EP3006327B1 - Système de commande pour un navire - Google Patents

Système de commande pour un navire Download PDF

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Publication number
EP3006327B1
EP3006327B1 EP14187758.9A EP14187758A EP3006327B1 EP 3006327 B1 EP3006327 B1 EP 3006327B1 EP 14187758 A EP14187758 A EP 14187758A EP 3006327 B1 EP3006327 B1 EP 3006327B1
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EP
European Patent Office
Prior art keywords
lever
propulsion unit
safe
control circuit
force feedback
Prior art date
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Application number
EP14187758.9A
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German (de)
English (en)
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EP3006327A1 (fr
Inventor
Johan Pensar
Niko Ostrow
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ABB Schweiz AG
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ABB Schweiz AG
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Application filed by ABB Schweiz AG filed Critical ABB Schweiz AG
Priority to EP14187758.9A priority Critical patent/EP3006327B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H2025/026—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring using multi-axis control levers, or the like, e.g. joysticks, wherein at least one degree of freedom is employed for steering, slowing down, or dynamic anchoring

Definitions

  • the present invention relates to a control system for a ship according to the preamble of claim 1.
  • the steerable rudder propeller i.e. the pod made it possible also to control the direction of the propulsion without a separate rudder.
  • Levers used with a pod move in a longitudinal direction and in a rotational direction combining the speed setting with the direction setting in one multifunctional device.
  • the speed and direction settings for the pod should seldom or never exceed certain limits due to physical limitations or safety reasons.
  • the requested propulsion power should as a rule not exceed the power available from the generators which are driven by the diesel engines as an overload of the generators could in worst case stop the diesel engine and render the vessel inoperable.
  • a too high request could also cause disturbances in the electric power supply system that would trigger safety measures.
  • a drop in the frequency of the electric power supply might result in a disconnection of parts of the electric power supply system.
  • the thrust vectors of the pods should also follow certain rules in order not to cause damage to the pods.
  • Safeguards to prevent the operator from operating the pods in unsafe combinations and outside safe limits are typically implemented in the control system.
  • the control system will clip the actual control signals to the propulsion system to safe limits in the case the operator requests an unsafe operation.
  • the operator may, however, not be aware that the control system is clipping the requested control, which may cause some confusion and misunderstanding as the propulsion system is not following the lever command as expected.
  • the requested power may require the diesel engines to be operated at non-optimal conditions.
  • a request for a high output of the diesel engines while the turbo charger pressure is still too low, will result in poor fuel efficiency and a thick black smoke.
  • a speed request may cause high propeller slip and cavitation, or the combination of propeller speed and pitch may be unfavorable from an efficiency point of view.
  • the requested direction of the ship may also lead to high wave forces on the cargo, bring the ship towards unsafe areas or other less desirable states.
  • EP patent publication 0 352 257 discloses a control lever with load force feedback.
  • the manually controllable lever is used to steer a bulldozer blade mounted on a track-type tractor having a diesel engine and a transmission interconnected by a torque converter.
  • a sensor feels the movement of the lever and delivers a first signal responsive to the position of the lever.
  • Actuator means applies a force to the lever responsive to the magnitude of a received control signal.
  • the actuator means resist the movement of the lever with a force that is proportional to the risk of overloading the tractor. The bigger the risk is the bigger is the resisting force.
  • a haptic throttle control mechanism includes a vibrating element that is connected in vibration transmitting relation with the control mechanism.
  • the vibration element can be a motor with an eccentric weight attached to its shaft or a piezo-ceramic component.
  • the vibrating signal can be used to provide information to the operator of the marine vessel relating to the actual operating speed of the engine or, alternatively, it can be used to alert the operator of an alarm situation.
  • US patent 5,062,594 discloses a control system for an aircraft or other man-machine system.
  • the usual visual feedback system is optionally supplemented by a secondary feel oriented feedback arrangement in which input signals are derived from either of two supplementary feedback signal sources and the resulting algorithms characterized mathematically.
  • Feedback information to the human operator or pilot is given by way of a tactile or feeling based signal that is coupled to the pilot's joystick.
  • WO publication 98/25194 discloses a control and manoeuvring stick comprising a shaft portion mounted in a base portion and a hand grip portion.
  • the shaft portion is pivotally mounted about its axis in a first carriage which is translationally mounted on a second carriage which in turn is mounted for translatory motion transverse to the direction of motion of the first carriage.
  • the manoeuvring stick may be connected to an automatic control system which comprises algorithms and programmed data, also relating to the parameters of the vessel itself, such as mass, moments of inertia, resistance, wind resistance and so forth, plus information from sensors such as speed log, position and motion sensors, wind gauges and sensors which give feedback of the position of the control-effort means at all times.
  • the automatic control system should be such that with increasing stick deflection the desired movement is initiated faster, i.e., with greater power.
  • An object of the present invention is to achieve an improved control system for a ship.
  • control system for a ship is characterized by what is stated in the characterizing portion of claim 1.
  • the control system for a ship comprises:
  • the control system is characterized that it comprises further: an algorithm being either integrated into the controller or being formed as a standalone circuit communicating with the controller, the algorithm receiving as input signals measured process values relating to operational parameters of the ship and the at least one propulsion unit, said algorithm determining safe and/or optimal operational limits for the speed and the direction of the at least one propulsion unit, whereby the control circuit controls the force feedback by comparing the requested operation received from the lever with safe and/or optimal limits received from the algorithm in order to transfer haptic information through the lever to the operator indicating that the requested operation is beyond safe and/or optimal operational limits of the at least one propulsion unit.
  • the force feedback gives the operator haptic information through the lever when he is trying to operate the ship in an unsafe manner and/or in an inefficient way.
  • the operator is already at the stage when he is requesting an operation made aware of the fact that the requested operation is either unsafe or non-optimal.
  • the lever has a longitudinal control action and/or a rotational action, controlling the speed and/or the direction of the at least one propulsion unit.
  • the lever is equipped with a force feedback, capable of acting on the lever both during the longitudinal and the rotational movement of the lever.
  • the force feedback is controlled based on the commands from the lever and the limits for an unsafe and/or non-optimal operation.
  • the force feedback could be a strong continuous force feedback in case the operator is trying to operate the equipment in an unsafe manner.
  • the force feedback could also move the lever back to a safe position when released by the operator, ensuring that the request remains within safe boundaries.
  • the force feedback could make the lever vibrate, giving immediate feedback to the operator that the operation requested is not optimal and may cause undesirable consequential effects.
  • the feedback may also be made dependent on how non-optimal the operation is, giving a stronger feedback upon a more non-optimal operation.
  • Figure 1 shows a propulsion unit which can be controlled with the control system according to the invention.
  • the propulsion unit 100 comprises a casing 20, a first electric motor 30, a shaft 31 and a propeller 37.
  • the hollow casing 20 comprises an upper portion 21 and a lower portion 22.
  • the upper portion 21 of the casing 20 forms a curved support member for the casing 20.
  • the casing 20 is rotatably supported from the upper portion 21 at a hull 10 of a vessel.
  • a turning wheel 40 is positioned within the hull 10 of the ship.
  • the upper portion 21 of the casing 20 is connected to the turning wheel 40.
  • a pinion 50 is connected to the cogs on the outer surface of the turning wheel 40.
  • the pinion 50 is connected through a shaft 61 to a second electric motor 60.
  • the second electric motor 60 rotates thus the turning wheel 40 and thereby also the casing 20.
  • the casing 20 can thus be rotated 360 degrees by the second electric motor 60 around a vertical centre axis Y in relation to the hull 10 of the vessel.
  • the lower portion 22 of the casing 20 has a first end 22A and a second opposite end 22B.
  • the lower portion 22 of the casing 20 forms a longitudinal compartment having a torpedo-shape.
  • the first electric motor 30 is situated within the lower portion 22 of the casing 20.
  • a shaft 31 with an axial centre line X-X passes through the first electric motor 30.
  • the shaft 31 is rotatably supported with bearings 32, 33 in the compartment in the lower portion 22 of the casing 20.
  • the rotor of the first electric motor 30 is attached to the shaft 31 and the stator of the first electric motor 30 surrounds the rotor.
  • a hub 34 is attached to the outer end 31A of the shaft 31 outside the first end 22A of the lower portion 22 of the casing 20 and a propeller 35 is attached to the hub 34.
  • the first electric motor 30 drives the propeller 35 via the shaft 31 and the propeller 35 is pushing the vessel forwards in a first direction S1.
  • the first electric motor 30 within the casing 20 is supplied with electric power from at least one generator 80 within the hull 10 of the ship.
  • a diesel motor 70 is driving the at least one generator 80 through a shaft 71.
  • the electric power is transferred to a slip ring arrangement 41 within the turning wheel 40 with a first power cable 36.
  • the electric power is further transferred from the slip ring arrangement 41 to the first electric motor 30 with a second power cable 35.
  • FIG. 2 is a block diagram showing the principal of the control system according to the invention.
  • the control system consists of a single or multidimensional lever 200 used by the operator to control the at least one propulsion unit 100 of the ship.
  • the position of the lever 200 is transformed to an electrical output signal in a first electric circuit 210 and transmitted further to a control circuit 300.
  • the control circuit 300 receives as input signals electric output signals from the first electric circuit 210 and sends control signals C1 to the at least one propulsion unit 100 in order to control the speed and/or the direction of the at least one propulsion unit 100.
  • the control circuit sends also control signals C1 to the diesel engine 70 and the generator 80 in order to control the power of the diesel engine 70 and the magnetization of the generator 80.
  • the control circuit 300 receives also as input signals measured process values M1 relating to operational parameters of the ship and the at least one propulsion unit 100.
  • the process values M1 include at least the rotation speed and the direction of the at least one propulsion unit 100.
  • the process values M1 also include information on the diesel engine 70 and the generator 80.
  • the process values M1 could also include values relating to sea currents, wind speed and direction, wave heights etc.
  • the process values M1 are transferred to an algorithm 310 for determining safe and/or optimal limits for the speed and/or the direction of the at least one propulsion unit 100.
  • the algorithm 310 can be either integrated into the controller 300 or it can be a standalone circuit communicating with the controller 300.
  • the algorithm 310 contains limits for safe and/or optimal operation of the at least one propulsion unit 100. The limits may either be predetermined and fixed, or calculated dynamically based on the measured process values M1.
  • the control circuit 300 controls the force feedback 220 by comparing the requested operation received from the lever 200 with safe and/or optimal limits
  • the lever 200 includes a longitudinal control action for controlling the speed of the at least one propulsion unit 100 and a rotational control action for controlling the direction of the at least one propulsion unit 100.
  • the lever 200 is further equipped with a force feedback 220 capable of moving the lever 200 and/or affecting the movement of the lever 200. This force feedback 220 is applicable on the longitudinal and the rotational movement of the lever 200.
  • the force feedback 220 is controlled to act on the lever 200 when the operator attempts to control the at least one propulsion unit 100 in an unsafe and/or non-optimal manner.
  • force feedback 220 could be a strong continuous force feedback in case the operator is trying to operate the at least one propulsion unit 100 in an unsafe manner, giving a direct indication of the said.
  • the force feedback 220 could also be made to move the lever 200 back to a safe position when released by the operator, ensuring that the request remains within safe boundaries.
  • the force feedback 220 could make the lever 200 vibrate, giving immediate feedback to the operator that the operation requested is not optimal and may cause undesirable consequential effects.
  • the force feedback 220 may also be made dependent on how non-optimal the requested operation is, giving a stronger feedback upon a more non-optimal requested operation.
  • the operator Due to the direct force feedback 220, the operator is made aware of safe and optimal operational limits, which he can then be taken into account in the best possible way. This will improve the efficient operation of the ship, and will reduce unambiguity when trying to operate the ship outside safe boundaries.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Mechanical Control Devices (AREA)

Claims (6)

  1. Système de commande pour un bateau comprenant :
    au moins une unité de propulsion (100) comprenant un carter (20) supporté en rotation au niveau d'une coque (10) d'un navire, ledit carter (20) comprenant un moteur électrique (30) raccordé par l'intermédiaire d'un arbre (31) à une hélice (35),
    un levier (200) grâce auquel un opérateur commande la vitesse et la direction de l'au moins une unité de propulsion (100),
    un circuit de commande (300) commandant la vitesse et la direction de l'au moins une unité de propulsion (100) d'après les signaux de commande reçus en provenance du levier (200),
    un retour d'effort (220) agissant sur le levier (200) et commandé par le circuit de commande (300),
    caractérisé en ce que le système de commande comprend en outre :
    un algorithme (310) qui est soit intégré au circuit de commande (300), soit formé en tant que circuit autonome communiquant avec le circuit de commande (300), l'algorithme (310) recevant en tant que signaux d'entrée des valeurs de processus mesurées (M1) concernant des paramètres opérationnels du bateau et de l'au moins une unité de propulsion (100), ledit algorithme (310) déterminant des limites opérationnelles optimales et/ou sans risque pour la vitesse et la direction de l'au moins une unité de propulsion (100), moyennant quoi le circuit de commande (300) commande le retour d'effort (220) en comparant l'opération demandée reçue en provenance du levier (200) avec des limites optimales et/ou sans risque reçues en provenance de l'algorithme (310) afin de transférer des informations haptiques par l'intermédiaire du levier (200) à l'opérateur indiquant que l'opération demandée est au-delà de limites opérationnelles optimales et/ou sans risque de l'au moins une unité de propulsion (100).
  2. Système de commande selon la revendication 1, caractérisé en ce que le retour d'effort (220) produit un contre-effort sur le levier (200) lorsque l'opération demandée dépasse les limites opérationnelles optimales et/ou sans risque.
  3. Système de commande selon la revendication 1, caractérisé en ce que le retour d'effort (220) produit une vibration sur le levier (200) lorsque l'opération demandée dépasse les limites opérationnelles optimales et/ou sans risque.
  4. Système de commande selon la revendication 2 ou 3, caractérisé en ce que le retour d'effort (220) produit un contre-effort et/ou une vibration d'autant plus forts que l'opération demandée est bien au-delà des limites opérationnelles optimales et/ou sans risque.
  5. Système de commande selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le retour d'effort (220) déplace le levier (200) dans une position dans les limites opérationnelles optimales et/ou sans risque lorsque l'opérateur relâche le levier (200) après que l'opérateur a demandé une opération au-delà des limites opérationnelles optimales et/ou sans risque.
  6. Procédé de commande d'un bateau comprenant :
    au moins une unité de propulsion (100) comprenant un carter (20) supporté en rotation au niveau d'une coque (10) d'un navire, ledit carter (20) comprenant un moteur électrique (30) raccordé par l'intermédiaire d'un arbre (31) à une hélice (35),
    un levier (200) grâce auquel un opérateur commande la vitesse et la direction de l'au moins une unité de propulsion (100),
    un circuit de commande (300) commandant la vitesse et la direction de l'au moins une unité de propulsion (100) d'après les signaux de commande reçus en provenance du levier (200),
    un retour d'effort (220) agissant sur le levier (200),
    caractérisé en ce que le procédé comprend les étapes de :
    mesure de valeurs de processus (M1) concernant des paramètres opérationnels du bateau et de l'au moins une unité de propulsion (100) et fourniture desdites valeurs de processus (M1) à un algorithme (310) qui est soit intégré au circuit de commande (300), soit formé en tant que circuit autonome communiquant avec le circuit de commande (300),
    détermination dans l'algorithme (310) de limites opérationnelles optimales et/ou sans risque de la vitesse et/ou de la direction de l'au moins une unité de propulsion (100), et fourniture des limites au circuit de commande (300),
    commande du retour d'effort (220) avec le circuit de commande (300) afin de donner une alerte haptique via le levier (200) à l'opérateur lorsque l'opération demandée est au-delà de limites opérationnelles optimales et/ou sans risque de l'au moins une unité de propulsion (100).
EP14187758.9A 2014-10-06 2014-10-06 Système de commande pour un navire Active EP3006327B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14187758.9A EP3006327B1 (fr) 2014-10-06 2014-10-06 Système de commande pour un navire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14187758.9A EP3006327B1 (fr) 2014-10-06 2014-10-06 Système de commande pour un navire

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EP3006327A1 EP3006327A1 (fr) 2016-04-13
EP3006327B1 true EP3006327B1 (fr) 2018-05-16

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016121747B4 (de) * 2016-11-14 2021-09-16 Torqeedo Gmbh Vorrichtung zum Vorgeben der Fahrstufe eines Elektroantriebes eines Bootes
US11820481B2 (en) 2018-05-11 2023-11-21 Volvo Penta Corporation Joystick device for a marine vessel
CN112351936B (zh) 2018-07-05 2023-03-31 沃尔沃遍达公司 一种操纵杆装置、船舶推进控制系统和船舶
EP3716015B1 (fr) * 2019-03-28 2022-10-12 ABB Schweiz AG Appareil d'interface utilisateur pour commander un vaisseau marin

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US4516063A (en) 1982-01-22 1985-05-07 British Aerospace Public Limited Company Control apparatus
WO1998025194A1 (fr) * 1996-12-06 1998-06-11 Kvaerner Asa Manette de commande et de manoeuvre
US20050170713A1 (en) 2004-01-29 2005-08-04 Takashi Okuyama Method and system for steering watercraft
US20050170712A1 (en) 2004-01-29 2005-08-04 Takashi Okuyama Method and system for steering watercraft
US20060042532A1 (en) 2004-08-26 2006-03-02 Teleflex Canada Incorporated Multiple steer by wire HELM system
US20060124043A1 (en) 2002-02-13 2006-06-15 Tracht Steven L Watercraft steer-by-wireless system
US7112107B1 (en) 2004-02-04 2006-09-26 Brunswick Corporation Throttle control mechanism with haptic feedback
US20060217012A1 (en) 2005-03-18 2006-09-28 Makoto Mizutani Steering control system for boat
US20070066154A1 (en) 2005-09-02 2007-03-22 Makoto Mizutani Steering system for small boat
JP3963265B2 (ja) 2002-10-28 2007-08-22 ナカシマプロペラ株式会社 船舶におけるポッド型推進器
US20070207683A1 (en) 2005-09-21 2007-09-06 Yamaha Marine Kabushiki Kaisha Toe adjustment for small boat having multiple propulsion units
EP1923308A2 (fr) 2006-11-17 2008-05-21 Yamaha Marine Kabushiki Kaisha Système de direction pour bateau
WO2011049470A1 (fr) 2009-10-20 2011-04-28 Cwf Hamilton & Co Limited Manoeuvre et dispositif et systeme de commande
DE102010029696A1 (de) 2010-06-04 2011-12-08 Raytheon Anschütz Gmbh Wasserfahrzeug-Steuerung mit aktiver Rückkopplung
WO2013123191A1 (fr) 2012-02-14 2013-08-22 Marine Canada Acquisition, Inc. Appareil de changement de cap pour un véhicule dirigé
WO2014131436A1 (fr) 2013-02-27 2014-09-04 Abb Technology Ltd Indication de distance par rapport à un obstacle

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CA2438981C (fr) * 2003-08-29 2010-01-12 Teleflex Canada Incorporated Barre reliee a un mecanisme de direction par des fils electriques
JP4994005B2 (ja) * 2006-11-17 2012-08-08 ヤマハ発動機株式会社 船舶用操舵装置及び船舶

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WO1998025194A1 (fr) * 1996-12-06 1998-06-11 Kvaerner Asa Manette de commande et de manoeuvre
US20060124043A1 (en) 2002-02-13 2006-06-15 Tracht Steven L Watercraft steer-by-wireless system
JP3963265B2 (ja) 2002-10-28 2007-08-22 ナカシマプロペラ株式会社 船舶におけるポッド型推進器
US20050170713A1 (en) 2004-01-29 2005-08-04 Takashi Okuyama Method and system for steering watercraft
US20050170712A1 (en) 2004-01-29 2005-08-04 Takashi Okuyama Method and system for steering watercraft
US7112107B1 (en) 2004-02-04 2006-09-26 Brunswick Corporation Throttle control mechanism with haptic feedback
US20060042532A1 (en) 2004-08-26 2006-03-02 Teleflex Canada Incorporated Multiple steer by wire HELM system
US20060217012A1 (en) 2005-03-18 2006-09-28 Makoto Mizutani Steering control system for boat
US20070066154A1 (en) 2005-09-02 2007-03-22 Makoto Mizutani Steering system for small boat
US20070207683A1 (en) 2005-09-21 2007-09-06 Yamaha Marine Kabushiki Kaisha Toe adjustment for small boat having multiple propulsion units
EP1923308A2 (fr) 2006-11-17 2008-05-21 Yamaha Marine Kabushiki Kaisha Système de direction pour bateau
WO2011049470A1 (fr) 2009-10-20 2011-04-28 Cwf Hamilton & Co Limited Manoeuvre et dispositif et systeme de commande
DE102010029696A1 (de) 2010-06-04 2011-12-08 Raytheon Anschütz Gmbh Wasserfahrzeug-Steuerung mit aktiver Rückkopplung
WO2013123191A1 (fr) 2012-02-14 2013-08-22 Marine Canada Acquisition, Inc. Appareil de changement de cap pour un véhicule dirigé
WO2014131436A1 (fr) 2013-02-27 2014-09-04 Abb Technology Ltd Indication de distance par rapport à un obstacle

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Title
R. ROSKAM: "ABSCHLUSSBERICHT- Steuerhebel mit hochwertiger haptischer Rückmeldung zum Einsatz in Flugzeugen und auf Schiffen", HOCHSCHULE OSTFALIA HOCHSCHULE FÜR ANGEWANDTE WISSENSCHAFTEN, WOLFENBÜTTEL, 3 January 2007 (2007-01-03)

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