Control system and ship

Abstract

The invention provides a control system capable of easily switching navigation modes and a ship. A control system (100) for controlling a ship (1) has, as navigation modes of the ship (1), a turbine navigation mode in which propulsion is performed only by a propeller (12), a sail navigation mode in which propulsion is performed by the propeller (12) and a wind propulsion unit (10), and a sail navigation mode in which propulsion is performed only by the wind propulsion unit (10). The control system (100) automatically switches between a turbine sailing mode, a sail sailing mode, and a sail sailing mode. Therefore, the control system (100) can automatically switch the navigation mode at an appropriate time or action without depending on the skill of the crew or the like. Thus, the navigation mode can be easily switched.

Description

[0001] This application claims priority based on Japanese Patent Application No. 2024-202480, filed on November 20, 2024. The entire contents of that Japanese application are incorporated herein by reference. Technical Field

[0002] This invention relates to a control system and a ship. Background Technology

[0003] In recent years, it has become known that ships use renewable energy sources such as wind power to generate thrust in order to reduce emissions of greenhouse gases such as CO2. For example, the ship described in Patent Document 1 has a wind propulsion unit on its hull that uses wind power to propel the hull, in addition to a propeller.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2020-45018

[0005] Here, the aforementioned vessels can have engine-driven navigation modes using only propellers, engine-sail navigation modes using both propellers and sails, and sail navigation modes using only sails. However, switching navigation modes requires changing the operating methods of various equipment, which presents operational difficulties for the crew. Summary of the Invention

[0006] This invention was made to solve this problem, and its purpose is to provide a control system and a vessel that can easily switch navigation modes.

[0007] The control system involved in this invention is a control system for controlling a ship, wherein the ship's navigation modes include: engine navigation mode, which uses only the propeller for propulsion; engine and sail navigation mode, which uses both the propeller and the sail for propulsion; and sail navigation mode, which uses the sail for propulsion; the control system automatically switches between engine navigation mode, engine and sail navigation mode, and sail navigation mode.

[0008] The control system involved in this invention is a control system for controlling a ship. The ship's navigation modes include an engine navigation mode (using only propellers), a motor-sail navigation mode (using both propellers and sails), and a sail navigation mode (using only sails). The control system automatically switches between these modes. Therefore, regardless of the crew's skill level, the control system can automatically switch navigation modes at appropriate times or actions. This allows for easy switching of navigation modes.

[0009] The control system can automatically switch between engine sailing mode, motor sailing mode, and sail sailing mode based on wind conditions (e.g., wind speed, wind direction, wind force). Thus, the control system can automatically switch to the appropriate mode according to the wind conditions.

[0010] The control system can have two sailing modes: a first sailing mode that does not use fossil fuels as propulsion energy, and a second sailing mode that uses fossil fuels as propulsion energy. The control system can switch between the environmentally friendly first sailing mode and the navigable second sailing mode as needed. Specifically, the second sailing mode is a fossil fuel-powered sailing mode, thus enabling simultaneous sailing and motorized sailing using wind power. Therefore, it can reach the destination faster than the first sailing mode. In the first sailing mode, propulsion is achieved using renewable energy sources such as electricity generated from the propeller, thus effectively reducing carbon dioxide emissions by eliminating the use of fossil fuels. By having both the first and second sailing modes, the control system can switch between sailing modes as needed, even in modes with lower carbon dioxide emissions.

[0011] As a means of switching navigation modes, the control system can have: an automatic mode, which automatically switches navigation modes; a manual mode, which manually switches navigation modes; an external input mode, which switches navigation modes in conjunction with an external system; and an emergency mode, which forcibly switches to manual engine navigation mode. Thus, the control system can navigate according to the crew's requirements and achieve safer navigation.

[0012] In sailing mode, automatic lights can be switched on. In sailing mode, which is more difficult to control than engine mode, the automatic lights can help identify that you are in sailing mode.

[0013] The control system can restrict the sailing mode under predetermined conditions. Since the sailing mode is more difficult to control than the engine mode, avoiding its use can improve safety when engine or engine-sail modes are more suitable for navigation.

[0014] The ship involved in this invention is equipped with the above-mentioned control system.

[0015] Depending on the vessel, it can achieve the same effects as the aforementioned control system.

[0016] Invention Effects

[0017] According to the present invention, a control system and a vessel capable of easily switching navigation modes are provided. Attached Figure Description

[0018] Figure 1 This is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention.

[0019] Figure 2(a) is a diagram illustrating the principle of the rotor sail. Figure 2 (b) is a top view of the ship.

[0020] Figure 3 This is a schematic side view of the structure on the stern side of the ship.

[0021] Figure 4 It is a conceptual diagram showing the mechanisms in a ship's control system that interact with the ship's energy.

[0022] Figure 5 It is a block diagram showing the system structure of the control system.

[0023] Figure 6 It is a model diagram showing the ship's movement status.

[0024] Figure 7 It is a model diagram showing the ship's movement status.

[0025] Figure 8 It is a model diagram showing the ship's movement status.

[0026] Figure 9 It is a model diagram showing the ship's movement status.

[0027] Figure 10 It is a model diagram showing the ship's movement status.

[0028] Figure 11 It is a model diagram showing the ship's movement status.

[0029] Figure 12 It is a model diagram showing the ship's movement status.

[0030] Figure 13 It is a model diagram showing the ship's movement status.

[0031] Figure 14 It is a model diagram showing the ship's movement status.

[0032] Figure 15 It is a model diagram showing the ship's movement status.

[0033] Figure 16 It is a model diagram showing the ship's movement status.

[0034] Figure 17 It is a model diagram showing the ship's movement status.

[0035] Figure 18 It is a table that shows the relationship between wind conditions and navigation modes.

[0036] Figure 19 It is a table that displays the applicability of each navigation mode according to wind direction and wind speed.

[0037] Figure 20 It is a table that displays the relationship between the navigation mode and the operating status of each device 63.

[0038] Figure 21 This is a conceptual diagram showing the content of the first switching mode, which is an example of a flight mode switching mode.

[0039] Figure 22 This is a conceptual diagram showing the content of the second switching mode, which is an example of a flight mode switching mode.

[0040] Figure 23 This is a diagram illustrating an example of output sharing between the propeller of the thruster and the rotor sail of the wind propulsion unit in the display demand mode.

[0041] Figure 24 This is an example of a display screen shown by a display device used as an operating touch panel.

[0042] Figure 25 This is an example of a display screen shown by a display device used as an operating touch panel.

[0043] Figure 26 It is a diagram that displays the status specified by the automatic identification device.

[0044] Figure 27 This is a flowchart showing the process of switching between flight modes.

[0045] Figure 28 This is a flowchart showing the process of switching between flight modes.

[0046] Figure 29 This is a flowchart showing the process of switching between flight modes.

[0047] Figure 30 This is a flowchart showing the process of switching between flight modes.

[0048] Figure 31 This is a flowchart showing the process of switching between flight modes.

[0049] Figure 32 This is a flowchart showing the process of switching between flight modes.

[0050] In the diagram: 1-ship, 11-hull, 10-wind propulsion unit, 12-propeller, 65-automatic lighting, 100-control system. Detailed Implementation

[0051] Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. Furthermore, in the following description, the terms "forward" and "rear" correspond to the bow and stern directions of the hull, the term "horizontal" corresponds to the left-right (width) direction of the hull, and the terms "upper" and "lower" correspond to the vertical direction of the hull.

[0052] Figure 1 This is a schematic cross-sectional view showing an example of a vessel according to an embodiment of the present invention. Vessel 1 is, for example, a vessel transporting petroleum liquid cargoes such as crude oil or liquefied gas, such as an oil tanker. However, the vessel is not limited to oil tankers; it may also be a bulk carrier, a car carrier, or various other types of vessels.

[0053] like Figure 1 As shown, vessel 1 has a hull 11, a propeller 12, and multiple wind-powered propulsion units 10. The hull 11 has a bow 2, a stern 3, an engine room 4, a pump room 5, and a cargo hold 6. An upper deck 19 is provided on the upper part (or inside) of the hull 11. The bow 2 is located on the forward side of the hull 11. The stern 3 is located on the aft side of the hull 11.

[0054] The bow 2 has a shape that reduces wave-making resistance at full load draft. The propeller 12 mechanically generates thrust on the hull 11, for example, using a propeller. The propeller 12 is positioned below the waterline (the surface of the sea) at the stern 3 during propulsion. Furthermore, a azimuth thruster 15, which also functions as a rudder for adjusting the propulsion direction, is located below the waterline at the stern 3. Figure 1 In the example shown, the ship 1 has multiple propellers 12A and 12B. The multiple propellers 12A and 12B are arranged facing each other in the fore-and-aft direction.

[0055] The engine room 4 is located adjacent to the bow side of the stern section 3. The engine room 4 is the section for housing the main engine 16, which powers the propeller 12 (forward propeller 12A). Above the engine room 4 on the upper deck 19, a living quarters 22 and an exhaust chimney 23 are located. The pump room 5 is located adjacent to the bow side of the engine room 4. The pump room 5 is the section for housing pumps 17, etc. The cargo hold 6 is located between the bow 2 and the pump room 5. The cargo hold 6 is the section for accommodating petroleum cargo. The cargo hold 6 is divided into multiple oil tanks 26 and multiple ballast tanks 27 by a double-hull structure consisting of an outer plating 20 and an inner bottom plating 21. The oil tanks 26 hold petroleum cargo transported by the ship 1. The ballast tanks 27 hold a corresponding amount of ballast water.

[0056] The wind propulsion unit 10 is a mechanism that uses wind power to propel the hull 11. In this embodiment, a Magnus rotor-type wind propulsion mechanism is used as the wind propulsion unit 10. Multiple wind propulsion units 10 (four in this case) are arranged along the fore-and-aft direction on the upper deck 19 of the hull 11. Figure 2 As shown in (a), the wind propulsion unit 10 includes a cylindrical rotor sail 31 extending in the vertical direction and an electric motor 32 that rotates the rotor sail 31. If wind WD blows in laterally from the rotor sail 31, the direction of rotation of the rotor sail 31 is opposite to the direction of wind WD at the rear, and the direction of rotation of the rotor sail 31 is the same as the direction of wind WD at the front. This creates a pressure difference between the front and rear of the rotor sail 31, thereby generating a forward thrust PF (Magnus effect). Figure 2 As shown in (b), if the wind WD blows laterally from the hull 11, the hull 11 is propelled forward by the thrust PF of each wind-powered propulsion unit 10. Figure 1 As shown, the wind propulsion unit 10, i.e., the rotor sail 31, can be installed above the wall of the cargo hold 6. Thus, even when supporting a heavy structure such as the rotor sail 31, by being installed above the wall of the cargo hold 6, the wall can function as a reinforcing member supporting the rotor sail 31.

[0057] refer to Figure 3 The structure of the stern side of vessel 1 is described in detail. Figure 3 This is a schematic side view of the structure on the stern side of vessel 1. Vessel 1 has multiple propellers 12, each consisting of a counter-rotating propeller 35. The forward propeller 12A has a forward propeller 33 mounted on the hull 11 and driven by the main engine 16. The propeller 12A is connected to the main engine 16 in the engine room 4 via a shaft 34 extending forward from the forward end. Additionally, an electric motor 36, which regenerates electricity based on the rotational force of the shaft, is located at the center of the shaft 34. A clutch 16a is provided on the shaft 34 between the main engine 16 and the electric motor 36. The aft propeller 12B has a rear propeller 37, which is rotatably mounted outside the hull 11 and faces the forward propeller 33, and is driven by an electric motor 38. The rear propeller 37 is mounted on a azimuth propeller 15, which also functions as a rudder. The aft propeller 12B employs a azimuth propeller with the rear propeller 37 mounted on a pod capable of rotating 360° horizontally. In the counter-rotating propeller 35, the forward propeller 33 and the aft propeller 37 rotate in opposite directions. The aft propeller 37 recovers the energy of the vortex from the forward propeller 33 and rectifys it into an axial flow, eliminating energy loss caused by the vortex and leaving only an axial flow at the rear, thereby improving energy conversion efficiency. Additionally, a diesel generator 39 is installed in the engine room 4. The generator 39 includes an electric motor 39a and an engine 39b. For example, a battery 40 is installed at the stern 3.

[0058] Figure 4 This is a conceptual diagram showing the mechanisms related to the energy interaction of the ship's hull 11 within the control system 100 of the vessel 1. The control system 100 controls the wind propulsion unit 10 and the thrusters 12A and 12B based on the obtained wind conditions. Furthermore, when the hull 11 moves via the wind propulsion unit 10, the control system 100 can utilize the thrusters 12 for regeneration. Figure 4 As shown, the control system 100 includes the aforementioned wind propulsion unit 10 (rotor sail 31, electric motor 32), front thruster 12A (main engine 16, electric motor 36, front propeller 33, shaft 34), rear thruster 12B (electric motor 38, rear propeller 37), generator 39, and battery 40. Furthermore, the control system 100 has a management system 50 that manages the energy of the aforementioned devices. The management system 50 is a system for the interaction and distribution of current within the control system 100.

[0059] refer to Figure 5 The system structure of the control system 100 will be further described in detail. Figure 5 This is a block diagram showing the system structure of the display control system 100. For example... Figure 5 As shown, vessel 1 includes a control unit 60. The control unit 60 may be configured as, for example, a computer system. For example, the computer system physically includes a processor (arithmetic circuitry), memory, a communication interface, and a data storage unit. The memory may include, for example, ROM (Read Only Memory) and RAM (Random Access Memory). The data storage unit may include, for example, HDD (Hard Disk Drive) or SSD (Solid State Drive). The control unit 60 may be configured as, for example, a microprocessor or an integrated circuit.

[0060] The control unit 60 performs various arithmetic operations, for example, by executing a program stored in memory using a CPU. Based on this processing, the control unit 60 includes... Figure 5 The functional components are shown. Specifically, the control unit 60 includes the aforementioned management system 50, information acquisition unit 51, flight mode setting unit 52, calculation unit 53, switching mode setting unit 54, restriction unit 55, and storage unit 56. The control unit 60 detects information from the sensor 61. The sensor 61 detects various information, including environmental information. For example, the sensor 61 detects at least wind speed (WD). Figure 2(b) The wind direction and speed. Furthermore, sensor 61 detects sea conditions. In addition, sensor 61 detects position information, bow bearing, rotational speeds of the front propeller 33 and rear propeller 37, rudder angle of the azimuth thruster 15, rotational speed of the rotor sail 31, hull tilt, turning angular velocity, etc. Control unit 60 receives input signals from input unit 62. Input unit 62 is a device for users to input various information. Additionally, input unit 62 can also input signals for linkage with external systems. Input unit 62 may include a mouse, keyboard, touch panel, etc. Furthermore, input unit 62 may have buttons or switches operated by the crew.

[0061] The control unit 60 outputs signals to and receives signals from the device 63. Furthermore, the management system 50 of the control unit 60 controls the electrical interaction between the devices 63. The device 63 includes a wind turbine propulsion unit 10, a thruster 12, a generator 39, and a battery 40. The control unit 60 outputs signals including the displayed content to the display device 64. The display device 64 is a monitor. The display device 64 can be installed inside the cabin of the vessel 1, or it can be a monitor for a crew member's mobile terminal. Alternatively, if a touch panel is used as the display device 64, an input unit 62 is assembled to the display device 64. The location of the display device 64 is not particularly limited; it can be installed inside the cabin, on the bridge, or in another location to display the navigation mode, allowing the crew to identify the current navigation mode. Automatic lights are lights that automatically turn on. The Automatic Identification System (AIS) 65 switches the AIS display according to the navigation mode.

[0062] The information acquisition unit 51 of the control unit 60 acquires various information for controlling the vessel 1. The information acquisition unit 51 acquires detection information detected by the sensor 61. Additionally, the information acquisition unit 51 can also acquire information obtained via communication components other than the sensor 61. The navigation mode setting unit 52 sets the navigation mode of the vessel 1. The navigation mode will be described later. The calculation unit 53 calculates various information. Based on the set navigation mode, the calculation unit 53 calculates control content for the operation of the control equipment 63. Furthermore, the calculation unit 53 calculates various information indicating the operational status of the vessel 1 or the status of each equipment 63. The switching mode setting unit 54 sets the switching mode for switching navigation modes. Details of the switching mode will be described later. The limiting unit 55 limits the sail navigation mode under predetermined conditions. The storage unit 56 stores various information required for control by the control system 100. The storage unit 56 stores the operational content of each equipment 63 in each navigation mode.

[0063] Here, the navigation modes are explained. The control system 100 includes at least three navigation modes for the vessel 1: a turbine navigation mode using only the propeller 12, a motor-sail navigation mode using both the propeller 12 and the wind-powered propulsion unit 10, and a sail navigation mode using only the wind-powered propulsion unit 10. Furthermore, the control system 100 includes two sail navigation modes: a first sail navigation mode that does not use fossil fuels as propulsion energy, and a second sail navigation mode that does use fossil fuels as propulsion energy. The control system 100 also includes two motor-sail navigation modes: a first motor-sail navigation mode that does not use fossil fuels as propulsion energy, and a second motor-sail navigation mode that does use fossil fuels as propulsion energy. Finally, the control system 100 includes two turbine navigation modes: a first turbine navigation mode that does not use fossil fuels as propulsion energy, and a second turbine navigation mode that uses fossil fuels as propulsion energy. The navigation mode setting unit 52 can automatically switch and set these turbine navigation modes, motor-sail navigation modes, and sail navigation modes. Furthermore, the navigation mode setting unit 52 can automatically set itself to either the first sail navigation mode or the second sail navigation mode in sail navigation mode, or to either the first motor sail mode or the second motor sail mode in motor sail mode, and also to either the first engine room navigation mode or the second engine room navigation mode in engine room navigation mode. Additionally, the use of no fossil fuels as propulsion energy is referred to as "zero emission." In the following description, the state of being in any of the first sail navigation mode, the first motor sail navigation mode, or the first engine room navigation mode will sometimes be described as "zero emission." Furthermore, unless otherwise specified, navigation modes not described as "zero emission" are considered to be modes that use fossil fuels as propulsion energy, such as the second sail navigation mode, the second motor sail navigation mode, and the second engine room navigation mode.

[0064] Figures 6-17 This is a model diagram showing the operation of the equipment 63 under various navigation modes based on the content of the equipment 63 on the vessel 1. The navigation mode setting unit 52 can set the navigation mode according to the content of the equipment 63 on the vessel 1. Figures 6-17 One of the patterns shown. In Figures 6-17 In the diagram, solid arrows represent power supply lines, while dashed arrows represent lines that do not exchange power. Figures 6-10 The movement of the ship 1, which has two thrusters 12A and 12B, is shown. Figures 11-13 The image shows the movement of the vessel 1, which only has a front thruster 12A. Figures 14-17 The image shows the movement of the vessel 1, which only has a rear-side thruster 12B.

[0065] Figure 6 and Figure 7The diagram illustrates the movement of a vessel 1 equipped with propellers 12A and 12B when the engine room navigation mode is set as the navigation mode. In engine room navigation mode, the control system 100 controls the propeller 12B to operate and the wind propulsion unit 10 to stop. Figure 6 In the "engine navigation 1" shown in (a), the control system 100 stops the propeller 12A and activates the generator 39, supplying power from the generator 39 to the management system 50. The management system 50 then supplies power from the generator 39 to the propeller 12B. Figure 6 In “Engine Navigation 2” shown in (b), the control system 100 stops the generator 39 and actuates the thruster 12A. Electricity generated by the electric motor 36 of the thruster 12A is supplied to the management system 50. The management system 50 then supplies electricity from the electric motor 36 to the thruster 12B. Figure 7 In the "engine navigation 2 charging" shown in (a), the control system 100 stops the generator 39 and actuates the thruster 12A. Power generated by the electric motor 36 of the thruster 12A is supplied to the management system 50. The management system 50 supplies power from the electric motor 36 to the thruster 12B and to the battery 40 for charging. Figure 7 In the "Zero-Emission Turbine Navigation 1" shown in (b), the control system 100 stops the generator 39, stops the thruster 12A, and discharges the battery 40. The power generated by the discharge of the battery 40 is supplied to the management system 50. The management system 50 supplies the power from the battery 40 to the thruster 12B.

[0066] Figure 8 and Figure 9 The diagram illustrates the movement of a vessel 1 equipped with propellers 12A and 12B when the motor sail mode is set as the navigation mode. In motor sail mode, the control system 100 controls the propeller 12B to operate and the wind propulsion unit 10 to operate. Figure 8 In the "sail-powered navigation 1" shown in (a), the control system 100 stops the thruster 12A and activates the generator 39, supplying power from the generator 39 to the management system 50. The management system 50 then supplies power from the generator 39 to the thruster 12B and the wind-powered propulsion unit 10. Figure 8 In the "sail-powered navigation 2" shown in (b), the control system 100 stops the generator 39 and activates the thruster 12A. Electricity generated by the electric motor 36 of the thruster 12A is supplied to the management system 50. The management system 50 then supplies electricity from the electric motor 36 to the thruster 12B and the wind-powered propulsion unit 10. Figure 9In the illustrated "Zero-Emission Sailboat Navigation 1", the control system 100 stops the generator 39, stops the thruster 12A, and discharges the battery 40. The electricity generated by the discharge of the battery 40 is supplied to the management system 50. The management system 50 supplies the electricity from the battery 40 to the thruster 12B and the wind propulsion unit 10.

[0067] Figure 10 The diagram illustrates the movement of a vessel 1 equipped with propellers 12A and 12B when sail mode is set as the navigation mode. In sail mode, the control system 100 controls the propeller 12B to stop (or regenerate) and activate the wind propulsion unit 10. Figure 10 In the "sailing" shown in (a), the control system 100 stops the thrusters 12A and 12B, and activates the generator 39, which supplies power to the management system 50. The management system 50 then supplies the power from the generator 39 to the wind propulsion unit 10. Figure 10 In the "zero-emission sailing (charging and discharging)" shown in (b), the control system 100 stops the generator 39 and the thruster 12A, and regenerates electricity by allowing the rear propeller 37 of the thruster 12B to rotate freely like a turbine. The regenerated electricity generated by the thruster 12B is supplied to the management system 50. The management system 50 supplies the electricity from the thruster 12B to the wind propulsion unit 10. The battery 40 can supply power to the wind propulsion unit 10 via the management system 50, or it can be charged using the electricity from the thruster 12B.

[0068] Figure 11 The diagram illustrates the movement of a vessel 1 equipped with propeller 12A when the engine room navigation mode is set as the navigation mode. In engine room navigation mode, the control system 100 controls the propeller 12A to operate and the wind propulsion unit 10 to stop. Figure 11 In “Engine Navigation 2” shown in (a), the control system 100 stops the generator 39 and activates the propeller 12A, with the power generated by the electric motor 36 of the propeller 12A supplied to the management system 50. Figure 11 In the “engine navigation 2 charging” shown in (b), the control system 100 stops the generator 39 and activates the thruster 12A. The power generated by the electric motor 36 of the thruster 12A is supplied to the management system 50. The management system 50 supplies the power from the electric motor 36 to the thruster 12B and to the battery 40 for charging.

[0069] Figure 12 The diagram illustrates the movement of a vessel 1 equipped with a propeller 12A when the motor sail mode is set as the navigation mode. In motor sail mode, the control system 100 controls the propeller 12A to operate and the wind propulsion unit 10 to operate. Figure 12In the “sail-powered navigation 2” shown, the control system 100 stops the generator 39 and activates the thruster 12A. The power generated by the electric motor 36 of the thruster 12A is supplied to the management system 50.

[0070] Figure 13 This illustrates the operation of a vessel 1 equipped with a propeller 12A when the sailing mode is set as the navigation mode. In sailing mode, the control system 100 controls the vessel by actuating the wind-powered propulsion unit 10. Figure 13 In the "sailing" shown in (a), the control system 100 stops the thruster 12A and activates the generator 39, supplying power from the generator 39 to the management system 50. The management system 50 then supplies the power from the generator 39 to the wind propulsion unit 10. Figure 13 In the "zero-emission sailing (charging and discharging)" shown in (b), the control system 100 stops the generator 39, allowing the thruster 12A to rotate freely. The regenerative power generated by the thruster 12A is supplied to the management system 50. The management system 50 supplies power from the thruster 12A to the wind propulsion unit 10. The battery 40 can supply power to the wind propulsion unit 10 via the management system 50, or it can be charged using power from the thruster 12A.

[0071] Figure 14 and Figure 15 The diagram illustrates the movement of a vessel 1 equipped with propeller 12B when the engine room navigation mode is set as the navigation mode. In engine room navigation mode, the control system 100 controls the propeller 12B to operate and the wind propulsion unit 10 to stop. Figure 14 In “Engine Navigation 1” shown in (a), the control system 100 activates the generator 39, which in turn activates the propeller 12B. The electricity generated by the generator 39 is supplied to the management system 50. Figure 14 In the "engine navigation 1 charging" shown in (b), the control system 100 activates the generator 39, and the power generated by the generator 39 is supplied to the management system 50. The management system 50 supplies the power from the generator 39 to the propeller 12B and to the battery 40 for charging. Figure 15 In the illustrated "zero-emission turbine navigation 1", the control system 100 stops the generator 39 and discharges the battery 40. The electricity generated by the discharge of the battery 40 is supplied to the management system 50. The management system 50 supplies the electricity from the battery 40 to the thruster 12B.

[0072] Figure 16 The diagram illustrates the movement of a vessel 1 equipped with a propeller 12B when the motor sail mode is set as the navigation mode. In motor sail mode, the control system 100 controls the propeller 12B to operate and the wind propulsion unit 10 to operate. Figure 16In the "sail-powered navigation 1" shown in (a), the control system 100 activates the generator 39, and the electricity generated by the generator 39 is supplied to the management system 50. The management system 50 supplies the electricity from the generator 39 to the thruster 12B and the wind propulsion unit 10. Figure 16 In the "Zero-Emission Sailboat Sailing 1" shown in (b), the control system 100 stops the generator 39 and discharges the battery 40. The electricity generated by the discharge of the battery 40 is supplied to the management system 50. The management system 50 supplies the electricity from the battery 40 to the thruster 12B and the wind propulsion unit 10.

[0073] Figure 17 The diagram illustrates the movement of a vessel 1 equipped with a propeller 12B when the sailing mode is set as the navigation mode. In sailing mode, the control system 100 controls the propeller 12B to stop (or regenerate) and activate the wind propulsion unit 10. Figure 17 In the "sailing" shown in (a), the control system 100 stops the thruster 12B and activates the generator 39, supplying power from the generator 39 to the management system 50. The management system 50 then supplies the power from the generator 39 to the wind propulsion unit 10. Figure 17 In the "zero-emission sailing (charging and discharging)" shown in (b), the control system 100 stops the generator 39 and regenerates power by allowing the rear propeller 37 of the thruster 12B to rotate freely. The regenerated power generated by the thruster 12B is supplied to the management system 50. The management system 50 supplies power from the thruster 12B to the wind propulsion unit 10. The battery 40 can supply power to the wind propulsion unit 10 via the management system 50, or it can be charged using power from the thruster 12B.

[0074] Figure 18 A table showing the relationship between wind conditions and navigation modes is provided. Additionally, "tailwind" indicates a wind direction and speed condition relative to the target navigation direction where the propulsion unit 10 can ensure thrust. "Unfavorable wind" indicates wind conditions unsuitable for sailing or motor sailing in the target navigation direction. In the table, navigation modes marked with black dots for wind conditions are usable. Navigation modes marked with white circles for wind conditions are usable depending on the situation. The navigation mode setting unit 52 considers factors such as... Figure 18 Based on the wind conditions shown, set the navigation mode. Figure 19 This is a table that displays the applicability of each navigation mode according to wind direction and speed. The navigation mode setting unit 52 references... Figure 19 The wind direction and speed data shown are used to determine the applicable situation through automatic control and set the navigation mode. Storage unit 56 can store... Figure 18 and Figure 19 The information shown.

[0075] Figure 20This is a table displaying the relationship between the navigation mode and the operational status of each device 63. Additionally, "Zero-emission sailing 1" is for... Figure 10 (b) shows the zero-emission sailing mode where charging is performed. "Zero-emission sailing 2" is a sailing mode where charging is carried out during zero-emission sailing. Figure 10 (b) shows a zero-emission sailing mode where battery 40 is stopped. "Zero-emission sailing 3" is based on... Figure 10 (b) shows the zero-emission sailing mode during discharge. In "Zero-emission sailing 3," "powering the SAIL (sail)" means that battery 40 discharges and supplies power to the wind propulsion unit 10. In "Zero-emission motor sailing," "powering the SAIL and propeller" means that battery 40 discharges and supplies power to the wind propulsion unit 10 and the propeller 12B. "Zero-emission motor sailing" is related to... Figure 9 The image shows the sailing mode corresponding to "Zero Emission Sail Sailing 1". "Sail Sailing" is... Figure 10 (a) shows the sailing mode corresponding to "Sail Sailing". "Machine-Sail Sailing 1" is the same as... Figure 8 (a) corresponds to the "sailboat sailing 1" mode. "Sailboat sailing 2" is the mode corresponding to... Figure 8 (b) corresponds to the "sail-powered sailing 2" mode. In "sail-powered sailing 2," the generator 39 can be either running or stopped. "Engineer sailing" refers to... Figure 6 The engine room navigation mode, which combines (a) and (b) to operate the main engine 16 and generator 39. Additionally, as... Figure 7 As shown in (a), the battery 40 can be charged or not. The storage unit 56 can store... Figure 20 The information shown.

[0076] An example of the navigation mode settings and mode switching content of the control system 100 will be explained. However, the operation of the control system 100 is not limited to the following example and can be appropriately modified. The control system 100 can adjust according to... Figure 19 and Figure 20 The displayed information includes options such as "Stop," "Engine Sailing," "Sail Sailing," "Zero-Emission Sail Sailing," and "Zero-Emission Sail Sailing." The sailing mode setting unit 52 selects the appropriate mode from these options based on the situation. Furthermore, regarding the "Zero-Emission Sail Sailing" and "Zero-Emission Sail Sailing" modes, they can be switched automatically or manually by the crew when conditions become available.

[0077] Figure 21 This is a conceptual diagram showing the content of the first switching mode, an example of a flight mode switching mode. (Example) Figure 21As shown, the control system 100 switches between "zero-emission sailing" and "sailing". The control system 100 sets thresholds for wind speed, etc., and automatically switches between "zero-emission sailing" and "sailing" if the wind speed reaches the threshold. The control system 100 also switches between "sailing" and "engine sailing". If the main engine (ME) 16 is started based on the crew's judgment, the control system 100 switches from "sailing" to "engine sailing". If the "sailing" button is pressed based on the crew's judgment, the control system 100 switches from "engine sailing" to "sailing". The control system 100 switches between "engine sailing" and "engine room sailing". When the crew switches the start and stop of the wind propulsion unit 10 based on their judgment, the control system 100 switches between "engine sailing" and "engine room sailing".

[0078] Figure 22 This is a conceptual diagram showing the content of the second switching mode, an example of a flight mode switching mode. (Example) Figure 22 As shown, the control system 100 switches between "stop" and "engine sailing" modes. The control system 100 also switches between "engine sailing" and "motor sailing" navigation modes. When switching between "engine sailing" and "motor sailing," the control system 100 controls the start / stop and speed of the rotor sail 31 of the wind propulsion unit 10, and controls the speed and pitch of the propeller of the propeller 12. When switching to motor sailing, the control system 100 adjusts the thrust distribution ratio of the wind propulsion unit 10 and the propeller 12 according to the required boat speed. The control system 100 also switches between "motor sailing" and "sailing" navigation modes. When switching between "motor sailing" and "sailing," the control system 100 switches between stopping (feeding) and driving the propeller of the propeller 12. The control system 100 also switches between "motor sailing" and "zero-emission motor sailing." When switching between "motorized sailing" and "zero-emission motorized sailing," the control system 100 switches between using regenerative electricity or battery 40 as a drive source and using the main engine 16 or generator 39 as a drive source. The control system 100 switches the navigation mode between "motorized sailing" and "zero-emission sailing." When switching between "motorized sailing" and "zero-emission sailing," the control system 100 switches between free rotation and drive of the propeller of thruster 12. The control system 100 switches the navigation mode between "sailing" and "zero-emission sailing." When switching between "sailing" and "zero-emission sailing," the control system 100 switches between free rotation and stop (feathering) of the propeller of thruster 12. Additionally, the control system 100 can automatically or manually switch when the "zero-emission option" navigation mode becomes available.

[0079] Next, the switching modes used by the control system 100 for switching navigation modes will be explained. The control system 100 includes several switching modes: an automatic mode for automatically switching the navigation modes, a manual mode for manually switching the navigation modes, an external input mode for switching the navigation modes in conjunction with an external system, and an emergency mode for forcibly switching to manual engine navigation mode. In automatic mode, the control system 100 automatically switches the navigation modes based on settings such as specified speed priority and fuel consumption rate priority. In wind conditions suitable for zero-emission navigation, the control system 100 automatically switches to zero-emission sail navigation. The control system 100 automatically charges the battery 40 at appropriate times. Furthermore, the advantage of automatic mode is that even those with limited sailing knowledge can maneuver the ship like a regular motorboat. The disadvantage of automatic mode is that since everything is handled by the machine, intervention in emergency situations becomes difficult. Manual mode allows the crew to freely select various navigation modes. The advantage of manual mode is that the crew can switch to a specific navigation mode at their preferred time. The disadvantage of manual mode is that it is difficult to select a navigation mode without sailing knowledge or experience. External input mode is a mode that automatically switches the sailing mode in conjunction with weather navigation or sail control systems. Other functions of external input mode are the same as automatic mode. Emergency mode is a mode that forcibly switches to manual / engine control regardless of the sailing status. For example, emergency mode can be used in emergency situations such as avoiding danger or equipment malfunction. The advantage of emergency mode is that it avoids human error through a reliable switching operation within a short time. Manual mode, automatic mode, and external input mode can be selected by the crew. The switching mode setting unit 54 sets the switching mode according to the selected mode. Furthermore, the switching mode setting unit 54 automatically switches to emergency mode in emergency situations.

[0080] Next, refer to Figure 23 An example of output sharing between the propeller of the thruster 12 and the rotor sail 31 of the wind propulsion unit 10 in the required mode will be described. The required mode is a mode in which corresponding actions are performed according to the crew's requirements. In addition, the output of the propeller of the thruster 12 is controlled by adjusting the speed and pitch angle, and the output of the rotor sail 31 is controlled by adjusting the speed. Figure 23 (a) is an example of output sharing under the priority ship speed requirement mode. Here, the control system 100 is set to the engine navigation mode, and the propeller 12 is set to output corresponding to the specified ship speed, thereby achieving the specified ship speed. Figure 23 (b) is an example of output sharing in a demand mode where the propeller output is set to constant. Here, the control system 100 is set to engine navigation mode, and the propeller 12 is set to 100% output, thereby maintaining a constant propeller speed. Figure 23(c) is an example of output sharing under the priority mode of minimizing fuel consumption. Here, the control system 100 sets the motor sail mode, sets the rotor sail 31 to maximum output, and adjusts the boat speed using the propeller of the thruster 12. Figure 23 (d) is an example of output sharing when the maximum boat speed is specified in the priority boat speed requirement mode. Here, the control system 100 sets the motor sail sailing mode, sets the propeller of the thruster 12 to maximum output to ensure the required boat speed, and sets the rotor sail 31 to maximum output to assist. Figure 23 (e) is an example of output sharing under the priority mode of minimizing fuel consumption. Here, the control system 100 sets the sail mode, the propeller of the thruster 12 is in regenerative mode, and the rotor sail 31 operates at maximum output. At this time, the control system 100 uses zero-emission sail mode and zero-emission motor sail mode more often, depending on the wind conditions.

[0081] Next, refer to Figure 24 and Figure 25 An example of the display screen of the display device 64 used as an operation touch panel will be described. For example... Figure 24 and Figure 25 As shown, the display device 64 has at least a mode switching area 110, a navigation mode switching area 101, a zero emission switch area 102, and a setting area 103.

[0082] The mode switching area 110 has switches for switching between manual mode (MAN), automatic mode (AUTO), and emergency mode (EMERGENCY). If the emergency mode switch is pressed, zero-emission operation is disabled, the navigation mode becomes engine navigation mode, and the switch is forcibly set to manual mode. In manual mode (MAN), the navigation mode switching area 101 has switches for manually switching between different navigation modes. Light 101a illuminates in automatic mode, and light 101b illuminates in manual mode. Each switch in the navigation mode switching area 101 can be pressed when set to manual mode but cannot be pressed when set to automatic mode. The switch for the set navigation mode in the navigation mode switching area 101 can be illuminated. Here, the switch for "Sailing" is illuminated. Furthermore, the switch corresponding to the transitioning navigation mode can flash. Additionally, when switching from "Motorized Sailing" to "Sailing" or vice versa, a message such as "Sailing in progress" can be displayed to indicate that the mode is in motorized sailing mode. The zero-emission switch area 102 has a switch for automatically switching to zero-emission mode (zero-emission AUTO) and a switch for manually switching (zero-emission MAN), and the switch corresponding to the current mode is illuminated. In manual mode, the switch to "on" (zero-emission ON) and the switch to "off" (zero-emission OFF) can be pressed. However, in automatic mode, these "on / off" switches cannot be pressed. Furthermore, the operation of the zero-emission switch area 102 is not affected by the state of the mode switching switch area 110.

[0083] The settings area 103 has a section for making various settings. The settings area 103 can configure external input or... Figure 23 The description describes the required modes. In column 103a, a value for the required mode can be entered. The required modes can be selected as Speed ​​Priority Mode (SHIP SPD), Constant Output Mode (RPM), and Fuel Consumption Rate Priority Mode (FOC). Typically, Speed ​​Priority Mode is the highest priority. Pressing the "Reset" switch deactivates the required mode and returns to Speed ​​Priority Mode. Pressing any switch in the required mode will illuminate the selected switch or display it on the panel. Furthermore, when the touch panel is active, a pop-up window 105 appears, allowing for digital input (see reference). Figure 25The input value is displayed in the setting value display bar 103b. The setting value display bar 103b displays not only the setting value but also the unit. For example, it displays "kt" as boat speed, "RPM" as engine speed, and "t / d" as fuel consumption rate. Furthermore, the setting value can be entered to one decimal place. Only one requirement mode can be set at a time; multiple requirement modes cannot be set. To change the requirement mode, simply press "Reset" once. Various messages are displayed in the message bar 103c, such as messages switching to motor sail mode and messages prompting for the value to be entered.

[0084] In addition to the functions described above, the control system 100 may also have the following additional functions. In sailing mode, the control system 100 may have the function of switching automatic lights 65. Specifically, when set to sailing mode, the control system 100 may automatically turn the automatic lights 65 on / off as required according to predetermined rules (e.g., Article 25 of the Maritime Collision Prevention Act). Regarding the switching of automatic lights, unnecessary lights are automatically turned off (power off) from the lights used in normal engine navigation, and necessary lights are automatically turned on (power on). The control system 100 may have the function of restricting sailing mode under predetermined conditions. For example, the control system 100 may have a restriction function so that it can switch to sailing mode only when the vessel 1 is a certain distance from land. Furthermore, the control system 100 may restrict sailing mode to congested sea areas. By setting such a restriction, accidents such as grounding or collisions of sailing vessels can be prevented. Additionally, the control system 100 may obtain the position information of the vessel 1 via GPS or the like and determine the distance from land to impose restrictions. In sailing mode, the control system 100 can issue an alarm when other vessels approach within a certain range. For example, the control system 100 can notify the user of a message recommending contact via short-range communication (VHF). The control system 100 may have the function of automatically changing the Automatic Identification System (AIS) display to "SAILIN G" indicating sailing mode in sailing mode. The control system 100 has the function of detecting drifting objects (icebergs, buoys, driftwood, etc.) and can issue warnings upon detection. The control system 100 may have an automatic switching function in emergencies. For example, the control system 100 may have the function of setting the navigation mode to either engine sailing mode or engine-sail sailing mode regardless of the sailing mode when the General Alarm is activated.

[0085] Furthermore, regarding the Automatic Identification System (AIS), as described above, the control system 100 can automatically switch the AIS in response to the automatic switching of the navigation mode. In the AIS, for example, it is specified that... Figure 26 The state shown. Figure 26For example, it is based on the content of "Eiichi Kobayashi - Navigation Magazine, 2004, Vol. 160, pp. 73-83". In contrast, for example, when in engine sail mode and motor sail mode, it can automatically switch to "UNDER WAYUSING ENGINE", and when in sail mode, it can automatically switch to "UNDER WAY SAILING".

[0086] Next, an example of the processing involved in switching navigation modes by the control system 100 will be explained. The switching from engine navigation mode to sail navigation mode will be explained. Figure 20 When switching from "engineering mode" to "sail-powered mode 1", the control system 100 starts the rotor sail 31, stops the main engine 16, and causes the front propeller 33 of the front thruster 12A to feather. Furthermore, once the transition from "engineering mode" to "sail-powered mode 1" is complete, the control system 100 can optionally set "zero-emission sail-powered mode" within "sail-powered mode 1". Figure 27 The process diagram shown illustrates that if "Sailboat 1" is selected while in "Engine Navigation" mode (step S1), the control system 100 starts the rotor sail (RS) 31 and gradually increases its rotational speed according to the current ship speed or relative wind speed (step S2). The control system 100 gradually decelerates and stops the main engine 16 (step S3). After the main engine 16 stops, the control system 100 feathers the front propeller 33 (step S4), completing the transition to "Sailboat 1" (step S5). At this time, the ship speed decreases, so the control system 100 adjusts the rotational speed of the rear propeller 37 or the rotor sail 31 to maintain the ship speed when "Sailboat 1" is selected. The control system 100 determines whether the zero-emission option can be used based on the relative wind direction and relative wind speed. If it can be used, the zero-emission option can be selected (step S6). If the zero-emission option cannot be selected, it is not used.

[0087] From Figure 20 When switching from "engineering navigation" to "sail-powered navigation 2", the control system 100 starts the rotor sail 31 and transitions to "sail-powered navigation 2". Furthermore, once the transition from "engineering navigation" to "sail-powered navigation 2" is complete, the control system 100 can optionally set "zero-emission sail-powered navigation" within "sail-powered navigation 2". Figure 28The process diagram shows that if "Sail-Mounted Sailing 2" is selected while in "Engine Sailing" mode (step S11), the control system 100 starts the rotor sail 31 and gradually increases its rotational speed according to the current ship speed or relative wind speed (step S12). Thus, the control system 100 completes the transition to "Sail-Mounted Sailing 2" (step S15). The control system 100 adjusts the rotational speed of the rotor sail 31 and controls it in a manner that maintains the ship speed when "Sail-Mounted Sailing 2" is selected. The control system 100 determines whether the zero-emission option can be used based on the relative wind direction and relative wind speed. If it can be used, the zero-emission option can be selected (step S16). If the zero-emission option cannot be selected, it is not used.

[0088] Next, the switching from motor sail mode to sail mode will be explained. Figure 20 When switching from "motorized sailing" to "sailing," the control system 100 switches the system to sailing mode via a motorized sailing mode ("motorized sailing 1" or "motorized sailing 2"). At this time, the motorized sailing mode is merely a system transition and therefore does not involve zero-emission options. Once the transition from "motorized sailing" to "sailing" is complete, the control system 100, in "sailing," can optionally select whether to use "zero-emission sailing 1" when regeneration capacity is sufficient, "zero-emission sailing 2" when regeneration capacity is insufficient, or "zero-emission sailing 3" when regeneration capacity is temporarily insufficient. Furthermore, the choice of which of the zero-emission sailing options 1 to 3 to apply can be set to fully automatic control.

[0089] From Figure 20 When switching from "engineering navigation" to "sail navigation" via "engine and sail navigation 1", the control system 100 first performs a mode transition from "engineering navigation" to "engine and sail navigation 1". After "engine and sail navigation 1" stabilizes, the control system 100 transitions from "engine and sail navigation 1" to "sail navigation". Furthermore, if the mode transition from "engine and sail navigation 1" to "sail navigation" is complete, the control system 100 can optionally set "zero-emission sail navigation" in "sail navigation". Figure 20 When switching from "engineering navigation" to "sail navigation" via "engine and sail navigation 2", the control system 100 first performs a mode transition from "engineering navigation" to "engine and sail navigation 2". After "engine and sail navigation 2" stabilizes, the control system 100 transitions from "engine and sail navigation 2" to "sail navigation". Furthermore, if the mode transition from "engine and sail navigation 2" to "sail navigation" is complete, the control system 100 can optionally set "zero-emission sail navigation" in "sail navigation".

[0090] Next, the switching from motor sail mode to engine mode will be explained. Figure 20When switching from "Sailboat Sailing 1" or "Sailboat Sailing 2" to "Engine Sailing," if the zero-emission option was used during sailboat sailing, the control system 100 first deactivates the zero-emission option. If this mode is selected, the control system 100 starts the main engine 16. After the main engine 16 has stabilized, the control system 100 gradually reduces the speed of the rotor sail 31 until it stops, transitioning to the normal engine sailing mode.

[0091] Next, the switching from motor sail mode to sail mode will be explained. Figure 20 When switching from "Motorized Sail Sailing 1" or "Motorized Sail Sailing 2" to "Sail Sailing," if the zero-emission option is used during motorized sail sailing, the control system 100 first deactivates the zero-emission option. If this mode is selected, the control system 100 puts the main engine 16 into standby mode. In "Motorized Sail Sailing 2," after putting the main engine 16 into standby mode, the front propeller 33 is feathered. The control system 100 adjusts the rotational speed of the rotor sail 31 according to wind conditions, enabling stable sailing even with only the rotor sail 31. After the feathering of the front propeller 33 ends, the control system 100 stops the rear propeller 37 and switches to the regenerative circuit, transitioning to "Sail Sailing." Furthermore, if the transition from "Motorized Sail Sailing" to "Sail Sailing" is complete, the control system 100 allows users to choose whether to set it to "Zero-Emission Sail Sailing" during "Sail Sailing."

[0092] refer to Figure 29 This section explains the procedures for transitioning from "engine-powered navigation" to "sail navigation." For example... Figure 29 The process diagram shown illustrates that if the "sail navigation" mode is selected while in "engine navigation" mode (process S31), the control system 100 will perform a transition process to "engine and sail navigation 1" (process S100, see reference). Figure 27 ) or transition to "Sailboat Sailing 2" (procedure S101, see reference) Figure 28 Next, the control system 100 adjusts the rotational speed of the rotor sail 31 according to the relative wind direction and relative wind speed (step S32). The control system 100 changes the pitch angle of the rear propeller (POD) 37 to a pitch angle capable of regenerating the drive power of the rotor sail 31 according to the current boat speed (step S33). Thus, the control system 100 switches the rear propeller 37 from propulsion to electric regeneration (step S34). Thus, the control system 100 completes the transition to "sail sailing" (step S35). The control system 100 adjusts the rotational speed of the rotor sail 31 or the pitch angle of the rear propeller 37 according to wind conditions. The control system 100 determines whether the zero-emission option can be used based on the relative wind direction and relative wind speed; if it can be used, the zero-emission option can be selected (step S36). If the zero-emission option cannot be selected, it is not used. Furthermore, Figure 29In the process shown, the transition process shown in process S102 corresponds to the process when transitioning from "motorized sailing" to "sailing".

[0093] Next, the switching from sail mode to motor sail mode will be explained. Figure 20 When switching from "sail sailing" to "motorized sail sailing 1" or "motorized sail sailing 2", if the zero-emission option is used during sail sailing, the control system 100 first deactivates the zero-emission option. If this mode is selected, the control system 100 starts the main engine 16. After putting the main engine 16 into standby mode, in "motorized sail sailing 2", the control system 100 adjusts the pitch angle of the front propeller 33 to match the engine output. The control system 100 gradually reduces the rotational speed of the rotor sail 31 according to wind conditions. The control system 100 starts the rear propeller 37, transitioning to "motorized sail sailing". Furthermore, if the transition from "sail sailing" to "motorized sail sailing" is complete, the control system 100 allows users to choose whether to set it to "zero-emission sail sailing" in "motorized sail sailing".

[0094] Next, the switching from sail mode to engine mode will be explained. Figure 20 When switching from "sail sailing" to "motorized sail sailing," the control system 100 uses the motorized sail sailing mode ("motorized sail sailing 1" or "motorized sail sailing 2") on the system. At this time, the motorized sail sailing mode is only used by the system, therefore the zero-emission option is not available. If the zero-emission option is used during sail sailing, it must be deactivated first.

[0095] refer to Figure 30 The procedures for transitioning from "sail sailing" to "motorized sail sailing 1" are explained. For example... Figure 30 In the process diagram shown, if the "Motorized Sail Sailing 1" mode is selected in the "Sail Sailing" mode (step S41), the control system 100 forcibly deactivates the zero-emission option for mode switching (step S47). Next, the control system 100 adjusts the rotational speed of the rotor sail 31 according to the relative wind direction and speed (step S42). The control system 100 switches the rear propeller 37 from regenerative to propulsive mode (step S43). The control system 100 changes the pitch angle of the rear propeller 37 and begins its propulsive use (step S44). Thus, the control system 100 completes the transition to "Motorized Sail Sailing 1" (step S45). The control system 100 determines whether the zero-emission option can be used based on the relative wind direction and speed; if it can be used, the zero-emission option can be selected (step S46). If the zero-emission option cannot be selected, it is not used.

[0096] refer to Figure 31 The procedures for transitioning from "sail sailing" to "motorized sail sailing 2" are explained. For example... Figure 31In the process diagram shown, if "Motorized Sail Sailing 2" mode is selected while in "Sail Sailing" mode (step S51), the control system 100 forcibly deactivates the zero-emission option for mode switching (step S57). Next, the control system 100 adjusts the rotational speed of the rotor sail 31 according to the relative wind direction and speed (step S52). The control system 100 switches the rear propeller 37 from regeneration to propulsion (step S53). The control system 100 starts the main engine 16, deactivates the feathering of the front propeller 33, and, in conjunction with acceleration, changes the pitch angle of the front propeller 33, changing the pitch angle of the rear propeller 37 to the angle used for propulsion, and, in conjunction with the acceleration of the main engine 16, changes the rotational speed of the rear propeller 37 (step S54). Thus, the control system 100 completes the transition to "Motorized Sail Sailing 2" (step S55). The control system 100 determines whether the zero-emission option can be used based on the relative wind direction and speed; if it can be used, it can be selected (step S56). If the zero-emission option cannot be selected, it is not used.

[0097] From Figure 20 When switching from "sail navigation" to "engine navigation" via "engine sail navigation 1", if the zero-emission option was applied during sail navigation, the control system 100 first deactivates it. The control system 100 then performs a mode transition from "sail navigation" to "engine sail navigation 1". The control system 100 then performs a mode transition from engine sail navigation 1 to engine navigation. Figure 20 When switching from "sail navigation" to "engine navigation" via "engine sail navigation 2", if the zero-emission option was applied during sail navigation, the control system 100 first deactivates it. The control system 100 then performs a mode transition from "sail navigation" to "engine sail navigation 2". The control system 100 then performs a mode transition from engine sail navigation 2 to engine navigation.

[0098] refer to Figure 32 This section explains the procedures involved in the transition from "sail navigation" to "engine navigation." For example... Figure 32 In the process diagram shown, if the "engine sailing" mode is selected while in "sail sailing" mode (process S61), the control system 100 forcibly deactivates the zero-emission option for mode switching (process S67). Next, the control system 100 performs a transition process to "engine sailing 1" (process S62, see reference). Figure 30 (Step S103). The control system 100 starts the main engine 16, releases the feathering of the front propeller 33, and then accelerates to change the pitch angle of the front propeller 33. If the main engine 16 reaches maximum output, the rotor sail 31 is stopped (step S63). Next, the control system 100 changes the rotational speed of the rear propeller 37 according to the rotational speed of the main engine 16 (step S64). Thus, the control system 100 completes the transition to "engine operation" (step S65).

[0099] Next, the effects of the control system 100 and the ship 1 involved in this embodiment will be explained.

[0100] First, the issues related to ships will be explained. Ships equipped with wind-powered propulsion systems that can sail even when the propeller is completely stopped have various sailing modes, including sail mode, motor-sail mode, and engine mode, requiring mode switching. In sail mode, if the ship's speed decreases, regaining speed is time-consuming and inefficient, necessitating precise ship handling. This is especially true in zero-emission sail mode with regenerative braking, where maintaining speed is crucial to ensure sufficient power. Considering that changes in wind or turning may cause speed reduction in zero-emission sail mode, it is necessary to temporarily activate the propeller (switching to motor-sail mode) to prevent speed loss or to regain speed. The problem is that crew members may find it difficult to manually perform this mode switching operation at the appropriate time. Furthermore, emergency and reliable mode switching is required for hazard avoidance maneuvers in sail mode. Switching between sailing modes requires the unified operation of numerous devices, including the wind turbine propulsion unit, main engine (sometimes a motor), propeller (speed and pitch angle control), fuel pump, and power management system, thus posing a challenge to ship maneuvering. Few crew members are familiar with sailing, leading to the expectation that even in sailing vessels, ship maneuvering will be effortless without special awareness.

[0101] Furthermore, vessels engaged in sailing need to comprehensively assess weather and sea conditions, the state of the sea area, the vessel's current location, fuel consumption, schedule, or ETA (Estimated Time of Arrival), and adjust their course or speed based on priorities. They also need to pay attention to the movements and positions of other vessels to avoid collisions. Depending on the sea area, nautical maps must be considered to prevent maritime accidents such as running aground. In short, the ultimate goal is to safely reach the destination.

[0102] Furthermore, there are issues related to the ship's operators (crew). That is, developing excellent ship handling skills or judgment requires not only knowledge but also extensive experience. Navigational safety is sometimes affected by the ship operator's skill. In this regard, there is the problem that the number of motorized sailboats is inherently small, and the number of people with experience sailing or riding in motorized sailboats is also limited. Moreover, if we consider fully sailing vessels, the number of people with sailing and riding experience is extremely small. For example, the required skill content or level differs between small sailboats like yachts and medium to large sailing merchant ships. On the other hand, the ultimate responsibility for ship handling rests with the human operator. Therefore, a system is needed that enables even crew members with insufficient knowledge or experience in sailing or sailing to sail safely.

[0103] For ship operators, considerations are varied, taking into account weather and sea conditions, sea area, crew skills, and vessel condition. For example, considerations might include: "engine navigation is dangerous in severe weather," "psychological fear of full sail navigation leads to motorized sail navigation," "good weather and sea conditions with no other vessels, therefore sail navigation," "spare time on schedule, therefore sail navigation," "battery charging and management for sail navigation is inconvenient," "fuel saving through motorized sail navigation," "zero-emission sail navigation for environmental reasons," "engine navigation to meet port entry time," "engine navigation due to shallow waters," "zero-emission sail navigation to save fuel," "close turning point, therefore engine or motorized sail navigation," and "concern about the feasibility of sailing." In this regard, it is necessary to automatically switch navigation modes when necessary based on data analyzed by the ship, signals from outside the ship, and signals from the weather and navigation system, allowing the ship operator to maneuver the vessel without being aware of the sails. Furthermore, it is also desirable for the ship operator to be able to manually switch navigation modes depending on the situation.

[0104] To address the aforementioned issues, the control system 100 described in this embodiment is a control system 100 for controlling a ship 1. The ship 1 has three navigation modes: an engine navigation mode propelled solely by the propeller 12, a motor-sail navigation mode propelled by both the propeller 12 and the wind-powered propulsion unit 10, and a sail navigation mode propelled by the wind-powered propulsion unit 10. The control system (100) automatically switches between these modes. Therefore, without relying on the crew's skills, the control system (100) can automatically switch navigation modes at appropriate times or actions. This allows for easy switching of navigation modes.

[0105] The control system 100 can automatically switch between engine sailing mode, motor sailing mode, and sail sailing mode according to wind conditions (e.g., wind speed, wind direction, wind force). Thus, the control system 100 can automatically switch to the appropriate mode based on wind conditions.

[0106] The control system 100 can, as a sailing mode, have a zero-emission mode (first sailing mode) that does not use fossil fuels as propulsion energy and a non-zero-emission mode (second sailing mode) that uses fossil fuels as propulsion energy. In this mode, the control system 100 can switch between the environmentally friendly zero-emission mode and the navigation-friendly non-zero-emission mode depending on the situation. Specifically, the non-zero-emission mode is a sailing mode that uses fossil fuels, thus enabling sailing or motorized sailing while utilizing wind power. Therefore, it can reach the destination faster than in the zero-emission mode. In the zero-emission mode, propulsion is achieved using renewable energy sources such as electricity generated from the propeller, thus eliminating the use of fossil fuels and further reducing carbon dioxide emissions. Since the aforementioned sailing modes also include both zero-emission and non-zero-emission modes, the sailing mode can be switched according to the situation even in modes with lower carbon dioxide emissions.

[0107] The control system 100 can switch between different navigation modes, including: automatic mode (automatically switching navigation modes); manual mode (manually switching navigation modes); external input mode (switching navigation modes in conjunction with an external system); and emergency mode (forcibly switching to manual engine navigation mode). Thus, the control system 100 can navigate according to the crew's requirements and achieve safer navigation.

[0108] In sailing mode, the automatic lights 65 can be switched on. In sailing mode, where the direction of travel is more difficult to control compared to engine mode, the automatic lights 65 can be used to identify that the ship is in sailing mode.

[0109] The control system 100 can restrict the sailing mode under predetermined conditions. At this time, the direction of travel in the sailing mode is more difficult to control than that in the engine mode. Therefore, by avoiding the use of the sailing mode, safety can be improved when it is more appropriate to navigate in the engine mode or the engine-sail mode to ensure safety.

[0110] The ship 1 involved in this embodiment is equipped with the above-described control system 100.

[0111] According to vessel 1, the same effect as the aforementioned control system 100 can be achieved.

[0112] As described above, the control system 100 of this embodiment can uniformly perform switching operations on the wind propulsion unit 10, main engine 16 (sometimes a motor), propeller, management system 50, etc., corresponding to the sailing mode. Furthermore, the control system 100 can automatically switch the sailing mode when it detects insufficient speed during full-sail sailing. Moreover, the control system 100 can steplessly adjust the thrust ratio of the wind propulsion unit 10 and the propeller to achieve a specified speed. Furthermore, the control system 100 can reliably switch the sailing mode in emergencies through simple operation, compared to manual operation. With the control system 100 possessing the above functions, the crew can sail without being aware of the sailing mode switching, thereby reducing the crew's burden and the risks caused by misoperation.

[0113] According to the control system 100 of this embodiment, the switching of navigation modes can be determined not only by using thresholds such as wind speed, but also by freely controlling the output of the wind-powered propulsion unit 10 and the propeller (the aforementioned required mode) based on performance requirements such as constant ship speed and fuel priority. The control system 100 has the function of automatically switching navigation modes based on conditions such as specified ship speed and optimal fuel consumption rate; however, if it is desired to switch according to the crew's wishes, the crew can also issue commands centrally from the bridge via a single device. The control system 100 can automatically switch modes in conjunction with the ship's maneuvering control system or weather navigation system. Furthermore, the control system 100 can also handle mode switching during emergency maneuvers. The switching of navigation modes can be performed through the operation of a series of devices required for controlling the propeller speed, propeller pitch angle, and rotor sail speed. In ships with regenerative braking, it is possible to switch to a zero-emission mode (driven by regenerative electricity or battery power) based on wind conditions. Furthermore, commands to charge the battery 40 can be issued as needed. The control system 100 can also handle series hybrid propellers, conventional propellers, and azimuth thrusters. Furthermore, the control system 100 has a navigation mode display function so that the crew can identify the current navigation mode.

[0114] Furthermore, by using the control system 100 described in this embodiment, frequent sailing mode switching operations are automated, thus reducing the crew's workload. Moreover, compared to performance requirements such as constant speed and fuel efficiency, the crew's subjective judgment and operation are reduced, thereby improving stability and economy. Errors in sailing mode switching operations are eliminated, increasing safety. Due to wind variations, necessary sailing switching is automated, so even crew members with limited sailing experience do not need to consciously navigate the sailing mode and can sail like a typical motorboat. Without the need to worry about frequent sailing mode switching operations that are avoided in manual operation, the crew can navigate along the optimal route.

[0115] The present invention is not limited to the embodiments described above.

[0116] The structure of hull 11 is not limited to Figure 1 The structure shown can be modified appropriately depending on the application. In the above embodiment, a rotor sail is exemplified as the wind propulsion unit, but it is not particularly limited as long as wind power is used, and rigid sails, cloth sails, suction sails, etc. can be used.

Claims

1. A control system for controlling a ship, wherein, As the navigation mode of the aforementioned vessel, it has: In engine room sailing mode, propulsion is only achieved using the thrusters; In motorized sailing mode, propulsion is achieved using the aforementioned thruster and wind-powered propulsion unit; and In sailing mode, propulsion is achieved using the aforementioned wind-powered propulsion unit; The control system automatically switches between the engine sailing mode, the engine sail sailing mode, and the sail sailing mode.

2. The control system according to claim 1, wherein, The engine sailing mode, the engine sailing mode, and the sail sailing mode are automatically switched according to wind conditions.

3. The control system according to claim 1, wherein, As the sailing modes, there are a first sailing mode that does not use fossil fuels as propulsion energy and a second sailing mode that uses fossil fuels as propulsion energy.

4. The control system according to claim 1, wherein, As a switching mode for switching the navigation mode, it has the following features: Automatic mode, automatically switches the navigation mode; Manual mode: Manually switch the navigation mode; External input mode, which switches the navigation mode in conjunction with an external system; and Emergency mode forcibly switches to manual engine navigation mode.

5. The control system according to claim 1, wherein, In the sailing mode, switch to automatic lighting.

6. The control system according to claim 1, wherein, Under predetermined conditions, the sail navigation mode is restricted.

7. A ship having a control system according to any one of claims 1 to 6.

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