METHOD AND SYSTEM FOR THE CONTROL OF A PROPULSIVE POWER OF A SHIP

Abstract

 Disclosed are a system and a method for controlling a propulsive power of a ship (2), the ship comprising a first propulsive power source (10a) and a second propulsive power source (10b), wherein the first propulsive power source comprises an internal combustion engine (14) connected to a propeller shaft (6) and the second propulsive power source (10b) comprises a wind propulsion assembly (100), comprising the steps of operating (S10) the first propulsive power source to obtain a first propulsive power; operating (S20) the second propulsive power source to obtain a second propulsive power, wherein the second propulsive power generates a wind propulsion amount in a predetermined direction; determining (S30) a first operational parameter of the first propulsive power source; adjusting (S35) at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter of the first propulsive source reaches a first predetermined value.

Description

Technical field

[0001] The present disclosure relates to a control system and method for the propulsion of a vessel, wherein the vessel comprises both an internal combustion engine and a wind propulsion system.

Background Art

[0002] The approaches described in this section are approaches that could be pursued, but not necessarily approaches that have been previously conceived or pursued. Therefore, unless otherwise indicated, it should not be assumed that any of the approaches described in this section qualify as prior art merely by virtue of their inclusion in this section.

[0003] Due to the more restrictive emission regulations and the need for reduce fuel consumption, the retrofitting of marine vessels with wind propulsion systems (e.g. sails, electric wind turbines) has gained open a new field of operation in marine transport.

[0004] While the separate operation of each of these systems has seen a great development, a need for a joint control of said systems which takes into consideration the specific limitations of the marine engines and the wind propulsion systems for avoiding operation in suboptimal operation ranges of each of the propulsion systems is needed. While there is a common consensus to operate the wind propulsion systems to the maximum allowable propulsion ranges, due to the fuel savings that can bring, marine engines have a slower response than their smaller land versions and cannot react to load changes as quick. Due to strong winds and high speeds of the ship, the engines can enter into disadvantageous low load operation regimes.

[0005] Combustion engines operating in low load lead to higher operational problems and thus increase the damage frequency. Moreover, the problems of low load operation are aggravated by recent exhaust emission regulations and present further challenges due to the lower operating response speed caused by the lack of power to operate the turbocharger in supercharged engines. Low load operations of diesel engines cause lower cylinder pressure and thus lower temperatures, which then in turn leads to ignition problems and poor combustion hereby causing increased soot formation and aggregation of unburned fuel in the cylinder. Low cylinder pressure, soot and unburned fuel deteriorate the piston ring sealing efficiency allowing hot combustion gases, soot particles and unburned fuel to leak past the piston rings. This results in increased lubricating oil consumption and dilution. Fuel dilution of the lubricating oil reduces the viscosity which can collapse critical oil film thicknesses. This can cause premature wear of pistons, rings, liners and crank case bearings.

[0006] As such, it is a goal of the present disclosure to develop a system and a method for controlling a propulsive power of a ship with both a first propulsive power in the form of a combustion engine and a wind propulsion system which addresses the above-mentioned problem.

Summary

[0007] The prior art in the technical field is silent about how to improve the joint operation of wind propulsion systems and combustion engines. Usually, no consideration of the best point of operation for the combined use is considered and the only limiting criteria for reducing the propulsive power of the wind propulsion systems are structural limitations of these systems and too high wind speeds, wherein these systems merely respond into a passive feathering or weathercocked position. This leads to an operation of the combustion engine outside its operation window, causing the above-mentioned problems.

[0008] The above-mentioned problems are dealt within the current disclosure according to the following embodiments.

[0009] According to a first aspect of the present disclosure, this and other objectives are achieved by a method for controlling a propulsive power of a ship, the ship comprising a first propulsive power source and a second propulsive power source, wherein the first propulsive power source comprises an internal combustion engine connected to a propeller shaft and the second propulsive power source comprises a wind propulsion assembly, wherein the method comprises operating the first propulsive power source to obtain a first propulsive power; operating the second propulsive power source to obtain a second propulsive power, wherein the second propulsive power generates a wind propulsion amount in a predetermined direction; determining a first operational parameter of the first propulsive power source; adjusting at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter of the first propulsive source reaches a first predetermined value.

[0010] Following this approach, it can be ensured that the combustion engine operates within the intended operating ranges.

[0011] According to a second aspect of the current disclosure, the wind propulsion amount comprises a tangential wind propulsion amount parallel to the main axis of the ship and a normal wind propulsion amount perpendicular to the main axis of the ship, the tangential wind propulsion amount and a normal wind propulsion amount defining a wind propulsion absolute amount in a specific direction, and wherein adjusting the wind propulsion amount comprises reducing the tangential wind propulsion amount or reducing the wind propulsion absolute amount.

[0012] Following this approach, different ways of operation of the second propulsive power can be flexibly operated while maintaining the intended operating ranges of the internal combustion engine.

[0013] According to a third aspect of the current disclosure, the ship further comprises an electrical generator, powered by the propeller shaft and the method further comprises determining a load of the electrical generator and adjusting at least one of the wind propulsion amount and the direction of the second propulsive power such that the first propulsive power source provides the first propulsive power and the load of the electrical generator to the propeller shaft, while the first operational parameter of the first propulsive power source maintains the first predetermined value or reaches a second predetermined value.

[0014] Following this approach, the load caused by the electrical generator can be taken into account for adjusting the wind propulsion amount.

[0015] According to a fourth aspect of the present disclosure, the method further comprises determining the direction and speed of incoming wind and based on the direction of the wind the method further comprises reducing the wind propulsion amount or adjusting the wind angle of the second propulsive power source based on the direction of incoming wind to set a new predetermined direction.

[0016] Following this approach, the wind propulsion system can determine the best suitable direction for adjusting the operation based on the wind direction and maintaining the operating range of the engine.

[0017] According to a fifth aspect of the present disclosure, based on a currently planned route, setting a new predetermined direction comprises determining a new route, wherein the new route is defined such that a potential energy functional based on the incoming wind direction is maximized in a first segment of the route up to a predetermined point, so that the accumulated potential energy can be used after a further predetermined point to increase the second propulsive power until the new route and the currently planned route converge.

[0018] Following this approach, a new route can be determined which optimizes the wind propulsion amount jointly with the optimal operating ranges of the internal combustion engine.

[0019] According to a sixth aspect of the present disclosure, the method further comprises adjusting at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter is maintained at a second predetermined value if a further operational parameter of the first propulsive power source reaches a third predetermined value.

[0020] Following this approach, other parameters of the engine can be taken into account and the wind propulsion system conveniently adjusted to keep the internal combustion engine operating at its best suitable operating ranges.

[0021] Correspondingly, according to the main embodiments of the present disclosure, this and other objectives are achieved by a system for controlling a propulsive power of a ship, the ship comprising a control arrangement, a first propulsive power source and a second propulsive power source, wherein the first propulsive power source comprises an internal combustion engine connected to a propeller shaft and the second propulsive power source comprises a wind propulsion assembly, wherein the control arrangement comprises a control unit and at least one sensor, and the control unit is configured to operate the first propulsive power source to obtain a first propulsive power, operate the second propulsive power source to obtain a second propulsive power, determine an operational parameter of the first propulsive power source by means of the at least one sensor; adjust at least one of the amount and direction of a wind propulsion amount provided by the wind propulsion assembly when the first operational parameter of the first propulsive power source reaches a first predetermined value.

[0022] According to a further aspect of the present disclosure, the wind propulsion system comprises one sail element and a base plate, wherein the sail element is rotatably arranged on the base plate to set a wind angle, wherein the sail element comprises a plurality of airfoil elements and at least one airfoil element is movable configured to modify the camber line of the sail element, wherein reducing the second propulsive power comprises at least one of rotating the sail element and adjusting the position of one airfoil element to modify the camber line.

[0023] Following this approach, the wind propulsion amount and direction of the wind propulsion can be conveniently adjusted.

[0024] According to a further aspect of the present disclosure, the wind propulsion system comprises a propeller configured to generate the second propulsive power and the propeller is configured to modify the wind propulsion amount and the direction of the wind propulsion amount.

[0025] Following this approach, a fully adjustable active wind propulsion system can be used and the internal combustion engine operated at the best suitable operating range.

[0026] According to a further aspect of the present disclosure, the system comprises an anemometer configured to determine the incoming wind direction and wind speed and wherein adjusting the direction of the wind propulsion amount is determined based on at least one of the wind speed and the wind direction.

[0027] Following this approach, the wind direction and speed can be taken into account.

[0028] According to a further aspect of the present disclosure, the at least one sensor comprises at least one of an engine load sensor, a rotational speed sensor of the propeller shaft, a temperature sensor of the turbocharger, a temperature sensor of the cylinder arrangement, a pressure sensor of the combustion chamber, a temperature sensor at the inlet or at the outlet of the turbine, a pressure at the outlet of the compressor.

[0029] Following this approach, the different parameters of the internal combustion engine which need be observed and can be influenced by the method of the current disclosure can be taken into account.

[0030] According to a further aspect of the present disclosure, a ship comprising a system according to any of the previous embodiments is as well considered.

[0031] According to further aspects, a data processing apparatus, a computer-readable storage medium, and a computer program product configured to carry out the above discussed methods are envisaged within the present disclosure.

Brief Description of the Drawings

[0032] The accompanying drawings, which are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the principles of the disclosure.

Figure 1 shows a schematic representation of a ship according to the main embodiment of the disclosure.

Figure 2A shows a schematic representation of a first propulsive power source according to an embodiment of the disclosure.

Figure 2B shows a schematic representation of the internal combustion engine according to an embodiment of the disclosure.

Figure 3 shows a schematic representation of a second propulsive power source according to an embodiment of the disclosure.

Figure 4 shows different wind propulsion systems covered by the scope of the present disclosure.

Figure 5 shows a representation of the propulsive amount produced by the second propulsive power source according to an embodiment of the present disclosure.

Figure 6A shows a flowchart of a method of the current disclosure according to the main embodiment of the present disclosure.

Figure 6B shows a flowchart of a method of the current disclosure according to an embodiment of the present disclosure.

Figure 7 shows a representation of a route planning according to an embodiment of the present disclosure.

Detailed description

[0033] The terms "comprising", "comprises" and "comprised of" as used herein are synonymous with "including", "includes" or "containing", "contains", and are inclusive or open-ended and do not exclude additional, non-recited members, elements or method steps. It will be appreciated that the terms "comprising", "comprises" and "comprised of" as used herein comprise the terms "consisting of", "consists" and "consists of". The recitation of numerical ranges by endpoints includes all numbers and fractions subsumed within the respective ranges, as well as the recited endpoints.

[0034] Unless otherwise defined, all terms used in disclosing the application, including technical and scientific terms, have the meaning as commonly understood by one of ordinary skill in the art to which this application belongs. By means of further guidance, term definitions are included to better appreciate the teaching of the present application.

[0035] In the following passages, different aspects of the application are defined in more detail. Each aspect so defined may be combined with any other aspect or aspects unless clearly indicated to the contrary. In particular, any feature indicated as being preferred or advantageous may be combined with any other feature or features indicated as being preferred or advantageous.

[0036] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present application. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may.

[0037] Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to a person skilled in the art from this disclosure, in one or more embodiments. Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the application, and form different embodiments, as would be understood by those in the art. For example, in the appended claims, any of the claimed embodiments can be used in any combination.

[0038] In the present description of the application, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration only of specific embodiments in which the application may be practiced. Parenthesized or emboldened reference numerals affixed to respective elements merely exemplify the elements by way of example, with which it is not intended to limit the respective elements. It is to be understood that other embodiments may be utilised and structural or logical changes may be made without departing from the scope of the present application. The following detailed description, therefore, is not to be taken in a limiting sense, and the scope of the present application is defined by the appended claims.

[0039] Figure 1 shows a ship 2 according to the different embodiments. Ship 2 may be configured for use in commercial traffic, i.e. passenger and/or goods transport or a combination thereof, however it is not limited to said uses.

[0040] Ship 2 comprises a first propulsive power source 10a, a propeller shaft 6 a propeller 8 and a second propulsive power source 10b. The first propulsive power source 10a is connected to the propeller shaft 6 and configured for generating a rotation of the propeller shaft 6, which in turn is connected to the propeller 8 and through its rotation propels the ship. Ship 2 comprises a second propulsive power source 10b configured to provide a wind propulsion to the ship by means of a wind propulsion assembly 100. Different assemblies and systems existent in the prior art providing a wind propulsion are considered within the present disclosure.

[0041] Further, the ship comprises a system 10 configured to control the first propulsive power source, hereby controlling the power output applied to the propeller shaft, wherein the system is further configured to control the second propulsive source 100, which will be further described in Figure 3, hereby controlling at least one of the amount and the direction of the wind propulsion thrust. While ship 2 is generally described comprising only one first propulsive power source 10a and only one propeller shaft 6, ship 2 may comprise one or more propeller shafts and corresponding first propulsive sources to operate them.

[0042] Figure 2A schematically shows a system 10 as discussed above. The system 10 comprises a first propulsive power source 10a and a control arrangement 12. The first propulsive power 10a source comprises an internal combustion engine 4 connected to the propeller shaft 6 of the ship. The control arrangement 12 comprises a control unit 16 and at least one sensor 18 configured to sense at least one operational parameter of the ship 2. In Figure 2, the at least one sensor 18 has been indicated at the internal combustion engine 4 and separate from it, while still connected to the control unit 16. Some further specific sensors will be discussed with reference to further reference numbers and the current disclosure is not limited to a particular type of sensor as long as suitable for directly or indirectly sensing at least one operational characteristic of the first propulsive power source.

[0043] In Figure 2A, amongst the sensors considered, different sensors which allow the determination of a load affecting the engine are considered. The at least one sensor 18 may comprise at least one of a torque meter 30 configured to measure a torque applied to the propeller shaft. Supplemented with information from the angular velocity of the propeller shaft, provided by a rotational speed sensor 34 of the propeller shaft 6 or calculated from the rotational speed data of the combustion engine, the propulsive power output applied to the propeller shaft 6 may be calculated. A second power measurement device may comprise a fuel rack position sensor 36 indicating the amount of fuel provided to the internal combustion engine 14, from which together with the rotational speed of the internal combustion engine a measure of the propulsive output applied to the propeller shaft can be derived. Further examples of output measuring devices may comprise other means for determining the amount of fuel injected into the internal combustion engine 14 than a fuel rack position sensor, such as a mass flowmeter or volume flowmeter on a fuel line, or cylinder pressure determining means (not shown) in conjunction with a rotational speed sensor of the internal combustion engine. The control arrangement 12 may comprise only one of the shown power output measuring devices or both, in which case the measuring devices may complement each other or offer a further degree or redundancy.

[0044] The ship 2 may comprise further sensors, which not directly related to the functioning of the internal combustion engine, but still related to the operation of the ship, are considered within the scope of the present disclosure, like a speed measuring device 35 configured to determine the speed of the ship 2 in order to adjust the navigation route, an anemometer or wind speed sensor 24, or an accelerometer 24 amongst others.

[0045] The control arrangement 12 may comprise a user interface 20 connected to the control unit 16. The user interface 20 may be arranged on a bridge of the ship. Via the user interface 20 the ship operators may control specific controllable aspects of the current disclosure. For example, the user interface 20 may comprise a manually controllable device for setting a first and/or a second propulsive power. Further, via the user interface 20, information from or about the control arrangement and/or the ship 2 may be presented to the ship operators.

[0046] According to some embodiments, the ship may comprise an electrical generator 15, wherein the electrical generator is operatively coupled to the propeller shaft 6, directly or by means of gears, wherein the electrical generator may be used to power electrical components (not shown) on the ship 2, or charge batteries (not shown) present for storing electrical energy. Electrical generator 15 may operate at a constant load based on its generating power or may be able to operate at variable loads and hereby comprise an integrated or separate load sensor to determine how much load is being put on the propeller shaft as a result of operating the electrical generator 15.

[0047] According to some embodiments, the ship may comprise a controllable pitch propeller 8 connected to the propeller shaft. A controllable pitch propeller is configured to reduce or increase the pitch of the propeller, hereby reducing or increasing, correspondingly, the load on the internal combustion engine 14. Controllable pitch propellers are well known as such in the prior art and need not be further discussed herein.

[0048] Control unit 16 comprises a calculation unit in form of any suitable type of processor circuit or microcomputer, i.e. a circuit for digital signal processing, or a central processing unit (CPU) an application specific integrated circuit (ASIC), a microprocessor, or a programmable logic circuit (PLC) or other processing logic that may interpret and execute instructions. The control unit 16 comprises a memory unit, operatively connected to the calculation unit, storing the programmed code and/or stored data necessary for the calculation unit to carry out the instructions of the control method steps. Said data may relate to operational parameters of the internal combustion engine 14, data tables related to fuel consumption, rotational speed, and/or power output of the internal combustion engine 14, etc. The memory unit may comprise any of a memory card, a flash memory, a USB memory, a hard disk or another similar volatile or non-volatile storage unit for storing data.

[0049] Control unit 16 is further provided with input/output devices for receiving and/or sending input and output signals, respectively, to control the sets of actuators in charge of operating and controlling the internal combustion engine by means of usual digital or analog signal processing. Control unit 16 further comprises a communication unit (not shown) configured to receive weather data and/or weather forecast data, as well as route planning details and other information related to the operation of the ship 2.

[0050] The internal combustion engine 14 may be a large diesel, gasoline or gas or any other suitable fuel engine and may be a 2-stroke or 4-stroke engine.

[0051] Fig. 2B schematically illustrates a cross section through the internal combustion engine 14 shown in Fig. 2A. The internal combustion engine 14 comprises at least one cylinder arrangement 50 and a turbocharger 52. The cylinder arrangement 50 comprises a combustion chamber 54, a cylinder bore 56, a piston 58 configured to reciprocate in the cylinder bore 56, a gas inlet 60 connected to the combustion chamber 54, and a gas outlet 62 connected to the combustion chamber 54. The gas outlet 62 is connected to a turbine side of the turbocharger 52 and the gas inlet 60 is connected to a compressor side of the turbocharger 52. The at least one sensor 18 for sensing at least one operational parameter of the internal combustion engine may be configured for sensing a parameter of the turbocharger 54, and/or of the cylinder arrangement 50.

[0052] A connecting rod 53 connects the piston 58 to a crankshaft 55. One or more intake valves 57 are arranged for controlling gas flow through the gas inlet 60. One or more exhaust valves 59 are arranged for controlling gas flow through the gas outlet 62. The intake and exhaust valves may be controlled by one common camshaft, by one camshaft each or operated individually. Fuel is injected into the combustion chamber 54 via a fuel injector 61.

[0053] In a known manner, the turbocharge 52 comprises a turbine 64, which drives a compressor 66 via a common shaft (not shown). The turbine 64 is driven by exhaust gas ejected from the combustion chamber 54. The compressor 66 compresses fresh gas, typically air, for intake into the combustion chamber 26. A rotational speed of the turbocharger 52 relates to the rotational speed of the turbine 64, the compressor 66, and the common shaft connecting them. Amongst further sensors, the internal combustion engine may comprise a temperature sensor 68 of the turbocharger, a temperature sensor 70 of the cylinder arrangement, a pressure sensor (not shown) of the combustion chamber, a temperature sensor at the inlet or at the outlet of the turbine 64 (not shown), a pressure at the outlet of the compressor 66 which may define the first and/or further operational parameters considered for the method of the current disclosure.

[0054] The internal combustion engine 14 has a recommended lower power output level and a recommended upper power output level. The recommended lower and upper power output levels define a power range, within which the internal combustion engine 14 may be operated efficiently, and/or reliably, and/or in an environmentally friendly manner, and/or without getting damaged. Hence the power range is as well referred as the operating power window.

[0055] Figure 3 shows a schematic representation of a second propulsive power source according to an embodiment of the invention.

[0056] Due to the stricter regulations on the emissions generated by transport vessels and the increasing prices of engine fuels, different wind propulsion systems are already present on the market to reduce the emissions produced by the propulsive sources based on combustion. Due to the tight schedules present in commercial vessels, both propulsive sources are usually operated simultaneously, hereby causing the operation of the first propulsive source in suboptimal operating ranges or directly outside of the power window and therefore counterintuitively worsening the amount of exhaust emissions and/or risking damaging the internal combustion engine.

[0057] Figure 3 shows a second propulsive power source or wind propulsive assembly 100 comprising a plurality of airfoils 120, 125 and a lower frame 112, wherein the lower frame 112 may be, directly or indirectly via a base plate 110, rotatably supported on the deck of the ship 2, hereby allowing the base plate to rotate around a vertical axis Y1. Further, at least one of the plurality of airfoils 120, 125 may be rotatably connected on to the base plate 112, hereby allowing the wind propulsive assembly to modify its camber line, by rotating the at least one movable airfoil around a vertical axis Y2. By modifying the orientation of the base plate and of the at least one movable airfoil, different configurations may be achieved in order to modify the lift and drag coefficient of the wind propulsive assembly, hereby modifying the wind angle and the amount of wind propulsion amount and achieving a fully controllable, up to a certain limit depending on the wind incoming angle and speed. The operation of the assembly and plurality of airfoils is achieved by means of a series of actuators (301, 302, ...) and sensors (401, 402, 411, 412) which determine the actual position of the frame and airfoils and achieve a fully controllable wind propulsive assembly 100.

[0058] In a further embodiment, the base plate 110 may be tiltable over a horizontal axis X1 by means of a tilt plate 115 and a corresponding actuator in order to achieve a stowed configuration allowing operation on deck when at harbour and enabling a safety configuration in case of excessive wind speeds while travelling. Wind propulsive assembly is operatively connected, wireless or by means of a wired connection to control unit 16 as depicted in Figure 2A. Control unit 16 is therefore as well configured to operate the wind propulsive assembly 100 and the components described above are as well configured to provide the ship operators with the corresponding functions for its operation.

[0059] Depending on the size of the ship or vessel 4, one or more of these wind propulsive assemblies 100 may be situated on the deck of the ship, arranged in such a way that they do not interfere with cargo handling and/or visibility for the operators.

[0060] While in Figure 3 a specific constructional arrangement of a wind propulsive assembly 100 has been described, other wind propulsive assemblies of different constructions are as well included within the present disclosure. For example, Figure 4 shows further wind propulsion assemblies of different construction which are covered by the scope of the current disclosure since it is only needed for the application of the methods here disclosed that the wind propulsion amount and the direction of the propulsive power can be independently adjusted. Other wind propulsive assemblies covered by the current disclosure comprise semi-rigid and non-rigid woven structures which can adapt their size and/or rigidity for adjusting the wind propulsion amount and direction of the propulsive power as known from the prior art, like WO 2016/142566 A1, WO 2015/193617 A1, WO 2017/186991 A1 or WO 2023/126346 A1, which are hereby incorporated by reference.

[0061] Within the present disclosure an airfoil element is to be understood as an elongated rigid member configured to receive in one of its surfaces the force of wind. While usual shapes in the field of aerodynamics are preferred due to the high lift to drag ratio, these comprising a cambered shape, wherein the leading edge is thicker than the trailing edge as usual in planes, other shapes which allow the formation of a surface which acts as a sail, hereby capturing the wind force, are considered within the present disclosure.

[0062] Alternatively, the wind propulsion system comprises a propeller configured generate the second propulsive power and the propeller is configured to modify the wind propulsion amount and the direction of the wind propulsion amount. Through an optimal joint control of active wind propulsion systems, a more energy efficiency can be guaranteed.

[0063] The system 10 for controlling the first propulsive power of a ship 2, may comprise a separate, duplicate control unit for controlling the second propulsive power or a joint control unit 16 configured to operate the second propulsive power source, as represented in Figure 3 by means of dashed lines. Control unit 16 may be located jointly at the bridge as described above by means of a common or a separate user interface 20 and have separate or joint computational elements, as depicted in Figure 2A.

[0064] Figure 5 shows a representation of the propulsive amount produced by the second propulsive power source. As discussed above, ship 2 may comprise a plurality of wind propulsive assemblies, e.g. 1101 and 1102. Wind propulsion assemblies provide a wind propulsion absolute amount 1101_ABS , expressed in a numeral value, which is oriented in a specific direction. The vector represented by the wind propulsion absolute amount as modulus and the specific direction as vector direction can be decomposed on a tangential 1101_T and a normal 1101_N wind propulsion amount. The wind propulsion absolute amount is therefore the modulus of the resulting sum of the normal and tangential wind propulsion amount, i.e.. 1101_N² + 1101_T² = 1101_ABS². For example, with reference to the wind propulsion assembly as depicted in Figure 3, by both changing the angle of the lower frame 112 and/or base plate 110 supporting the plurality of airfoils and/or adjusting the relative orientation of the airfoils 120 and 125, the direction of the wind propulsion absolute amount 1101_ABS, and herewith the magnitude of both the tangential 1101_T and normal 1101_N wind components can be adjusted. By adjusting the camber line formed by the plurality of airfoils and/or further adjusting the relative orientation of the plurality of airfoils, the wind propulsion absolute amount 1101_ABS can be modified as well, while maintaining the direction and therefore the modulus proportion between tangential 1101_T and normal 1101_N propulsion amount.

[0065] Below, reference will be done to Figure 6A and Figure 6B to discuss the methods of the current disclosure according to the different embodiments of the present disclosure.

[0066] According to the main embodiment, the method of the current disclosure for controlling a propulsive power of a ship 2, the ship 2 comprising a first propulsive power source 10a and a second propulsive power source 10b, wherein the first propulsive power source comprises an internal combustion engine 14 connected to a propeller shaft 6 and the second propulsive power source 10b comprises a wind propulsion assembly 100. The method comprises operating S10 the first propulsive power source to obtain a first propulsive power. Based on speed or fuel consumption requirements, the ship operators usually set the internal combustion engine 14 to deliver a first propulsive power operating point. This action can be however automatically set by the control unit 16 based on navigational requirements, planned schedules or speed or fuel consumption which match the required constraints. The method of the current disclosure further operating S20 the second propulsive power source to obtain a second propulsive power, wherein the second propulsive power generates a wind propulsion amount in a predetermined direction. Usually, based on an incoming wind direction as determined by the anemometer or wind speed sensor 24, the wind propulsion assembly 100 is operated to obtain a second propulsive power in a predetermined direction which suits the determined route for the ship. However, due to the free availability and the advantages of wind propulsion methods, the inventors have realised that setting the wind propulsion assembly to obtain the second propulsive power amount is done without any considerations of the operating ranges of the internal combustion engine 14, hereby forcing the operation of the internal combustion engine 14 outside of the convenient power window. Usually, known prior art methods operate wind propulsion assemblies to obtain the maximum of the wind thrust, or have a weathercocked safety configuration which provides no wind thrust in case of too high wind speeds. However, there is no consideration of intermediate configurations which in case of relatively high wind speeds avoid the operation of the internal combustion engine in suboptimal operating ranges and the advantages provided by the method of the current disclosure will be made aware of below.

[0067] The method further comprises determining S30 a first operational parameter of the first propulsive power source and adjusting S35 at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter of the first propulsive power source reaches a first predetermined value.

[0068] According to further embodiments, the method may comprise determining at least one of an engine load sensor, a turbocharger temperature, a cylinder temperature, a combustion chamber pressure, a rotational speed of the turbocharger, an engine speed sensor, a rotational speed of the propeller shaft 6, a pressure at the outlet of the compressor 66, a temperature at the inlet of the turbine 64, a temperature at an outlet of the turbine 64.

[0069] For example, besides the direct measurement of the engine load, a low rotational speed of the turbocharger 52 may indicate that the internal combustion engine 14 is operating below the operating power window. If the current value of the operational parameter, as represented by the current rotational speed of the turbocharger 52, reaches the predetermined value, the wind propulsion amount or the direction of the second propulsive power may be adjusted.

[0070] A low temperature at the inlet or a high temperature at an outlet of the turbine 64 of the turbocharger 52 may indicate that the ICE 14 is operating below the operating power window. The first and, respectively, second predetermined values may represent respective lower temperature thresholds at the inlet and higher temperature thresholds at the outlet of the turbine 64 of the turbocharger 52. If the first or second predetermined values are reached, the wind propulsion amount and/or the direction of the second propulsive power 10b may be adjusted.

[0071] A low pressure at the outlet at the compressor 66 of the turbocharger 52 may indicate that the internal combustion engine 14 is operating below its operating power window. Thus, the parameter predetermined value may represent a lower pressure threshold at the outlet at the compressor 66 of the turbocharger 52. If the current value of the pressure at the outlet of the compressor 66 reaches the predetermined value, the wind propulsion amount and/or the direction of the second propulsive power 10b may be adjusted.

[0072] As discussed, in these embodiments, the first operational parameter and/or the further operational parameter, and the corresponding parameter predetermined value may relate to load affecting the propeller shaft 6 of the ship 2. For example, the load affecting the propeller shaft 6 may be reflected by the work performed by the propeller 8 as the propeller 8 is driven to propel the ship 2. Accordingly, e.g. the torque transmitted via the propeller shaft 6 between the propeller 8 and the first propulsive power source 10a may represent the load affecting the propeller shaft 6. The load affecting the propeller shaft 6 may be reflected by changes in rotational speed and/or a difference between a current and an expected rotational speed. The load affecting the propeller shaft 6 may be reflected by a difference between a current and an expected speed of the ship 2. According to embodiments, the at least one sensor 18 may comprise at least one of a torque meter 30, a strain gauge 32, a rotational speed sensor 34 of the propeller shaft 6 or the internal combustion engine 14, and a speed measuring device 35. Accordingly, a torque meter 30 may measure a torque applied to the propeller shaft 6. The measured torque may represent the load affecting the propeller shaft 6. Thus, the operational parameter and/or the further operational parameter may relate to the torque or changes in torque applied to the propeller shaft 6. Accordingly, the first and/or second parameter predetermined value may relate to e.g., torque or to changes in torque, such as an absolute value of a derivative of the torque applied to the propeller shaft 6 or an amplitude of the changes in torque applied to the propeller shaft 6 over a time period. A strain gauge 32 may measure torsional strain of the propeller shaft 6. Torsional strain data may be utilised for determining the torque applied to the propeller shaft 6. Such determined torque may be utilised in the above manner. Alternatively, torsional strain data may represent the load affecting the propeller shaft 6. Thus, the operational parameter and/or the further operational parameter may relate to the torsional strain or changes in torsional strain applied to the propeller shaft 6. Accordingly, the first and/or second parameter limit value may relate to e.g., a torsional strain or to in torsional strain, such as an absolute value of a derivative of the torsional strain applied to the propeller shaft 6 or an amplitude of the changes of the torsional strain applied to the propeller shaft 6 over a time period.

[0073] Same as above, when the torque of the propeller shaft is too low, this might indicate that the engine is operating below its operating power window. Hence, when the engine load, or any of the related magnitudes explained above reach a predetermined value, at least one of the wind propulsion amount and the direction of the second propulsive power is adjusted, hereby reducing the wind propulsion in different ways as it will be made clear below.

[0074] According to a further embodiment, the wind propulsion amount comprises a tangential wind propulsion amount 1101_T parallel to the main axis of the ship and a normal wind propulsion amount 1101_N perpendicular to the main axis of the ship, the tangential wind propulsion amount and a normal wind propulsion amount defining a wind propulsion absolute amount 1101_ABS in a specific direction as explained above and adjusting the wind propulsion amount comprises reducing the tangential wind propulsion amount 1101_T or reducing the absolute amount 1101_ABS of the wind propulsion amount.

[0075] When the operating parameter of the first propulsive source 10a has reached a first predetermined value, the control unit 16 may operate the second propulsive power source 10b such that the first operational parameter is maintained or such that the operational parameter reaches a second predetermined value.

[0076] Following this embodiment, the internal combustion engine can be operated according to a stable and convenient operating point within the operating power range. The second predetermined value may be the first predetermined value which delimits the boundary for the convenient operating range, since due to the inertia of the wind propulsion system the first operational parameter may have fallen below or above the first predetermined value in the meanwhile and stabilizing the internal combustion engine around the first predetermined value may already be satisfactory, or the second predetermined value may be a value different than the first predetermined value which brings the internal combustion engine 14 to a more convenient operating point.

[0077] In these cases, where the internal combustion engine 14 is operating below the operating power window, adjusting the wind propulsion amount and/or the direction of the second propulsive power comprises reducing the tangential wind propulsion amount 1101_T parallel to the main axis of the ship, or changing the direction such that said tangential wind propulsion amount is reduced. Based on navigational requirements, which will be discussed further below, i.e. if the change in direction matches the navigational route, is deemed possible based on the incoming wind direction or is of further advantage for the planned schedule, the corresponding of said actions may be chosen.

[0078] According to a further embodiment, wherein the ship 2 further comprises an electrical generator 15, powered by the propeller shaft and the method further comprises determining a load of the electrical generator 15 and adjusting at least one of the wind propulsion amount and the direction of the second propulsive power such that the first propulsive power source provides the first propulsive power and the load of the electrical generator to the propeller shaft, while the first operational parameter of the first propulsive source maintains the first predetermined value or reaches the second predetermined value.

[0079] Following this approach, the adjustment of the wind propulsion amount can take into consideration the extra load generated by the electrical generator to bring the internal combustion engine to operate within the power operating window, providing the needed first propulsive power source and the extra load of the electrical generator, while maintaining the operational parameters within the safe operating values and adjusting the wind propulsion amount in the best and most convenient way. For example, while the sole operation of the internal combustion engine may require reducing the tangential wind propulsion amount 1101_T parallel to the main axis of the ship by reducing the wind propulsion absolute amount 1101_ABS or by changing the direction to achieve this by a certain amount. With the further load of the electrical generator 15 taken into consideration, a greater amount of wind propulsion can be obtained, while still keeping the internal combustion engine operating within the power operating window and with further operational parameters within their operating range.

[0080] According to a further embodiment, the method further comprises determining S40 the direction and speed of incoming wind and and based on the direction of the wind reducing S50 the wind propulsion amount or adjusting S60 the wind angle of the second propulsive power source based on the direction of incoming wind to set a new predetermined direction. If the incoming wind direction is not suited such that the new predetermined direction could contribute positively to the planned route, the method is configured to either reducing the tangential wind propulsion amount 1101_T or reducing the wind propulsion absolute amount 1101_ABS, in all cases reducing the tangential wind propulsion amount which contributes through direct interaction with the propeller to cause the internal combustion engine to operate below its operating power window. However, if the wind is such that a new predetermined direction can be set, the method proceeds as it will be explained below.

[0081] Following this embodiment, based on an incoming wind direction and its speed, the method may be able to, without reducing the wind propulsion absolute amount, to determine a new predetermined direction which fulfils that the tangential wind propulsion amount is reduced, hereby making it possible that the internal combustion engine is operated within the operating power window, while keeping the wind propulsion absolute amount in the highest level possible, extracting the maximum amount of energy from the wind, while having a new predetermined direction which is not detrimental to the route of the ship. Further advantageous embodiments will be explained below.

[0082] According to a further embodiment, the method of the current disclosure further comprises, based on a currently planned route 300, setting a new predetermined direction comprising determining a new route 310, wherein the new route is defined such that a potential energy functional based on the incoming wind direction is maximized in a first segment of the route up to a predetermined point 311, so that the accumulated potential energy can be used after a further predetermined point 312 to increase the second propulsive power until the new route and the currently planned route converge. This embodiment is best explained with reference to figure 7. When the ship 2 is travelling along a predefined route 300, and the wind propulsion assembly 100 is delivering a predetermined wind propulsion absolute amount 1101_ABS, composed by the tangential 1101_T and the normal 1101_N propulsion amount, if the operational parameter of the internal combustion engine 14 is reaching the predetermined value, indicating that the engine is running below the operating power window, the method of the current disclosure may determine the new predetermined direction such that a plurality of new predetermined points (311, 312, ...) define a new route for the ship to follow. While the direction of the wind propulsion amounts produced by wind propulsion assemblies 1101 and 1102 as depicted in Figure 7 may be counterintuitive related to the incoming wind direction as shown, it is to be reminded that wind propulsion assemblies as discussed have an effect similar to plane wings or airfoils, where the lift/thrust is generated perpendicular to the airfoil surface and not determined by the wind direction due to the flexibility of adjustments of the wind propulsion system, hereby allowing such broad operating ranges due to the variation of their positioning.

[0083] Hence, the method of the current disclosure comprises defining a potential energy functional based on the incoming wind direction. The potential energy functional can be interpreted as the energy which is gained as it can be obtained from the wind, in comparison to when the ship is at a predetermined position on the currently planned route. As an analogy, if one considers gravity force, instead of wind force, when an object is raised to a higher position, the object gains potential energy which can be converted into kinetic energy. As such, the method of the current disclosure comprises determining at least a first predetermined point 311 such that, based on the incoming wind direction with respect to the position of the intersection of a corresponding line 320, 321, 322 parallel to the wind direction, the new trajectory is such that the intersection of the new route 310 with the corresponding lines has an increasing distance to the current route. This can be easily explained with respect to Figure 7. As it is to be seen lines 320, 321 and 322 are parallel to the wind direction. Further, the segment comprised between the current planned route and the new route of line 320 is smaller than the corresponding segment of line 321, which in turn is smaller than the corresponding segment of line 322. As such, the new route has a higher potential energy compared to the original currently planned route 300.

[0084] In a further embodiment, a plurality of predetermined points can be determined such that the potential energy functional can be increased until a further predetermined point 312 wherein the new route can be set for the ship to gain kinetic energy from the achieved potential energy until the new route and the currently planned route converge to keep the predetermined goal or final destination of the ship. It is to be remarked that the new route may only converge with the planned route at the final destination depending on the wind direction or may be made to converge earlier due to other navigational constraints (intermediate destinations, sea currents, wind change, ...).

[0085] It is to be further remarked that while the determination of the potential energy functional depends on the wind direction, on high seas, sea currents and usual weather phenomena render the wind directions stable and a consideration of the wind direction to be constant may be advantageous enough for the improvement of segments of the route.

[0086] According to a further embodiment, the method comprises receiving weather forecast data, wherein receiving weather forecast data comprises receiving wind speed and direction forecast data and determining the new route is based on the wind speed and direction forecast data such that the predetermined point and a further predetermined point are determined such that the potential energy functional is maximized based on the wind speed and direction forecast data.

[0087] According to a further embodiment, the method further comprises adjusting the at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter is maintained at a second predetermined value if a further operational parameter of the first propulsive source reaches a third predetermined value. Following this embodiment, several parameters which can be related to the operating power window can be observed and an optimal operating range of the internal combustion engine can be guaranteed.

[0088] While the present disclosure has been illustrated by a description of various embodiments and while these embodiments have been described in considerable detail, it is not the intention of the applicant to restrict or in any way limit the scope of the appended claims to such detail. Additional advantages and modifications will readily appear to those skilled in the art. The disclosure in its broader aspects is therefore not limited to the specific details, representative apparatus and method, and illustrative example shown and described. Accordingly, departures may be made from such details without departing from the gist or scope of the applicant's general inventive concept.

[0089] Accordingly, the detailed description thereof should not be construed as restrictive in all aspects but considered as illustrative. The scope of the disclosure should be determined by reasonable interpretation of the appended claims and all changes that come within the equivalent scope are included in the scope of the current disclosure.

[0090] The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0091] The terms "comprises," "comprising,", "including," and "having," are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps may be employed.

[0092] The use of the expression "at least" or "at least one" suggests the use of one or more elements, as the use may be in one of the embodiments to achieve one or more of the desired objects or results.

[0093] The process steps, method steps, algorithms or the like may be described in a sequential order, such processes, methods and algorithms may be configured to work in alternate orders. In other words, any sequence or order of steps that may be described does not necessarily indicate a requirement that the steps be performed in that order. The steps of processes described herein may be performed in any order practical. Further, some steps may be performed simultaneously, in parallel, or concurrently. Various methods described herein may be practiced by combining one or more machine-readable storage media containing the code according to the present disclosure with appropriate standard computer hardware to execute the code contained therein. An apparatus for practicing various embodiments of the present disclosure may involve one or more computers (or one or more processors within a single computer) and storage systems containing or having network access to computer program(s) coded in accordance with various methods described herein, and the method steps of the disclosure could be accomplished by modules, routines, subroutines, or subparts of a computer program product. While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

Claims

1. A method for controlling a propulsive power of a ship, the ship comprising a first propulsive power source and a second propulsive power source, wherein the first propulsive power source comprises an internal combustion engine connected to a propeller shaft and the second propulsive power source comprises a wind propulsion assembly, wherein the method comprises the steps of:

a. operating the first propulsive power source to obtain a first propulsive power;

b. operating the second propulsive power source to obtain a second propulsive power, wherein the second propulsive power generates a wind propulsion amount in a predetermined direction;

c. determining a first operational parameter of the first propulsive power source;

d. adjusting at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter of the first propulsive source reaches a first predetermined value.

2. A method according to claim 1, wherein the wind propulsion amount comprises a tangential wind propulsion amount parallel to the main axis of the ship and a normal wind propulsion amount perpendicular to the main axis of the ship, the tangential wind propulsion amount and a normal wind propulsion amount defining a wind propulsion absolute amount in a specific direction, and wherein adjusting the wind propulsion amount comprises reducing the tangential wind propulsion amount or reducing the wind propulsion absolute amount.

3. A method according to claim 1 or 2, wherein the ship further comprises an electrical generator, powered by the propeller shaft, and wherein the method further comprises determining a load of the electrical generator and adjusting at least one of the wind propulsion amount and the direction of the second propulsive power such that the first propulsive power source provides the first propulsive power and the load of the electrical generator to the propeller shaft, while the first operational parameter of the first propulsive power source maintains the first predetermined value or reaches a second predetermined value.

4. A method according to claim 1, wherein the method further comprises determining the direction and speed of incoming wind and based on the direction of the wind the method further comprises reducing the wind propulsion amount or adjusting the wind angle of the second propulsive power source based on the direction of incoming wind to set a new predetermined direction.

5. A method according to claim 4, wherein based on a currently planned route, setting a new predetermined direction comprises determining a new route, wherein the new route is defined such that a potential energy functional based on the incoming wind direction is maximized in a first segment of the route up to a predetermined point, so that the accumulated potential energy can be used after a further predetermined point to increase the second propulsive power until the new route and the currently planned route converge.

6. A method according to any one of claims 1 to 5, wherein the method further comprises adjusting at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter is maintained at a second predetermined value if a further operational parameter of the first propulsive power source reaches a third predetermined value.

7. A system for controlling a propulsive power of a ship, the ship comprising a control arrangement, a first propulsive power source and a second propulsive power source, wherein the first propulsive power source comprises an internal combustion engine connected to a propeller shaft and the second propulsive power source comprises a wind propulsion assembly, wherein:

a. the control arrangement comprises a control unit and at least one sensor, and the control unit is configured to:

b. operate the first propulsive power source to obtain a first propulsive power,

c. operate the second propulsive power source to obtain a second propulsive power,

d. determine an operational parameter of the first propulsive power source by means of the at least one sensor;

e. adjust at least one of the amount and direction of a wind propulsion amount provided by the wind propulsion assembly when the first operational parameter of the first propulsive power source reaches a first predetermined value.

8. A system according to claim 7, wherein the wind propulsion system comprises one sail element and a base plate, wherein the sail element is rotatably arranged on the base plate to set a wind angle, wherein the sail element comprises a plurality of airfoil elements and at least one airfoil element is movable configured to modify the camber line of the sail element, wherein reducing the second propulsive power comprises at least one of rotating the sail element and adjusting the position of one airfoil element to modify the camber line.

9. A ship comprising a system according to claim 7, wherein the wind propulsion system comprises a propeller configured to generate the second propulsive power and the propeller is configured to modify the wind propulsion amount and the direction of the wind propulsion amount.

10. A system according to any one of claims 7 to 9, wherein the system comprises an anemometer configured to determine the incoming wind direction and wind speed and wherein adjusting the direction of the wind propulsion amount is determined based on at least one of the wind speed and the wind direction.

11. A system according to any one of claims 7 to 10, wherein the at least one sensor comprises at least one of an engine load sensor, a rotational speed sensor of the propeller shaft, a temperature sensor of the turbocharger, a temperature sensor of the cylinder arrangement, a pressure sensor of the combustion chamber, a temperature sensor at the inlet or at the outlet of the turbine, a pressure at the outlet of the compressor.

12. A ship comprising a system according to any one of claims 7 to 11.

13. A data processing apparatus comprising means for carrying out the method of any one of the claims 1 to 6.

14. A computer-readable storage medium comprising instructions which, when executed by a computer system, cause the computer system to carry out the method of any one of the claims 1 to 6.

15. A computer program product comprising instructions which, when the program is executed by a computer system, cause the computer system to carry out the method of any one of the claims 1 to 6.

Amended claims

Amended claims in accordance with Rule 137(2) EPC.

1. A method for controlling a propulsive power of a ship (2), the ship (2) comprising a first propulsive power source (10a) and a second propulsive power source (10b), wherein the first propulsive power source (10a) comprises an internal combustion engine (14) connected to a propeller shaft (6) and the second propulsive power source (10b) comprises a wind propulsion assembly (100), wherein the method comprises the steps of:

a. operating the first propulsive power source (10a) to obtain a first propulsive power;

b. operating the second propulsive power source (10b) to obtain a second propulsive power, wherein the second propulsive power generates a wind propulsion amount in a predetermined direction;

c. determining a first operational parameter of the first propulsive power source (10a);

d. adjusting at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter of the first propulsive source (10a) reaches a first predetermined value.

2. A method according to claim 1, wherein the wind propulsion amount comprises a tangential wind propulsion amount (1101T) parallel to the main axis of the ship (2) and a normal wind propulsion amount (1101N) perpendicular to the main axis of the ship (2), the tangential wind propulsion amount (1101T) and a normal wind propulsion amount (1101N) defining a wind propulsion absolute amount (1101ABS) in a specific direction, and wherein adjusting the wind propulsion amount comprises reducing the tangential wind propulsion amount (1101T) or reducing the wind propulsion absolute amount (1101ABS).

3. A method according to claim 1 or 2, wherein the ship (2) further comprises an electrical generator (15), powered by the propeller shaft (6), and wherein the method further comprises determining a load of the electrical generator (15) and adjusting at least one of the wind propulsion amount and the direction of the second propulsive power such that the first propulsive power source (10a) provides the first propulsive power and the load of the electrical generator (15) to the propeller shaft (6), while the first operational parameter of the first propulsive power source (10a) maintains the first predetermined value or reaches a second predetermined value.

4. A method according to claim 1, wherein the method further comprises determining the direction and speed of incoming wind and based on the direction of the wind the method further comprises reducing the wind propulsion amount or adjusting the wind angle of the second propulsive power source (10b) based on the direction of incoming wind to set a new predetermined direction.

5. A method according to claim 4, wherein based on a currently planned route (300), setting a new predetermined direction comprises determining a new route (310), wherein the new route (310) is defined such that a potential energy functional based on the incoming wind direction is maximized in a first segment of the route (310) up to a predetermined point (311), so that the accumulated potential energy can be used after a further predetermined point (312) to increase the second propulsive power until the new route (310) and the currently planned route (300) converge.

6. A method according to any one of claims 1 to 5, wherein the method further comprises adjusting at least one of the wind propulsion amount and the direction of the second propulsive power when the first operational parameter is maintained at a second predetermined value if a further operational parameter of the first propulsive power source (10a) reaches a third predetermined value.

7. A system for controlling a propulsive power of a ship (2), the ship (2) comprising a control arrangement (12), a first propulsive power source (10a) and a second propulsive power source (10b), wherein the first propulsive power source (10a) comprises an internal combustion engine (14) connected to a propeller shaft (6) and the second propulsive power source (10b) comprises a wind propulsion assembly (100), wherein:

a. the control arrangement (12) comprises a control unit (16) and at least one sensor (18), and the control unit (16) is configured to:

b. operate the first propulsive power source (10a) to obtain a first propulsive power,

c. operate the second propulsive power source (10b) to obtain a second propulsive power,

d. determine an operational parameter of the first propulsive power source (10a) by means of the at least one sensor (18);

e. adjust at least one of the amount and direction of a wind propulsion amount provided by the wind propulsion assembly (100) when the first operational parameter of the first propulsive power source (10a) reaches a first predetermined value.

8. A system according to claim 7, wherein the wind propulsion system comprises one sail element (120) and a base plate (110), wherein the sail element (120) is rotatably arranged on the base plate (110) to set a wind angle, wherein the sail element (120) comprises a plurality of airfoil elements (125) and at least one airfoil element (125) is movable configured to modify the camber line of the sail element (120), wherein reducing the second propulsive power comprises at least one of rotating the sail element (120) and adjusting the position of one airfoil element (125) to modify the camber line.

9. A ship (2) comprising a system according to claim 7, wherein the wind propulsion system comprises a propeller configured to generate the second propulsive power and the propeller is configured to modify the wind propulsion amount and the direction of the wind propulsion amount.

10. A system according to any one of claims 7 to 9, wherein the system comprises an anemometer (24) configured to determine the incoming wind direction and wind speed and wherein adjusting the direction of the wind propulsion amount is determined based on at least one of the wind speed and the wind direction.

11. A system according to any one of claims 7 to 10, wherein the at least one sensor (18) comprises at least one of an engine load sensor, a rotational speed sensor (34) of the propeller shaft (6), a temperature sensor (68) of the turbocharger (52), a temperature sensor (70) of the cylinder arrangement (50), a pressure sensor of the combustion chamber (54), a temperature sensor at the inlet or at the outlet of the turbine (64), a pressure at the outlet of the compressor (66).

12. A ship (2) comprising a system according to any one of claims 7 to 11.

13. A data processing apparatus comprising means for carrying out the method of any one of the claims 1 to 6.

14. A computer-readable storage medium comprising instructions which, when executed by a computer system, cause the computer system to carry out the method of any one of the claims 1 to 6.

15. A computer program product comprising instructions which, when the program is executed by a computer system, cause the computer system to carry out the method of any one of the claims 1 to 6.

Drawing