Ship emergency stopping

Patent metadata

Field	Value
Publication number	US-10093405-B2
Application number	US-201715661842-A
Country	US
Kind code	B2
Filing date	Jul 27, 2017
Priority date	Jan 27, 2015
Publication date	Oct 9, 2018
Grant date	Oct 9, 2018

Abstract

The present application relates generally to a control arrangement for controlling at least two azimuthing propulsion units of a ship. The control arrangement comprises a crash stop activation member for activating a crash stop procedure, after which the crash stop procedure is executed in which the orientation and propulsion speed of the azimuthing propulsion units are controlled until the propagation speed of the ship has at least been reduced from the moment when the crash stop procedure was activated.

First claim

The invention claimed is:

1. A control arrangement for controlling at least two azimuthing propulsion units of a ship, comprising:
one or more levers for controlling the at least two azimuthing propulsion units separately or jointly;
a crash stop activation member for activating a crash stop procedure; means for performing the crash stop procedure in which the orientation and propulsion speed of the azimuthing propulsion units are controlled until the propagation speed of the ship has at least been reduced from the moment when the crash stop procedure was activated by the crash stop activation member, wherein the control arrangement is configured to adjust the crash stop procedure, by adjusting orientation and/or propulsion power of at least one azimuthing propulsion unit according to an operator control gesture received on the one or more levers during the crash stop procedure.

2. The control arrangement according to claim 1 , wherein the control arrangement comprises a control bridge of the ship.

3. The control arrangement according to claim 2 , wherein the activation member comprises a push button provided on the control bridge of the ship.

4. The control arrangement according to claim 2 , wherein the control arrangement is configured to physically perform control gestures decided by the crash stop procedure on the one or more levers.

5. The control arrangement according to claim 2 , wherein the crash stop procedure comprises a stage where the azimuthing propulsion units are operated in a pushing mode and rotated at least 90 degrees from a position where a propeller of the azimuthing propulsion unit points towards a transom of the ship.

6. The control arrangement according to claim 2 , wherein the crash stop procedure is arranged to control the at least two azimuthing propulsion units symmetrically such that propulsion powers of the azimuthing propulsion units are equal to each other and the orientations are symmetric about longitudinal direction of the ship.

7. The control arrangement according to claim 1 , wherein the activation member comprises a push button provided on the control bridge of the ship.

8. The control arrangement according to claim 7 , wherein the control arrangement is configured to physically perform control gestures decided by the crash stop procedure on the one or more levers.

9. The control arrangement according to claim 7 , wherein the crash stop procedure comprises a stage where the azimuthing propulsion units are operated in a pushing mode and rotated at least 90 degrees from a position where a propeller of the azimuthing propulsion unit points towards a transom of the ship.

10. The control arrangement according to claim 1 , wherein the control arrangement is configured to physically perform control gestures decided by the crash stop procedure on the one or more levers.

11. The control arrangement according to claim 10 , wherein the crash stop procedure comprises a stage where the azimuthing propulsion units are operated in a pushing mode and rotated at least 90 degrees from a position where a propeller of the azimuthing propulsion unit points towards a transom of the ship.

12. The control arrangement according to claim 1 , wherein the crash stop procedure comprises one or more stages so that the orientation and/or propulsion power of the azimuthing propulsion units is varied between the stages.

13. The control arrangement according to claim 12 , wherein the crash stop procedure comprises a stage where the azimuthing propulsion units are operated in a pushing mode and rotated at least 90 degrees from a position where a propeller of the azimuthing propulsion unit points towards a transom of the ship.

14. The control arrangement according to claim 1 , wherein the crash stop procedure comprises a stage where the azimuthing propulsion units are operated in a pushing mode and rotated at least 90 degrees from a position where a propeller of the azimuthing propulsion unit points towards a transom of the ship.

15. The control arrangement according to claim 1 , wherein the crash stop procedure is arranged to control the at least two azimuthing propulsion units symmetrically such that propulsion powers of the azimuthing propulsion units are equal to each other and the orientations are symmetric about longitudinal direction of the ship.

16. The control arrangement according to claim 1 , wherein the crash stop procedure is configured to change orientation of the azimuthing propulsion units as a function of a speed of the ship.

17. The control arrangement according to claim 1 , wherein the crash stop procedure comprises one or more of the following stages:
a first stage arranged to turn the at least two azimuthing propulsion units less than 180 degrees from a cruising position where a propeller of the azimuthing propulsion unit points towards a transom of the ship, and applying a maximal propulsion power until a speed of the ship declines below a first threshold value;
a second stage for completing the turning of the azimuthing propulsion units to an angle that is substantially 180 degrees from the cruising position, and applying a maximal propulsion power until the speed of the ship declines under a second threshold value; and
a third stage for rotating the azimuthing propulsion units to a position being 90 degrees from the initial position for balancing of the ship.

18. A method of performing an emergency stop of a ship having at least two azimuthing propulsion units, the method comprising:
receiving an input from an operator of the ship that a crash stop procedure is to be started; and
performing a crash stop procedure to automatically control the at least two azimuthing propulsion units for stopping of the ship, said performing comprising:
receiving a control input via a manual controller for controlling a course of the ship during the crash stop procedure; and
adjusting the crash stop procedure such that at least one of the orientation and the propagation power of at least one azimuthing propulsion unit diverges from the respective values determined by the crash stop procedure.

19. The method according to claim 18 , wherein the crash stop procedure comprises one or more stages in which the orientation of the azimuthing propulsion units is varied as a function of the speed of the ship.

Assignees

• Abb Schweiz Ag

Inventors

• Ostrow Niko
• Gylden Risto

Classifications

• B63H2005/1254

  Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis · CPC title

• B63H5/125

  movably mounted with respect to hull, e.g. adjustable in direction {, e.g. podded azimuthing thrusters}({outboard units or Z-drives B63H20/00; } movably mounted for steering purposes only, {rudders carrying propellers} B63H25/42) · CPC title

• B63H25/42 Primary

  Steering or dynamic anchoring by propulsive elements (by jets B63H25/46); Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers · CPC title

• B63H25/50 Primary

  Slowing-down means not otherwise provided for · CPC title

• G05D1/0206

  specially adapted to water vehicles · CPC title