EP3908897A1 - Control of a ship - Google Patents
Control of a shipInfo
- Publication number
- EP3908897A1 EP3908897A1 EP20714935.2A EP20714935A EP3908897A1 EP 3908897 A1 EP3908897 A1 EP 3908897A1 EP 20714935 A EP20714935 A EP 20714935A EP 3908897 A1 EP3908897 A1 EP 3908897A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- control device
- emergency stop
- course
- ship
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 claims abstract description 21
- 230000004913 activation Effects 0.000 claims abstract description 5
- 230000001419 dependent effect Effects 0.000 description 3
- 108010076504 Protein Sorting Signals Proteins 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000003643 water by type Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- 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
- B63H25/04—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring automatic, e.g. reacting to compass
-
- 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
- B63H25/50—Slowing-down means not otherwise provided for
Definitions
- the invention relates to a control of a ship. This relates to a control device and / or a method for control.
- the control of a ship can have a device for an emergency stop.
- the emergency stop is an emergency maneuver and can also be referred to as a crash stop.
- the emergency stop (crash stop) is intended to prevent a collision.
- a collision can e.g. threaten with another floating facility, such as a ship, or with a quay in a harbor.
- the ship can have at least one propeller and at least one rudder as a drive.
- the ship can also have PODs and / or rudder propellers as propulsion systems. In particular, PODs and / or rudder propellers are rotatably positioned on the hull of the ship.
- a rudder effect results from azimuthal rotatability.
- a rudder control can be provided in particular.
- An object of the invention is to improve an emergency stop of a ship.
- a course control device In a control device of a ship, wherein the ship has in particular a first drive propeller and a second drive propeller, wherein the first drive propeller relates in particular to a first POD drive and the second drive propeller relates in particular to a second POD drive, a course control device is provided, with a Activation of an at least partially automated Emergency stops are provided, the emergency stop of the ship being able to be influenced by means of data from the course control device. Since the emergency stop can in particular have an emergency stop sequence.
- the emergency stop sequence relates, for example, to the timing of commands for rudder control and / or propulsion control.
- control can also relate to a regulation.
- the propulsion control relates in particular to the control of the speed of one or more drive propellers.
- the emergency stop can be partially or fully automated.
- the emergency stop can be ended and / or influenced by the intervention of a person.
- data of this can be used during an emergency stop.
- the ship follows a certain course during the emergency stop. This can be the course within a fairway, for example.
- the data from the course control device are course data, the course control device in particular having an autopilot.
- a further active autopilot can avoid running aground, for example.
- the course control device has a rudder control and / or a
- Propulsion control on.
- a signal can be superimposed on the rudder control and / or the propulsion control during the automated crash stop. This superimposed signal is e.g. from the autopilot.
- the shortest stopping distance can be achieved even in narrow fairways while maintaining the planned course.
- At least one signal from the rudder control and / or during an emergency stop a signal from the autopilot is superimposed on the propulsion control.
- the overlay is particularly weighted.
- the weighting is particularly dependent on the probability of a collision. In particular, the weighting can be dependent on the amount of damage to be expected.
- weather data are provided for carrying out the emergency stop. In this way, the tide and / or the wind can be taken into account when performing the emergency stop.
- ship traffic data are provided for carrying out the emergency stop.
- control device it has a control stand.
- the future route of the ship can be displayed using the control stand. This also applies to driving during an emergency stop.
- an emergency stop is made with means of data from a course control device
- the emergency stop is influenced in particular in such a way that the distance covered by the ship during the emergency stop depends on the planned course and / or other boundary conditions, such as a navigable channel used and / or on shallow water.
- an emergency stop which is an emergency maneuver, for example a ship equipped with POD drives
- an automatic sequence can be activated for this purpose in order to achieve the shortest possible stopping distance.
- two drives in particular two PODs
- the overlay concerns a course dependent on the course that is applied immediately before the emergency stop. For the purpose of course correction, there is no need to resort to a manually controlled emergency maneuver. In this way an optimized stopping distance can be achieved.
- this is used in a ship which has a first drive propeller and a second drive propeller, the first drive propeller in particular affecting a first POD drive and the second drive propeller in particular a second POD drive, with activation an at least partially automated emergency stop is provided.
- a partially automated emergency stop for example, an operator can intervene in the emergency stop sequence. If there is no intervention, the emergency stop can run fully automatically. The intervention means that it is possible to react quickly to unforeseen events without having to interrupt the emergency stop.
- the data of the course control device are course data, the course control device in particular having an autopilot.
- the emergency stop can not only take place along a straight course, but can at least be based on the course planned before the emergency stop, which can also result in an odd course as the course of the emergency stop.
- the course control device has a rudder control and / or a propulsion control, a signal from the autopilot being superimposed on at least one signal from the rudder control and / or the propulsion control in the event of an emergency stop. This superposition can serve to influence the course during the emergency stop.
- a combinatorial operation is carried out.
- the course signal is overlaid with the expiry of the crash stop (emergency stop).
- the shortest stopping distance is implemented in a narrow fairway while maintaining the planned course. In this way, for example, a collision with another ship can be prevented.
- weather data are used to carry out the emergency stop.
- Weather data can relate to the tide or the wind, for example. These data can influence a successful emergency stop.
- ship traffic data are used to carry out the emergency stop.
- Ship traffic data can have an impact on a successful emergency stop, as further ship traffic is around the
- a control device of the type described is used.
- the described method can be used to increase security in an emergency. If necessary, a reduction in escort effort for passages in narrow waters can be achieved (tug assistance is saved).
- Figure 1 shows a ship 2.
- Ship 2 has 2 PODs 17, but only one POD 17 is shown.
- a ship can have only one POD.
- the POD 17 or the PODs each have a drive propeller 3 on.
- a POD can also have more than one drive propeller, but this is not shown in the figure.
- the illustration according to FIG. 2 shows a control device 1.
- the control device 1 has a control device 10.
- Control device 1 also has an input device 14 for starting an autopilot 11 or starting an emergency stop (crash stop).
- Corresponding devices 15 and 16 are provided for receiving or processing weather data, ship traffic data.
- the short control device 10 has an autopilot 11, a combiner 7 and an azimuth control 8 for the POD drives.
- the azimuth control 8 has a rudder control 12 and a propulsion control 13.
- the combiner 7 makes it possible to take into account the desired course that is present in the autopilot in the event of an emergency stop.
- the illustration according to FIG. 3 shows a signal sequence for processing the first signal 5 and a second signal 6.
- the first signal 5 relates to an emergency stop signal (crash stop signal). When this signal is activated, an emergency stop sequence is initiated to reduce the speed of the ship to zero knots.
- the second signal 6 relates to an autopilot signal. When this signal is activated, the ship is automatically steered on a desired course.
- These two signals are combined in a combiner 7 and processed in such a way that a desired course can be followed even in the event of an emergency stop.
- the processed data of the combiner 8 are transferred to the azimuth control 8 of the POD drives.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Traffic Control Systems (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
- Navigation (AREA)
- Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019206222.9A DE102019206222A1 (en) | 2019-04-30 | 2019-04-30 | Steering a ship |
PCT/EP2020/057386 WO2020221504A1 (en) | 2019-04-30 | 2020-03-18 | Control of a ship |
Publications (3)
Publication Number | Publication Date |
---|---|
EP3908897A1 true EP3908897A1 (en) | 2021-11-17 |
EP3908897C0 EP3908897C0 (en) | 2023-08-23 |
EP3908897B1 EP3908897B1 (en) | 2023-08-23 |
Family
ID=70050050
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20714935.2A Active EP3908897B1 (en) | 2019-04-30 | 2020-03-18 | Control of a ship |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP3908897B1 (en) |
CN (1) | CN113767351B (en) |
AU (1) | AU2020266969B2 (en) |
DE (1) | DE102019206222A1 (en) |
ES (1) | ES2963893T3 (en) |
WO (1) | WO2020221504A1 (en) |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR950261A (en) * | 1943-12-31 | 1949-09-22 | Bendix Aviat Corp | Advanced autopilot system |
US4533097A (en) * | 1983-07-11 | 1985-08-06 | Sundstrand Corporation | Multi-motor actuation system for a power drive unit |
JPH01254487A (en) * | 1988-04-04 | 1989-10-11 | Mitsubishi Heavy Ind Ltd | Turning-round angle automatic control device for ship |
US5034895A (en) * | 1990-01-03 | 1991-07-23 | Sperry Marine Inc. | Enhanced performance bias integrator for marine automatic pilot system |
JPH04176793A (en) * | 1990-11-10 | 1992-06-24 | Niigata Eng Co Ltd | Emergency stop device for marine vessel |
DE10135543A1 (en) * | 2001-07-20 | 2003-02-06 | Karl-Josef Becker | Propulsion drive and control method for water vehicle has braking via reverse propulsion provided by lowering deflection cap for propulsion water jet upon initiation of crash-stop function |
US6597992B2 (en) * | 2001-11-01 | 2003-07-22 | Soil And Topography Information, Llc | Soil and topography surveying |
GB0904638D0 (en) * | 2009-03-18 | 2009-04-29 | Origin Ltd | An enlarged freight container for carrying pallets |
DK2327655T3 (en) * | 2009-11-30 | 2012-09-24 | Siemens Ag | Device for transporting wind turbine components |
CN203965941U (en) * | 2014-05-20 | 2014-11-26 | 中山市雅太电器有限公司 | The ship's propeller of controlled in wireless navigation |
EP2949572B1 (en) * | 2014-05-30 | 2018-10-03 | Siemens Aktiengesellschaft | Drive system of a ship and operation of the same |
NO3051376T3 (en) * | 2015-01-27 | 2018-05-19 | ||
CH712041A2 (en) * | 2016-01-15 | 2017-07-31 | Dettwiler Hermann | Driving device with cycloid drive. |
JP2018103949A (en) * | 2016-12-28 | 2018-07-05 | 株式会社三井E&Sホールディングス | Automatic maneuvering system of vessel, vessel and automatic maneuvering method of vessel |
-
2019
- 2019-04-30 DE DE102019206222.9A patent/DE102019206222A1/en not_active Withdrawn
-
2020
- 2020-03-18 AU AU2020266969A patent/AU2020266969B2/en active Active
- 2020-03-18 CN CN202080032463.XA patent/CN113767351B/en active Active
- 2020-03-18 WO PCT/EP2020/057386 patent/WO2020221504A1/en unknown
- 2020-03-18 EP EP20714935.2A patent/EP3908897B1/en active Active
- 2020-03-18 ES ES20714935T patent/ES2963893T3/en active Active
Also Published As
Publication number | Publication date |
---|---|
CN113767351A (en) | 2021-12-07 |
CN113767351B (en) | 2023-10-20 |
AU2020266969A1 (en) | 2021-10-14 |
AU2020266969B2 (en) | 2022-10-06 |
EP3908897C0 (en) | 2023-08-23 |
EP3908897B1 (en) | 2023-08-23 |
DE102019206222A1 (en) | 2020-11-05 |
WO2020221504A1 (en) | 2020-11-05 |
ES2963893T3 (en) | 2024-04-03 |
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