Stopping function for marine vehicle propulsion system

Abstract

To disclose a different solution for automatically stopping a vessel provided with at least a first cycloid propeller unit and a second cycloid propeller unit.SOLUTION: A movement control value for at least a first cycloid propeller unit is adjusted to brake the first cycloid propeller unit in a first mode or a second mode while maintaining direction of movement of a vessel to follow an up-to-date steering direction during a stop procedure. In the first mode, a main wheel is rotated and blades of the cycloid propeller unit is rotated to change a propulsion direction toward a reverse propulsion direction. In the second mode, the main wheel is maintained in a first position and the blades are individually aligned toward a prescribed angle corresponding to the movement direction or the blades are maintained in the first position and the main wheel is rotated.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] Typically, ships, for example commercial ships, i.e. merchant ships, are provided with a propulsion system for moving the ship on water. There are numerous types of propulsion systems. One example is an azimuth propulsion system comprising one or more azimuth propulsion units, in which the propeller is horizontally rotatable at any angle. A rather new propulsion system is the cycloid propulsion system. The cycloid propulsion system comprises one or more cycloid propeller units. A cycloid propeller unit comprises a rotating wheel and individually positionable blades extending from the wheel. The combined movement of the wheel and the blades generates propulsion force and steering force simultaneously. In the case of conventional propulsion systems, for example in the case of an azimuth propulsion system, there is an automatic stop procedure that uses the steering ability during the stopping process. It would be beneficial for the cycloid propulsion system to have such a process as well.

Summary of the Invention

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

[0004] According to a first aspect, there is provided a method for stopping a marine vessel, the marine vessel comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit comprising a rotatable main wheel equipped with two or more blades that are individually rotatable, the method comprising initiating an automatic stopping procedure in response to receiving an input that triggers the stopping procedure, the stopping procedure comprising at least obtaining information indicative of at least a speed of the marine vessel, and controlling the first cycloidal propeller unit in a first mode or a second mode while maintaining a direction of movement of the marine vessel to follow a most recent steering command based on at least the indicated speed. and adjusting a motion control value of at least a first cycloidal propeller unit to move the main wheel in a direction opposite to the direction of travel, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction toward a reverse thrust direction when an input is received, and the second mode is a rudder-like braking mode in which the main wheel is held in a first position and the blades are individually positioned toward a corresponding predetermined angle relative to the direction of travel, or the blades are held in the first position and the main wheel is rotated.

[0005] In an embodiment combinable with the first aspect and other embodiments, the stopping procedure further comprises at least reducing the indicated speed to a first speed by modifying the thrust of at least one of the first and second cycloidal propeller units before adjusting, and initiating the adjustment when the indicated speed does not exceed the first speed.

[0006] In an embodiment combinable with the first aspect and other embodiments, the stopping procedure further includes at least a normal stop operation mode and an emergency stop operation mode. The method further includes determining a stop operation mode based on an input, obtaining a set of pre-defined operation parameter values for the determined stop operation mode, wherein the operation parameter values for the normal stop operation mode are pre-defined for optimization between the maximum stopping effect and the maximum component life, the operation parameter values for the emergency stop operation mode are pre-defined for the maximum stopping effect, and performing an adjustment by applying the operation parameter values to determine a movement control value.

[0007] In an embodiment combinable with the first aspect and other embodiments, the stopping procedure further includes performing an adjustment gradually in a stepwise manner, and the stepwise manner includes, at least for each step, obtaining a set of pre-defined operation parameter values for the step when the speed decreases to the maximum speed value of the step, and performing an adjustment by applying the operation parameter values to determine a movement control value.

[0008] In an embodiment combinable with the first aspect and other embodiments, the operation parameter values include, in the first mode, values for rotational speed, pitch function parameters, and steering parameters, and in the second mode, values for blade pitch angles.

[0009] In an embodiment combinable with the first aspect and other embodiments, the method further includes, in the first mode, selecting a pitch function from among pitch functions including at least a trochoid and an epicycloid pitch function for stopping based on speed, inputting the obtained set of operation parameter values into the selected pitch function, and rotating the blade according to the movement control value output by the selected pitch function.

[0010] In an embodiment combinable with the first aspect and other embodiments, the method further comprises, in a first mode, at least when an adjustment is initiated, rotating the blades to change the thrust direction of the cycloidal propeller unit to be substantially perpendicular to the thrust direction at the time the input was received, and rotating the blades to change the thrust direction of the cycloidal propeller unit to be in a reverse thrust direction when the indicated speed is less than a second speed that is slower than the first speed.

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

[0012] In an embodiment that can be combined with the first aspect and other embodiments, the stopping procedure further comprises at least adjusting the first and second cycloidal propeller units substantially symmetrically relative to a longitudinal axis of the vessel using a first motion control value; receiving, after input, a steering command that changes the direction of movement of the vessel; determining a second motion control value based on at least the speed and the received steering command; and, after the steering command, adjusting one of the first and second cycloidal propeller units using the first motion control value and adjusting the other of the first and second cycloidal propeller units using the second motion control value.

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

[0014] In an embodiment combinable with the first aspect and other embodiments, the method further comprises receiving an input to cancel the automatic stop procedure, stopping the stop procedure, and entering the normal operation mode.

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

[0016] According to a third aspect, there is provided a ship comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, wherein the cycloidal propeller unit comprises a rotatable main wheel equipped with two or more individually rotatable blades, at least one apparatus configured to implement the method according to the first aspect or any embodiment of the embodiments combinable with the first aspect, a movement control mechanism, and at least one first user interface element for changing the state of the automatic stop procedure in response to a user input to the first user interface element, wherein the first user interface element is connected to the movement control mechanism and the ship further comprises at least one second user interface element for steering the ship.

[0017] According to a fourth aspect, there is provided an apparatus comprising at least one processor and at least one memory including computer program code, the at least one memory and the computer program code being configured to, when using the at least one processor, cause the apparatus to perform starting a stop procedure in response to receiving an input for triggering an automatic stop procedure for stopping a ship, at least, the ship comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit comprising a rotatable main wheel equipped with two or more blades rotatable individually, the stop procedure comprising at least obtaining information indicating at least the speed of the ship and adjusting a movement control value of at least the first cycloidal propeller unit so as to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining the moving direction of the ship according to a latest steering command based on at least the indicated speed, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated so that the thrust direction changes towards the reverse thrust direction at the time when the input is received, and the second mode is a braking mode like a rudder in which either the main wheel is kept in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the moving direction, or the blades are kept in a first position and the main wheel is rotated.

[0018] In embodiments that can be combined with the fourth aspect and other embodiments, at least one memory and computer program code, using at least one processor, cause the device to at least reduce the indicated speed to a first speed by changing the propulsive force of at least one of the first and second cycloidal propeller units, at least during a stop procedure and at least before adjustment; start adjustment when the indicated speed does not exceed the first speed; and further perform the adjustment in a stepwise manner, the stepwise manner comprising at least, for each step, obtaining a set of pre-defined operating parameter values for the step when the speed has decreased to the maximum speed value of the step, and performing the adjustment by applying the operating parameter values to determine a motion control value.

[0019] In embodiments that can be combined with the fourth aspect and other embodiments, at least one memory and computer program code, using at least one processor, cause the device to at least determine a stop operation mode from at least a normal stop operation mode and an emergency stop operation mode based on an input; obtain a set of pre-defined operating parameter values for the determined stop operation mode, wherein the operating parameter values for the normal stop operation mode are pre-defined for optimization between a maximum stop effect and a maximum component life, and the operating parameter values for the emergency stop operation mode are pre-defined for a maximum stop effect; and further perform the adjustment by applying the operating parameter values to determine a motion control value.

[0020] In embodiments that can be combined with the fourth aspect and other embodiments, the operating parameter values comprise, in a first mode, values for rotational speed, pitch function parameters, and steering parameters, and in a second mode, values for blade pitch angles.

[0021] In embodiments combinable with the fourth aspect and other embodiments, at least one memory and computer program code are configured to cause the apparatus, using at least one processor, to at least, in a first mode, select a pitch function from among pitch functions including at least a trochoid and an epicycloid pitch function for stopping based on speed, input a set of obtained operating parameter values into the selected pitch function, and rotate the blade according to the movement control value output by the selected pitch function.

[0022] In embodiments combinable with the fourth aspect and other embodiments, at least one memory and computer program code are configured to cause the apparatus, using at least one processor, to at least, in a first mode, rotate the blade so as to change the thrust direction of the cycloidal propeller unit to be substantially perpendicular to the thrust direction at the time when an input is received when adjustment is started, and rotate the blade so as to change the thrust direction of the cycloidal propeller unit to a reverse thrust direction when the indicated speed is less than a second speed that is slower than a first speed in the first mode.

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

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

[0025] According to a fifth aspect, there is provided a marine vessel, comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, wherein the cycloidal propeller units comprise a rotatable main wheel equipped with two or more blades that are individually rotatable; and a movement control mechanism comprising at least one device configured to initiate the stopping procedure in response to receiving an input that triggers the stopping procedure, wherein the stopping procedure at least includes obtaining information indicative of at least a speed of the marine vessel; and adjusting, based on at least the indicated speed, a movement control value of the at least first cycloidal propeller unit to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining a direction of movement of the marine vessel to comply with a most recent steering command; a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards a reverse thrust direction when an input is received; and a second mode in which the main wheel is held in a first position and the blades are individually positioned towards a corresponding predetermined angle relative to the direction of travel or the blades are held in the first position and the main wheel is rotated; at least one first user interface element for changing a state of the automatic stopping procedure in response to a user input on the first user interface element; and at least one second user interface element for steering the vessel, wherein the first user interface element is connected to the movement control mechanism.

[0026] In an embodiment of the watercraft, the at least one first user interface element comprises a plurality of user interface elements for a plurality of shutdown modes of operation comprising at least a normal shutdown mode of operation and an emergency shutdown mode of operation.

[0027] According to a sixth aspect, when executed by a computer, a computer-readable medium storing computer-executable instructions that cause the computer to execute starting a stop procedure in response to receiving an input that triggers at least an automatic stop procedure for stopping a ship, wherein the ship comprises at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit comprising a rotatable main wheel equipped with two or more individually rotatable blades, the stop procedure comprising at least obtaining information indicative of at least the speed of the ship and, based at least on the indicated speed, adjusting a movement control value of at least the first cycloidal propeller unit to cause the first cycloidal propeller unit to be braked in a first mode or a second mode while maintaining the direction of movement of the ship in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated so that the thrust direction changes towards the reverse thrust direction at the time the input is received, and the second mode is a braking mode like a rudder in which either the main wheel is kept in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the direction of movement, or the blades are kept in a first position and the main wheel is rotated, is provided.

[0028] Embodiments of the computer-readable medium cause the computer to execute a method according to any of the embodiments combinable with the first aspect.

[0029] Exemplary embodiments are described in more detail below with reference to the following accompanying drawings.

Brief Description of the Drawings

[0030] [Figure 1] An example of ship equipment is illustrated. [Figure 2] An example of the arrangement of the propulsion unit is illustrated. [Figure 3]It is a flowchart exemplifying exemplary functions. [Figure 4] An example of a braking mode such as a rudder is illustrated. [Figure 5] An example of a cycloid propeller braking mode is illustrated. [Figure 6] An example of a cycloid propeller braking mode is illustrated. [Figure 7] It is a flowchart exemplifying exemplary functions. [Figure 8] It is a flowchart exemplifying exemplary functions. [Figure 9] It is a flowchart exemplifying exemplary functions. [Figure 10] It is an illustrated block diagram of the device.

Modes for Carrying Out the Invention

[0031] The following embodiments are illustrative. This specification may refer to "an", "one", or "some" embodiments (plural possible) in several places, but this does not necessarily mean that each such reference is to the same embodiment (plural possible), or that the features apply only to a single embodiment. Single features of different embodiments may also be combined to provide other embodiments. Further, the words "comprising" and "including" are to be understood not to limit the described embodiments / examples to consisting only of the recited features, and such embodiments may include features / structures not specifically recited. Further, terms including ordinal numbers such as first, second, etc. may be used to describe various elements, but the structural elements are not limited by those terms. Those terms are used only for the purpose of distinguishing one element from another. For example, without departing from the scope of the present disclosure, the first cycloid propeller unit may be referred to as the second cycloid propeller unit, and similarly, the second cycloid propeller unit may be referred to as the first cycloid propeller unit.

[0032] The method embodiments and examples described herein may be implemented in any cycloidal propulsion system that includes two or more cycloidal propeller units.

[0033] FIG. 1 is a schematic block diagram illustrating a highly simplified example of a marine vessel 110 having a propulsion system including two or more cycloidal propeller units 120, abbreviated as propellers or propulsion subsystems. The term marine vessel generally refers to any craft designed for waterborne transportation, e.g., a marine vehicle. Marine vehicles may include, for example, transport ships and passenger ships. Transport ships may include, for example, cargo ships and container ships. Additionally, marine vessels may refer to fishing boats, service vessels such as tugboats and supply ships, and warships. Furthermore, marine vessels may be used as ferries or submarines. Those skilled in the art will appreciate that a marine vessel may include any number of the illustrated elements, other equipment, other functions, and other structures not illustrated. These, as well as, for example, the signaling and protocols used to convey control information, are well known to those skilled in the art and are irrelevant to the actual invention. Therefore, they need not be discussed in more detail here.

[0034] In the example illustrated in FIG. 1, the cycloid propeller unit 120 includes a rotatable main wheel 121 equipped with five blades 122, 123, 124, 125, 126 extending from the main wheel, which are individually rotatable, for example, to change the angle of attack for each blade. It should be recognized that any number of blades may be present. A detailed description of different examples of such cycloid propeller units, and the controllability and rotatability of different parts of one or more cycloid propeller units, and a general movement control mechanism 140 for controlling the rotation of the unit(s) or part(s) of the unit(s) either individually or together is described in WO2021 / 249645, which is assigned to the same applicant and incorporated herein by reference. Further, to enable an automatic stop procedure using the steering ability, the movement control mechanism 140 includes a stop tool 141, for example, a device configured to implement an automatic stop procedure described in more detail below.

[0035] The automatic stop procedure is initiated when the corresponding input is received. The input can be, for example, a user input received via a user interface (UI) element 130 on the bridge. The input can be an input generated by a pilot system, such as an autopilot system. The automatic stop procedure can comprise, depending on the implementation form, one stop operation mode, or multiple stop operation modes, such as a normal stop operation mode and an emergency stop operation mode. A non-limiting list of examples of the user interface element 130 comprises a display with one or more software buttons for the automatic stop procedure, or a joystick having one or more physical positions or buttons for the automatic stop procedure, or a lever having one or more predefined positions for the automatic stop procedure, or a dedicated lever or physical button for the automatic stop procedure. For example, at least one user interface element 130 that can be used to change the state of the automatic stop procedure is connected to a movement mechanism element 140 to activate at least a stop tool 141. A further user interface element not shown in FIG. 1 is a user interface element for steering the ship. For example, a joystick or a lever can be used to steer the ship during the automatic stop procedure. Correspondingly, although not illustrated in FIG. 1, the pilot system can be connected to the movement mechanism element 140 or to the automatic stop tool 141, or can be part of the movement mechanism element 140.

[0036] The automatic stop tool 141 can be configured to implement one or more different braking modes. The configuration can comprise a set of operating parameters to be used during the stop. In one implementation form, the automatic stop procedure uses a cycloid propeller braking mode. In another embodiment, the automatic stop procedure uses a braking mode such as a rudder mode. In a further implementation form, the automatic stop procedure can use both a cycloid propeller braking mode and a braking mode such as a rudder mode, for example, continuously and / or simultaneously, and / or depending on the stop operation mode.

[0037] FIG. 2 is a schematic block diagram illustrating different examples of the positioning of at least a first cycloid propeller unit and a second cycloid propeller unit in a ship, which can be configured to implement an automatic stop procedure for maintaining the moving direction of the ship in accordance with the latest steering command. In the illustrated example of FIG. 2, the cycloid propeller units are positioned symmetrically with respect to the longitudinal axis of the ship's hull, which is illustrated by the dash-dot line. However, it should be appreciated that the cycloid propeller units can be positioned asymmetrically, or some of them can be positioned symmetrically and some can be positioned asymmetrically.

[0038] Referring to FIG. 2, ship 210 is a catamaran, in which a first cycloid propeller unit 211 and a second cycloid propeller unit 212 are positioned along the longitudinal axis of the hull. In ship 220, a first cycloid propeller unit 221 and a second cycloid propeller unit 222 are positioned at the ends of the hull at the same distance from the longitudinal axis of the hull. In ships 210 and 220, both propeller units can be used to stop the ship, or one can be used to stop the ship and the other can be used to maintain the moving direction in accordance with the latest steering command. Ship 230 includes three cycloid propeller units 231, 232, 233 at the ends of the hull, and two cycloid propeller units 231, 232 are positioned at the same distance from the longitudinal axis of the hull, i.e., in the same manner as ship 220, and one cycloid propeller unit 233 is positioned along the longitudinal axis of the hull. In ship 230, all propeller units can be used to stop the ship, or two propeller units can be used to stop the ship, one propeller unit can be used to maintain the moving direction in accordance with the latest steering command, or one propeller unit can be used to stop the ship and one or two propeller units can be used to maintain the moving direction in accordance with the latest steering command.

[0039] As is apparent from the example of FIG. 2, the automatic stop procedure does not limit the positioning of the propeller unit, and the propeller unit can be controlled differently during the automatic stop procedure using the steering ability.

[0040] FIG. 3 is a flowchart illustrating an exemplary function of a movement control mechanism configured to implement an automatic stop procedure for a ship including at least a first cycloidal propeller unit and a second cycloidal propeller unit.

[0041] Referring to FIG. 3, the propeller unit is controlled to provide propulsion and steer the ship according to the received input (block 302: no), as described, for example, in WO2021 / 249645 (block 301). When an input triggering the automatic stop procedure is received (block 302: yes), the stop procedure (automatic stop procedure) is started. The stop procedure includes at least obtaining information indicating at least the speed of the ship (block 303) and adjusting the movement control value of at least the first cycloidal propeller unit to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining the moving direction of the ship according to the latest steering command based on at least the indicated speed (block 304). The moving direction of the ship is maintained according to the latest steering command by taking into account possible changes in the moving direction caused by braking, for example, asymmetric braking, and compensating for it in steering.

[0042] The obtaining (block 303) and adjusting (block 304) can be performed multiple times during the stop procedure, and they are executed automatically without any further input other than the input triggering the automatic stop procedure.

[0043] The information indicating speed can be the measured ship speed, or information indirectly indicating speed, or an estimated value. The information indirectly indicating speed can be a torque value, a power value, and / or a revolutions per minute (RPM) value. The speed can be calculated using the above values. The estimated value can be calculated based on a model, for example, the total thrust of the ship, i.e., the thrust generated by the propeller unit in use, and the resistance curve of the ship. The resistance or drag of the ship is constant or approximately constant (sufficiently constant) with respect to speed.

[0044] The first mode in which the first cycloid propeller unit can be braked can be a cycloid propeller braking mode in which, as described in FIGS. 5 and 6 for example, the main wheel is rotating and the blades of the cycloid propeller unit are rotated so as to change the thrust direction towards the reverse thrust direction when an input is received.

[0045] The second mode in which the first cycloid propeller unit can be braked can be a braking mode like a rudder in which, as described in FIG. 4 for example, the main wheel is kept in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the moving direction, or the blades are kept in a first position and the main wheel is rotated. The first position(s) can be the position(s) that the main wheel / blades had when an input triggering the automatic stop procedure was received or at a later time during the automatic stop procedure.

[0046] Depending on the implementation form, the adjustment can be carried out gradually, i.e., sequentially, in a stepwise manner. An example of the stepwise form is described in FIG. 7.

[0047] Furthermore, depending on the implementation form, when there are two or more automatic stop operation modes, the adjustment can be carried out based on the automatic stop operation mode triggered by an input, and different automatic stop operation modes provide different adjustments.

[0048] FIG. 4 is a block diagram illustrating the operating principle in a braking mode like a rudder, which is referred to as the second mode in this specification. In the braking mode like a rudder, the propeller unit generates no propulsive force and forward thrust, but only lateral force and braking force.

[0049] Referring to FIG. 4, the main wheel 121 and the blades of the propeller unit are controlled including rotation in the normal operation mode 410 as described above at block 301 to move the ship in the moving direction 401 until the automatic stop procedure is started.

[0050] In one implementation form, during the automatic stop procedure in a braking mode such as steering, the propeller unit may be configured to keep the main wheel 121 at a certain position (the first position), for example, the position that the main wheel had when an input triggering the automatic stop procedure was received, or when the adjustment was started. The blades are individually positioned towards a corresponding predetermined angle with respect to the moving direction. The value of the predetermined angle with respect to the moving direction is at most ±90 degrees, preferably between ±10 degrees and ±45 degrees. Two or more of the two or more blades may have the same value or different values of the predetermined angle. For example, all the blades may be positioned inwards or outwards at the same angle, for example, to generate steering power and / or to generate braking power and / or to compensate for the lateral force of another propeller unit. The blades may be positioned as symmetrically as possible, for example, to form a braking formation. For example, in example 420 of the final braking mode position, the blades are positioned inwards at angles 421, 422, 423, 424, 425 having the same absolute value, for example 25 degrees. The blades may have gradually different angles, for example, to enhance the steering effect. For example, the blade(s) in front of the ship may have the minimum angle, the next blade may have a larger angle, and so on. For example, in example 430 of the final braking mode position of the blade, angle 433 is the minimum angle, angles 432 and 434 are larger than angle 433 and have the same absolute value, and angles 431 and 435 are larger than angles 432 and 434. For example, depending on the stop operation mode, the size of the ship, the number of propeller units on the ship, the number of propeller units used in the automatic stop procedure, etc., any combination of the disclosed methods for positioning the angles may be used. Further, as in examples 420 and 430, the angles are inwards, but one or more of the angles may be outwards.

[0051] In another implementation, during the automatic stop procedure in a mode such as rudder braking, the propeller unit may be configured to keep the blades in a predetermined position (the first position), for example, when an input triggering the automatic stop procedure is received, or when adjustment is started and the main wheel 121 is rotated towards a predetermined angle with respect to the moving direction, which is the position the blades had at that time. The value of the predetermined angle with respect to the moving direction is up to ±90 degrees. While the main wheel 121 rotates, the blades also move accordingly, as illustrated in FIG. 440.

[0052] In a ship equipped with two or more propeller units, it is also possible for one or more propeller units on the ship to implement a mode such as rudder braking that keeps the wheel in the first position, and for one or more propeller units on the ship to implement a mode such as rudder braking that keeps the blades in the first position. Furthermore, it should be recognized that the first position can be any predetermined fixed position.

[0053] FIGS. 5 and 6 are block diagrams illustrating the operating principle in a cycloid propeller braking mode, herein called the first mode, when two cycloid propeller units are adjusted symmetrically with respect to the longitudinal axis and the moving direction. In the cycloid propeller braking mode, the propeller unit generates propulsion force and thrust, and for example, without changing the rotation direction of the wheel, the thrust direction is changed using a predetermined control value for the blades.

[0054] FIG. 5 illustrates the operating principle for a cycloid propeller unit positioned along the longitudinal axis.

[0055] Referring to FIG. 5, in the normal operation mode 510 as described above in block 301, to move the ship in the moving direction 501, the blades generate thrust such that the thrust direction 511 is aligned with the moving direction until the automatic stop procedure is initiated. When the automatic stop procedure, i.e., the adjustment, is initiated, the blades are rotated so as to change the thrust direction of the cycloid propeller unit to be substantially perpendicular to the thrust direction at the time the input is received. In a symmetric adjustment, as shown in examples 520A and 520B, one of the thrust directions of the propeller unit is rotated outward 521 and the other thrust direction of the propeller unit is rotated inward 522. The blades are further rotated so as to change the thrust direction of the cycloid propeller unit to the reverse thrust direction 531 when the indicated speed falls below a predetermined limit, as shown in example 530, for example. The blades can be rotated by changing the blade orbit parameters.

[0056] FIG. 6 illustrates the operating principle of cycloid propeller units positioned symmetrically with respect to the longitudinal axis of the ship at the same distance or substantially the same distance from the longitudinal axis.

[0057] Referring to FIG. 6 , in normal operating mode 610 as described above in block 301, to move the vessel in a direction of travel 601, the blades generate thrust such that thrust direction 611 is aligned with the direction of travel until an automatic stop procedure or adjustment is initiated. When the automatic stop procedure or adjustment is initiated, the blades are rotated to change the thrust direction of the cycloidal propeller unit to be substantially perpendicular to the thrust direction at the time the input was received. In a symmetric adjustment, the thrust direction of the propeller unit is rotated outward 621 or inward 622 as shown in examples 620A and 620B. In the illustrated example, the blades are further rotated to change the thrust direction of the cycloidal propeller unit to be reverse thrust direction 631 as shown in example 630 when the indicated speed falls below a predetermined limit, for example, as described in block 303. The blades may be rotated by changing blade trajectory parameters.

[0058] During the automatic shutdown procedure, the symmetric adjustment can be changed to an asymmetric adjustment and possibly later changed back to a symmetric adjustment. Furthermore, in a vessel with two or more propeller units, it is also possible for one or more propeller units on the vessel to implement a rudder braking-like mode and one or more propeller units on the vessel to implement a cycloidal propeller braking mode.

[0059] In an asymmetric maneuver, the propellers may be adjusted to change thrust direction so that one is turned inward and the other turned outward, or the propellers change thrust direction out of phase, for example, when one is turned about 90 degrees compared to the starting position, the other is turned about 45 degrees.

[0060] 7 is a flow chart illustrating, in a step-by-step manner, an example function of a motion control mechanism configured to implement an automatic stopping procedure using one of a plurality of available stopping operating modes, which in the illustrated example are assumed to be a normal stopping operating mode and an emergency stopping operating mode.

[0061] Referring to FIG. 7, the propeller unit provides thrust and is controlled to steer the ship according to the received steering input (block 702: no), for example, according to a user input as described in WO2021 / 249645, and / or according to a steering command generated by a pilot system (block 701). When an input triggering an automatic stop procedure is received (block 702: yes), the stop procedure (automatic stop procedure) is started. In the illustrated example, a stop operation mode is determined based on the input (block 703). For example, a user input element selected by the user indicates whether the automatic stop function is triggered for a normal stop or for an emergency stop. Correspondingly, a pilot system, such as an autopilot system, may generate different stop commands, or stop inputs, such as a normal stop command and an emergency stop command. Further, information indicating at least the speed v of the ship is obtained (block 704), and said obtaining is not separately illustrated herein but is performed multiple times during the stop procedure, for example, as an ongoing background process.

[0062] In the illustrated example of FIG. 7, prior to adjustment, reducing the indicated speed v is achieved by changing the thrust of at least one of the first and second cycloidal propeller units (block 706) as long as the speed v exceeds a first speed v1 (block 705: yes), until the first speed v1 is reached. For example, the speed can be reduced to about 20 RPM. In other words, when the stop procedure is started, the ship has speed and inertia, and the speed is reduced by generating a force opposing the direction of movement.

[0063] When the speed is reduced to the first speed (block 705: no), i.e., when the indicated speed does not exceed the first speed, the adjustment of at least the first cycloidal propeller unit in a stepwise manner is started, which means that the adjustment steps are executed stepwise in a repeatable manner. The number of steps can vary, but in an implementation using the cycloidal propeller braking mode illustrated in FIG. 5 or 6, at least two steps are required. Further, the number of steps in the normal operation mode can be different from the number of steps in the emergency mode.

[0064] In the example illustrated in FIG. 7, the braking mode for each cycloidal propeller unit in the ship or for each cycloidal propeller unit used in the automatic stop procedure is determined (block 707). The braking mode includes a first mode (cycloidal propeller braking mode) and a second mode (braking mode such as a rudder), and in an implementation, the braking mode also includes a steering-only mode for one or more propeller units when at least one propeller unit is in the braking mode. For example, it should be recognized that in an implementation with only one braking mode, the determination of the braking mode can be skipped.

[0065] Then, the actual adjustment is performed for each cycloidal propeller unit for which the braking mode has been determined. In the example illustrated, when the braking mode is the first mode (block 708: yes), a pitch function is selected from among two or more pitch functions based on the speed (block 709). For example, the selection can depend on the current step depending on the current speed. The pitch functions include at least trochoid and epicycloid pitch functions, for example, trochoid and epicycloid pitch functions for stopping (for the automatic stop procedure). Depending on the implementation, the pitch functions can include other periodic pitch functions, or non-periodic pitch functions, such as podway stop. Further, the pitch functions, or some of them, can be the same pitch functions used in the normal operation mode (block 701) and / or dedicated pitch functions for the stop operation mode.

[0066] Regardless of the braking mode, i.e., whether the pitch function is selected (block 708: yes) or not (block 708: no), a set of pre-defined operating parameter values for the stop operation mode and steps is obtained (block 710). The pitch function can be selected based on the stop operation mode and / or speed. The operating parameter values for the normal stop operation mode can be pre-defined to optimize between the maximum stop effect, i.e., the shortest stop distance and the maximum component life, or can be pre-defined for a soft stop effect taking into account component wear and a reasonable / predicted stop distance. The operating parameter values for the emergency stop operation mode can be pre-defined for the maximum stop effect. In other words, they can be pre-defined for the shortest stop distance without considering the component life, even though it has implications. The set of operating parameter values for the first mode can include values for the rotational speed, pitch function parameters, such as eccentricity, and steering parameters, such as yaw angle. The set of operating parameter values for the second mode can include values for the blade pitch angle, or values for rotating the wheel. The values, or some of them, can be values to be added or subtracted from such values as should be applied as such, or previous values, e.g., values for operating parameters in the normal operation mode, to obtain the values to be applied in the step. As a general rule, the values for the operating parameters can be pre-determined to produce the braking effect required to stop the movement of the ship while limiting the blade stress level as much as possible, for example, to avoid damage to the propeller unit(s), in order to obtain optimal performance and safety. The use of pre-determined values ensures quick adjustment and requires less computational power during the automatic stop procedure.

[0067] The operating parameter values are applied to determine the movement control value (block 711). For example, in the first mode, the operating parameter values can be input into a pitch function and a movement control value can be output. In the second mode, the operating parameter values can be determined to be the movement control value, or the movement control value can be calculated using the previous movement control value and the obtained operating parameter values. The movement control value is then applied to rotate one or more blades and / or wheels, and then it is monitored whether the speed v decreases to the maximum speed value v-max-next of the next step (block 713), or decreases to zero (block 714), or an input to cancel the automatic stop procedure (block 715) is received.

[0068] When the speed v decreases to the maximum speed value v-max-next of the next step (block 713: no), in the illustrated example, the process returns to block 707 to determine the braking mode for the step and continues from there as described above.

[0069] When the speed v decreases to zero (block 714: yes), in the illustrated example, it enters the stop mode (block 716).

[0070] If an input to cancel the automatic stop procedure is received (block 715: yes), the stop procedure is stopped (block 717) and in the illustrated example, it enters the normal operation mode (block 717). Entering the normal operation mode means that the process returns to block 701 to provide propulsion and control the propeller unit to steer the ship according to the received steering input. The input to trigger the automatic stop procedure and the input to cancel the automatic stop procedure can both be received as user inputs or inputs generated by the pilot system, or one of them is a user input and the other is an input generated by the pilot system.

[0071] In one implementation, when the automatic shutdown procedure triggered in block 702 is in the normal shutdown operating mode, a subsequently received input of the emergency shutdown operating mode cancels the normal shutdown operating mode and the process returns to block 703 to re-determine the shutdown operating mode.

[0072] 8 and 9 are flowcharts illustrating different examples of illustrative functions of the motion control mechanism, which provide different examples of how steering commands received during the stopping procedure can be taken into account. Different functions can be combined. In the illustrated examples of FIGS. 8 and 9, a symmetrical procedure is assumed in which, at the start of the stopping procedure, including the start of adjustment, the motion direction is maintained to be the direction the vessel had at the time the input triggering the automatic stopping procedure was applied. In other words, it is assumed that during the adjustment phase, a steering command is received that changes the motion direction of the vessel. Furthermore, for clarity of explanation, it is assumed that two cycloidal propeller units are used. Implementing the functions for more than two propeller units is a straightforward task.

[0073] 8, when adjustment is initiated (block 800), a first motion control value is determined based on speed (block 801), and the two propeller units are adjusted substantially symmetrically about the longitudinal axis of the vessel using the first motion control value (block 802) until a steering command that changes the vessel's direction of movement is received (block 803: yes). After the steering command, in the illustrated example, a first motion control value is determined based on speed (block 804), and a second motion control value is determined based on the speed and the steering command, e.g., based on a change to the direction of movement (block 804). Then, one of the propeller units is adjusted using the first motion control value, and the other of the propeller units is adjusted using the second motion control value (block 805). In other words, an asymmetric adjustment is applied.

[0074] Referring to FIG. 9 , when adjustment is initiated (block 900), the two propeller units are adjusted substantially symmetrically with respect to the longitudinal axis of the vessel to brake in either the first mode or the second mode, i.e., in the same mode (block 901), until a steering command that changes the direction of movement of the vessel is received (block 902: yes). Then, in the illustrated example, one of the propeller units is braked in the first mode, and the other of the propeller units is braked in the second mode. In other words, one of the propeller units is adjusted using the first mode, and the other of the propeller units is adjusted using the second mode (block 903). In other words, asymmetric adjustment is applied. It can be said that the propeller units whose braking mode remains the same use the first motion control value, and the propeller units whose braking mode is changed use the first motion control value initially and the second motion control value after the steering command.

[0075] The blocks and associated functions described above in Figures 1-9 are not in absolute chronological order, and some of the blocks may be executed simultaneously or in a different order than given. Other functions may also be executed between or within the blocks. For example, when a shutdown procedure is initiated, the open sea mode may be changed to a maneuvering mode, and then adjustment or deceleration may be initiated. Another example is harvesting power from braking power generated during an automatic shutdown procedure. Some of the blocks or portions of the blocks may also be excluded or replaced by corresponding blocks or portions of the blocks.

[0076] FIG. 10 is a simplified block diagram illustrating some units for an apparatus (device, equipment) 1000 configured to perform at least some of the functions described above for an automatic stop procedure of a ship, for example, by FIGS. 1-7 and any combination thereof. In the example illustrated, apparatus 1000 includes one or more interface (IF) entities 1001, such as one or more user interfaces, and one or more processing entities 1002 connected to the various interface entities 1001 and one or more memories 1003.

[0077] One or more interface entities 1001 are entities for receiving and transmitting information, such as a communication interface comprising hardware and / or software for realizing a communication connection according to one or more communication protocols, or for realizing storage and fetching of data, or for providing interaction with a user via one or more user interfaces as described above in the description of the example illustrated by FIG. 1.

[0078] Processing entity 1002 is capable of performing calculations and is configured to implement at least some of the functions / operations described above, for example, by any one of FIGS. 1-9 and any combination thereof, using corresponding algorithms 1004 stored in memory 1003. The functions and corresponding algorithms may include one or more functions having corresponding algorithms for a pilot system in addition to the functions and corresponding algorithms for one or more stop procedures. Entity 1002 may include, for example, one or more processors, controllers, control units, microcontrollers, etc. that can be configured to implement the embodiments / examples / implementations or operations described above by any one of FIGS. 1-9 and any combination thereof. Generally, a processor is a central processing unit, but processor entity 1002 may be an additional arithmetic processor, or a multi-core processor, or a microprocessor.

[0079] Memory 1003 can be used to store, for example, computer program code required for one or more of the functions / operations described above by any one of FIGS. 1 to 9 and any combination thereof, that is, an algorithm 1004 for implementing the functions / operations described above by any one of FIGS. 1 to 9 and any combination thereof. Memory 1003 can be used to store two or more sets of operating parameter values. Those sets can be associated with corresponding speed values when a stepwise adjustment (braking) is applied. Memory 1003 can also be used to at least temporarily store other possible information required for one or more of the functions / operations described above by any one of FIGS. 1 to 9 and any combination thereof. Memory 1003 can include, for example, a data buffer that can at least temporarily store measurement data and / or information received as input.

[0080] In summary, for example, the method described herein by any one of FIGS. 1 to 9 and any combination thereof can be implemented as a computer or processor, or a microprocessor such as a single-chip computer element, or a chipset, or one or more logic gates, including at least a memory for providing a storage area used for arithmetic operations and an arithmetic operation processor for performing arithmetic operations. Each or some or one of the algorithms for the functions / operations described above by any one of FIGS. 1 to 7 and any combination thereof can be programmed and / or will be programmed by downloading computer program code (one or more algorithms) to implement one or more functions of one or more embodiments / examples and can be provided in one or more computer processors, application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), graphics processing units (GPUs), and / or other hardware components.

[0081] An embodiment provides a computer program embodied on any client-readable distribution / data storage medium or memory unit(s) or article(s) of manufacture comprising program instructions executable by one or more processors / computers, the instructions, when loaded into a device, configuring an entity that provides the corresponding function or at least a portion of the corresponding function. The program, also called a program product, including software routines, program snippets that make up a "program library", applets, and macros, can be stored in any medium including a non-transitory computer-readable storage medium and can be downloaded into a device. In other words, for example, each or some or one of the algorithms for one or more of the functions / operations described above by way of any of FIGS. 1-9, one or more arithmetic logic units, some special registers, and control circuitry.

[0082] As technology progresses, it will be apparent to those skilled in the art that the concepts of the present invention can be implemented in various ways. The present invention and its embodiments are not limited to the examples described above and can vary within the scope of the claims.

Claims

1. A method for stopping a ship, the ship comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit comprising a rotatable main wheel equipped with two or more blades rotatable individually, the method comprising: starting a stop procedure in response to receiving an input that triggers an automatic stop procedure, the stop procedure comprising at least: obtaining information indicating at least the speed of the ship; adjusting the movement control value of at least the first cycloidal propeller unit so as to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining the moving direction of the ship according to the latest steering command based on at least the indicated speed, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated so that the thrust direction changes towards the reverse thrust direction at the time when the input is received, and the second mode is a braking mode like a rudder in which the main wheel is kept in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the moving direction, or the blades are kept in a first position and the main wheel is rotated; A method comprising the above.

2. The stop procedure further comprises at least: reducing the indicated speed to a first speed by changing the propulsion force of at least one of the first and second cycloidal propeller units before adjustment; starting the adjustment when the indicated speed does not exceed the first speed; The method according to Claim 1, further comprising the above.

3. The stop procedure further comprises at least a normal stop operation mode and an emergency stop operation mode, and the method comprises: determining a stop operation mode based on the input; obtaining a set of operation parameter values predefined for the determined stop operation mode, wherein the operation parameter values for the normal stop operation mode are predefined for optimization between maximum stop effect and maximum component life, and the operation parameter values for the emergency stop operation mode are predefined for maximum stop effect. executing the adjustment by applying the operating parameter value to determine the movement control value The method according to claim 1, further comprising.

4. The stop procedure at least further comprises gradually executing the adjustment in a stepwise manner, and the stepwise manner is at least, for each step, when the speed has decreased to the maximum speed value of the step, obtaining a set of operating parameter values predefined for the step; executing the adjustment by applying the operating parameter value to determine the movement control value The method according to claim 1, comprising.

5. The operating parameter values include, in the first mode, values for rotational speed, pitch function parameters, and steering parameters, and in the second mode, values for blade pitch angles, according to the method of claim 4.

6. In the first mode, selecting a pitch function from among pitch functions comprising at least a trochoid and an epicycloid pitch function for stopping based on the speed; inputting the obtained set of operating parameter values into the selected pitch function; rotating the blade according to the movement control value output by the selected pitch function The method according to claim 5, further comprising.

7. In the first mode, at least when the adjustment is started, rotating the blade so as to change the thrust direction of the cycloid propeller unit to be substantially perpendicular to the thrust direction at the time when the input is received; when the indicated speed is less than a second speed slower than the first speed, rotating the blade so as to change the thrust direction of the cycloid propeller unit to the reverse thrust direction The method according to claim 2, further comprising.

8. In the second mode, the value of the predetermined angle with respect to the moving direction is at most ±90 degrees, and two or more of the two or more blades may have the same value or different values, according to the method of claim 1.

9. The stop procedure at least adjusting the first and second cycloid propeller units substantially symmetrically with respect to the longitudinal axis of the ship using a first movement control value; after the input, receiving a steering command to change the moving direction of the ship determining a second movement control value based on at least said speed and said received steering command; after said steering command, adjusting one of said first and second cycloidal propeller units using said first movement control value and adjusting the other of said first and second cycloidal propeller units using said second movement control value; The method according to claim 1, further comprising.

10. When both said first and second cycloidal propeller units are adjusted using a first movement control value, they are both braked in either said first mode or said second mode; When said first movement control value and said second movement control value are used in said adjustment, one of said first and second cycloidal propeller units is braked in said first mode and the other of said first and second cycloidal propeller units is braked in said second mode; The method according to claim 9.

11. receiving an input to cancel said automatic stop procedure; stopping said stop procedure; entering a normal operation mode; The method according to claim 1, further comprising.

12. An apparatus, comprising: at least one processor; at least one memory including computer program code; wherein at least one of said memories and computer program code are configured to cause the apparatus, using at least one of said processors, to perform at least: starting a stop procedure in response to receiving an input to trigger an automatic stop procedure for stopping the vessel, said vessel comprising at least a first cycloidal propeller unit and a second cycloidal propeller unit, a cycloidal propeller unit comprising a rotatable main wheel equipped with two or more individually rotatable blades, said stop procedure comprising at least: obtaining information indicative of at least the speed of said vessel; Based on at least the indicated speed, while maintaining the moving direction of the ship to follow the latest steering command, adjust at least the movement control value of the first cycloidal propeller unit so as to brake the first cycloidal propeller unit in a first mode or a second mode, where the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated so that the thrust direction changes towards the reverse thrust direction at the time when the input is received, and the second mode is a braking mode like a rudder in which either the main wheel is kept in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the moving direction, or the blades are kept in a first position and the main wheel is rotated. An apparatus comprising.

13. At least one of the memories and the computer program code causes the apparatus, using at least one of the processors, at least during the stopping procedure, Before adjustment, reduce the indicated speed to a first speed by changing the propulsion force of at least one of the first and second cycloidal propeller units. Start the adjustment when the indicated speed does not exceed the first speed. Execute the adjustment gradually in a stepwise manner And is configured to further cause, where the stepwise form is at least, for each step, When the speed has decreased to the maximum speed value of the step, obtain a set of operation parameter values predefined for the step. Execute the adjustment by applying the operation parameter values to determine the movement control value. The apparatus according to claim 12, comprising.

14. At least one of the memories and the computer program code causes the apparatus, using at least one of the processors, at least Determine a stop operation mode from at least a normal stop operation mode and an emergency stop operation mode based on the input. Obtain a set of operation parameter values pre-defined for the determined stop operation mode, wherein the operation parameter values for the normal stop operation mode are pre-defined for optimization between the maximum stop effect and the maximum component life, and the operation parameter values for the emergency stop operation mode are pre-defined for the maximum stop effect. Execute the adjustment by applying the operation parameter values to determine the movement control value. The apparatus according to claim 12, further configured to cause the above to be further performed.

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

16. At least one of the memories and the computer program code causes the apparatus, using at least one of the processors, to, at least in the first mode, Based on the speed, select a pitch function from among pitch functions including at least a trochoid and an epicycloid pitch function for stopping. Input the obtained set of operation parameter values into the selected pitch function. Rotate the blade according to the movement control value output by the selected pitch function. The apparatus according to claim 15, further configured to cause the above to be further performed.

17. At least one of the memories and the computer program code causes the apparatus, using at least one of the processors, to, at least In the first mode, when the adjustment is started, rotate the blade so as to change the thrust direction of the cycloid propeller unit to be substantially perpendicular to the thrust direction at the time when the input is received. In the first mode, when the indicated speed is less than a second speed that is slower than the first speed, rotate the blade so as to change the thrust direction of the cycloid propeller unit to be in the reverse thrust direction. The apparatus according to claim 13, further configured to cause the above to be further performed.

18. At least one of the memories and the computer program code causes the apparatus, using at least one of the processors, to, at least Adjusting the first and second cycloidal propeller units substantially symmetrically with respect to the longitudinal axis of the ship using the first motion control value; After the input, receiving a steering command to change the moving direction of the ship; Determining a second motion control value based at least on the speed and the received steering command; After the steering command, adjusting one of the first and second cycloidal propeller units using the first motion control value and adjusting the other of the first and second cycloidal propeller units using the second motion control value; The apparatus according to claim 12, further configured to cause the above to be performed.

19. At least one of the memories and the computer program code causes the apparatus, using at least one of the processors, to at least: When both the first and second cycloidal propeller units are adjusted using the first motion control value, braking both the first and second cycloidal propeller units in either the first mode or the second mode; When the first motion control value and the second motion control value are used in the adjustment, braking one of the first and second cycloidal propeller units in the first mode and braking the other of the first and second cycloidal propeller units in the second mode; The apparatus according to claim 18, further configured to cause the above to be performed.

20. A ship, comprising: At least a first cycloidal propeller unit and a second cycloidal propeller unit, wherein the cycloidal propeller unit includes a rotatable main wheel equipped with two or more blades that can be individually rotated; A movement control mechanism comprising at least one device configured to initiate a stop procedure in response to receiving an input that triggers the automatic stop procedure, wherein the stop procedure comprises at least obtaining information indicative of at least the speed of the vessel and, based at least on the indicated speed, adjusting the movement control value of at least the first cycloidal propeller unit to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining the direction of movement of the vessel in accordance with the latest steering command, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated to change the thrust direction towards the reverse thrust direction at the time the input is received, and the second mode is a braking mode such as a rudder in which either the main wheel is maintained in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the direction of movement or the blades are maintained in a first position and the main wheel is rotated, At least one of the first user interface elements for changing the state of the automatic stop procedure in response to a user input to the first user interface element, wherein the first user interface element is connected to the movement control mechanism, At least one second user interface element for steering the vessel A vessel comprising.

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

22. When executed by a computer, cause the computer to at least, A computer-readable medium storing computer-executable instructions that, in response to receiving an input that triggers an automatic stop procedure for a ship, cause the stop procedure to be initiated, wherein the ship comprises at least a first cycloidal propeller unit and a second cycloidal propeller unit, the cycloidal propeller unit comprising a rotatable main wheel equipped with two or more blades that are individually rotatable, and the stop procedure comprises at least obtaining information indicative of at least the speed of the ship; causing at least a movement control value of the first cycloidal propeller unit to be adjusted so as to brake the first cycloidal propeller unit in a first mode or a second mode while maintaining the direction of movement of the ship in accordance with a latest steering command based at least on the indicated speed, wherein the first mode is a cycloidal propeller braking mode in which the main wheel is rotating and the blades of the cycloidal propeller unit are rotated so that the thrust direction changes towards the reverse thrust direction at the time the input is received, and the second mode is a braking mode like a rudder in which either the main wheel is kept in a first position and the blades are individually positioned towards a corresponding predetermined angle with respect to the direction of movement, or the blades are kept in a first position and the main wheel is rotated; A computer-readable medium comprising.

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