Host control system

Abstract

The invention provides a host control system. The purpose of the present invention is to suppress unintended operation of a host when switching a navigation mode. A host control system is provided with: a first input unit that receives a first input operation for inputting a command value for a propulsion parameter; a calculation unit that calculates a command value for a rotational speed for causing the current value of the propulsion parameter to follow the command value thereof; a second input unit that receives a second input operation for inputting a command value for the rotational speed; a setting unit that receives a setting operation for setting a navigation mode; an acquisition unit that acquires a command value for the calculated rotational speed when in a navigation assistance mode, and acquires a command value for the rotational speed corresponding to a second input operation when in a normal navigation mode; a host control unit that controls the host such that the current value of the rotational speed follows the acquired command value of the rotational speed; and a switching determination unit that determines whether or not a switching condition is satisfied, the setting unit being capable of accepting a setting operation when the switching condition is satisfied.

Description

Technical Field

[0001] The invention relates to a host control system. Background Art

[0002] In ships, engine speed command values ​​are typically input via a telegraph device installed on the bridge, for example, and the engine is controlled so that the current engine speed follows this command value. Meanwhile, navigation assistance devices have been developed to reduce the operator's burden, improve safety, and increase shipping efficiency. These devices, for example, perform operations such as adjusting the engine speed to maintain a predetermined ship speed and keep fuel consumption constant, instead of the operator. For example, by connecting a navigation assistance device, independent of the telegraph device, to the ship's engine control system, it is possible to add such navigation assistance functions to the ship.

[0003] For example, Patent Document 1 discloses a technique for controlling a vessel's speed and fuel consumption by connecting a user board, separate from the telegraph equipment, to the main engine's control unit. In the technique described in Patent Document 1, command values ​​for ship speed, fuel consumption, and the like are input from the user board to the main engine's control unit, and the main engine's rotational speed is controlled so that the current values ​​of the ship speed, fuel consumption, and the like follow these command values.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application No. 2018-514459 Summary of the Invention

[0007] Problems to be solved by the invention

[0008] The technology described in Patent Document 1 assumes the following situation: the operator switches the navigation mode between a normal navigation mode, in which the engine speed is controlled by following inputs from a telegraph device, and a navigation assist mode, in which the ship speed and fuel consumption are controlled by following inputs from a user panel. In this case, there is a concern that a discrepancy may occur between the engine speed command value set by the telegraph device and the engine speed command value calculated based on the ship speed and fuel consumption command values ​​set via the user panel, leading to unexpected engine behavior such as significant fluctuations in the engine speed during the navigation mode switch.

[0009] In view of the above problems, an object of the present invention is to provide a technology for suppressing the occurrence of unexpected movements of the main engine by the operator when switching between sailing modes.

[0010] Solutions for solving problems

[0011] In order to solve the above-mentioned problem, a main engine control system of a certain embodiment of the present invention comprises: a first input unit, which accepts a first input operation for inputting an instruction value of a propulsion parameter, wherein the propulsion parameter is a propulsion parameter related to the propulsion speed of the ship and is a propulsion parameter different from the rotation speed of the main engine that propels the ship; a calculation unit, which calculates an instruction value of the rotation speed of the main engine for making the current value of the propulsion parameter follow the instruction value of the propulsion parameter received via the first input unit; a second input unit, which accepts a second input operation for inputting an instruction value of the rotation speed of the main engine; a setting unit, which accepts a setting operation for setting the navigation mode to either the normal navigation mode or the navigation assistance mode; and an acquisition unit, which calculates an instruction value of the rotation speed of the main engine when the navigation mode is set to the navigation assistance mode. In the case where the navigation mode is set to the normal navigation mode, the acquisition unit acquires the command value of the rotational speed calculated by the calculation unit, and in the case where the navigation mode is set to the normal navigation mode, the acquisition unit acquires the command value of the rotational speed corresponding to the second input operation; and a host control unit, which controls the host in such a manner that the current value of the rotational speed follows the command value of the rotational speed acquired by the acquisition unit, wherein the host control system further includes a condition judgment unit, which judges whether at least one of the current value of the propulsion parameter, the current value of the rotational speed, the command value of the rotational speed calculated by the calculation unit, and the command value of the rotational speed corresponding to the second input operation satisfies a switching condition, and when it is judged that the switching condition is met, the setting unit can accept the setting operation.

[0012] In addition, any combination of the above, or a method in which the constituent elements of the present invention or its expression in a method, apparatus, program, transient or non-transient storage medium recording the program, system, etc., are mutually replaced are also valid as modes of the present invention.

[0013] Effects of the Invention

[0014] According to the present invention, it is possible to provide a technique for suppressing the occurrence of unexpected motions of the main engine by the operator when switching between sailing modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a diagram schematically showing a ship according to an embodiment.

[0016] Figure 2 This is a schematic diagram of the configuration of a main engine control system of a ship according to an embodiment.

[0017] Figure 3 This is a block diagram schematically showing an assist control unit according to the embodiment.

[0018] Figure 4 This is a flowchart showing the processing of the host control system according to the embodiment. DETAILED DESCRIPTION

[0019] The present invention will be described below based on preferred embodiments with reference to the accompanying drawings. In the embodiments and variations, identical or equivalent components and members are denoted by the same reference numerals, and duplicate descriptions are omitted as appropriate. Furthermore, the dimensions of the components in the drawings are shown in exaggerated or reduced form as appropriate for ease of understanding. Furthermore, portions of components not essential for describing the embodiments are omitted from the drawings.

[0020] Implementation Method

[0021] Figure 1 1 is a diagram schematically showing a ship 1 according to the present embodiment. In the present embodiment, the ship 1 includes a hull 90 , a telegraph device 50 , an engine control device 10 , an engine 74 , and a navigation support device 100 .

[0022] The main engine 74 is a propulsion mechanism that rotates the propeller 75 to generate propulsion force for propelling the hull 90. The main engine 74 can be any type as long as it can propel the hull 90, and in this example, it is a diesel engine. The main engine 74 consumes an amount of fuel corresponding to the rotational speed and torque of the main engine 74 to operate the main engine 74.

[0023] The navigation assistance device 100 assists the navigation of the ship 1. The navigation assistance device 100 of this embodiment controls a propulsion parameter related to the propulsion speed of the ship 1. The propulsion parameter of this embodiment is a parameter different from the rotational speed of the main engine 74. For example, the propulsion parameter of this embodiment includes at least one of the ship speed relative to the ground of the ship 1, the horsepower output by the main engine 74, and the fuel consumption of the ship 1. The navigation assistance device 100 controls any one of these propulsion parameters (any one of the ship speed relative to the ground, the fuel consumption of the ship 1, and the horsepower output by the main engine 73) as a control object and controls the propulsion parameter as the control object. The navigation assistance device 100 is provided on the ship 1 separately from the telegraph device 50. The navigation assistance device 100 will be described later.

[0024] Figure 2 1 is a schematic diagram of the configuration of the main engine control system 2 of the ship 1 according to this embodiment. The main engine control system 2 includes a main engine control device 10 , a telegraph device 50 , and a navigation assistance device 100 . The navigation assistance device 100 includes an assistance input unit 110 and an assistance control unit 120 .

[0025] Various information based on the operator's operations is input to the auxiliary input unit 110. The auxiliary input unit 110 includes a command value input unit 111, a control target input unit 112, and a first setting unit 113. The auxiliary input unit 110 can input various information based on the touch position on the touch panel or the operation of the operation buttons.

[0026] The command value input unit 111 receives a first input operation from the operator for inputting a command value for a propulsion parameter to be controlled, and outputs the command value for the propulsion parameter to the auxiliary control unit 120 based on the first input operation. Hereinafter, the command value for the rotational speed calculated by the calculation unit 124, described later, based on the command value for the propulsion parameter input in the first input operation may be referred to as the first command value. The command value input unit 111 of this embodiment is an example of a first input unit.

[0027] The control target input unit 112 receives a control target selection operation for selecting a propulsion parameter as a control target from the ship operator, and outputs a control target designation signal to the auxiliary control unit 120 based on the control target selection operation, designating the selected propulsion parameter as a control target.

[0028] The first setting unit 113 receives a setting operation from the operator to set the navigation mode to either the normal navigation mode (operated via the telegraph device 50) or the navigation assistance mode (operated via the navigation assistance device 100). Based on the setting operation, the first setting unit 113 outputs a setting operation signal to the assistance control unit 120, which sets the navigation mode to either the normal navigation mode or the navigation assistance mode. This switches the control target between the telegraph device 50 and the navigation assistance device 100. Furthermore, the first setting unit 113 receives a change request operation from the operator to request a change in navigation mode from either the normal navigation mode or the navigation assistance mode. Based on the change request operation, the first setting unit 113 outputs a change request operation signal to the assistance control unit 120, requesting the change.

[0029] The telegraph device 50 includes an operating handle 51 and a second setting unit 52. The telegraph device 50 is installed on the bridge of the ship 20, etc. The telegraph device 50 sends a command value of the rotation speed of the main engine 30 specified by a second input operation based on the position of the operating handle 51 (hereinafter referred to as "handle position P") to the main engine control device 10. By changing the position of the operating handle 51, the operator can change the command value of the rotation speed of the main engine 74 within a prescribed range. The command value of the rotation speed of the main engine 74 in the telegraph device 50 is generated by a well-known method based on the handle position P. Hereinafter, the command value of the rotation speed corresponding to the second input operation is sometimes referred to as the second command value.

[0030] The operating handle 51 receives a second input operation for inputting a command value for the rotational speed of the host 74, and outputs the command value for the rotational speed specified by the second input operation to the host control device 10. The operating handle 51 is not limited in form as long as it can be used by the operator to input an operation. For example, the operating handle 51 may have a movable operating portion or may not have a movable operating portion. For example, the operating handle 51 may also detect a command based on a touch position on a touch panel. The operating handle 51 of this embodiment is an example of a second input portion.

[0031] The second setting unit 52 accepts setting operations from the operator and outputs a setting operation signal to the main control unit 10 based on the setting operation. Furthermore, the second setting unit 52 accepts change request operations from the operator and outputs a change request operation signal to the main control unit 10 based on the change request. The second setting unit 52 can accept setting operations and change request operations based on the touch position on the touch panel or based on the operation of an operation button. The first setting unit 113 and the second setting unit 52 of this embodiment, for example, constitute setting units capable of accepting setting operations when it is determined that a switching condition, described below, is satisfied.

[0032] The main engine control device 10 controls the propulsion force generated by the main engine 74 based on the rotation speed command signal from the telegraph device 50 or the navigation assistance device 100. The main engine control device 10 of this embodiment controls the rotation speed of the main engine 74 (increase, decrease, stop, etc.) based on the command signal from the telegraph device 50 or the navigation assistance device 100.

[0033] The host control device 10 includes a switching determination unit 11 , a first switching unit 12 , a second switching unit 13 , a host acquisition unit 14 , a host control unit 15 , and a host storage unit 16 .

[0034] The switching determination unit 11 determines whether a switching condition, described later, is satisfied. Based on the determination result, the switching control signal is output to the first switching unit 12 and the second switching unit 13 to control the switching of the first switching unit 12 and the second switching unit 13. This controls the switching of the navigation mode and the control target. The control target here is any one of the navigation assistance device 100, the telegraph device 50 installed on the bridge 77, and the telegraph device 50 installed in the control room 78 of the main engine 74. The control method for switching the navigation mode will be described later.

[0035] The first switching unit 12 is controlled to switch so that its connection terminal is connected to either the first terminal t1 or the second terminal t2 based on a switching control signal from the switching determination unit 11. The first terminal t1 is connected to the output terminal of the navigation assistance device 100 for outputting a rotational speed command value. The second terminal t2 is connected to the output terminal of the telegraph device 50 installed on the bridge 77 for outputting a rotational speed command value. The output terminal of the first switching unit 12 is connected to the third terminal t3 of the second switching unit 13.

[0036] The second switching unit 13 is controlled to switch so that its connection terminal is connected to either the third terminal t3 or the fourth terminal t4 based on a switching control signal from the switching determination unit 11. The third terminal t3 is connected to the output terminal of the first switching unit 12. The fourth terminal t4 is connected to the output terminal of the telegraph device 50 located in the control room 78 of the main engine 74, which outputs the rotational speed command value. The output terminal of the second switching unit 13 is connected to the main engine control unit 15.

[0037] By controlling the first switching unit 12 and the second switching unit 13, one of the navigation assistance device 100, the telegraph device 50 installed on the bridge 77, or the telegraph device 50 installed in the control room 78 of the main engine 74 is set as the control target. The rotation speed command value output from the control target is input to the main engine control unit 15. Furthermore, by controlling the first switching unit 12 and the second switching unit 13, the navigation mode is controlled to be either the normal navigation mode or the navigation assistance mode.

[0038] For example, when the first terminal t1 of the first switching unit 12 is connected to the output terminal of the first switching unit 12, and the third terminal t3 of the second switching unit 13 is connected to the output terminal of the second switching unit 13, the object of manipulation is the navigation assistance device 100. Therefore, the rotation speed command value output from the navigation assistance device 100 is input to the host control unit 15 via the host acquisition unit 14. In this case, the navigation mode is the navigation assistance mode.

[0039] For example, if the second terminal t2 of the first switch 12 is connected to the output terminal of the first switch 12, and the third terminal t3 of the second switch 13 is connected to the output terminal of the second switch 13, the control target is the telegraph 50 on the bridge 77. Therefore, the speed command value output from the telegraph 50 on the bridge 77 is input to the main engine control unit 15 via the main engine acquisition unit 14. For example, if the fourth terminal t4 of the second switch 13 is connected to the output terminal of the second switch 13, the control target is the telegraph 50 in the control room 78. Therefore, the speed command value output from the telegraph 50 in the control room 78 is input to the main engine control unit 15 via the main engine acquisition unit 14. In these cases, the navigation mode is normal navigation mode.

[0040] When the cruising mode is set to the cruising assist mode, the main engine acquisition unit 14 acquires the rotational speed command value calculated by the calculation unit 124 (described later). When the cruising mode is set to the normal cruising mode, the main engine acquisition unit 14 acquires the rotational speed command value corresponding to the second input operation. Furthermore, the main engine acquisition unit 14 acquires the current rotational speed value from the rotational speed sensor 84 that detects the rotational speed of the main engine 74.

[0041] The main engine control unit 15 controls the main engine 74 so that the current value of the main engine's rotational speed follows the input rotational speed command value. The main engine control unit 15 outputs a rotational speed command signal calculated from the difference between the current value of the main engine's rotational speed and the input rotational speed command value to the engine control system (ECS) 76. The input rotational speed command value here refers to the rotational speed command value outputted from the navigation assistance system 100, the telegraph device 50 installed on the bridge 77, or the telegraph device 50 installed in the control room 78 of the main engine 74, whichever device is the target of control. The main engine control unit 15 obtains the current rotational speed value from the rotational speed sensor 84 via the main engine acquisition unit 14. The main engine control unit 15 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 main engine control unit 15 of this embodiment adjusts the rotational speed command value according to a loaded program that defines a schedule for adjusting the rotational speed command value so that the rotational speed gradually follows the rotational speed command value indicated by the input command signal.

[0042] The host storage unit 16 stores application programs and loader programs corresponding to the functional blocks of the host control device 10. The host storage unit 16 also stores input information, reference values, and threshold values ​​in time series.

[0043] The ECS 76, also known as a speed governor, is used to suppress fluctuations in the rotational speed of the main engine 74. When the rotational speed of the main engine 74 changes in response to changes in the load of the main engine 74, the ECS 76 uses the rotational speed indicated by the command signal output from the main engine control unit 10 as a base amount to make fine adjustments to the rotational speed. The ECS 76 then outputs a fuel injection command value to the main engine 74 to achieve the finely adjusted rotational speed, thereby satisfying various constraints, such as engine load limits.

[0044] The assist device 79 assists the main engine 74. For example, the assist device 79 assists the rotation of the main engine 74 by supplying compressed air to the main engine 74. The assist device of this embodiment supplies compressed air to the main engine 74 to assist the movement of the piston of the main engine 74, thereby applying rotational force to the crankshaft, thereby assisting the rotation of the main engine 74.

[0045] Figure 3This is a block diagram schematically showing the assist control unit 120 according to the present embodiment. Figure 3 Each block shown can be implemented in hardware by components such as a computer processor, CPU, and memory, electronic circuits, and mechanical devices, and in software by computer programs, etc. However, the functional blocks implemented by their cooperation are depicted here. Therefore, those skilled in the art will understand that these functional blocks can be implemented in various forms by combining hardware and software.

[0046] The assist control unit 120 of the present embodiment includes a current value acquisition unit 121 , a command value acquisition unit 122 , a control target switching unit 123 , a calculation unit 124 , an output unit 125 , an assist determination unit 126 , and an assist storage unit 127 .

[0047] The current value acquisition unit 121 acquires the current value of a propulsion parameter related to the propulsion of the vessel 1. For example, the current value acquisition unit 121 acquires the current value of the ship's speed relative to the ground from a ship speed sensor 82 for detecting the ship's speed relative to the ground. The current value of the ship's speed relative to the ground can also be acquired by calculation based on information acquired from a positioning system using artificial satellites, such as the GPS (Global Positioning System). For example, the current value acquisition unit 121 acquires the current value of horsepower from a horsepower sensor 83 for detecting the horsepower output from the output shaft of the main engine 74. For example, the current value acquisition unit 121 acquires the current value of the fuel consumption of the vessel 1 from a flow rate sensor 81 for detecting the flow rate of fuel supplied from a fuel tank (not shown) storing the vessel's fuel. For example, the current value acquisition unit 121 acquires the current value of the rotational speed from a rotational speed sensor 84.

[0048] The command value acquisition unit 122 acquires a command value of a propulsion parameter to be controlled. The command value acquisition unit 122 of this embodiment acquires a command value of a propulsion parameter output from the auxiliary input unit 110 based on an operation by the operator.

[0049] Based on the control target designation signal from the input unit 110, the control target switching unit 123 switches the propulsion parameter being controlled to one of the ship's speed over ground, fuel consumption, and horsepower. If the control target designation signal designates fuel consumption as the control target, the control target switching unit 123 connects its connection terminal to the fifth terminal t5. If the control target designation signal designates ship's speed over ground as the control target, the control target switching unit 123 connects its connection terminal to the sixth terminal t6. If the control target designation signal designates horsepower as the control target, the control target switching unit 123 connects its connection terminal to the seventh terminal t7. This supplies the current value of the propulsion parameter designated as the control target by the control target designation signal, among the propulsion parameters including ship's speed over ground, fuel consumption, and horsepower.

[0050] The calculation unit 124 calculates the rotational speed command value to be output to the main engine control unit 15 based on the acquired current value of the propulsion parameter being controlled and the command value of the propulsion parameter. For example, the calculation unit 124 calculates the rotational speed command value of the main engine 74 so that the current value of the propulsion parameter tracks the acquired command value of the propulsion parameter. For example, the calculation unit 124 determines the rotational speed command value by performing feedback control on the command value of the propulsion parameter using a known method. Hereinafter, the rotational speed command value of the main engine calculated by the calculation unit 124 may sometimes be referred to as the second command value.

[0051] The output unit 125 outputs the value calculated by the calculation unit 124 to the main engine control device 10 as a command value of the rotation speed.

[0052] The auxiliary judgment unit 126 judges whether the switching conditions described later are met. The switching conditions include the first switching condition to the third switching condition. In addition, the auxiliary judgment unit 126 is configured to be able to communicate with the switching judgment unit 11 so as to be able to share various information for switching the navigation mode. For example, when the setting operation signal and the change request operation signal are input from the first setting unit 113, the auxiliary judgment unit 126 outputs the input signal to the switching judgment unit 11 of the host control device 10. At least one of the auxiliary judgment unit 126 and the switching judgment unit 11 of the present embodiment constitutes a condition judgment unit that judges whether at least one of the current value of the propulsion parameter, the current value of the rotational speed, the command value of the rotational speed calculated by the calculation unit 124, and the command value of the rotational speed corresponding to the second input operation meets the switching condition.

[0053] The auxiliary storage unit 127 stores application programs corresponding to the functional blocks of the auxiliary control unit 120. The auxiliary storage unit 127 also stores input information, reference values, and threshold values ​​in a time series.

[0054] Figure 44 is a flowchart showing the process S100 of the host control system 2 according to the present embodiment. The process S100 is executed at predetermined time intervals (eg, several milliseconds).

[0055] In step S101, the switch determination unit 11 of the main engine control device 10 determines whether a request to change the cruise mode has been received. For example, the switch determination unit 11 determines that a request to change the cruise mode has been received if a change request operation signal has been input from the first setting unit 113 via the auxiliary control unit, or if a change request operation signal has been input from the second setting unit 52. If a change request has been received ("Yes" in step S101), processing S100 proceeds to step S102. If a change request has not been received ("No" in step S101), processing S100 ends.

[0056] In step S102, the switch determination unit 11 of the host control device 10 determines whether the navigation mode is normal navigation mode or navigation assistance mode. For example, if the connection terminal of the first switch unit 12 is connected to the first terminal t1 and the connection terminal of the second switch unit 13 is connected to the third terminal t3, the switch determination unit 11 determines that the navigation assistance mode is in progress. If the connection terminals of the first switch unit 12 and the second switch unit 13 are otherwise connected, the switch determination unit 11 determines that the navigation assistance mode is in progress. If the navigation assistance mode is in progress ("navigation assistance mode" in step S102), processing S100 proceeds to step S103.

[0057] In step S103, the main engine acquisition unit 14 of the main engine control device 10 acquires the first and second rotational speed command values ​​of the main engine 74. For example, the main engine acquisition unit 14 acquires the first command value supplied from the assist control unit 120 via the first switching unit 12 and the second switching unit 13. Furthermore, in step S103, since the navigation mode is the navigation assist mode, the main engine acquisition unit 14 can acquire the first command value from the assist control unit. Alternatively, for example, the main engine acquisition unit 14 acquires the second command value outputted based on the handle position P of the telegraph device 50 installed in the bridge 77 and the control room 78, for which the second setting unit 52 receives a change request. The main engine acquisition unit 14 supplies the acquired first and second rotational speed command values ​​to the switching determination unit 11.

[0058] In step S104, the switching determination unit 11 of the main engine control device 10 determines whether the first and second speed command values ​​satisfy a first switching condition. The first switching condition includes the degree of deviation between the first and second speed command values ​​falling within a first switching range. The degree of deviation between the first and second speed command values ​​can be, for example, the difference between the first and second speed command values ​​or the ratio of one to the other. The first switching range is set appropriately. For example, the operator can adjust the second speed command value based on a second input operation by manipulating the handle position P to reduce the degree of deviation between the first and second speed command values, thereby bringing the deviation within the first switching range. If the first switching condition is satisfied ("Yes" in step S104), processing S100 proceeds to step S107. If the first switching condition is not satisfied ("No" in step S104), processing S100 proceeds to step S109.

[0059] Returning to step S102, if the mode is normal navigation mode ("normal navigation mode" in step S102), the switch determination unit 11 of the main engine control unit 10 supplies a switch determination instruction to the navigation assistance device 100, and processing S100 proceeds to step S105. In step S105, the current value acquisition unit 121 of the navigation assistance device 100 acquires the current value of each propulsion parameter. The current value acquisition unit 121 supplies the current value of each propulsion parameter to the assistance determination unit 126.

[0060] In step S106, the assistance determination unit 126 of the navigation assistance device 100 determines whether the current value of the propulsion parameter satisfies the second switching condition. The second switching condition includes the current value of each propulsion parameter being within a second switching range. The second switching range is a range of upper and lower limits specified for each propulsion parameter. For example, in this embodiment, upper and lower limits are specified for each of the propulsion parameters, namely, ship speed over land, horsepower, and fuel consumption. In this embodiment, the assistance determination unit 126 determines whether the current value of the propulsion parameter satisfies the second switching condition by determining whether the ship speed over land, horsepower, and fuel consumption are within their respective upper and lower limits. For example, if at least one of the ship speed over land, horsepower, and fuel consumption is outside its upper and lower limits, the assistance determination unit 126 determines that the current value of the propulsion parameter satisfies the second switching condition. If the second switching condition is satisfied ("Yes" in step S106), the assistance determination unit 126 of the navigation assistance device 100 supplies a condition confirmation signal to the main engine control unit 10, and processing S100 proceeds to step S107. If the second switching condition is not satisfied (NO in step S106 ), the process S100 proceeds to step S109 .

[0061] In step S107, the master acquisition unit 14 of the master control device 10 acquires the current value of the rotation speed of the master 74. The master acquisition unit 14 acquires the current value of the rotation speed of the master 74 from the rotation speed sensor 84, for example.

[0062] In step S108, the switching determination unit 11 of the host control device 10 determines whether the current value of the rotational speed satisfies the third switching condition. The third switching condition includes the current value of the rotational speed being above the lower limit. If the third switching condition is not satisfied ("No" in step S108), the process S100 proceeds to step S109.

[0063] In step S109, the first setting unit 113 and the second setting unit 52 are disabled from accepting setting operations. For example, the switching determination unit 11 may be configured to prevent the first setting unit 113 or the second setting unit 52 from accepting the setting operation even if the operator operates an operation button for setting operation on the touch panel operation screen. Alternatively, the touch panel operation screen itself may be grayed out to disable the operation button for setting operation.

[0064] In step S110, the switching determination unit 11 of the host control unit 10 notifies the user that the setting operation cannot be accepted. For example, the switching determination unit 11 may display the message indicating that the setting operation cannot be accepted on a display (not shown) of the telegraph device 50 or the navigation assistance device 100, or may output the message indicating that the setting operation cannot be accepted in the form of an audio signal using a speaker (not shown) of the telegraph device 50 or the navigation assistance device 100. After step S110, processing S100 ends.

[0065] Returning to step S108, if the third switching condition is satisfied ("Yes" in step S108), processing S100 proceeds to step S111. In step S111, the first setting unit 113 and the second setting unit 52 are enabled to accept setting operations. Thus, if the operator performs a setting operation via the first setting unit 113 or the second setting unit 52, the setting operation is accepted.

[0066] In step S112, the switching determination unit 11 of the host control device 10 notifies the user that the setting operation is acceptable. For example, the switching determination unit 11 may display the notification that the setting operation is acceptable on a display (not shown) of the telegraph device 50 or the navigation assistance device 100, or may output the notification that the setting operation is acceptable in the form of an audio signal using a speaker (not shown) of the telegraph device 50 or the navigation assistance device 100.

[0067] In step S113, the switch determination unit 11 of the main engine control device 10 determines whether a setting operation has been received. For example, the switch determination unit 11 determines that a setting operation for the cruise mode has been received if a setting operation signal has been input from the first setting unit 113 via the auxiliary control unit, or if a setting operation signal has been input from the second setting unit 52. If a setting operation has been received ("Yes" in step S113), processing S100 proceeds to step S114. If a setting operation has not been received ("No" in step S113), processing S100 ends.

[0068] In step S114, the switch determination unit 11 of the main engine control device 10 controls the switching of the first switch 12 and the second switch 13 based on the setting operation to switch the navigation mode. For example, if the current navigation mode is navigation assistance mode, the switch determination unit 11 controls the switching of the first switch 12 and the second switch 13 to switch the navigation mode from navigation assistance mode to normal navigation mode. Thus, the telegraph device 50 on the bridge 77 or the telegraph device 50 in the control room 78 that has the second setting unit 52 that received the setting operation becomes the target of manipulation. For example, if the current navigation mode is normal navigation mode, the switch determination unit 11 controls the switching of the first switch 12 and the second switch 13 to switch the navigation mode from normal navigation mode to navigation assistance mode. Thus, the navigation assistance device 100 becomes the target of manipulation. Alternatively, when switching from normal navigation mode to navigation assistance mode, the current value of the main engine speed at the time of the switch is determined as the initial command value for the main engine speed in navigation assistance mode. This can suppress a sudden change in the rotation speed of the main engine 74 immediately after the switching.

[0069] In step S115, the switch determination unit 11 of the host control unit 10 notifies the user that the navigation mode has been switched. For example, the switch determination unit 11 may display the switch on a display (not shown) of the telegraph device 50 or the navigation assistance device 100, or may output the switch in the form of an audio signal using a speaker (not shown) of the telegraph device 50 or the navigation assistance device 100. For example, the switch determination unit 11 may indicate whether the switched navigation mode is the navigation assistance mode or the normal navigation mode.

[0070] After step S115 , the process S100 ends.

[0071] Next, modifications will be described.

[0072] In the embodiment, an example is shown in which the main engine 74 rotates the propeller 75 to generate propulsion, but the present invention is not limited to this. The mechanism for generating propulsion can be any mechanism as long as it can propel the ship. For example, a mechanism may generate propulsion by ejecting gas or the like based on the rotational output of the main engine 74 and utilizing the reaction force of the gas or the like.

[0073] In the embodiment, the main engine 74 is shown as an example of a diesel engine, but the present invention is not limited thereto. The prime mover may be, for example, an internal combustion engine or an external combustion engine other than a diesel engine.

[0074] In the embodiment, when the navigation mode is the navigation assist mode ("navigation assist mode" in step S102), a determination is made in step S104 as to whether the first and second speed command values ​​satisfy the first switching condition. However, the present invention is not limited thereto. For example, when the navigation mode is the normal navigation mode ("normal navigation mode" in step S102), a determination is made as to whether the first and second speed command values ​​satisfy the first switching condition.

[0075] The propulsion parameters may also include the ship's speed through the water. The speed through the water can be obtained by a ship speed sensor such as a Doppler log. Furthermore, the propulsion parameters may include the exhaust gas temperature of the main engine 74. The exhaust gas temperature of the main engine 74 can be obtained by an exhaust gas temperature sensor that detects the exhaust gas temperature of the main engine 74. Therefore, the propulsion parameters may also include at least one of the ship's speed through the water, the ship's speed through the water, the main engine's horsepower, the main engine's fuel consumption, and the main engine's exhaust gas temperature.

[0076] In the embodiment, the current value of the fuel consumption of the vessel 1 is obtained from the flow sensor 81, and the current value of the horsepower is obtained from the horsepower sensor 83, but the present invention is not limited thereto. For example, the current values ​​of the fuel consumption and horsepower may be calculated based on the fuel injection amount calculated based on the position of the fuel rack storing the fuel and the current value of the engine speed.

[0077] In the embodiment, the third switching condition includes the current value of the rotational speed being greater than the lower limit value. However, the third switching condition may also include the current value of the rotational speed being less than the upper limit value. Thus, the navigation mode can be switched when the current value of the rotational speed is less than the upper limit value, thereby preventing excessive load on the main engine 74 due to deterioration of weather and sea conditions.

[0078] In the embodiment, step S101 determines whether a switching request operation has been received, but the present invention is not limited thereto. For example, if the navigation assistance device 100 detects an abnormality in the navigation assistance mode and it is difficult to continue the navigation assistance mode, the process S100 may proceed to step S102.

[0079] The assist device 79 can also assist the supercharging performed by the exhaust turbocharger (not shown) of the main engine 74 by supplying compressed air to the exhaust turbocharger of the main engine 74, wherein the exhaust turbocharger of the main engine 74 is configured to supercharge the air flowing in the intake passage for introducing air into the combustion chamber of the main engine 74.

[0080] The operation unit having the functions of the first setting unit 113 and the second setting unit 52 may be provided independently of the navigation assistance device 100 and the host control device 10 , or may be provided only in the navigation assistance device 100 .

[0081] Next, the effects of this embodiment will be described.

[0082] The main engine control system 2 of this embodiment comprises: a first input unit that receives a first input operation for inputting a command value of a propulsion parameter, wherein the propulsion parameter is a propulsion parameter related to the propulsion speed of the ship 1 and is a propulsion parameter different from the rotation speed of the main engine 74 that propels the ship 1; a calculation unit 124 that calculates a command value of the rotation speed of the main engine so that the current value of the propulsion parameter follows the command value of the propulsion parameter received via the first input unit; a second input unit that receives a second input operation for inputting a command value of the rotation speed of the main engine 74; a setting unit that receives a setting operation for setting the navigation mode to either the normal navigation mode or the navigation assist mode; and an acquisition unit that, when the navigation mode is set to In the case of the navigation assist mode, the acquisition unit acquires the speed command value calculated by the calculation unit 124. When the navigation mode is set to the normal navigation mode, the acquisition unit acquires the speed command value corresponding to the second input operation. The main engine control unit 15 controls the main engine 74 so that the current speed value follows the speed command value acquired by the acquisition unit. The main engine control system 2 further includes a condition determination unit that determines whether at least one of the current value of the propulsion parameter, the current value of the speed, the speed command value calculated by the calculation unit 124, and the speed command value corresponding to the second input operation satisfies a switching condition. If the switching condition is determined to be satisfied, the setting unit can accept the setting operation. With this configuration, the main engine control system 2 can operate in either the navigation assist mode operated via the first input unit or the normal navigation mode operated via the second input unit. Furthermore, the navigation mode can be switched when at least one of the current value of the propulsion parameter, the current value of the speed, the speed command value calculated by the calculation unit 124, and the speed command value corresponding to the second input operation satisfies the switching condition. Therefore, it is possible to suppress the rotation speed fluctuation of the main engine when switching the cruise mode, and to suppress the main engine 74 from operating unexpectedly.

[0083] In this embodiment, the switching condition includes the degree of deviation between the engine speed command value calculated by calculation unit 124 and the speed command value corresponding to the second input operation being within a predetermined range. This configuration allows the cruise mode to be switched when the degree of deviation is within the predetermined range, thereby suppressing fluctuations in the speed command value when switching to the cruise mode.

[0084] Here, when vessel 1 encounters favorable weather and sea conditions (e.g., favorable winds and currents), the assistance device 79 installed on vessel 1 may activate unexpectedly due to a decrease in the engine speed, resulting in increased fuel consumption due to power consumption. To address this issue, in this embodiment, the switching condition includes the current speed being above a lower limit. With this configuration, the navigation mode can be switched when the current speed is above the lower limit. This prevents the assistance device 79 from being activated unexpectedly when switching navigation modes, thereby minimizing increases in fuel consumption.

[0085] In this embodiment, the setting operation is an operation for switching from normal sailing mode to sailing assist mode, and the switching condition includes the current value of the propulsion parameter being within a specified range. According to this configuration, the sailing mode can be switched from normal sailing mode to sailing assist mode when the current value of the propulsion parameter is within the specified range, thereby preventing unintended operation of the main engine 74.

[0086] 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.

[0087] Description of Reference Numerals

[0088] 1: Vessel; 2: Main engine control system; 10: Main engine control device; 11: Switching judgment unit; 14: Main engine acquisition unit; 15: Main engine control unit; 16: Main engine storage unit; 50: Telegraph device; 51: Operating handle; 52: Second setting unit; 100: Navigation assistance device; 110: Auxiliary input unit; 111: Command value input unit; 112: Control object input unit; 113: First setting unit; 120: Auxiliary control unit; 121: Current value acquisition unit; 122: Command value acquisition unit; 123: Control object switching unit; 124: Calculation unit; 125: Output unit; 126: Auxiliary judgment unit; 127: Auxiliary storage unit.

Claims

1. A host control system, characterized in that: have: a first input unit for receiving a first input operation for inputting a command value of a propulsion parameter, wherein the propulsion parameter is a propulsion parameter related to a propulsion speed of a ship and is different from a rotational speed of a main engine that propels the ship; a calculation unit configured to calculate a command value for the rotation speed of the main engine so that the current value of the propulsion parameter follows the command value of the propulsion parameter received via the first input unit; a second input unit for receiving a second input operation for inputting a command value for the rotation speed of the main engine; a setting unit that receives a setting operation for setting the navigation mode to either the normal navigation mode or the navigation assist mode; an acquisition unit that acquires the rotational speed command value calculated by the calculation unit when the navigation mode is set to the navigation assist mode, and acquires the rotational speed command value corresponding to the second input operation when the navigation mode is set to the normal navigation mode; and a host control unit configured to control the host so that the current value of the rotational speed follows the command value of the rotational speed acquired by the acquisition unit; The host control system further includes a condition determination unit configured to determine whether at least one of the current value of the propulsion parameter, the current value of the rotational speed, the rotational speed command value calculated by the calculation unit, and the rotational speed command value corresponding to the second input operation satisfies a switching condition. When it is determined that the switching condition is satisfied, the setting unit can accept the setting operation.

2. The host control system according to claim 1, characterized in that: The switching condition includes that a degree of deviation between the rotation speed command value of the main engine calculated by the calculation unit and the rotation speed command value corresponding to the second input operation is within a predetermined range.

3. The host control system according to claim 1, characterized in that: The switching condition includes that the current value of the rotation speed is greater than or equal to a lower limit value.

4. The host control system according to claim 1, characterized in that: The setting operation is an operation of switching the normal navigation mode to the navigation assistance mode. The switching condition includes that the current value of the propulsion parameter is within a predetermined range including the command value of the propulsion parameter received via the first input unit.

5. The host control system according to claim 4, characterized in that: The propulsion parameter is any one of the ship's speed over ground, the ship's speed through water, the horsepower of the main engine, the fuel consumption of the main engine, and the exhaust gas temperature of the main engine.

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