Propulsion device control system and navigation assistance device

Abstract

The invention provides a propulsion device control system and a navigation assistance device. The host control system is provided with a navigation assistance device and a remote control device. A navigation assistance device is provided with: a first input unit that receives a command value for a propulsion parameter; and a calculation unit that calculates a command value for causing the current value of the propulsion parameter to follow the input command value. The remote control device is provided with: a second input unit that receives a command value for the rotational speed of the host; an output unit that outputs the command value calculated by the calculation unit in the sailing assistance mode and outputs the command value received by the second input unit in the normal sailing mode; and a control unit that controls the host. A host control system is provided with: an abnormality detection unit that detects an abnormality; and a holding unit that holds the command value output by the output unit when an abnormality is detected in the navigation assistance mode setting.

Description

Technical Field

[0001] The present invention relates to a propulsion device control system and a navigation assistance device. Background Art

[0002] In ship operation, it is known to control the rotational speed of the main engine and the blade angle of the propeller by operating a bell control handle (for example, see Patent Document 1). Patent Document 1 discloses a technique for determining command values ​​for the main engine rotational speed and the propeller blade angle so that the difference between the target ship speed set by operating the bell control handle and the actual ship speed is zero.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 2023-177880 Summary of the Invention

[0006] Problems to be solved by the invention

[0007] In the technology described in Patent Document 1, if some abnormality occurs in communication or the like while controlling the ship speed based on the target ship speed, the rotation speed command value sent to the propulsion device such as the main engine may vary significantly, causing abnormal operation of the propulsion device.

[0008] In view of the above-mentioned problems, an object of the present invention is to provide a technology capable of suppressing a sudden change in the rotation speed of a propulsion device even when some abnormality occurs in communication or the like.

[0009] Solutions for solving problems

[0010] To address the above-mentioned issues, a propulsion control system according to one embodiment of the present invention includes a navigation assistance device and a remote control device. The navigation assistance device includes: a first input unit for receiving input of a command value for a propulsion parameter, the propulsion parameter being a parameter related to the propulsion speed of a vessel and being a parameter different from the rotational speed of an engine propelling the vessel; a first communication unit capable of communicating with a sensor that detects a current value of the propulsion parameter and the remote control device; and a calculation unit for calculating a command value for the engine rotational speed so that the current value of the propulsion parameter received from the sensor via the first communication unit tracks the command value for the propulsion parameter input via the first input unit. The remote control device includes: a second communication unit capable of communicating with a navigation assistance device; a second input unit for receiving input of a rotational speed command value for the propulsion device; an output unit for outputting the rotational speed command value calculated by the calculation unit and received via the second communication unit when the current maneuvering mode is set to the navigation assistance mode, and the rotational speed command value received by the second input unit when the maneuvering mode is set to the normal sailing mode; and a control unit for controlling the propulsion device so that the current rotational speed value follows the rotational speed command value output by the output unit. The propulsion device control system further includes: an abnormality detection unit for detecting abnormalities in at least one of the navigation assistance device, the sensor, the communication between the navigation assistance device and the control device, and the communication between the navigation assistance device and the sensor; and a holding unit for holding the rotational speed command value output by the output unit to the control unit if an abnormality is detected when the maneuvering mode is set to the navigation assistance mode, until the maneuvering mode is switched from the navigation assistance mode to the normal sailing mode.

[0011] Another aspect of the present invention is a navigation assistance device. The device includes: an input unit that receives input of a command value of a propulsion parameter, the propulsion parameter being a parameter related to the propulsion speed of a ship and being a parameter different from the rotational speed of a propulsion device that propels the ship; a communication unit that is capable of communicating with a sensor that detects a current value of the propulsion parameter and a remote control device that controls the propulsion device; a calculation unit that calculates a command value of the rotational speed of the propulsion device so that the current value of the propulsion parameter received from the sensor via the communication unit follows the command value of the propulsion parameter input via the input unit; an output unit that outputs the command value of the rotational speed calculated by the calculation unit to the remote control device via the communication unit when the current maneuvering mode is set to a navigation assist mode, wherein the current value of the rotational speed follows the command value of the rotational speed calculated by the calculation unit; an abnormality detection unit that detects an abnormality in communication via the communication unit; and a holding unit that, upon detecting an abnormality, holds the command value of the rotational speed output by the output unit to the remote control device until the maneuvering mode is switched from the navigation assist mode to a normal sailing mode, wherein the current value of the rotational speed follows the command value from the remote control device.

[0012] In addition, any combination of the above, or forms in which the constituent elements of the present invention, expressed in methods, devices, programs, transient or non-transient storage media recording the programs, systems, etc., are mutually replaced are also valid forms of the present invention.

[0013] Effects of the Invention

[0014] According to the present invention, even when some abnormality occurs in communication or the like, it is possible to suppress a sudden change in the rotation speed of the propulsion device. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a functional block diagram of the host control system according to the first embodiment.

[0016] Figure 2 It is schematically shown Figure 1 FIG. 1 is a diagram showing an example of the first operating unit shown in FIG.

[0017] Figure 3 It shows Figure 1 FIG. 1 is a flowchart showing an example of processing when an abnormality is detected in the host control system.

[0018] Figure 4 This is a functional block diagram of a host control system according to the second embodiment.

[0019] Figure 5 It shows Figure 4FIG. 1 is a flowchart showing an example of processing when an abnormality is detected in the host control system. DETAILED DESCRIPTION

[0020] Regarding the embodiment disclosed in this specification, the multiple objects may be integrated, and conversely, the single object may be divided into multiple objects. Regardless of whether the object is integrated or not, the object may be configured to achieve the purpose of the invention.

[0021] Regarding the embodiments disclosed in this specification, in which multiple functions are dispersed, some or all of the multiple functions may be centralized. Conversely, in which multiple functions are centralized, some or all of the multiple functions may be decentralized. Regardless of whether the functions are centralized or decentralized, the purpose of the invention may be achieved.

[0022] Furthermore, different components that share commonalities are distinguished by prefixing their names with "first," "second," etc., and these prefixes are omitted when referring to a general term. Furthermore, terms containing ordinal numbers such as "first" and "second" are used to describe various components, but these terms are used solely to distinguish one component from the others and do not limit the components.

[0023] Hereinafter, based on the preferred embodiment, Figure 1 The present disclosure is described while explaining the present disclosure. In the embodiments and modifications, the same or equivalent components and members are marked with the same reference numerals, and repeated descriptions are omitted as appropriate. In addition, for ease of understanding, the dimensions of the components in each figure are shown in an appropriately enlarged or reduced manner. In addition, parts of the components that are not important for explaining the embodiments are omitted in each figure.

[0024] [First embodiment]

[0025] Hereinafter, a first embodiment will be described with reference to the drawings. Figure 1 This is a functional block diagram of the main engine control system 1 according to the first embodiment. The main engine control system 1 is an example of a propulsion device control system. Figure 1 The functional modules shown in the figures can be implemented in hardware by electronic components, such as a computer CPU, machine parts, etc., and in software by computer programs, etc. However, the functional modules implemented by their collaboration are described here. Therefore, those skilled in the art will understand that these functional modules can be implemented in various forms through a combination of hardware and software.

[0026] The engine control system 1 is installed on a vessel 90 and controls the operation of an engine 94 included in the vessel 90. The engine 94 is an example of a propulsion device and generates propulsion force to propel the vessel 90. The engine 94 is, for example, a diesel engine. The propulsion force for the vessel 90 is generated by the engine 94 driving a shaft (not shown) to rotate a propeller (not shown).

[0027] The main engine control system 1 includes a navigation assistance device 10 and a remote control device 50. The navigation assistance device 10 is an assistance device capable of communicating with the remote control device 50 and is installed on the bridge of a vessel 90. The navigation assistance device 10 may be installed separately from the remote control device 50 or may be installed integrally with the remote control device 50.

[0028] The navigation assistance device 10 includes a first operating unit 12 , a first communication unit 24 , and a calculation unit 22 .

[0029] The first operating unit 12 includes an input device for accepting various input operations. Examples of the input device include a switch, a proximity sensor that detects the approach of a finger, etc., and a contact sensor that detects the contact of a finger, etc. The first operating unit 12 may also include a display device, a speaker, etc. The first operating unit 12 may also include a touch screen in which an input device such as a contact sensor is integrally provided on the display surface of a display device.

[0030] The first operating unit 12 includes a selection unit 14, a first input unit 16, and a setting unit 18. The selection unit 14 receives a selection operation for selecting a propulsion parameter to be controlled. The propulsion parameter is a parameter related to the propulsion speed of the vessel 90 and is different from the rotational speed of the main engine 94. Examples of the propulsion parameter to be controlled include the speed of the vessel 90, the horsepower output by the main engine 94, and the fuel consumption of the main engine 94.

[0031] The first input unit 16 receives a first input operation. The first input operation is an operation for inputting a command value of a propulsion parameter as a control target, the selection operation of which is received by the selection unit 14.

[0032] The setting unit 18 receives a setting operation. This setting operation is used to set the current control mode. Control modes include normal sailing mode and navigation assistance mode. Control modes may also include other modes such as load increase mode. Details of normal sailing mode and navigation assistance mode will be described later. Setting the normal sailing mode may also be performed using a device separate from the navigation assistance device 10, such as another device in the bridge, the bridge bell handle 56 described later, or the control room bell handle 58 described later.

[0033] The first communication unit 24 is a communication interface for communicating with the sensor 92 and the remote control device 50. The communication performed by the first communication unit 24 can use either wired communication or wireless communication. These communications can also use well-known communication technologies. The sensor 92 is a sensor that detects the current value of the propulsion parameter. Specifically, examples of the sensor 92 include a ship speed sensor that detects the current speed of the ship 90, a horsepower sensor that detects horsepower by measuring the torsion of the shaft that transmits the driving force from the main engine 94 to the propeller, a flow sensor that detects the consumption of fuel supplied to the main engine 94 by measuring the flow rate of fuel per unit time, a rotation speed sensor, and the like.

[0034] The first communication unit 24 obtains the current value of a propulsion parameter related to the propulsion of the vessel 90 from the sensor 92. The ship speed detected by the ship speed sensor may be either the ship speed relative to the ground or the ship speed relative to the water. For example, the first communication unit 24 obtains the current value of the ship speed relative to the ground from a ship speed sensor that detects the ship speed relative to the ground. For example, the current value of the ship speed relative to the ground may be obtained by calculation based on information obtained from a positioning system using artificial satellites such as the GPS (Global Positioning System). The first communication unit 24 obtains the current value of the ship speed relative to the water from a ship speed sensor such as a Doppler log that detects the ship speed relative to the water. The first communication unit 24 obtains the current value of the ship speed relative to the water from a horsepower sensor that detects the horsepower output from the output shaft of the main engine 94. The first communication unit 24 obtains the current value of the ship's fuel consumption from a flow rate sensor that detects the flow rate of fuel supplied from a tank (not shown) storing the ship's fuel. The first communication unit 24 acquires the current value of the rotation speed from, for example, a rotation speed sensor.

[0035] The calculation unit 22 calculates a command value for the rotational speed of the main engine 94 so that the current value of the propulsion parameter acquired from the sensor 92 via the first communication unit 24 follows the command value of the propulsion parameter input via the first input unit 16 of the first operating unit 12. Based on the acquired command value of the propulsion parameter and the current value of the propulsion parameter, the calculation unit 22 calculates the command value for the rotational speed to be output to the control unit 68 of the remote control device 50, described later. For example, the calculation unit 22 calculates the command value for the rotational speed of the main engine 94 using a known method so that the current value of the propulsion parameter follows the acquired command value of the propulsion parameter. For example, when the current value of the propulsion parameter is less than the command value of the propulsion parameter, the calculation unit 22 increases the command value for the rotational speed. When the current value of the propulsion parameter is greater than the command value of the propulsion parameter, the calculation unit 22 decreases the command value for the rotational speed.

[0036] In addition to calculating the command value for the rotational speed of the main engine 94, the calculation unit 22 can also calculate the command value for the blade angle of the controllable pitch propeller (CPP). The command value for the rotational speed of the main engine 94 and the command value for the blade angle of the controllable pitch propeller (not shown) are collectively referred to as the command value for the propulsion device.

[0037] The remote control device 50 includes a second communication unit 64 , a second operating unit 52 , an output unit 66 , and a control unit 68 .

[0038] The second communication unit 64 is a communication interface for communicating with the navigation support device 10. The communication performed by the second communication unit 64 may be performed by wired communication or wireless communication. These communications may also use known communication technologies.

[0039] The second operating unit 52 includes a second input unit 54. The second input unit 54 receives a second input operation for inputting a command value for the rotational speed of the main engine 94. The second input unit 54 includes a bridge bell handle 56, a control room bell handle 58, and an operating position switching unit 60. The bridge bell handle 56 is located on the bridge of the ship 90 and receives input of a command value for the rotational speed of the main engine 94. The control room bell handle 58 is located in the main engine control room of the ship 90 and receives input of a command value for the rotational speed of the main engine 94. The operating position switching unit 60 switches between receiving input of the command value for the rotational speed of the main engine 94 via the bridge bell handle 56 or receiving input of the command value for the rotational speed of the main engine 94 via the control room bell handle 58. Switching of the operating position switching unit 60 is performed according to predetermined conditions such as operation.

[0040] The second input unit 54 includes a console bell handle 56 and a control room bell handle 58, each of which includes a bell handle (hereinafter referred to as a "handle") that can be operated through a second input operation. The handle can be moved in an arc shape by a rotational operation, or can be moved in a single direction by a forward and backward movement operation. When at least one of the console bell handle 56 and the control room bell handle 58 includes a handle, the second input unit 54 includes a detection unit (not shown) such as a sensor that detects the operating position of the handle. The second input unit 54 determines the speed command value based on the detected operating position. At least one of the console bell handle 56 and the control room bell handle 58 may also include an input device for directly inputting the speed command value of the main engine 94, similar to the first operating unit 12 described above. At least one of the console bell handle 56 and the control room bell handle 58 may also include a display device, a speaker, etc.

[0041] Regarding the case where the second input unit 54 includes a handle, a handle for performing forward and backward movement operations will be described in detail as an example. The handle is set to any one of a plurality of operating positions (also referred to as "notch positions"). For example, the notch positions include a central STOP position, a plurality of AHEAD positions located forward of the STOP position, and a plurality of ASTERN positions located rearward of the STOP position. When the handle is in the STOP position, the output of the main engine 94 is stopped. When the handle is in the AHEAD position, the main engine 94 moves the vessel 90 forward. When the handle is in the ASTERN position, the main engine 94 moves the vessel 90 backward.

[0042] The AHEAD position, for example, includes the DEAD SLOW position, SLOW position, HALF position, FULL position, and NAV.FULL position, in order from near the STOP position toward the front. Similarly, the ASTERN position, for example, includes the DEAD SLOW position, SLOW position, HALF position, and FULL position, in order from near the STOP position toward the rear. In both the AHEAD and ASTERN positions, the further the groove position is from the STOP position, the greater the command value for the main engine 94's rotational speed.

[0043] The second input operation accepted by the second input unit 54 may also include inputting a command value for the blade angle of the controllable pitch propeller. In other words, the second operation may be an operation for inputting a command value for the propulsion device.

[0044] The second operating unit 52 may also include a notification unit 62. The notification unit 62 performs a notification action based on a signal from the abnormality detection unit 78 described later. The notification action may also include at least one of a warning display through a display screen of a display device possessed by the second operating unit 52 and an alarm sound output through a speaker possessed by the second operating unit 52. For example, the second operating unit 52 includes a light indicating that the operating mode is set to the navigation assistance mode. Alternatively, when the abnormality detection unit 78 detects an abnormality, the light is flashed to function as the notification unit 62, thereby performing a warning display. This makes it easy for the ship operator to intuitively recognize that certain abnormalities have occurred in the navigation assistance mode. In addition, there is no need to provide a new structure for notifying abnormalities.

[0045] The output unit 66 outputs the rotational speed command value of the main engine 94 to the control unit 68. When the control mode is set to the sailing assist mode, the output unit 66 outputs the rotational speed command value calculated by the calculation unit 22. When the control mode is set to the normal sailing mode, the output unit 66 outputs the rotational speed command value received by the second input unit 54.

[0046] The control unit 68 controls the main engine 94 so that the current value of the main engine 94's rotational speed follows the rotational speed command value. The control unit 68 outputs a rotational speed command signal calculated based on the difference between the current value of the main engine 94's rotational speed and the rotational speed command value to the engine control unit 84. The rotational speed command value here refers to the rotational speed command value output by the navigation assistance system 10, the bridge car bell handle 56 installed on the bridge, and the control room car bell handle 58 installed in the control room, which are the control targets. The control unit 68 obtains the current rotational speed value from the rotational speed sensor 92, which is the sensor 92 detecting the rotational speed of the main engine 94. The control unit 68 of this embodiment performs feedback control to minimize the difference between the current value of the rotational speed and the rotational speed command value. Furthermore, the control unit 68 of this embodiment adjusts the rotational speed command value according to a load-up program that specifies a schedule for adjusting the rotational speed command value so that the speed gradually follows the rotational speed command value indicated by the command signal.

[0047] When the control mode is set to the cruise assist mode, the rotational speed command value is the rotational speed command value calculated by the calculation unit 22. When the control mode is set to the normal cruise mode, the rotational speed command value is the rotational speed command value corresponding to the second input operation via the second input unit 54. In other words, the cruise assist mode is a mode in which the main engine 94 is controlled using the rotational speed command value calculated based on the propulsion parameter command value, which is a parameter different from the rotational speed of the main engine 94. The normal cruise mode is a mode in which the main engine 94 is controlled using the rotational speed command value directly input from the second input unit 54.

[0048] The engine control unit 84, also known as a governor, is responsible for suppressing fluctuations in the rotational speed of the main engine 94. When the rotational speed of the main engine 94 changes in response to fluctuations in the load on the main engine 94, the engine control unit 84 fine-tunes the rotational speed using the rotational speed indicated by the command signal output from the control unit 68 as a base amount. The engine control unit 84 then outputs a fuel injection command value to the main engine 94 to achieve the finely adjusted rotational speed, thereby satisfying various constraints, such as the engine load limit.

[0049] The output unit 66 may also output a command value for the blade angle of the controllable pitch propeller to the control unit 68. In this case, when the control mode is set to the sailing assist mode, the output unit 66 outputs the command value for the blade angle calculated by the calculation unit 22. When the control mode is set to the normal sailing mode, the output unit 66 outputs the command value for the blade angle received by the second input unit 54.

[0050] The control unit 68 may also control the main engine 94 so that the current value of the controllable pitch propeller's blade angle follows the blade angle command value. In this case, the control unit 68 outputs a blade angle command signal calculated based on the difference between the current value of the controllable pitch propeller's blade angle and the blade angle command value to a motor control device (not shown). The blade angle command value here is the blade angle command value output by the navigation assistance system 10, the bridge bell handle 56 installed on the bridge, and the control room bell handle 58 installed in the control room, which are the control targets. The control unit 68 obtains the current value of the blade angle from the angle sensor 92, which is the sensor for detecting the blade angle of the controllable pitch propeller. The control unit 68 of this embodiment performs feedback control so that the difference between the current value of the blade angle and the blade angle command value is minimized. Furthermore, the control unit 68 of the present embodiment adjusts the blade angle command value according to a loading program that defines a schedule for adjusting the blade angle command value so that the blade angle gradually follows the blade angle command value indicated by the command signal.

[0051] The remote control device 50 may further include an abnormality detection unit 78 and a holding unit 74 .

[0052] The abnormality detection unit 78 detects whether there is an abnormality in at least one of the navigation assistance device 10, the sensor 92, the communication between the navigation assistance device 10 and the remote control device 50, and the communication between the navigation assistance device 10 and the sensor 92. Specifically, the abnormality detection unit 78 may also detect at least one of a disconnection of the communication line between the navigation assistance device 10 and the remote control device 50 and a lack of response during communication. Any known detection technology may be used to detect a disconnection of the communication line. Regarding the detection of a lack of response during communication, for example, in a configuration in which a monitoring signal is periodically transmitted from one of the navigation assistance device 10 and the remote control device 50 to the other, and a response signal is sent back from the receiving side to the sending side, if no response signal is sent back to the sending side for more than a certain period of time, it can be determined that there is no response.

[0053] The abnormality detection unit 78 involved in this embodiment is provided in the remote control device 50 , and therefore it is particularly desirable to be able to detect at least one of abnormalities in the communication between the navigation assistance device 10 and the remote control device 50 and abnormalities in the input from the second input unit 54 , which can be detected from the remote control device 50 .

[0054] When an abnormality is detected by the abnormality detection unit 78, the storage unit 74 stores the value output by the output unit 66 to the control unit 68 until the control mode is switched from the navigation assistance mode to the normal navigation mode. The value stored in the storage unit 74 may be a command value for the rotational speed of the main engine 94, a command value for the blade angle of the controllable pitch propeller, or both. The storage unit 74 may include, for example, a switch for switching the command value output from the output unit 66. Specifically, the storage unit 74 may be capable of switching between a state in which the output unit 66 outputs a command value from the navigation assistance device 10, the bridge car bell handle 56, or the control room car bell handle 58 to the control unit 68, and a state in which the output unit 66 outputs a command value stored in the storage unit 76, described later, to the control unit 68.

[0055] The remote control device 50 may further include a storage unit 76. The storage unit 76 stores the value output by the output unit 66 to the control unit 68 at the time the abnormality is detected. The value stored in the storage unit 76 may be a command value for the rotational speed of the main engine 94, a command value for the blade angle of the controllable pitch propeller, or both. The storage unit 74 stores the value output by the output unit 66 to the control unit 68 as the value stored in the storage unit 76.

[0056] The remote control device 50 may further include a switch determination unit 70 and a switch unit 72. The switch determination unit 70 determines whether a predetermined switch condition is satisfied. If the switch condition is satisfied, the switch unit 72 switches the control mode from the navigation assistance mode to the normal navigation mode. Details of the switch condition will be described later. The switch determination unit 70 and the switch unit 72 only need to be included in the host control system 1. For example, they can be located in the navigation assistance device 10 or external to the navigation assistance device 10 and the remote control device 50.

[0057] Figure 2 1 is a diagram schematically showing an example of the first operating unit 12. Figure 2 In the example shown, the selection unit 14 and the first input unit 16 are displayed on the touch screen 40 in a manner that allows input operations. For example, the selection unit 14 displays "SPEED" indicating the ship's speed, "LOAD" indicating horsepower, and "FUEL" indicating fuel consumption, with "SPEED" being selected. For example, the first input unit 16 displays the ship's speed command value as "ORDER" in a manner that allows input, and displays the current ship's speed value based on the detection results of the sensor 92 as "FB."

[0058] The setting unit 18 is provided with a pressable switch button 42. The setting unit 18 includes a switch button 42 for setting the normal sailing mode and a switch button 42 for setting the sailing assist mode. Each switch button 42 has an indicator light 44. Setting operations are performed on the switch button 42. By lighting the indicator light 44 of the switch button 42 corresponding to the current steering mode, the vessel operator is informed of whether the current steering mode is the sailing assist mode or the normal sailing mode.

[0059] Figure 3 This is a flowchart showing an example of processing when abnormality is detected in the host control system 1 .

[0060] The remote control device 50 determines whether the control mode is set to the navigation assistance mode (S10). If the remote control device 50 determines that the control mode is not set to the navigation assistance mode ("No" in S10), the process ends. If the remote control device 50 determines that the control mode is set to the navigation assistance mode ("Yes" in S10), the storage unit 76 stores the command value output by the output unit 66 to the control unit 68 at that time (S12), and the process proceeds to step S14.

[0061] The abnormality detection unit 78 determines whether an abnormality has been detected (S14). If the abnormality detection unit 78 determines that no abnormality has been detected ("No" in S14), the process ends. Specifically, while the navigation assist mode is set and no abnormality has been detected, the latest command value is updated in the storage unit 76 according to the cycle interval of this process. If the abnormality detection unit 78 determines that an abnormality has been detected ("Yes" in S14), the light of the notification unit 62 flashes (S16) and the process proceeds to step S18.

[0062] The holding unit 74 holds the value output by the output unit 66 to the control unit 68 as the value stored in the storage unit 76 (S18). The holding unit 74 determines whether the control mode has been switched from the navigation assistance mode to the normal navigation mode (S20). If the holding unit 74 determines that the control mode has not been switched from the navigation assistance mode to the normal navigation mode ("No" in S20), the process returns to step S18 and continues to hold the command value output by the output unit 66 to the control unit 68. If the holding unit 74 determines that the control mode has been switched from the navigation assistance mode to the normal navigation mode ("Yes" in S20), the holding unit 74 releases the hold of the command value (S22), and the process ends.

[0063] The switch to the normal navigation mode in step S20 may be executed in response to a switching operation via the second operating unit 52, or may be executed based on a switching operation performed by the switch determination unit 70 and the switching unit 72. A specific example of the mode switching process performed by the switch determination unit 70 and the switching unit 72 will be described later.

[0064] As described above, when the main engine control system 1 detects an abnormality while the control mode is set to the sailing assist mode, the main engine control system 1 maintains the rotational speed command value of the main engine 94 output by the output unit 66 to the control unit 68 until the control mode is switched from the sailing assist mode to the normal sailing mode. Therefore, even if an abnormality occurs in the sailing assist mode, the main engine control system 1 maintains the rotational speed command value of the main engine 94, thereby preventing unintended fluctuations in the rotational speed.

[0065] Furthermore, in the main engine control system 1 of this embodiment, the remote control device 50, which is located closer to the main engine 94 than the navigation assistance device 10 in the control system, includes the abnormality detection unit 78 and the holding unit 74. Therefore, the main engine control system 1 of this embodiment can more reliably hold the output even when an abnormality occurs, thereby enabling the construction of a safer system.

[0066] Regarding the switching to the normal navigation mode in step S20 , a specific example of the mode switching process performed by the switching determination unit 70 and the switching unit 72 will be described.

[0067] In the first example, the switching condition used by the switching determination unit 70 includes the difference between the command value for the main engine 94's rotational speed held by the output unit 66 and the command value for the main engine 94's rotational speed received by the second input unit 54 being within a predetermined range. Here, the difference being within the predetermined range means that even if the command value for the main engine 94's rotational speed changes from the value held by the output unit 66 to the value received by the second input unit 54, the rotational speed will not fluctuate drastically. In this case, if the difference between the command value for the main engine 94's rotational speed held by the output unit 66 and the command value for the main engine 94's rotational speed received by the second input unit 54 is within the predetermined range, the switching determination unit 70 determines that the switching condition is satisfied. If the switching condition is determined to be satisfied, the switching unit 72 switches the control mode from the navigation assist mode to the normal navigation mode.

[0068] Thus, if the handle of the second input unit 54 is operated to a groove position corresponding to the instruction value held by the holding unit 74, etc., it is automatically switched to the normal navigation mode, so that the main engine control system 1 can smoothly switch the operation mode without causing a sudden change in the rotation speed of the main engine 94.

[0069] In the second example, the switching condition used by the switching determination unit 70 includes the amount of change in the commanded speed value of the main engine 94, received by the second input unit 54, exceeding a threshold value. The threshold value here represents the boundary between whether the change in the commanded speed value of the main engine 94 is caused by an emergency operation by the ship operator, and a value exceeding the threshold value indicates an emergency operation. In this case, if the change in the commanded speed value received by the second input unit is greater than the threshold value, the switching determination unit 70 determines that the switching condition is satisfied. If the switching condition is determined to be satisfied, the switching unit 72 switches the control mode from the navigation assist mode to the normal navigation mode.

[0070] Thus, if the amount of change in the command value of the rotational speed of the main engine 94 corresponding to the second input operation is less than the threshold, the switching condition is not satisfied. The switching condition is satisfied only when the amount of change in the command value of the rotational speed of the main engine 94 corresponding to the second input operation is greater than the threshold. Therefore, for example, if the ship operator accidentally touches the second operating unit 52, the switching action is not executed. However, if the ship operator intentionally performs an emergency operation on the second operating unit 52, the switching action is executed. This allows the main engine control system 1 to switch the operating mode more smoothly.

[0071] In the third example, the switching condition used by the switching determination unit 70 includes whether the command value for the rotational speed of the main engine 94 received by the second input unit 54 indicates that the main engine 94 is stopped or is rotating in the reverse direction. In this case, if the command value for the rotational speed of the main engine 94 received by the second input unit indicates that the main engine 94 is stopped or is rotating in the reverse direction, the switching determination unit 70 determines that the switching condition is satisfied. If the switching condition is determined to be satisfied, the switching unit 72 switches the control mode from the navigation assist mode to the normal navigation mode.

[0072] If the command value for the rotational speed of the main engine 94 corresponding to the second input operation indicates that the main engine 94 is stopped or rotated in the reverse direction, there is a high possibility that the ship operator intentionally instructed the ship 90 to stop or reverse. Therefore, by including the command value for the rotational speed of the main engine 94 corresponding to the second input operation indicating that the main engine 94 is stopped or rotated in the reverse direction in the switching conditions, the main engine control system 1 can more smoothly switch the maneuvering mode in accordance with the intention of the ship operator.

[0073] In the fourth example of the switching operation performed by the switching determination unit 70 and the switching unit 72, the switching condition used by the switching determination unit 70 includes a switch in the control position switching unit 60 to a rotation speed command value for the main engine 94 received via the control room car bell handle 58. If the switching condition is determined to be satisfied, the switching unit 72 switches the control mode from the navigation assist mode to the normal navigation mode.

[0074] The urgency of the operation performed using the control room bell handle 58 is higher than the urgency of the operation performed using the bridge bell handle 56. Therefore, by including in the switching conditions the switching of the control position switching unit 60 to receive the command value of the main engine 94 rotation speed through the control room bell handle 58, the main engine control system 1 can switch the control mode more smoothly according to the intention of the ship operator.

[0075] [Second embodiment]

[0076] Figure 4 This is a functional block diagram of a host control system 1A according to the second embodiment. The host control system 1A includes a navigation assistance device 10A and a remote control device 50A. The navigation assistance device 10A differs from the navigation assistance device 10 according to the first embodiment in that it further includes an abnormality detection unit 78, a storage unit 74, and a storage unit 76. The remote control device 50A may not include the abnormality detection unit 78, the storage unit 74, the storage unit 76, the switching determination unit 70, and the switching unit 72 included in the remote control device 50 according to the first embodiment. The abnormality detection unit 78, the storage unit 74, and the storage unit 76 included in the navigation assistance device 10A are the same as the abnormality detection unit 78, the storage unit 74, and the storage unit 76 in the first embodiment, except for the matters described below.

[0077] The abnormality detection unit 78 according to this embodiment is provided in the navigation assistance device 10A. The abnormality detection unit 78 of this embodiment detects abnormalities in the communication between the navigation assistance device 10A and the sensor 92 via the first communication unit 24. Since the abnormality detection unit 78 of this embodiment is provided in the navigation assistance device 10A, it is particularly desirable to be able to detect at least one of abnormalities in the communication between the navigation assistance device 10A and the remote control device 50, and abnormalities in the communication between the navigation assistance device 10A and the sensor 92, both of which are detectable from the navigation assistance device 10A.

[0078] The first operating unit 12 of this embodiment may also include a notification unit 20. The notification unit 20 performs a notification operation based on a signal from the abnormality detection unit 78 described later. The notification operation may also include at least one of a warning display on a display screen of a display device of the first operating unit 12 and an alarm sound output through a speaker of the first operating unit 12. For example, the notification unit 20 may be configured to Figure 2 The indicator light 44 of the switch button 42 shown in the figure flashes. By flashing the indicator light 44 of the switch button 42 corresponding to the normal sailing mode, the notification unit 20 notifies the operator of the need to set the control mode to the normal sailing mode. This makes it easier for the ship operator to intuitively recognize that an abnormality has occurred in the sailing assistance mode. Furthermore, there is no need to provide a new structure for announcing the abnormality.

[0079] Figure 5 This is a flowchart showing an example of processing when abnormality is detected in the host control system 1A.

[0080] The navigation assistance device 10A determines whether the control mode is set to the navigation assistance mode (S30). If the navigation assistance device 10A determines that the control mode is not set to the navigation assistance mode ("No" in S30), the process ends. If the navigation assistance device 10A determines that the control mode is set to the navigation assistance mode ("Yes" in S30), the storage unit 76 stores the command value output by the output unit 66 to the control unit 68 at that time (S32), and the process proceeds to step S34.

[0081] The abnormality detection unit 78 determines whether an abnormality has been detected (S34). If the abnormality detection unit 78 determines that no abnormality has been detected ("No" in S34), the process ends. That is, while the navigation assist mode is set and no abnormality has been detected, the latest command value is updated in the storage unit 76 according to the cycle interval of this process. If the abnormality detection unit 78 determines that an abnormality has been detected ("Yes" in S34), the notification unit 20 flashes the indicator light 44 of the switch button 42 corresponding to the normal navigation mode (S36) and proceeds to step S38.

[0082] The holding unit 74 holds the value outputted by the output unit 66 to the control unit 68 as the value stored in the storage unit 76 ( S38 ), and ends the process.

[0083] After step S38, if, for example, the ship operator performs a setting operation to set the control mode to the normal sailing mode based on the flashing operation in step S36, the output unit 66 outputs a command value in accordance with the normal sailing mode. In this way, the flashing operation in step S36 can guide the ship operator in the next operation, thereby facilitating smoother operation.

[0084] As described above, when the main engine control system 1A detects an abnormality while the control mode is set to the sailing assist mode, the main engine control system 1A maintains the rotational speed command value of the main engine 94 output by the output unit 66 to the control unit 68 until the control mode is switched from the sailing assist mode to the normal sailing mode. Therefore, even if an abnormality occurs in the sailing assist mode, the main engine control system 1A maintains the rotational speed command value of the main engine 94, thereby preventing unintended fluctuations in the rotational speed.

[0085] Furthermore, in the main engine control system 1A of this embodiment, the navigation assistance device 10A includes the abnormality detection unit 78 and the storage unit 74. Therefore, the main engine control system 1A of this embodiment can also add functions simply by adding the navigation assistance device 10A to a vessel 90 that does not have the navigation assistance device 10A. Furthermore, it is easy to handle updates to the functions of the navigation assistance device 10A.

[0086] The examples of the embodiments of the present invention have been described in detail above. The above embodiments are merely specific examples of the implementation of the present invention. The contents of the embodiments do not limit the technical scope of the present invention, and a large number of design changes such as changes, additions, and deletions of constituent elements can be made without departing from the scope of the idea of ​​the invention specified in the claims. In the above embodiments, the contents that can undergo such design changes are described by adding expressions such as "embodiment" and "in the embodiment", but design changes are also allowed for contents without such expressions.

[0087] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. A new embodiment created by the combination has the effects of the combined embodiments and modifications.

[0088] For example, the engine control unit 84 may include an air-type speed governor and an electro-pneumatic converter that converts electrical signals into air pressure signals. In this case, the electro-pneumatic converter can convert the electrical speed command signal output from the control unit 68 of the remote control device 50 into an air command, and fuel injection can be performed by air control of the air-type speed governor. Alternatively, the vessel 90 may be an electrically propelled vessel that uses a motor as a propulsion device instead of the main engine 94.

[0089] Regarding the embodiments disclosed in this specification, in which multiple functions are dispersed, some or all of the multiple functions may be centralized. Conversely, in which multiple functions are centralized, some or all of the multiple functions may be decentralized. Regardless of whether the functions are centralized or decentralized, the purpose of the invention may be achieved.

[0090] Description of Reference Numerals

[0091] 1. 1A: Main engine control system; 10. 10A: Navigation assistance device; 16: First input unit; 18: Setting unit; 20: Notification unit; 22: Calculation unit; 24: First communication unit; 42: Switch button; 44: Display light; 50. 50A: Remote control device; 54: Second input unit; 56: Bridge input unit; 58: Control room input unit; 60: Control position switching unit; 62: Notification unit; 64: Second communication unit; 66: Output unit; 68: Control unit; 70: Switch judgment unit; 72: Switch unit; 74: Holding unit; 76: Storage unit; 78: Abnormality detection unit; 90: Vessel; 92: Sensor; 94: Main engine.

Claims

1. A propulsion control system comprising a navigation assistance device and a remote control device, wherein: The navigation assistance device comprises: a first input unit for receiving an input of a command value of a propulsion parameter, the propulsion parameter being a parameter related to a propulsion speed of a ship and being a parameter different from a rotational speed of a propulsion device for propelling the ship; a first communication unit capable of communicating with a sensor detecting a current value of the propulsion parameter and the remote control device; as well as a calculation unit that calculates a command value for the rotation speed of the propulsion device so that the current value of the propulsion parameter received from the sensor via the first communication unit follows the command value of the propulsion parameter input via the first input unit, The remote control device comprises: a second communication unit capable of communicating with the navigation assistance device; a second input unit for receiving an input of a command value of a rotation speed of the propulsion device; an output unit that, when the current control mode is set to the sailing assist mode, outputs the rotational speed command value calculated by the calculation unit and received via the second communication unit, and, when the current control mode is set to the normal sailing mode, outputs the rotational speed command value received by the second input unit; as well as a control unit configured to control the propulsion device so that the current value of the rotational speed follows the command value of the rotational speed output from the output unit, The propulsion device control system further comprises: an abnormality detection unit that detects whether there is an abnormality in at least any one of the navigation assistance device, the sensor, communication between the navigation assistance device and the control device, and communication between the navigation assistance device and the sensor; as well as A holding unit, when the abnormality is detected in a case where the control mode is set to the navigation assist mode, holds the command value of the rotational speed output by the output unit to the control unit until the control mode is switched from the navigation assist mode to the normal navigation mode.

2. The propulsion device control system according to claim 1, wherein: The propulsion device is the main engine, The propulsion parameters include the fuel consumption of the main engine.

3. The propulsion device control system according to claim 1, wherein: The navigation assistance device further includes a setting unit that receives a setting operation for setting the current control mode to either the normal navigation mode or the navigation assistance mode.

4. The propulsion device control system according to claim 1, wherein: further comprising a storage unit for storing a value being outputted by the output unit to the control unit at a time when the abnormality is detected, The holding unit holds the rotation speed command value output by the output unit to the control unit at a value stored in the storage unit.

5. The propulsion device control system according to any one of claims 1 to 4, wherein: The abnormality detection unit detects the abnormality by detecting at least one of a disconnection of a communication line between the remote control device and the navigation support device and a lack of response in the communication.

6. The propulsion device control system according to any one of claims 1 to 4, wherein: Also features: a switching determination unit configured to determine whether a switching condition is satisfied, the switching condition including whether a deviation between the rotational speed command value held by the output unit and the rotational speed command value received by the second input unit is within a predetermined range; as well as The switching unit switches the control mode from the navigation assist mode to the normal navigation mode when it is determined that the switching condition is satisfied.

7. The propulsion device control system according to any one of claims 1 to 4, wherein: Also features: a switching determination unit configured to determine whether a switching condition is satisfied, the switching condition including whether a change in the rotation speed command value received by the second input unit is equal to or greater than a threshold value; and The switching unit switches the control mode from the navigation assist mode to the normal navigation mode when it is determined that the switching condition is satisfied.

8. The propulsion device control system according to any one of claims 1 to 4, wherein: Also features: a switching determination unit configured to determine whether a switching condition is satisfied, the switching condition including whether the rotation speed command value received by the second input unit indicates that the propulsion device is stopped or that the propulsion device is rotating in the reverse direction; as well as The switching unit switches the control mode from the navigation assist mode to the normal navigation mode when it is determined that the switching condition is satisfied.

9. The propulsion device control system according to any one of claims 1 to 4, wherein: The second input unit further comprises: a bridge input unit, provided on the bridge of the vessel, for accepting input of a command value of a rotation speed of the propulsion device; a control room input unit, provided in a control room of the vessel, for accepting input of a command value of a rotation speed of the propulsion device; as well as an operating position switching unit for switching whether to accept the speed command value through the console input unit or the control room input unit; The propulsion device control system further comprises: a switching determination unit configured to determine whether a switching condition is satisfied, the switching condition including switching in the manipulation position switching unit to accept the rotation speed command value through the control room input unit; as well as The switching unit switches the control mode from the navigation assist mode to the normal navigation mode when it is determined that the switching condition is satisfied.

10. The propulsion device control system according to any one of claims 1 to 4, wherein: The remote control device includes the abnormality detection unit and the holding unit.

11. The propulsion device control system according to claim 10, wherein: The remote control device further includes a light indicating that the control mode is set to the navigation assist mode. When the abnormality is detected, the light flashes.

12. The propulsion device control system according to any one of claims 1 to 4, wherein: The navigation assistance device includes the abnormality detection unit and the holding unit.

13. The propulsion device control system according to claim 12, wherein: The abnormality is an abnormality in the communication between the sensor and the navigation support device via the first communication unit.

14. The propulsion device control system according to claim 12, wherein: The navigation support device further includes a notification unit configured to notify a user of a prompt to perform a setting operation for setting the control mode to the normal navigation mode when the abnormality is detected.

15. The propulsion device control system according to claim 14, wherein: The setting operation is an operation on a switch button for setting the control mode to the normal navigation mode, The notification unit causes a display light of the switch button to flash.

16. A navigation assistance device comprising: an input unit that receives an input of a command value of a propulsion parameter, the propulsion parameter being a parameter related to a propulsion speed of the ship and being a parameter different from a rotational speed of a propulsion device that propels the ship; a communication unit capable of communicating with a sensor that detects a current value of the propulsion parameter and a remote control device that controls the propulsion device; a calculation unit that calculates a command value for the rotation speed of the propulsion device so that the current value of the propulsion parameter received from the sensor via the communication unit follows the command value of the propulsion parameter input via the input unit; an output unit configured to output the rotational speed command value calculated by the calculation unit to the remote control device via the communication unit when a current control mode is set to a navigation assistance mode, wherein the navigation assistance mode is a mode for causing the current value of the rotational speed to follow the rotational speed command value calculated by the calculation unit; an abnormality detection unit that detects abnormality in the communication performed by the communication unit; as well as A holding unit, which, when the abnormality is detected, maintains the command value of the rotational speed output by the output unit to the remote control device until the control mode is switched from the navigation assistance mode to the normal navigation mode, and the normal navigation mode is a mode for making the current value of the rotational speed follow the command value from the remote control device.

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