller, as the core processing chip, has an internally programmed and integrated asymmetric vector decoupling architecture. The network communication unit connects to the ship's differential global positioning system, inertial measurement unit, electronic compass, and the control handles and touchscreen on the control panel. The multi-mode switching interface module receives user key input or host computer commands and converts them into standardized scene control commands.

[0055] The processing chip inside the dynamic positioning controller interacts with the network communication unit, multi-mode interface module, and safety monitoring unit via internal links. The multi-channel pulse modulation and analog output ports of the dynamic positioning controller constitute the control signal terminals, which are connected to the main propulsion modules and slewing modules of the head propulsion unit 10 and tail propulsion unit 20, respectively. The safety monitoring unit is connected to the temperature sensors, current transformers, and absolute angle encoders of each motor via sensor lines.

[0056] The dynamic positioning controller acquires real-time data on hull attitude, velocity, yaw angle, and three-axis attitude from GPS positioning and inertial navigation devices at a refresh rate of 100 Hz. The multi-mode switching interface module generates multi-mode switching commands based on user manual or foot-activated triggering and returns them to the dynamic positioning controller. The controller's internal asymmetric vector decoupling architecture automatically reconstructs the decoupled control flow between the forward thruster and stern azimuth based on the currently selected scenario mode.

[0057] Since the forward thruster is a unidirectional thruster with constrained degrees of freedom, while the stern azimuth thruster is an omnidirectional thruster, they exhibit a high degree of coupling in spatial geometry and thrust characteristics. The dynamic positioning controller generates corresponding dynamic control signals through spatial calculation, thrust distribution, and matrix inversion. The dynamic positioning controller prioritizes allocating the required longitudinal resultant force of the entire ship to the stern main propulsion module, and optimizes the distribution of the required resultant torque and lateral resultant force between the bow propulsion unit 10 and the stern propulsion unit 20. By prioritizing the scheduling of the stern azimuth angle to share the lateral thrust, intelligent and precise control of the entire ship's attitude can be achieved.

[0058] The operation procedure of this power control system will be described below.

[0059] Figure 4 This is a marine power control method applicable to multiple scenarios according to embodiments of this application, applied to the power control system described above, such as... Figure 4 As shown, the method includes the following steps:

[0060] Step S402: Receive user operation instructions.

[0061] After the vessel starts up and completes a self-test of its entire electrical system, the central control system enters a continuous monitoring and standby state. The multi-mode switching interface module continuously captures operating commands from the bridge.

[0062] Step S404: Switch scenes based on user operation commands.

[0063] When users activate different application scenarios through the control panel, the central control system automatically reconstructs the control loop through switching commands and switches to completely different power control logic under different operating modes.

[0064] 1) Switch to normal main propulsion mode

[0065] When the multi-scenario mode switching command indicates that the currently selected scenario is the conventional main propulsion mode, it signifies that the vessel is in long-distance or high-speed navigation mode. The dynamic positioning controller inside the central control system performs spatial compensation calculations and generates the first actuator control signal, which is output to the bow propulsion unit to completely shut down the variable frequency drive motor. This effectively reduces unnecessary power consumption and eliminates the additional navigation resistance caused by water flow disturbance inside the pipeline.

[0066] Simultaneously, the dynamic positioning controller generates a second actuator control signal and outputs it to the stern propulsion unit. The speed control signal in the second actuator control signal drives the permanent magnet synchronous pod motor of the main propulsion module to operate in high-power main propulsion mode, outputting thrust to propel the entire ship forward. The angle control signal in the second actuator control signal drives the slewing motor of the slewing module, positioning the dynamic slewing position of the stern within a preset limited turning range, such as limiting it to a safe heading angle range of ±35 degrees.

[0067] In this mode, the stern azimuth device completely replaces the functions of the traditional mechanical rudder and conventional main propeller. It achieves efficient steering of the vessel by adjusting the thrust jet direction within a limited angular range, thereby giving full play to the high propulsion efficiency of the built-in electric propulsion unit and ensuring the economy and low power consumption of long-distance voyages.

[0068] 2) Switch to dynamic positioning mode

[0069] When the multi-scenario mode switching command indicates that the selected scenario is dynamic positioning mode, it means that the vessel is in a static hovering, fishing, intelligent search and rescue, or scientific research sampling condition. At this time, the network communication module of the central control system receives the GPS positioning signal in real time with an extremely high sampling rate. The dynamic positioning controller calculates the longitudinal position deviation, lateral position deviation, and yaw angle change caused by the combined forces of complex external environments such as wind, waves, and currents by comparing the current actual geographical coordinates with the target fixed point coordinates preset by the operator.

[0070] To address the unidirectional constraint of the forward thrusters and the omnidirectional freedom of the azimuth thrusters, the dynamic positioning controller generates a second actuator control signal to control the motor of the azimuth thruster module to drive the cabin to rotate at a large angle, dynamically adjusting it to any required spatial angle, such as rotating to 125 degrees or 210 degrees in real time, to counteract the combined forces of wind, waves, and currents. The main propulsion module precisely locks the lateral drift of the bow; the asymmetrical cooperation between the two achieves high-precision hovering at a fixed point.

[0071] Due to the uncertainty of external environmental forces and the coupling torque generated by changes in the stern thrust vector angle, the bow of the hull often experiences yaw or a small coupling torque. The dynamic positioning controller generates a first actuator control signal through spatial calculation, which controls the variable frequency drive motor of the bow propulsion unit to operate at high frequency or intermittent pulses. The bow propulsion unit switches between forward and reverse directions or performs short starts and stops (variable frequency / intermittent pulse operation) at intervals according to the first actuator control signal, precisely locking the lateral drift of the bow hull.

[0072] This embodiment minimizes the start-stop frequency of the bow propulsion unit by prioritizing the energy-saving control strategy of scheduling the full stern azimuth angle. This greatly saves system energy consumption while achieving high-frequency response and fixed-point hovering of the entire ship in wind, wave and current environments.

[0073] 3) Switch to omnidirectional movement mode

[0074] When the multi-scenario mode switching command indicates that the selected scenario is omnidirectional movement mode, it means that the vessel is berthing at a dock, passing through narrow waters, areas with dense obstacles, or requires precise lateral obstacle avoidance. In such situations requiring full lateral movement or diagonal gliding, traditional propeller-rudder systems are completely ineffective. This system, by reconstructing the control decoupling loop, allows the central control system to implement strict collinear control of the lateral thrust at the bow and stern.

[0075] The dynamic positioning controller first detects the target's direction of movement. If the ship needs to move sideways to starboard, the dynamic positioning controller generates a first actuator control signal and sends it to the bow propulsion unit, controlling the variable frequency drive motor of the bow propulsion unit to operate continuously at a high power exceeding a preset power threshold. This drives the propeller blade assembly to spray water at high speed to the port side, thereby generating a constant bow lateral force pointing to starboard at the bow of the hull.

[0076] Simultaneously, the dynamic positioning controller generates a second actuator control signal and outputs it to the stern propulsion unit. The angle control signal controls the slewing module to quickly adjust the jet angle of the main propulsion module to 90 degrees (270 degrees), that is, to control the entire podded propulsion unit to deflect to a transverse position perpendicular to the longitudinal axis of the hull, with the thrust centerline strictly parallel to the thrust direction of the bow propulsion unit. The speed control signal controls the permanent magnet synchronous podded motor to synchronously output high-power thrust, spraying water to the port side, generating a stationary, starboard-directed transverse stern force at the stern of the hull.

[0077] Because the lateral thrust generated by the bow propulsion unit is matched in magnitude and direction with the lateral vector thrust generated by the stern azimuth, and is precisely aligned in space, the yaw moments generated by the entire vessel around the center cancel each other out. In an absolutely stable posture without any pitching or change in bow orientation, the vessel can achieve absolutely precise lateral translation like a crab, or achieve oblique gliding by using the angle of the stern azimuth.

[0078] During the calculation process, the desired thrust is dynamically constrained and corrected online by the central control system based on various real-time physical elements beyond the specified mode. These elements specifically include: the water resistance coefficient of the hull shape, the weight distribution and draft of the entire vessel at the current speed, and the desired turning radius. For example, when the vessel's speed is at its highest, the dynamic pressure effect of the water flow on the bow thrusters is enhanced, and the dynamic positioning controller will automatically increase the thrust compensation of the bow propulsion unit.

[0079] Traditional marine propulsion control systems typically employ high-power external azimuth or multiple outboard motors, resulting in a significant aft shift of the ship's center of gravity. Furthermore, the core power source is directly exposed to harsh external water mist / impact environments, leading to high maintenance costs. To perfectly achieve DP (Dynamic Dynamics) and omnidirectional movement, three to four propulsion units are usually required, resulting in overly complex electrical and power piping configurations in small and medium-sized vessels, hindering economic efficiency. In addition, existing propulsion control systems are often tied to specific hardware layouts, unable to flexibly adjust and accommodate different propulsion combinations based on different ship types, internal space constraints, and budgets.

[0080] Compared to the full-ship azimuth thruster design, this application replaces the expensive bow azimuth thruster with a lower-cost, less-drag tunnel-type bow thruster, significantly reducing construction costs and sailing resistance. The 360° vector thrust provided by the stern azimuth thruster works perfectly with the bow thruster, giving the vessel positive lateral traverse (crab-like) and on-site autorotation capabilities that are completely lacking in traditional propeller-driven rudders. Furthermore, the use of a azimuth thruster at the stern (mostly an electric propulsion module) eliminates the need for a long shaft system and traditional steering gear room, greatly freeing up cargo or operational space at the stern.

[0081] Figure 5 A schematic diagram of a computer device suitable for implementing embodiments of the present disclosure is shown. It should be noted that... Figure 5 The computer device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments disclosed herein.

[0082] like Figure 5As shown, the computer device includes a central processing unit (CPU) 1001, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage section 1008 into a random access memory (RAM) 1003. The RAM 1003 also stores various programs and data required for system operation. The CPU 1001, ROM 1002, and RAM 1003 are interconnected via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0083] The following components are connected to I / O interface 1005: an input section 1006 including a keyboard, mouse, etc.; an output section 1007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN card, modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to I / O interface 1005 as needed. A removable medium 1011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 1010 as needed so that computer programs read from it can be installed into storage section 1008 as needed.

[0084] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A marine power control system applicable to multiple scenarios, characterized in that, include: Multiple propulsion units are located at different positions on the hull; The central control system is configured to generate a power control signal in response to a user operation command, and drive at least one of the plurality of propulsion units to apply a desired amount of thrust to the hull based on the power control signal. The plurality of propulsion units are arranged at different positions on the hull based on at least one of the following elements: propulsion unit type, propulsion method, and suitable position of the propulsion unit on the hull, wherein the propulsion method includes at least one of the following: unequal thrust in both directions, equal thrust in both directions, large-angle vector thrust, and full-rotation thrust.

2. The system according to claim 1, characterized in that, The plurality of propulsion units include: The bow propulsion unit is located at the bow of the hull, and the propulsion method is either unequal thrust in both directions or equal thrust in both directions; The stern propulsion unit is located at the stern of the hull and is aligned longitudinally with the bow propulsion unit, and the propulsion method is full-rotation thrust.

3. The system according to claim 2, characterized in that, The head propulsion unit is a tunnel-type side thruster, a channel-type side thruster, or a retractable full-rotation thruster.

4. The system according to claim 2, characterized in that, The bow propulsion unit is arranged transversely along the hull and is configured to generate transverse thrust along the hull and / or yaw thrust to control the bow of the hull according to the power control signal. The stern propulsion unit is arranged longitudinally along the hull and is configured to generate longitudinal thrust along the longitudinal direction of the hull and / or 360° azimuth vector thrust according to the power control signal.

5. The system according to claim 2, characterized in that, The tail propulsion unit includes: The main propulsion module, installed at the lowest point of the stern assembly of the hull, is configured to generate propulsion force according to the speed control signal in the power control signal; The slewing module, installed in conjunction with the main propulsion module, is configured to generate a 360° full-rotation vector torque via a slewing motor based on the angle control signal in the power control signal, in order to control the absolute rotation angle of the main propulsion module relative to the longitudinal axis of the hull.

6. The system according to claim 2, characterized in that, The central control system includes a dynamic positioning controller, which integrates an asymmetric vector decoupling architecture. The dynamic positioning controller is configured to perform spatial vector decoupling calculations in response to multi-scene mode switching commands to generate the dynamic control signal. The user operation commands include the multi-scene mode switching commands.

7. The system according to claim 6, characterized in that, The dynamic positioning controller is also configured to: When the multi-scene mode switching command indicates that the selected scene is the normal main propulsion mode, a first actuator control signal is generated to shut down the head propulsion unit, and a second actuator control signal is generated to lock the angle of the tail propulsion unit within a preset turning range. and / or When the multi-scene mode switching instruction indicates that the selected scene is the dynamic positioning mode, a first actuator control signal is generated to control the head propulsion unit to perform frequency conversion or pulse intermittent operation, and a second actuator control signal is generated to control the tail propulsion unit to perform dynamic omnidirectional angle rotation. and / or When the multi-scene mode switching command indicates that the selected scene is omnidirectional movement mode, a first actuator control signal is generated to control the bow propulsion unit to operate continuously at a power greater than a preset power threshold, and a second actuator control signal is generated to control the tail propulsion unit to adjust its angle to be parallel to the thrust direction of the bow propulsion unit; or, when the multi-scene mode switching command indicates that the selected scene is omnidirectional movement mode, a first actuator control signal is generated to control the bow propulsion unit to generate forward thrust, and a second actuator control signal is generated to control the tail propulsion unit to generate vector thrust, wherein the forward thrust and the vector thrust are coupled to form a resultant force acting on the hull in any direction, so that the hull can achieve omnidirectional translation and movement in any direction; The power control signal includes the first actuator control signal and / or the second actuator control signal.

8. The system according to claim 7, characterized in that, The desired thrust is determined by at least one of the following, in addition to the selected scenario mode: hull shape, weight distribution, desired turning radius, or boat speed.

9. A vessel applicable to multiple scenarios, characterized in that, include: hull; The power control system as described in any one of claims 1 to 8 is used to control the movement of the hull.

10. A marine power control method applicable to multiple scenarios, characterized in that, include: In response to user operation commands, corresponding power control signals are generated; Based on the power control signal, at least one of the multiple propulsion units is driven to apply a desired amount of thrust to the hull; The plurality of propulsion units are arranged at different positions on the hull based on at least one of the following elements: propulsion unit type, propulsion method, and suitable position of the propulsion unit on the hull, wherein the propulsion method includes at least one of the following: unequal thrust in both directions, equal thrust in both directions, large-angle vector thrust, and full-rotation thrust.

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