Vessel propulsion system and vessel

Abstract

To provide a vessel propulsion system and a vessel capable of suitably controlling an engine in an extender mode.SOLUTION: A vessel propulsion system 100 includes: an engine outboard engine OM as an engine propeller including a power generator 38; an electric outboard engine EM as an electric propeller connected to a battery 145 charged by the power generator 38; and a main controller 101. The main controller 101 has at least one operation mode including an extender mode in which the engine outboard engine EM generates propulsion force and the power generator 38 of the engine outboard engine OM is driven to charge the battery 145. The main controller 101 varies engine rotation number of the engine outboard engine OM according to vessel speed in the extender mode.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present invention relates to a boat propulsion system and a boat equipped with the same. [Background technology]

[0002] Patent Document 1 discloses a marine propulsion system that includes an engine propulsion unit that uses an engine as a power source and an electric propulsion unit that uses an electric motor as a power source. The engine is allowed to operate even in an electric mode that uses only the propulsive force of the electric propulsion unit. In this case, the engine propulsion unit does not generate propulsive force, but the engine can drive a generator to charge the battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-79744 A Summary of the Invention [Problem to be solved by the invention]

[0004] By using the generator of the engine propulsion unit to charge the battery that supplies power to the electric motor, the cruising distance of the electric propulsion unit can be extended. In other words, this type of operation mode is a so-called extender mode (range extender mode). Patent Document 1 does not describe the specific behavior of the engine propulsion unit in the extender mode.

[0005] Therefore, one embodiment of the present invention provides a boat propulsion system and a boat that can appropriately control the engine in the extender mode. [Means for solving the problem]

[0006] One embodiment of the present invention provides a boat propulsion system including an engine propulsion unit equipped with a generator, an electric propulsion unit connected to a battery charged by the generator, and a controller, wherein the controller has at least one operation mode including an extender mode in which the electric propulsion unit generates propulsive force and drives the generator of the engine propulsion unit to charge the battery, and is configured or programmed to vary the engine speed of the engine propulsion unit in response to boat speed in the extender mode.

[0007] An electric propulsion unit is a convenient propulsion unit for sailing a ship quietly at a low speed. The extender mode, in which the battery that supplies power to the electric propulsion unit is charged by a generator provided in the engine propulsion unit, extends the cruising distance that can be traveled using the electric propulsion unit. However, if the engine noise is loud, quietness is compromised, so from that perspective, it is preferable to control the engine speed to a low value. On the other hand, when the ship speed is high, the noise of the ship's hull cutting through water and wind is loud, so even if the engine noise is relatively loud, it does not have a significant impact on the marketability of the ship. Moreover, when the ship speed is high, the power consumption of the electric propulsion unit is likely to be high, so it is better to have a large amount of charge from the generator to the battery.

[0008] In this embodiment, the engine speed of the engine propulsion unit is varied in accordance with the boat speed, which allows the battery to be appropriately charged by the generator of the engine propulsion unit without significantly affecting the marketability of the boat.

[0009] In one embodiment of the present invention, the controller is configured or programmed to control the engine speed of the engine propulsion unit to a preset target power generation level speed when the boat speed is equal to or lower than a predetermined boat speed threshold in the extender mode, and to control the engine speed to a value higher than the target power generation level speed when the boat speed exceeds the predetermined boat speed threshold.

[0010] With this configuration, when the boat speed is below a predetermined boat speed threshold, the engine speed reaches the preset target power generation level rotation speed, so that the battery can be reliably charged. When the boat speed exceeds the predetermined boat speed threshold, the engine speed is made higher than the target power generation level rotation speed, so that the amount of charge to the battery can be increased.

[0011] In a preferred embodiment of the present invention, the marine vessel propulsion system further includes a target power generation level rotation speed setting device that is operated by a user to variably set the target power generation level rotation speed.

[0012] According to this configuration, the user can increase or decrease the target power generation level rotation speed as needed, so that, for example, priority can be given to quietness or charging of the battery.

[0013] The target power generation level rotation speed setter may be configured to be able to directly set a target value for the engine rotation speed, or may be configured to be able to indirectly set a target value for the engine rotation speed by setting the power generation level.

[0014] In one embodiment of the present invention, the engine propulsion device includes an engine, a propeller, and a shift mechanism that cuts off a power transmission path between the engine and the propeller. The engine propulsion device is configured to shift in the shift mechanism at an engine speed equal to or lower than a predetermined target shift-in speed. The target power generation level speed is equal to or lower than the target shift-in speed.

[0015] According to this configuration, since the target power generation level rotation speed applied when the vessel speed is equal to or lower than the target shift-in rotation speed, when the vessel speed is equal to or lower than the predetermined vessel speed threshold, shift-in can be performed at any time as necessary without adjusting the engine rotation speed when the vessel speed is equal to or lower than the predetermined vessel speed threshold. If the target power generation level rotation speed is higher than the target shift-in rotation speed, when a shift-in request occurs while traveling at a vessel speed equal to or lower than the predetermined vessel speed threshold, deceleration control is first executed to reduce the engine rotation speed to the target shift-in rotation speed, and then the shift mechanism is shifted in, which may cause a delay before shift-in.

[0016] When the target power generation level rotational speed can be variably set by the target power generation level rotational speed setter, it is preferable that the target power generation level rotational speed setter is configured to be able to set a target power generation level rotational speed that is equal to or lower than the target shift-in rotational speed.

[0017] In one embodiment of the present invention, the engine propulsion device includes an engine, a propeller, and a shift mechanism that cuts off a power transmission path between the engine and the propeller. The engine propulsion device is configured to shift in the shift mechanism at an engine speed equal to or lower than a predetermined target shift-in speed. When a shift-in request is received during the extender mode, the controller is configured or programmed to execute deceleration control to reduce the engine speed to equal to or lower than the target shift-in speed.

[0018] According to this configuration, when the target power generation level rotation speed is also higher than the target shift-in rotation speed, deceleration control is executed in response to a shift-in request, and the engine rotation speed is decelerated to below the target shift-in rotation speed. This allows the shift mechanism to shift in at or below the target shift-in rotation speed, thereby reducing shock (shift shock) and noise associated with the shift-in.

[0019] In one embodiment of the present invention, the boat speed is the boat speed through water. With this configuration, the engine speed in the extender mode can be changed according to the boat speed through water, so that the engine speed can be set according to the boat speed through water.

[0020] In one embodiment of the present invention, the boat speed is the boat speed relative to the ground. With this configuration, the engine speed in the extender mode can be changed according to the boat speed relative to the ground, so that the engine speed can be set according to the wind noise.

[0021] In one embodiment of the present invention, the engine propulsion unit is an outboard motor.

[0022] One embodiment of the present invention provides a marine vessel propulsion system including an electric propulsion unit connected to a battery that is charged by a generator driven by an engine, and a controller that varies the rotation speed of the engine in accordance with the vessel speed.

[0023] With this configuration, the engine speed changes according to the boat speed, so the engine speed can be increased or decreased according to the noise of the boat running off the water or wind, allowing the battery to be appropriately charged while still generating propulsive force from the electric propulsion unit.

[0024] In one embodiment of the present invention, the marine vessel propulsion system includes an outboard motor equipped with the engine.

[0025] One embodiment of the present invention provides a marine vessel including a hull and a marine vessel propulsion system mounted on the hull and having the above-described features. Effect of the Invention

[0026] According to the present invention, it is possible to provide a boat propulsion system and a boat that are capable of appropriately controlling the engine in the extender mode. [Brief description of the drawings]

[0027] [Figure 1]FIG. 1 is a plan view for explaining an example of the configuration of a ship equipped with a ship propulsion system according to a preferred embodiment of the present invention. [Diagram 2] FIG. 2 is a side view of the vessel as viewed from the left side toward the bow. [Diagram 3] FIG. 3 is a side view for explaining a configuration example of an engine outboard motor. [Figure 4] FIG. 4 is a side view for explaining a configuration example of an electric outboard motor. [Diagram 5] FIG. 5 is a rear view of the electric outboard motor as seen from the rear of the boat. [Figure 6] FIG. 6 is a block diagram illustrating an example of the configuration of a marine vessel propulsion system. [Figure 7] FIG. 7 is a perspective view for explaining a configuration example of the joystick unit. [Figure 8] FIG. 8 is a diagram for explaining the behavior (steering and propulsive force generation) of the engine outboard motor and the electric outboard motor according to the maneuvering mode and the operation mode (propulsion mode). [Figure 9] FIG. 9 is a diagram for explaining an example of engine speed control in the extender mode, showing the case where the boat speed is zero. [Figure 10] FIG. 10 is a diagram for explaining an example of engine speed control in the extender mode, showing an example of engine speed fluctuations in response to boat speed fluctuations. [Figure 11] FIG. 11 is a flowchart for explaining an example of engine speed control in the extender mode. [Figure 12] FIG. 12 is a diagram for explaining an example of estimating a ship speed through water. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0029] FIG. 1 is a plan view for explaining an example configuration of a vessel 1 equipped with a vessel propulsion system 100 according to one embodiment of the present invention, and FIG. 2 is a side view of the vessel 1 as viewed from the left side toward the bow.

[0030] The boat 1 includes a hull 2, an engine outboard motor OM attached to the hull 2, and an electric outboard motor EM attached to the hull 2. The engine outboard motor OM and the electric outboard motor EM are both examples of propulsion units. The engine outboard motor OM is an example of a main propulsion unit. The electric outboard motor EM is an example of an auxiliary propulsion unit having a lower rated output than the main propulsion unit. The engine outboard motor OM is an example of an engine propulsion unit powered by an engine. The electric outboard motor EM is an example of an electric propulsion unit powered by an electric motor.

[0031] In this embodiment, the engine outboard motor OM and the electric outboard motor EM are both attached to the stern 3. More specifically, the engine outboard motor OM and the electric outboard motor EM are arranged side by side in the transverse direction of the hull 2 ​​at the stern 3. In this example, the engine outboard motor OM is arranged in the transverse center of the hull 2, and the electric outboard motor EM is arranged outside of the transverse center of the hull (on the left side in this example).

[0032] A living space 4 for passengers is provided inside the hull 2. A pilot's seat 5 is provided within this living space 4. The pilot's seat 5 is equipped with a steering wheel 6, a remote control lever 7, a joystick 8, a gauge 9 (display panel), and the like. The steering wheel 6 is an operator operated by the user to change the course of the boat 1. The remote control lever 7 is an operator operated by the user to change the magnitude (output) of the thrust of the engine outboard motor OM and its direction (forward or reverse), and corresponds to an accelerator operator. The joystick 8 is an operator operated by the user to steer the boat in place of the steering wheel 6 and the remote control lever 7.

[0033] FIG. 3 is a side view for explaining an example of the configuration of an engine outboard motor OM. The engine outboard motor OM has a propulsion unit 20 and an attachment mechanism 21 for attaching the propulsion unit 20 to the hull 2. The attachment mechanism 21 includes a clamp bracket 22 that is detachably fixed to a tail plate provided at the stern 3 of the hull 2, and a swivel bracket 24 that is connected to the clamp bracket 22 so as to be rotatable about a tilt shaft 23 serving as a horizontal rotation shaft. The propulsion unit 20 is attached to the swivel bracket 24 so as to be rotatable about a steering shaft 25. This allows the steering angle (the azimuth angle formed by the direction of the propulsive force with respect to the center line of the hull 2) to be changed by rotating the propulsion unit 20 about the steering shaft 25. In addition, the trim angle of the propulsion unit 20 can be changed by rotating the swivel bracket 24 about the tilt shaft 23. The trim angle is the attachment angle of the engine outboard motor OM to the hull 2.

[0034] The housing of the propulsion unit 20 is composed of an engine cover (top cowling) 26, an upper case 27, and a lower case 28. An engine 30 as a prime mover is installed inside the engine cover 26 with the axis of its crankshaft oriented vertically. A drive shaft 31 for transmitting power, which is connected to the lower end of the crankshaft of the engine 30, extends vertically through the upper case 27 into the lower case 28.

[0035] A propeller 32 serving as a propulsion member is rotatably attached to the lower rear side of the lower case 28. A propeller shaft 29, which is the rotation shaft of the propeller 32, passes horizontally through the lower case 28. The rotation of the drive shaft 31 is transmitted to the propeller shaft 29 via a shift mechanism 33.

[0036] The shift mechanism 33 has a plurality of shift positions (shift states) including a forward position, a reverse position, and a neutral position. The neutral position is a shift position in a disconnected state where the rotation of the drive shaft 31 is not transmitted to the propeller shaft 29. The forward position is a shift position in a state where the rotation of the drive shaft 31 is transmitted to the propeller shaft 29 so that the propeller shaft 29 rotates in a forward rotation direction. The reverse position is a shift position in a state where the rotation of the drive shaft 31 is transmitted to the propeller shaft 29 so that the propeller shaft 29 rotates in a reverse rotation direction. The forward rotation direction is the rotation direction of the propeller 32 that imparts a propulsive force in the forward direction to the hull 2. The reverse rotation direction is the rotation direction of the propeller 32 that imparts a propulsive force in the reverse direction to the hull 2. The shift position of the shift mechanism 33 is switched by a shift rod 34. The shift rod 34 extends in the vertical direction parallel to the drive shaft 31, and is configured to operate the shift mechanism 33 by rotating about its axis.

[0037] In relation to the engine 30, there are provided a starter motor 35 for starting the engine 30, and a generator 38 for generating electricity by the power of the engine 30 after the engine 30 has been started. The starter motor 35 is controlled by an engine ECU (electronic control unit) 40. The electric power generated by the generator 38 is supplied to electrical equipment provided in the engine outboard motor OM, and is also used to charge batteries 130, 145 (see FIG. 6) housed in the hull 2 ​​(FIGS. 1 and 2). In addition, there is provided a throttle actuator 37 for operating a throttle valve 36 of the engine 30 to change the throttle opening and thereby change the amount of intake air of the engine 30. The throttle actuator 37 may be an electric motor. The operation of the throttle actuator 37 is controlled by the engine ECU 40.

[0038] Further, a shift actuator 39 for changing the shift position of the shift mechanism 33 is provided in association with the shift rod . The shift actuator 39 is formed of, for example, an electric motor, and its operation is controlled by the engine ECU .

[0039] Furthermore, a steering device 43 that is driven in response to the operation of a steering wheel 6 (see FIG. 1) is coupled to a steering rod 47 fixed to the propulsion unit 20. The steering device 43 rotates the propulsion unit 20 about a steering axis 25, thereby enabling steering. The steering device 43 is provided with a steering actuator 44. The steering actuator 44 is controlled by a steering ECU 41. The steering ECU 41 may be provided in the propulsion unit 20. The steering actuator 44 may be formed of an electric motor, or may be a hydraulic actuator.

[0040] A tilt trim actuator 46, which includes, for example, a hydraulic cylinder, is provided between the clamp bracket 22 and the swivel bracket 24 and is controlled by the engine ECU 40. The tilt trim actuator 46 rotates the swivel bracket 24 about the tilt shaft 23, thereby rotating the propulsion unit 20 about the tilt shaft 23.

[0041] FIG. 4 is a side view for explaining an example of the configuration of the electric outboard motor EM, and FIG. 5 is a rear view of the electric outboard motor EM as seen from the rear of the boat 1. As shown in FIG.

[0042] The electric outboard motor EM includes a bracket 51 for mounting to the hull 2, and a propulsion unit body 50. The propulsion unit body 50 is supported by the bracket 51. The propulsion unit body 50 includes a base 55 supported by the bracket 51, an upper housing 56 extending downward from the base 55, a cylindrical (duct-shaped) lower housing 57 disposed below the upper housing 56, and a drive unit 58 disposed within the lower housing 57. The propulsion unit body 50 further includes a cover 66 that covers the base 55 from below, and a cowl 67 that covers the base 55 from above. A tilt unit 69 and a steering unit 72 are housed in a space defined by the cover 66 and the cowl 67. A buzzer 75 that generates a sound when the tilt unit 69 is operated may also be housed in this space.

[0043] The drive unit 58 includes a propeller 60 and an electric motor 61 that rotates the propeller 60. The electric motor 61 includes a cylindrical rotor 62 to which the propeller 60 is fixed radially inward, and a cylindrical stator 64 that surrounds the rotor 62 from the radially outward. The stator 64 is fixed to the lower housing 57, and the rotor 62 is supported rotatably relative to the lower housing 57. The rotor 62 has a plurality of permanent magnets 63 arranged along the circumferential direction. The stator 64 has a plurality of coils 65 arranged along the circumferential direction. By passing current through the plurality of coils 65, the rotor 62 can be rotated, and the propeller 60 can be rotated accordingly, thereby generating a thrust force.

[0044] The tilt unit 69 includes a tilt cylinder 70 as a tilt actuator. The tilt cylinder 70 may be an electric pump type hydraulic cylinder that causes hydraulic oil to flow by an electric pump. One end of the tilt cylinder 70 is connected to the lower support part 52 of the bracket 51, and the other end of the tilt cylinder 70 is connected to the base 55 via a cylinder connecting bracket 71. A tilt shaft 68 is supported on the upper support part 53 of the bracket 51, and the base 55 is connected to the bracket 51 via the tilt shaft 68 so as to be rotatable around the tilt shaft 68. The tilt shaft 68 extends in the left-right direction of the hull 2, and therefore the base 55 is rotatable up and down. Thereby, the propulsion unit body 50 can rotate around the tilt shaft 68 and move up and down.

[0045] Rotating the propulsion unit body 50 about the tilt shaft 68 to raise it is called tilt up, and rotating the propulsion unit body 50 about the tilt shaft 68 to lower it is called tilt down. Driving the tilt cylinder 70 to extend and retract it allows tilt up and tilt down. By tilting up, the propeller 60 can be raised to be positioned above the water surface, and the propulsion unit body 50 can be in a tilt up state. By tilting down, the propeller 60 can be lowered to be positioned underwater, and the propulsion unit body 50 can be in a tilt down state. In this way, the tilt unit 69 is an example of a lifting device that raises and lowers the propeller 60.

[0046] In order to detect the tilt-up state and tilt-down state of the propulsion unit body 50, a tilt angle sensor 76 is provided that detects the angle of the propulsion unit body 50 relative to the bracket 51, i.e., the tilt angle. The tilt angle sensor 76 may be a position sensor that detects the position of the operating rod of the tilt cylinder 70.

[0047] The steering unit 72 includes a steering shaft 73 coupled to the lower housing 57 and the upper housing 56, and a steering motor 74. The steering motor 74 is an example of a steering actuator that generates a driving force for rotating the steering shaft 73 about its axis. The steering unit 72 may further include a reduction gear that reduces the rotation of the steering motor 74 and transmits it to the steering shaft 73. Therefore, by driving the steering motor 74, the lower housing 57 and the upper housing 56 can be rotated about the steering shaft 73, and the direction of the propulsive force generated by the drive unit 58 can be changed to the left or right. The upper housing 56 is in the form of a plate extending in the fore-and-aft direction of the hull 2 ​​in the neutral steering position, and functions as a rudder plate that is steered by the steering unit 72.

[0048] 6 is a block diagram for explaining an example of the configuration of a boat propulsion system 100 provided on the boat 1. The boat propulsion system 100 includes an engine outboard motor OM and an electric outboard motor EM.

[0049] The boat propulsion system 100 includes a main controller 101. The main controller 101 is connected to an inboard network 102 (CAN: Control Area Network) built in the hull 2. A remote control unit 17, a remote control ECU 90, a joystick unit 18, a GPS (Global Positioning System) receiver 110, a direction sensor 111, and the like are connected to the inboard network 102. A boat speed sensor 112 may also be connected to the inboard network 102. The engine ECU 40 and the steering ECU 41 are connected to the remote control ECU 90 via an outboard motor control network 105. The main controller 101 exchanges signals with various units connected to the inboard network 102, thereby controlling the engine outboard motor OM and the electric outboard motor EM, and also controlling other units. The main controller 101 has a plurality of control modes, and controls each unit in a manner that is predetermined according to each control mode.

[0050] A steering wheel unit 16 is connected to the outboard motor control network 105. The steering wheel unit 16 outputs an operation angle signal indicating the operation angle of the steering wheel 6 to the outboard motor control network 105. The operation angle signal is received by the remote control ECU 90 and the steering ECU 41. The steering ECU 41 responds to the operation angle signal generated by the steering wheel unit 16 or the steering angle command generated by the remote control ECU 90, and controls the steering actuator 44 in accordance with either one, thereby controlling the steering angle of the engine outboard motor OM.

[0051] The remote control unit 17 generates an operation position signal that indicates the operation position of the remote control lever 7 .

[0052] The joystick unit 18 generates an operation position signal that indicates the operation position of the joystick 8 , and also generates an operation signal for an operation button 180 provided on the joystick unit 18 .

[0053] The remote control ECU 90 sends a thrust command to the engine ECU 40 via the outboard motor control network 105. The thrust command includes a shift command for commanding a shift position and an output command for commanding an engine output (specifically, an engine rotation speed). The remote control ECU 90 also sends a steering angle command to the steering ECU 41 via the outboard motor control network 105.

[0054] The remote control ECU 90 executes different control operations according to the control mode of the main controller 101. For example, in a control mode for maneuvering the ship using the steering wheel 6 and the remote control lever 7, the remote control ECU 90 gives the engine ECU 40 a propulsive force command (shift command and output command) corresponding to the operation position signal generated by the remote control unit 17. The remote control ECU 90 also commands the steering ECU 41 to follow the operation angle signal generated by the steering wheel unit 16. On the other hand, in a control mode for maneuvering the ship without the operation of the steering wheel 6 and the remote control lever 7, the remote control ECU 90 follows the command of the main controller 101. That is, the remote control ECU 90 sends a propulsive force command (shift command and output command) to the engine ECU 40 and sends a steering angle command to the steering ECU 41 according to the propulsive force command (shift command and output command) and the steering angle command generated by the main controller 101. For example, in a control mode for maneuvering with the joystick 8, the main controller 101 generates a thrust command (shift command and output command) and a steering angle command in response to signals generated by the joystick unit 18. In accordance with these, the magnitude and direction (forward or reverse) of the thrust of the engine outboard motor OM and the steering angle are controlled.

[0055] The engine ECU 40 drives the shift actuator 39 in response to a shift command to control the shift position, and drives the throttle actuator 37 in response to an output command to control the throttle opening. The steering ECU 41 controls the steering actuator 44 in response to a steering angle command to control the steering angle of the engine outboard motor OM.

[0056] The motor controller 80 and steering controller 81 of the electric outboard motor EM are connected to an inboard network 102 and are configured to operate the electric outboard motor EM in response to commands from the main controller 101. The main controller 101 issues a propulsive force command and a steering angle command to the electric outboard motor EM. The propulsive force command includes a shift command (rotation direction command) and an output command. The shift command is a rotation direction command that commands the propeller 60 to stop, rotate forward, or rotate backward. The output command is a command for the propulsive force to be generated, specifically, a command for a target value of the rotation speed. The steering angle command is a command for a target value of the steering angle. The motor controller 80 controls the electric motor 61 in response to the shift command (rotation direction command) and the output command. In addition, the steering controller 81 controls the steering motor 74 in response to the steering angle command.

[0057] The main controller 101 further issues a tilt command to the steering controller 81 via the inboard network 102. The tilt command is a command for a target value of the tilt angle of the electric outboard motor EM. In response to the tilt command, the steering controller 81 operates the tilt cylinder 70 to tilt up or tilt down the electric outboard motor EM to the target tilt angle. A detection signal from the tilt angle sensor 76 is input to the steering controller 81. This enables the steering controller 81 to obtain information on the tilt angle of the propulsion unit main body 50 and transmit the tilt angle information to the main controller 101.

[0058] The GPS receiver 110 receives radio waves from artificial satellites orbiting the Earth to identify the position of the ship 1, and outputs position data indicating the position of the ship 1 and speed data indicating the moving speed of the ship 1. These data are acquired by the main controller 101 and used to display and control the position and / or direction of the ship 1. The speed data output by the GPS receiver indicates the ship speed of the ship 1 relative to the ground.

[0059] The orientation sensor 111 detects the orientation of the ship 1 and generates orientation data. The orientation data is used by the main controller 101.

[0060] The gauges 9 are connected to the main controller 101 via a control panel network 106. The gauges 9 are display devices for displaying various pieces of information for maneuvering the boat. The gauges 9 are connected to a remote control ECU 90, a motor controller 80, and a steering controller 81 via the control panel network 106. As a result, the gauges 9 can display information such as the operating state of the engine outboard motor OM, the operating state of the electric outboard motor EM, and the position and / or direction of the boat 1. The gauges 9 may be provided with an input device 10 such as a touch panel or buttons. When a user operates the input device 10, an operation signal may be sent to the control panel network 106, allowing various settings and commands to be made.

[0061] A power switch unit 120 for turning on the power to the outboard motor OM and for starting and stopping the engine 30 is connected to the remote control ECU 90. The power switch unit 120 includes a power switch 121 for turning on / off the power to the outboard motor OM, a start switch 122 for starting the engine 30, and a stop switch 123 for stopping the engine 30.

[0062] When the power switch 121 is turned on, the remote control ECU 90 executes control for supplying power to the engine outboard motor OM. Specifically, it turns on a power relay (not shown) interposed between the battery 130 (for example, 12 V) and the engine outboard motor OM. When the start switch 122 is operated while the engine outboard motor OM is powered on, the remote control ECU 90 issues a start command to the engine ECU 40. This causes the engine ECU 40 to operate the starter motor 35 (see FIG. 3) to start the engine 30. While the engine 30 is running, the battery 130 is charged by the power generated by the generator 38 (see FIG. 3). When the stop switch 123 is operated while the engine is running, the remote control ECU 90 issues an engine stop command to the engine ECU 40. In response to this, the engine ECU 40 executes control for stopping the engine 30. The remote control ECU 90 provides the main controller 101 via the inboard network 102 with engine outboard motor status information indicating whether the engine outboard motor OM is powered on and whether the engine 30 is operating.

[0063] A separate power switch unit 140 for turning the power of the electric outboard motor EM on and off is connected to the electric outboard motor EM. By turning on / off a power switch 141 provided in the power switch unit 140, a circuit between the electric outboard motor EM and a battery 145 (e.g., 48 V) that supplies power to the electric outboard motor EM is opened / closed, thereby turning on / off the power of the electric outboard motor EM. The motor controller 80 provides the main controller 101 via the inboard network 102 with electric outboard motor status information indicating whether the electric outboard motor EM is powered on, i.e., whether the electric outboard motor EM is in a drivable state. The battery 145 can receive electric power generated by the generator 38 (see FIG. 3) of the engine outboard motor OM via a DC / DC converter 146 (voltage converter).

[0064] An application switch panel 150 is further connected to the inboard network 102. The application switch panel 150 includes a plurality of function switches 151 for commanding the execution of predefined functions. For example, the function switch 151 may include a switch for commanding automatic ship steering. More specifically, switches for automatic steering for maintaining the heading of the vessel 1, automatic steering for maintaining the course of the vessel 1, automatic steering for passing through a plurality of specified points in sequence, automatic steering for a predetermined sailing pattern (zigzag pattern, spiral pattern, etc.), etc. may be provided. In addition, a function for tilting up or tilting down the electric outboard motor EM may be assigned to any of the function switches 151.

[0065] The main controller 101 executes control of the engine outboard motor OM and the electric outboard motor EM in a plurality of control modes. The plurality of control modes include a plurality of operation modes (propulsion unit modes) defined by the states of the engine outboard motor OM and the electric outboard motor EM. Specifically, they are an electric mode, an engine mode, a dual mode, and an extender mode. The main controller 101 operates according to one of these operation modes (control modes) based on the engine outboard motor status information and the electric outboard motor status information.

[0066] The electric mode is a control mode in which the power of the electric outboard motor EM is on and the power of the engine outboard motor OM is off. That is, the electric mode is a control mode in which only the electric outboard motor EM generates a propulsive force. The engine mode is a control mode in which the power of the engine outboard motor OM is on and the engine 30 is operating, and the power of the electric outboard motor EM is off. That is, the engine mode is a control mode in which only the engine outboard motor OM generates a propulsive force. The dual mode and the extender mode are control modes in which the power of the electric outboard motor EM is on and the engine 30 of the engine outboard motor OM is operating. The dual mode is a control mode that utilizes the propulsive forces of both the engine outboard motor OM and the electric outboard motor EM. The extender mode is a control mode that utilizes only the propulsive force of the electric outboard motor EM, and the engine 30 is operated to generate electricity to charge the battery 145. From the viewpoint of propulsive force generation, the electric mode and the extender mode are the same. The selection of either the dual mode or the extender mode may be left to the setting or command of the user. Such settings or commands can be made, for example, by operating the input device 10 provided on the gauge 9. Also, the dual mode and the extender mode may be automatically switched based on the magnitude of the required thrust. That is, when the required thrust is relatively small, the extender mode may be automatically selected, and when the required thrust is relatively large, the dual mode may be automatically selected.

[0067] 7 is a perspective view for explaining a configuration example of the joystick unit 18. The joystick unit 18 includes a joystick 8 that can be tilted forward, backward, left, right (i.e., in all directions of 360 degrees) and can be rotated (twisted) around an axis. In this example, the joystick unit 18 further includes a plurality of operation buttons 180. The plurality of operation buttons 180 includes a joystick button 181 and hold mode setting buttons 182-184.

[0068] The joystick button 181 is an operator that is operated by the boat operator when selecting a control mode (boat maneuvering mode) that uses the joystick 8, that is, the joystick mode.

[0069] The hold mode setting buttons 182, 183, and 184 are operation buttons that are operated by the user to set a control mode (an example of a hold mode) of the position / heading hold system. More specifically, the hold mode setting button 182 is a fixed point hold mode (STAYPOINT TM The hold mode setting button 183 is operated to set the position hold mode (FISHPOINT TM The hold mode setting button 184 is operated to set the heading hold mode (DRIFTPOINT) in which the ship's heading (or stern heading) is held but the position is not held. TM ) is manipulated to set

[0070] From the viewpoint of the operation system, the control modes of the main controller 101 can be classified into a plurality of ship maneuvering modes including a normal mode, a joystick mode, and a hold mode.

[0071] The normal mode is a control mode in which steering control is performed according to an operation angle signal generated by the steering wheel unit 16, and propulsion control is performed according to an operation signal (operation position signal) of the remote control lever 7. In this embodiment, the normal mode is the default control mode of the main controller 101. The steering control specifically refers to a control operation in which the steering ECU 41 drives the steering actuator 44 according to an operation angle signal generated by the steering wheel unit 16 or a steering angle command generated by the remote control ECU 90. As a result, the body of the engine outboard motor OM is steered left and right, and the direction of the propulsion force relative to the hull 2 ​​changes left and right. The propulsion force control specifically refers to a control operation in which the engine ECU 40 drives the shift actuator 39 and the throttle actuator 37 according to a propulsion force command (shift command and output command) given to the engine ECU 40 by the remote control ECU 90. As a result, the shift position of the engine outboard motor OM is set to a forward position, a reverse position, or a neutral position, and the engine output (specifically, the engine rotation speed) changes.

[0072] The joystick mode is a control mode in which steering control and propulsion force control are performed in response to an operation signal from the joystick 8 of the joystick unit 18.

[0073] In the joystick mode, in a mode in which the engine outboard motor OM can generate propulsive force, steering control and propulsive force control for the engine outboard motor OM are performed. That is, the main controller 101 gives a steering angle command and a propulsive force command to the remote control ECU 90, and the remote control ECU 90 gives them to the steering ECU 41 and the engine ECU 40.

[0074] In the joystick mode, in a mode in which the electric outboard motor EM can generate propulsive force, steering control and propulsive force control of the electric outboard motor EM are performed. The steering control of the electric outboard motor EM specifically refers to a control operation in which the steering controller 81 drives the steering unit 72 in response to a steering angle command given by the main controller 101 to the steering controller 81 of the electric outboard motor. As a result, the drive unit 58 and the upper housing 56 of the electric outboard motor EM rotate left and right, and the direction of the propulsive force relative to the hull 2 ​​changes left and right. The propulsive force control of the electric outboard motor EM specifically refers to an operation in which the motor controller 80 controls the rotation direction and rotation speed of the electric motor 61 in response to propulsive force commands (shift command and output command) given by the main controller 101 to the motor controller 80 of the electric outboard motor EM. As a result, the rotation direction of the propeller 60 is set to the forward direction or reverse direction, and the rotation speed of the propeller 60 changes.

[0075] FIG. 8 is a diagram for explaining the behavior (steering and propulsive force generation) of the engine outboard motor OM and the electric outboard motor EM according to the maneuvering mode and the operation mode (propulsion unit mode).

[0076] In the normal maneuvering mode in which the boat is steered by operating the steering wheel 6 and the remote control lever 7, the engine outboard motor OM turns in response to the operation of the steering wheel 6 in any driving mode, while the electric outboard motor EM does not respond to the operation of the steering wheel 6. On the other hand, in the normal maneuvering mode, in the engine mode, dual mode, and extender mode, the engine outboard motor OM operates the shift mechanism 33 in response to the operation of the remote control lever 7. The extender mode is basically a driving mode in which only the electric outboard motor EM generates propulsive force, but the boat operator can activate the propulsive force of the engine outboard motor OM as necessary by operating the remote control lever 7. In the normal maneuvering mode, in the electric mode, the engine outboard motor OM does not respond to the operation of the remote control lever 7. Moreover, in the normal maneuvering mode, in any driving mode, the electric outboard motor EM does not respond to the operation of the remote control lever 7.

[0077] Next, a case will be described where the vessel maneuvering mode is either the joystick mode or the position / heading holding control mode. In this case, the main controller 101 generates a thrust command (shift command and output command) and a steering angle command.

[0078] First, the engine outboard motor OM generates propulsive force in response to a propulsive force command in the engine mode and dual mode, does not generate propulsive force in the extender mode, and does not generate propulsive force in the electric mode. Meanwhile, the engine outboard motor OM performs steering operation in response to a steering angle command in all operating modes. By performing steering operation in the extender mode and dual mode, it is possible to reduce the running resistance caused by the engine outboard motor OM.

[0079] Next, in the engine mode, the electric outboard motor EM does not respond to either the propulsion force command or the steering angle command, and in the dual mode, the extender mode and the electric mode, the electric outboard motor EM responds to the propulsion force command and the steering angle command.

[0080] 9 is a diagram for explaining an example of engine speed control in the extender mode, showing the case where the boat speed is zero. The extender mode is an operation mode that can be selected when both the engine outboard motor OM and the electric outboard motor EM are powered on. For example, the extender mode can be selected by operating the input device 10 (for example, by operating a button displayed on the gauge 9) while looking at the gauge 9.

[0081] In the extender mode, when the operator operates the joystick button 181 to command the joystick mode, the main controller 101 responds by giving an engine speed increase command to the engine outboard motor OM. As a result, the engine speed of the engine outboard motor OM increases from a preset idling speed (e.g., 600 rpm) to a preset target power generation level speed (e.g., 1200 rpm). This increases the amount of power generated by the generator 38, so that the electric outboard motor EM can be operated by power from the battery 145 while supplying sufficient power to the battery 145. When the operator performs a preset operation to end the joystick mode, the main controller 101 responds by giving an engine speed return command to the engine outboard motor OM. As a result, the engine speed of the engine outboard motor OM decreases to the preset idling speed. The joystick mode can be ended by operating the joystick button 181. In addition, when the steering wheel 6 or the remote control lever 7 is operated, the main controller 101 may also end the joystick mode and transition to the normal vessel maneuvering mode.

[0082] 10 is a diagram for explaining an example of engine speed control in the extender mode, showing an example of engine speed fluctuations in response to boat speed fluctuations. In the extender mode, when the boat operator operates the joystick button 181 to command the joystick mode, the main controller 101 responds by issuing an engine speed increase command to the engine outboard motor OM. This increases the engine speed of the engine outboard motor OM from a preset idling speed (e.g., 600 rpm) to a predetermined target power generation level speed (e.g., 1200 rpm). This increases the amount of power generated by the generator 38, making it possible to operate the electric outboard motor EM using power from the battery 145 while supplying sufficient power to the battery 145.

[0083] When the operator operates the joystick 8, the electric outboard motor EM generates a propulsive force in response to the operation, and the boat speed increases. Then, the main controller 101 issues an engine speed increase command to the engine outboard motor OM in accordance with the boat speed. More specifically, when the boat speed is equal to or lower than a predetermined boat speed threshold, the main controller 101 commands the engine outboard motor OM to a target power generation level speed. Then, when the boat speed exceeds the boat speed threshold, the main controller 101 commands the engine outboard motor OM to a target engine speed higher than the target power generation level speed. As a result, the engine speed of the engine outboard motor OM increases to a value (e.g., 1500 rpm) higher than the target power generation level speed (e.g., 1200 rpm). Therefore, the generator 38 generates a larger amount of power, and therefore the battery 145 can be charged to compensate for the increased power consumption of the electric outboard motor EM.

[0084] The target power generation level rotation speed is preferably set to a value that allows quiet sailing using the electric outboard motor EM without making the engine noise generated by the engine 30 too loud. Since requirements vary from user to user, it is preferable that the target power generation level rotation speed can be variably set, for example, by operating the input device 10 of the gauge 9. The target power generation level rotation speed may be continuously variably settable, or may be settable in multiple stages. More specifically, the target power generation level rotation speed may be settable to any one of a first target power generation level rotation speed (e.g., 800 rpm), a second target power generation level rotation speed that is greater than the first target power generation level rotation speed (e.g., 1000 rpm), and a third target power generation level rotation speed that is greater than the first target power generation level rotation speed (e.g., 1200 rpm). Of course, the number of stages of the target power generation level rotation speed that can be settable may be two, four or more.

[0085] On the other hand, as the boat speed increases, the drag noise and / or wind noise of the hull 2 ​​increases, and accordingly, a relatively loud engine noise is tolerated. Therefore, in this embodiment, when the boat speed increases, the engine speed is increased accordingly to increase the amount of power generated by the generator 38, i.e., the charge amount of the battery 145. The increase in engine speed is preferably determined taking into consideration the volume of the engine noise, the amount of heat generated by the generator 38, the vibrations generated by the operation of the engine 30, and the like.

[0086] When the operator operates the remote control lever 7 to accelerate, the boat maneuvering mode is switched from the joystick mode to the normal boat maneuvering mode. At this time, the main controller 101 executes deceleration control by issuing an engine speed reduction command to the engine outboard motor OM so that the engine speed of the engine outboard motor OM becomes equal to or lower than the target shift-in speed. More specifically, the main controller 101 calculates a necessary and sufficient deceleration time for the current engine speed to become equal to or lower than the target shift-in speed, and issues an engine speed reduction command to the engine outboard motor OM for the deceleration time. As a result, the engine ECU 40 decelerates the engine speed to the target shift-in speed, and then shifts in the shift mechanism 33. When the engine speed is shifted in, the engine speed is instantaneously reduced due to the inertia of the propeller 32, etc., and then increases according to the command from the remote control lever 7. The boat speed increases accordingly. In this way, even in the extender mode, the propulsive force generated by the engine outboard motor OM can be used as necessary.

[0087] The target power generation level rotation speed may be set to a value (third target power generation level rotation speed, for example, 1200 rpm) higher than the target shift-in rotation speed (for example, 1000 rpm). The target power generation level rotation speed may also be set to a value equal to the target shift-in rotation speed (second target power generation level rotation speed, for example, 1000 rpm). The target power generation level rotation speed may also be set to a value (first target power generation level rotation speed, for example, 800 rpm) lower than the target shift-in rotation speed. When the target power generation level rotation speed is equal to or lower than the target shift-in rotation speed, even if the remote control lever 7 is operated while the engine is operating at the target power generation level rotation speed, the shift mechanism 33 can be immediately shifted in without deceleration control for decelerating the engine rotation speed to the target shift-in rotation speed or lower.

[0088] FIG. 11 is a flow chart for explaining an example of engine speed control in the extender mode. When the joystick mode is commanded by operating the joystick button 181 (step S1: YES), the main controller 101 increases the engine speed of the engine outboard motor OM to the target power generation level speed (steps S3, S4). The main controller 101 monitors the boat speed and controls the engine speed to the target power generation level speed or a higher value according to the boat speed. The increase in the engine speed according to the boat speed may be continuous or may be stepwise. FIG. 11 shows an example of changing the engine speed stepwise. Specifically, when the boat speed is equal to or lower than a predetermined boat speed threshold (step S2: NO), the engine speed is controlled to the target power generation level speed (step S3), and when the boat speed exceeds the boat speed threshold, the engine speed is controlled to a value higher than the target power generation level speed (step S4). Two boat speed thresholds may be provided to impart hysteresis characteristics to an increase in engine speed accompanying an increase in boat speed and a decrease in engine speed accompanying a decrease in boat speed.

[0089] On the other hand, when the remote control lever 7 is operated to shift in the shift mechanism 33 of the engine outboard motor OM, that is, when a shift-in request is generated, the main controller 101 compares the current engine speed with the target shift-in speed (step S6), and if the current engine speed is higher, issues a deceleration command to the engine outboard motor OM to decelerate the engine speed to the target shift-in speed (step S7). As a result, the shift mechanism 33 of the engine outboard motor OM shifts in (step S8) after the engine speed is decelerated to the target shift-in speed or lower (step S6: NO). This makes it possible to avoid the generation of loud noise and vibrations during shift-in. In this case, the maneuvering mode becomes the normal maneuvering mode (step S9), the joystick mode is left (step S1: NO), and engine speed control according to the normal maneuvering mode is executed (step S10).

[0090] The boat speed referred to by the main controller 101 for the above control may be the boat speed relative to the ground. For example, the speed data generated by the GPS receiver 110 may be used as the boat speed relative to the ground, or the boat speed relative to the ground may be calculated by differentiating the position data generated by the GPS receiver 110. By increasing or decreasing the engine speed based on the boat speed relative to the ground, the engine speed can be appropriately controlled mainly in response to the wind noise level during operation in the extender mode.

[0091] The boat speed referred to by the main controller 101 for the above control may be the boat speed through water. The boat speed through water can be acquired using a boat speed through water sensor 112 (see FIG. 6) such as a pitot tube, or can be estimated from the operating state of the propulsion unit.

[0092] An example of the estimation is shown in Fig. 12. That is, the engine speed of the engine outboard motor OM can be converted into a basic boat speed estimate based on the gear ratio and propeller specifications. The basic boat speed estimate can be converted into a theoretical boat speed that takes into account propulsion efficiency based on the shift conditions, etc. Furthermore, the theoretical boat speed can be converted into an estimated boat speed through water by performing a filter process based on the shift conditions, etc. The filter process may be a process that expresses the speed when the shift mechanism 33 is in the neutral shift position. The estimated boat speed through water value thus obtained can be used as the boat speed through water to control the increase / decrease of the engine speed.

[0093] By increasing or decreasing the engine speed based on the vessel speed through the water, the engine speed can be appropriately controlled primarily in response to the level of drag noise while operating in the extender mode.

[0094] As described above, the boat propulsion system 100 of this embodiment includes the engine outboard motor OM as an engine propulsion unit equipped with the generator 38, the electric outboard motor EM as an electric propulsion unit connected to the battery 145 charged by the generator 38, and the main controller 101. The main controller 101 has a number of operating modes, one of which is an extender mode in which the electric outboard motor EM generates propulsive force to drive the generator 38 of the engine outboard motor OM and charge the battery 145. In the extender mode, the main controller 101 varies the engine speed of the engine outboard motor OM in response to the boat speed.

[0095] The electric outboard motor EM is a propulsion unit that is convenient for quietly sailing the boat 1 at a low speed. In the extender mode, the battery 145 that supplies power to the electric outboard motor EM is charged by the generator 38 provided in the engine outboard motor OM, thereby extending the cruising distance that can be traveled using the electric outboard motor EM. However, if the engine noise is loud, the quietness is compromised, so from that point of view, it is preferable to control the engine speed to a low value. On the other hand, when the boat speed is high, the water and wind noise of the hull 2 ​​are loud, so even if the engine noise is relatively loud, it does not significantly affect the marketability of the boat 1. Moreover, when the boat speed is high, the power consumption of the electric outboard motor EM is high, so it is preferable to have a large amount of charge from the generator 38 to the battery 145.

[0096] Therefore, in this embodiment, the engine speed of the engine outboard motor OM is varied in response to the boat speed. This allows the battery 145 to be appropriately charged by the generator 38 of the engine outboard motor OM without significantly affecting the marketability of the boat 1.

[0097] In this embodiment, the main controller 101 controls the engine speed of the engine outboard motor OM in the extender mode to a preset target power generation level speed when the boat speed is equal to or lower than a predetermined boat speed threshold, and controls the engine speed to a value higher than the target power generation level speed when the boat speed exceeds the predetermined boat speed threshold. With this configuration, the preset target power generation level speed is reached when the boat speed is equal to or lower than the predetermined boat speed threshold, so that the battery 145 can be reliably charged. When the boat speed exceeds the predetermined boat speed threshold, the engine speed is made higher than the target power generation level speed, so that the amount of charge to the battery 145 can be increased. The boat speed threshold is preferably set appropriately based on the water scraping noise and / or wind noise of the hull 2 ​​and the engine noise. This allows the boat to run in the extender mode in an engine speed range where the engine noise is not excessively loud.

[0098] In this embodiment, the target power generation level rotation speed can be variably set by operating the input device 10 of the gauge 9. That is, in this embodiment, the input device 10 is an example of a target power generation level rotation speed setting device operated by a user to variably set the target power generation level rotation speed. Since the user can increase or decrease the target power generation level rotation speed as necessary, for example, it is possible to set the target power generation level rotation speed to prioritize quietness or charging of the battery 145. Setting the target power generation level rotation speed may be a direct setting of the engine rotation speed target value, or may be an indirect setting of the engine rotation speed target value by selecting the power generation level.

[0099] In this embodiment, the engine outboard motor OM as an engine propulsion device includes an engine 30, a propeller 32, and a shift mechanism 33 that disconnects a power transmission path between the engine 30 and the propeller 32. The engine ECU 40 of the engine outboard motor OM is programmed to shift in the shift mechanism 33 at an engine speed equal to or lower than a predetermined target shift-in speed.

[0100] In this case, if the target power generation level rotation speed is equal to or lower than the target shift-in rotation speed, shift-in can be performed whenever necessary without adjusting the engine rotation speed when the vessel speed is at a predetermined vessel speed threshold. Therefore, it is preferable that the variable setting of the target power generation level rotation speed by operating the input device 10 of the gauge 9 allows the setting of a target power generation level rotation speed equal to or lower than the target shift-in rotation speed.

[0101] In this embodiment, when a shift-in request occurs during the extender mode, the main controller 101 executes deceleration control to reduce the engine speed to below the target shift-in speed. That is, when the target power generation level speed is higher than the target shift-in speed, deceleration control is executed to decelerate the engine speed to below the target shift-in speed. This allows the shift mechanism 33 to shift in at or below the target shift-in speed, thereby reducing shock (shift shock) and noise associated with the shift-in.

[0102] Although one embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0103] For example, in the above embodiment, one engine outboard motor OM is disposed at the center of the stern 3, and one electric outboard motor EM is disposed to the left of the center of the stern 3, but the number and locations of the engine outboard motors and electric outboard motors are not limited to this example. For example, another electric outboard motor may be added to the right of the center of the stern 3. Also, two engine outboard motors may be disposed on the left and right of the center of the stern 3, with one electric outboard motor disposed between them. Also, the electric outboard motor may be disposed somewhere other than the stern.

[0104] Furthermore, the forms of the engine propulsion unit and the electric propulsion unit are not limited to outboard motors. For example, the propulsion unit may be in an inboard motor, an inboard-outboard motor, a water jet propulsion unit, or the like. The engine propulsion unit and the electric propulsion unit may be in different forms.

[0105] In addition, various design modifications can be made within the scope of the claims. [Explanation of symbols]

[0106] 1: vessel, 2: hull, 7: remote control lever, 8: joystick, 9: gauge, 10: input device, 17: remote control unit, 18: joystick unit, 30: engine, 32: propeller, 33: shift mechanism, 38: generator, 40: engine ECU, 41: steering ECU, 60: propeller, 61: electric motor, 80: motor controller, 81: steering controller, 90: remote control ECU, 100: vessel propulsion system, 101: main controller, 102: in-ship network, 110: GPS receiver, 112: water speed sensor, 120: power switch unit, 140: power switch unit, 145: battery, 181: joystick button, EM: electric outboard motor, OM: engine outboard motor

Claims

1. An engine propulsion device including a generator; an electric propulsion machine connected to a battery that is charged by the generator; a controller that has at least one operating mode including an extender mode in which the electric propulsion unit generates propulsive force and drives the generator of the engine propulsion unit to charge the battery, and that varies an engine speed of the engine propulsion unit in accordance with a boat speed in the extender mode.

2. 2. The vessel propulsion system according to claim 1, wherein, in the extender mode, the controller controls the engine speed of the engine propulsion unit to a preset target power generation level speed when the vessel speed is equal to or lower than a predetermined vessel speed threshold, and controls the engine speed to a value higher than the target power generation level speed when the vessel speed exceeds the predetermined vessel speed threshold.

3. 3. The marine vessel propulsion system according to claim 2, further comprising a target power generation level rotation speed setting device operated by a user to variably set the target power generation level rotation speed.

4. The engine propulsion device includes an engine, a propeller, and a shift mechanism that cuts off a power transmission path between the engine and the propeller, The engine propulsion device is configured to shift in the shift mechanism at an engine speed equal to or lower than a predetermined target shift-in speed, The marine vessel propulsion system according to claim 2 , wherein the target power generation level rotational speed is equal to or less than the target shift-in rotational speed.

5. The engine propulsion device includes an engine, a propeller, and a shift mechanism that disconnects a power transmission path between the engine and the propeller, The engine propulsion device is configured to shift in the shift mechanism at an engine speed equal to or lower than a predetermined target shift-in speed, The marine vessel propulsion system according to claim 2 , wherein when a shift-in request is received during the extender mode, the controller executes deceleration control to reduce the engine speed to the target shift-in speed or lower.

6. The marine vessel propulsion system according to claim 1 , wherein the vessel speed is vessel speed through water.

7. The marine vessel propulsion system according to claim 1 , wherein the vessel speed is a vessel speed relative to ground.

8. 2. The marine vessel propulsion system according to claim 1, wherein the engine propulsion unit is an outboard motor.

9. an electric propulsion unit connected to a battery that is charged by a generator driven by the engine; a controller that varies the engine speed in response to a boat speed.

10. 10. A marine propulsion system as claimed in claim 9, including an outboard motor comprising said engine.

11. The hull and A vessel propulsion system according to any one of claims 1 to 10, which is mounted on the hull.

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