FIELD OF THE INVENTION
[0001] The present invention relates to a control system for a ship according to the preamble
of claim 1.
BACKGROUND ART
[0002] Traditionally the speed of a ship was controlled by a telegraph or voice pipes, that
relayed the speed setting command from the wheelhouse to the engine room. As the speed
of the propeller depend on complex manual operations, the engineer, based on the requested
speed, took appropriate actions.
[0003] When the technology developed with the introduction of e.g. diesel engines as prime
movers, it became possible to directly control the speed from the wheelhouse. The
concept of the telegraph was moved to the new technology, and levers directly controlling
the prime mover speed were introduced. These levers moved from a mechanical to a hydraulic
and finally to an electronic implementation. The position of the lever is converted
into an electronic signal, which controls the propulsion directly or indirectly.
[0004] 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.
[0005] 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. There are also limits for turning the
pods that should not be exceeded. It should for example not be possible to turn pods
so that they come in physical proximity of each other. 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.
[0006] There are also other limits that are, not necessarily safety critical and damaging,
but related to an inefficient use of the equipment. An inefficient use can e.g. result
in poor fuel efficiency or excessive emissions. 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. The operator is typically not made aware of such inefficient, adverse
and polluting operation, while it is expected that he by experience would understand
good practice and avoid such operation. It is, however, in many cases difficult, even
with long experience, to exactly understand the optimal physical parameters for the
operation, and the operator will therefore in many cases anyhow operate the ship inefficiently.
[0007] 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. There are means for sensing the rotation velocities of
the diesel engine and the transmission and for determining the difference between
said velocities, whereby said means delivers a second signal responsive to said difference.
There are further means for receiving the first and second signals and delivering
a control signal to the actuator means in order to control the stiffness of the lever.
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.
[0008] US patent 7,112,107 discloses a throttle control mechanism with haptic feedback. 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.
[0009] 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.
BRIEF DESCRIPTION OF THE INVENTION
[0010] An object of the present invention is to achieve an improved control system for a
ship.
[0011] The control system for a ship according to the invention is characterized by what
is stated in the characterizing portion of claim 1.
[0012] The control system for a ship comprises:
at least one propulsion unit comprising a casing being rotatably supported at a hull
of a vessel, said casing comprising an electric motor being connected through a shaft
to a propeller,
a lever by which an operator controls the speed and the direction of the at least
one propulsion unit,
a controller controlling the speed and the direction of the at least one propulsion
unit based on the control signals received from the lever,
a force feedback acting on the lever.
[0013] The control system is characterized that it comprises further:
an 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.
[0014] 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.
[0015] 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.
[0016] 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.
[0017] In case of a non-optimal operation, 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.
[0018] Due to the direct feedback, the operator is made aware of safe and optimal operational
limits, which the operator can then take 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.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] In the following the invention will be described in greater detail by means of preferred
embodiments with reference to the attached drawings, in which:
Figure 1 shows a propulsion unit which can be controlled with the control system according
to the invention.
Figure 2 is a block diagram showing the principal of the control system according
to the invention.
DETAILED DESCRIPTION OF THE INVENTION
[0020] Figure 1 shows a propulsion unit which can be controlled with the control system
according to the invention.
[0021] 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.
[0022] 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.
[0023] 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.
[0024] Figure 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. There is further
a force feedback 220 connected to the lever 200. 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 received from the algorithm 310.
[0025] 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.
[0026] 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.
[0027] The way of 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.
[0028] In case of a non-optimal operation, 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.
[0029] 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.
[0030] The invention and its embodiments are not limited to the examples described above
but may vary within the scope of the claims.
1. A control system for a ship comprising:
at least one propulsion unit (100) comprising a casing (20) being rotatably supported
at a hull (10) of a vessel, said casing (20) comprising an electric motor (30) being
connected through a shaft (31) to a propeller (35),
a lever (200) by which an operator controls the speed and the direction of the at
least one propulsion unit (100),
a control circuit (300) controlling the speed and the direction of the at least one
propulsion unit (100) based on the control signals received from the lever (200),
a force feedback (220) acting on the lever (200) and being controlled by the control
circuit (300),
characterized in that the control system further comprises:
an algorithm (310) receiving as input signals measured process values (M1) relating
to operational parameters of the ship and the at least one propulsion unit (100),
said algorithm (310) determining safe and/or optimal operational limits for the speed
and the direction of the at least one propulsion unit (100), whereby 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 received from the algorithm (310)
in order to transfer haptic information through the lever (200) to the operator indicating
that the requested operation is beyond safe and/or optimal operational limits of the
at least one propulsion unit (100).
2. A propulsion unit according to claim 1, characterized in that the force feedback (220) produces a counter force to the lever (200) when the requested
operation exceeds the safe and/or optimal operational limits.
3. A propulsion unit according to claim 1, characterized in that the force feedback (220) produces a vibration to the lever (200) when the requested
operation exceeds the safe and/or optimal operational limits.
4. A propulsion unit according to claim 2 or 3, characterized in that the force feedback (220) produces a stronger counter force and/or vibration the more
beyond the safe and/or optimal operational limits the requested operation is.
5. A propulsion unit according to any one of claims 1 to 4, characterized in that the force feedback (220) moves the lever (200) into a position within the safe and/or
optimal operational limits when the operator releases the lever (200) after the operator
has requested an operation beyond the safe and/or operational limits.
6. Method for controlling a ship comprising:
at least one propulsion unit (100) comprising a casing (20) being rotatably supported
at a hull (10) of a vessel, said casing (20) comprising an electric motor (30) being
connected through a shaft (31) to a propeller (35),
a lever (200) by which an operator controls the speed and the direction of the at
least one propulsion unit (100),
a control circuit (300) controlling the speed and the direction of the at least one
propulsion unit (100) based on the control signals received from the lever (200),
a force feedback (220) acting on the lever (200),
characterized in that the method comprises the steps of:
measuring process values (M1) relating to operational parameters of the ship and the
at least one propulsion unit (100) and feeding said process values (M1) to an algorithm
(310),
determining in the algorithm (310) safe and/or optimal operational limits of the speed
and/or the direction of the at least one propulsion unit (100) and feeding the limits
to the control circuit (300),
controlling the force feedback (220) with the control circuit (300) in order to give
a haptic alert via the lever (200) to the operator when the requested operation is
beyond safe and/or optimal operational limits of the at least one propulsion unit
(100).