Ship control method, ship control program, ship control system and ship

Abstract

To provide a ship control method, a ship control program, a ship control system and a ship which can improve the reliability of the management state of an operation mode.SOLUTION: A ship control method is used for a ship which is provided with plural power sources including a first power source (engine 31) and a second power source (motor 32), and in which power from at least one of the plural power sources is transmitted to a propulsive force generation unit 4 via a power transmission unit 33 to propel a ship body. This control method includes the steps of: using at least two of the first power source, the second power source and the propulsive force generation unit 4 as comparison objects, and comparing the number of rotations between the comparison objects; and determining the abnormality of at least one of an actuator 34 for driving the power transmission unit 33 and the power transmission unit 33.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a control method for a ship equipped with a plurality of power sources, a ship control program, a ship control system, and a ship. [Background technology]

[0002] As a related technology, a control method for a ship equipped with multiple power sources such as engines and motors is known, which involves switching between multiple operating modes including an engine propulsion mode, a motor propulsion mode, an engine and motor propulsion mode, and a power generation mode (see, for example, Patent Document 1).

[0003] A vessel according to the related art includes a power transmission unit, an output unit, an actuator, etc. in addition to a plurality of power sources. The power transmission unit transmits power from at least one of the plurality of power sources to the output unit including a propeller to generate thrust for the hull. The actuator as a shifter drives a clutch included in the power transmission unit, such as a dog clutch or other meshing clutch, to switch the connection state of the power transmission unit and switch between a plurality of operating modes. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2023-037810 A Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned related art, in a configuration in which the power transmission unit is driven by an actuator, which of a plurality of propulsion modes the vehicle is in is identified based on the operating state of the actuator. Therefore, for example, if an abnormality occurs in the actuator due to a breakdown or the like, the managed state of the operating mode may deviate from the actual operating mode.

[0006] An object of the present disclosure is to provide a ship control method, a ship control program, a ship control system, and a ship that are capable of improving the reliability of the management state of an operation mode. [Means for solving the problem]

[0007] A ship control method according to one embodiment of the present disclosure is used in a ship equipped with a plurality of power sources including a first power source and a second power source, and transmitting power from at least one of the plurality of power sources to a propulsion force generating unit via a power transmission unit to propel the hull, and includes comparing at least two of the first power source, the second power source, and the propulsion force generating unit as comparison objects, comparing the rotational speeds between the comparison objects, and determining an abnormality in at least one of an actuator that drives the power transmission unit or the power transmission unit based on a result of the comparison of the rotational speeds.

[0008] A marine vessel control program according to one aspect of the present disclosure is a program for causing one or more processors to execute the marine vessel control method.

[0009] A marine vessel control system according to one aspect of the present disclosure is used in a marine vessel that includes a plurality of power sources including a first power source and a second power source, and that transmits power from at least one of the plurality of power sources to a thrust generating unit via a power transmission unit to propel the hull. The marine vessel control system includes a comparison processing unit and an abnormality determination processing unit. The comparison processing unit compares at least two of the first power source, the second power source, and the thrust generating unit, and compares the rotation speeds of the comparison objects. The abnormality determination processing unit determines an abnormality in at least one of an actuator that drives the power transmission unit and the power transmission unit, based on a comparison result of the rotation speeds.

[0010] A marine vessel according to one aspect of the present disclosure includes the marine vessel control system and the hull. Effect of the Invention

[0011] According to the present invention, it is possible to provide a ship control method, a ship control program, a ship control system, and a ship that are capable of improving the reliability of the management state of the operation mode. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is an external view showing a schematic configuration of a ship according to a first embodiment. [Diagram 2] FIG. 2 is a block diagram showing a schematic configuration of the ship according to the first embodiment. As shown in FIG. [Diagram 3] FIG. 3 is a schematic diagram of a drive unit of the marine vessel according to the first embodiment. [Figure 4] FIG. 4 is a schematic diagram showing the state of the drive unit in the motor propulsion mode and the engine propulsion mode of the marine vessel according to the first embodiment. [Diagram 5] FIG. 5 is a schematic diagram showing a state of the drive unit in a power generation mode of the marine vessel according to the first embodiment. [Figure 6] FIG. 6 is a schematic diagram showing a state of the drive unit in the hybrid propulsion mode of the marine vessel according to the first embodiment. [Figure 7] FIG. 7 is a timing chart showing a specific example of the abnormality determination process performed by the marine vessel control system according to the first embodiment. [Figure 8] FIG. 8 is a timing chart showing a specific example of an abnormality determination process performed by the marine vessel control system according to the first embodiment. [Figure 9] FIG. 9 is a timing chart showing a specific example of an abnormality determination process performed by the marine vessel control system according to the first embodiment. [Figure 10] FIG. 10 is a timing chart showing a specific example of the abnormality determination process performed by the marine vessel control system according to the first embodiment. [Figure 11] FIG. 11 is a timing chart showing a specific example of an abnormality determination process performed by the marine vessel control system according to the first embodiment. [Figure 12] FIG. 12 is a timing chart showing a specific example of an abnormality determination process performed by the marine vessel control system according to the first embodiment. [Figure 13] FIG. 13 is a flowchart illustrating an operation example of the vessel control system according to the first embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The following embodiments are examples of the present disclosure and are not intended to limit the technical scope of the present disclosure.

[0014] (Embodiment 1) [1] Overall structure First, the overall configuration of a vessel 10 according to this embodiment will be described with reference to FIGS. 1 and 2. FIG.

[0015] The vessel 10 is a moving body that navigates (sails) on water such as the sea, a lake, or a river. In this embodiment, as an example, the vessel 10 is a "pleasure boat," which is a small vessel used mainly for sports or recreation on the sea. In this embodiment, the vessel 10 is configured to operate in response to operation (including remote operation) by a person (pilot), and in particular, is a manned type that can be boarded by a person who is a pilot.

[0016] 1, the ship 10 includes a hull 1, a power supply unit 7, and a ship control system 2. The hull 1 includes a drive unit 3 that generates power, a thrust generating section 4 that outputs thrust for propelling the hull 1, and an operation device 5 that receives operations by a person (pilot). In addition, the hull 1 further includes various onboard equipment, including a steering mechanism, communication devices, and lighting equipment.

[0017] 2, the drive unit 3 has an engine 31 as a first power source, a motor 32 as a second power source, and a power transmission section 33. In this embodiment, the thrust generating section 4 includes a propeller, and receives power generated by the drive unit 3 to rotate the propeller about a rotation axis (propeller shaft), thereby generating thrust for moving the hull 1 forward or backward.

[0018] The multiple power sources, including the first power source (engine 31) and the second power source (motor 32), each generate power (mechanical energy) used to propel the hull 1. The multiple power sources have different output characteristics, and at least differ in maximum output (maximum rotation speed and maximum torque). In this embodiment, the multiple power sources are heterogeneous power sources having completely different systems, types, etc. In short, the ship 10 according to this embodiment is equipped with a hybrid drive unit 3 having multiple types of power sources.

[0019] In this embodiment, as an example, the first power source is an engine (internal combustion engine) 31 that generates power by burning fuel, and the second power source is a motor (electric motor) 32 that generates power by receiving a supply of electric power (electrical energy). More specifically, the engine 31 is a diesel engine that uses diesel as fuel, and the motor 32 is an AC motor that is driven by AC power.

[0020] The engine 31 and the motor 32 are driven separately and each generates power. Therefore, the multiple power sources can be switched between, for example, a state in which only the engine 31 out of the engine 31 and the motor 32 is driven, a state in which only the motor 32 is driven, and a state in which both the engine 31 and the motor 32 are driven. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined by the power transmission unit 33, and the combined power is supplied to the thrust generating unit 4. Therefore, for example, by combining the power of the engine 31 consisting of an engine with the power of the motor 32 consisting of a motor, the motor 32 can assist the engine 31 and drive the thrust generating unit 4 with greater power.

[0021] The power transmission unit 33 is provided between the multiple power sources (the engine 31 and the motor 32) and the thrust generating unit 4. The power transmission unit 33 has a function of receiving the power generated by the multiple power sources and transmitting this power to the thrust generating unit 4. Here, the power transmission unit 33 combines the powers from the multiple power sources (the engine 31 and the motor 32) and outputs the combined power to the thrust generating unit 4.

[0022] Furthermore, the power transmission unit 33 has a function of switching whether or not to transmit power from each of the multiple power sources (the engine 31 and the motor 32) to the thrust generating unit 4, that is, between a "transmission state" and a "disconnection state." The "transmission state" in this disclosure is a state in which each power source (the engine 31 or the motor 32) and the thrust generating unit 4 are mechanically connected to transmit power from each power source to the thrust generating unit 4. When the power transmission unit 33 is in the transmission state, each power source (the engine 31 or the motor 32) is driven, and the thrust generating unit 4 is driven by the power generated by each power source. The "disconnection state" in this disclosure is a state in which each power source (the engine 31 or the motor 32) and the thrust generating unit 4 are mechanically disconnected to not transmit power from each power source to the thrust generating unit 4. Even if each power source (engine 31 or motor 32) is driven when the power transmission unit 33 is in a disconnected state, the power generated by each power source is not transmitted to the thrust generating unit 4, and therefore the thrust generating unit 4 is not driven.

[0023] Furthermore, the power transmission unit 33 has a function of switching the connection state between the multiple power sources (the engine 31 and the motor 32). That is, the power transmission unit 33 has a function of switching between a "connected state" in which the first power source (the engine 31) and the second power source (the motor 32) are mechanically connected, and an "independent state" in which the first power source (the engine 31) and the second power source (the motor 32) are separated. The "connected state" in this disclosure is a state in which the first power source and the second power source are mechanically connected, and power can be transmitted between the first power source and the second power source. When the power transmission unit 33 is in the connected state, for example, the first power source (the engine 31) is driven, and the second power source (the motor 32) is driven by the power generated by the first power source (the engine 31), and the second power source can generate power as a generator. In the present disclosure, the "independent state" refers to a state in which the first power source and the second power source are mechanically separated and no power is transmitted between the first power source and the second power source. When the power transmission unit 33 is in the independent state, even if the first power source (engine 31) is driven, the second power source (motor 32) does not generate power.

[0024] For details about the drive unit 3, see section "[2] Configuration of the drive unit."

[0025] The vessel control system 2 mainly comprises a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and executes various processes (information processing). A program (vessel control program) for causing the one or more processors to execute a control method for the vessel 10 is recorded in the one or more memories in the vessel control system 2. In this embodiment, as an example, the vessel control system 2 is a computer system mounted on the hull 1.

[0026] The vessel control system 2 controls at least the drive unit 3. That is, the vessel control system 2 controls, for example, the driving conditions of the engine 31 and the motor 32, and the state of the power transmission unit 33 (transmitted state / disconnected state, connected state / independent state, etc.).

[0027] In this embodiment, the vessel control system 2 is electrically connected to the operation device 5, and controls the drive unit 3 and the like in response to an operation signal from the operation device 5. For example, the vessel control system 2 controls the drive unit 3 in response to an operation signal from the operation device 5, and is capable of moving the hull 1 forward or backward by rotating a propeller of the thrust generating unit 4. Furthermore, the vessel control system 2 is capable of adjusting the rotation speed of the propeller of the thrust generating unit 4 and adjusting the moving speed of the hull 1 (ship speed) by controlling the output (rotation speed or torque) of the engine 31 or the motor 32.

[0028] The vessel control system 2 is also capable of switching between a plurality of operation modes. In the present disclosure, the term "operation mode" refers to a mode in which the connection state (transmitted state / disconnected state, connected state / independent state, etc.) of the power transmission unit 33 is different, and includes, for example, a mode in which a different power source is used to propel the hull 1 out of a plurality of power sources (the engine 31 and the motor 32). In other words, the vessel control system 2 is capable of switching between a plurality of operation modes by switching the connection state of the power transmission unit 33.

[0029] In this embodiment, as an example, the multiple operating modes include a motor propulsion mode, an engine propulsion mode, a power generation mode, and a hybrid propulsion mode. The motor propulsion mode is an operating mode in which, of the engine 31 and the motor 32, only the motor 32 is used to propel the hull 1. The engine propulsion mode is an operating mode in which, of the engine 31 and the motor 32, only the engine 31 is used to propel the hull 1. The power generation mode is an operating mode in which the motor 32 is driven by the power generated by the engine 31 and generates power using the motor 32 as a generator. The hybrid propulsion mode is an operating mode in which both the engine 31 (first power source) and the motor 32 (second power source) are used to propel the hull 1.

[0030] In this embodiment, the vessel control system 2 is an integrated controller that controls the entire vessel 1, and is composed of, for example, an electronic control unit (ECU). However, the vessel control system 2 may be provided separately from the integrated controller. The vessel control system 2 will be described in detail in the section "[3] Configuration of the vessel control system."

[0031] The operation device 5 is a user interface that accepts operations by a person (pilot), and is arranged, for example, in the cockpit of the hull 1 where the pilot sits. The operation device 5 accepts, for example, various operations by the pilot, and outputs an electric signal (operation signal) corresponding to the operation to the vessel control system 2. In this embodiment, as an example, the operation device 5 includes an operation unit 51 (see FIG. 2) consisting of a rotationally operable operation lever. The operation device 5 includes a detection unit such as an encoder that detects the position (rotation angle) of the operation unit 51, detects the amount of operation of the operation unit 51 from the position of the operation unit 51, and outputs an operation signal representing the amount of operation. The operation device 5 may further include a plurality of mechanical switches, a touch panel, an operation dial, and the like.

[0032] The display device is a user interface for outputting various information to a person (pilot), and is arranged, for example, in a cockpit in the hull 1 where the pilot sits. The display device is, for example, electrically connected to the vessel control system 2, and displays various screens in accordance with a display control signal from the vessel control system 2.

[0033] The power supply device 7 is a device for supplying electric power to onboard loads including the motor 32, a starter for starting the engine 31, and various onboard facilities. In this disclosure, "electric power" includes both AC power and DC power. As shown in FIG. 2, the power supply device 7 includes a main power supply unit 71 and an auxiliary power supply unit 72. The main power supply unit 71 supplies driving power to at least the motor 32 as a power source. On the other hand, the auxiliary power supply unit 72 supplies power to at least the starter, etc.

[0034] The main power supply unit 71 is, for example, a large-capacity secondary battery (storage battery) such as a lithium-ion battery. The auxiliary power supply unit 72 is, for example, a secondary battery (storage battery) such as a lead-acid battery. In this way, the power supply device 7 is equipped with two types of chargeable power supply units (batteries), and the main power supply unit 71 as the main battery is a power supply unit with a larger capacity and higher output than the auxiliary power supply unit 72 as an auxiliary battery.

[0035] A communication device and the like are also arranged in the cockpit. The communication device is configured to be capable of communicating with another system (including a server, etc.) outside the hull 1, and is capable of sending and receiving data between the other system.

[0036] [2] Drive unit configuration Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS.

[0037] As described above, the drive unit 3 has a plurality of power sources (the engine 31 and the motor 32) and the power transmission unit 33. The drive unit 3 further has an actuator 34 and a drive circuit 351, etc., as shown in Fig. 3. In Fig. 3 and other figures, electrical connections such as between the drive circuit 351 and the main power supply unit 71 are indicated by dashed lines.

[0038] In this embodiment, the engine 31 is a diesel engine having a combustion chamber partitioned by a cylinder or the like, and a piston is reciprocated by burning fuel (diesel) in the combustion chamber. The engine 31 is provided with a crankshaft as an output shaft that rotates in response to the reciprocating motion of the piston, and the crankshaft is connected to a power transmission unit 33. Thus, power from the engine 31 is input to the power transmission unit 33 through the crankshaft.

[0039] In this embodiment, the motor 32 is an AC motor, and is driven by AC power (AC voltage) supplied from a drive circuit 351 consisting of an inverter circuit. The drive circuit 351 is electrically connected to a main power supply unit 71, and drives the motor 32 by converting a DC voltage output from the main power supply unit 71 into an AC voltage and supplying it to the motor 32. An output shaft of the motor 32 is connected to a power transmission unit 33, and power from the motor 32 is input to the power transmission unit 33 through the output shaft.

[0040] Furthermore, in this embodiment, the drive circuit 351 is a bidirectional inverter circuit, and has a function of not only converting a DC voltage to an AC voltage but also converting an AC voltage to a DC voltage. Therefore, the drive circuit 351 can not only convert a DC voltage output from the main power supply unit 71 to an AC voltage and output it to the motor 32, but also convert an AC voltage output from the motor 32 to a DC voltage and output it to the main power supply unit 71. That is, in the drive unit 3 according to this embodiment, by using the motor 32 as a generator, it is possible to charge the main power supply unit 71 with the drive circuit 351 by using electric energy (AC power) generated when the motor 32 rotates by an external force. In this way, the drive circuit 351 also functions as a charging circuit that charges the main power supply unit 71 with the regenerative current of the motor 32.

[0041] In this embodiment, as shown in Fig. 3, the power transmission unit 33 includes a first clutch 331, a second clutch 332, a first gear 333, a second gear 334, a third gear 335, and a fourth gear 336. Although the configuration of the power transmission unit 33 is shown in a simplified manner in Fig. 3 and other figures, the first gear 333, the second gear 334, the third gear 335, the fourth gear 336, etc. are included in a reduction gear device serving as a marine gear.

[0042] The first clutch 331 is inserted between the output shaft (crankshaft) of the engine 31 and the thrust generating unit 4. In other words, the first clutch 331 is located midway along a power transmission path from the engine 31 to the thrust generating unit 4. The first clutch 331 has an input side rotor 331A and an output side rotor 331B, and is configured to be switchable between a state in which the input side rotor 331A and the output side rotor 331B are connected (transmission state) and a state in which they are separated (disconnection state).

[0043] The input side rotor 331A is connected to an output shaft (crankshaft) of the engine 31, and the output side rotor 331B is connected to the thrust generating unit 4. As a result, the input side rotor 331A rotates by receiving power generated by the engine 31. When the first clutch 331 is in a transmitting state, the power of the engine 31 is transmitted to the thrust generating unit 4 via the first clutch 331, and when the first clutch 331 is in a disconnected state, the power of the engine 31 is disconnected by the first clutch 331 and is not transmitted to the thrust generating unit 4.

[0044] The first clutch 331 is, for example, a hydraulic clutch such as a wet multi-plate clutch, and is switched between a transmission state and a disconnection state by being supplied with hydraulic oil from a hydraulic circuit including a hydraulic pump. The first clutch 331 is switched between the transmission state and the disconnection state by, for example, controlling an electromagnetic valve of the hydraulic circuit by the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between the transmission state and the disconnection state.

[0045] The first gear 333 is connected to the input rotor 331A of the first clutch 331, and rotates with the rotation of the input rotor 331A. The second gear 334 is provided to mesh with the first gear 333, and rotates together with the first gear 333. The third gear 335 is connected to the output rotor 331B of the first clutch 331, and rotates together with the rotation of the output rotor 331B. The fourth gear 336 is provided to mesh with the third gear 335, and rotates together with the third gear 335.

[0046] The second clutch 332 is inserted between the output shaft of the motor 32 and the second gear 334 and fourth gear 336. In other words, the second clutch 332 is located midway along the power transmission path from the motor 32 to the thrust generating unit 4. The second clutch 332 has a motor-side rotating body 332C and counter-side rotating bodies 332A and 332B, and is configured to be switchable between a state in which the motor-side rotating body 332C and the counter-side rotating bodies 332A and 332B are connected (transmitted state) and a state in which they are separated (disconnected state).

[0047] In this embodiment, a first opposing rotor 332A and a second opposing rotor 332B are provided as the opposing rotors 332A and 332B. The second clutch 332 can switch between a first transmission state in which the motor side rotor 332C is connected to the first opposing rotor 332A, a second transmission state in which the motor side rotor 332C is connected to the second opposing rotor 332B, and a disconnected state in which the motor side rotor 332C is disconnected from both the first opposing rotor 332A and the second opposing rotor 332B.

[0048] The motor-side rotating body 332C is connected to the output shaft of the motor 32. The first opposing rotating body 332A is connected to the second gear 334, and the second opposing rotating body 332B is connected to the fourth gear 336. As a result, the motor-side rotating body 332C rotates by receiving the power generated by the motor 32. Then, when the second clutch 332 is in the first transmission state, the power of the motor 32 is transmitted to the input-side rotating body 331A of the first clutch 331 via the second clutch 332, and the second gear 334 and the first gear 333, which are high-speed gears. At this time, when the first clutch 331 is in the transmission state, the power of the motor 32 is combined with the power of the engine 31 and transmitted to the thrust generating unit 4 via the first clutch 331. Furthermore, when the second clutch 332 is in the second transmission state, the power of the motor 32 is transmitted to the thrust generating unit 4 via the second clutch 332 and the fourth gear 336 and the third gear 335, which are low-speed gears. On the other hand, when the second clutch 332 is in the disengaged state, the power of the motor 32 is interrupted by the second clutch 332 and is not transmitted to the thrust generating unit 4.

[0049] The second clutch 332 is, for example, a meshing clutch such as a dog clutch. The second clutch 332 is switched between the first transmission state, the second transmission state, and the disconnection state by moving the motor-side rotating body 332C by the actuator 34 made of a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first opposing rotating body 332A, thereby putting the second clutch 332 into the first transmission state where the motor-side rotating body 332C and the first opposing rotating body 332A mesh. The actuator 34 also moves the motor-side rotating body 332C to a position where it fits into the second opposing rotating body 332B, thereby putting the second clutch 332 into the second transmission state where the motor-side rotating body 332C and the second opposing rotating body 332B mesh. The actuator 34 brings the second clutch 332 into a disengaged state by moving the motor side rotating body 332C to a position where it is not engaged with either the first opposing rotating body 332A or the second opposing rotating body 332B.

[0050] In the present disclosure, the position of the shifter (actuator 34) when the motor side rotating body 332C is engaged with the first opposing rotating body 332A to set the second clutch 332 in the first transmission state is defined as the "high position". Similarly, the position of the shifter (actuator 34) when the motor side rotating body 332C is engaged with the second opposing rotating body 332B to set the second clutch 332 in the second transmission state is defined as the "low position". In addition, the position of the shifter (actuator 34) when the motor side rotating body 332C is not engaged with either the first opposing rotating body 332A or the second opposing rotating body 332B to set the second clutch 332 in the disengaged state is defined as the "neutral position".

[0051] The second clutch 332 is switched between the first transmission state, the second transmission state, and the disengaged state, for example, by controlling the electric actuator 34 by the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (first transmission state or second transmission state) and the disengaged state.

[0052] According to the drive unit 3 configured as described above, the vessel control system 2 controls the first clutch 331 and the second clutch 332, thereby making it possible to switch between a plurality of operation modes as illustrated in Figures 4 to 6. Figures 4 to 6 show a schematic representation of the state of the drive unit 3 in each operation mode, and the drive circuit 351 and the like are omitted from the illustration. In addition, in Figures 4 to 6, the power transmitted from the engine 31 and the motor 32 to the thrust generating unit 4 is indicated by (thick) dashed arrows.

[0053] The upper part of Fig. 4 shows a motor propulsion mode in which only the motor 32 of the engine 31 and the motor 32 is used to propel the hull 1. In the motor propulsion mode, the vessel control system 2 controls the first clutch 331 to a disengaged state and the second clutch 332 to a second transmission state. Furthermore, in the motor propulsion mode, the vessel control system 2 stops the engine 31 and controls the drive circuit 351 to drive the motor 32 with electric power from the main power supply unit 71. As a result, as shown in Fig. 4, the power generated by the motor 32 is transmitted to the thrust generating unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335, and the propeller of the thrust generating unit 4 is rotated to generate thrust for the hull 1.

[0054] The lower part of Fig. 4 shows an engine propulsion mode in which only the engine 31 of the engine 31 and the motor 32 is used to propel the hull 1. In the engine propulsion mode, the vessel control system 2 controls the first clutch 331 to a transmitted state and the second clutch 332 to a disengaged state. Furthermore, in the engine propulsion mode, the vessel control system 2 controls the drive circuit 351 to drive the engine 31 and stop the motor 32. As a result, as shown in Fig. 4, the power generated by the engine 31 is transmitted to the thrust generating unit 4 via the first clutch 331, and the propeller of the thrust generating unit 4 is rotated, thereby generating thrust for the hull 1.

[0055] The upper part of Fig. 5 shows a "power generation mode (while sailing)" in which the hull 1 is sailing (navigating) among the power generation modes in which the motor 32 generates power using the power generated by the engine 31. In this power generation mode (while sailing), the vessel control system 2 controls the first clutch 331 to be in the transmission state and the second clutch 332 to be in the first transmission state. Furthermore, in the power generation mode (while sailing), the vessel control system 2 drives the engine 31. As a result, as shown in Fig. 5, the power generated by the engine 31 is transmitted to the thrust generating unit 4 via the first clutch 331, causing the propeller of the thrust generating unit 4 to rotate, thereby generating thrust for the hull 1. Furthermore, the power generated by the engine 31 is also transmitted (distributed) to the motor 32 via the first gear 333, the second gear 334, and the second clutch 332, causing the output shaft of the motor 32 to rotate, thereby generating AC power in the motor 32. The AC power generated by the motor 32 is used to charge the main power supply unit 71 by a drive circuit 351 that is made up of a bidirectional inverter circuit.

[0056] The lower part of Fig. 5 shows a "power generation mode (at anchor)" in which the hull 1 is stopped (berthed) among the power generation modes in which the motor 32 generates power using the power generated by the engine 31. In this power generation mode (at anchor), the vessel control system 2 controls the first clutch 331 to a disengaged state and the second clutch 332 to a first transmission state. Furthermore, in the power generation mode (at anchor), the vessel control system 2 drives the engine 31. As a result, as shown in Fig. 5, the power generated by the engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334, and the second clutch 332, and the output shaft of the motor 32 is rotated, thereby generating AC power in the motor 32. The AC power generated by the motor 32 is used to charge the main power supply unit 71 by the drive circuit 351, which is composed of a bidirectional inverter circuit.

[0057] The upper part of FIG. 6 shows a "hybrid propulsion mode (low speed)" suitable for sailing at "low speed" among the hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1. In this hybrid propulsion mode (low speed), the vessel control system 2 controls the first clutch 331 to a transmission state and the second clutch 332 to a second transmission state. Furthermore, in the hybrid propulsion mode (low speed), the vessel control system 2 drives the engine 31 and controls the drive circuit 351 to drive the motor 32 with electric power from the main power supply unit 71. As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the thrust generating unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the thrust generating unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the thrust generating unit 4, thereby generating thrust for the hull 1.

[0058] The lower part of FIG. 6 shows a "hybrid propulsion mode (high speed)" suitable for "high-speed" sailing among the hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1. In this hybrid propulsion mode (high speed), the vessel control system 2 controls the first clutch 331 to be in a transmission state and the second clutch 332 to be in a first transmission state. Furthermore, in the hybrid propulsion mode (high speed), the vessel control system 2 controls the drive circuit 351 to drive the engine 31 and drive the motor 32 with electric power from the main power supply unit 71. As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the thrust generating unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the thrust generating unit 4 via the second clutch 332, the second gear 334, the first gear 333, and the first clutch 331. As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the thrust generating unit 4, thereby generating thrust for the hull 1.

[0059] 4, when the hull 1 is sailing, the rotational force of the propeller of the thrust generating unit 4 can be supplied to the main power supply unit 71 as regenerative energy, thereby charging the main power supply unit 71. In this case, the rotational force of the thrust generating unit 4 is transmitted to the motor 32 via the third gear 335, the fourth gear 336, and the second clutch 332, and rotates the output shaft of the motor 32, thereby generating AC power in the motor 32. The AC power generated in the motor 32 is used to charge the main power supply unit 71 by the drive circuit 351, which is composed of a bidirectional inverter circuit.

[0060] Incidentally, when attention is focused on the second clutch 332 that is driven by the actuator 34 serving as a shifter in the power transmission unit 33, the above-mentioned six operation modes are classified into three groups.

[0061] That is, in a first group including the power generation mode (while sailing), the power generation mode (while stationary), and the hybrid propulsion mode (high speed), the second clutch 332 is controlled to the first transmission state. In a second group including the motor propulsion mode and the hybrid propulsion mode (low speed), the second clutch 332 is controlled to the second transmission state. On the other hand, in a third group including the engine propulsion mode, the second clutch 332 is controlled to the disengaged state.

[0062] Therefore, for example, when transitioning from the motor propulsion mode to the power generation mode (while sailing), the actuator 34 first moves from the low position to the neutral position, thereby moving the motor side rotor 332C from a position where it fits into the second mating rotor 332B to a position where it does not fit into either the first mating rotor 332A or the second mating rotor 332B. Then, the actuator 34 moves from the neutral position to the high position, thereby moving the motor side rotor 332C from a position where it does not fit into either the first mating rotor 332A or the second mating rotor 332B to a position where it fits into the first mating rotor 332A.

[0063] Furthermore, although not shown in FIG. 3 etc., the drive unit 3 further includes a hydraulic circuit for driving the first clutch 331, various sensors, and the like.

[0064] [3] Ship control system configuration Next, the configuration of a vessel control system 2 according to this embodiment will be described with reference to Fig. 2. The vessel control system 2 is a component of the vessel 10, and constitutes the vessel 10 together with the hull 1. In other words, the vessel 10 according to this embodiment includes the vessel control system 2 and the hull 1. As an example, in this embodiment, the vessel control system 2 is a computer system mounted on the hull 1.

[0065] As shown in Fig. 2, the vessel control system 2 includes a mode switching processing unit 21, an engine control unit 22, and a motor control unit 23. In this embodiment, the vessel control system 2 further includes a comparison processing unit 24, an abnormality determination processing unit 25, and an additional control unit 26, as shown in Fig. 2. The comparison processing unit 24, the abnormality determination processing unit 25, and the additional control unit 26 are configured to determine the presence or absence of an abnormality in at least one of the actuator 34 and the power transmission unit 33, i.e., whether the actuator 34 or the power transmission unit 33 is normal or abnormal.

[0066] In this embodiment, as an example, the vessel control system 2 mainly comprises a computer system having one or more processors, and the one or more processors execute a vessel control program to realize the multiple functional units (such as the mode switching processing unit 21). The multiple functional units included in the vessel control system 2 may be provided in a single housing, or may be distributed across multiple housings.

[0067] The vessel control system 2 is configured to be able to communicate with devices provided in various parts of the vessel 1. In other words, at least the operation device 5, the display device, the engine 31, and a drive circuit 351 (see FIG. 3) that drives the motor 32 are communicatively connected to the vessel control system 2. This enables the vessel control system 2 to, for example, control the drive unit 3 in response to an operation signal from the operation device 5. The vessel control system 2 can also, for example, display various types of information on the display device. Here, the vessel control system 2 may exchange various types of information (electrical signals) with each device directly, or indirectly via a repeater or the like.

[0068] The mode switching processing unit 21 executes processing for switching the operation mode of the boat 10. In this embodiment, the mode switching processing unit 21 selects any one of the motor propulsion mode, the engine propulsion mode, the power generation mode, or the hybrid propulsion mode in accordance with the operation of a person (pilot) on the operation device 5. As an example, the operation device 5 has a mode selection switch, and when any one of the operation modes of the motor propulsion mode, the engine propulsion mode, the power generation mode, and the hybrid propulsion mode is selected by the mode selection switch, the mode switching processing unit 21 drives the power transmission unit 33 to switch to the selected operation mode.

[0069] The engine control unit 22 controls the engine 31 as a first power source. Specifically, the engine control unit 22 controls fuel injection for driving the engine 31, and exhaust valve opening and closing. This allows the engine control unit 22 to control the engine 31 so as to adjust the output (mainly the rotation speed) of the engine 31 to an arbitrary value.

[0070] The motor control unit 23 controls the motor 32 as the second power source. Specifically, the motor control unit 23 controls a drive circuit 351 (see FIG. 3) for driving the motor 32, and the like. This allows the motor control unit 23 to control the motor 32 so as to adjust the output (mainly the rotation speed and torque) of the motor 32 to an arbitrary value. Particularly in this embodiment, the motor control unit 23 is capable of two types of control of the motor 32: rotation speed control (rotational speed control) and torque control. In the rotation speed control, the motor control unit 23 sets a target rotation speed of the motor 32 and controls the rotation speed of the motor 32 so as to approach the target rotation speed. In the torque control, the motor control unit 23 sets a target torque of the motor 32 and controls the torque of the motor 32 so as to approach the target torque.

[0071] The comparison processing unit 24 executes a comparison process for comparing the rotation speeds of the comparison targets. The "comparison targets" here consist of at least two of the first power source (engine 31), the second power source (motor 32), and the thrust generating unit 4. In other words, the comparison processing unit 24 compares at least two of the engine 31 as the first power source, the motor 32 as the second power source, and the thrust generating unit 4 as comparison targets, and compares the rotation speeds of these at least two (comparison targets).

[0072] In this embodiment, the comparison processing unit 24 compares two of the first power source (engine 31), the second power source (motor 32), and the thrust generating unit 4, compares the rotation speeds of the two, and calculates the absolute value of the difference between the two rotation speeds (rotation speed difference). For example, when the second power source (motor 32) and the thrust generating unit 4 are compared, the comparison processing unit 24 calculates the absolute value of the difference (R2-R3) between the rotation speed R2 of the second power source (motor 32) and the rotation speed R3 of the thrust generating unit 4 (the propeller thereof). Alternatively, when the first power source (engine 31) and the second power source (motor 32) are compared, the comparison processing unit 24 calculates the absolute value of the difference (R1-R2) between the rotation speed R1 of the first power source (engine 31) and the rotation speed R2 of the second power source (motor 32).

[0073] Here, the rotation speeds of the first power source, the second power source, and the thrust generating unit 4 (their propellers) included in the comparison target can be acquired, for example, from a tachometer by the comparison processing unit 24. Therefore, in this embodiment, it is assumed that a tachometer for measuring the rotation speed is provided for each of the first power source, the second power source, and the thrust generating unit 4 (their propellers).

[0074] The abnormality determination processing unit 25 executes an abnormality determination process for determining an abnormality in at least one of the actuator 34 that drives the power transmission unit 33 and the power transmission unit 33. Here, the abnormality determination processing unit 25 determines an abnormality in at least one of the actuator 34 and the power transmission unit 33 based on a comparison result of the rotation speeds in the comparison processing unit 24.

[0075] In this embodiment, the comparison processing unit 24 calculates the difference in rotation speed between two (comparison targets) of the first power source (engine 31), the second power source (motor 32), and the thrust generating unit 4 as a comparison result of the rotation speeds, and the abnormality determination processing unit 25 determines an abnormality based on the difference in rotation speeds. Furthermore, in this embodiment, as an example, the abnormality determination processing unit 25 determines the presence or absence of an abnormality (i.e., normal / abnormal) for the actuator 34 that drives the power transmission unit 33.

[0076] The additional control unit 26 executes additional control for at least one of the comparison targets. The "additional control" here refers to control that is performed for at least one of the comparison targets so that the difference in rotation speed between the comparison targets increases when the comparison processing unit 24 compares the rotation speeds.

[0077] As an example, when comparing the second power source (motor 32) and the thrust generating unit 4, if the rotation speed R2 of the second power source and the rotation speed R3 of the thrust generating unit 4 (the propeller) are both approximately zero, the difference between them (R2-R3) will be small. In such a case, the additional control unit 26 can widen (increase) the rotation speed difference (R2-R3) by performing additional control to increase the rotation speed R2 of the second power source. This emphasizes the comparison result of the rotation speeds used to determine whether there is an abnormality, i.e., the rotation speed difference, and improves the reliability of the abnormality determination by the abnormality determination processing unit 25.

[0078] [4] Ship control method An example of a method for controlling the vessel 10 (hereinafter simply referred to as a "control method") executed mainly by the vessel control system 2 will be described below.

[0079] The control method according to this embodiment is executed by the vessel control system 2 which is mainly composed of a computer system, and in other words is embodied in a vessel control program. In other words, the vessel control program according to this embodiment is a computer program for causing one or more processors to execute each process related to the control method for the vessel 10. Such a vessel control program may be executed, for example, by the vessel control system 2 and a terminal device or the like in cooperation with each other.

[0080] Here, the vessel control system 2 executes the various processes described below related to the control method when a specific preset start operation is performed to execute the vessel control program. The start operation is, for example, turning on the power of the vessel 10. On the other hand, the vessel control system 2 ends the various processes described below related to the control method when a specific preset end operation is performed. The end operation is, for example, turning off the power of the vessel 10.

[0081] [4.1] Abnormality detection process Here, we will first explain the abnormality determination process for determining whether or not there is an abnormality in at least one of the actuator 34 and the power transmission unit 33, and the processes related to the abnormality determination process. In this embodiment, as described above, the abnormality determination processor 25 of the vessel control system 2 determines the presence or absence of an abnormality in the actuator 34 (i.e., normal / abnormal) based on the result of comparing the rotation speeds of the comparison targets.

[0082] That is, the control method according to this embodiment is used in a ship that has multiple power sources including a first power source and a second power source, and transmits power from at least one of the multiple power sources to the propulsion generating unit 4 via a power transmission unit 33 to propel the hull 1. This control method includes a comparison process executed by the comparison processing unit 24 of the ship control system 2, and an abnormality determination process executed by the abnormality determination processing unit 25 of the ship control system 2. The comparison process is a process in which at least two of the first power source, the second power source, and the propulsion generating unit 4 are compared, and the rotation speeds of the compared objects are compared. The abnormality determination process is a process in which an abnormality is determined between at least one of the actuator 34 that drives the power transmission unit 33 and the power transmission unit 33 based on a comparison result of the rotation speeds.

[0083] According to this configuration, an abnormality in at least one of the actuator 34 and the power transmission unit 33 is determined based on the comparison result of the rotation speeds of at least two (comparison targets) of the first power source, the second power source, and the thrust generating unit 4.

[0084] For example, when the shifter (actuator 34) is in the "low position," the second clutch 332 is in the second transmission state, and the motor 32 is mechanically connected to the thrust generating unit 4 via the power transmission unit 33. Therefore, if the actuator 34 is normal, the difference between the rotation speed R2 of the second power source (motor 32) and the rotation speed R3 of the thrust generating unit 4 will be small. On the other hand, if there is an abnormality in the actuator 34, the difference between the rotation speed R2 of the second power source (motor 32) and the rotation speed R3 of the thrust generating unit 4 will be large.

[0085] The control method according to this embodiment determines an abnormality in at least one of the actuator 34 and the power transmission unit 33 based on the result of such a comparison of the rotation speeds. Therefore, if an abnormality occurs in the actuator 34 due to a failure of the actuator 34 or the like, it is possible to prevent the management state of the operation mode from deviating from the actual operation mode. Moreover, since an abnormality is detected using information related to the rotation speeds, there is no need to install additional special sensors or the like. As a result, it is possible to provide a control method for the ship 10, a ship control program, a ship control system 2, and a ship 10 that are capable of improving the reliability of the management state of the operation mode.

[0086] Moreover, since an abnormality is detected using information related to the rotation speed, there is no need to install additional special sensors, etc. If an abnormality occurs in at least one of the actuator 34 and the power transmission unit 33, the vessel control system 2 can protect the first power source, the second power source, and the power transmission unit 33.

[0087] Here, in the control method according to the present embodiment, the comparison of the rotational speeds is performed during a determination period after the actuator 34 drives the power transmission unit 33. That is, the position of the actuator 34 is constantly monitored, and an abnormality is detected when the position of the actuator 34 changes. As a result, since the process for determining an abnormality is performed at the timing when the actuator 34 drives the power transmission unit 33 in conjunction with switching of the operation mode, the process for determining an abnormality is not performed under normal circumstances, and a decrease in the user's operability, etc., can be suppressed.

[0088] In particular, the determination period is a period within a predetermined time from the time when the actuator 34 drives the power transmission unit 33. In other words, since the process for determining whether or not there is an abnormality is performed immediately (within the predetermined time) after the actuator 34 drives the power transmission unit 33, it is possible to further suppress deterioration of the operational feeling for the user.

[0089] Furthermore, the control method according to this embodiment further includes additional control of at least one of the comparison targets so as to increase the difference in rotation speed between the comparison targets when comparing the rotation speeds. In other words, the additional control unit 26 of the vessel control system 2 performs additional control of at least one of the comparison targets so as to increase the difference in rotation speed between the comparison targets, thereby emphasizing the difference in rotation speed between the comparison targets and making it less likely that erroneous detection of an abnormality (including missed detection) will occur.

[0090] Here, the additional control includes control to increase the rotation speed of at least one of the first power source and the second power source. In other words, the additional control includes control to increase the rotation speed of at least one of the first power source and the second power source, which can actively change the rotation speed, among the first power source, the second power source, and the thrust generating unit 4, which may be included in the comparison target. This makes it possible to realize the additional control without complicating the configuration.

[0091] The additional control also includes control to reduce the rotation speed of at least one of the first power source and the second power source. In other words, the additional control includes control to reduce the rotation speed of at least one of the first power source and the second power source, which can be actively changed in rotation speed, among the first power source, the second power source, and the thrust generating unit 4, which may be included in the comparison target. This makes it possible to realize the additional control without complicating the configuration.

[0092] Furthermore, the control method according to this embodiment further includes determining whether or not additional control is necessary according to a determination condition. Then, the control method performs the additional control when the additional control is necessary. In this embodiment, as an example, the determination of whether or not additional control is necessary is performed by the additional control unit 26 of the vessel control system 2. In short, the additional control is not always performed when determining an abnormality, but is performed only when it is determined that the additional control is necessary according to the determination condition. Therefore, by not performing the additional control when there is no need for additional control, for example, when the difference in rotation speed between the comparison targets is originally sufficient, it is easy to suppress the effect of the additional control on the behavior of the vessel 10.

[0093] Here, the judgment conditions include load conditions related to the rotation speed R3 of the thrust generation unit 4. In other words, the necessity of additional control is judged according to the conditions (load conditions) related to the rotation speed R3 of the thrust generation unit 4, which is difficult to actively change the rotation speed of, among the first power source, the second power source, and the thrust generation unit 4, which may be included in the comparison target. Therefore, by monitoring the rotation speed R3 of the thrust generation unit 4, it is possible to judge the necessity of additional control, and it is possible to prevent the configuration from becoming complicated in order to judge the necessity of additional control.

[0094] Furthermore, the load condition includes that the rotation speed R3 of the thrust generating unit 4 is less than the threshold value Th1 (see FIG. 7). As a result, when the difference in the rotation speed between the comparison targets is insufficient, for example, while the ship is stopped, it is possible to emphasize the difference in the rotation speed between the comparison targets by performing additional control.

[0095] Moreover, the additional control is performed according to the operation of the actuator 34. In other words, whether or not to perform the additional control may be determined according to the operation of the actuator 34. Therefore, it is possible to perform appropriate additional control at each time that easily emphasizes the difference in rotation speed between the comparison targets.

[0096] [4.2] Specific examples Next, a specific example of the abnormality determination process will be described with reference to FIGS.

[0097] 7 to 10 show an example of an abnormality determination process performed during a determination period when the actuator 34 moves from the low position to the neutral position. As an example, when the remaining charge of the main power supply unit 71 is low and the user switches the operation mode from the motor propulsion mode to the power generation mode (during sailing), the actuator 34 is switched from the low position to the neutral position. In this case, the engine control unit 22 starts the engine 31 while keeping the first clutch 331 in the disconnected state. After that, the mode switching processing unit 21 matches the rotation speed R1 of the engine 31 to the rotation speed R3 of the propulsion generating unit 4 (the propeller), and then switches the first clutch 331 to the transmission state, and further moves the actuator 34 from the low position to the neutral position to switch the second clutch 332 from the second state to the disconnected state. Finally, the mode switching processing unit 21 matches the rotation speed R2 of the motor 32 to the rotation speed R1 of the engine 31, and then switches the second clutch 332 from the disconnected state to the first state.

[0098] That is, when shifting from an operation mode of the second group in which the second clutch 332 is in the second transmission state (e.g., motor propulsion mode) to an operation mode of the first group in which the second clutch 332 is in the first transmission state (e.g., power generation mode (while sailing)), the actuator 34 first moves from the low position to the neutral position as shown in Figures 7 to 10. Figures 7 to 10 are timing charts showing, from top to bottom, the detection position (shift position) of the actuator 34, the torque output of the motor 32, the rotation speed R2 of the motor 32, the rotation speed R3 of the thrust generating unit 4 (the propeller thereof), the absolute value of the difference (rotation speed difference) between these rotation speeds R2 and R3, and the determination result of the abnormality determination process, with the horizontal axis being the time axis.

[0099] Fig. 7 shows a case where the actuator 34 is normal. In the example of Fig. 7, an operation (operation mode switching operation) is performed at time t1 to move the actuator 34 from the low position to the neutral position, and at time t2, the detected position of the actuator 34 switches from the low position (Low) to the neutral position (Ntrl). In this case, the rotation speed R3 of the thrust generating unit 4 (the propeller thereof) is equal to or greater than the threshold value Th1, so no additional control is executed. In this example, the rotation speed R2 of the motor 32 gradually decelerates from time t2 when the actuator 34 switches to the neutral position.

[0100] The abnormality determination processor 25 performs an abnormality determination for the actuator 34 during a determination period within a predetermined time from when the actuator 34 drives the power transmission unit 33, that is, during a determination period from time t2 when the detection position of the actuator 34 is switched to time t4 after the predetermined time has elapsed. In the example of FIG. 7, the absolute value of the difference between the rotation speeds R2 and R3 (the rotation speed difference) exceeds the determination threshold value Th2 at time t3 after time t2. Therefore, since the state in which the rotation speed difference is equal to or less than the determination threshold value Th2 does not continue for a certain period T1 or more during the determination period, the abnormality determination processor 25 determines that the second clutch 332 has been successfully switched to the disengaged state, and determines that the actuator 34 is "normal" (Norm).

[0101] Figure 8 shows a case where there is an abnormality in the actuator 34. Other conditions are the same as those in Figure 7. In the example of Figure 8, because the second clutch 332 does not switch from the second transmission state to the disconnected state at time point t2 due to an abnormality in the actuator 34, the motor 32 rotates together with the thrust generating unit 4 (its propeller), and the rotation speed R2 of the motor 32 does not decrease.

[0102] The abnormality determination processor 25 determines whether or not there is an abnormality in the actuator 34 during a determination period that is a predetermined time from the time point when the actuator 34 drives the power transmission unit 33. In the example of Fig. 8, the absolute value of the difference between the rotation speeds R2 and R3 (the rotation speed difference) remains substantially 0 (zero) even after time point t2. Therefore, during the determination period, the state in which the rotation speed difference is equal to or less than the determination threshold value Th2 continues for a certain period of time T1 or more, and based on this, the abnormality determination processor 25 determines that the switching of the second clutch 332 to the disengaged state has failed when the certain period of time T1 has elapsed, and determines that there is an "abnormality" in the actuator 34 (Err).

[0103] FIG. 9 shows a case where the actuator 34 is normal. In the example of FIG. 9, an operation (operation mode switching operation) is performed to move the actuator 34 from the low position to the neutral position at time t1, and the detected position of the actuator 34 switches from the low position (Low) to the neutral position (Ntrl) at time t2. In this case, it is assumed that the ship 10 is substantially stopped, and the rotation speed R3 of the propulsion generating unit 4 (the propeller) is less than the threshold value Th1, so that the additional control unit 26 executes additional control for at least one of the comparison targets so as to increase the rotation speed difference between the comparison targets. Specifically, the additional control unit 26 increases the torque output command value of the motor 32 only during the additional control period T2, and gradually accelerates the rotation speed R2 of the motor 32 from time t2 when the actuator 34 switches to the neutral position.

[0104] The abnormality determination processor 25 performs an abnormality determination for the actuator 34 during a determination period within a predetermined time from when the actuator 34 drives the power transmission unit 33, that is, during a determination period from time t2 when the detection position of the actuator 34 is switched to time t4 after the predetermined time has elapsed. In the example of FIG. 9, the absolute value of the difference between the rotation speeds R2 and R3 (the rotation speed difference) exceeds the determination threshold value Th2 at time t3 after time t2. Therefore, since the state in which the rotation speed difference is equal to or less than the determination threshold value Th2 does not continue for a certain period T1 or more during the determination period, the abnormality determination processor 25 determines that the second clutch 332 has been successfully switched to the disengaged state, and determines that the actuator 34 is "normal" (Norm).

[0105] Fig. 10 shows a case where an abnormality occurs in the actuator 34. Other conditions are the same as those in Fig. 9. In the example of Fig. 10, because the second clutch 332 does not switch from the second transmission state to the disconnected state at time point t2 due to an abnormality in the actuator 34, the thrust generation unit 4 (its propeller) rotates together with the motor 32, and the rotation speed R3 of the thrust generation unit 4 (its propeller) gradually accelerates together with the rotation speed R2 of the motor 32.

[0106] The abnormality determination processor 25 determines whether or not there is an abnormality in the actuator 34 during a determination period that is a predetermined time from the time point when the actuator 34 drives the power transmission unit 33. In the example of Fig. 10, the absolute value of the difference between the rotation speeds R2 and R3 (the rotation speed difference) remains substantially 0 (zero) even after time point t2. Therefore, during the determination period, the state in which the rotation speed difference is equal to or less than the determination threshold value Th2 continues for a certain period of time T1 or more, and based on this, the abnormality determination processor 25 determines that the switching of the second clutch 332 to the disengaged state has failed when the certain period of time T1 has elapsed, and determines that there is an "abnormality" in the actuator 34 (Err).

[0107] 11 and 12 show an example of an abnormality determination process performed during a determination period when the actuator 34 moves from the high position to the neutral position. As an example, when the user switches the operation mode from the power generation mode (during sailing) to the motor propulsion mode when charging of the main power supply unit 71 is completed, the actuator 34 is switched from the high position to the neutral position. In this case, the mode switching processing unit 21 first moves the actuator 34 from the high position to the neutral position while keeping the first clutch 331 in the transmission state, and switches the second clutch 332 from the first state to the disconnected state. Thereafter, the mode switching processing unit 21 switches the first clutch 331 to the disconnected state, and further switches the second clutch 332 from the disconnected state to the second state.

[0108] That is, when shifting from an operation mode of the first group in which the second clutch 332 is in the first transmission state (for example, a power generation mode (while sailing)) to an operation mode of the second group in which the second clutch 332 is in the second transmission state (for example, a motor propulsion mode), the actuator 34 first moves from the high position to the neutral position as shown in Figures 11 and 12. Figures 11 and 12 are timing charts showing, from top to bottom, the detection position (shift position) of the actuator 34, the torque output of the motor 32, the rotation speed R2 of the motor 32, the rotation speed R1 of the engine 31, the absolute value of the difference between these rotation speeds R1 and R2 (rotation speed difference), and the determination result of the abnormality determination process, with the horizontal axis being the time axis.

[0109] In this embodiment, the additional control is performed according to the operation of the actuator 34, and is performed at least when the actuator 34 moves from the high position to the neutral position. Specifically, the additional control unit 26 reduces the torque output command value of the motor 32 only during the additional control period T2, and gradually reduces the rotation speed R2 of the motor 32 from the time t2 when the actuator 34 switches to the neutral position.

[0110] Fig. 11 shows a case where the actuator 34 is normal. In the example of Fig. 11, an operation (operation mode switching operation) is performed to move the actuator 34 from the high position to the neutral position at time t1, and the detected position of the actuator 34 switches from the high position (Hogh) to the neutral position (Ntrl) at time t2.

[0111] The abnormality determination processor 25 performs an abnormality determination for the actuator 34 during a determination period within a predetermined time from when the actuator 34 drives the power transmission unit 33, that is, during a determination period from time t2 when the detection position of the actuator 34 is switched to time t4 after the predetermined time has elapsed. In the example of FIG. 11, the absolute value of the difference between the rotation speeds R1 and R2 (the rotation speed difference) exceeds the determination threshold value Th2 at time t3 after time t2. Therefore, since the state in which the rotation speed difference is equal to or less than the determination threshold value Th2 does not continue for a certain period of time T1 or more during the determination period, the abnormality determination processor 25 determines that the second clutch 332 has been successfully switched to the disengaged state, and determines that the actuator 34 is "normal" (Norm).

[0112] Fig. 12 shows a case where an abnormality occurs in the actuator 34. Other conditions are the same as those in Fig. 11. In the example of Fig. 12, because the second clutch 332 does not switch from the first transmission state to the disconnected state at time point t2 due to an abnormality in the actuator 34, the motor 32 rotates together with the engine 31, and the rotation speed R2 of the motor 32 does not decrease.

[0113] The abnormality determination processor 25 determines whether or not there is an abnormality in the actuator 34 during a determination period that is a predetermined time from the time point when the actuator 34 drives the power transmission unit 33. In the example of Fig. 12, the absolute value of the difference between the rotation speeds R1 and R2 (the rotation speed difference) remains substantially 0 (zero) even after time point t2. Therefore, during the determination period, the state in which the rotation speed difference is equal to or less than the determination threshold value Th2 continues for a certain time T1 or more, and based on this, when the certain time T1 has elapsed, the abnormality determination processor 25 determines that the switching of the second clutch 332 to the disengaged state has failed, and determines that the actuator 34 is "abnormal" (Err).

[0114] [4.3] Flowchart Next, an overall flow of the abnormality determination process in the control method for the boat 10 according to the present embodiment will be described with reference to the flowchart in Fig. 13. As an example, the abnormality determination process performed when the actuator 34 moves to the neutral position, as described in the specific example above, will be described.

[0115] That is, in the control method according to this embodiment, the vessel control system 2 determines whether or not an operation mode switching operation has been performed in the mode switching processing unit 21 (S1). If an operation mode switching operation has been performed (S1: Yes), the vessel control system 2 shifts the process to step S2. On the other hand, if an operation mode switching operation has not been performed (S1: No), the vessel control system 2 repeatedly executes step S1.

[0116] In step S2, the vessel control system 2 drives the actuator 34 in accordance with the switching of the operation mode. At this time, the abnormality determination processing unit 25 of the vessel control system 2 preferably sets an abnormality determination flag for the determination period, and while the abnormality determination flag is set, even if the movement of the actuator 34 is completed, prohibits transition to the next operation until the abnormality determination processing is completed. In the next step S3, the additional control unit 26 of the vessel control system 2 determines whether additional control is required.

[0117] Here, when driving the actuator 34 from the low position to the neutral position, if the rotation speed R3 of the thrust generating unit 4 (the propeller) is less than the threshold value Th1, the additional control unit 26 determines that additional control is necessary (S3: Yes) and shifts the process to step S4. On the other hand, when driving the actuator 34 from the low position to the neutral position, if the rotation speed R3 of the thrust generating unit 4 (the propeller) is equal to or greater than the threshold value Th1, the additional control unit 26 determines that additional control is not necessary (S3: No), skips step S4, and shifts the process to step S5.

[0118] Furthermore, when the actuator 34 is driven from the high position to the neutral position, the additional control unit 26 unconditionally determines that additional control is required (S3: Yes), and shifts the process to step S4.

[0119] In step S4, the additional control unit 26 executes the additional control. At this time, the content of the additional control is determined based on the conditions that if the actuator 34 is in the neutral position, the motor 32 is not rotated too much, if the actuator 34 is in the low position, the propeller is not moved too much, and if the actuator is in the high position, the engine is not rotated in reverse.

[0120] That is, when the motor 32 is rotated for the abnormality determination process, it is preferable to set the torque or rotation speed of the additional control in consideration of both the case where an abnormality exists and the case where an abnormality does not exist. For example, when there is no abnormality, the additional control of the motor 32 is set so that the output is within a range in which the motor 32 does not rotate abnormally, without causing a certain or greater difference in the rotation speed of the comparison target to falsely detect an abnormality. On the other hand, when there is an abnormality, the additional control of the motor 32 is set so that the output is within a range in which the device connected to the motor 32 is not damaged and the hull 1 does not start moving. Furthermore, if the operation of the actuator 34 that performs the abnormality determination process and the stopping operation of the engine 31 overlap in timing, there is a risk that no difference in the rotation speed will occur, leading to false detection of an abnormality, so when the actuator 34 is driven from the high position to the neutral position, the motor 32 is rapidly decelerated by the additional control.

[0121] In step S5, the comparison processor 24 of the vessel control system 2 compares the rotation speeds of the comparison objects, and the abnormality determination processor 25 determines whether the rotation speeds of the comparison objects are approximately the same. If the rotation speeds of the comparison objects are approximately the same (S5: Yes), the abnormality determination processor 25 determines that the switching of the second clutch 332 to the disengaged state has failed, and determines that there is an abnormality in the actuator 34 (S6). On the other hand, if the rotation speeds of the comparison objects are not approximately the same (S5: No), the abnormality determination processor 25 determines that the switching of the second clutch 332 to the disengaged state has been successful, and determines that there is no abnormality in the actuator 34 (normal) (S7).

[0122] The result of the determination by the abnormality determination processing unit 25 is presented to the user, for example, by being displayed on a display device.

[0123] The vessel control system 2 repeatedly executes the processes of steps S1 to S7 described above. However, the flowchart shown in Fig. 13 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate.

[0124] [4] Variations Below, we will list some modified examples of the embodiment 1. The modified examples explained below can be applied in appropriate combinations.

[0125] The vessel control system 2 in the present disclosure includes a computer system. The computer system is mainly composed of one or more processors and one or more memories as hardware. The functions of the vessel control system 2 in the present disclosure are realized by the processor executing a program recorded in the memory of the computer system. The program may be pre-recorded in the memory of the computer system, may be provided via a telecommunications line, or may be recorded and provided on a non-transitory recording medium such as a memory card, an optical disk, or a hard disk drive that is readable by the computer system. In addition, some or all of the functional units included in the vessel control system 2 may be configured with electronic circuits.

[0126] Furthermore, it is not essential for the vessel control system 2 that at least some of the functions of the vessel control system 2 are concentrated in one housing, and the components of the vessel control system 2 may be distributed across multiple housings. Conversely, the functions distributed across multiple devices (for example, the vessel control system 2 and the operating device 5) in embodiment 1 may be concentrated in one housing.

[0127] Furthermore, at least a part of the ship control system 2 does not necessarily have to be mounted on the hull 1, but may be provided separately from the hull 1. As an example, if the ship control system 2 is embodied by a server device provided separately from the hull 1, control of the ship 10 (hull 1) by the ship control system 2 becomes possible through communication between the server device and the hull 1 (a communication device thereof). At least a part of the functions of the ship control system 2 may be realized by the cloud (cloud computing) or the like.

[0128] The ship 10 is not limited to a pleasure boat, but may be a merchant ship including a cargo ship and a cargo-passenger ship, a work ship including a tugboat and a salvage ship, a special ship including a weather observation ship and a training ship, a fishing boat, a naval vessel, etc. Furthermore, the ship 10 is not limited to a manned type with a pilot on board, but may be an unmanned type ship that can be remotely operated by a person (pilot) or that can be operated autonomously.

[0129] Furthermore, the engine 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine. The motor 32 is not limited to an AC motor, and may be, for example, a DC motor. The motor 32 may be driven by power supplied from a power generation device such as a fuel cell or a solar power generation device.

[0130] Furthermore, the ship 10 may be equipped with multiple power sources including the engine 31 and the motor 32 in the hull 1, and may be equipped with three or more power sources, for example, a third power source in addition to the engine 31 and the motor 32.

[0131] Furthermore, the "comparison target" may be at least two of the first power source, the second power source, and the thrust generating unit 4, and is not limited to the second power source and the thrust generating unit 4, or the first power source and the second power source. The "comparison target" may be, for example, the first power source and the thrust generating unit 4, or the first power source, the second power source, and the thrust generating unit 4.

[0132] Furthermore, having six operation modes is not an essential configuration for the vessel control system 2. For example, the two operation modes, the hybrid propulsion mode (low speed) and the hybrid propulsion mode (high speed), may be omitted.

[0133] Furthermore, it is not essential that the operation mode be switched in response to a switching operation by a user (pilot). For example, the mode switching processing unit 21 of the vessel control system 2 may automatically switch the operation mode in response to the current position or navigational conditions of the vessel 1, such as the vessel speed, or the remaining capacity of the main power supply unit 71.

[0134] Furthermore, the main power supply unit 71 is not limited to a lithium ion battery, and the auxiliary power supply unit 72 is not limited to a lead storage battery. In the first place, the main power supply unit 71 is not limited to a rechargeable secondary battery, and may be a power generation device such as a fuel cell or a solar power generation device.

[0135] [Appendix to the invention] The following will provide an overview of the invention extracted from the above-described embodiment. Note that the configurations and processing functions described in the following supplementary notes can be selected and combined as desired.

[0136] <Appendix 1> The present invention is used in a vessel having a plurality of power sources including a first power source and a second power source, and transmitting power from at least one of the plurality of power sources to a propulsion generating unit via a power transmission unit to propel a hull, comparing at least two of the first power source, the second power source, and the thrust generating unit as comparison objects and comparing the rotation speeds of the comparison objects; and determining an abnormality in at least one of an actuator that drives the power transmission unit and the power transmission unit based on a result of the comparison of the rotational speeds. How to control a vessel.

[0137] <Appendix 2> the comparison of the rotational speeds is performed during a determination period after the actuator drives the power transmission unit; 13. A method of controlling a vessel as described in appendix 1.

[0138] <Appendix 3> the determination period is a period within a predetermined time from the time when the actuator drives the power transmission unit, 2. A method of controlling a vessel as described in appended claim 2.

[0139] <Appendix 4> The method further includes additionally controlling at least one of the comparison targets so that the difference in the rotation speed between the comparison targets increases when comparing the rotation speeds. A method for controlling a ship according to any one of appendixes 1 to 3.

[0140] <Appendix 5> The additional control includes control to increase a rotation speed of at least one of the first power source and the second power source. 5. A method of controlling a vessel as described in appended claim 4.

[0141] <Appendix 6> The additional control includes a control to reduce a rotation speed of at least one of the first power source and the second power source. 6. A method for controlling a vessel as described in appendix 4 or 5.

[0142] <Appendix 7> The method further includes determining whether the additional control is necessary according to a determination condition; When the additional control is necessary, the additional control is performed. A method for controlling a vessel according to any one of appendix 4 to 6.

[0143] <Appendix 8> the determination condition includes a load condition related to a rotation speed of the thrust generating unit, 13. A method of controlling a vessel as described in appended claim 7.

[0144] <Appendix 9> the load condition includes a rotation speed of the thrust generation unit being less than a threshold value; 13. A method of controlling a vessel as described in appended claim 8.

[0145] <Appendix 10> The additional control is performed according to the operation content of the actuator. A method for controlling a vessel according to any one of appendixes 4 to 9.

[0146] <Appendix 11> A method for controlling a ship according to any one of appendixes 1 to 10, A marine control program for execution on one or more processors. [Explanation of symbols]

[0147] 1. Hull 2. Ship Control System 4. Thrust generation section 10 ships 31 Engine (first power source) 32 Motor (second power source) 33 Power transmission section 34 Actuator 24 Comparison processing section 25 Abnormality determination processing unit R1, R2, R3 rotation speed Th1 threshold

Claims

1. The present invention is used in a ship having a plurality of power sources including a first power source and a second power source, and transmitting power from at least one of the plurality of power sources to a propulsion generating unit via a power transmission unit to propel a hull, comparing at least two of the first power source, the second power source, and the thrust generating unit as comparison objects and comparing the rotation speeds of the comparison objects; and determining an abnormality in at least one of an actuator that drives the power transmission unit and the power transmission unit based on a result of the comparison of the rotational speeds. How to control a vessel.

2. the comparison of the rotational speeds is performed during a determination period after the actuator drives the power transmission unit; A method for controlling a vessel according to claim 1.

3. the determination period is a period within a predetermined time from the time when the actuator drives the power transmission unit, A method for controlling a vessel according to claim 2.

4. The method further includes additionally controlling at least one of the comparison targets so that the difference in the rotation speed between the comparison targets increases when comparing the rotation speeds. A method for controlling a ship according to any one of claims 1 to 3.

5. The additional control includes control to increase a rotation speed of at least one of the first power source and the second power source. A method for controlling a vessel according to claim 4.

6. The additional control includes a control to reduce a rotation speed of at least one of the first power source and the second power source. A method for controlling a vessel according to claim 4.

7. and determining whether the additional control is necessary according to a determination condition. When the additional control is necessary, the additional control is performed. A method for controlling a vessel according to claim 4.

8. the determination condition includes a load condition related to a rotation speed of the thrust generating unit, A method for controlling a vessel according to claim 7.

9. the load condition includes a rotation speed of the thrust generation unit being less than a threshold value; A method for controlling a vessel according to claim 8.

10. The additional control is performed according to the operation content of the actuator. A method for controlling a vessel according to claim 4.

11. A method for controlling a ship according to any one of claims 1 to 3, A marine vessel control program for execution by one or more processors.

12. The present invention is used in a ship having a plurality of power sources including a first power source and a second power source, and transmitting power from at least one of the plurality of power sources to a propulsion generating unit via a power transmission unit to propel a hull, a comparison processing unit that compares at least two of the first power source, the second power source, and the thrust generating unit as comparison objects and compares the rotation speeds of the comparison objects; and an abnormality determination processing unit that determines an abnormality in at least one of an actuator that drives the power transmission unit and the power transmission unit based on a result of the comparison of the rotational speeds. Ship control systems.

13. A vessel control system according to claim 12; The hull, ship.

Images