JP2023037808A - Control method for vessel, vessel control program, vessel control system, and vessel - Google Patents

Abstract

To provide a control method for a vessel, a vessel control program, a vessel control system, and a vessel allowing for easily improving maneuvering property.SOLUTION: A control method for a vessel is used for a vessel having at least a motor as a power source used for propulsion of a hull. The control method for the vessel includes a regular process, a boost process, and a restriction process. In the regular process, the motor is controlled according to an operation of an operation unit while restricting output torque of the motor to within an allowable range. In the boost process, the allowable range is expanded only within a boost period. In the restriction process, the boost process is restricted in a restriction range L1 which is at least an acceleration range of the motor by output torque of the motor and on the high rotation side of the motor.SELECTED DRAWING: Figure 6

Description

TECHNICAL FIELD The present disclosure relates to a ship control method, a ship control program, a ship control system, and a ship used in a ship having at least a motor as a power source used for propulsion of the ship.

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-mentioned related art, in a ship having a motor as a power source, the output torque of the motor is usually limited to a range below the rated torque of the motor. may not be obtained. Therefore, when the motor is sailing, for example, when the ship is maneuvered, such as a crash astern, in which the hull is suddenly stopped by switching from full ahead to full astern, the driving force will be insufficient. maneuverability (response) may deteriorate. Also, in a similar case, if the engine is started to compensate for the driving force, a time lag occurs due to the engine start, which may also deteriorate the maneuverability (response).

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 of ship maneuverability.

A ship control method according to an aspect of the present disclosure is used in a ship having at least a motor as a power source used for propulsion of the ship. The vessel control method includes a steady process, a boost process, and a limit process. In the steady-state processing, the motor is controlled according to the operation of the operation unit while limiting the output torque of the motor within an allowable range. In the boost process, the allowable range is expanded only within the boost period. In the limiting process, the boost process is limited at least in a limited area on the high rotation side of the motor, which is an acceleration area of the motor due to the output torque of the motor.

A ship control method according to an aspect of the present disclosure is used in a ship having at least a motor as a power source used for propulsion of the ship. The ship control method includes a steady process and a boost process. In the steady-state processing, the motor is controlled according to the operation of the operation unit while limiting the output torque of the motor within an allowable range. In the boost process, the allowable range is expanded only within the boost period. The boost period is triggered by an operation of the operation unit that accompanies a change in the target rotational speed of the motor that is greater than or equal to a threshold value.

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 an aspect of the present disclosure is used in a ship having at least a motor as a power source used for propulsion of the ship, and includes a steady processing section, a boost processing section, and a limit processing section. The steady-state processing unit controls the motor according to the operation of the operation unit while limiting the output torque of the motor within an allowable range. The boost processing unit expands the allowable range only within the boost period. The restriction processing unit restricts expansion of the allowable range by the boost processing unit at least in an acceleration region of the motor due to the output torque of the motor and a restriction region on the high rotation side of the motor.

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 facilitate improvement of ship maneuverability.

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 an explanatory diagram showing an example of the rotation speed-torque characteristics of the motor in the ship according to the first embodiment. FIG. 7 is an explanatory diagram of a motor control method according to the ship control method according to the first embodiment. FIG. 8 is an explanatory diagram showing the upper limit value of the output torque during the boost period according to the ship control method 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 flow chart showing an operation example of the ship control system according to the first embodiment. FIG. 11 is a block diagram showing a schematic configuration of a ship according to Embodiment 2. FIG.

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 or recreation on the sea. 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 an engine 31 as a first power source, a motor 32 as a second power source, 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.

A plurality of power sources including a first power source (engine 31) and a second power source (motor 32) each generate power (mechanical energy) used to propel the hull 1 . These power sources have different output characteristics, and at least different maximum outputs (maximum rotation speed and maximum torque). In this embodiment, the plurality of power sources are different types of power sources with completely different methods, types, 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.

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

The engine 31 and the motor 32 are individually driven to generate power. Therefore, the plurality of power sources are, for example, a state in which only the engine 31 of the engine 31 and the motor 32 is driven, a state in which only the motor 32 is driven, a state in which both the engine 31 and the motor 32 are driven, and the like. can be switched. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined in the power transmission section 33 and the combined power is supplied to the output section 4 . Therefore, for example, by combining the power of the engine 31, which is an engine, with the power of the motor 32, which is a motor, the motor 32 can assist the engine 31 and drive the output unit 4 with greater power. be.

The power transmission section 33 is provided between the plurality of power sources (the engine 31 and the motor 32) and the output section 4. As shown in FIG. The power transmission section 33 has a function of receiving power generated by a plurality of power sources and transmitting the power to the output section 4 . Here, the power transmission section 33 synthesizes power from a plurality of power sources (engine 31 and motor 32 ) and outputs the synthesized power to the output section 4 .

Further, the power transmission unit 33 has a function of switching whether or not to transmit power from each of the plurality of power sources (the engine 31 and the motor 32) to the output unit 4, that is, switching between a "transmission state" and a "cutoff state". have. A “transmission state” as used in the present disclosure is a state in which each power source (engine 31 or motor 32 ) and the output section 4 are mechanically connected and power is transmitted from each power source to the output section 4 . When each power source (the engine 31 or the motor 32) is driven while the power transmission section 33 is in the transmission state, the output section 4 is driven by the power generated by each power source. A “disconnected state” as used in the present disclosure is a state in which each power source (engine 31 or motor 32 ) and the output section 4 are mechanically disconnected and power is not transmitted from each power source to the output section 4 . Even if each power source (engine 31 or motor 32) is driven when the power transmission unit 33 is in the cut-off state, the power generated by each power source 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 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 . In other words, the ship control system 2 controls, for example, the drive status of each of the engine 31 and the motor 32 and the status of the power transmission section 33 (transmission status/disconnection status, 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 engine 31 or the motor 32 to adjust the rotation speed of the propeller of the output unit 4, thereby adjusting the movement speed (ship speed) of the hull 1. It is possible to

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 source used for propelling the hull 1 is different among the plurality of power sources (the engine 31 and the motor 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 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 engine 31 (first power source) and the motor 32 (second power source) are used to propel the hull 1 . The motor propulsion mode is a propulsion mode in which only the motor 32 of the engine 31 and the motor 32 is used to propel the hull 1 . The engine propulsion mode is a propulsion mode in which only the engine 31 of the engine 31 and the motor 32 is used for propulsion of 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 outputs an operation signal representing the operation amount. 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 (the engine 31 and the motor 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 engine 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 engine 31 is provided with a crankshaft as an output shaft that rotates by receiving the reciprocating motion of the piston, and the crankshaft is connected to the power transmission section 33 . As a result, power from the engine 31 is input to the power transmission portion 33 through the crankshaft.

In this embodiment, the motor 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 AC voltage to the motor 32 to drive the motor 32 . The output shaft of the motor 32 is connected to the power transmission section 33, and the power from the motor 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 motor 32, but also converts the AC voltage output from the motor 32 into DC voltage and converts it into the DC voltage of the main battery 352. It is also possible to output to In other words, in the drive unit 3 according to the present embodiment, by using the motor 32 as a generator, electric energy (AC power) generated when the motor 32 rotates due to an external force is used to generate a main current in the drive circuit 351 . Battery 352 can be charged.

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 engine 31 and the output section 4 . That is, the first clutch 331 is positioned in the middle of the power transmission path from the engine 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 rotor 331A is connected to the output shaft (crankshaft) of the engine 31, and the output side rotor 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 engine 31 and rotates. When the first clutch 331 is in the transmitting state, the power of the engine 31 is transmitted to the output section 4 via the first clutch 331, and when the first clutch 331 is in the disengaging state, the power of the engine 31 is transmitted to the first clutch. It is cut off by the 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 motor 32 and the second gear 334 and the fourth gear 336 . That is, the second clutch 332 is positioned in the middle of the power transmission path from the motor 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 motor 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 rotor 332C receives the power generated by the motor 32 and rotates. When the second clutch 332 is in the first transmission state, the power of the motor 32 is transmitted to the input side rotor 331A of the first clutch 331 via the second clutch 332, the second gear 334 and the first gear 333. be. At this time, if the first clutch 331 is in the transmission state, the power of the motor 32 is combined with the power of the engine 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 motor 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 motor 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. In FIGS. 4 and 5, the power transmitted from the engine 31 and the motor 32 to the output unit 4 is indicated by (thick line) dashed arrows.

The upper part of FIG. 4 shows a motor propulsion mode in which only the motor 32 of the engine 31 and the motor 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 ship control system 2 stops the engine 31 and controls the drive circuit 351 so that the electric power from the main battery 352 drives the motor 32 . As a result, as shown in FIG. 4, the power generated by the motor 32 is transmitted to the output section 4 via the second clutch 332, the fourth gear 336 and the third gear 335, and rotates the propeller of the output section 4. , the propulsion force of the hull 1 can be generated.

The lower part of FIG. 4 shows an engine propulsion mode in which only the engine 31 of the engine 31 and the motor 32 is used for propulsion of 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 engine 31 and stop the motor 32 . As a result, as shown in FIG. 4, the power generated by the engine 31 is transmitted to the output section 4 via the first clutch 331, rotates the propeller of the output section 4, and generates propulsion force for the hull 1. be able to.

The upper part of FIG. 5 shows a “hybrid propulsion mode (low speed)” suitable for “low speed” navigation among the hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1 . 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 engine 31 and controls the drive circuit 351 so that the electric power from the main battery 352 drives the motor 32 . Accordingly, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output section 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the second clutch 332, the fourth gear 336 and the It is transmitted to the output section 4 via the third gear 335 . As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output section 4 and generate the propulsion force for the hull 1 .

The lower part of FIG. 5 shows a “hybrid propulsion mode (high speed)” suitable for “high speed” navigation among hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1 . 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 engine 31 and controls the drive circuit 351 so that the electric power from the main battery 352 drives the motor 32 . As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output section 4 via the first clutch 331, and the power generated by the motor 32 is transferred to the second clutch 332, the second gear 334, and the second gear 334. It is transmitted to the output section 4 via the first gear 333 and the first clutch 331 . As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output section 4 and generate the propulsion 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 motor 32 via the third gear 335, the fourth gear 336 and the second clutch 332, and by rotating the output shaft of the motor 32, the motor 32 generates alternating current. generate electricity. AC power generated by the motor 32 is used to charge a 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 , it is possible to charge the main battery 352 using the power generated by the engine 31 when the hull 1 is sailing or stopping (anchoring). (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 engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334 and the second clutch 332. By rotating the output shaft of the motor 32, the motor 32 generates AC power. AC power generated by the motor 32 is used to charge a 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 this embodiment will be described with reference to 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, a steady state processing unit 24, a boost processing unit 25, a restriction processing unit 26, It has 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 engine 31, the drive circuit 351 that drives the motor 32, the electromagnetic valve that controls the first clutch 331, and the actuator 34 that controls the second clutch 332. etc. 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. .

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

The motor control unit 23 controls a motor 32 as a second power source. Specifically, the motor control unit 23 controls a driving circuit 351 (see FIG. 3) for driving the motor 32 and the like. Thereby, the motor control section 23 can control the motor 32 so as to adjust the output (mainly the rotation speed and torque) of the motor 32 to an arbitrary value. Especially in the present embodiment, the motor control unit 23 can perform two types of control of the motor 32, that is, rotational speed control (rotational speed control) and torque control. In rotation speed control, the motor control unit 23 sets a target rotation speed of the motor 32 and controls the rotation speed of the motor 32 so as to approach the target rotation speed. In torque control, the motor control unit 23 sets a target torque of the motor 32 and controls the torque of the motor 32 so as to approach the target torque.

The steady-state processing unit 24 executes steady-state processing for controlling the motor 32 according to the operation of the operation unit 51 while limiting the output torque of the motor 32 within an allowable range. Specifically, the steady-state processing unit 24 sets the upper limit of the output torque of the motor 32 within the allowable range, and instructs the motor control unit 23 to set the target rotation speed of the motor 32. Rotational speed control of the motor 32 is executed. Here, basically, the steady-state processing unit 24 increases the target rotation speed of the motor 32 as the operation amount of the operation unit 51 increases, and increases the target rotation speed of the motor 32 as the operation amount of the operation unit 51 decreases. to be smaller. When an operation signal representing the operation amount of the operation unit 51 is input from the operation device 5, the steady processing unit 24 determines the target rotation speed corresponding to this operation amount.

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, the operating portion 51 can be rotated (moved) from the neutral position to each of the forward and reverse positions, and the propulsive force of the hull 1 is 0 (zero) when the operating portion 51 is in the neutral position. and 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 of the operation part 51 from the neutral position to the forward position side is the amount of operation of the operation part 51 when moving the hull 1 forward, and the rotation angle of the operation part 51 from the neutral position to the reverse position side is the hull. This is the operation amount of the operation unit 51 when the vehicle 1 is moved backward.

The boost processing unit 25 executes boost processing for expanding the allowable range only within the boost period. That is, while the output torque of the motor 32 is limited within the allowable range by the steady-state processing unit 24, the boost processing unit 25 temporarily expands (enlarges) the allowable range to increase the output torque of the motor 32. It is possible to raise the bottom temporarily. In this embodiment, as an example, the allowable range before expansion is a range whose upper limit is the "rated torque" of the motor 32, while the allowable range after expansion is a range whose upper limit is the "allowable torque" of the motor 32. be. The “rated torque” referred to here is torque determined for each motor 32 assuming that the motor 32 can continuously (continuously) output the rated output at the rated voltage and rated frequency. The “permissible torque” referred to here is torque determined for each motor 32 as the maximum (upper limit) torque that can be used temporarily during operation of the motor 32, and is greater than the rated torque. In other words, the motor 32 can be driven continuously (continuously) with the rated torque, but can be driven with the allowable torque only within a certain period of time (for example, 10 seconds, 20 seconds, or 60 seconds). there is

The limit processing unit 26 expands the allowable range (boost processing ) is executed. The “restriction” referred to in the present disclosure means not only completely prohibiting expansion of the allowable range, but also restricting the expansion of the allowable range by the boost processing unit 25, such as reducing the amount of expansion of the allowable range (expansion width). means to impose That is, the output torque of the motor 32 can be temporarily increased by temporarily expanding (enlarging) the allowable range of the output torque of the motor 32 in the limit region L1. The restriction processing unit 26 imposes some restriction on raising the bottom.

In addition, the “acceleration region” referred to in the present disclosure is a region in which the output torque of the motor 32 acts in a direction to increase (accelerate) the rotation speed of the motor 32, that is, the output torque of the motor 32 is the same as the rotation speed of the motor 32. A sign (positive or negative) signifies an area. On the other hand, the “deceleration region” referred to in the present disclosure is a region in which the output torque of the motor 32 acts in a direction to decrease (decelerate) the rotation speed of the motor 32, that is, the output torque of the motor 32 differs from the rotation speed of the motor 32. A sign (positive or negative) signifies an area. In the rotation speed-torque characteristics of the motor 32 as shown in FIG. 6, which will be described later, the first quadrant (upper right area) and the third quadrant (lower left area) are the acceleration areas, and the second quadrant (upper left area) and the third quadrant (upper left area) are acceleration areas. The 4th quadrant (lower right area) is the deceleration area.

[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. 6 to 10. 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 FIG. 6 is a graph showing rotation speed-torque characteristics of the motor 32, with the horizontal axis representing the rotation speed and the vertical axis representing the torque.

As described above, the allowable range defined for the output torque of the motor 32 includes an unexpanded allowable range whose upper limit is the "rated torque" and an expanded allowable range whose upper limit is the "allowable torque". be. FIG. 6 schematically shows the rated torque G1 and the allowable torque G2. That is, when the allowable range is not expanded, the output torque of the motor 32 is limited within the range surrounded by the rated torque G1 in FIG. 6, and when the allowable range is expanded, the allowable torque G2 in FIG. The output torque of the motor 32 is limited within the range enclosed by . Therefore, in a state in which the allowable range is expanded, it is possible to cause the motor 32 to output an output torque exceeding the rated torque G1.

Further, in the ship 10, the load characteristic G3 representing the load applied to the motor 32 changes according to the sailing speed (ship speed). That is, in the propulsion mode (motor propulsion mode or hybrid propulsion mode) in which the output of the motor 32 is used to propel the hull 1, the sailing speed increases as the rotation speed of the motor 32 increases, and the load applied to the output unit 4 increases. Become. Therefore, as shown in FIG. 6, the load characteristic G3 is determined according to the rotation speed of the motor 32, and the load indicated by the load characteristic G3 increases as the rotation speed of the motor 32 increases.

Here, the tolerance can be extended only within the boost period. In other words, since the motor 32 can be driven with the "allowable torque" only within a certain period of time (for example, 10 seconds, 20 seconds, or 60 seconds), the allowable range cannot be expanded blindly. Therefore, in the ship control system 2 according to the present embodiment, the motor 32 is operated by the steady-state processing unit 24 so as to limit the rated torque G1 to within the allowable range before expansion, which is the upper limit, during normal times other than the boost period. Control. When the ship 10 is sailing, torque larger than the load characteristic G3 is used for acceleration. In other words, the hull 1 is accelerated by driving the motor 32 with an output torque greater than the load characteristic G3. Therefore, when the allowable range is not expanded, the rotation speed of the motor 32 is increased along the rated torque G1 in FIG. 6 when accelerating the hull 1 . Then, when the rotational speed of the motor 32 increases and reaches the intersection point C1 between the rated torque G1 and the load characteristic G3, the motor 32 is controlled so that it cannot accelerate any further. That is, the rotation speed of the motor 32 when the output torque of the motor 32 and the load applied to the motor 32 by the load characteristic G3 are the same is defined as the maximum boat speed.

On the other hand, when the operation state of the operation unit 51 is switched from full forward (Full Ahead) to full astern (Full Astern) and a ship maneuver such as a crash astern is performed to suddenly stop the hull 1, the output of the motor 32 is reduced. It is preferable to forcibly raise the torque. That is, when an operation such as a crash astern, such as a sudden stop or a sudden start, is performed on the operation unit 51, the motor 32 is required to output torque larger than usual. If manipulated, it is preferable to extend the tolerance.

Therefore, the ship control system 2 according to the present embodiment starts a boost period for expanding the allowable range, triggered by an operation of the operation unit 51 accompanied by a change equal to or greater than the threshold of the target rotation speed of the motor 32. . In the present disclosure, "an operation of the operation unit 51 involving a change equal to or greater than the threshold value of the target rotation speed" is an operation that may require a large output torque due to a sudden change in the target rotation speed, and the unit time of the operation amount of the operation unit 51 It includes an operation in which the rate of change in winning is equal to or greater than a predetermined value, an operation in which an amount of change in the amount of operation of the operation unit 51 per unit time is equal to or greater than a predetermined value, and the like. In this embodiment, as an example, when the operation speed (rotational speed) of the operation unit 51 is equal to or greater than a predetermined value, it is assumed that the operation unit 51 is operated with a change of the target rotation speed equal to or greater than the threshold. That is, when the operation speed of the operation unit 51 is fast (the rate of change of the operation amount is large), the boost period for expanding the allowable range to the "allowable trigger" is started with the operation as a trigger. Therefore, for example, when the operation state of the operation unit 51 is suddenly switched from full forward to full reverse as in a crash astern, the boost period starts, but the operation state of the operation unit 51 is changed from full forward to full reverse. If you switch slowly, the boost period will not start.

By the way, near the maximum ship speed of the ship 10, such a large output torque as described above is not required. Therefore, the ship control system 2 according to the present embodiment restricts the boost processing that expands the allowable range at least in the acceleration region of the motor 32 by the output torque of the motor 32 and in the restricted region L1 on the high rotation side of the motor 32. do. As a result, the line shown as the limit torque G10 in FIG. 6 becomes the upper limit of the actual output torque of the motor 32 . That is, in FIG. 6, in the first quadrant (upper right region) and the third quadrant (lower left region), which are acceleration regions, when the rotation speed of the motor 32 exceeds a certain rotation speed, the output torque of the motor 32 is reduced to the limit torque. There is a restricted region L1 restricted to G10.

Therefore, for example, when performing a crash astern in which the operation unit 51 is quickly switched from full forward to full reverse to quickly stop the hull 1, the output torque of the motor 32 changes as shown in FIG.

That is, when sailing at the maximum ship speed in the motor propulsion mode, the output torque of the motor 32 is on the intersection point C1 between the rated torque G1 and the load characteristic G3 in the first quadrant (upper right region). In this state, when the operation unit 51 is switched from full speed forward to full speed reverse, the boost period starts, so the allowable range is expanded and the motor 32 is driven with the allowable torque G2 exceeding the rated torque G1 (arrow A1 ). At this point, the output section 4 (propeller) is rotating forward due to inertia, so the output torque of the motor 32 acts in a direction to decrease (decelerate) the rotational speed of the motor 32, i.e., the fourth Move to quadrant (lower right region).

In this state, by continuing to drive the motor 32 with a negative output torque, the rotation speed of the output section 4 (propeller) gradually decreases along the allowable torque G2, passing through zero rotation speed (0), Transition to reverse rotation (arrows A2, A3). As a result, the output torque of the motor 32 shifts to the acceleration region acting to increase (accelerate) the rotational speed of the motor 32, that is, the third quadrant (lower left region) in FIG. In this manner, when the motor 32 rotates in the reverse direction, a thrust is generated in the output section 4 in a direction to move the hull 1 backward, so that a braking force for stopping the hull 1 suddenly acts.

As described above, the ship 10 control method according to the present embodiment is used for the ship 10 having at least the motor 32 as a power source used for propulsion of the hull 1 . This control method has a steady process, a boost process, and a limit process. In the steady process, the motor 32 is controlled according to the operation of the operation unit 51 while limiting the output torque of the motor 32 within the allowable range. The boost process extends the allowable range only during the boost period. In the limiting process, the boost process is limited at least in a limiting region L1 on the high rotation side of the motor 32, which is an acceleration region of the motor 32 due to the output torque of the motor 32. FIG.

According to this configuration, even with the motor 32 alone, it is possible to obtain sufficient output torque by expanding the allowable range. Therefore, during navigation by the motor 32 (motor propulsion mode), for example, when the ship is maneuvered such as a crash astern in which the hull 1 is suddenly stopped by switching from full forward to full reverse, the maneuverability (responsiveness) is improved. It is easy to improve Moreover, at least in the restricted region L1 on the high rotation side of the motor 32, which is the acceleration region of the motor 32 due to the output torque of the motor 32, expansion of the allowable range by the boost process is restricted, so that crash astern in case of emergency is prevented. In preparation for such operations, it is possible to leave a margin for expanding the allowable range.

Further, the control method for the ship 10 according to the present embodiment is used for the ship 10 having at least the motor 32 as a power source used for propulsion of the hull 1 . This control method has a steady process and a boost process. In the steady process, the motor 32 is controlled according to the operation of the operation unit 51 while limiting the output torque of the motor 32 within the allowable range. The boost process extends the allowable range only during the boost period. Here, the boost period is triggered by an operation of the operation unit 51 accompanied by a change in the target rotational speed of the motor 32 equal to or greater than the threshold.

According to this configuration, even with the motor 32 alone, it is possible to obtain sufficient output torque by expanding the allowable range. Moreover, the operation of the operation unit 51 that causes the target rotational speed of the motor 32 to change by a threshold value or more triggers the start of the boost period that extends the allowable range. Therefore, during navigation by the motor 32 (motor propulsion mode), for example, when the ship is maneuvered such as a crash astern in which the hull 1 is suddenly stopped by switching from full forward to full reverse, the maneuverability (responsiveness) is improved. It is easy to improve

Further, in this embodiment, the restricted area L1 exists only in the acceleration area between the deceleration area and the acceleration area of the motor 32 due to the output torque of the motor 32 . That is, in the second quadrant (upper left region) and fourth quadrant (lower right region), which are deceleration regions in terms of the rotation speed-torque characteristics of the motor 32 as shown in FIG. extension is not restricted. Therefore, for maneuvers such as crash astern, the extension of the allowable range by boost processing is not restricted, and it is possible to request a large output torque from the motor 32 .

Further, in the control method according to the present embodiment, in the limit processing, the expansion amount of the allowable range is gradually decreased as the rotation speed of the motor 32 increases. That is, as shown in FIG. 6, when the expansion of the allowable range is limited by the limiting process, the amount of expansion of the allowable range is gradually (continuously or stepwise) reduced as the rotation speed of the motor 32 increases. , the allowable torque G2 and the rated torque G1 are smoothly connected by the limit torque G10. As a result, during acceleration to increase the rotation speed of the motor 32, when the expansion of the allowable range is restricted by the restriction process, the hull 1 is less likely to be impacted by sudden changes in the output torque.

Further, in the present embodiment, the propulsion modes of the ship 10 include a motor propulsion mode in which the motor 32 is used to propel the hull 1, an engine propulsion mode in which the engine 31 is used to propel the hull 1, and an engine propulsion mode in which both the engine 31 and the motor 32 are used. and a hybrid propulsion mode used to propel the hull 1 . Here, the boost processing that extends the allowable range is effective only when the propulsion mode is in the motor propulsion mode. That is, not only in the engine propulsion mode, but also in the hybrid propulsion mode, the allowable range cannot be expanded by boost processing, so the output torque of the motor 32 is limited to within the allowable range before expansion (rated torque G1 or less). be done. As a result, in the propulsion mode in which only the output of the motor 32 is used for propulsion of the hull 1, it is possible to leave a margin for expanding the allowable range in preparation for operations such as crash astern in case of emergency.

By the way, in the present embodiment, as shown in FIG. 8, the boost period T1 during which the motor 32 can be driven with the allowable torque G2 is limited within a certain period of time t2. FIG. 8 shows the allowable range (upper limit of the output torque) during the boost period T1 during which the boost process for expanding the allowable range is executed, with the horizontal axis representing the time axis and the vertical axis representing the torque of the motor 32 . In other words, the boost period T1 in which the allowable range can be extended from the rated torque G1 to the allowable torque G2 ends after a certain period of time t2 has elapsed since the boost process for extending the allowable range started. That is, the boost process is a time-limited process with a time limit, and after a certain period of time t2 elapses, the allowable range returns to the rated torque G1 before expansion. As a result, the boost process for extending the allowable range can be continued only within the fixed time t2, so that an excessive load on the motor 32 can be avoided.

Further, in the boost process, the control method according to the present embodiment gradually reduces the expansion amount of the allowable range as time elapses within the boost period T1. That is, as shown in FIG. 8, in a state in which the allowable range is expanded from the rated torque G1 to the allowable torque G2 by the boost process, the amount of expansion of the allowable range is gradually (continuously or stepwise) decreased over time. By doing so, the allowable torque G2 and the rated torque G1 are smoothly connected. In the example of FIG. 8, when the predetermined time t1 shorter than the predetermined time t2 elapses, the expansion amount starts to decrease, and when the predetermined time t2 elapses and the boost period T1 ends, the allowable range reaches the rated torque. The expansion amount decreases in proportion to the passage of time so as to reach G1. As a result, when the boost process is forcibly terminated after the lapse of the fixed time t2, the hull 1 is less likely to be impacted by a sudden change in the output torque. The predetermined time t1 is, for example, about half the predetermined time t2, and if the predetermined time t2 is 10 seconds, the predetermined time t1 is about 5 seconds.

Further, in this embodiment, the boost process can be executed again when the recovery period elapses after the end of the boost period T1. That is, for example, after the boost period T1 ends after a certain period of time t2 has elapsed, the remaining time of the boost period T1 recovers when the recovery period necessary for cooling the motor 32 or the like elapses. As a result, even after the allowable range is expanded by the boost process and the output torque of the motor 32 is increased, the output torque of the motor 32 can be increased again after the recovery period has elapsed.

Specifically, in the present embodiment, the boost period T1 during which the boost process for extending the allowable range is performed is the constant time t2. becomes zero (0), the boost process is forcibly terminated. Therefore, the countdown starts simultaneously with the start of the boost process, and when the boost process ends in the middle of the boost period T1, the countdown stops at that point. Then, when the boost process is restarted with the remaining time remaining, the countdown restarts from the remaining time. For example, if the fixed time t2 is 10 seconds and the boost process ends 7 seconds after the start of the boost process, the remaining time of the boost period T1 is 3 seconds. In this case, when the boost process is resumed, the boost process can be performed only during the boost period T1 of 3 seconds at maximum.

Here, the remaining time of the recovery boost period T1 may change according to the length of the recovery period. As an example, assume that the remaining time of the boost period T1 recovers by a factor of 10 relative to the recovery period. In this case, after the boost period T1 is used up and the remaining time is zero (0), after 10 seconds, the remaining time of the boost period T1 recovers to 1 second, and after 100 seconds, the remaining time of the boost period T1 is 10 seconds. recover up to

[4.2] An example of a control system Next, an example of a control system for embodying the processes performed particularly by the steady-state processing unit 24, the boost processing unit 25, and the limit processing unit 26 of the ship control system 2 will be described. do.

That is, according to the control system shown in the block diagram of FIG. 9, in the motor propulsion mode, the indicated torque (indicated value of the output torque) of the motor 32 can be limited within the allowable range. In the control system shown in FIG. 9, the commanded torque of the motor 32 is output by inputting the target rotation speed and the actual rotation speed (actual rotation speed) of the motor 32 . Specifically, in the rotation speed control block B1, the target torque of the motor 32 is determined based on the target rotation speed and the actual rotation speed. In the torque limit block B2, the command torque is calculated by adding the limit of the output torque to the target torque. At this time, the torque limiting block B2 sets an upper limit of the output torque and calculates an indicated torque equal to or lower than the upper limit in order to limit the output torque within an allowable range.

The allowable range is calculated in the cruise torque limit block B3 and the time limit block B4. In the cruise torque limit block B3, the upper limit value (permissible range) of the output torque is calculated from the actual rotation speed by referring to the rotation speed-torque characteristic map of the motor 32 as shown in FIG. That is, the block B3 calculates a torque equal to or greater than the rated torque G1 and equal to or less than the allowable torque G2 as the upper limit value in a range where the rotational speed is equal to or less than the intersection point C1 between the rated torque G1 and the load characteristic G3. In a time limit block B4, a time-torque characteristic map such as that shown in FIG. 8 is referenced to calculate the upper limit value (permissible range) of the output torque according to the elapsed time from the start of the boost period T1. That is, the block B4 advances the countdown of the boost period T1 while the indicated torque exceeds the rated torque G1, and when the remaining time of the boost period T1 becomes zero (0), the rated torque G1 is set to the upper limit of the output torque. value (acceptable range). Furthermore, the block B4 counts the time during which the commanded torque is equal to or less than the rated torque G1 as a recovery period, and recovers the remaining time of the boost period T1 according to the recovery period.

[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. 10 .

That is, in the control method according to this embodiment, the steady-state processing unit 24 of the ship control system 2 sets the allowable range of the output torque of the motor 32 to the rated torque G1 (S1). In step S2, the ship control system 2 determines whether or not the operation unit 51 has been suddenly operated such that the change in the target rotation speed of the motor 32 is greater than or equal to the threshold value. If an operation, such as a crash astern, is performed in which the change rate of the operation amount of the operation unit 51 is equal to or greater than a predetermined value (S2: Yes), the ship control system 2 shifts the process to step S3. On the other hand, if the operation unit 51 is not suddenly operated (S2: No), the ship control system 2 shifts the process to step S1.

In step S3, the ship control system 2 determines whether or not the remaining time of the boost period T1 is greater than zero (0). If the remaining time of the boost period T1 is zero (0) immediately after the boost process has already been performed (S3: No), the ship control system 2 shifts the process to step S1. On the other hand, if the remaining time of the boost period T1 is greater than zero (0) (S3: Yes), the ship control system 2 shifts the process to step S4.

In step S4, the boost processing unit 25 of the ship control system 2 expands the allowable range up to the allowable torque G2. However, as shown in FIG. 8, the allowable range is expanded to torque smaller than the allowable torque G2 depending on the remaining time. In the next step S5, the ship control system 2 determines whether or not the rotation speed of the motor 32 has reached the limit area L1. When the number of rotations of the motor 32 reaches the high rotation speed and reaches the restricted area L1 (S5: Yes), the ship control system 2 shifts the process to step S1. At this time, the limit processor 26 of the ship control system 2 disables the boost process and sets the allowable range of the output torque of the motor 32 to the rated torque G1 (S1). On the other hand, if the number of rotations of the motor 32 has reached high rotation and has not reached the limit area L1 (S5: No), the ship control system 2 shifts the process to step S3.

The ship control system 2 repeatedly executes the processes of steps S1 to S5. However, the flowchart shown in FIG. 10 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.

Also, the engine 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine. The motor 32 is also not limited to an AC motor, and may be a DC motor, for example. Also, the motor 32 may be driven by electric power supplied from a power generator such as a fuel cell or a solar power generator, for example.

In addition, the ship 10 only needs to have a plurality of power sources including the engine 31 and the motor 32 in the hull 1. For example, in addition to the engine 31 and the motor 32, the ship 10 may have three or more power sources such as a third power source. It may have a power source.

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

Also, the boost process that extends the allowable range may be effective not only when the propulsion mode is the motor propulsion mode, but also in the hybrid propulsion mode. Alternatively, boost processing may be effective only when the propulsion mode is in hybrid propulsion mode.

Further, the trigger for starting the boost period T1 is not limited to the operation speed (rotational speed) of the operation unit 51 being equal to or higher than a predetermined value. For example, if the operation unit 51 includes an emergency stop button, pressing the emergency stop button is regarded as an operation of the operation unit 51 that causes a change in the target rotational speed of the motor 32 equal to or greater than the threshold, and this is a trigger. The boost period T1 may start at . Alternatively, the boost period T<b>1 may be started not by the operation of the operation unit 51 but by the satisfaction of other activation conditions as a trigger.

(Embodiment 2)
The control method for a vessel 10A according to this embodiment differs from the control method according to the first embodiment in that it is used for a vessel 10A having only a motor 32 as a power source, as shown in FIG. 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 this embodiment, the drive unit 3 of the hull 1 does not include the engine 31 (see FIG. 2) as a power source. Further, in the ship control system 2, the mode switching processing section 21 (see FIG. 2) and the engine control section 22 (see FIG. 2) are omitted. As described above, the process of limiting the output torque of the motor 32 can be applied to the marine vessel 10A having only the motor 32 as a power source, as in the first embodiment.

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, 10A Ship 24 Steady Processing Section 25 Boost Processing Section 26 Limit Processing Section 26
31 engine 32 motor 51 operating unit L1 restricted area T1 boost period t2 fixed time

Claims (12)

Used in a ship having at least a motor as a power source used for propulsion of the hull,
a steady process of controlling the motor according to the operation of the operation unit while limiting the output torque of the motor within an allowable range;
a boost process that expands the allowable range only within the boost period;
limiting processing for limiting the boost processing at least in an acceleration region of the motor due to the output torque of the motor and a limitation region on the high rotation side of the motor;
Vessel control method. The restricted area exists only in the acceleration area of the deceleration area of the motor due to the output torque of the motor and the acceleration area.
A ship control method according to claim 1 . The boost period is triggered by an operation of the operation unit accompanied by a change equal to or greater than a threshold of the target rotation speed of the motor.
The ship control method according to claim 1 or 2. In the limiting process, the expansion amount of the allowable range is gradually reduced as the number of revolutions of the motor increases.
A ship control method according to any one of claims 1 to 3. The boost period ends when a certain period of time elapses after the boost process is started.
A ship control method according to any one of claims 1 to 4. In the boost process, the amount of expansion of the allowable range is gradually reduced as time passes within the boost period.
A ship control method according to claim 5 . When a recovery period elapses after the boost period ends, the boost process can be executed again.
The ship control method according to claim 5 or 6. The propulsion modes of the ship include a motor propulsion mode in which the motor is used to propel the hull, an engine propulsion mode in which an engine is used to propel the hull, and a hybrid propulsion mode in which both the engine and the motor are used to propel the hull. including mode and
the boost process is effective only when the propulsion mode is in the motor propulsion mode;
A ship control method according to any one of claims 1 to 7. Used in a ship having at least a motor as a power source used for propulsion of the hull,
a steady process of controlling the motor according to the operation of the operation unit while limiting the output torque of the motor within an allowable range;
a boost process that expands the allowable range only within a boost period;
The boost period is triggered by an operation of the operation unit accompanied by a change equal to or greater than a threshold of the target rotation speed of the motor.
Vessel control method. The ship control method according to any one of claims 1 to 9,
A vessel control program for execution by one or more processors. Used in a ship having at least a motor as a power source used for propulsion of the hull,
a steady processing unit that controls the motor according to the operation of the operation unit while limiting the output torque of the motor within an allowable range;
a boost processing unit that expands the allowable range only within a boost period;
a restriction processing unit that restricts expansion of the allowable range by the boost processing unit at least in an acceleration region of the motor due to the output torque of the motor and a restriction region on the high rotation side of the motor;
Ship control system. A ship control system according to claim 11;
the hull; and
vessel.

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