JP2021183452A - Vessel control device, vessel control method, and program - Google Patents

Abstract

To provide a technology for acquiring further suitable actual rotation speed regarding the actual rotation speed of a vessel engine.SOLUTION: In one aspect of this invention, a vessel control device includes: an acquisition unit for acquiring respective rotation speed detected by a plurality of detection units for detecting the rotation speed of an engine generating propulsion force for a vessel; and a determination unit for determining the rotation speed of the engine based on the acquired rotation speed and at least one of state information which is information regarding target rotation speed of the engine and the state of the engine, and vessel speed of the vessel when values of the acquired rotation speed differ.SELECTED DRAWING: Figure 1

Description

The present invention relates to a ship control device, a ship control method and a program.

Even if an abnormality occurs in a device such as an engine, the ship being sailed may be located in the open sea, and there may be no facility for repairs nearby. Therefore, in some cases, the abnormality must be left as it is, and as a result, there is a risk of developing an accident such as sinking. Therefore, the device provided in the ship may be provided with redundancy for the purpose of reducing the possibility of such a danger. For example, the engine speed is a very important value to prevent the occurrence of resonance. The engine speed has a dangerous speed range in which long-term operation in a predetermined speed range is prohibited. In the unlikely event that the engine speed reaches the dangerous speed range, it is required to quickly exit the dangerous speed range (see, for example, Patent Document 1). Thus, the engine speed is an important value. Therefore, in order to obtain a more stable and more accurate value, it is common to install a plurality of sensors for detecting the engine speed with redundancy.

Japanese Unexamined Patent Publication No. 2018-138775

However, when a ship is equipped with a plurality of sensors for detecting the engine rotation speed, there may be a difference between the sensors regarding the rotation speed detected by the sensors. In such a case, it may be difficult to determine which of the plurality of rotation speeds detected by each sensor should be acquired as the value used for controlling the ship. As a result, there is a high possibility that the rotation speed that deviates from the actual rotation speed of the engine will be acquired, and appropriate control of the ship will not be performed. Therefore, even if there is a difference in the rotation speed of the detection result between the sensors, it is necessary to acquire a rotation speed closer to the actual rotation speed of the engine (more appropriate rotation speed).

In view of the above circumstances, it is an object of the present invention to provide a technique capable of acquiring a more appropriate value for the rotation speed of a ship engine.

One aspect of the present invention is when the acquisition unit that acquires each rotation speed detected by a plurality of detection units that detect the rotation speed of the engine that generates the propulsive force of the ship and the acquired rotation speed value are different. The engine speed is determined based on at least one of the acquired rotation speed, the target rotation speed of the engine, the state information which is information on the state of the engine, and the ship speed of the ship. It is a ship control device including a determination unit.

As described above, the ship control device is one of the rotation speeds acquired by the acquisition unit based on at least one of the target rotation speed, the state information which is the information about the engine state, and the ship speed. The rotation speed is acquired as the actual rotation speed (actual rotation speed) of the engine. Therefore, even if the detection result differs between the detection units such as when a part of the detection unit fails, the ship control device can acquire a more appropriate value for the actual rotation speed of the engine.

In the above-mentioned ship control device, the determination unit may determine the highest rotation speed as the rotation speed of the engine when the difference between the rotation speeds acquired by the acquisition unit is a predetermined value or more.

In the above-mentioned ship control device, the determination unit calculates an estimated rotation speed based on the fuel input amount and the output of the engine, and uses the estimated rotation speed calculated from the rotation speed acquired by the acquisition unit. The closest rotation speed may be determined as the rotation speed of the engine.

In the above-mentioned ship control device, the state information includes the amount of fuel input to the engine, and the determination unit determines the number of revolutions acquired by the acquisition unit when the amount of fuel input is equal to or greater than a predetermined amount. The rotation speed closest to the target rotation speed may be determined as the rotation speed of the engine.

In the above-mentioned ship control device, the determination unit detects the rotation speed of the engine at the timing when the target rotation speed is determined, the target rotation speed, and the plurality of detection units from the timing. The value of one of the rotation speeds acquired by the acquisition unit may be determined as the rotation speed of the engine based on the elapsed time up to.

In the above-mentioned ship control device, when the target rotation speed is substantially constant over a predetermined time, the determination unit sets the value closest to the target rotation speed from the rotation speeds acquired by the acquisition unit to the engine. It may be determined as the number of revolutions of.

In the ship control device, the state information includes the fuel input amount to be input to the engine, and the determination unit is acquired by the acquisition unit when the fuel input amount is substantially constant over a predetermined time. The value closest to the target rotation speed may be determined as the engine rotation speed from the generated rotation speeds.

In the ship control device, the state information includes the rotation direction of the engine and the fuel input amount of the engine, and the determination unit is based on the ship speed when the fuel is not charged to the engine. , The number of revolutions of the engine may be determined.

The ship control device may further include an engine control unit that determines the amount of fuel input to the engine and the fuel input timing based on the rotation speed determined by the determination unit.

In the above-mentioned ship control device, the state information includes the fuel input amount and the target rotation speed to be input to the engine, and the determination unit determines that the fuel input amount is equal to or more than a predetermined amount and the fuel input amount and the fuel input amount and the target rotation speed are included. When the target rotation speed is substantially constant over a predetermined time, the value closest to the target rotation speed may be determined as the engine rotation speed from the rotation speeds acquired by the acquisition unit.

One aspect of the present invention is a case where the acquisition step of acquiring each rotation speed detected by a plurality of detection units that detect the rotation speed of the engine that generates the propulsive force of the ship and the acquired rotation speed value are different. The engine speed is determined based on at least one of the acquired rotation speed, the target rotation speed of the engine, the state information which is information on the state of the engine, and the ship speed of the ship. It is a ship control method having a determination step.

As described above, in the above-mentioned ship control device method, among the rotation speeds acquired in the acquisition step, based on at least one of the target rotation speed, the state information which is the information about the engine state, and the ship speed. Acquire one rotation speed as the actual rotation speed (actual rotation speed) of the engine. Therefore, even if the detection result differs between the detection units such as when a part of the detection unit fails, the ship control method can acquire a more appropriate value for the actual engine speed.

One aspect of the present invention is a program for operating a computer as the ship control device.

As described above, in the above program, one of the rotation speeds acquired in the acquisition step is rotated based on at least one of the target rotation speed, the state information which is the information about the engine state, and the ship speed. Get the number as the actual engine speed (actual speed). Therefore, even if the detection result differs between the detection units such as when a part of the detection unit fails, the program can acquire a more appropriate value for the actual engine speed.

One aspect of the present invention is a case where the acquisition unit that acquires each rotation speed detected by a plurality of detection units that detect the rotation speed of the engine that generates the propulsive force of the ship and the acquired rotation speed value are different. , A ship control including a determination unit that calculates an estimated rotation speed based on the amount of fuel input to the engine and the output of the engine, and determines the rotation speed of the engine based on the calculated estimated rotation speed. It is a device.

As described above, in the above-mentioned ship control device, when the values of the rotation speeds acquired by the plurality of detection units are different, the estimated rotation speeds are calculated and calculated based on the fuel input amount input to the engine and the output of the engine. The actual engine speed (actual speed) is determined based on the estimated speed. Therefore, even if the detection result differs between the detection units such as when a part of the detection unit fails, the ship control device can acquire a more appropriate value for the actual rotation speed of the engine.

According to the present invention, it is possible to obtain a more appropriate value for the rotation speed of the engine of a ship.

The figure which shows an example of the functional structure of the ship 1 of 1st Embodiment. Explanatory drawing explaining the detection system 60 in 1st Embodiment. The figure which shows an example of the functional structure of the integrated control unit 11 in 1st Embodiment. The flowchart which shows an example of the flow of the voyage processing in 1st Embodiment. The first flowchart explaining an example of the flow of the actual rotation speed determination process in 1st Embodiment. The second flowchart explaining an example of the flow of the actual rotation speed determination process in 1st Embodiment. The third flowchart explaining an example of the flow of the actual rotation speed determination process in 1st Embodiment. A fourth flowchart illustrating an example of the flow of the actual rotation speed determination process in the first embodiment. A fifth flowchart illustrating an example of the flow of the actual rotation speed determination process in the first embodiment. The flowchart which shows an example of the flow of the 1st transformation processing in the modification. The flowchart which shows an example of the flow of the 2nd transformation processing in the modification. The explanatory view of the 2nd transformation process in the modification. The flowchart which shows an example of the flow of the 3rd transformation process in the modification. The flowchart which shows an example of the flow of the 4th transformation process in the modification. The flowchart which shows an example of the flow of the 5th transformation process in the modification. The flowchart which shows an example of the flow of the 6th transformation processing in the modification. It is explanatory drawing explaining the detection system 60 in 2nd Embodiment.

(First Embodiment)
FIG. 1 is a diagram showing an example of the functional configuration of the ship 1 of the first embodiment. The ship 1 includes a remote control device 10, a marine engine 20, a shaft 30, a propeller 40, a shaft horsepower meter 50, a detection system 60, a speedometer 70, and an engine control unit 80. The ship 1 does not necessarily have to be a ship operated by a seafarer, and may be a ship that can be operated autonomously.

The remote control device 10 includes a central control unit 11 including a processor 91 such as a CPU (Central Processing Unit) connected by a bus and a memory 92, and controls the operation of the ship 1 (hereinafter referred to as a “ship control program”. ) Is executed. The remote control device 10 functions as a device including a integrated control unit 11, a handle 12, a communication unit 13, an output unit 14, and a storage unit 15 by executing a ship control program.

More specifically, in the remote control device 10, the processor 91 reads out the ship control program stored in the storage unit 15, and stores the read ship control program in the memory 92. By executing the ship control program stored in the memory 92 by the processor 91, the remote control device 10 functions as a device including the integrated control unit 11, the handle 12, the communication unit 13, the output unit 14, and the storage unit 15. ..

The integrated control unit 11 controls the operation of each functional unit included in the remote control device 10. The integrated control unit 11 communicates with the engine control unit 80 by controlling the operation of the communication unit 13, for example. Further, the integrated control unit 11 acquires the information input via the handle 12, for example. The integrated control unit 11 records, for example, the information generated by the execution of the ship control program in the storage unit 15. The integrated control unit 11 acquires, for example, the rotation speed of the marine engine 20 (details will be described later). The integrated control unit 11 outputs, for example, the acquired rotation speed to the engine control unit 80. In the following description, the value of the actual rotation speed of the marine engine 20 acquired (determined) by the integrated control unit 11 is referred to as "actual rotation speed".

The handle 12 is a handle for maneuvering the ship speed and the traveling direction of the ship 1. The handle 12 accepts the operation of the sailors. By operating the handle 12, the sailor inputs either or both of the target engine speed and the engine rotation direction to the remote control device 10. The target rotation speed is the target rotation speed of the marine engine 20. The engine rotation direction is the rotation direction of the marine engine 20. The rotation direction of the marine engine 20 is either forward rotation or reverse rotation. The traveling direction of the ship 1 when the rotation direction of the marine engine 20 is forward rotation and the traveling direction of the ship 1 when the rotation direction of the marine engine 20 is reverse rotation are opposite to each other.

The handle 12 outputs the target rotation speed indicated by the result of the operation by the sailor to the integrated control unit 11. Further, the handle 12 outputs information indicating the engine rotation direction (hereinafter referred to as “rotation direction information”) indicated by the result of the operation by the seafarer to the integrated control unit 11. The handle 12 does not necessarily have to be operated by a sailor. For example, when the ship 1 operates autonomously, the handle 12 may be operated by the integrated control unit 11 according to the ship control program.

The communication unit 13 includes a communication interface for connecting the remote control device 10 to the shaft horsepower meter 50, the detection system 60, the speedometer 70, and the engine control unit 80. The communication unit 13 communicates with the shaft horsepower meter 50, the detection system 60, the speedometer 70, and the engine control unit 80 via either wired or wireless, for example. The communication unit 13 transmits, for example, the target rotation speed, the actual rotation speed, and the rotation direction information to the engine control unit 80.

The output unit 14 includes a display device such as a CRT (Cathode Ray Tube) display, a liquid crystal display, and an organic EL (Electro-Luminescence) display, and an output device such as an audio output device such as a speaker. The output unit 14 may be configured as an interface for connecting these output devices to the own device. The output unit 14 outputs information about the remote control device 10. The output unit 14 outputs, for example, the operation result of the handle 12.

The storage unit 15 is configured by using a storage device such as a magnetic hard disk device or a semiconductor storage device. The storage unit 15 stores various information about the remote control device 10. The storage unit 15 stores, for example, a ship control program in advance. The storage unit 15 stores information generated by, for example, executing a ship control program. The storage unit 15 stores, for example, the history of operations of the handle 12 by a seafarer. The storage unit 15 stores, for example, the history of the actual rotation speed of the engine.

The marine engine 20 is an engine that generates the propulsive force of the ship 1. The marine engine 20 converts the energy of the fuel into power. The marine engine 20 may have any type of fuel and a mechanism of operation as long as the energy of the fuel can be converted into power. The marine engine 20 is, for example, a two-stroke diesel engine. The marine engine 20 may be, for example, a four-stroke diesel engine or a gas engine. For the sake of simplicity of the following description, the ship 1 will be described by taking the case where the marine engine 20 is a two-stroke engine as an example.

The shaft 30 is rotated by the power generated by the marine engine 20. The rotation speed of the shaft 30 is proportional to the rotation speed of the marine engine 20. The shaft 30 transmits the power generated by the marine engine 20 to the propeller 40 by rotating.

The propeller 40 is rotated by the power generated by the marine engine 20. The propeller 40 produces a propulsive force that moves the ship 1 by rotation.

The shaft horsepower meter 50 measures the power generated by the marine engine 20. The shaft horsepower meter 50 measures the power generated by the marine engine 20 by detecting, for example, the torsional strain generated in the shaft 30 by one or both of an electric method and an optical method.

The detection system 60 includes a plurality of detection units. For example, the detection system 60 of the present embodiment includes two detection units (first detection unit 610 and second detection unit 620). The detection unit is configured by using a sensor that detects the rotation speed of the marine engine 20. The detection unit may be configured by using, for example, a proximity sensor. More specifically, the proximity sensor is configured to output an on signal if the metal is located within a certain distance and an off signal if the metal is not located within a certain distance. May be good. In this case, the proximity sensor outputs an on signal when the convex portion of the uneven portion provided on the surface of the shaft 30 is located in the detection range, and outputs an off signal when the concave portion is located in the detection range. Output. The detection unit may detect the rotation speed of the marine engine 20 based on such a change in the output of the proximity sensor and the information indicating the interval between the irregularities of the shaft 30 obtained in advance. The detection unit is not limited to the proximity sensor and may be configured by using other types of devices. For example, the detection unit may be configured by using an encoder, a sensor that detects the sound of the engine, or a sensor that detects the vibration of the engine. When a sensor that detects the sound of the engine is used, the detection unit detects the number of revolutions based on the detected sound of the engine. When a sensor for detecting engine vibration is used, the detection unit detects the number of revolutions based on the detected engine vibration. Each detection unit (first detection unit 610 and second detection unit 620) included in the detection system 60 acquires the rotation speed at the same timing.

FIG. 2 is an explanatory diagram illustrating the detection system 60 according to the first embodiment. The shaft 30 in FIG. 2 is a schematic view of a plane perpendicular to the rotation axis of the shaft 30 itself. The first detection unit 610 outputs the detected rotation speed of the marine engine 20 (hereinafter referred to as “first rotation speed”) to the remote control device 10. The second detection unit 620 outputs the detected rotation speed of the marine engine 20 (hereinafter referred to as “second rotation speed”) to the remote control device 10.

Returning to the description of FIG. The speedometer 70 measures the speed of the ship 1. The speedometer 70 measures the ship speed using, for example, the Doppler effect. Specifically, the ship speed measured by the speedometer 70 is the speed against water.

The engine control unit 80 controls the operation of the marine engine 20. Specifically, the engine control unit 80 determines the fuel injection amount and the fuel injection timing based on the actual rotation speed acquired by the determination unit 112, which will be described later, and the fuel of the fuel injection amount is injected at the determined timing. The operation of the marine engine 20 is controlled as described above. More specifically, the engine control unit 80 controls the operation of the marine engine 20 by executing the fuel input amount calculation process, the fuel input control process, and the rotation direction control process.

The fuel input amount calculation process calculates the amount of fuel to be input to the marine engine 20 (hereinafter referred to as "fuel input amount") using a predetermined input amount calculation function based on the target rotation speed and the actual rotation speed. It is a process. The input amount calculation function is a function in which the target rotation speed and the actual rotation speed are used as explanatory variables and the fuel input amount is used as the objective variable. The engine control unit 80 calculates the fuel input amount by executing the fuel input amount calculation process.

The fuel input control process is a process of controlling the degree of opening / closing of a valve attached to the fuel input pipe so that the fuel of the fuel input amount calculated by the fuel input amount calculation process is input to the marine engine 20. The fuel input pipe is a pipe that connects the marine engine 20 and a fuel tank (not shown), and is a pipe through which fuel flows from the fuel tank to the marine engine 20. The engine control unit 80 inputs the fuel input amount to the marine engine 20 from the fuel tank by executing the fuel input control process.

The rotation direction control process is a process of controlling the rotation direction of the marine engine 20 in the engine rotation direction. The rotation direction control process is a process of switching between normal rotation and reverse rotation of the marine engine 20 in the rotational direction by operating the clutch of the marine engine 20, for example. The engine control unit 80 controls the rotation direction of the marine engine 20 to the engine rotation direction by executing the rotation direction control process.

The direction of the torque output by the marine engine 20 is the direction corresponding to the rotation direction of the marine engine 20. Therefore, the direction of torque when the rotation direction of the marine engine 20 is forward rotation and the direction of torque when the rotation direction of the marine engine 20 is reverse rotation are opposite to each other. Further, the power generated by the marine engine 20 is a value obtained by multiplying the magnitude of the torque output by the marine engine 20 by the rotation speed of the marine engine 20.

FIG. 3 is a diagram showing an example of the functional configuration of the integrated control unit 11 in the first embodiment. The integrated control unit 11 includes a detection result acquisition unit 111, a determination unit 112, a command unit 113, and an output control unit 114.

The detection result acquisition unit 111 acquires the detection result of each detection unit included in the detection system 60 from each detection unit included in the detection system 60 via the communication unit 13. One of the detection units included in the detection system 60 is, for example, a first detection unit 610. One of the detection units included in the detection system 60 is, for example, a second detection unit 620.

The determination unit 112 acquires the power measured by the shaft horsepower meter 50 from the shaft horsepower meter 50 via the communication unit 13. The determination unit 112 acquires the ship speed measured by the speedometer 70 via the communication unit 13. The determination unit 112 acquires the fuel input amount calculated by the engine control unit 80 via the communication unit 13. The determination unit 112 acquires the target rotation speed and rotation direction information output by the handle 12 via the communication unit 13.

The determination unit 112 executes the rotation speed determination process. The rotation speed determination process is among the rotation speeds obtained from each detection unit based on at least one of the target rotation speed, the state information which is the information about the state of the marine engine 20, and the ship speed of the ship 1. This is a process of determining any one value as the actual rotation speed of the marine engine 20. The candidates for the actual rotation speed in the first embodiment are specifically the first rotation speed and the second rotation speed. The state information includes, for example, the fuel input amount. The state information includes, for example, the power measured by the shaft horsepower meter 50.

The command unit 113 outputs the actual rotation speed determined by the determination unit 112 to the engine control unit 80 via the communication unit 13. The command unit 113 outputs rotation direction information to the engine control unit 80 via the communication unit 13. The command unit 113 outputs the target rotation speed to the engine control unit 80 via the communication unit 13.

The output control unit 114 controls the operation of the output unit 14 and causes the output unit 14 to output information. The output control unit 114 has a predetermined difference in the detection results (for example, the first rotation speed and the second rotation speed) of a plurality of detection units (for example, the first detection unit 610 and the second detection unit 620) included in the detection system 60. If the difference is greater than or equal to the difference, the warning information is output to the output unit 14.

The warning information is information indicating that an abnormality has occurred in at least one of the plurality of detection units included in the detection system 60. When the plurality of detection units are the first detection unit 610 and the second detection unit 620, for example, a value indicating a difference between the first rotation speed and the second rotation speed (hereinafter referred to as "detection difference value") is more than a predetermined difference. .) Means that it is greater than or equal to a predetermined value. The difference between the first rotation speed and the second rotation speed may be the absolute value of the difference between the first rotation speed and the second rotation speed, or the ratio between the first rotation speed and the second rotation speed. You may. The output control unit 114 causes the output unit 14, for example, to output the actual rotation speed acquired by the determination unit 112.

The process executed during the voyage of the ship 1 will be described. Vessel 1 moves by repeatedly executing a voyage process, which is a process for moving during the voyage. A specific example of the voyage process will be described with reference to FIGS. 4 to 9.

FIG. 4 is a flowchart showing an example of the flow of voyage processing in the first embodiment. In the voyage process, the steering wheel 12 is first operated, and the determination unit 112 acquires the target rotation speed and the engine rotation direction in response to this operation (step S101). The operation of the handle 12 in step S101 may be performed by a seafarer, or when the ship 1 operates autonomously, it may be operated by the integrated control unit 11 according to the ship control program, or another. It may be operated by an autonomous flight system. The process of step S101 is not executed when the target rotation speed and the engine rotation direction are not changed from the target rotation speed and the engine rotation direction in the immediately preceding voyage process. Next, the detection result acquisition unit 111 acquires the first rotation speed and the second rotation speed from the detection system 60 (step S102).

Next, the determination unit 112 executes the actual rotation speed determination process (step S103). The details of the actual rotation speed determination process using the flowchart will be described later. Next, the command unit 113 acquires the determined actual rotation speed from the determination unit 112. Further, the command unit 113 acquires the target rotation speed and rotation direction information from the handle 12 (step S104). Next, the command unit 113 outputs the acquired actual rotation speed, target rotation speed, and rotation direction information to the engine control unit 80 (step S105). Next, the engine control unit 80 acquires the actual rotation speed, the target rotation speed, and the rotation direction information output in step S105 (step S106).

Next, the engine control unit 80 controls the marine engine 20 so that the marine engine 20 rotates in the rotation direction indicated by the rotation direction information by executing the rotation direction control process (step S107). Next, the engine control unit 80 executes the fuel input amount calculation process (step S108). By this process, the fuel input amount is calculated based on the target rotation speed and the actual rotation speed. Next, the engine control unit 80 executes the fuel input control process (step S109). By this process, an amount of fuel corresponding to the fuel input amount is charged into the marine engine 20. Next, the ship 1 moves by operating the marine engine 20 with the charged fuel (step S110).

An example of the flow of the actual rotation speed determination process will be described with reference to FIGS. 5 to 9. 5 to 9 are flowcharts showing an example of the flow of the actual rotation speed determination process in the first embodiment.

The determination unit 112 determines whether or not the ship 1 is starting based on the history of the target rotation speed, the engine rotation direction, and the history of the actual rotation speed (step S201). The determination unit 112 determines that the ship 1 is starting when, for example, the actual rotation speed obtained by executing the immediately preceding voyage process is 0 and the target rotation speed acquired in step S101 is not 0. ..

When the ship 1 is starting (step S201: YES), the determination unit 112 calculates a value (detection difference value) indicating a difference between the first rotation speed and the second rotation speed (step S202). Next, the determination unit 112 determines whether or not there is a difference between the first rotation speed and the second rotation speed (step S203). Specifically, the determination unit 112 determines whether or not the detection difference value is 0.

When there is no difference (step S203: NO), the determination unit 112 determines one of the predetermined rotation speeds of the first rotation speed and the second rotation speed as the actual rotation speed of the marine engine 20 (step S204). ). After step S204, the process of step S104 is executed.

On the other hand, when there is a difference (step S203: YES), the determination unit 112 determines the higher value of the first rotation speed and the second rotation speed as the actual rotation speed (step S205).

When overspeeding, it is dangerous to determine the lower value as the actual number of revolutions. Therefore, by determining the higher value as the actual rotation speed, the risk of overspeed can be reduced. Further, if the higher value is determined as the actual rotation speed, the fuel input amount can be reduced. After step S205, the process of step S104 is executed.

When the ship 1 is not starting (step S201: NO), the determination unit 112 determines whether or not the ship 1 is in operation based on the history of the target rotation speed, the engine rotation direction, and the history of the actual rotation speed. (Step S206). The determination unit 112 determines that the ship 1 is in operation, for example, when the actual rotation speed obtained by executing the immediately preceding voyage process is not 0 and is equal to the target rotation speed acquired in step S101. ..

When the ship 1 is in operation (step S206: YES), the determination unit 112 calculates a value (detection difference value) indicating a difference between the first rotation speed and the second rotation speed (step S207). Next, the determination unit 112 determines whether or not there is a difference between the first rotation speed and the second rotation speed (step S208). Specifically, the determination unit 112 determines whether or not the detection difference value is 0.

When there is no difference (step S208: NO), the determination unit 112 determines one of the predetermined rotation speeds of the first rotation speed and the second rotation speed as the actual rotation speed of the marine engine 20 (step S209). ). After step S209, the process of step S104 is executed.

On the other hand, when there is a difference (step S208: YES), the determination unit 112 determines whether or not the difference acquired in step S207 is equal to or greater than a predetermined difference (step S210). When the difference is less than a predetermined difference (step S210: NO), the determination unit 112 determines the higher value of the two rotation speeds as the actual rotation speed (step S211). After step S211 the processing of step S104 is executed.

On the other hand, when the difference is equal to or greater than a predetermined difference (step S210: YES), the determination unit 112 acquires the fuel input amount calculated by the engine control unit 80 from the engine control unit 80. Further, the determination unit 112 acquires the power measured by the shaft horsepower meter 50 (step S212). Next, the determination unit 112 determines one of the first rotation speed and the second rotation speed as the actual rotation speed based on the acquired fuel input amount and power (step S213). After step S213, the process of step S104 is executed.

The power measured by the shaft horsepower meter 50 is an example of the output of the marine engine 20. The fuel input amount acquired in step S201 is the fuel input amount calculated by the engine control unit 80 at the time of executing the previous voyage process.

In step S213, the determination unit 112 first calculates the estimated rotation speed according to the fuel input amount calculated by the engine control unit 80 and the power measured by the shaft horsepower meter 50 using the following equation (1). The estimated rotation speed is a value estimated as the rotation speed of the engine.

_Rest represents the estimated number of revolutions. L represents the power measured by the shaft horsepower meter 50. R _MCR and F _MCR each represent a constant. R _MCR is specifically the MCR rotation speed. F _MCR is specifically the amount of MCR fuel. The MCR rotation speed is an engine specific value, and is the rotation speed of the engine at the maximum output in the engine test. The MCR rotation speed is an engine specific value, and is the amount of fuel of the engine at the maximum output in the engine test. F _g represents the fuel input amount calculated by the engine control unit 80. As described above, in step S213, the determination unit 112 calculates the value obtained by dividing the power measured by the shaft horsepower meter 50 by the fuel input amount calculated by the engine control unit 80 and multiplying it by a predetermined constant, and calculates the calculated value. Obtained as the estimated rotation speed.

Next, the determination unit 112 determines the value closest to the calculated estimated rotation speed among the first rotation speed and the second rotation speed as the actual rotation speed.

When the ship 1 is not in operation (step S206: NO), the determination unit 112 determines whether or not the ship 1 is stopped based on the history of the target rotation speed, the engine rotation direction, and the history of the actual rotation speed. (Step S214). The determination unit 112 determines that the ship 1 is stopped when, for example, the actual rotation speed obtained by executing the immediately preceding voyage process is 0 and the target rotation speed acquired in step S101 is also 0. ..

When the ship 1 is stopped (step S214: YES), the determination unit 112 acquires 0 as the actual rotation speed (step S215). After step S215, the process of step S104 is executed.

When the ship 1 is not stopped (step S214: NO), the determination unit 112 determines whether or not the ship 1 is in reverse rotation based on the history of the target rotation speed, the engine rotation direction, and the actual rotation speed. (Step S216). When the ship 1 is in reverse rotation, one of the conditions of the case where the rotation direction of the marine engine 20 shifts from the normal rotation to the reverse rotation and the case where the rotation direction of the marine engine 20 shifts from the reverse rotation to the normal rotation are satisfied. It means the state of being done. For example, when the direction of the engine rotation direction acquired in step S101 is opposite to the direction of the engine rotation direction acquired in the immediately preceding voyage process, the determination unit 112 determines that the engine is in reverse rotation.

When the ship 1 is in reverse rotation (step S216: YES), the determination unit 112 acquires the fuel input amount calculated by the engine control unit 80 from the engine control unit 80 (step S217). Next, the determination unit 112 determines whether or not the fuel input amount is 0 (that is, no fuel is input to the marine engine 20) (step S218). When fuel is charged (step S218: NO), the determination unit 112 determines one of the first rotation speed and the second rotation speed as the actual rotation speed (step S219). After step S219, the process of step S104 is executed.

On the other hand, when the fuel is not charged (step S218: YES), the determination unit 112 calculates a value (detection difference value) indicating the difference between the first rotation speed and the second rotation speed (step S220). Next, the determination unit 112 determines whether or not there is a difference between the first rotation speed and the second rotation speed (step S221). Specifically, the determination unit 112 determines whether or not the detection difference value calculated in step S220 is 0. With this configuration, the actual rotation speed during reversal can be appropriately obtained. Specifically, it is as follows. When moving in the opposite direction, it is necessary to reverse the direction of the marine engine 20. At this time, since the marine engine 20 cannot be stopped suddenly, it is necessary to wait for a while until it stops, and there is a period during which the marine engine 20 is not normally charged with fuel. During this time, the number of revolutions cannot be estimated from the fuel. Therefore, as described above, the actual rotation speed can be obtained more appropriately by estimating the rotation speed based on the ship speed instead of the fuel.

When there is no difference (step S221: NO), the determination unit 112 determines one of the predetermined rotation speeds, the first rotation speed and the second rotation speed, as the actual rotation speed (step S222). After step S222, the process of step S104 is executed.

On the other hand, when there is a difference (step S221: YES), the determination unit 112 acquires the ship speed measured by the speedometer 70 via the communication unit 13 (step S223). Next, the determination unit 112 calculates the estimated rotation speed based on the acquired ship speed (step S224).

The determination unit 112 acquires the estimated rotation speed based on the ship speed acquired in step S223, for example, using the information indicating the correspondence relationship between the ship speed and the rotation speed measured in advance in the test navigation or the like. In this case, the information indicating the ocean condition (for example, disturbance, more specifically, the tidal current and wind condition) when the test navigation etc. was carried out and the ocean condition when acquiring the estimated rotation speed match. The estimation may be performed on the condition that it is performed. For example, information indicating the correspondence relationship may be acquired in advance in a plurality of ocean conditions, and the estimated rotation speed may be acquired based on the information that is closest to the ocean conditions when acquiring the estimated rotation speed. Further, when the estimated rotation speed is acquired, if the ocean condition is still water, the estimated rotation speed may be calculated simply based on the current ship speed.

Next, the determination unit 112 determines whether or not the difference between the estimated rotation speed and the first rotation speed is equal to or greater than the difference between the estimated rotation speed and the second rotation speed (step S225). When the difference between the estimated rotation speed and the first rotation speed is less than the difference between the estimated rotation speed and the second rotation speed (step S225: NO), the determination unit 112 determines the first rotation speed as the actual rotation speed. (Step S226). After step S226, the process of step S104 is executed.

On the other hand, when the difference between the estimated rotation speed and the first rotation speed is greater than or equal to the difference between the estimated rotation speed and the second rotation speed (step S225: YES), the determination unit 112 uses the second rotation speed as the actual rotation speed. Determine (step S227). After step S227, the process of step S104 is executed.

The ship 1 of the first embodiment configured in this way includes a determination unit 112 that determines the value of one of the rotation speeds acquired by the detection result acquisition unit 111 as the actual rotation speed based on the state information. The state information is information about the state of the marine engine 20, and the actual rotation speed is an amount that correlates with the state of the marine engine 20.

Therefore, even if the detection result differs between the detection units such as when a part of the detection unit provided in the detection system 60 fails, the ship 1 does not have a large deviation from the actual rotation speed and is more appropriate. The value of the actual rotation speed can be obtained. In this way, the ship 1 of the first embodiment can acquire a more appropriate value for the rotation speed of the marine engine 20.
Further, the ship 1 calculates and estimates the rotation speed (estimated rotation speed) of the marine engine 20 based on the output of a device different from the detection system 60 (for example, the fuel input amount and the output of the marine engine 20). The value of the actual rotation speed may be determined based on the rotation speed. Even with this configuration, it is possible to obtain a more appropriate value of the actual rotation speed, not a value having a large deviation from the actual rotation speed.

(First modification of the first embodiment)
In the voyage process, the following first modification process may be executed instead of the process of step S212 and step S213 shown in FIG. FIG. 10 is a flowchart showing an example of the flow of the first transformation process in the modification.

First, the determination unit 112 acquires the fuel input amount and the power value (step S212). Next, the determination unit 112 determines whether or not the fuel input amount is equal to or greater than a predetermined amount (step S301). When the fuel input amount is less than a predetermined amount (step S301: NO), the determination unit 112 determines one of the first rotation speed and the second rotation speed as the actual rotation speed (step). S302). After step S302, the process of step S104 is executed. The fuel input amount acquired in step S212 is the fuel input amount calculated by the engine control unit 80 at the time of executing the previous voyage process.

On the other hand, when the fuel input amount is equal to or more than a predetermined amount (step S301: YES), the determination unit 112 actually sets one of the first rotation speed and the second rotation speed based on the acquired fuel input amount and power. It is determined as the number of rotations (step S213). After step S213, the process of step S104 is executed.

The ship 1 of the first modification configured in this way determines the value of one of the rotation speeds acquired by the detection result acquisition unit 111 as the actual rotation speed based on the fuel input amount which is one of the state information. The determination unit 112 is provided. The fuel input amount is information regarding the state of the marine engine 20. The rotation speed is an amount that correlates with the state of the marine engine 20. Therefore, even if the detection result differs between the detection units such as when a part of the detection unit provided in the detection system 60 fails, the ship 1 is more appropriate than a value having a large deviation from the actual rotation speed. The value of the actual rotation speed can be acquired. As described above, the ship 1 of the first modification in the first embodiment can acquire a more appropriate value for the rotation speed of the marine engine 20.

(Second variant of the first embodiment)
In the voyage process, the following second modification process may be executed instead of the process of step S212 and step S213 shown in FIG. FIG. 11 is a flowchart showing an example of the flow of the second transformation process in the modification.

First, the determination unit 112 acquires the target rotation speed from the handle 12 (step S401). Next, the determination unit 112 determines one of the first rotation speed and the second rotation speed as the actual rotation speed based on the target rotation speed and the elapsed time of the ship at the target rotation speed (step S402). .. The ship elapsed time is the elapsed time from the determination of the target rotation speed, and is the elapsed time until the detection system 60 detects the rotation speed.

FIG. 12 is an explanatory diagram illustrating an example of a specific process of step S402 in the second modification process of the modified example.

FIG. 12 shows a graph G1 showing a correspondence relationship between the elapsed time of a ship and the number of revolutions. The graph G1 is information showing the correspondence relationship between the elapsed time of the ship and the number of revolutions, which has been measured in advance by, for example, test navigation. The shape of the graph G1 may or may not differ depending on the target rotation speed and the actual engine rotation speed at the timing at which the target rotation speed is determined. The origin of the graph G1 is the timing at which the target rotation speed is determined. The rotation speed R0 of the graph G1 represents the actual rotation speed of the engine at the timing when the target rotation speed is determined. FIG. 12 shows that, for example, when the elapsed time of the ship is T1, the actual rotation speed of the engine is R1. The ship elapsed time T1 is a timing at which the elapsed time from the acquisition of the target rotation speed via the handle 12 is T1.

In step S402, the determination unit 112 sets the graph G1 in a shape corresponding to the target rotation speed acquired in step S401. The determination unit 112 acquires, as an estimated rotation speed, the rotation speed indicated by the point on the graph G1 after setting and corresponding to the elapsed time of the ship. The determination unit 112 determines the value closest to the estimated rotation speed among the first rotation speed and the second rotation speed as the actual rotation speed. After step S402, the process of step S104 is executed.

The ship 1 of the second modification configured in this way is a determination unit that determines the value of one of the rotation speeds acquired by the detection result acquisition unit 111 as the actual rotation speed based on the target rotation speed and the elapsed time of the ship. 112 is provided. Since the target rotation speed is the target rotation speed of the marine engine 20, it is desirable that the actual rotation speed is closer to the target rotation speed. Therefore, by acquiring the actual rotation speed based on the target rotation speed, the ship 1 of the second modification can acquire a more appropriate value for the actual rotation speed of the marine engine 20.

(Third variant of the first embodiment)
In the voyage process, the following third modification process may be executed instead of the process of step S212 and step S213 shown in FIG. FIG. 13 is a flowchart showing an example of the flow of the third transformation process in the modification. Hereinafter, for the sake of simplicity of description, the same processes as those described in at least one of FIGS. 4 to 11 will be designated by the same reference numerals, and the description thereof will be omitted.

First, the process of step S401 is executed. Next, the determination unit 112 determines whether or not the target rotation speed is substantially constant over a predetermined time based on the history of the target rotation speed stored by the storage unit 15 (step S501). A situation in which the target rotation speed is substantially constant over a predetermined time is, for example, a situation in which the handle 12 is not operated by the seafarer or the integrated control unit 11 for a predetermined time.

When the condition that the target rotation speed is substantially constant over a predetermined time is not satisfied (step S501: NO), the determination unit 112 sets one of the predetermined rotation speeds of the first rotation speed and the second rotation speed as the actual rotation speed. Determine (step S502). After step S502, the process of step S104 is executed.

When the target rotation speed is substantially constant over a predetermined time (step S501: YES), the determination unit 112 determines the value closest to the target rotation speed among the first rotation speed and the second rotation speed as the actual rotation speed (step S501: YES). Step S503). After step S503, the process of step S104 is executed.

The ship 1 of the third modification configured in this way is one of the rotation speeds acquired by the detection result acquisition unit 111 based on the target rotation speed when the target rotation speed is substantially constant over a predetermined time. A determination unit 112 for determining one value as an actual rotation speed is provided.

The scene where the condition that the target rotation speed is substantially constant over a predetermined time is satisfied is, for example, a scene where the wave is quiet and the ship 1 keeps going straight, and the target rotation speed and the actual rotation speed of the engine are substantially the same. Is likely to be.

Therefore, when the target rotation speed is substantially constant over a predetermined time, the ship 1 of the third modification sets the value closest to the target rotation speed among the rotation speeds detected by each detection unit provided in the detection system 60. Obtained as the actual rotation speed. Therefore, the ship 1 of the third modification in the first embodiment can acquire a more appropriate value for the actual rotation speed of the marine engine 20.

(Fourth modification of the first embodiment)
In the voyage process, the following fourth modification process may be executed instead of the process of step S212 and step S213 shown in FIG. FIG. 14 is a flowchart showing an example of the flow of the fourth transformation process in the modification. Hereinafter, for the sake of simplicity of description, the same processes as those described in at least one of FIGS. 4 to 11 or 13 will be designated by the same reference numerals, and the description thereof will be omitted.

First, the process of step S401 is executed. Next, the process of step S501 is executed. When the target rotation speed is substantially constant over a predetermined time (step S501: YES), the determination unit 112 determines whether or not the fuel input amount is substantially constant over a predetermined time (step S601).

When the condition that the fuel input amount is substantially constant over a predetermined time is not satisfied (step S601: NO), the determination unit 112 sets one of the predetermined values of the first rotation speed and the second rotation speed as the actual rotation speed. (Step S602). After step S602, the process of step S104 is executed.

On the other hand, when the fuel input amount is substantially constant over a predetermined time (step S601: YES), the determination unit 112 sets the value closest to the target rotation speed among the first rotation speed and the second rotation speed as the actual rotation speed. Determine (step S603). After step S603, the process of step S104 is executed.

It should be noted that the processes of steps S501 and S502 do not necessarily have to be executed in the fourth deformation process. In such a case, the process of step S601 may be executed after step S401.

The ship 1 of the fourth modification configured in this way is one of the rotation speeds acquired by the detection result acquisition unit 111 based on the target rotation speed when the fuel input amount is substantially constant over a predetermined time. A determination unit 112 for determining one value as an actual rotation speed is provided.

A scene where the condition that the fuel input amount is substantially constant over a predetermined time is satisfied is, for example, a scene where the sea is calm. In such a case, it is highly possible that the target rotation speed and the actual rotation speed of the engine are substantially the same.

Therefore, in the case of the ship 1 of the fourth modification, when the fuel input amount is substantially constant over a predetermined time, the value closest to the target rotation speed among the rotation speeds detected by each detection unit provided in the detection system 60 is set. Obtained as the actual rotation speed. Therefore, the ship 1 of the fourth modification in the first embodiment can acquire a more appropriate value for the actual rotation speed of the marine engine 20.

(Fifth variant of the first embodiment)
In the voyage process, the following fifth modification process may be executed instead of the process of step S212 and step S213 shown in FIG. FIG. 15 is a flowchart showing an example of the flow of the fifth transformation process in the modification. Hereinafter, for the sake of simplicity of description, the same processes as those described in FIGS. 4 to 11 or at least one of FIGS. 13 and 14 are designated by the same reference numerals, and the description thereof will be omitted.

The determination unit 112 determines whether or not the command is statically indeterminate based on the target rotation speed and the history of the engine rotation direction stored in the storage unit 15 (step S701). The fact that the command is static means that the target rotation speed and the engine rotation direction are substantially constant over a predetermined time. The situation in which the command is statically indeterminate is, for example, a situation in which the handle 12 is not operated by the seafarer and the integrated control unit 11 for a predetermined time.

If the command is statically indeterminate (step S701: YES), step S301 is executed. When the fuel input amount is less than the predetermined amount (step S301: NO), the process of step S601 is executed. When the fuel input amount is substantially constant over a predetermined time (step S601: YES), the determination unit 112 determines the value closest to the target rotation speed among the first rotation speed and the second rotation speed as the actual rotation speed. (Step S603). After step S603, the process of step S104 is executed.

On the other hand, when the fuel input amount is not substantially constant over a predetermined time (step S601: NO), the process of step S212 is executed. Next, the determination unit 112 calculates the estimated rotation speed based on the fuel input amount and the power (step S702). The process of calculating the estimated rotation speed in step S702 is the same process as the process of calculating the estimated rotation speed using the equation (1) in step S213.

The process of step S225 is executed after step S702. When the difference between the estimated rotation speed and the first rotation speed is less than the difference between the estimated rotation speed and the second rotation speed (step S225: NO), the determination unit 112 determines the first rotation speed as the actual rotation speed. (Step S226). After step S226, the process of step S104 is executed.

On the other hand, when the difference between the estimated rotation speed and the first rotation speed is greater than or equal to the difference between the estimated rotation speed and the second rotation speed (step S225: YES), the determination unit 112 uses the second rotation speed as the actual rotation speed. Determine (step S227). After step S227, the process of step S104 is executed.

When the fuel input amount is equal to or more than a predetermined amount (step S301: YES), the processes after step S212 are executed. If the command is not statically indeterminate (step S701: NO), the processes after step S212 are executed.

The ship 1 of the fifth modification configured in this way includes a determination unit 112 that determines the value of one of the rotation speeds acquired by the detection result acquisition unit 111 as the actual rotation speed based on the state information. Therefore, the ship 1 of the fifth modification can acquire a more appropriate value for the rotation speed of the marine engine 20.

(Sixth modification of the first embodiment)
In the voyage process, the following sixth modification process may be executed instead of the process of step S212 and step S213 shown in FIG. FIG. 16 is a flowchart showing an example of the flow of the sixth transformation process in the modification. Hereinafter, for the sake of simplicity of description, the same processes as those described in at least one of FIGS. 4 to 11 or 13 to 15 will be designated by the same reference numerals, and the description thereof will be omitted.

First, the determination unit 112 acquires the fuel input amount and the target rotation speed (step S801). Next, the determination unit 112 determines whether or not the fuel input amount is equal to or greater than a predetermined amount (step S301). When the fuel input amount is less than a predetermined amount (step S301: NO), the determination unit 112 determines one of the first rotation speed and the second rotation speed as the actual rotation speed (step). S502). The fuel input amount acquired in step S801 is the fuel input amount calculated by the engine control unit 80 at the time of executing the previous voyage process.

On the other hand, when the fuel input amount is equal to or more than a predetermined amount (step S301: YES), is the determination unit 112 substantially constant over a predetermined time based on the history of the target rotation speed stored by the storage unit 15. It is determined whether or not (step S501). A situation in which the target rotation speed is substantially constant over a predetermined time is, for example, a situation in which the handle 12 is not operated by the seafarer or the integrated control unit 11 for a predetermined time.

When the target rotation speed is substantially constant over a predetermined time (step S501: YES), the determination unit 112 determines whether or not the fuel input amount is substantially constant over a predetermined time (step S601).

When the condition that the fuel input amount is substantially constant over a predetermined time is not satisfied (step S601: NO), the determination unit 112 sets one of the predetermined values of the first rotation speed and the second rotation speed as the actual rotation speed. (Step S602). After step S602, the process of step S104 is executed.

On the other hand, when the fuel input amount is substantially constant over a predetermined time (step S601: YES), the determination unit 112 sets the value closest to the target rotation speed among the first rotation speed and the second rotation speed as the actual rotation speed. Determine (step S603). After step S603, the process of step S104 is executed.

The ship 1 of the sixth modification configured in this way has a fuel input amount of a predetermined amount or more, a target rotation speed of substantially constant over a predetermined time, and a predetermined fuel input amount. The determination unit 112 is provided to determine the value of one of the rotation speeds acquired by the detection result acquisition unit 111 as the actual rotation speed based on the target rotation speed when the rotation speed is substantially constant over time.

The scene where the condition that the target rotation speed is substantially constant over a predetermined time is satisfied is, for example, a scene where the wave is quiet and the ship 1 keeps going straight. What is the target rotation speed and the actual rotation speed of the marine engine 20? It is likely that they are almost the same. Further, a scene where the condition that the fuel input amount is substantially constant over a predetermined time is satisfied is, for example, a scene where the sea is calm. Even in such a case, it is highly possible that the target rotation speed and the actual rotation speed of the marine engine 20 are substantially the same.

Therefore, in the ship 1 of the sixth modification, when the fuel input amount is equal to or more than a predetermined amount and the target rotation speed and the fuel input amount are substantially constant over a predetermined time, each detection unit provided in the detection system 60 is provided. Of the rotation speeds detected by, the value closest to the target rotation speed is acquired as the actual rotation speed. Therefore, the ship 1 of the sixth modification in the first embodiment can acquire a more appropriate value for the rotation speed of the marine engine 20.

(7th modification of the 1st embodiment)
The determination unit 112 in the seventh modification is provided in the detection system 60 when the ship 1 is in a state other than the stop and when all the rotation speeds acquired by the detection result acquisition unit 111 are 0. It is determined that the operation of all the detectors is abnormal. The state other than the stop is specifically a state of either starting, operating, or reversing. Specifically, when the ship 1 is in a state other than stopped and both the first rotation speed and the second rotation speed are 0, the determination unit 112 operates the first detection unit 610 and the second detection unit 620. Judge as abnormal. The determination result is output by the output unit 14 under the control of the output control unit 114, for example.

When the ship 1 is stopped, the determination unit 112 does not determine that it is abnormal even if all the rotation speeds acquired by the detection result acquisition unit 111 are 0.

(Eighth modification of the first embodiment)
The determination unit 112 is in a state where the ship 1 is in the starting, operating, or reversing state, and one of the first rotation speed and the second rotation speed is 0 and one is not 0. Acquires a rotation speed that is not 0 as an actual rotation speed.

The state information may include, for example, information indicating the operating state of the ship 1 (hereinafter referred to as "operating state information"). The operating state information is information indicating whether the ship 1 is starting, the ship 1 is operating, the ship 1 is stopped, or the ship 1 is reversing. In such a case, in step S201, step S206, step S214 and step S216, the operating state of the ship 1 may be determined based on the operating state information. Since the operating state information is information indicating the operating state of the ship 1, it is an example of information indicating whether or not the marine engine 20 is operating.

The remote control device 10 is an example of a ship control device. The remote control device 10 may or may not have a function of communicating with a remote communication partner. When having a function of communicating with a remote communication partner, the communication is performed, for example, via the communication unit 13.

The model numbers or performances of the first detection unit 610 and the second detection unit 620 may be the same or different in the first detection unit 610 and the second detection unit 620.

The target rotation speed is a rotation speed determined by the operation of the handle 12, and is different from the rotation speed detected by the detection system 60. Further, the target rotation speed is a rotation speed determined by the operation of the handle 12, and is different from the actual rotation speed which is the actual rotation speed. Further, since the actual rotation speed is the actual rotation speed of the marine engine 20, it is different from the rotation speed detected by the detection system 60. The detection result acquisition unit 111 is an example of an acquisition unit.

(Second Embodiment)
Next, an example of the functional configuration of the ship 1 of the second embodiment will be described. The ship 1 of the second embodiment is different from the ship 1 of the first embodiment in that the detection system 60 includes three or more detection units. Therefore, the determination unit 112 determines the actual rotation speed of the marine engine 20 based on the values output from the three or more detection units. Since other configurations are the same in the first embodiment and the second embodiment, the description thereof will be omitted. Note that any of the three or more detection units may be a sensor used to determine the rotation direction of the marine engine 20. For example, the rotation direction of the engine may be determined by using two or more detection units (for example, the first detection unit 610 and the third detection unit 630 described later) in combination.

FIG. 17 is an explanatory diagram illustrating the detection system 60 according to the second embodiment. In the example of FIG. 17, the detection system 60 includes three detection units (first detection unit 610, second detection unit 620, and third detection unit 630). The third detection unit 630 outputs the detected rotation speed of the marine engine 20 (hereinafter referred to as “third rotation speed”) to the remote control device 10.

In the flowchart shown in FIG. 6, in the second embodiment, the processing is performed as follows. In step S202, the determination unit 112 calculates the difference between the three values of the first rotation speed, the second rotation speed, and the third rotation speed. For example, a value indicating the difference between the first rotation speed and the second rotation speed, a value indicating the difference between the first rotation speed and the third rotation speed, and a difference between the second rotation speed and the third rotation speed are shown. A value and may be calculated. For example, the difference between the maximum value and the minimum value among the first rotation speed, the second rotation speed, and the third rotation speed may be calculated.

When there is no difference (for example, when all the calculated values are 0), the determination unit 112 has a predetermined value (that is, one of the first rotation speed, the second rotation speed, and the third rotation speed). The first rotation speed, the second rotation speed, or the third rotation speed) is determined as the actual rotation speed of the marine engine 20 (step S204).

On the other hand, when there is a difference (for example, when the calculated difference includes a non-zero value), the determination unit 112 selects the highest value among the first rotation speed, the second rotation speed, and the third rotation speed. It is determined as the actual rotation speed (step S205). With such a configuration, it is possible to prevent the marine engine 20 from overheating. That is, if a low value is determined as the actual rotation speed, more fuel may be charged than necessary, and the engine may overheat. For such a problem, the occurrence of overheating can be prevented by determining the most value as the actual rotation speed as described above.

In the flowchart shown in FIG. 7, in the second embodiment, the processing is performed as follows. In step S207, the determination unit 112 calculates the difference between the three values of the first rotation speed, the second rotation speed, and the third rotation speed. For example, a value indicating the difference between the first rotation speed and the second rotation speed, a value indicating the difference between the first rotation speed and the third rotation speed, and a difference between the second rotation speed and the third rotation speed are shown. A value and may be calculated. For example, the difference between the maximum value and the minimum value among the first rotation speed, the second rotation speed, and the third rotation speed may be calculated.

When there is no difference (for example, when all the calculated values are 0), the determination unit 112 uses one of the first rotation speed, the second rotation speed, and the third rotation speed, which is predetermined, for marine use. It is determined as the actual rotation speed of the engine 20 (step S209).

On the other hand, when there is a difference (for example, when a value other than 0 is included in the calculated difference), the determination unit 112 determines whether or not the difference is equal to or greater than a predetermined difference (step S210). At this time, if the difference between the maximum value and the minimum value among the three rotation speeds is less than a predetermined difference, the determination unit 112 is among the first rotation speed, the second rotation speed, and the third rotation speed. , The highest value is determined as the actual rotation speed (step S211). When the difference between the two rotation speeds is less than the predetermined difference among the three rotation speeds and the difference between the remaining one rotation speed and the other two rotation speeds is more than the predetermined difference, the determination unit 112 determines the higher value of the two rotation speeds whose difference is less than a predetermined difference as the actual rotation speed (step S211). When all the differences between the three rotation speeds are equal to or greater than a predetermined difference, the determination unit 112 executes the process shown in FIG.

In the flowchart shown in FIG. 9, in the second embodiment, the processing is performed as follows. In step S220, the determination unit 112 calculates the difference between the three values of the first rotation speed, the second rotation speed, and the third rotation speed. For example, a value indicating the difference between the first rotation speed and the second rotation speed, a value indicating the difference between the first rotation speed and the third rotation speed, and a difference between the second rotation speed and the third rotation speed are shown. A value and may be calculated. For example, the difference between the maximum value and the minimum value among the first rotation speed, the second rotation speed, and the third rotation speed may be calculated.

When there is no difference (for example, when all the calculated values are 0), the determination unit 112 uses one of the first rotation speed, the second rotation speed, and the third rotation speed, which is predetermined, for marine use. It is determined as the actual rotation speed of the engine 20 (step S222).

On the other hand, when there is a difference (for example, when the calculated difference includes a non-zero value), the determination unit 112 calculates the estimated rotation speed by executing the processes of steps S223 and S224. Next, the determination unit 112 calculates the difference between the estimated rotation speed and the first rotation speed, the difference between the estimated rotation speed and the second rotation speed, and the difference between the estimated rotation speed and the third rotation speed, respectively. do. Then, the value of the rotation speed having the smallest difference from the estimated rotation speed is determined as the actual rotation speed of the marine engine 20.

In the second embodiment configured in this way, the rotation speed of the marine engine 20 is detected by the detection system 60 including three detection units. Then, the determination unit 112 determines the actual rotation speed of the marine engine 20 based on the rotation speeds obtained from the three detection units. Therefore, the ship 1 of the second embodiment can obtain a more appropriate value for the actual rotation speed of the marine engine 20.

(Modified example of the second embodiment)
In the flowchart shown in FIG. 6, in the second embodiment, the processing may be performed as follows. In the processing of this modification, a predetermined threshold value (for example, a value such as 3, 10 or the like) is used. This threshold value is a threshold value related to the difference in the number of rotations, and even if there is a difference, it is a value that does not cause a failure even if it is regarded as substantially the same value. It is desirable that such a threshold value is set in advance based on predetermined conditions at the timing of design and the like.

When the difference between the maximum value and the minimum value among the three rotation speeds is less than the threshold value, the determination unit 112 determines the actual rotation speed based on the three rotation speeds. For example, the determination unit 112 may determine the maximum value among the three rotation speeds as the actual rotation speed of the marine engine 20. For example, the determination unit 112 may determine the statistical values (for example, average value, median value, etc.) of the three rotation speeds as the actual rotation speeds of the marine engine 20.

When the difference between the two rotation speeds of the three rotation speeds is less than the predetermined threshold value and the difference between the remaining one rotation speed and the other two rotation speeds is equal to or more than the predetermined threshold value, the determination unit 112 determines the actual rotation speed based on the two rotation speeds whose difference is less than a predetermined threshold. For example, the determination unit 112 may determine the higher value of the two rotation speeds as the actual rotation speed of the marine engine 20. For example, the determination unit 112 may determine the statistical values (for example, average value, median value, etc.) of the two rotation speeds as the actual rotation speeds of the marine engine 20.

Of the three rotation speeds, the difference between the maximum value and the minimum value is greater than or equal to the threshold value, but the difference between the maximum value and the intermediate value and the difference between the intermediate value and the minimum value are less than the threshold value, respectively. The determination unit 112 determines the actual rotation speed according to a predetermined condition. For example, the determination unit 112 may determine the intermediate value as the actual rotation speed. For example, the determination unit 112 may determine the actual rotation speed using only two rotation speeds, the maximum value and the intermediate value. More specifically, the determination unit 112 may determine the higher value of these two rotation speeds as the actual rotation speed of the marine engine 20. For example, the determination unit 112 may determine the statistical values (for example, average value, median value, etc.) of these two rotation speeds as the actual rotation speeds of the marine engine 20.

When the difference between the maximum value and the intermediate value and the difference between the intermediate value and the minimum value are each equal to or more than the threshold value among the three rotation speeds, the determination unit 112 determines the actual rotation speed according to a predetermined condition. To determine. For example, the determination unit 112 may determine the intermediate value as the actual rotation speed. For example, the determination unit 112 may determine the actual rotation speed based on the output value of another sensor different from the rotation speed. For example, the actual rotation speed may be determined based on the ship speed, or the actual rotation speed may be determined based on the time from the start of the start.

Such processing of the modification with respect to FIG. 6 may be applied in FIGS. 7 and 9.
Further, in the second embodiment described above, the case where the number of detection units is 3 has been described, but the number of detection units may be 4 or more. Further, at least one of the first detection unit 610 and the second detection unit 620 may be configured to include a plurality of sensors so that the detection system 60 includes substantially three or more detection units.

All or part of each function of the remote control device 10 may be realized by using hardware such as ASIC (Application Specific Integrated Circuit), PLD (Programmable Logic Device), FPGA (Field Programmable Gate Array), and the like. .. The program may be recorded on a computer-readable recording medium. The computer-readable recording medium is, for example, a flexible disk, a magneto-optical disk, a portable medium such as a ROM or a CD-ROM, or a storage device such as a hard disk built in a computer system. The program may be transmitted over a telecommunication line.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and includes designs and the like within a range that does not deviate from the gist of the present invention.

1 ... Ship, 10 ... Remote control device, 11 ... Integrated control unit, 12 ... Handle, 13 ... Communication unit, 14 ... Output unit, 15 ... Storage unit, 20 ... Marine engine, 30 ... Shaft, 40 ... Propeller, 50 ... Axis horsepower meter, 60 ... detection system, 610 ... first detection unit, 620 ... second detection unit, 630 ... third detection unit, 70 ... speedometer, 80 ... engine control unit, 111 ... detection result acquisition unit, 112 ... Decision unit, 113 ... Command unit, 114 ... Output control unit

Claims (13)

An acquisition unit that acquires each rotation speed detected by a plurality of detection units that detect the rotation speed of the engine that generates the propulsive force of the ship, and an acquisition unit.
When the acquired rotation speed values are different, at least one of the acquired rotation speed, the state information which is information on the target rotation speed of the engine and the state of the engine, and the ship speed of the ship. Based on the determination unit that determines the engine speed,
A ship control device. When the difference between the rotation speeds acquired by the acquisition unit is equal to or greater than a predetermined value, the determination unit determines the highest rotation speed as the rotation speed of the engine.
The ship control device according to claim 1. The determination unit calculates the estimated rotation speed based on the fuel input amount and the output of the engine, and the engine determines the rotation speed closest to the estimated rotation speed calculated from the rotation speed acquired by the acquisition unit. Determined as the number of revolutions of
The ship control device according to claim 1 or 2. The state information includes the amount of fuel input to the engine.
When the fuel input amount is a predetermined amount or more, the determination unit determines the rotation speed closest to the target rotation speed from the rotation speeds acquired by the acquisition unit as the engine rotation speed.
The ship control device according to claim 1 or 2. The determination unit determines the rotation speed of the engine at the timing when the target rotation speed is determined, the target rotation speed, and the elapsed time from the timing until the plurality of detection units detect the rotation speed. Based on this, the value of one of the rotation speeds acquired by the acquisition unit is determined as the rotation speed of the engine.
The ship control device according to claim 1 or 2. When the target rotation speed is substantially constant over a predetermined time, the determination unit determines the value closest to the target rotation speed from the rotation speeds acquired by the acquisition unit as the engine rotation speed.
The ship control device according to claim 1 or 2. The state information includes the amount of fuel input to the engine.
When the fuel input amount is substantially constant over a predetermined time, the determination unit determines the value closest to the target rotation speed from the rotation speeds acquired by the acquisition unit as the engine rotation speed.
The ship control device according to claim 1 or 2. The state information includes the rotation direction of the engine and the fuel input amount of the engine.
When fuel is not charged into the engine, the determination unit determines the rotation speed of the engine based on the ship speed.
The ship control device according to claim 1 or 2. An engine control unit that determines the amount of fuel input to the engine and the fuel input timing based on the rotation speed determined by the determination unit.
The ship control device according to any one of claims 1 to 8, further comprising. An acquisition step of acquiring each rotation speed detected by a plurality of detectors that detect the rotation speed of the engine that generates the propulsive force of the ship, and
When the acquired rotation speed values are different, at least one of the acquired rotation speed, the state information which is information on the target rotation speed of the engine and the state of the engine, and the ship speed of the ship. Based on the decision step to determine the engine speed,
Ship control method having. A program for operating a computer as a ship control device according to any one of claims 1 to 9. An acquisition unit that acquires each rotation speed detected by a plurality of detection units that detect the rotation speed of the engine that generates the propulsive force of the ship, and an acquisition unit.
When the acquired rotation speed values are different, the estimated rotation speed is calculated based on the fuel input amount input to the engine and the output of the engine, and the rotation speed of the engine is calculated based on the calculated estimated rotation speed. And the decision-making part that decides
A ship control device. The state information includes the amount of fuel input to the engine and the target rotation speed.
When the fuel input amount is equal to or greater than a predetermined amount and the fuel input amount and the target rotation speed are substantially constant over a predetermined time, the determination unit may select the rotation speed acquired by the acquisition unit. The value closest to the target rotation speed is determined as the rotation speed of the engine.
The ship control device according to claim 1 or 2.

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