JP2023011151A - Control method of ship, ship control program, and ship control system, and ship - Google Patents

Abstract

To provide a control method of a ship, a ship control program, a ship control system, and a ship, which easily improve the operability of an operation part.SOLUTION: A control method of a ship 10 is used for the ship 10. The ship 10 is equipped with a plurality of power sources 31, 32 including a first power source 31 and a second power source 32, and among the plurality of power sources 31, 32, the power source 31, 32 used for propelling a hull 1 has a plurality of different propulsion modes. The control method of the ship 10 comprises: adjusting an output value relating to propulsive force for the hull 1 to a value corresponding to the operation amount of an operation part 51; and changing a correspondence relationship between the operation amount and the output value in accordance with a propulsion mode.SELECTED DRAWING: Figure 2

Description

TECHNICAL FIELD The present disclosure relates to a ship control method, a ship control program, a ship control system, and a ship having a plurality of propulsion modes in which the power sources used for propulsion of the ship body among the plurality of power sources are different.

As a related technology, there is a ship equipped with a hybrid system that is equipped with an engine and a motor (electric equipment) and has multiple propulsion modes (driving modes) including navigation by the engine, navigation by the engine and the motor, and navigation by the motor. known (see, for example, Patent Document 1). A ship according to the related art further includes a power transmission unit interposed between a plurality of power sources including an engine and a motor, and a propeller, so that the propeller can be driven by both the engine and the motor. Here, the hybrid system is configured to be able to switch the propulsion mode by switching the clutch included in the power transmission section.

In the ship according to the related art, by operating the operation lever and adjusting the operation position, the hull is switched between forward, neutral, and reverse, and the driving force (rotation speed) of the engine or the driving force (rotation speed) of the motor ) is adjusted.

JP-A-2004-255972

As in the above related art, in a ship equipped with a plurality of power sources with different maximum outputs, when the hull is switched between forward, neutral, and reverse according to the operation amount (operation position) of one operation unit (operation lever), Depending on the power source, the operability of the operation unit may be sacrificed. For example, in cruising with a motor with a relatively low maximum output, only a part of the operation range (movable range) of the operation part is used to adjust the motor rotation speed, and the remaining part is the operation amount of the operation part. Even if , changes, it may not be reflected in the motor rotation speed.

An object of the present disclosure is to provide a ship control method, a ship control program, a ship control system, and a ship that facilitate improvement in operability of an operation unit.

A ship control method according to an aspect of the present disclosure includes a plurality of power sources including a first power source and a second power source, and among the plurality of power sources, a plurality of power sources that are used for propulsion of a hull are different. Used for ships with propulsion modes. The ship control method includes adjusting an output value related to the propulsive force of the hull to a value corresponding to an operation amount of an operation unit, and adjusting a correspondence relationship between the operation amount and the output value according to the propulsion mode. and modifying the

A ship control program according to an aspect of the present disclosure is a program for causing one or more processors to execute the ship control method.

A ship control system according to one aspect of the present disclosure is used in a ship and includes an adjustment processing unit and a change processing unit. The ship includes a plurality of power sources including a first power source and a second power source, and has a plurality of propulsion modes in which the power sources used for propulsion of the hull are different among the plurality of power sources. The adjustment processing unit adjusts an output value related to the propulsive force of the hull to a value corresponding to the operation amount of the operation unit. The change processing unit changes a correspondence relationship between the operation amount and the output value according to the propulsion mode.

A ship according to an aspect of the present disclosure includes the ship control system and the ship body.

Advantageous Effects of Invention According to the present invention, it is possible to provide a ship control method, a ship control program, a ship control system, and a ship that can easily improve the operability of the operation unit.

FIG. 1 is an external view showing a schematic configuration of a ship according to Embodiment 1. FIG. FIG. 2 is a block diagram showing a schematic configuration of the ship according to Embodiment 1. FIG. FIG. 3 is a schematic diagram of a drive unit for a ship according to Embodiment 1. FIG. 4A and 4B are schematic diagrams showing the states of the drive unit in the motor propulsion mode and the engine propulsion mode of the ship according to Embodiment 1. FIG. 5 is a schematic diagram showing the state of the drive unit in the hybrid propulsion mode of the ship according to Embodiment 1. FIG. FIG. 6 is a schematic diagram for explaining the amount of operation of the operation unit of the ship according to the first embodiment. FIG. 7 is a graph showing allocation data used in the ship control system according to the first embodiment. FIG. 8 is a time chart showing an example of output values and ship speeds in relation to the ship control system according to the first embodiment. FIG. 9 is a block diagram showing an example of a control system of main parts of the ship control system according to the first embodiment. FIG. 10 is a block diagram showing an example of a control system of main parts of the ship control system according to the first embodiment. FIG. 11 is a flow chart showing an operation example of the ship control system according to the first embodiment. FIG. 12 is a time chart showing an example of output values and ship speeds regarding the ship according to the second embodiment.

Embodiments of the present disclosure will be described below with reference to the accompanying drawings. The following embodiments are examples that embody the present disclosure, and are not intended to limit the technical scope of the present disclosure.

(Embodiment 1)
[1] Overall Configuration First, the overall configuration of a ship 10 according to this embodiment will be described with reference to FIGS. 1 and 2. FIG.

The ship 10 is a mobile object that navigates (sailes) on water such as the sea, lake, or river. In this embodiment, as an example, the vessel 10 is a "pleasure boat" which is a small vessel mainly used for sports, recreation, or the like. In addition, in the present embodiment, the ship 10 is configured to operate according to the operation (including remote control) of a person (operator), and is particularly of a manned type on which the person who is the operator can board. and

A ship 10 includes a hull 1 and a ship control system 2, as shown in FIG. The hull 1 includes a drive unit 3 that generates power, an output section 4 that outputs a propulsive force for propelling the hull 1, and an operation device 5 that receives an operation by a person (operator). In addition to this, the hull 1 is further provided with various inboard facilities and the like including a rudder mechanism, a display device, a communication device, lighting equipment, and the like.

The drive unit 3 has a plurality of power sources 31 and 32 and a power transmission section 33, as shown in FIG. The output unit 4 includes a propeller in this embodiment, receives the power generated by the drive unit 3, and rotates the propeller about a rotating shaft (propeller shaft), thereby propelling the hull 1 forward or backward. output force.

The plurality of power sources 31 and 32 include at least a first power source 31 and a second power source 32, and each generate power (mechanical energy) used for propulsion of the hull 1. These power sources 31 and 32 have different output characteristics, and the first power source 31 and the second power source 32 also have different maximum outputs (maximum rotation speed and maximum torque). In this embodiment, the first power source 31 and the second power source 32 are different types of power sources that are completely different in method, type, and the like. In short, the ship 10 according to this embodiment includes a hybrid drive unit 3 having a plurality of types of power sources 31 and 32 .

In this embodiment, as an example, the first power source 31 is an engine (internal combustion engine) that generates power by burning fuel, and the second power source 32 is supplied with electric power (electrical energy) to generate power. It is a motor (electric motor). More specifically, the first power source 31 is a diesel engine driven using light oil as fuel, and the second power source 32 is an AC motor driven by AC power.

The first power source 31 and the second power source 32 are individually driven to generate power. Therefore, the plurality of power sources 31 and 32 are, for example, a state in which only the first power source 31 of the first power source 31 and the second power source 32 is driven, and a state in which only the second power source 32 is driven. , and a state in which both the first power source 31 and the second power source 32 are driven. Here, the power generated by the first power source 31 and the power generated by the second power source 32 are combined in the power transmission section 33 and the combined power is supplied to the output section 4 . Therefore, for example, by synthesizing the power of the first power source 31, which is an engine, with the power of the second power source 32, which is a motor, the second power source 32 assists the first power source 31, resulting in a greater It is possible to drive the output unit 4 with power.

The power transmission section 33 is provided between the plurality of power sources 31 and 32 and the output section 4 . The power transmission section 33 receives power generated by the plurality of power sources 31 and 32 and has a function of transmitting the power to the output section 4 . Here, the power transmission section 33 synthesizes power from the plurality of power sources 31 and 32 and outputs the synthesized power to the output section 4 .

Further, the power transmission section 33 has a function of switching whether or not to transmit power from each of the plurality of power sources 31 and 32 to the output section 4, that is, between a "transmission state" and a "cutoff state." . The “transmission state” referred to in the present disclosure is a state in which the power sources 31 and 32 and the output section 4 are mechanically connected and power is transmitted from the power sources 31 and 32 to the output section 4 . By driving the power sources 31 and 32 when the power transmission unit 33 is in the transmission state, the power generated by the power sources 31 and 32 drives the output unit 4 . The “disconnected state” referred to in the present disclosure is a state in which the power sources 31 and 32 and the output section 4 are mechanically disconnected and power is not transmitted from the power sources 31 and 32 to the output section 4 . Even if the power sources 31 and 32 are driven while the power transmission unit 33 is in the cut-off state, the power generated by the power sources 31 and 32 is not transmitted to the output unit 4, so the output unit 4 is not driven.

The drive unit 3 will be described in detail in the section "[2] Configuration of drive unit".

The output value related to the propulsive force of the hull 1 generated by the output section 4 changes according to the power transmitted from the drive unit 3 to the output section 4 . The “output value” referred to in the present disclosure may be any value related to the propulsive force of the hull 1, such as the number of rotations (rotational speed) of the propeller in the output section 4 or the speed of the hull 1 (ship speed). In this embodiment, as an example, it is assumed that the number of revolutions of the propeller of the output unit 4 is the "output value". That is, basically, the higher the power output from the drive unit 3, the higher the output value (propeller rotation speed) (higher speed rotation).

The ship control system 2 is mainly composed of a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). process (information processing). One or more memories in the ship control system 2 record a program (ship control program) for causing one or more processors to execute a control method for the ship 10 .

The ship control system 2 controls at least the drive unit 3 . That is, the ship control system 2 controls, for example, the drive status of each of the first power source 31 and the second power source 32 and the state of the power transmission section 33 (transmission state/disconnection state, etc.).

In this embodiment, the ship control system 2 is electrically connected to the operation device 5 and controls the drive unit 3 and the like according to operation signals from the operation device 5 . For example, the ship control system 2 can move the ship 1 forward or backward by controlling the drive unit 3 according to the operation signal from the operation device 5 to rotate the propeller of the output section 4 . Further, the ship control system 2 controls the output (rotation speed or torque) of the first power source 31 or the second power source 32 to adjust the rotation speed of the propeller of the output unit 4, thereby increasing the moving speed of the hull 1. (ship speed) can be adjusted.

Also, the ship control system 2 can switch between a plurality of propulsion modes. The “propulsion mode” referred to in the present disclosure is a mode in which the power sources 31 and 32 used for propelling the hull 1 are different among the plurality of power sources 31 and 32 . That is, the ship control system 2 can switch between a plurality of propulsion modes by switching which of the plurality of power sources 31 and 32 is used for propelling the hull 1 .

As an example in this embodiment, the plurality of propulsion modes includes three propulsion modes: a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode. The hybrid propulsion mode is a propulsion mode in which both the first power source 31 (engine) and the second power source 32 (motor) are used to propel the hull 1 . The motor propulsion mode is a propulsion mode in which only the second power source 32 (motor) of the first power source 31 and the second power source 32 is used to propel the hull 1 . The engine propulsion mode is a propulsion mode in which only the first power source 31 (engine) of the first power source 31 and the second power source 32 is used for propelling the hull 1 .

In this embodiment, the ship control system 2 is an integrated controller that controls the entire ship 1, and is composed of, for example, an electronic control unit (ECU). However, the ship control system 2 may be provided separately from the integrated controller. The ship control system 2 will be described in detail in the section "[3] Structure of ship control system".

The operating device 5 is a user interface that accepts the operation of a person (operator), and is arranged, for example, in the cockpit of the hull 1 where the operator boards. The operation device 5 receives, for example, various operations by the operator and outputs electrical signals (operation signals) corresponding to the operations to the ship control system 2 . In this embodiment, as an example, the operating device 5 includes an operating section 51 (see FIG. 2) made up of a rotatable operating lever. The operation device 5 includes a detection unit such as an encoder that detects the position (rotational angle) of the operation unit 51, detects the operation amount of the operation unit 51 from the position of the operation unit 51, and generates an operation signal representing the operation amount. to output Also, the operation device 5 may further include a plurality of mechanical switches, a touch panel, an operation dial, and the like.

A display device, a communication device, and the like are also arranged in the cockpit. A display device is a user interface for outputting various information to a person (operator). The display device is, for example, electrically connected to the ship control system 2 and displays various screens according to display control signals from the ship control system 2 . The communication device is configured to be able to communicate with another system (including a server, etc.) outside the hull 1, and can exchange data with the other system.

[2] Configuration of Drive Unit Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS. 3 to 5. FIG.

The drive unit 3 has a plurality of power sources 31 and 32 (the first power source 31 and the second power source 32) and the power transmission section 33 as described above. The drive unit 3 further includes an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, and the like, as shown in FIG. In FIG. 3 and the like, electrical connections such as between the drive circuit 351 and the main battery 352 are indicated by dashed lines.

In this embodiment, the first power source 31 is a diesel engine and has a combustion chamber partitioned by cylinders or the like, and fuel (light oil) is burned in the combustion chamber to reciprocate the piston. The first power source 31 is provided with, as an output shaft, a crankshaft that rotates by receiving the reciprocating motion of the piston, and the crankshaft is connected to the power transmission section 33 . Accordingly, the power from the first power source 31 is input to the power transmission portion 33 through the crankshaft.

In this embodiment, the second power source 32 is an AC motor, and is driven by AC power (AC voltage) supplied from a drive circuit 351 made up of an inverter circuit. The drive circuit 351 is electrically connected to the main battery 352 , converts the DC voltage output from the main battery 352 into AC voltage, and supplies the voltage to the second power source 32 , thereby driving the second power source 32 . drive. The output shaft of the second power source 32 is connected to the power transmission section 33, and the power from the second power source 32 is input to the power transmission section 33 through the output shaft. The main battery 352 is provided separately from the auxiliary battery, and is, for example, a large-capacity secondary battery (storage battery) such as a lithium ion battery. The charging circuit 353 is electrically connected to the main battery 352 and charges the main battery 352 using the output power of, for example, a land power supply (power system) or an alternator.

Furthermore, in this embodiment, the drive circuit 351 is a bi-directional inverter circuit, and has a function of not only converting a DC voltage into an AC voltage, but also converting an AC voltage into a DC voltage. Therefore, the drive circuit 351 not only converts the DC voltage output from the main battery 352 into AC voltage and outputs it to the second power source 32, but also converts the AC voltage output from the second power source 32 into DC voltage. It is also possible to convert and output to the main battery 352 . That is, in the drive unit 3 according to the present embodiment, by using the second power source 32 as a generator, electric energy (AC power) generated when the second power source 32 is rotated by an external force is used to A main battery 352 can be charged by the drive circuit 351 .

In this embodiment, the power transmission section 33 includes a first clutch 331, a second clutch 332, a first gear 333, a second gear 334, a third gear 335 and a fourth gear 336, as shown in FIG. there is Although the configuration of the power transmission unit 33 is shown in a simplified manner in FIG. .

The first clutch 331 is inserted between the output shaft (crankshaft) of the first power source 31 and the output section 4 . That is, the first clutch 331 is positioned in the middle of the power transmission path from the first power source 31 to the output section 4 . The first clutch 331 has an input-side rotating body 331A and an output-side rotating body 331B. The input-side rotating body 331A and the output-side rotating body 331B are connected (transmission state) and disconnected (disconnected state). and can be switched.

The input-side rotating body 331A is connected to the output shaft (crankshaft) of the first power source 31, and the output-side rotating body 331B is connected to the output section 4. As shown in FIG. As a result, the input-side rotor 331A receives the power generated by the first power source 31 and rotates. When the first clutch 331 is in the transmission state, the power of the first power source 31 is transmitted to the output section 4 via the first clutch 331, and when the first clutch 331 is in the disengagement state, the first power source The power of 31 is interrupted by the first clutch 331 and is not transmitted to the output section 4 .

The first clutch 331 is, for example, a hydraulic clutch such as a wet multi-plate clutch, and is switched between a transmission state and a cut-off state by supplying hydraulic oil from a hydraulic circuit including a hydraulic pump. Switching between the transmission state and the cut-off state of the first clutch 331 is performed by, for example, controlling an electromagnetic valve of the hydraulic circuit by the ship control system 2 . That is, the ship control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between the transmission state and the disengagement state.

The first gear 333 is connected to the input side rotor 331A of the first clutch 331 and rotates as the input side rotor 331A rotates. The second gear 334 is provided so as to mesh with the first gear 333 and rotates together with the first gear 333 . The third gear 335 is connected to the output-side rotor 331B of the first clutch 331 and rotates as the output-side rotor 331B rotates. The fourth gear 336 is provided so as to mesh with the third gear 335 and rotates together with the third gear 335 .

The second clutch 332 is inserted between the output shaft of the second power source 32 and the second gear 334 and fourth gear 336 . That is, the second clutch 332 is positioned in the middle of the power transmission path from the second power source 32 to the output section 4 . The second clutch 332 has a motor-side rotating body 332C and mating rotating bodies 332A and 332B. The motor-side rotating body 332C and the mating rotating bodies 332A and 332B are connected (transmitting state) and disconnected. (blocking state) and switching is possible.

In this embodiment, a first mating rotating body 332A and a second mating rotating body 332B are provided as the mating rotating bodies 332A and 332B. The second clutch 332 has a first transmission state in which the motor-side rotor 332C is connected to the first mating rotor 332A, and a second transmission state in which the motor-side rotor 332C is connected to the second mating rotor 332B. It is possible to switch between a blocked state in which the motor-side rotating body 332C is separated from both the first mating rotating body 332A and the second mating rotating body 332B.

The motor-side rotor 332C is connected to the output shaft of the second power source 32 . The first mating rotating body 332 A is connected to the second gear 334 , and the second mating rotating body 332 B is connected to the fourth gear 336 . As a result, the motor-side rotating body 332C receives the power generated by the second power source 32 and rotates. When the second clutch 332 is in the first transmission state, the power of the second power source 32 is transmitted through the second clutch 332, the second gear 334 and the first gear 333 to the input side rotating body 331A of the first clutch 331. is transmitted to At this time, if the first clutch 331 is in the transmitting state, the power of the second power source 32 is combined with the power of the first power source 31 and transmitted to the output section 4 via the first clutch 331 . Also, if the second clutch 332 is in the second transmission state, the power of the second power source 32 is transmitted to the output section 4 via the second clutch 332 , the fourth gear 336 and the third gear 335 . On the other hand, if the second clutch 332 is in the disengaged state, the power of the second power source 32 is disengaged by the second clutch 332 and is not transmitted to the output section 4 .

The second clutch 332 is, for example, a meshing clutch such as a dog clutch. Switching of the second clutch 332 between the first transmission state, the second transmission state, and the cut-off state is performed by moving the motor-side rotor 332C by the actuator 34, which is a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first mating rotating body 332A, thereby engaging the second clutch 332 with the motor-side rotating body 332C and the first mating rotating body 332A. 1 Set to transmission state. Further, the actuator 34 moves the motor-side rotating body 332C to a position where it is inserted into the second mating rotating body 332B, thereby moving the second clutch 332 so that the motor-side rotating body 332C and the second mating rotating body 332B are engaged. A second transmission state of engagement is established. The actuator 34 disengages the second clutch 332 by moving the motor-side rotating body 332C to a position where it does not fit into either the first mating rotating body 332A or the second mating rotating body 332B.

Switching of the second clutch 332 among the first transmission state, the second transmission state, and the cut-off state is performed by controlling the electric actuator 34 by the vessel control system 2, for example. That is, the ship control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (first transmission state or second transmission state) and the disengagement state.

According to the drive unit 3 configured as described above, the ship control system 2 controls the first clutch 331 and the second clutch 332 to switch a plurality of propulsion modes as illustrated in FIGS. It is possible. 4 and 5 schematically show the state of the drive unit 3 in each propulsion mode, and illustration of the drive circuit 351, the main battery 352, and the charging circuit 353 is omitted. 4 and 5, the power transmitted from the power sources 31 and 32 to the output section 4 is indicated by (thick line) dashed arrows.

The upper part of FIG. 4 shows a motor propulsion mode in which only the second power source 32 (motor) of the first power source 31 and the second power source 32 is used to propel the hull 1 . In the motor propulsion mode, the vessel control system 2 controls the first clutch 331 to the disengaged state and controls the second clutch 332 to the second transmission state. Furthermore, in the motor propulsion mode, the vessel control system 2 stops the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352 . As a result, as shown in FIG. 4, the power generated by the second power source 32 is transmitted to the output section 4 via the second clutch 332, the fourth gear 336 and the third gear 335, and the propeller of the output section 4 can be rotated to generate propulsion for the hull 1 .

The lower part of FIG. 4 shows an engine propulsion mode in which only the first power source 31 (engine) of the first power source 31 and the second power source 32 is used to propel the hull 1 . In the engine propulsion mode, the vessel control system 2 controls the first clutch 331 to the transmission state and controls the second clutch 332 to the disengagement state. Furthermore, in the engine propulsion mode, the vessel control system 2 controls the drive circuit 351 to drive the first power source 31 and stop the second power source 32 . As a result, as shown in FIG. 4 , the power generated by the first power source 31 is transmitted to the output section 4 via the first clutch 331 , rotates the propeller of the output section 4 , and propels the hull 1 . can be generated.

The upper part of FIG. 5 shows "hybrid propulsion mode" suitable for "low speed" navigation among the hybrid propulsion modes that use both the first power source 31 (engine) and the second power source 32 (motor) to propel the hull 1. mode (low speed)”. In this hybrid propulsion mode (low speed), the vessel control system 2 controls the first clutch 331 to the transmission state and controls the second clutch 332 to the second transmission state. Furthermore, in the hybrid propulsion mode (low speed), the vessel control system 2 drives the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352 . As a result, as shown in FIG. 5, the power generated by the first power source 31 is transmitted to the output section 4 via the first clutch 331, and the power generated by the second power source 32 is transferred to the second clutch 332. , the fourth gear 336 and the third gear 335 to the output section 4 . As a result, the power from the first power source 31 and the power from the second power source 32 are combined to rotate the propeller of the output section 4 and generate a propulsive force for the hull 1 .

The lower part of FIG. 5 shows "hybrid propulsion" suitable for "high-speed" navigation among the hybrid propulsion modes that use both the first power source 31 (engine) and the second power source 32 (motor) to propel the hull 1. mode (fast)”. In this hybrid propulsion mode (high speed), the vessel control system 2 controls the first clutch 331 to the transmission state and controls the second clutch 332 to the first transmission state. Furthermore, in the hybrid propulsion mode (high speed), the vessel control system 2 drives the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352 . As a result, as shown in FIG. 5, the power generated by the first power source 31 is transmitted to the output section 4 via the first clutch 331, and the power generated by the second power source 32 is transferred to the second clutch 332. , the second gear 334 , the first gear 333 and the first clutch 331 to the output section 4 . As a result, the power from the first power source 31 and the power from the second power source 32 are combined to rotate the propeller of the output section 4 and generate a propulsive force for the hull 1 .

In addition, in the motor propulsion mode shown in the upper part of FIG. 4, when the hull 1 is sailing, the main battery 352 can be charged by supplying the rotational force of the propeller of the output unit 4 as regenerated energy to the main battery 352. (charging mode). In this case, the rotational force of the output section 4 is transmitted to the second power source 32 via the third gear 335, the fourth gear 336 and the second clutch 332, and rotates the output shaft of the second power source 32. , AC power is generated by the second power source 32 . The AC power generated by the second power source 32 is used to charge the main battery 352 by a drive circuit 351 consisting of a bi-directional inverter circuit.

Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of FIG. 5 , the power generated by the first power source 31 is used to charge the main battery 352 when the hull 1 is sailing or stopping (anchoring). is also possible (charging mode). In this case, the ship control system 2 controls the first clutch 331 to be in the disengaged state, so that the power generated by the first power source 31 is transmitted through the first gear 333 , the second gear 334 and the second clutch 332 . AC power is generated in the second power source 32 by being transmitted to the second power source 32 and rotating the output shaft of the second power source 32 . The AC power generated by the second power source 32 is used to charge the main battery 352 by a drive circuit 351 consisting of a bi-directional inverter circuit.

Furthermore, although illustration is omitted in FIG. 3 and the like, the drive unit 3 further has a hydraulic circuit for driving the first clutch 331, various sensors, and the like.

[3] Configuration of Ship Control System Next, the configuration of the ship control system 2 according to the present embodiment will be described with reference to FIGS. 2 and 6. FIG. The ship control system 2 is a component of the ship 10 and constitutes the ship 10 together with the hull 1 . In other words, the ship 10 according to this embodiment includes the ship control system 2 and the hull 1 . In this embodiment, as an example, the ship control system 2 is a computer system mounted on the hull 1 .

As shown in FIG. 2, the ship control system 2 includes a mode switching processing unit 21, an engine control unit 22, a motor control unit 23, an adjustment processing unit 24, a change processing unit 25, and a storage unit 26. I have. In this embodiment, as an example, the ship control system 2 is mainly composed of a computer system having one or more processors. 21, etc.) are realized. The plurality of functional units included in the ship control system 2 may be provided dispersedly in a plurality of housings, or may be provided in one housing.

The vessel control system 2 is configured to be able to communicate with devices provided in each part of the hull 1 . That is, the ship control system 2 includes at least the operation device 5, the first power source 31, the drive circuit 351 that drives the second power source 32, the electromagnetic valve for controlling the first clutch 331, and the second clutch 332. An actuator 34 and the like for control are communicably connected. Thereby, the ship control system 2 can control the drive unit 3 according to the operation signal from the operation device 5, for example. Here, the ship control system 2 may exchange various types of information (electrical signals) directly with each device, or indirectly through a repeater or the like.

The mode switching processing unit 21 executes processing for switching the propulsion mode of the ship 10 . In this embodiment, the vessel 10 has multiple propulsion modes, including a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode, as described above. In this embodiment, the mode switching processing unit 21 selects one of the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode according to the operation of the operation device 5 by a person (operator). As an example, the operation device 5 has a mode selection switch, and when one of the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode is selected by the mode selection switch, the propulsion mode is switched to the relevant propulsion mode. . In short, in this embodiment, the promotion mode is switched according to the switching operation by the user.

Specifically, the mode switching processing section 21 controls the drive unit 3 to operate in the selected propulsion mode. For example, the mode switching processing unit 21 switches the propulsion mode of the ship 10 to the motor propulsion mode by controlling the first clutch 331 to the disengaged state and controlling the second clutch 332 to the second transmission state (see FIG. 4). see above). In addition, the mode switching processing unit 21 switches the propulsion mode of the ship 10 to the engine propulsion mode by controlling the first clutch 331 to the transmission state and controlling the second clutch 332 to the disengagement state (see the lower part of FIG. 4). ). The propulsion mode switched by the mode switching processing unit 21, that is, the propulsion mode being selected is preferably presented to a person (operator) on, for example, a display device or the like.

The engine control unit 22 controls a first power source 31 consisting of an engine. Specifically, the engine control unit 22 controls fuel injection for driving the first power source 31, opening and closing of exhaust valves, and the like. Thereby, the engine control unit 22 can control the first power source 31 so as to adjust the output (mainly the rotation speed) of the first power source 31 to an arbitrary value.

The motor control unit 23 controls the second power source 32 which is a motor. Specifically, the motor control unit 23 controls the drive circuit 351 and the like for driving the second power source 32 . Thereby, the motor control unit 23 can control the second power source 32 so as to adjust the output (mainly the rotation speed and torque) of the second power source 32 to an arbitrary value. Especially in this embodiment, the motor control unit 23 can perform two types of control, that is, rotational speed control (rotational speed control) and torque control, as control of the second power source 32 (motor). In rotation speed control, the motor control unit 23 sets a target rotation speed of the second power source 32 (motor), and controls the rotation speed of the second power source 32 (motor) so as to approach the target rotation speed. In torque control, the motor control unit 23 sets a target torque of the second power source 32 (motor) and controls the torque of the second power source 32 (motor) so as to approach the target torque.

The adjustment processing unit 24 adjusts the output value related to the propulsive force of the hull 1 to a value corresponding to the amount of operation of the operation unit 51 . In this embodiment, the “output value” is the propeller rotation speed of the output unit 4 , so the adjustment processing unit 24 adjusts the propeller rotation speed to a value corresponding to the operation amount of the operation unit 51 . Basically, the adjustment processing unit 24 increases the output value related to the propulsion force of the hull 1 as the operation amount of the operation unit 51 increases, and increases the output value related to the propulsion force of the hull 1 as the operation amount of the operation unit 51 decreases. Decrease the value. When an operation signal representing the operation amount of the operation unit 51 is input from the operation device 5, the adjustment processing unit 24 determines an output value corresponding to this operation amount. Then, the adjustment processing unit 24 controls the first power source 31 and the second power source 32 by the engine control unit 22 and the motor control unit 23 so that the driving force corresponding to the output value is generated in the output unit 4. .

Here, the amount of operation of the operation portion 51 corresponds to the rotation angle of the operation portion 51 made up of an operation lever. That is, as shown in FIG. 6, the operating portion 51 is rotatable (movable) from the neutral position to each of the forward and backward positions. is 0 (zero). In this case, to move the hull 1 forward, the operator rotates (moves) the operation unit 51 from the neutral position to the forward position, and to move the hull 1 backward, the operator operates the operation unit 51. Operate to rotate (move) from the neutral position to the reverse position side. The rotation angle θ1 of the operation portion 51 from the neutral position to the forward position side becomes the amount of operation of the operation portion 51 when moving the hull 1 forward, and the rotation angle θ2 of the operation portion 51 from the neutral position to the reverse position side becomes , is the operation amount of the operation unit 51 when the hull 1 is moved backward. Therefore, the adjustment processing unit 24 increases the output value (rotation speed of the propeller) for advancing the hull 1 as the rotation angle θ1 of the operation unit 51 from the neutral position toward the forward position increases.

Here, the correspondence relationship between the operation amount of the operation unit 51 and the output value related to the propulsive force of the hull 1 is predetermined as "allocation data". The allocation data is data that defines the allocation (assignment) of the output value (rotational speed of the propeller) to the operation amount of the operation unit 51 . The allocation data may define the correspondence relationship between the operation amount of the operation unit 51 and the output value, and may be, for example, table data that individually associates the output value with each value of the operation amount of the operation unit 51. However, it may be function data for calculating an output value corresponding to the operation amount of the operation unit 51 . The allocation data is stored, for example, in the storage unit 26, and the adjustment processing unit 24 refers to the allocation data to specify the output value for the operation amount of the operation unit 51. FIG.

The change processing unit 25 changes the correspondence relationship between the operation amount and the output value according to the propulsion mode. That is, as described above, the correspondence relationship between the operation amount and the output value used when the adjustment processing unit 24 adjusts the output value (propeller rotation speed) to a value corresponding to the operation amount of the operation unit 51 is fixed. instead, it is changed according to the propulsion mode. In this embodiment, a plurality of allocation data are stored in the storage unit 26 so as to correspond one-to-one to a plurality of promotion modes. The change processing unit 25 changes according to the propulsion mode.

As an example, it is assumed that the operation amount of the operation unit 51 changes in 100 steps from "0" to "99" for each of forward travel and reverse travel. In this case, if the ship 10 is in the motor propulsion mode, the output value (propeller rotation speed) when the operation unit 51 is operated to the forward position side by the operation amount "40" is "50 rpm", and the operation amount is "80". , the output value is "100 rpm". On the other hand, if the ship 10 is in the engine propulsion mode, the output value (propeller rotation speed) when the operation unit 51 is operated to the forward position side by the operation amount "40" is "80 rpm", and the operation amount is "80". The output value is "160 rpm" when it is operated only by

The storage unit 26 includes a non-volatile storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive) that stores various information. The storage unit 26 stores control programs such as a ship control program for causing the ship control system 2 to execute a ship control method. Furthermore, the above-described allocation data and the like are also stored in the storage unit 26 .

[4] Vessel Control Method An example of a vessel 10 control method (hereinafter also simply referred to as a "control method") mainly executed by the vessel control system 2 will be described below with reference to FIGS. 7 to 11. FIG.

Since the control method according to the present embodiment is executed by the ship control system 2 having a computer system as a main component, in other words, it is embodied by a ship control program. That is, the ship control program according to this embodiment is a computer program for causing one or more processors to execute each process related to the control method of the ship 10 . Such a ship control program may be executed cooperatively by, for example, the ship control system 2 and a terminal device.

Here, the ship control system 2 executes the following various processes related to the control method when a preset specific start operation for executing the ship control program is performed. The start operation is, for example, a power-on operation of the ship 10 or the like. On the other hand, the ship control system 2 ends the following various processes related to the control method when a specific end operation set in advance is performed. The termination operation is, for example, a power-off operation of the ship 10 or the like.

[4.1] Overall processing In this embodiment, as an example, a motor propulsion mode that uses only the power of the second power source 32 to propel the hull 1 and a propulsion mode that uses the power of the first power source 31 to propel the hull 1 (Engine propulsion mode and hybrid propulsion mode) change the correspondence relationship between the operation amount and the output value. That is, even if the operation amount of the operation unit 51 is the same, when only the power of the second power source 32 (motor) having a relatively low maximum output is used for propulsion of the hull 1, and when the first power source 31 (engine ) is used to propel the hull 1, the output value (the number of revolutions of the propeller) is different.

Specifically, when the mode switching processing unit 21 selects the engine propulsion mode or the hybrid propulsion mode as the propulsion mode of the ship 10, the change processing unit 25 uses the engine allocation data D1 (see FIG. 7) as the allocation data. ). At this time, the adjustment processing unit 24 adjusts the output value (propeller rotation speed) to a value corresponding to the operation amount of the operation unit 51 according to the selected engine allocation data D1. On the other hand, when the mode switching processing unit 21 selects the motor propulsion mode as the propulsion mode of the ship 10, the change processing unit 25 selects the motor allocation data D2 (see FIG. 7) as the allocation data. At this time, the adjustment processing unit 24 adjusts the output value (propeller rotation speed) to a value corresponding to the operation amount of the operation unit 51 according to the selected motor allocation data D2.

In this embodiment, as an example, as shown in FIG. 7, the allocation data D1 for the engine is allocated so that a larger output value is associated with the same operation amount than the allocation data D2 for the motor. Data D1 and D2 are set. FIG. 7 is a graph showing the allocation data D1 for the engine and the allocation data D2 for the motor, with the horizontal axis representing the operation amount of the operation unit 51 and the vertical axis representing the output value (propeller rotation speed). As a result, in the propulsion mode in which the power of the first power source 31 (engine) having a relatively high maximum output is used for propulsion of the hull 1, even if the operation amount of the operation unit 51 is the same, it is larger than in the motor propulsion mode (that is, The propeller rotates at high speed) output value is associated. In FIG. 7, the correspondence between the manipulated variable and the output value (allocation data D1, D2) is linear, but the correspondence is not limited to this and may be non-linear. Furthermore, although the output value is set to 0 (zero) in an area with a small amount of operation, the output value is not limited to this, and an output value greater than 0 may be associated with an area with a small amount of operation.

The control method according to the present embodiment is used for a ship 10 equipped with a plurality of power sources 31 and 32 including a first power source 31 and a second power source 32. FIG. The ship 10 has a plurality of propulsion modes in which the power sources 31 and 32 used for propulsion of the hull 1 among the plurality of power sources 31 and 32 are different.

In the control method according to the present embodiment, the adjustment processing unit 24 of the ship control system 2 uses the allocation data D1 and D2 representing the correspondence relationship between the operation amount and the output value as described above to determine the propulsive force of the hull 1. is adjusted to a value corresponding to the operation amount of the operation unit 51 . In other words, when the operation amount of the operation unit 51 is input, the adjustment processing unit 24 outputs an output value corresponding to the operation amount based on the allocation data D1 and D2. As a result, the operation amount of the operation unit 51 is converted by the adjustment processing unit 24 into an output value corresponding to the operation amount.

Further, in the control method according to the present embodiment, the change processing unit 25 of the ship control system 2 changes the correspondence relationship between the operation amount and the output value according to the propulsion mode. That is, when the mode switching processing unit 21 switches the promotion mode, the change processing unit 25 replaces the allocation data D1 and D2 used in the adjustment processing unit 24 with the allocation data D1 according to the promotion mode after switching. , D2. In other words, the assignment (sensitivity) of the output value (rotational speed of the propeller) to the operation amount of the operation unit 51 is changed according to the propulsion mode.

Therefore, even if the operation amount of the operation unit 51 is the same, for example, the output value (rotation speed of the propeller) regarding the propulsive force of the hull 1 differs between the motor propulsion mode and the engine propulsion mode. Then, by allocating an individual output value (propeller rotation speed) to the operation amount of the operation unit 51 for each propulsion mode in which the power sources 31 and 32 are different, the operation of the operation unit 51 suitable for each propulsion mode can be realized. For example, in cruising with the second power source 32 (motor) having a relatively low maximum output, it is also possible to use the entire operating range (movable range) of the operating unit 51 to adjust the output value (motor rotation speed). is. As a result, according to the control method according to the present embodiment, there is an advantage that the operability of the operation unit 51 can be easily improved.

Further, in this embodiment, the operation state of the operation unit 51 includes a driven state and a non-driven state. The "driving state" referred to here is a state in which the operation amount of the operation unit 51 corresponds to an output value equal to or greater than the threshold, and the "non-driving state" is a state in which the operation amount of the operation unit 51 corresponds to an output value less than the threshold. corresponding state. That is, the operation state of the operation unit 51 when the operation amount (rotational angle) from the neutral position (see FIG. 6) of the operation unit 51 is relatively large and the output value corresponding to this is greater than or equal to the threshold value is the driving state. Become. On the other hand, when the operation amount (rotational angle) from the neutral position (see FIG. 6) of the operation unit 51 is minute and the output value corresponding to this is less than the threshold value (including 0), the operation unit 51 The operating state becomes a non-driving state. The operation amount of the operation unit 51 when the output value becomes the threshold value is, for example, the operation amount at which the rotation angle θ1 (or θ2) of the operation unit 51 in FIG. 6 is about several degrees to several tens of degrees. As an example, assuming that the output value when the rotation angle θ1 (or θ2) is 10 degrees is the threshold, if the rotation angle θ1 (or θ2) of the operation unit 51 is 10 degrees or more, The operating state is the driving state, and if the angle is less than 10 degrees, the operating state of the operating portion 51 is the non-driving state.

And in this embodiment, the propulsion mode can be switched at least in the driving state. That is, if the operation state of the operation unit 51 is in the driving state, the mode switching processing unit 21 of the ship control system 2 can switch the propulsion mode. As a result, in a state in which the operating state of the operating section 51 is in the driving state, that is, in a state in which the propulsive force of the hull 1 is generated, the propulsion mode can be switched without performing an operation to return the operating section 51 to the neutral position. It becomes possible.

Further, in this embodiment, the propulsion mode is switchable at least in the non-driving state. That is, if the operating state of the operating unit 51 is in the non-driving state, the mode switching processing unit 21 of the ship control system 2 can switch the propulsion mode. As a result, the propulsion mode can be switched in a state in which the operating state of the operating unit 51 is in a non-driving state, that is, in a state in which the propulsive force of the hull 1 is not generated. Even if the relationship is changed, sudden changes in output values are less likely to occur.

In particular, in this embodiment, the propulsion mode can be switched regardless of whether the operation unit 51 is in the driving state or the non-driving state. Therefore, for the operator who switches the propulsion modes, basically, it becomes possible to switch the propulsion modes regardless of the operating state of the operation unit 51, which improves convenience.

However, in the control method according to the present embodiment, when the output of the first power source 31 is equal to or higher than a predetermined value, the mode in which the first power source 31 is used for propulsion of the hull 1 among the plurality of propulsion modes is switched to the first power source 31 . 1 restricts switching to a mode in which the power source 31 is not used for propulsion of the hull 1. That is, if the output (rotational speed or torque) of the first power source 31 is equal to or greater than a predetermined value, switching from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode is restricted. The restriction on the switching of the propulsion mode is, for example, prohibiting the propulsion mode switching operation itself by the user (pilot) by locking the mode selection switch of the operation device 5, or by operating the mode selection switch with an operation signal This is achieved by invalidating the Alternatively, for example, switching of the propulsion mode may be restricted by notifying the operator that switching of the propulsion mode is restricted from a display device or the like.

Particularly in this embodiment, the allocation data D1 for the engine is set so as to associate a larger output value with the same manipulated variable than the allocation data D2 for the motor. Therefore, in a situation where the output of the first power source 31 is equal to or higher than a predetermined value, the engine propulsion mode or the hybrid propulsion mode is switched to the motor propulsion mode, and the allocation data D1 for the engine is changed to the allocation data for the motor. When switching to D2, the output value may be significantly attenuated. In this embodiment, by restricting switching from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode in such a situation, it is possible to prevent the output value from significantly attenuating. As a result, it becomes possible to avoid a drastic reduction in boat speed, etc., which leads to an improvement in boat maneuverability.

Furthermore, when the output of the second power source 32 is equal to or higher than a predetermined value, the mode in which the second power source 32 is used for propulsion of the hull 1 is switched to the mode in which the second power source 32 is not used for propulsion of the hull 1. may be restricted. That is, if the output (rotational speed or torque) of the second power source 32 is equal to or greater than a predetermined value, switching from the motor propulsion mode to the engine propulsion mode or the hybrid propulsion mode may be restricted.

By the way, in the control method according to this embodiment, as shown in FIG. An intermediate output value between the first output value V1 and a second output value V2 corresponding to the manipulated variable in the second mode M2 is assigned to the manipulated variable. FIG. 8 is a graph showing the output value (rotation speed of the propeller) in the upper stage and the boat speed in the lower stage, with the horizontal axis as the time axis. As an example in FIG. 8, it is assumed that the first mode M1 is the engine propulsion mode and the second mode M2 is the motor propulsion mode. Therefore, even if the operation amount of the operation unit 51 is the same, the output value changes from the first output value V1 to the second output value V2 by switching from the first mode M1 (engine propulsion mode) to the second mode M2 (motor propulsion mode). (<V1). Here, the output value does not drop sharply from the first output value V1 to the second output value V2, but drops from the first output value V1 to the second output value V2 across an intermediate output value. . As a result, compared with the case where the output value abruptly changes from the first output value V1 to the second output value V2, the change in boat speed becomes gentler, and for example, the maneuverability and riding comfort of the boat are improved.

Furthermore, in the present embodiment, when switching from the first mode M1 to the second mode M2, the first output value V1 is changed to the second output value V2 via an intermediate output value over the transition time T1. That is, as shown in FIG. 8 , the output value changes from the first output value V1 to the second output value V2. Particularly in the present embodiment, by continuously changing the output value V1 from the first output value V1 to the second output value V2 during the transition time T1, abrupt changes in the output value are suppressed, and the maneuverability and ride comfort are improved. I am planning.

In this way, suppressing a sudden change in the output value associated with switching to the propulsion mode is particularly useful when the propulsion mode is switched when the operating state of the operation unit 51 is in the driving state. That is, in a state in which the operating state of the operating unit 51 is in the driving state, that is, in a state in which the propulsive force of the hull 1 is generated, switching to the propulsion mode can be performed without performing an operation to return the operating unit 51 to the neutral position. It is possible to switch the propulsion mode while suppressing sudden changes in the output value.

Here, the transition time T1 may or may not have a constant length. In this embodiment, if the difference between the first output value V1 and the second output value V2 is less than the allowable value, the transition time T1 is shortened compared to when the difference is equal to or greater than the allowable value. That is, the transition time T1 is not constant, but varies depending on the amount of change in the output value (difference between the first output value V1 and the second output value V2) accompanying switching from the first mode M1 to the second mode M2. fluctuate. For example, when the operating state of the operating unit 51 is in the non-driving state, such as when the operating unit 51 is in the neutral position (see FIG. 6), the difference between the first output value V1 and the second output value V2 is approximately 0. (zero). In such a case, by shortening the transition time T1, the time required for the change from the first output value V1 to the second output value V2 is shortened. According to this configuration, when the difference between the first output value V1 and the second output value V2 is small, the transition time T1 is shortened. does not occur. The length of the transition time T1 may be 0 (zero).

On the other hand, if the difference between the first output value V1 and the second output value V2 is equal to or greater than the allowable value, the transition time T1 is constant. Therefore, the transition time T1 has the same length when the difference between the first output value V1 and the second output value V2 is the first value and when the difference is the second value larger than the first value. In other words, regardless of the amount of change in the output value corresponding to the amount of operation of the operation unit 51 when switching the propulsion mode (that is, the amount of change in sensitivity), the transition time T1 of a predetermined length of time is applied, Output value changes. As a result, the output value is basically switched at the constant transition time T1 regardless of the operation amount of the operation unit 51, so that the maneuverability for the operator is improved.

[4.2] Example of Control System Next, an example of a control system for embodying the processes performed by the adjustment processing section 24 and the change processing section 25 in particular in the ship control system 2 will be described. Here, the output value is the engine target rotation speed, which is the output target value of the first power source 31 (engine), or the motor target rotation speed, which is the output target value of the second power source 32 (motor). do.

That is, according to the control system as shown in the block diagram of FIG. 9, when switching the propulsion mode, the output value before switching (first output value) and the output value after switching (second output value) Intermediate output values between can be varied continuously. In the control system shown in FIG. 9, the engine target rotation speed and the motor target rotation speed are output as output values by inputting the propulsion mode and the operation amount of the operation unit 51 . Specifically, in block B1 for determining the combination ratio, the combination ratio α of the allocation data D1 for the engine and the allocation data D2 for the motor is determined according to the propulsion mode and the operation amount of the operation unit 51 . Here, as an example, the synthesis ratio α indicates the ratio of the output value based on the motor allocation data D2 to the total output value, and varies between "0" and "1". In a block B2 for engine rotation speed allocation, an output value (engine target rotation speed) V1 corresponding to the operation amount of the operation unit 51 is calculated in light of the engine allocation data D1. Similarly, in a motor rotation speed allocation block B3, an output value (motor target rotation speed) V2 corresponding to the operation amount of the operation unit 51 is calculated in light of the motor allocation data D2.

In block B4 for engine rotation speed conversion, the motor target rotation speed V2 calculated in block B3 is converted into the engine target rotation speed V2'. In a motor speed conversion block B5, the engine target speed V1 calculated in the block B2 is converted into a motor target speed V1'. In a block B6 for synthesizing the engine speed, the target engine speed is calculated according to the following equation (1). Similarly, in a block B7 for synthesizing the motor rotation speed, the target motor rotation speed is calculated according to Equation 2 below.
Engine target speed = V1 x (1-α) + V1' x α (Formula 1)
Motor target rotation speed = V2' x (1-α) + V2 x α (Formula 2)

Also, the synthesis rate α is determined by a control system as shown in the block diagram of FIG. 10, for example. That is, according to the control system shown in FIG. 10, by using the conditional addition/subtraction timer and the combination ratio map corresponding to the timer value, the combination ratio determination block B1 is interlocked with the switching of the promotion mode, and the combination ratio α can be changed gradually. Specifically, in the addition/subtraction value determination block B11, the addition value or the subtraction value is determined according to the switching of the propulsion mode. The upper/lower limit block B12 outputs a timer value, and the delay block B13 feeds back the timer value with a delay of one sampling period. Therefore, the timer value is added (or subtracted) by the addition value (or subtraction value) for each sampling period, and increases (or decreases) in units of the addition value (or subtraction value). The upper and lower limit block B12 limits the timer value to a predetermined range. In block B14 for calculating the combination ratio, the combination ratio α corresponding to the timer value is calculated with reference to the combination ratio map. When the timer value is at the lower limit of the predetermined range, the synthesis rate α is "0", and when the timer value is at the upper limit of the predetermined range, the synthesis rate α is "1".

Here, when switching from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode, the addition/subtraction value determination block B11 outputs the addition value, and the timer value gradually increases to the upper limit value. On the contrary, when switching from the motor propulsion mode to the engine propulsion mode or the hybrid propulsion mode, the addition/subtraction value determination block B11 outputs the addition value, and the timer value gradually decreases to the lower limit value. Since the transition time T1 becomes shorter as the addition value or the subtraction value increases, in this embodiment, if the difference between the first output value V1 and the second output value V2 is less than the allowable value, the addition value or the subtraction value is compared. significant value. On the other hand, if the difference between the first output value V1 and the second output value V2 is equal to or greater than the allowable value, addition is performed so that the transition time T1 until the timer value reaches the upper limit value or the lower limit value becomes a constant length. The magnitude of the value or subtracted value is set.

However, the control system shown in FIGS. 9 and 10 is merely an example, and for example, the synthesis rate α may be determined by other methods.

[4.3] Flowchart Next, the overall flow of processing related to the control method for the ship 10 according to the present embodiment will be described with reference to the flowchart of FIG. 11 .

That is, in the control method according to the present embodiment, the ship control system 2 determines whether or not the propulsion mode has been switched by the mode switching processing unit 21 (S1). If the propulsion mode has been switched (S1: Yes), the ship control system 2 shifts the process to step S2. On the other hand, if the propulsion mode has not been switched (S1: No), the ship control system 2 shifts the process to step S5.

In step S2, the vessel control system 2 changes the output value (first output value V1) in the propulsion mode (first mode M1) before switching to the output value (second output value V1) in the propulsion mode (second mode M2) after switching. The output value is gradually changed toward the output value V2). In step S3, the ship control system 2 determines whether or not the transition time T1 has elapsed. If the transition time T1 has not elapsed (S3: No), the ship control system 2 returns the process to step S2 and continuously changes the output value. If the transition time T1 has passed (S3: Yes), the ship control system 2 shifts the process to step S4.

In step S4, the ship control system 2 selects allocation data associated with the output value (second output value V2) in the propulsion mode (second mode M2) after switching. At this time, the change processing unit 25 of the ship control system 2 changes the correspondence relationship between the operation amount of the operation unit 51 and the output value. After that, in step S<b>5 , the adjustment processing unit 24 of the ship control system 2 specifies the output value corresponding to the operation amount of the operation unit 51 using the selected allocation data. In other words, the adjustment processing unit 24 converts the operation amount of the operation unit 51 into an output value corresponding to the operation amount.

The ship control system 2 repeatedly executes the processes of steps S1 to S5. However, the flowchart shown in FIG. 11 is merely an example, and processes may be added or omitted as appropriate, and the order of the processes may be changed as appropriate.

[5] Modifications Modifications of the first embodiment are listed below. Modifications described below can be applied in combination as appropriate.

The ship control system 2 in the present disclosure includes a computer system. A computer system is mainly composed of one or more processors and one or more memories as hardware. The functions of the ship control system 2 in the present disclosure are realized by the processor executing a program recorded in the memory of the computer system. The program may be recorded in advance in the memory of the computer system, may be provided through an electric communication line, or may be recorded in a non-temporary recording medium such as a computer system-readable memory card, optical disk, or hard disk drive. may be provided. Moreover, some or all of the functional units included in the ship control system 2 may be configured by electronic circuits.

In addition, it is not an essential configuration of the ship control system 2 that at least part of the functions of the ship control system 2 are integrated in one housing. It may be distributed and provided. Conversely, in Embodiment 1, the functions distributed to multiple devices (eg, the ship control system 2 and the operation device 5) may be integrated into one housing.

Furthermore, at least part of the ship control system 2 is not limited to being mounted on the hull 1 and may be provided separately from the hull 1 . As an example, when the ship control system 2 is embodied by a server device provided separately from the hull 1, communication between the server device and the hull 1 (a communication device thereof) enables the ship 10 to be controlled by the ship control system 2. (hull 1) can be controlled. At least part of the functions of the ship control system 2 may be realized by a cloud (cloud computing) or the like.

In addition, the vessel 10 is not limited to a pleasure boat, but may be a commercial vessel including a cargo ship and a cargo-passenger vessel, a work vessel including a tugboat and a salvage vessel, a special vessel including a meteorological observation vessel and a training vessel, a fishing vessel, a naval vessel, and the like. may Further, the vessel 10 is not limited to a manned type with an operator on board, but may be an unmanned type vessel that can be remotely controlled by a person (operator) or can be operated autonomously.

Further, the first power source 31 is not limited to the diesel engine, and may be, for example, an engine other than the diesel engine or a power source other than the engine (such as a motor). The second power source 32 is also not limited to an AC motor, and may be, for example, a DC motor or a power source other than a motor (such as an engine). As an example, the first power source 31 may be a motor, and the second power source 32 may be an engine. Furthermore, the first power source 31 and the second power source 32 may both be the same type of power source, such as an engine (or a motor). It is preferable that the power source 31 and the second power source 32 have different output characteristics.

In addition, the ship 10 only needs to have a plurality of power sources 31 and 32 in the hull 1. For example, in addition to the first power source 31 and the second power source 32, the ship 10 may have a third power source. The above power source may be provided.

Further, the operation unit 51 is not limited to an operation lever, and may be, for example, a foot-operated operation pedal, touch panel, keyboard, pointing device, or the like. If the operation unit 51 is an operation pedal, the amount of depression is the amount of operation of the operation unit 51 . Furthermore, the operation unit 51 may employ a form of voice input, gesture input, input of an operation signal from another terminal, or the like.

Moreover, it is not essential to switch the propulsion mode according to the switching operation by the user (pilot). For example, the mode switching processing unit 21 of the ship control system 2 automatically switches the propulsion mode according to the current position of the ship 1, the navigation situation of the ship 1 such as ship speed, or the remaining capacity of the main battery 352. you can go

Further, it is not essential that the propulsion mode can be switched in the driving state, and it is sufficient if the propulsion mode can be switched only when the operating state of the operation unit 51 is in the non-driving state. On the contrary, it is not essential that the propulsion mode is switchable in the non-driving state, and the propulsion mode may be switchable only when the operating state of the operation unit 51 is in the driving state.

Further, when the output of the first power source 31 is equal to or higher than a predetermined value, the mode is switched from the mode in which the first power source 31 is used for propulsion of the hull 1 to the mode in which the first power source 31 is not used for propulsion of the hull 1. limiting is not required. Further, it is not essential to change from the first output value V1 to the second output value V2 through the intermediate output value during the transition time T1 when switching from the first mode M1 to the second mode M2. Also, if the difference between the first output value V1 and the second output value V2 is less than the allowable value, it is not essential to shorten the transition time T1 compared to when the difference is equal to or greater than the allowable value. It is not essential that the transition time T1 has the same length when the difference between the first output value V1 and the second output value V2 is the first value and when the difference is the second value larger than the first value. .

(Embodiment 2)
As shown in FIG. 12, the method for controlling the ship 10 according to the present embodiment is such that when switching from the first mode M1 to the second mode M2, the first output value V1 is changed to the second output value without passing through the intermediate output value. It differs from the control method according to the first embodiment in that the output value is switched to the value V2. In the following, configurations similar to those of the first embodiment are denoted by common reference numerals, and descriptions thereof are omitted as appropriate.

That is, in the present embodiment, when switching from the first mode M1 to the second mode M2, the first output value V1 corresponding to the operation amount in the first mode M1 corresponds to the operation amount in the second mode M2. The output value is switched directly to the second output value V2 that FIG. 12 is a graph showing the output value (rotation speed of the propeller) in the upper stage and the boat speed in the lower stage, with the horizontal axis as the time axis. As an example in FIG. 12, it is assumed that the first mode M1 is the engine propulsion mode and the second mode M2 is the motor propulsion mode. Therefore, even if the operation amount of the operation unit 51 is the same, the output value changes from the first output value V1 to the second output value V2 by switching from the first mode M1 (engine propulsion mode) to the second mode M2 (motor propulsion mode). (<V1).

In this embodiment, since no intermediate output value is set, the output value abruptly (rapidly) drops from the first output value V1 to the second output value V2. As a result, compared to the first embodiment, the boat speed changes sharply when the propulsion mode is switched.

The configuration of the second embodiment can be employed in appropriate combination with the various configurations (including modifications) described in the first embodiment.

1 hull 2 ship control system 10 ship 24 adjustment processor 25 change processor 31 first power source 32 second power source 51 operation unit M1 first mode M2 second mode T1 transition time V1 first output value V2 second output value

Claims (12)

A ship comprising a plurality of power sources including a first power source and a second power source, and having a plurality of propulsion modes in which the power sources used for propulsion of the hull among the plurality of power sources are different,
adjusting an output value related to the propulsive force of the hull to a value corresponding to an operation amount of an operation unit;
changing the correspondence relationship between the manipulated variable and the output value according to the propulsion mode;
Vessel control method. Further comprising: switching the propulsion mode in response to a switching operation by a user;
A ship control method according to claim 1 . The operation state of the operation unit includes a driving state corresponding to the output value in which the operation amount is equal to or greater than a threshold, and a non-driving state corresponding to the output value in which the operation amount is less than the threshold;
the propulsion mode is switchable at least in the drive state;
The ship control method according to claim 1 or 2. The operation state of the operation unit includes a driving state corresponding to the output value in which the operation amount is equal to or greater than a threshold, and a non-driving state corresponding to the output value in which the operation amount is less than the threshold;
the propulsion mode is switchable at least in the non-driving state;
A ship control method according to any one of claims 1 to 3. when the output of the first power source is equal to or greater than a predetermined value, one of the plurality of propulsion modes is switched from a mode in which the first power source is used for propulsion of the hull to a mode in which the first power source is used for propulsion of the hull; further comprising restricting switching to unused modes;
A ship control method according to any one of claims 1 to 4. With switching from the first mode to the second mode among the plurality of propulsion modes, a first output value corresponding to the operation amount in the first mode and a second output value corresponding to the operation amount in the second mode assigning an intermediate output value between two output values to the manipulated variable;
A ship control method according to any one of claims 1 to 5. Along with switching from the first mode to the second mode, change from the first output value to the second output value via the intermediate output value over a transition time;
A ship control method according to claim 6 . If the difference between the first output value and the second output value is less than a permissible value, the transition time is shortened compared to when the difference is greater than or equal to the permissible value.
A ship control method according to claim 7 . The transition time is the same length when the difference between the first output value and the second output value is a first value and when the difference is a second value larger than the first value.
The ship control method according to claim 7 or 8. The ship control method according to any one of claims 1 to 9,
A vessel control program for execution by one or more processors. A ship comprising a plurality of power sources including a first power source and a second power source, and having a plurality of propulsion modes in which the power sources used for propulsion of the hull among the plurality of power sources are different,
an adjustment processing unit that adjusts an output value related to the propulsion force of the hull to a value corresponding to an operation amount of the operation unit;
A change processing unit that changes the correspondence relationship between the operation amount and the output value according to the propulsion mode,
Ship control system. A ship control system according to claim 11;
the hull;
vessel.

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