Control system and ship

Abstract

The present invention addresses the problem of reducing the risk of incomplete operation due to erroneous setting of a system. The present invention addresses the problem of reducing the labor required to find erroneous settings. Each of a plurality of propellers of the control system has a propeller control unit. A thruster position determination unit of a control system has the thruster control unit and a gateway device. A gateway device includes a gateway control unit having a plurality of connection ports connected to a communication bus, the gateway control unit being a plurality of or a single gateway control unit connected in series via the connection ports and the communication bus. The propeller control units of the two propellers are communicably connected to different connection ports of the gateway control unit provided corresponding to a pair of the two propellers. The gateway control unit recognizes the presence or absence of a propeller having a propeller control unit by communicating with each of the two propeller control units, and outputs recognition information based on the recognition results of the propeller from different connection ports.

Description

Technical Field

[0001] The present invention relates to a control system and a ship. Background Art

[0002] For example, Patent Document 1 discloses a technology for outputting a command signal to a propulsion device according to an operation signal from an operation device based on a selected boat driving mode, thereby realizing a boat behavior desired by the user.

[0003] Patent Document 1: Japanese Patent Application Laid-Open No. 2014-34269

[0004] In recent years, the increasing number of propulsion systems installed on ships and the equipment used (such as operating units and displays) has complicated the various settings performed by operators (such as shipbuilders). Consequently, the likelihood of control failures due to incorrect settings has increased, increasing the risk of malfunctions. Furthermore, detecting incorrect settings requires considerable effort. Summary of the Invention

[0005] The present invention is completed to solve the above-mentioned problems, and its purpose is to provide a control system and a ship equipped with the control system, which can reduce the risk of incomplete operation due to incorrect system settings and can reduce the labor consumed in discovering incorrect settings.

[0006] A control system involved in one aspect of the present invention comprises a plurality of thrusters and a thruster position determination unit for determining the relative positions of the plurality of thrusters, the plurality of thrusters respectively having a thruster control unit, the thruster position determination unit having the thruster control unit and a gateway device, the gateway device including a gateway control unit having a plurality of connection ports connected to a communication bus, the gateway control unit being a plurality of or a single gateway control unit connected in series via the connection ports and the communication bus, the thruster control units of two thrusters included in the plurality of thrusters being communicatively connected to different connection ports of the gateway control unit provided corresponding to the pair formed by the two thrusters, the gateway control unit identifying whether or not there is the thruster having the thruster control unit by respectively communicating with the two thruster control units connected to the connection ports, and outputting identification information based on the identification result of the thruster from different connection ports.

[0007] A ship according to another aspect of the present invention includes the control system described above and a hull on which the control system is installed.

[0008] This reduces the risk of malfunction due to incorrect system settings and reduces the effort required to detect incorrect settings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 This is an explanatory diagram showing a schematic configuration of a ship according to one embodiment of the present invention.

[0010] Figure 2 This is a block diagram schematically showing the general configuration of a control system applied to the above-mentioned ship.

[0011] Figure 3 It is a block diagram schematically showing another structure of the above-mentioned control system.

[0012] Figure 4 It is a block diagram schematically showing another configuration of the above-mentioned control system.

[0013] Figure 5 It is schematically represented Figure 2 An explanatory diagram of one process of a method for determining the relative positions of each thruster in a control system.

[0014] Figure 6 It is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0015] Figure 7 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0016] Figure 8 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0017] Figure 9 It is schematically represented Figure 3 An explanatory diagram of one process of a method for determining the relative positions of each thruster in a control system.

[0018] Figure 10 It is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0019] Figure 11 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0020] Figure 12 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0021] Figure 13 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0022] Figure 14 It is schematically represented Figure 4 An explanatory diagram of one process of a method for determining the relative positions of each thruster in a control system.

[0023] Figure 15It is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0024] Figure 16 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0025] Figure 17 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0026] Figure 18 This is an explanatory diagram schematically showing another step of the above-mentioned determination method.

[0027] Figure 19 This is a flowchart showing the flow of each step or process from assembling an arbitrary control system to starting control.

[0028] Figure 20 It is an explanatory diagram schematically showing an example of a display screen of a display unit included in the above-mentioned control system.

[0029] Figure 21A This is an explanatory diagram schematically showing a vessel capable of joystick steering.

[0030] Figure 21B This is an explanatory diagram schematically showing a vessel that cannot be steered with a joystick.

[0031] Figure 22 This is an explanatory diagram schematically showing the connection relationship between the devices in the four mounted control systems.

[0032] Figure 23A This is an explanatory diagram schematically showing an example of the relative positions of the other thrusters with respect to any one of the four thrusters.

[0033] Figure 23B This is an explanatory diagram schematically showing another example of the above-mentioned relative positions.

[0034] Figure 23C This is an explanatory diagram schematically showing another example of the above-mentioned relative positions.

[0035] Figure 24 It is a block diagram schematically showing the structure of a control system including a transverse thruster.

[0036] Figure 25A This is an explanatory diagram schematically showing an example of the relative positions of the other transverse thrusters with respect to any one of the four transverse thrusters.

[0037] Figure 25B This is an explanatory diagram schematically showing another example of the above-mentioned relative positions.

[0038] Figure 26A This is an explanatory diagram schematically showing an example of the relative positions of the other transverse thrusters with respect to any one of the four transverse thrusters of the catamaran.

[0039] Figure 26B This is an explanatory diagram schematically showing another example of the above-mentioned relative positions.

[0040] Figure 27A This is an explanatory diagram schematically showing another example of the above-mentioned relative positions.

[0041] Figure 27B This is an explanatory diagram schematically showing another example of the above-mentioned relative positions.

[0042] Description of Reference Numerals

[0043] 1…control system; 1a…communication bus; 10…thruster; 10a…transverse thruster; 11…ship control unit (thruster control unit); 11a…first ship control unit (thruster control unit); 11b…second ship control unit (thruster control unit); 11c…third ship control unit (thruster control unit); 11d…fourth ship control unit (thruster control unit); 20…thruster position determination unit; 21…gateway device; 22…gateway control unit; 22a…first gateway control unit; 22b…second gateway control unit; 22c…third gateway control unit; 30…operating unit; 31…joystick; 32…control head; 34…autopilot equipment; 40…display unit; 43…Approve button; 44…Correction instruction button; 50…Input unit (receiving unit); 60…Storage unit (structural information storage unit); 100…Ship; 100a…Hull; 101…First propeller; 102…Second propeller; 103…Third propeller; 104…Fourth propeller; A1, A11, A12…Identification information; B1, B2…Identification result; C1, C2, C11, C12, C21, C22…Identification information; D1, D2, D3…Identification result; E1, E2, E3…Identification information; E11, E12, E21, E22, E31, E32…Identification information; P1…First connection port; P2…Second connection port. DETAILED DESCRIPTION

[0044] The embodiments of the present invention are described below based on the drawings. In addition, in this specification and the drawings, the port side of a ship is sometimes described as "Port", and the starboard side is sometimes described as "Starboard", or simply referred to as "Stbd".

[0045] 〔1. Ship〕

[0046] Figure 11 is an explanatory diagram showing a schematic configuration of a ship 100 according to this embodiment. The ship 100 includes a control system 1 and a hull 100a. The control system 1 is installed in the hull 100a.

[0047] The control system 1 includes a plurality of propellers 10. The propeller 10 is composed of a propulsion device that is driven by a prime mover such as an engine to rotate a propeller to generate propulsion. In addition, the prime mover may be an electric motor or a hybrid structure that uses an engine and an electric motor. Figure 1 In the example, a configuration including two thrusters 10, one located on the port side of the hull 100a and one located on the starboard side, is used as a plurality of thrusters 10. Furthermore, the number of thrusters 10 may be three or more. The number of thrusters 10 being N (N being an integer greater than or equal to 2) is also referred to as "N-mounted." The control system 1 is described in detail below.

[0048] 〔2. Control System〕

[0049] Figure 2 It is schematically represented Figure 1 The schematic structure of the control system 1 is shown in FIG. Figure 1 The control system 1 shown here is mounted on two thrusters 10, as there are two of them. Each thruster 10 in the control system 1 includes a ship control unit 11, an engine control unit 12, an engine 13, and a marine gear 14. For convenience, in the drawings, the ship control unit is represented by "M-ECU," the engine control unit by "E-ECU," "E" by engine, and "M / G" by marine gear. An ECU (Electronic Control Unit) is an electronic control unit.

[0050] The marine control unit 11 is a propeller control unit that controls the actions of various parts of the propeller 10, and is composed of the above-mentioned ECU. That is, each of the plurality of propellers 10 has a propeller control unit. The engine control unit 12 is also composed of an ECU, and under the control of the marine control unit 11, controls the drive of the engine 13. The output shaft of the engine 13 is connected to the propeller via a marine gear 14 and a shaft. The marine gear 14 is controlled by the marine control unit 11, and is provided to transmit the power output from the output shaft of the engine 13 to the shaft to rotate the propeller, and to switch the direction of rotation of the propeller (forward / reverse). In addition, the marine gear 14 also switches the transmission / cutoff of the power output from the engine 13 to the shaft.

[0051] The control system 1 includes a thruster position determination unit 20. The thruster position determination unit 20 is formed by connecting a plurality of ECUs via a communication bus 1a. The communication bus 1a is, for example, a CAN (Control Area Network) bus. Figure 2 In the figure, the CAN bus is represented by a thick solid line.

[0052] Specifically, the thruster position determination unit 20 is configured to include the ship control unit 11 of each thruster 10 and a gateway device 21. The gateway device 21 includes a gateway control unit 22 composed of an ECU. Figure 2 In the structure of , the gateway device 21 includes a single gateway control unit 22. In addition, the gateway device 21 may also be configured to include a plurality of gateway control units 22 (see Figure 3 、 Figure 4 ). In addition, in the drawings, the gateway control unit is represented by “G / W_ECU”.

[0053] The ship control unit 11 of each thruster 10 is connected to different connection ports of the gateway control unit 22, namely the first connection port P1 and the second connection port P2, via the communication bus 1a. This enables communication between each thruster 10 (particularly the ship control unit 11) and the gateway device 21 (particularly the gateway control unit 22). Through this communication, the thruster position determination unit 20 identifies the presence of each thruster 10 and determines the relative position of each thruster 10. The details of the relative position determination method will be described later.

[0054] The control system 1 further includes an operating unit 30. The operating unit 30 receives operations for driving the plurality of propellers 10. The operating unit 30 is communicatively connected to the communication bus 1a. For example, when the operator operates the operating unit 30, a signal corresponding to the operating state of the operating unit 30 is input to the ship control unit 11 of each propeller 10 via the communication bus 1a. Consequently, under the control of each ship control unit 11, each propeller 10 is driven according to the operation of the operating unit 30.

[0055] The operating unit 30 includes a joystick 31, a control head 32, a switch panel 33, and an automatic driving device 34. Figure 2 In the figure, for convenience, "J / S" represents a joystick, "C / H" represents a control head, "S / P" represents a switch panel, and "A / P" represents an automatic driving device. In addition, the operating unit 30 may also include a device (dial) that can perform various settings by dial operation.

[0056] The joystick 31 is a device for the driver to specify the direction of navigation of the ship 100. By tilting the lever of the joystick 31 from the neutral position to any one of the front-back direction, the left-right direction and the tilt direction, navigation in the direction of the tilted lever can be specified. The control head 32 is also a device for specifying the direction of navigation of the ship 100, and has a pair of left and right levers. By tilting the left and right levers of the control head 32 in the front-back direction respectively, navigation in a specified direction can be specified. The switch panel 33 is a device for instructing the start and stop of each propeller 10. Therefore, the switch panel 33 is provided corresponding to each propeller 10. The automatic driving device 34 is a device for turning on / off the automatic driving (automatic driving) function. When the automatic driving function is turned on by the automatic driving device 34, the drive of the propeller 10 is controlled by the control unit 11 of each ship so that the ship can sail in the set heading.

[0057] The control system 1 further includes a display unit 40, an input unit 50, and a storage unit 60. Figure 2 In the figure, for convenience, the display unit is represented by "D", the input unit is represented by "T / P", and the storage unit is represented by "ST". The display unit 40, the input unit 50, and the storage unit 60 are connected to the communication bus 1a so as to be communicable therewith.

[0058] The display unit 40 is a device that displays various information and is comprised of, for example, a liquid crystal display device. The input unit 50 is a receiving unit that receives various instructions input by the operator or operator. In this embodiment, the input unit 50 is comprised of, for example, a touch panel arranged to overlap with the display unit 40. Alternatively, the input unit 50 may be comprised of, for example, a lever, a switch, etc. The storage unit 60 is a memory that stores various information and is comprised of, for example, RAM (Random Access Memory), ROM (Read Only Memory), a hard disk, an SSD (Solid State Drive), etc.

[0059] The display unit 40 and the input unit 50 are provided corresponding to each thruster 10. Thus, the status of each thruster 10 can be displayed on each display unit 40. In addition, the setting of each thruster 10 can also be independently performed by the corresponding input unit 50.

[0060] Other communication buses 1b (in Figure 2 The multi-function display 70 is connected to the display unit 40. In addition, the multi-function display 70 is connected to the other communication bus 1b. Figure 2 In FIG. 1 , “MFD” represents a multi-function display. For example, the multi-function display 70 can collectively display information displayed on each display unit 40 by communicating with each display unit 40 via another communication bus 1 b.

[0061] Figure 3 1 is a block diagram schematically showing another configuration of the control system 1 . Figure 3 The control system 1 is a structure in which the thrusters 10 are located at the port side (Port), the center (Center) and the starboard side (Stbd). Figure 2 The communication bus 1a of the two-mounted structure shown is further connected to one thruster 10, and a gateway control unit 22, a switch panel 33, a display unit 40, and an input unit 50 are additionally connected to correspond to the additional thruster 10. Therefore, the gateway device 21 has two gateway control units 22.

[0062] The two gateway control units 22 are connected in series via a communication bus 1a. Of the three thrusters 10, the port and center thrusters 10 are connected to different connection ports (first connection port P1 and second connection port P2) of one gateway control unit 22 via the communication bus 1a. Furthermore, the center and starboard thrusters 10 are connected to different connection ports (first connection port P1 and second connection port P2) of an additional gateway control unit 22 via the communication bus 1a.

[0063] Figure 4 It is a block diagram schematically showing another configuration of the control system 1 . Figure 4 The control system 1 is a structure in which the thrusters 10 are located at the port side (Port), the center port side (Center Port), the center starboard side (Center Stbd) and the starboard side (Stbd). Figure 3 The communication bus 1a of the three-mounted structure shown is further connected to one thruster 10, and a gateway control unit 22, a switch panel 33, a display unit 40, and an input unit 50 are additionally connected to correspond to the additional thruster 10. Therefore, the gateway device 21 has three gateway control units 22.

[0064] The three gateway control units 22 are connected in series via the communication bus 1a. The port side thruster 10 and the center port side thruster 10 of the four thrusters 10 are connected to different connection ports (first connection port P1, second connection port P2) of one gateway control unit 22 via the communication bus 1a. The center port side thruster 10 and the center starboard side thruster 10 are connected to different connection ports (first connection port P1, second connection port P2) of other gateway control units 22 connected to the above-mentioned gateway control unit 22 via the communication bus 1a. The center starboard side thruster 10 and the starboard side thruster 10 are connected to different connection ports (first connection port P1, second connection port P2) of the additional gateway control unit 22 via the communication bus 1a.

[0065] In addition, although not shown, the control system 1 may also have a structure having five or more thrusters 10. For a structure having N thrusters 10 (N is an integer greater than or equal to 2), it is sufficient to connect the additional thrusters 10 to the communication bus 1a in the structure having (N-1) thrusters 10, and then additionally connect the gateway control unit 22, the switch panel 33, the display unit 40, and the input unit 50 to the communication bus 1a. In the structure having N thrusters 10, the gateway device 21 is formed by connecting (N-1) gateway control units 22 in series via the communication bus 1a.

[0066] In this way, the gateway device 21 of the control system 1 includes multiple or single gateway control units 22. In more detail, when two are installed, the gateway device 21 includes a single gateway control unit 22. When three or more are installed, the gateway device 21 includes multiple gateway control units 22. The gateway control unit 22 has a first connection port P1 and a second connection port connected to the communication bus 1a. That is, the gateway control unit 22 has multiple connection ports connected to the communication bus 1a. The multiple gateway control units 22 are connected in series via the above-mentioned connection ports and the communication bus 1a.

[0067] 〔3. About the method of judging relative position〕

[0068] Next, a method for determining the relative positions of the plurality of thrusters 10 by the thruster position determination unit 20 will be described.

[0069] (3-1. Two-mount installation)

[0070] Figures 5 to 8 It is schematically represented Figure 2 The diagrams for explaining each step of the method for determining the relative position of each propeller 10 in the two mounted structures are shown. In addition, for the convenience of the following description, the ship control unit 11 included in one of the two propellers 10 is set as the first ship control unit 11a, and the ship control unit 11 included in the other propeller 10 is set as the second ship control unit 11b. Figure 5 In the figures, "M-ECU-1" represents the first ship control unit, and "M-ECU-2" represents the second ship control unit. The first ship control unit 11a is connected to the first connection port P1 of the gateway control unit 22 via the communication bus 1a. The second ship control unit 11b is connected to the second connection port P2 of the gateway control unit 22 via the communication bus 1a. That is, the ship control units 11 of the two thrusters 10 (the first ship control unit 11a and the second ship control unit 11b) are communicatively connected to different connection ports (the first connection port P1 and the second connection port P2) of the gateway control unit 22 provided for the pair of the two thrusters 10.

[0071] Furthermore, the first connection port P1 side of the gateway control unit 22 is conveniently referred to as the "left," and the second connection port P2 side is conveniently referred to as the "right." That is, in the gateway control unit 22, the first connection port P1 is located on one end side (e.g., the left side) in one direction (e.g., the left-right direction), and the second connection port P2 is located on the other end side (e.g., the right side) in the same direction.

[0072] First, if Figure 5 As shown, when the gateway control unit 22 receives a predetermined signal (e.g., a signal specifying a parameter group number (PGN)) from the first ship control unit 11a via the communication bus 1a at the first connection port P1, the gateway control unit 22 determines that the first ship control unit 11a is connected to the first connection port P1 side, i.e., the left side, with respect to the gateway control unit 22. Similarly, when the gateway control unit 22 receives a predetermined signal from the second ship control unit 11b via the communication bus 1a at the second connection port P2, the gateway control unit 22 determines that the second ship control unit 11b is connected to the second connection port P2 side, i.e., the right side, with respect to the gateway control unit 22.

[0073] The predetermined signal output by the first ship control unit 11a is also periodically transmitted to the switch panel 33 corresponding to the first ship control unit 11a. Thus, the switch panel 33 can be operated to power off (start or stop) the first ship control unit 11a. Similarly, the predetermined signal output by the second ship control unit 11b is also periodically transmitted to the switch panel 33 corresponding to the second ship control unit 11b. Thus, the switch panel 33 can be operated to power off the second ship control unit 11b.

[0074] Next, if Figure 6 As shown, the gateway control unit 22 determines the number of ship control units 11 located to the left of the gateway control unit 22 and the number of ship control units 11 located to the right of the gateway control unit 22. When two gateway control units 22 are mounted, the first connection port P1 receives signals only from the first ship control unit 11a. Therefore, based on this signal, the gateway control unit 22 determines that the number of ship control units 11 located to the left of the gateway control unit 22 is "1."

[0075] Similarly, a single gateway control unit 22 receives only the signal from the second ship control unit 11b at the second connection port P2. Therefore, based on this signal, the gateway control unit 22 determines that the number of ship control units 11 located to the right of the gateway control unit 22 is "1." Based on this result, the gateway control unit 22 can determine that, among the plurality of thrusters 10, the thruster 10 including the first ship control unit 11a is located relatively to the left, and the thruster 10 including the second ship control unit 11b is located relatively to the right.

[0076] At this time, the gateway control unit 22's judgment result (number of connections to the left ship control unit: 1, number of connections to the right ship control unit: 1) constitutes identification information A1 representing the recognition result of the gateway control unit 22. Since the number of connections to the left and right ship control units 11 is "1" respectively, the gateway control unit 22 can also simultaneously determine that the total number of thrusters 10 is two.

[0077] Then, if Figure 7 As shown, the gateway control unit 22 outputs identification information A1 from the first connection port P1 and the second connection port P2. The identification information A1 output from the first connection port P1 is input to the first ship control unit 11a. The identification information A1 output from the second connection port P2 is input to the second ship control unit 11b.

[0078] Because the first ship control unit 11a is connected to the first connection port P1 of the gateway control unit 22 (on the left side relative to the gateway control unit 22), it can be determined that the "Number of connected ship control units on the left: 1" included in the identification information A1 is the number of the first ship control unit 11a itself. Therefore, the first ship control unit 11a subtracts its own number from the "Number of connected ship control units on the left: 1" included in the identification information A1. In other words, the first ship control unit 11a determines that the number of ship control units 11 connected to the left side of the gateway control unit 22, excluding the first ship control unit 11a, is zero. On the other hand, the first ship control unit 11a maintains the "Number of connected ship control units on the right: 1" included in the identification information A1. In other words, the first ship control unit 11a determines that the number of connected ship control units 11 on the right side of the gateway control unit 22 is "1." Thus, the first ship control unit 11a can determine that the propeller 10 including itself (the first ship control unit 11a) is located on the relatively left side, and the propeller 10 including the second ship control unit 11b is located on the relatively right side. In addition, since there are propellers 10 located on the relatively left side and right side, the first ship control unit 11a can also simultaneously determine that the total number of propellers 10 is two.

[0079] Since the second ship control unit 11b is connected to the second connection port P2 of the gateway control unit 22 (on the right side of the gateway control unit 22), it can be determined that the "Number of connected ship control units on the right side: 1" included in the identification information A1 is the number of the second ship control unit 11b itself. Therefore, the second ship control unit 11b subtracts its own number from the "Number of connected ship control units on the right side: 1" included in the identification information A1. In other words, the second ship control unit 11b determines that the number of ship control units 11 connected to the right side of the gateway control unit 22, excluding the second ship control unit 11b, is zero. On the other hand, the second ship control unit 11b maintains the "Number of connected ship control units on the left side: 1" included in the identification information A1. In other words, the second ship control unit 11b determines that the number of connected ship control units 11 on the left side of the gateway control unit 22 is "1." Thus, the second ship control unit 11b can determine that the propeller 10 including itself (the second ship control unit 11b) is located on the relatively right side, and the propeller 10 including the first ship control unit 11a is located on the relatively left side. In addition, since there are propellers 10 located on the relatively left side and right side, the second ship control unit 11b can also simultaneously determine that the total number of propellers 10 is two.

[0080] As another method, Figure 8 As shown, the gateway control unit 22 can also output the identification information A11 from the first connection port P1 (to the first ship control unit 11a), and can also output the identification information A12 from the second connection port P2 (to the second ship control unit 11b). Figure 7 The identification information A1 shown is the number of ship control units 11 connected to the left side (first connection port P1 side) of the gateway control unit 22, minus the number of first ship control units 11a. Figure 7 The identification information A1 shown is information obtained by subtracting the number of the second ship control units 11 b from the number of the ship control units 11 connected to the right side (the second connection port P2 side) of the gateway control unit 22 .

[0081] In this case, the first ship control unit 11a can determine, based on the input identification information A11, that the propeller 10 including the first ship control unit 11a is located on the relatively left side, and the propeller 10 including the second ship control unit 11b is located on the relatively right side, without performing the calculation process of subtracting its own number. Similarly, the second ship control unit 11b can determine, based on the input identification information A12, that the propeller 10 including the second ship control unit 11b is located on the relatively right side, and the propeller 10 including the first ship control unit 11a is located on the relatively left side, without performing the calculation process of subtracting its own number. Furthermore, since the first ship control unit 11a and the second ship control unit 11b can respectively identify the propeller 10 located on the relatively left and right sides, they can also simultaneously determine that the total number of propellers 10 is two.

[0082] (3-2.3 units installed)

[0083] Figures 9 to 13 It is schematically represented Figure 3 1 and 2. In the following description and drawings, the same names and reference numerals are used for the components common to the two-mounted structures.

[0084] In addition, the ship control unit 11 included in the third propeller 10 among the three propellers 10 is referred to as the third ship control unit 11c. Figure 9 In the example, "M-ECU-3" represents the third ship control unit. In the gateway device 21, the gateway control unit 22 located at one end side (for example, the left side) of the two gateway control units 22 connected in series in one direction is set as the first gateway control unit 22a, and the gateway control unit 22 located at the other end side (for example, the right side) of the above-mentioned one direction is set as the second gateway control unit 22b. Figure 9 In the example, "G / W_ECU-1" represents the first gateway control unit, and "G / W_ECU-2" represents the second gateway control unit. In addition, in the gateway control unit 22, the first connection port P1 is located at one end side in one direction (for example, the left side), and the second connection port P2 is located at the other end side in one direction (for example, the right side). Figure 5 etc.

[0085] The first ship control unit 11a is connected to the first connection port P1 of the first gateway control unit 22a via the communication bus 1a. The second ship control unit 11b is connected to the second connection port P2 of the first gateway control unit 22a and the first connection port P1 of the second gateway control unit 22b via the communication bus 1a. The third ship control unit 11c is connected to the second connection port P2 of the second gateway control unit 22b via the communication bus 1a.

[0086] That is, the three-mounted structure also has the ship control unit 11 of each of the two thrusters 10 communicatively connected to different connection ports of the gateway control unit 22 provided for the pair of the two thrusters 10. Specifically, the first ship control unit 11a and the second ship control unit 11b of the two thrusters 10 are communicatively connected to the first connection port P1 and the second connection port P2 of the first gateway control unit 22a provided for the pair of the two thrusters 10. In addition, the second ship control unit 11b and the third ship control unit 11c of the two thrusters 10 are communicatively connected to the first connection port P1 and the second connection port P2 of the second gateway control unit 22b provided for the pair of the two thrusters 10.

[0087] First, if Figure 9 As shown, when the first gateway control unit 22a receives a predetermined signal from the first ship control unit 11a via the communication bus 1a at the first connection port P1, it determines that the first ship control unit 11a is connected to the first connection port P1 side, i.e., the left side, with respect to the first gateway control unit 22a. Similarly, when the first gateway control unit 22a receives a predetermined signal from the second ship control unit 11b via the communication bus 1a at the second connection port P2, it determines that the second ship control unit 11b is connected to the second connection port P2 side, i.e., the right side, with respect to the first gateway control unit 22a. Therefore, the first gateway control unit 22a determines as identification result B1 that the number of ship control units 11 located to the left of the first gateway control unit 22a is "1," and the number of ship control units 11 located to the right of the first gateway control unit 22a is "1."

[0088] Furthermore, upon receiving a predetermined signal from the second shipboard control unit 11b via the communication bus 1a at the first connection port P1, the second gateway control unit 22b determines that the second shipboard control unit 11b is connected to the first connection port P1 side, i.e., the left side, with respect to the second gateway control unit 22b. Similarly, upon receiving a predetermined signal from the third shipboard control unit 11c via the communication bus 1a at the second connection port P2, the second gateway control unit 22b determines that the third shipboard control unit 11c is connected to the second connection port P2 side, i.e., the right side, with respect to the second gateway control unit 22b. Therefore, the second gateway control unit 22b determines as identification result B2 that the number of shipboard control units 11 located to the left of the second gateway control unit 22b is "1," and the number of shipboard control units 11 located to the right of the second gateway control unit 22b is "1."

[0089] Next, if Figure 10 As shown, the first gateway control unit 22a outputs its own recognition result B1 to another gateway control unit 22 (here, the second gateway control unit 22b) via the communication bus 1a. Similarly, the second gateway control unit 22b outputs its own recognition result B2 to another gateway control unit 22 (here, the first gateway control unit 22a) via the communication bus 1a.

[0090] like Figure 11 As shown, when the first gateway control unit 22a receives identification result B2 from the second gateway control unit 22b, it adds identification result B2 to its own identification result B1 to obtain final identification information C1. However, the "Number of connections to the left ship control unit: 1" included in identification result B2 overlaps with the "Number of connections to the right ship control unit: 1" included in identification result B1 (each ship control unit refers to the same second ship control unit 11b). Therefore, the "Number of connections to the left ship control unit: 1" in identification result B2 is not added to the "Number of connections to the right ship control unit" in identification result B1. In other words, only the "Number of connections to the right ship control unit: 1" in identification result B2 is added to the "Number of connections to the right ship control unit: 1" in identification result B1. As a result, identification information C1 becomes "Number of connections to the right ship control unit: 1 + 1 = 2, Number of connections to the left ship control unit: 1."

[0091] Furthermore, when the second gateway control unit 22b receives identification result B1 from the first gateway control unit 22a, it adds identification result B1 to its own identification result B2 to obtain final identification information C2. However, the "right ship control unit connection number: 1" included in identification result B1 overlaps with the "left ship control unit connection number: 1" included in identification result B2 (each ship control unit refers to the same second ship control unit 11b). Therefore, the "right ship control unit connection number: 1" in identification result B1 is not added to the "left ship control unit connection number" in identification result B2. In other words, only the "left ship control unit connection number: 1" in identification result B1 and the "left ship control unit connection number: 1" in identification result B2 are added. As a result, identification information C2 becomes "right ship control unit connection number: 1, left ship control unit connection number: 1 + 1 = 2."

[0092] Then, if Figure 12 As shown, the first gateway control unit 22a outputs identification information C1 from the first connection port P1 and the second connection port P2. The identification information C1 output from the first connection port P1 is input to the first ship control unit 11a. In addition, the identification information C1 output from the second connection port P2 is input to the second ship control unit 11b.

[0093] Because the first ship control unit 11a is connected to the first connection port P1 of the first gateway control unit 22a (on the left side relative to the first gateway control unit 22a), it can be determined that the "Number of connected left ship control units: 1" included in the identification information C1 is the number of the first ship control unit 11a itself. Therefore, the first ship control unit 11a subtracts its own number from the "Number of connected left ship control units: 1" included in the identification information C1. Furthermore, the first ship control unit 11a maintains the "Number of connected right ship control units: 2" included in the identification information C1.

[0094] That is, the first ship control unit 11a recognizes "Number of connections to the left ship control unit: 1-1=0" and "Number of connections to the right ship control unit: 2." As a result, the first ship control unit 11a can determine that its own propeller 10 is located on the far left, since there are two propellers 10 located to the right of the propeller 10 including itself (the first ship control unit 11a), and that the total number of propellers 10 is three.

[0095] Since the second ship control unit 11b is connected to the second connection port P2 of the first gateway control unit 22a (on the right side relative to the first gateway control unit 22a), it can be determined that the "Number of connected right ship control units: 2" included in the identification information C1 includes the number of the second ship control unit 11b itself. Therefore, the second ship control unit 11b subtracts its own number from the "Number of connected right ship control units: 2" included in the identification information C1. Furthermore, the second ship control unit 11b maintains the "Number of connected left ship control units: 1" included in the identification information C1.

[0096] That is, the second ship control unit 11b recognizes "Number of connections to the left ship control unit: 2-1 = 1" and "Number of connections to the right ship control unit: 2-1 = 1." As a result, based on the identification information C1, the second ship control unit 11b can determine that there is one propeller 10 located to the left of the propeller 10 including the second ship control unit 11b, and one propeller 10 located to the right of the propeller 10 including the second ship control unit 11b. Thus, the second ship control unit 11b can determine that the propeller 10 including itself (the second ship control unit 11b) is located between the two propellers 10 (e.g., in the center in the left-right direction), and that the total number of propellers 10 is three.

[0097] Furthermore, since the second ship control unit 11b is connected to the first connection port P1 of the second gateway control unit 22b (on the left side relative to the second gateway control unit 22b), it can be determined that the "Number of connected left ship control units: 2" included in the identification information C2 includes the number of the second ship control unit 11b itself. Therefore, the second ship control unit 11b subtracts its own number from the "Number of connected left ship control units: 2" included in the identification information C2. Furthermore, the second ship control unit 11b maintains the "Number of connected right ship control units: 1" included in the identification information C2.

[0098] That is, the second ship control unit 11b recognizes "Number of connections of the left ship control unit: 2-1 = 1" and "Number of connections of the right ship control unit: 2-1 = 1." As a result, based on the identification information C2, the second ship control unit 11b can also determine that there is one propeller 10 located to the left of the propeller 10 including the second ship control unit 11b, and one propeller 10 located to the right of the propeller 10 including the second ship control unit 11b. Thus, based on the identification information C2, the second ship control unit 11b can also determine that the propeller 10 including itself (the second ship control unit 11b) is located between the two propellers 10 (for example, in the center in the left-right direction), and that the total number of propellers 10 is three.

[0099] Because the third ship control unit 11c is connected to the second connection port P2 of the second gateway control unit 22b (on the right side relative to the second gateway control unit 22b), it can be determined that the "Number of connected right ship control units: 1" included in the identification information C2 is the number of the third ship control unit 11c itself. Therefore, the third ship control unit 11c subtracts its own number from the "Number of connected right ship control units: 1" included in the identification information C2. Furthermore, the third ship control unit 11c maintains the "Number of connected left ship control units: 2" included in the identification information C2.

[0100] That is, the third ship control unit 11c recognizes "Number of connections to the left ship control unit: 2" and "Number of connections to the right ship control unit: 1-1=0." As a result, the third ship control unit 11c, because there are two propellers 10 located to the left of the propeller 10 including itself (the third ship control unit 11c), can determine that the propeller 10 including itself is located on the far right, and that the total number of propellers 10 is three.

[0101] As another method, Figure 13 As shown, the first gateway control unit 22a can also output identification information C11 from the first connection port P1 (to the first ship control unit 11a), and can also output identification information C12 from the second connection port P2 (to the second ship control unit 11b). Figure 12 The identification information C1 shown is the number of the ship control units 11 connected to the left side (first connection port P1 side) of the first gateway control unit 22a, minus the number of the first ship control units 11a. Figure 12 The identification information C1 shown is information obtained by subtracting the number of second ship control units 11b from the number of ship control units 11 connected to the right side (the second connection port P2 side) of the first gateway control unit 22a.

[0102] In this case, the first ship control unit 11a can determine, based on the input identification information C11, that the propeller 10 including the first ship control unit 11a is located on the relatively left side of the plurality of propellers 10, and the other two propellers 10 are located on the right side, without performing the calculation process of subtracting its own number. Similarly, the second ship control unit 11b can determine, based on the input identification information C12, that the propeller 10 including the second ship control unit 11b is located between two propellers 10 (e.g., in the center), without performing the calculation process of subtracting its own number. In other words, the second ship control unit 11b can determine that there are propellers 10 located to the left and right of the propeller 10 including itself (the second ship control unit 11b).

[0103] Similarly, the second gateway control unit 22b can also output the identification information C21 from the first connection port P1 (to the second ship control unit 11b), and can also output the identification information C22 from the second connection port P2 (to the third ship control unit 11c). Figure 12 The identification information C2 shown is the number of the ship control units 11 connected to the left side (first connection port P1 side) of the second gateway control unit 22b, minus the number of the second ship control units 11b. Figure 12 The identification information C2 shown is information obtained by subtracting the number of third ship control units 11 c from the number of ship control units 11 connected to the right side (the second connection port P2 side) of the second gateway control unit 22 b .

[0104] In this case, the second ship control unit 11b can determine, based on the input identification information C21, that the propeller 10 including the second ship control unit 11b among the plurality of propellers 10 is located between (e.g., in the center) the two propellers 10, without performing the calculation processing of subtracting its own number. In other words, the second ship control unit 11b can determine that there are propellers 10 located to the left and right of the propeller 10 including itself (the second ship control unit 11b). Furthermore, the third ship control unit 11c can determine, based on the input identification information C22, that the propeller 10 including the third ship control unit 11c among the plurality of propellers 10 is located relatively to the right, and the other two propellers 10 are located to the left, without performing the calculation processing of subtracting its own number.

[0105] Furthermore, the first ship control unit 11a, the second ship control unit 11b, and the third ship control unit 11c can each recognize that the sum of the number of connections to the left ship control unit 11 and the number of connections to the right ship control unit 11, excluding themselves, is two. Therefore, the first ship control unit 11a, the second ship control unit 11b, and the third ship control unit 11c can also simultaneously determine that the total number of thrusters 10, including themselves, is three.

[0106] (3-3.4 units installed)

[0107] Figures 14 to 18 It is schematically represented Figure 4 The following diagram illustrates the steps involved in determining the relative positions of the thrusters 10 in a three-mounted configuration. The method for determining relative positions in a four-mounted configuration is essentially the same as in a three-mounted configuration. The following description of the four-mounted configuration will be omitted, and the method for determining relative positions in a four-mounted configuration will be explained.

[0108] In addition, for the convenience of the following description, the ship control unit 11 included in the fourth propeller 10 among the four propellers 10 is referred to as the fourth ship control unit 11d. Figure 14 etc., "M-ECU-4" represents the fourth marine control unit. In addition, in the gateway device 21, the gateway control unit 22 located at one end side (for example, the left side) in one direction among the three gateway control units 22 connected in series in one direction is set as the first gateway control unit 22a, the gateway control unit 22 located at the other end side (for example, the right side) in the above-mentioned one direction is set as the third gateway control unit 22c, and the gateway control unit 22 located between the first gateway control unit 22a and the third gateway control unit 22c is set as the second gateway control unit 22b. Figure 14 In the figures, “G / W_ECU-3” represents the third gateway control unit.

[0109] The first ship control unit 11a is connected to the first connection port P1 of the first gateway control unit 22a via the communication bus 1a. The second ship control unit 11b is connected to the second connection port P2 of the first gateway control unit 22a and the first connection port P1 of the second gateway control unit 22b via the communication bus 1a. The third ship control unit 11c is connected to the second connection port P2 of the second gateway control unit 22b and the first connection port P1 of the third gateway control unit 22c via the communication bus 1a. The fourth ship control unit 11d is connected to the second connection port P2 of the third gateway control unit 22c via the communication bus 1a.

[0110] That is, in the four-unit mounting configuration, the ship control units 11 of the two thrusters 10 are also communicatively connected to different connection ports of the gateway control unit 22 provided for the pair of two thrusters 10. Specifically, in the three-unit mounting configuration, the third ship control unit 11c and the fourth ship control unit 11d of the two thrusters 10 are communicatively connected to the first connection port P1 and the second connection port P2 of the third gateway control unit 22c provided for the pair of two thrusters 10, respectively.

[0111] First, if Figure 14 As shown, the first gateway control unit 22a obtains the recognition result D1 by communicating with the first ship control unit 11a and the second ship control unit 11b. Figure 9 The recognition result B1 shown in FIG. 2 is the same. In addition, the second gateway control unit 22b obtains the recognition result D2 by communicating with the second ship control unit 11b and the third ship control unit 11c. The content of the recognition result D2 is the same as Figure 9 The recognition result B2 shown is the same.

[0112] When the third gateway control unit 22c receives a predetermined signal from the third ship control unit 11c via the communication bus 1a at the first connection port P1, it determines that the third ship control unit 11c is connected to the first connection port P1 side, i.e., the left side, with the third gateway control unit 22c as the reference. Similarly, when the third gateway control unit 22c receives a predetermined signal from the fourth ship control unit 11d via the communication bus 1a at the second connection port P2, it determines that the fourth ship control unit 11d is connected to the second connection port P2 side, i.e., the right side, with the third gateway control unit 22c as the reference. In other words, the third gateway control unit 22c determines as identification result D3 that the number of ship control units 11 located to the left of the third gateway control unit 22c is "1," and the number of ship control units 11 located to the right of the third gateway control unit 22c is "1."

[0113] Next, if Figure 15 As shown, the first gateway control unit 22a outputs its own recognition result D1 to another gateway control unit 22 (here, the second gateway control unit 22b) via the communication bus 1a. The second gateway control unit 22b outputs its own recognition result D2 along with the recognition result D1 of the first gateway control unit 22a to another gateway control unit 22 (here, the third gateway control unit 22c) via the communication bus 1a. The third gateway control unit 22c outputs its own recognition result D3 to another gateway control unit 22 (here, the second gateway control unit 22b) via the communication bus 1a. The second gateway control unit 22b outputs its own recognition result D2 along with the recognition result D3 of the third gateway control unit 22c to another gateway control unit 22 (here, the first gateway control unit 22a) via the communication bus 1a.

[0114] like Figure 16As shown, when the first gateway control unit 22a receives identification results D2 and D3 from the second gateway control unit 22b, it adds these results to its own identification result D1 to obtain final identification information E1. However, the "number of connections to the left ship control unit: 1" included in identification result D2 overlaps with the "number of connections to the right ship control unit: 1" included in identification result D1 (each ship control unit refers to the same second ship control unit 11b). Therefore, the "number of connections to the left ship control unit: 1" in identification result D2 is not added to the "number of connections to the right ship control unit" in identification result D1. Similarly, the "number of connections to the left ship control unit: 1" included in identification result D3 overlaps with the "number of connections to the right ship control unit: 1" included in identification result D2 (each ship control unit refers to the same third ship control unit 11c). Therefore, the "number of connections to the left ship control unit: 1" in recognition result D3 is not added to the "number of connections to the right ship control unit" in recognition result D1. Therefore, the "number of connections to the right ship control unit: 1" in recognition result D2 and the "number of connections to the right ship control unit: 1" in recognition result D3 are added to the "number of connections to the right ship control unit: 1" in recognition result D1. As a result, identification information E1 becomes "number of connections to the right ship control unit: 1 + 2 = 3, number of connections to the left ship control unit: 1."

[0115] The second gateway control unit 22b receives recognition result D1 from the first gateway control unit 22a and recognition result D3 from the third gateway control unit 22c. Therefore, the second gateway control unit 22b adds recognition results D1 and D3 to its own recognition result D2 to obtain final identification information E2. However, the "Number of connections to the right ship control unit: 1" included in recognition result D1 overlaps with the "Number of connections to the left ship control unit: 1" included in recognition result D2 (each of these ship control units refers to the same second ship control unit 11b). Therefore, the "Number of connections to the right ship control unit: 1" in recognition result D1 is not added to the "Number of connections to the left ship control unit" in recognition result D2. In other words, only the "Number of connections to the left ship control unit: 1" in recognition result D1 is added to the "Number of connections to the left ship control unit: 1" in recognition result D2. Furthermore, the "number of connections to the left ship control unit: 1" included in recognition result D3 overlaps with the "number of connections to the right ship control unit: 1" included in recognition result D2 (each ship control unit refers to the same third ship control unit 11c). Therefore, the "number of connections to the left ship control unit: 1" in recognition result D3 is not added to the "number of connections to the right ship control unit" in recognition result D2. In other words, only the "number of connections to the right ship control unit: 1" in recognition result D3 is added to the "number of connections to the right ship control unit: 1" in recognition result D2. As a result, identification information E2 becomes "number of connections to the right ship control unit: 1 + 1 = 2, number of connections to the left ship control unit: 1 + 1 = 2."

[0116] When the third gateway control unit 22c receives identification results D2 and D1 from the second gateway control unit 22b, it adds these results to its own identification result D3 to obtain final identification information E3. However, the "right ship control unit connection number: 1" included in identification result D2 overlaps with the "left ship control unit connection number: 1" included in identification result D3 (each ship control unit refers to the same third ship control unit 11c). Therefore, the "right ship control unit connection number: 1" in identification result D2 is not added to the "left ship control unit connection number" in identification result D3. Similarly, the "left ship control unit connection number: 1" in identification result D2 overlaps with the "right ship control unit connection number: 1" in identification result D1 (each ship control unit refers to the same second ship control unit 11b). Therefore, the "right ship control unit connection number: 1" in identification result D1 is not added to the "left ship control unit connection number" in identification result D3. Therefore, the "Number of connections to the left ship control unit: 1" of recognition result D2, the "Number of connections to the left ship control unit: 1" of recognition result D1, and the "Number of connections to the left ship control unit: 1" of recognition result D3 are added together. As a result, identification information E3 becomes "Number of connections to the right ship control unit: 1, Number of connections to the left ship control unit: 1 + 2 = 3."

[0117] Then, if Figure 17 As shown, the first gateway control unit 22a outputs identification information E1 from the first connection port P1 and the second connection port P2. The identification information E1 output from the first connection port P1 is input to the first ship control unit 11a. In addition, the identification information E1 output from the second connection port P2 is input to the second ship control unit 11b.

[0118] Because the first ship control unit 11a is connected to the first connection port P1 of the first gateway control unit 22a (on the left side relative to the first gateway control unit 22a), it can be determined that the "Number of connected left ship control units: 1" included in the identification information E1 is the number of the first ship control unit 11a itself. Therefore, the first ship control unit 11a subtracts its own number from the "Number of connected left ship control units: 1" included in the identification information E1. Furthermore, the first ship control unit 11a maintains the "Number of connected right ship control units: 3" included in the identification information E1.

[0119] That is, since the first ship control unit 11a has three propellers 10 located to the right of the propeller 10 including itself (the first ship control unit 11a), it can be judged that the total number of propellers 10 is four, and the propeller 10 including itself (the first ship control unit 11a) is located on the leftmost side (port side) among the four propellers 10.

[0120] Since the second ship control unit 11b is connected to the second connection port P2 of the first gateway control unit 22a (on the right side relative to the first gateway control unit 22a), it can be determined that the "Number of connected right ship control units: 3" included in the identification information E1 includes the number of the second ship control unit 11b itself. Therefore, the second ship control unit 11b subtracts its own number from the "Number of connected right ship control units: 2" included in the identification information E1. Furthermore, the second ship control unit 11b maintains the "Number of connected left ship control units: 1" included in the identification information E1.

[0121] As a result, the second ship control unit 11b can determine, based on the identification information E1, that there is one propeller 10 located to the left of the propeller 10 including the second ship control unit 11b, and two propellers located to the right of the propeller 10 including the second ship control unit 11b. Therefore, the second ship control unit 11b can determine that the total number of propellers 10 is four, and that the propeller 10 including itself (the second ship control unit 11b) is located second from the left (center port) among the four propellers 10.

[0122] Furthermore, since the second ship control unit 11b is connected to the first connection port P1 of the second gateway control unit 22b (on the left side relative to the second gateway control unit 22b), it can be determined that the "Number of connected left ship control units: 2" included in the identification information E2 includes the number of the second ship control unit 11b itself. Therefore, the second ship control unit 11b subtracts its own number from the "Number of connected left ship control units: 2" included in the identification information E2. Furthermore, the second ship control unit 11b maintains the "Number of connected right ship control units: 2" included in the identification information E2.

[0123] As a result, the second ship control unit 11b can also determine, based on the identification information E2, that there is one propeller 10 located to the left of the propeller 10 including the second ship control unit 11b, and two propellers located to the right of the propeller 10 including the second ship control unit 11b. Thus, based on the identification information E2, the second ship control unit 11b can also determine that the total number of propellers 10 is four, and that the propeller 10 including itself (the second ship control unit 11b) is located on the port side of the center.

[0124] Because the third ship control unit 11c is connected to the second connection port P2 of the second gateway control unit 22b (on the right side relative to the second gateway control unit 22b), it can be determined that the "Number of connected right ship control units: 2" included in the identification information E2 includes the number of third ship control units 11c itself. Therefore, the third ship control unit 11c subtracts its own number from the "Number of connected right ship control units: 2" included in the identification information E2. Furthermore, the third ship control unit 11c maintains the "Number of connected left ship control units: 2" included in the identification information E2.

[0125] As a result, the third ship control unit 11c can determine, based on the identification information E2, that there are two propellers 10 located to the left of the propeller 10 including the third ship control unit 11c, and one propeller 10 located to the right of the propeller 10 including the third ship control unit 11c. Thus, based on the identification information E2, the third ship control unit 11c can determine that the total number of propellers 10 is four, and that the propeller 10 including itself (the third ship control unit 11c) is located second from the right (center starboard) among the four propellers 10.

[0126] Furthermore, since the third ship control unit 11c is connected to the first connection port P1 of the third gateway control unit 22c (on the left side relative to the third gateway control unit 22c), it can be determined that the "Number of connected left ship control units: 3" included in the identification information E3 includes the number of the third ship control unit 11c itself. Therefore, the third ship control unit 11c subtracts its own number from the "Number of connected left ship control units: 3" included in the identification information E3. Furthermore, the third ship control unit 11c maintains the "Number of connected right ship control units: 1" included in the identification information E3.

[0127] As a result, the third ship control unit 11c can determine that there are two thrusters 10 located to the left of the thruster 10 including itself (the third ship control unit 11c) and one thruster located to the right. Therefore, based on the identification information E3, the third ship control unit 11c can also determine that the total number of thrusters 10 is four, and that the thruster 10 including itself (the third ship control unit 11c) is located on the center starboard side.

[0128] Because the fourth ship control unit 11d is connected to the second connection port P2 of the third gateway control unit 22c (on the right side of the third gateway control unit 22c), it can be determined that the "Number of connected right ship control units: 1" included in the identification information E3 is the number of the third ship control unit 11c itself. Therefore, the third ship control unit 11c subtracts its own number from the "Number of connected right ship control units: 1" included in the identification information E3. Furthermore, the third ship control unit 11c maintains the "Number of connected left ship control units: 3" included in the identification information E3.

[0129] That is, since the third ship control unit 11c has three propellers 10 located to the left of the propeller 10 including itself (the third ship control unit 11c), it can be judged that the total number of propellers 10 is four, and the propeller 10 including itself (the third ship control unit 11c) is located on the far right (starboard) among the four propellers 10.

[0130] As another method, Figure 18 As shown, the first gateway control unit 22a can also output identification information E11 from the first connection port P1 (to the first ship control unit 11a), and can also output identification information E12 from the second connection port P2 (to the second ship control unit 11b). Figure 17 The identification information E1 shown is the number of ship control units 11 connected to the left side (first connection port P1 side) of the first gateway control unit 22a, minus the number of first ship control units 11a. Figure 17 The identification information E1 shown is information obtained by subtracting the number of second ship control units 11b from the number of ship control units 11 connected to the right side (second connection port P2 side) of the first gateway control unit 22a.

[0131] In this case, the first ship control unit 11a can determine based on the input identification information E11 that the total number of propellers 10, including its own propeller 10, is four, and that its own propeller 10 is located on the port side, without performing arithmetic processing to subtract its own number. Similarly, the second ship control unit 11b can determine based on the input identification information E12 that the total number of propellers 10, including its own propeller 10, is four, and that its own propeller 10 is located on the center port side, without performing arithmetic processing to subtract its own number.

[0132] The second gateway control unit 22b can also output the identification information E21 from the first connection port P1 (to the second ship control unit 11b), and can also output the identification information E22 from the second connection port P2 (to the third ship control unit 11c). Figure 17 The identification information E2 shown is the number of ship control units 11 connected to the left side (first connection port P1 side) of the second gateway control unit 22b, minus the number of second ship control units 11b. Figure 17 The identification information E2 shown is information obtained by subtracting the number of third ship control units 11 c from the number of ship control units 11 connected to the right side (the second connection port P2 side) of the second gateway control unit 22 b .

[0133] In this case, the second ship control unit 11b can determine based on the input identification information E21 that the total number of propellers 10, including its own propeller 10, is four, and that its own propeller 10 is located on the center port side, without performing arithmetic processing to subtract its own number. Similarly, the third ship control unit 11c can determine based on the input identification information E22 that the total number of propellers 10, including its own propeller 10, is four, and that its own propeller 10 is located on the center starboard side, without performing arithmetic processing to subtract its own number.

[0134] The third gateway control unit 22c can also output the identification information E31 from the first connection port P1 (to the third ship control unit 11c), and can also output the identification information E32 from the second connection port P2 (to the fourth ship control unit 11d). Figure 17 The identification information E3 shown is the number of the ship control units 11 connected to the left side (first connection port P1 side) of the third gateway control unit 22c, minus the number of the third ship control units 11c. Figure 17 The identification information E3 shown is information obtained by subtracting the number of fourth ship control units 11d from the number of ship control units 11 connected to the right side (the second connection port P2 side) of the third gateway control unit 22c.

[0135] In this case, the third ship control unit 11c can determine based on the input identification information E31 that the total number of propellers 10, including its own propeller 10, is four, and that its own propeller 10 is located on the center starboard side, without performing arithmetic processing to subtract its own number. Similarly, the fourth ship control unit 11d can determine based on the input identification information E32 that the total number of propellers 10, including its own propeller 10, is four, and that its own propeller 10 is located on the starboard side, without performing arithmetic processing to subtract its own number.

[0136] Furthermore, even when the number of thrusters 10 is five or more, the thruster position determination unit 20 can determine the relative positions of the five or more thrusters 10 using the same method as described above.

[0137] [4. About the process from system assembly to control based on settings]

[0138] Figure 19 This is a flow chart showing the process of each step or process from the assembly of the control system 1 of this embodiment to the start of control. In the middle of this process, the structure (total number and relative position) of the plurality of thrusters 10 is detected. Figures 2 to 4 The above process is explained.

[0139] First, an operator (such as a shipbuilder, a technical service person, etc.) performs a connection operation of various devices including a plurality of propellers 10 (S1). At this time, the operator connects each device in a predetermined order. Then, if the propeller 10 is a structure with N units mounted, the operator inputs various settings for the N units mounted in the input unit 50. For example, if it is a structure with 3 units mounted, the action program is set so that the three propellers 10 are driven respectively according to the operation of the operating unit 30. The content of the settings is stored in the storage unit 60. In addition, the setting of the action program can also be performed by selecting a desired program corresponding to the number of propellers 10 from a plurality of programs (such as two units mounted, three units mounted, four units mounted, etc.) pre-stored in the storage unit 60.

[0140] Next, when the operator instructs the start of a structural inspection via the input unit 50 (S2), the propeller position determination unit 20 determines the total number and relative positions of the plurality of propellers 10 using the aforementioned method, and inspects the structures of the plurality of propellers 10 (S3). The inspection results are displayed on the display unit 40 under the control of the ship control unit 11 (S4).

[0141] Figure 20 An example of a display screen of the display unit 40 is schematically shown. Furthermore, an input unit 50 serving as a touch panel is superimposed on the display unit 40. Therefore, various inputs are performed by touching a predetermined portion of the display unit 40. The results of the structural detection by the thruster position determination unit 20 are displayed in the detection result display area 41 of the display unit 40. This figure shows that three suspended structures have been detected. Furthermore, the operator can initiate the start of the structural detection in S2 by touching the structural detection start button 42 on the display unit 40.

[0142] The operator observes the detection result displayed on the display unit 40, and if the detection is appropriate (if it is a detection in accordance with the setting), the approval button 43 is touched to approve (S5). If the operator approves, the structure (total number, relative position) of the plurality of propellers 10 is finally determined to be the structure represented by the above-mentioned detection result (S7), except for the case where the detection result belongs to the approval prohibited matter (S6). In addition, the details of S6 will be described later. The structural information representing the structure of the plurality of propellers 10 determined in S7, that is, the structural information represented by the detection result approved in S5 is stored in the storage unit 60 (S8). Then, if there is no control start prohibited matter (S9), the ship control unit 11, for example, starts the control of the plurality of propellers 10 reflecting the structural information stored in the storage unit 60 (S10).

[0143] In S5, if the operator's approval is not obtained and the correction instruction button 44 of the display unit 40 is touched (S11), the process returns to S1, and the operator performs the settings again. In S11, if the correction instruction button 44 is not touched and the specified time has passed, the control of the setting content of S1 is not started, and the process ends. In addition, in S6, if the detection result is an approval prohibition item, the control of the setting content of S1 is not started, and the display unit 40 displays the meaning of approval prohibition (S12), and the process ends. In addition, in S9, if there is a control start prohibition item, the ship control unit 11 prohibits the start of control of the plurality of thrusters 10 reflecting the structural information stored in the storage unit 60 (S13), and the process ends.

[0144] Here, as an example of "a detection result that indicates an approval-prohibited item" in S6, a configuration exceeding the intended equipment configuration is detected, or a setting that should be exclusive is detected repeatedly. For example, a situation in which a configuration exceeding the intended equipment configuration is detected might include detecting the relative position of a seventh thruster 10 when the system can only support a maximum of six units. Furthermore, a situation in which a setting that should be exclusive is detected repeatedly might include detecting two thrusters on the port side, or detecting two configurations that should not be two.

[0145] 〔5. Summary〕

[0146] In this embodiment, Figure 19 In S3, the propeller position determination unit 20 performs a structural detection. The structural detection is performed by the following method. Figures 2 to 18As shown, the gateway control unit 22 of the gateway device 21 communicates with the two ship control units 11 connected to different connection ports (the first connection port and the second connection port) respectively to identify the presence or absence of the propeller 10 having the above-mentioned two ship control units 11, and outputs the identification information based on the identification result of the above-mentioned propeller 10 from the different connection ports. In addition, for the above-mentioned identification information, it is equivalent to the identification information A1 in the example of two installations, the identification information C1 and C2 in the example of three installations, and the identification information E1 to E3 in the example of four installations. In addition, the identification information based on the identification result can be the identification result of the two propellers 10 itself (for example, refer to the identification information A1), or it can be information obtained by adding the identification results output from other ship control units 11 to the above-mentioned identification result (for example, refer to the identification information C1, C2, E1 to E3).

[0147] According to the control system 1 of this embodiment, at least one of the gateway device 21 (gateway control unit 22) and the ship control unit 11 can determine the configuration (total number and relative positions) of multiple thrusters 10 using the above-described method. Therefore, for example, after an operator completes system assembly (S1), including various settings and wiring connections, the thruster position determination unit 20 automatically determines the configuration of the multiple thrusters 10 (S2, S3). This allows for immediate identification of any misconfigurations or wiring errors. For example, if an operator sets up the system for three installations but the thruster position determination unit 20 detects two installations, it is assumed that a misconfiguration or misconnection has occurred. For example, if the central thruster 10 is not detected in the three installations, at least the display unit 40 corresponding to that thruster 10 will not display the detection result. Therefore, in this case, the operator can immediately modify or correct the settings, or immediately identify and repair any misconnections around the central thruster 10. This allows for immediate identification and resolution of misconfigurations, thereby reducing the risk of malfunctions caused by misconfigurations. Furthermore, since the thruster position determination unit 20 recognizes the presence of each thruster 10, it is easy to identify a location where a problem has occurred, such as around an unrecognized thruster 10. Therefore, it is unnecessary to spend a lot of effort to find a wiring misconnection.

[0148] In addition, if Figure 3 、 Figure 9As shown in FIG. 1 , the gateway device 21 may include a plurality of gateway control units 22. Furthermore, the recognition result (e.g., recognition result B2) outputted from another gateway control unit 22 (e.g., second gateway control unit 22b) may be inputted to one gateway control unit 22 (e.g., first gateway control unit 22a) included in the plurality of gateway control units 22 via the communication bus 1a (e.g., see FIG. 1 ). Figure 10 In this case, the identification result (e.g., identification result B2) includes the result of identifying the presence or absence (connection) of each propulsion unit 10 having a ship control unit 11 (e.g., second ship control unit 11b, third ship control unit 11c) connected to other gateway control units 22 (e.g., second gateway control unit 22b) (e.g., reference to Figure 10 ).

[0149] One gateway control unit 22 (e.g., the first gateway control unit 22a) can determine the relative positions of a plurality of propellers 10, including the propellers 10 of the ship control unit 11 (e.g., the second ship control unit 11b, the third ship control unit 11c) connected to the other gateway control unit 22, based on the recognition result B2 input from the other gateway control unit 22 (e.g., the second gateway control unit 11b, the third ship control unit 11c). In addition, one gateway control unit 22 can output information obtained by adding the recognition result B2 of the other gateway control unit 22 to the recognition result B1 of the gateway control unit 22 as the identification information C1 (see Figure 11 、 Figure 12 ). Thus, the ship control unit 11 connected to one gateway control unit 22 can determine the relative positions of the plurality of thrusters 10 based on the identification information C1.

[0150] In addition, if Figure 3 、 Figure 9 As shown in FIG. 1 , in a structure where a plurality of gateway control units 22 are connected in series via connection ports (a first connection port P1, a second connection port P2) and a communication bus 1a, the propeller position determination unit 20 can also perform the following determination. That is, the propeller position determination unit 20 can also share the identification results (e.g., identification results B1, B2) of the propellers 10 in each gateway control unit 22 through communication, thereby determining the total number of propellers 10 arranged in one direction (e.g., left and right directions), and determining the relative positions of the plurality of propellers 10 in the above-mentioned one direction (e.g., referring to FIG. 1 ). Figure 10 In this case, the relative position of each thruster 10 in the entire (plural) thrusters 10 (for example, any one of the four mounted thrusters, port side, center port side, center starboard side, and starboard side) can be determined.

[0151] like Figures 2 to 4As shown in FIG. 1 , the control system 1 of this embodiment may also include an input unit 50. The input unit 50 is a receiving unit that receives an instruction input for structural detection including determination of the relative positions of the plurality of thrusters 10. Figure 19 As shown in the flow chart, the propeller position determination unit 20 may also start the structure detection (S2, S3) when the input unit 50 receives the above-mentioned instruction input (in the case of a touch panel, when the display unit 40 receives a touch operation). In this case, the operator can input the structure detection instruction using the input unit 50 at any time to cause the propeller position determination unit 20 to start the structure detection. In other words, the propeller position determination unit 20 can start the structure detection when the operator inputs the structure detection instruction.

[0152] like Figure 20 As shown, the control system 1 of this embodiment preferably further includes a display unit 40 for displaying the detection result based on the thruster position determination unit 20. In this case, the operator can visually confirm the detection result ( Figure 19 ), confirmation of the detection results becomes easy.

[0153] like Figure 20 As shown, the display unit 40 may also display a correction instruction button 44 for receiving an instruction to correct the setting corresponding to the above-mentioned detection result in a selectable manner. In this case, the operator can select (for example, touch) the correction instruction button 44 as needed and correct the setting (for example, change the setting from 3-mounted hanging to 4-mounted hanging) ( Figure 19 S11).

[0154] like Figure 20 As shown, the display unit 40 may also display an approval button 43 for accepting approval based on the detection results of the thruster position determination unit 20 in a selectable manner. In this case, when the detection results displayed on the display unit 40 are appropriate, the operator selects (e.g., touches) the approval button 43, thereby allowing the setting to reflect that the configuration (total number, relative position) of the thrusters 10 is not defective.

[0155] When the approval of the test result is received by the approval button 43, the plurality of ship control units 11 may determine the configuration of the plurality of propellers 10 to be the configuration indicated by the test result, and start controlling the plurality of propellers 10 according to the determined configuration ( Figure 19 In this case, appropriate control can be performed according to the structure of the plurality of thrusters 10. For example, if there are four thrusters 10 installed, the four thrusters 10 can be appropriately controlled according to the positions of the thrusters 10.

[0156] exist Figure 19In S6, the propeller position determination unit 20 may further determine whether the detection result is an approval-prohibited item. If the detection result is an approval-prohibited item, the display unit 40 displays a message indicating that approval is prohibited (S12). If the detection result is an approval-prohibited item, the display unit 40 displays this message to remind the operator to confirm the setting.

[0157] The control system 1 of this embodiment includes Figure 2 The storage unit 60 shown in the figure above functions as a structural information storage unit that stores the structural information of the plurality of thrusters 10 indicated by the detection results approved by selecting the approval button 43 ( Figure 19 In this case, the ship control unit 11 can read the approved configuration information of the plurality of propulsion units 10 from the storage unit 60 at an appropriate timing and perform appropriate control according to the configuration of the plurality of propulsion units 10.

[0158] [6. Regarding prohibited matters regarding the start of control]

[0159] exist Figure 19 In S9 of the embodiment, the plurality of ship control units 11 may prohibit the start of control of the plurality of propellers 10 reflecting the configuration information stored in the storage unit 60 according to the driving state of the propellers 10 (S13). For example, the plurality of ship control units 11 may prohibit the start of control reflecting the configuration information while the propellers 10 are being driven.

[0160] The propeller 10 is driven while the vessel 100 equipped with the control system 1 is navigating. If the control of the propeller 10 is suddenly changed during navigation, safe navigation may be impeded. By prohibiting the start of control of the propeller 10 reflecting the detection result (configuration information) while the propeller 10 is driven, safe navigation can be ensured.

[0161] In a configuration where the control system 1 includes the operating unit 30 for receiving an operation for driving the plurality of propellers 10 as in this embodiment, the plurality of ship control units 11 may also perform the following control. Specifically, the plurality of ship control units 11 may prohibit the start of control of the plurality of propellers 10 reflecting the configuration information stored in the storage unit 60, based on the operation status of the operating unit 30.

[0162] For example, the operation unit 30 includes a control head 32 (see Figure 2In a configuration such as [a], the plurality of ship control units 11 may prohibit the start of control reflecting the configuration information when the control head 32 is in a position other than the neutral position. Furthermore, in a configuration where the operating unit 30 includes a joystick 31, the plurality of ship control units 11 may prohibit the start of control reflecting the configuration information when the joystick 31 is in a position other than the neutral position. Furthermore, in a configuration where the operating unit 30 includes an autopilot 34, the plurality of ship control units 11 may prohibit the start of control reflecting the configuration information while the autopilot 34 is operating.

[0163] Operations of the operating unit 30 (joystick 31, control head 32, and autopilot 34) assume that the vessel 100 equipped with the control system 1 is in navigation. Sudden changes to the control of the propeller 10 during navigation could potentially impede safe navigation. By prohibiting the start of control of the propeller 10 reflecting the detection results (configuration information) during operation of the operating unit 30, safe navigation can be ensured.

[0164] Figure 21A A ship 100 capable of joystick steering is schematically shown. Figure 21B The structure of a vessel 100 that cannot be steered by a joystick is shown. The vessel 100 that can be steered by a joystick is an inboard boat in which the operating unit 30 includes a joystick 31, and the propeller 10 includes a transverse propeller 10a. The transverse propeller 10a is a propeller that can propel in a transverse direction, that is, propulsion in a direction that intersects with the axis connecting the bow and the stern when viewed from above, and is also called a propeller (bow propeller or stern propeller). An inboard boat is a boat that has a prime mover in the boat, and a plurality of propellers 10 that transmit power from the prime mover only generate propulsion in the straight direction. Therefore, a rudder for changing the direction of travel is additionally provided in the inboard boat. In contrast, as Figure 21B As shown, the vessel 100 that cannot be joystick-steered is an inboard boat that does not have a transverse propeller.

[0165] The joystick 31 is typically used for Figure 21A As shown, the vessel 100 can be propelled in the transverse direction. That is, by tilting the lever of the control lever 31 to the right or to the left, the transverse thruster 10a is driven, and the vessel 100 moves forward in the transverse direction by the transverse propulsion force. Figure 21B As shown, in a vessel 100 without a transverse thruster 10a, transverse propulsion cannot be achieved by tilting the joystick 31 left or right, and therefore the joystick 31 is not used. In other words, if the joystick 31 is used as the operating unit 30 but the transverse thruster 10a is not present, the equipment combination is considered incompatible.

[0166] In the event of a mismatch in the combination of devices, in order to reduce the possibility of a malfunction or the like caused by the mismatch, it is preferred that even if the detection result based on the propeller position determination unit 20 has been approved, the start of control reflecting the approved detection result (configuration information) is prohibited. In this regard, the plurality of ship control units 11 preferably perform the following control. That is, in a structure in which the operating unit 30 includes a joystick 31, the plurality of ship control units 11 preferably decides whether to prohibit the start of control reflecting the configuration information stored in the storage unit 60 based on the presence or absence of a transverse thruster 10a capable of performing transverse propulsion. More specifically, in the absence of a transverse thruster 10a, the plurality of ship control units 11 preferably prohibit the start of control reflecting the above-mentioned configuration information. In addition, in a structure in which there is no transverse thruster 10a, the setting with the joystick may not be performed.

[0167] [7. Determination of the relative position of each thruster with respect to one end of the communication bus]

[0168] Figure 22 The connection relationship between the multiple gateway control units 22 and the multiple propulsion units 10 (each including the ship control unit 11) in the four-mounted structure is schematically shown. For the convenience of the following description, the four propulsion units 10 are set as the first propulsion unit 101, the second propulsion unit 102, the third propulsion unit 103 and the fourth propulsion unit 104.

[0169] The propeller position determination unit 20 may also determine the relative positions of the plurality of propellers 10 as follows. That is, the propeller position determination unit 20 may also determine the relative positions of the other propellers 10 based on the propeller 10 having the ship control unit 11 connected to only one connection port (either the first connection port P1 or the second connection port P2) of the plurality of propellers 10 via the communication bus 1a. For example, Figure 22 In the example shown in FIG. 1 , the thruster 10 having the ship control unit 11 connected to only one connection port of the gateway control unit 22 via the communication bus 1 a is the first thruster 101 or the fourth thruster 104. Therefore, the thruster position determination unit 20 (the gateway control unit 22 or the ship control unit of each thruster 10) determines the relative positions of the other three thrusters 10 with reference to the first thruster 101 (or the fourth thruster 104).

[0170] Here, the relative position determination method itself is different from the method based on Figures 5 to 18 The method of explanation is the same. For example, in the case of 4 hanging Figures 12 to 18 In the example shown, the relative positions of the four thrusters 10 are determined by four types: port, center port, center starboard, and starboard. Figure 22In the example, with the first propeller 101 on the port side as the reference, the second propeller 102 on the central port side is determined to be the second propeller 10 based on the first propeller 101, the third propeller 103 on the central starboard side is determined to be the third propeller 10 based on the first propeller 101, and the fourth propeller 104 on the starboard side is determined to be the fourth propeller 10 based on the first propeller 101. Figure 22 , for convenience, "1" represents the first thruster 101 serving as a reference, and "2", "3" and "4" represent the relative positions of the second thruster 102, the third thruster 103 and the fourth thruster 104, respectively.

[0171] In this way, by using the thruster position determination unit 20 to determine the relative positions of the other thrusters 10 based on a single thruster 10 connected to one end of the communication bus 1a, the thruster position determination unit 20 can freely set the thruster 10 used as the reference for determination and determine the relative positions. In other words, the communication bus 1a connecting the thrusters 10 can be freely arranged. For example, the following communication bus 1a can be arranged.

[0172] Figure 23A 、 Figure 23B as well as Figure 23C The diagram schematically shows the relative positions of the other thrusters 10 with respect to any one of the four thrusters 10. In addition, in these figures, the gateway control unit 22 connected between two thrusters 10 is omitted for convenience.

[0173] Figure 23A Corresponding to Figure 22 The layout of the communication bus 1a indicates the relative positions ("2" to "4") of the second to fourth thrusters 102 to 104 with the first thruster 101 located on the port side as a reference ("1"). Figure 23B The relative positions of the other first to third thrusters 101 to 103 are schematically shown with respect to the fourth thruster 104 located on the starboard side as a reference. Figure 23C The diagram schematically illustrates the relative positions of the propellers 10 when the third propeller 103, the first propeller 101, and the fourth propeller 104 are connected to the second propeller 102, in the order of center starboard, port, and starboard, via the communication bus 1a, with the second propeller 102, located on the center port side, as the reference (the second propeller 102 on the center port side is connected to one end of the communication bus 1a). In this way, by appropriately setting the propeller 10 connected to one end of the communication bus 1a, i.e., the reference propeller 10, the relative positions of the other propellers 10 relative to the set reference propeller 10 can be determined.

[0174] Furthermore, when this method is used, even when the plurality of thrusters 10 are transverse thrusters 10 a , the relative positions can be determined in the same manner. Figure 24 1 is a block diagram schematically showing another configuration of the control system 1 . Figure 24 The control system 1 is in addition to Figure 4 In the control system 1 of the four hanging devices shown, the plurality of thrusters 10 are replaced by transverse thrusters 10a, and the ship control unit 11 is replaced by a thruster control unit 111. Figure 4 In addition, Figure 24 In the figure, for convenience, the transverse thruster is represented by "TH" and the thruster control unit is represented by "TH-ECU." In addition, the four transverse thrusters 10a are also referred to as transverse thrusters 10a-1, 10a-2, 10a-3, and 10a-4.

[0175] Figure 25A and Figure 25B The diagram schematically illustrates the relative positions of the other transverse thrusters 10a relative to one of the four transverse thrusters 10a arranged from the bow to the stern. For convenience, the diagrams omit the gateway control unit 22 connected between two transverse thrusters 10a. The two transverse thrusters 10a on the bow side are also referred to as bow thrusters, and the two transverse thrusters 10a on the stern side are also referred to as stern thrusters.

[0176] Figure 25A The relative positions ("2" to "4") of the other transverse thrusters 10a-2 to 10a-4 are shown with the transverse thruster 10a-1 located on the most bow side as a reference ("1"). Figure 25B The relative positions of the other transverse thrusters 10a-1 to 10a-3 ("2" to "4") are shown with respect to the transverse thruster 10a-4 located at the extreme stern side as the reference ("1"). In this way, by appropriately setting the transverse thruster 10a connected to one end of the communication bus 1a, i.e., the reference transverse thruster 10a, the relative positions of the other transverse thrusters 10a with respect to the set reference transverse thruster 10a can be determined.

[0177] In addition, the method of determining the relative positions of a plurality of transverse thrusters 10 a may also be applied to a multi-hull ship (eg, a catamaran) having transverse thrusters 10 a . Figure 26A and Figure 26B The relative positions of the transverse thrusters 10a in a ship 100 (catamaran) are schematically shown, in which the transverse thrusters 10a-5 and 10a-6 are provided on the bow and stern sides of the left hull 201L, and the transverse thrusters 10a-7 and 10a-8 are provided on the bow and stern sides of the right hull 201R. Figure 26AIn the embodiment, the transverse thrusters 10a-5, 10a-6, 10a-7 and 10a-8 are sequentially connected via the communication bus 1a. Figure 26B In the embodiment, the transverse thrusters 10a-5, 10a-6, 10a-8 and 10a-7 are sequentially connected via the communication bus 1a. Figure 26A and Figure 26B In any of the above, the transverse thruster 10a-5 is used as the reference ("1"), and "2" to "4" are used to represent the relative positions of the other transverse thrusters 10a-6 to 10a-8. Figure 26A and Figure 26B The communication bus 1a is laid out in this manner, and the relative positions of the transverse thrusters 10a are determined.

[0178] In a catamaran, the relative position of the transverse thruster 10a may be determined for each of the left hull 201L and the right hull 201R. Figure 27A In the left hull 201L of the catamaran, the relative position ("2") of the transverse thruster 10a-6 on the stern side is shown with respect to the transverse thruster 10a-5 on the bow side as a reference ("1"), and in the right hull 201R, the relative position ("2") of the transverse thruster 10a-8 on the stern side is shown with respect to the transverse thruster 10a-7 on the bow side as a reference ("1"). In addition, Figure 27B In the right hull 201R of the catamaran, the relative position ("2") of the bow-side transverse thruster 10a-5 is shown relative to the stern-side transverse thruster 10a-6 ("1"), and in the right hull 201R, the relative position ("2") of the bow-side transverse thruster 10a-7 is shown relative to the stern-side transverse thruster 10a-8 ("1"), respectively. In this way, the relative positions of multiple transverse thrusters 10a can be determined for each of the left hull 201L and the right hull 201R.

[0179] 〔8. Note〕

[0180] The control system and the ship described in this embodiment can be expressed as the following additional notes.

[0181] The control system of Note (1) has:

[0182] multiple thrusters; and

[0183] The propeller position determination unit determines the relative positions of the plurality of propellers.

[0184] Each of the plurality of thrusters has a thruster control unit.

[0185] The thruster position determination unit includes the thruster control unit and a gateway device.

[0186] The gateway device includes a gateway control unit having a plurality of connection ports connected to a communication bus, wherein the gateway control unit is a plurality of or a single gateway control unit connected in series via the connection ports and the communication bus.

[0187] The thruster control units of two thrusters included in the plurality of thrusters are communicatively connected to different connection ports of the gateway control unit provided corresponding to the pair of the two thrusters.

[0188] The gateway control unit identifies the presence or absence of the thruster having the thruster control unit by communicating with each of the two thruster control units connected to the connection port, and outputs identification information based on the identification result of the thruster from different connection ports.

[0189] The control system of Supplement (2) is: Based on the control system described in Supplement (1),

[0190] The above-mentioned gateway device includes a plurality of the above-mentioned gateway control units,

[0191] inputting the recognition result outputted from the other gateway control units to one of the plurality of gateway control units via the communication bus,

[0192] The identification result includes a result of identifying the presence or absence of a thruster having a thruster control unit connected to the other gateway control unit.

[0193] The control system of Supplement (3) is: Based on the control system described in Supplement (1) or (2),

[0194] The plurality of gateway control units are connected in series via the connection port and the communication bus.

[0195] The propeller position determination unit shares the identification results of the propellers in each gateway control unit through communication, thereby determining the total number of the propellers arranged in one direction and determining the relative positions of the multiple propellers in the one direction.

[0196] The control system of Supplement (4) is: Based on the control system described in Supplement (1) or (2),

[0197] The thruster position determination unit determines relative positions of other thrusters based on a thruster having a thruster control unit connected to only one connection port of the gateway control unit via the communication bus among the plurality of thrusters.

[0198] The control system of Supplement (5) is: based on the control system described in any one of Supplements (1) to (4),

[0199] The apparatus further comprises a receiving unit for receiving an instruction input for structure detection including determination of relative positions of the plurality of thrusters.

[0200] The thruster position determination unit starts the structure detection when the instruction input is received by the reception unit.

[0201] The control system of Supplement (6) is: Based on the control system described in Supplement (5),

[0202] The device further includes a display unit that displays a detection result by the thruster position determination unit.

[0203] The control system of Supplement (7) is: Based on the control system described in Supplement (6),

[0204] The display unit displays a selectable correction instruction button for receiving an instruction to correct a setting corresponding to the detection result.

[0205] The control system of Supplement (8) is: Based on the control system described in Supplement (7),

[0206] The display unit displays an approval button in a selectable manner for accepting approval based on the detection result of the thruster position determination unit.

[0207] The control system of Supplement (9) is: Based on the control system described in Supplement (8),

[0208] Upon receiving approval of the detection result via the approval button, the plurality of thruster control units determine the configuration of the plurality of thrusters to be the configuration indicated by the detection result, and start controlling the plurality of thrusters according to the determined configuration.

[0209] The control system of Supplement (10) is: based on the control system described in any one of Supplements (6) to (9),

[0210] The propeller position determination unit further determines whether the detection result is an approved prohibited matter.

[0211] When the detection result falls within the approval-prohibited item, the display unit displays that approval is prohibited.

[0212] The control system of Supplement (11) is: Based on the control system described in Supplement (8),

[0213] A configuration information storage unit is provided for storing configuration information of the plurality of thrusters indicated by the detection result approved by selecting the approval button.

[0214] The control system of Supplement (12) is: Based on the control system described in Supplement (11),

[0215] The plurality of thruster control unit prohibits start of control of the plurality of thrusters reflecting the configuration information stored in the configuration information storage unit, based on a driving state of the thrusters.

[0216] The control system of Supplement (13) is: Based on the control system described in Supplement (12),

[0217] The plurality of thruster control units prohibit the start of the control reflecting the configuration information during driving of the thrusters.

[0218] The control system of Supplement (14) is: based on the control system described in any one of Supplements (11) to (13),

[0219] It also includes an operating unit that receives an operation for driving the plurality of propellers.

[0220] The plurality of thruster control units prohibit starting control of the plurality of thrusters reflecting the configuration information stored in the configuration information storage unit, based on an operation state of the operation unit.

[0221] The control system of Supplement (15) is: Based on the control system described in Supplement (14),

[0222] The operating unit includes a control head,

[0223] When the control head is located at a position other than a neutral position, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

[0224] The control system of Supplement (16) is: Based on the control system described in Supplement (14) or (15),

[0225] The operating unit includes a joystick.

[0226] When the joystick is located at a position other than a neutral position, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

[0227] The control system of Supplement (17) is: based on the control system described in any one of Supplements (14) to (16),

[0228] The above-mentioned operating unit includes automatic driving equipment,

[0229] During operation of the automatic driving device, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

[0230] The control system of Supplement (18) is: based on the control system described in any one of Supplements (14) to (17),

[0231] The operating unit includes a joystick.

[0232] The plurality of thruster control units determine whether to prohibit the start of the control reflecting the configuration information, based on the presence or absence of a transverse thruster capable of performing transverse propulsion.

[0233] The control system of Supplement (19) is: Based on the control system described in Supplement (18),

[0234] When the transverse thruster is not present, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

[0235] Vessels with Note (20) shall have:

[0236] A control system according to any one of supplementary notes (1) to (19); and

[0237] The hull is provided with the above-mentioned control system.

[0238] As mentioned above, although embodiment of this invention was described, the scope of this invention is not limited to this, It can expand or change and implement within the range which does not deviate from the summary of this invention.

[0239] Industrial Applicability

[0240] The control system of the present invention can be used in ships, for example.

Claims

1. A control system, characterized in that: have: multiple thrusters; and A propeller position determination unit is configured to determine relative positions of the plurality of propellers. Each of the plurality of thrusters has a thruster control unit. The thruster position determination unit includes the thruster control unit and a gateway device. The gateway device includes a gateway control unit having a plurality of connection ports connected to a communication bus, wherein the gateway control unit is a plurality of or a single gateway control unit connected in series via the connection ports and the communication bus. The thruster control units of two thrusters included in the plurality of thrusters are communicably connected to different connection ports of the gateway control unit provided corresponding to the pair of the two thrusters. The gateway control unit recognizes the presence or absence of the thruster having the thruster control unit by communicating with each of the two thruster control units connected to the connection port, and outputs identification information based on the identification result of the thruster from different connection ports.

2. The control system according to claim 1, characterized in that: The gateway device includes a plurality of gateway control units. inputting the recognition result outputted from the other gateway control units to one gateway control unit included in the plurality of gateway control units via the communication bus, The recognition result includes a result of recognizing the presence or absence of a thruster having a thruster control unit connected to the other gateway control unit.

3. The control system according to claim 1, characterized in that: The plurality of gateway control units are connected in series via the connection port and the communication bus. The thruster position determination unit shares the identification results of the thrusters in each gateway control unit in each gateway control unit through communication, thereby determining the total number of the thrusters arranged in one direction and determining the relative positions of the multiple thrusters in the one direction.

4. The control system according to claim 1, characterized in that: The thruster position determination unit determines relative positions of other thrusters based on a thruster having a thruster control unit connected to only one connection port of one gateway control unit via the communication bus among the plurality of thrusters.

5. The control system according to claim 1, characterized in that: The apparatus further comprises a receiving unit configured to receive an input of an instruction for structural detection including determination of relative positions of the plurality of thrusters. The thruster position determination unit starts the structure detection when the receiving unit receives the instruction input.

6. The control system according to claim 5, characterized in that: A display unit is further provided for displaying a detection result by the thruster position determination unit.

7. The control system according to claim 6, characterized in that: The display unit displays a selectable correction instruction button for receiving an instruction to correct a setting corresponding to the detection result.

8. The control system according to claim 7, characterized in that: The display unit displays an approval button in a selectable manner for accepting approval based on the detection result of the pusher position determination unit.

9. The control system according to claim 8, characterized in that: Upon receiving approval of the detection result via the approval button, the plurality of thruster control units determine the configuration of the plurality of thrusters to be the configuration indicated by the detection result, and start controlling the plurality of thrusters according to the determined configuration.

10. The control system according to claim 6, characterized in that: The propeller position determination unit further determines whether the detection result belongs to an approved prohibited matter. When the detection result falls within the approval-prohibited item, the display unit displays a message indicating that approval is prohibited.

11. The control system according to claim 8, characterized in that: A configuration information storage unit is provided for storing configuration information of the plurality of thrusters indicated by the detection result approved by selecting the approval button.

12. The control system according to claim 11, characterized in that: The plurality of thruster control units prohibit starting control of the plurality of thrusters reflecting the configuration information stored in the configuration information storage unit, based on the driving state of the thrusters.

13. The control system according to claim 12, characterized in that: The plurality of thruster control units prohibit starting the control reflecting the configuration information during driving of the thrusters.

14. The control system according to claim 11, characterized in that: further comprising an operating unit configured to receive an operation for driving the plurality of thrusters, The plurality of thruster control units prohibit starting control of the plurality of thrusters reflecting the configuration information stored in the configuration information storage unit, based on an operation state of the operation unit.

15. The control system according to claim 14, characterized in that: The operating part includes a control head, When the control head is located at a position other than a neutral position, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

16. The control system according to claim 14, characterized in that The operating part includes a joystick, When the joystick is located at a position other than a neutral position, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

17. The control system according to claim 14, characterized in that The operating unit includes an automatic driving device, During operation of the automatic driving device, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

18. The control system according to claim 14, characterized in that The operating part includes a joystick, The plurality of thruster control units determine whether to prohibit the start of the control reflecting the configuration information, based on the presence or absence of a transverse thruster capable of performing transverse propulsion.

19. The control system according to claim 18, characterized in that When the transverse thruster is not present, the plurality of thruster control units prohibit starting the control reflecting the configuration information.

20. A ship, characterized in that: have: The control system according to any one of claims 1 to 19; and a hull provided with the control system.

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