Control method for vessel, vessel control program, vessel control system, and vessel

Abstract

To provide a control method for a vessel capable of reducing load on a clutch when switching a propulsion mode, a vessel control program, a vessel control system, and the vessel.SOLUTION: A vessel includes a plurality of power sources 31, 32 including a first power source 31 (engine) and a second power source 32 (motor) and a plurality of propulsion modes with different power sources 31, 32 used for propulsion of a hull from the plurality of power sources 31, 32. The vessel is provided with an output unit 4 capable of being mechanically connected to the engine for outputting propulsion force of the hull. Control method for the vessel includes carrying out torque control of the motor during a torque control period when switching from the motor propulsion mode to a hybrid propulsion mode. The torque of the motor is maintained within a prescribed range at least until the engine and the output unit 4 are mechanically connected during the torque control period.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a control method, a ship control program, a ship control system, and a ship having multiple propulsion modes in which different power sources are used to propel the hull from multiple power sources including engines and motors. [Background technology]

[0002] As a related art, a ship equipped with an engine and a motor (electrically-driven equipment) and a hybrid system having multiple propulsion modes (drive configurations) including running by the engine, running by the engine and the motor, and running by the motor is known (see, for example, Patent Document 1). The ship according to the related art further comprises a power transmission unit interposed between the propeller and multiple power sources including the engine and the motor, and enables the propeller to be driven by both the engine and the motor. Here, the hybrid system is configured to be able to switch the above-mentioned propulsion modes by switching a clutch included in the power transmission unit.

[0003] In a vessel according to the related art, an operating lever is operated and its operating position is adjusted to switch the hull between forward, neutral and astern, and to adjust the engine driving force (rotation speed) or the motor driving force (rotation speed). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2004-255972 A Summary of the Invention [Problem to be solved by the invention]

[0005] In a ship having multiple propulsion modes with different power sources used to propel the hull, as in the related art described above, an overload may be placed on the clutch when switching from a motor propulsion mode (running by motor) to a hybrid propulsion mode (running by engine and motor). In other words, when switching from the motor propulsion mode to the hybrid propulsion mode, a sudden torque change occurs in the engine-side clutch, and this torque change may place an excessive load on the clutch.

[0006] An object of the present disclosure is to provide a vessel control method, a vessel control program, a vessel control system, and a vessel that are capable of reducing the load on a clutch when switching propulsion modes. [Means for solving the problem]

[0007] A method for controlling a ship according to one aspect of the present disclosure is used for a ship having a plurality of power sources including an engine and a motor, having a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel a hull, and being provided with an output unit that is mechanically connectable to at least the engine and outputs a propulsion force for the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. The method for controlling a ship includes controlling the torque of the motor during a torque control period when switching from the motor propulsion mode to the hybrid propulsion mode, and maintaining the torque of the motor within a predetermined range during the torque control period, at least until the engine and the output unit are mechanically connected.

[0008] A method for controlling a ship according to another aspect of the present disclosure is used for a ship having a plurality of power sources including an engine and a motor, having a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel a hull, and having an output unit that is mechanically connectable to at least the engine and outputs a propulsion force for the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. The method for controlling a ship includes, when switching from the hybrid propulsion mode to the motor propulsion mode, controlling the torque of the motor before the engine and the output unit are mechanically disconnected.

[0009] 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.

[0010] A vessel control system according to one aspect of the present disclosure is used in a vessel and includes a motor torque processing unit. The vessel includes a plurality of power sources including an engine and a motor, has a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel a hull, and is provided with an output unit that is mechanically connectable to at least the engine and outputs a propulsive force of the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. When switching from the motor propulsion mode to the hybrid propulsion mode, the motor torque processing unit controls the torque of the motor during a torque control period. During the torque control period, the torque of the motor is maintained within a predetermined range at least until the engine and the output unit are mechanically connected.

[0011] A vessel according to one aspect of the present disclosure includes the vessel control system and the hull. Effect of the Invention

[0012] According to the present invention, it is possible to provide a vessel control method, a vessel control program, a vessel control system, and a vessel that are capable of reducing the load applied to the clutch when switching propulsion modes. [Brief description of the drawings]

[0013] [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. [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 the hybrid propulsion mode of the marine vessel according to the first embodiment. [Figure 6] FIG. 6 is a flowchart illustrating an example of a process performed when the first clutch is engaged in the marine vessel control system according to the first embodiment. [Figure 7] FIG. 7 is a timing chart showing an example of processing performed when the first clutch is engaged in the marine vessel control system according to the first embodiment. [Figure 8] FIG. 8 is a flowchart illustrating an example of a process performed when the first clutch is disengaged in the marine vessel control system according to the first embodiment. [Figure 9] FIG. 9 is a timing chart showing an example of a process performed when the first clutch is disengaged in the marine vessel control system according to the first embodiment. [Figure 10] FIG. 10 is a block diagram showing an example of a control system of a main part of the marine vessel control system according to the first embodiment. [Figure 11] FIG. 11 is a block diagram showing an example of a control system of a main part of the marine vessel control system according to the first embodiment. [Figure 12] FIG. 12 is a block diagram showing an example of a control system of a main part of the marine vessel control system according to the first embodiment. [Figure 13] FIG. 13 is a timing chart showing an example of a process performed when the first clutch is engaged in the marine vessel control system according to the second embodiment. [Figure 14] FIG. 14 is a timing chart showing an example of a process performed when the first clutch is engaged in the marine vessel control system according to the second embodiment. [Figure 15] FIG. 15 is a timing chart showing an example of a process performed when the first clutch is engaged in the marine vessel control system according to the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] 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.

[0015] (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.

[0016] 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. 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.

[0017] 1, the ship 10 includes a hull 1 and a ship control system 2. The hull 1 includes a drive unit 3 that generates power, an output section 4 that outputs propulsive force 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, a display device, a communication device, and lighting equipment.

[0018] 2, the drive unit 3 has a plurality of power sources 31, 32 and a power transmission section 33. In this embodiment, the output section 4 includes a propeller, and upon receiving power generated by the drive unit 3, rotates the propeller about a rotation axis (propeller shaft), thereby outputting a propulsive force for moving the hull 1 forward or backward.

[0019] The multiple power sources 31, 32 include at least a first power source 31 and a second power source 32, each generating power (mechanical energy) used to propel the hull 1. The multiple power sources 31, 32 have different output characteristics, and the first power source 31 and the second power source 32 also differ in at least maximum output (maximum rotation speed and maximum torque). In this embodiment, the first power source 31 and the second power source 32 are different types of power sources that are completely different in terms of their system, type, etc. In short, the ship 10 according to this embodiment is equipped with a hybrid drive unit 3 having multiple types of power sources 31, 32.

[0020] In this embodiment, as an example, the first power source 31 is an engine (internal combustion engine) that generates power by burning fuel, and the second power source 32 is a motor (electric motor) that generates power by receiving a supply of electric power (electrical energy). More specifically, the first power source 31 is a diesel engine that uses diesel as fuel, and the second power source 32 is an AC motor that is driven by AC power.

[0021] The first power source 31 and the second power source 32 are driven individually and generate power. Therefore, the multiple power sources 31, 32 can be switched between, for example, a state in which only the first power source 31 of the first power source 31 and the second power source 32 is driven, a state in which only the second power source 32 is driven, and a state in which both the first power source 31 and the second power source 32 are driven. Here, the power generated by the first power source 31 and the power generated by the second power source 32 are combined in the power transmission unit 33, and the combined power is supplied to the output unit 4. Therefore, for example, by combining the power of the first power source 31 consisting of an engine with the power of the second power source 32 consisting of a motor, the second power source 32 can assist the first power source 31 and drive the output unit 4 with a larger power.

[0022] The power transmission unit 33 is provided between the multiple power sources 31, 32 and the output unit 4. The power transmission unit 33 has a function of receiving the power generated by the multiple power sources 31, 32 and transmitting this power to the output unit 4. Here, the power transmission unit 33 combines the powers from the multiple power sources 31, 32 and outputs the combined power to the output unit 4.

[0023] Furthermore, the power transmission unit 33 has a function of switching whether or not to transmit power from each of the multiple power sources 31, 32 to the output unit 4, that is, between a "transmission state" and a "disconnection state". The "transmission state" in this disclosure is a state in which each of the power sources 31, 32 and the output unit 4 is mechanically connected to transmit power from each of the power sources 31, 32 to the output unit 4. When the power transmission unit 33 is in the transmission state, each of the power sources 31, 32 is driven, and the output unit 4 is driven by the power generated by each of the power sources 31, 32. The "disconnection state" in this disclosure is a state in which each of the power sources 31, 32 is mechanically disconnected from the output unit 4 to not transmit power from each of the power sources 31, 32 to the output unit 4. Even if each of the power sources 31, 32 is driven when the power transmission unit 33 is in the disconnection state, the power generated by each of the power sources 31, 32 is not transmitted to the output unit 4, and therefore the output unit 4 is not driven.

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

[0025] An output value related to the propulsive force of the hull 1 generated in the output section 4 changes depending on the power transmitted from the drive unit 3 to the output section 4. In the present disclosure, the "output value" may be any value related to the propulsive force of the hull 1, such as the rotation speed (rotational speed) of the propeller in the output section 4 or the speed (ship speed) of the hull 1. In the present embodiment, as an example, the rotation speed of the propeller in the output section 4 is the "output value". In other words, basically, the greater the power output from the drive unit 3, the greater the output value (propeller rotation speed) becomes (the faster the rotation).

[0026] 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.

[0027] 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 first power source 31 and the second power source 32, and the state of the power transmission unit 33 (transmitted state / disconnected state, etc.).

[0028] 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 output unit 4. Furthermore, the vessel control system 2 is capable of adjusting the rotation speed of the propeller of the output unit 4 and adjusting the moving speed of the hull 1 (ship speed) by controlling the output (rotation speed or torque) of the first power source 31 or the second power source 32.

[0029] The vessel control system 2 is also capable of switching between a plurality of propulsion modes. In the present disclosure, a "propulsion mode" is a mode in which a different power source 31, 32 is used to propel the hull 1, out of the plurality of power sources 31, 32. In other words, the vessel control system 2 is capable of switching between a plurality of propulsion modes by switching which of the plurality of power sources 31, 32 is used to propel the hull 1.

[0030] In this embodiment, as an example, the multiple propulsion modes include three propulsion modes: a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode. The hybrid propulsion mode is a propulsion mode in which both the first power source 31 (engine) and the second power source 32 (motor) are used to propel the hull 1. The motor propulsion mode is a propulsion mode in which only the second power source 32 (motor) of the first power source 31 and the second power source 32 is used to propel the hull 1. The engine propulsion mode is a propulsion mode in which only the first power source 31 (engine) of the first power source 31 and the second power source 32 is used to propel the hull 1.

[0031] 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."

[0032] 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, for example, accepts various operations by the pilot and outputs an electric signal (operation signal) corresponding to the operation to the vessel control system 2. In the present 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.

[0033] A display device and a communication device are also arranged in the cockpit. The display device is a user interface for outputting various information to a person (pilot). 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. The communication device is configured to be able to communicate with another system (including a server, etc.) outside the hull 1, and is able to send and receive data between the other system.

[0034] [2] Drive unit configuration Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS.

[0035] As described above, the drive unit 3 has a plurality of power sources 31, 32 (the first power source 31 and the second power source 32) and a power transmission section 33. The drive unit 3 further has an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, and the like, as shown in Fig. 3. In Fig. 3 and the like, electrical connections such as between the drive circuit 351 and the main battery 352 are indicated by dashed lines.

[0036] In this embodiment, the first power source 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 first power source 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 first power source 31 is input to the power transmission unit 33 through the crankshaft.

[0037] In this embodiment, the second power source 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 the main battery 352, and drives the second power source 32 by converting a DC voltage output from the main battery 352 into an AC voltage and supplying it to the second power source 32. An output shaft of the second power source 32 is connected to a power transmission unit 33, and power from the second power source 32 is input to the power transmission unit 33 through the output shaft. The main battery 352 is provided separately from the auxiliary battery, and is, for example, a large-capacity secondary battery (storage battery) such as a lithium-ion battery. The charging circuit 353 is electrically connected to the main battery 352, and charges the main battery 352 using, for example, output power from a land power source (power system) or an alternator.

[0038] 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 battery 352 to an AC voltage and output it to the second power source 32, but also convert an AC voltage output from the second power source 32 to a DC voltage and output it to the main battery 352. That is, in the drive unit 3 according to this embodiment, by using the second power source 32 as a generator, it is possible to charge the main battery 352 with the drive circuit 351 by using electric energy (AC power) generated when the second power source 32 is rotated by an external force.

[0039] 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.

[0040] The first clutch 331 is inserted between the output shaft (crankshaft) of the first power source 31 and the output unit 4. In other words, the first clutch 331 is located midway along a power transmission path from the first power source 31 to the output 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).

[0041] The input side rotor 331A is connected to an output shaft (crankshaft) of the first power source 31, and the output side rotor 331B is connected to the output section 4. As a result, the input side rotor 331A receives power generated by the first power source 31 and rotates. When the first clutch 331 is in a transmitting state, the power of the first power source 31 is transmitted to the output section 4 via the first clutch 331, and when the first clutch 331 is in a disconnected state, the power of the first power source 31 is disconnected by the first clutch 331 and is not transmitted to the output section 4.

[0042] 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.

[0043] 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.

[0044] The second clutch 332 is inserted between the output shaft of the second power source 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 second power source 32 to the output 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).

[0045] 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.

[0046] The motor-side rotating body 332C is connected to the output shaft of the second power source 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 second power source 32. When the second clutch 332 is in the first transmission state, the power of the second power source 32 is transmitted to the input side rotating body 331A of the first clutch 331 via the second clutch 332, the second gear 334, and the first gear 333. At this time, when the first clutch 331 is in the transmission state, the power of the second power source 32 is combined with the power of the first power source 31 and transmitted to the output unit 4 via the first clutch 331. Furthermore, when the second clutch 332 is in the second transmission state, the power of the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. On the other hand, when the second clutch 332 is in the disengaged state, the power of the second power source 32 is interrupted by the second clutch 332 and is not transmitted to the output unit 4.

[0047] 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.

[0048] 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.

[0049] 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 to switch between a plurality of propulsion modes as illustrated in Figures 4 and 5. Figures 4 and 5 show a schematic representation of the state of the drive unit 3 in each propulsion mode, and do not illustrate the drive circuit 351, the main battery 352, and the charging circuit 353. In Figures 4 and 5, the power transmitted from the power sources 31, 32 to the output section 4 is indicated by (thick) dashed arrows.

[0050] The upper part of Fig. 4 shows a motor propulsion mode in which only the second power source 32 (motor) of the first power source 31 and the second power source 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 first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352. As a result, as shown in Fig. 4, the power generated by the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335, and the propeller of the output unit 4 is rotated to generate a propulsive force for the hull 1.

[0051] The lower part of Fig. 4 shows an engine propulsion mode in which only the first power source 31 (engine) of the first power source 31 and the second power source 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 first power source 31 and stop the second power source 32. As a result, as shown in Fig. 4, the power generated by the first power source 31 is transmitted to the output unit 4 via the first clutch 331, and the propeller of the output unit 4 is rotated, thereby generating thrust for the hull 1.

[0052] The upper part of Fig. 5 shows a "hybrid propulsion mode (low speed)" suitable for sailing at "low speed" among the hybrid propulsion modes in which both the first power source 31 (engine) and the second power source 32 (motor) 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 first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352. As a result, as shown in Fig. 5, the power generated by the first power source 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. As a result, the power from the first power source 31 and the power from the second power source 32 are combined to rotate the propeller of the output section 4, thereby generating a propulsive force for the hull 1.

[0053] The lower part of Fig. 5 shows a "hybrid propulsion mode (high speed)" suitable for "high-speed" sailing among the hybrid propulsion modes in which both the first power source 31 (engine) and the second power source 32 (motor) 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 a transmission state and the second clutch 332 to 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 first power source 31 and drive the second power source 32 with electric power from the main battery 352. As a result, as shown in Fig. 5, the power generated by the first power source 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the second power source 32 is transmitted to the output 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 first power source 31 and the power from the second power source 32 are combined to rotate the propeller of the output section 4, thereby generating a propulsive force for the hull 1.

[0054] 4, when the hull 1 is sailing, the rotational force of the propeller of the output unit 4 is supplied to the main battery 352 as regenerative energy, thereby charging the main battery 352 (charging mode). In this case, the rotational force of the output unit 4 is transmitted to the second power source 32 via the third gear 335, the fourth gear 336 and the second clutch 332, and the second power source 32 generates AC power by rotating the output shaft of the second power source 32. The AC power generated by the second power source 32 is used to charge the main battery 352 by the drive circuit 351 consisting of a bidirectional inverter circuit.

[0055] Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of Fig. 5, when the hull 1 is sailing or stopped (anchored), it is also possible to charge the main battery 352 using the power generated by the first power source 31 (charging mode). In this case, the vessel control system 2 controls the first clutch 331 to a disconnected state, so that the power generated by the first power source 31 is transmitted to the second power source 32 via the first gear 333, the second gear 334, and the second clutch 332, and the output shaft of the second power source 32 is rotated to generate AC power in the second power source 32. The AC power generated by the second power source 32 is used to charge the main battery 352 by the drive circuit 351 consisting of a bidirectional inverter circuit.

[0056] 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.

[0057] [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.

[0058] As shown in Fig. 2, the vessel control system 2 includes a mode switching processing unit 21, an engine control unit 22, a motor control unit 23, an engine speed processing unit 24, a motor torque processing unit 25, and a storage unit 26. In this embodiment, as an example, the vessel control system 2 is mainly configured as a computer system having one or more processors, and these multiple functional units (such as the mode switching processing unit 21) are realized by the one or more processors executing a vessel control program. These multiple functional units included in the vessel control system 2 may be distributed across multiple housings, or may be provided in a single housing.

[0059] The vessel control system 2 is configured to be able to communicate with devices provided in various parts of the hull 1. In other words, at least the operation device 5, the drive circuit 351 for driving the first power source 31 and the second power source 32, the electromagnetic valve for controlling the first clutch 331, and the actuator 34 for controlling the second clutch 332 are communicatively connected to the vessel control system 2. This enables the vessel control system 2 to control the drive unit 3, for example, in response to an operation signal from the operation device 5. 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.

[0060] The mode switching processing unit 21 executes processing to switch the propulsion mode of the boat 10. In this embodiment, the boat 10 has a plurality of propulsion modes including the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode as described above. In this embodiment, the mode switching processing unit 21 selects one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode in accordance with the operation of the operation device 5 by a person (pilot). As an example, the operation device 5 has a mode selection switch, and when one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode is selected by the mode selection switch, the propulsion mode is switched to that propulsion mode. In short, in this embodiment, the propulsion mode is switched in response to a switching operation by the user.

[0061] Specifically, the mode switching processing unit 21 controls the drive unit 3 to operate in the selected propulsion mode. For example, the mode switching processing unit 21 switches the propulsion mode of the vessel 10 to the motor propulsion mode by controlling the first clutch 331 to a disengaged state and the second clutch 332 to a second transmitted state (see the upper part of FIG. 4). The mode switching processing unit 21 also switches the propulsion mode of the vessel 10 to the engine propulsion mode by controlling the first clutch 331 to a transmitted state and the second clutch 332 to a disengaged state (see the lower part of FIG. 4). The propulsion mode switched by the mode switching processing unit 21, i.e., the selected propulsion mode, is preferably presented to a person (pilot) on a display device or the like, for example.

[0062] The engine control unit 22 controls the first power source 31 consisting of an engine. Specifically, the engine control unit 22 controls fuel injection for driving the first power source 31, and exhaust valve opening and closing, etc. This allows the engine control unit 22 to control the first power source 31 so as to adjust the output (mainly the rotation speed) of the first power source 31 to an arbitrary value.

[0063] The motor control unit 23 controls the second power source 32 consisting of a motor. Specifically, the motor control unit 23 controls the drive circuit 351 for driving the second power source 32, etc. This allows the motor control unit 23 to control the second power source 32 so as to adjust the output (mainly the rotation speed and torque) of the second power source 32 to an arbitrary value. Particularly in this embodiment, the motor control unit 23 is capable of two types of control for the second power source 32 (motor): 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 second power source 32 (motor) and controls the rotation speed of the second power source 32 (motor) so as to approach the target rotation speed. In the torque control, the motor control unit 23 sets a target torque of the second power source 32 (motor) and controls the torque of the second power source 32 (motor) so as to approach the target torque.

[0064] However, of the first power source 31 (engine) and the second power source 32 (motor), only the second power source 32 (motor) is capable of two types of control, namely, rotation speed control (rotation speed control) and torque control. In other words, unlike the motor control unit 23, the engine control unit 22 does not support two types of control, namely, rotation speed control (rotation speed control) and torque control.

[0065] When switching from the motor propulsion mode to the hybrid propulsion mode, the engine speed processing unit 24 synchronizes the speed of the engine (first power source 31) with the speed of the motor (second power source 32) before switching the clutch (first clutch 331) from a disconnected state to a transmitted state. Here, the first clutch 331 is a friction clutch such as a hydraulic clutch, and is provided between the engine (first power source 31) and the output unit 4 that outputs the propulsive force of the hull 1. The "counter device" here consists of at least one of the output unit 4 that generates the propulsive force of the hull 1 and the engine (first power source 31). That is, when switching from a motor propulsion mode in which only the motor (second power source 32) is used to propel the hull 1 to a hybrid propulsion mode in which both the engine (first power source 31) and the motor (second power source 32) are used to propel the hull 1, the engine speed processing unit 24 controls the rotation speed of the first power source 31 (engine) via the engine control unit 22 so as to synchronize the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32). As an example, in this embodiment, the rotation speed of the input side rotor 331A and the rotation speed of the output side rotor 331B in the first clutch 331 are approximately equal to each other, whereby the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32).

[0066] In short, when switching from the motor propulsion mode to the hybrid propulsion mode, the first clutch 331 is switched from a disconnected state to a transmitted state with the rotation speed of the engine (first power source 31) synchronized with the rotation speed of the motor (second power source 32). At this time, in the first clutch 331, the rotation speed of the input side rotor 331A connected to the engine (first power source 31) is approximately equal to the rotation speed of the output side rotor 331B connected to the motor (second power source 32) via the third gear 335, the fourth gear 336, and the second clutch 332.

[0067] The motor torque processing unit 25 torque controls the motor (second power source 32) during a torque control period after the rotation speeds are synchronized. That is, after the engine rotation speed processing unit 24 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32), the motor torque processing unit 25 switches the control of the second power source 32 (motor) from rotation speed control to torque control during a torque control period after the rotation speeds are synchronized. If the period during which the motor control unit 23 torque controls the second power source 32 (motor) is defined as a "torque control period," the torque control period begins after the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32).

[0068] The storage unit 26 includes a non-volatile storage device such as a hard disk drive (HDD) or a solid state drive (SSD) that stores various information. The storage unit 26 stores (memorizes) a control program such as a vessel control program for causing the vessel control system 2 to execute a vessel control method.

[0069] [4] Ship control method Hereinafter, an example of a control method for the vessel 10 (hereinafter also simply referred to as a "control method") executed mainly by the vessel control system 2 will be described with reference to Figs. 6 to 12.

[0070] 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.

[0071] 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.

[0072] [4.1] Overall processing

[0073] The control method according to this embodiment is used for a boat 10 equipped with multiple power sources 31, 32 including an engine (first power source 31) and a motor (second power source 32). The boat 10 has multiple propulsion modes in which different power sources 31, 32 are used to propel the hull 1 among the multiple power sources 31, 32. Furthermore, the boat 10 is provided with a clutch (first clutch 331) between at least the engine (first power source 31) and an output unit 4 that generates a propulsive force for the hull 1. Here, the multiple propulsion modes include a hybrid propulsion mode in which both the engine (first power source 31) and the motor (second power source 32) are used to propel the hull 1, and a motor propulsion mode in which the motor (second power source 32) is used to propel the hull 1.

[0074] The control method according to this embodiment includes, when switching from the motor propulsion mode to the hybrid propulsion mode, synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) before switching the clutch (first clutch 331) from a disconnected state to a transmitted state, and torque controlling the motor (second power source 32) during a torque control period after synchronizing the rotation speeds.

[0075] That is, when the propulsion mode of the vessel 10 is switched from the motor propulsion mode to the hybrid propulsion mode, the engine speed processing unit 24 of the vessel control system 2 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) before switching the first clutch 331. At this time, the engine speed processing unit 24 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) by controlling the rotation speed of the first power source 31 (engine). Then, after synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32), the motor torque processing unit 25 of the vessel control system 2 switches the control of the motor (second power source 32) to torque control. As a result, even after the first clutch 331 is switched to the transmission state, the torque of the motor (second power source 32) can be maintained, and it becomes easier to suppress the occurrence of a sudden torque change in the first clutch 331.

[0076] In this way, in the control method according to the present embodiment, when the clutch (first clutch 331) is switched from the disconnected state to the transmitted state in response to the switching of the propulsion mode of the boat 10, the rotation speed of the engine (first power source 31) can be synchronized with the rotation speed of the motor (second power source 32). This allows the input side rotor 331A connected to the engine (first power source 31) to be smoothly connected to the output side rotor 331B connected to the motor (second power source 32). Moreover, after the first clutch 331 is switched to the transmitted state, the torque of the motor (second power source 32) is maintained, which makes it easier to suppress the occurrence of a sudden torque change in the first clutch 331, and therefore the load on the clutch due to the torque change can be reduced. As a result, there is an advantage in that the load on the clutch (first clutch 331) can be reduced when the propulsion mode is switched.

[0077] In short, when the propulsion mode of the boat 10 is the motor propulsion mode and the propeller of the output unit 4 is driven (rotating) by the power of the motor (second power source 32), the engine (first power source 31) needs to be connected to the driven output unit 4 (propeller) via the first clutch 331. If a sudden torque change occurs between the input side rotor 331A and the output side rotor 331B of the first clutch 331 at this time, an excessive load is applied to the first clutch 331, and depending on the environment at that time, in the worst case, the first clutch 331 may burn out. According to the control method of this embodiment, the load applied to the clutch (first clutch 331) can be reduced when switching from the motor propulsion mode to the hybrid propulsion mode, so that the first clutch 331 is less likely to burn out.

[0078] [4.2] Processing when clutch is engaged Next, referring to Fig. 6 and Fig. 7, a detailed description will be given of the process when first clutch 331 is engaged in the control method according to this embodiment, that is, when switching from a disconnected state to a transmitted state. Fig. 7 is an example of a timing chart when first clutch 331 is engaged, showing the engine speed, engine torque, motor speed, motor torque, and the state of first clutch 331. Here, as the state of first clutch 331, a transmitted state in which input side rotor 331A and output side rotor 331B are connected is referred to as "ON", and a disconnected state in which they are disconnected is referred to as "OFF".

[0079] That is, in the control method according to this embodiment, the vessel control system 2 determines whether or not there is a clutch engagement request that instructs switching the first clutch 331 from a disengaged state to a transmitted state (S1). As an example, when the propulsion mode of the vessel 10 is switched from a motor propulsion mode to a hybrid propulsion mode (low speed), the first clutch 331 needs to be switched to a transmitted state in conjunction with the switch of the propulsion mode, and a clutch engagement request is generated. Therefore, when the propulsion mode is switched from the motor propulsion mode to the hybrid propulsion mode (low speed), the vessel control system 2 determines that there is a clutch engagement request (S1: Yes) and transitions the process to step S2. On the other hand, if there is no switch of the propulsion mode that involves switching the first clutch 331 to a transmitted state, the vessel control system 2 determines that there is no clutch engagement request (S1: No) and repeatedly executes step S1.

[0080] In step S2, the vessel control system 2 determines whether the rotation speed of the motor (second power source 32) is equal to or greater than a specified value. Here, the specified value is, for example, the rotation speed of the motor (second power source 32) when the minimum value (minimum rotation speed) of the rotation speed of the input side rotor 331A within a range adjustable by the control of the first power source 31, such as the rotation speed of the input side rotor 331A when the engine (first power source 31) is idling, and the rotation speed of the output side rotor 331B is the same. If the vessel control system 2 determines that the rotation speed of the motor (second power source 32) is equal to or greater than the specified value (S2: Yes), the vessel control system 2 shifts the process to step S3. On the other hand, if the vessel control system 2 determines that the rotation speed of the motor (second power source 32) is less than the specified value (S2: No), the vessel control system 2 skips step S3 and shifts the process to step S4.

[0081] In step S3, the engine speed processing unit 24 of the vessel control system 2 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32). At this time, the vessel control system 2 controls the rotation speed of the engine (first power source 31) by the engine control unit 22 so that the rotation speed of the input side rotor 331A approximately matches the rotation speed of the output side rotor 331B. Specifically, in the example of Fig. 7, the rotation speed of the engine (first power source 31) is increased from time t0, and at time t1, the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32).

[0082] In this way, in the control method according to the present embodiment, when switching from the motor propulsion mode to the hybrid propulsion mode, the process of synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor is switched between enabled and disabled depending on the rotation speed of the motor (second power source 32). If the rotation speed of the motor (second power source 32) is equal to or higher than a specified value, the process of synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor is enabled, and if the rotation speed of the motor is less than the specified value, the process of synchronizing the rotation speed of the engine with the rotation speed of the motor is disabled. In other words, if the rotation speed of the motor (second power source 32) is less than the specified value, the rotation speed of the input side rotor 331A cannot be synchronized (matched) with the rotation speed of the output side rotor 331B no matter how the first power source 31 is controlled. In addition, since the torque applied to the first clutch 331 when the first clutch 331 is engaged is relatively small at such low rotation speeds, the load applied to the first clutch 331 can be kept small even if the engine rotation speed is not synchronized. In such a case, by skipping the process (S3) of synchronizing the engine speeds, it is possible to shorten the time required for first clutch 331 to be engaged.

[0083] In step S4, the motor torque processing unit 25 of the vessel control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 from rotation speed control to torque control. That is, in the example of Fig. 7, after time t1 when the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32), the vessel control system 2 torque controls the motor (second power source 32) in the torque control period. Strictly speaking, the vessel control system 2 determines whether the rotation speed of the engine is synchronized with the rotation speed of the motor from time t1 to time t2, and changes the control of the second power source 32 (motor) from rotation speed control to torque control at time t2 when synchronization is confirmed.

[0084] In step S5, the vessel control system 2 connects the first clutch 331. That is, at time t2 in FIG. 7, the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmitted state (ON). At this time, the vessel control system 2 maintains the torque of the motor (second power source 32) within a predetermined range during the torque control period, at least until the clutch (first clutch 331) transitions to the transmitted state. That is, during the torque control period, even after time t2 when the first clutch 331 starts to be connected, the torque of the second power source 32 is maintained within a predetermined range until the first clutch 331 transitions to the transmitted state, that is, until it is completely connected. Here, the "predetermined range" can be arbitrarily set by its lower limit value and upper limit value. For example, it is possible to set the width of the predetermined range to 0 (zero) by setting the lower limit value and the upper limit value of the predetermined range to the same value, thereby pinpointing the predetermined range. In this case, since the predetermined range is synonymous with the predetermined value, the torque of the motor (second power source 32) is maintained at a predetermined value (constant) during the torque control period.

[0085] In this embodiment, the width of the predetermined range is set to 0 (zero), and is set to the torque of the motor (second power source 32) at time t2 when the engagement of the first clutch 331 begins. This maintains the torque of the second power source 32 (motor) at a constant value before and after the engagement of the first clutch 331. As a result, the torque required to drive the output section 4 can be provided by the second power source 32 (motor) before and after the engagement of the first clutch 331, and since the torque on the first power source 31 (engine) side is not required, the load on the first clutch 331 can be kept small.

[0086] In this state, the state of the first clutch 331 switches from the disengaged state (OFF) to the transmitted state (ON), and the first clutch 331 is engaged (S5). Then, in step S6, the vessel control system 2 gently reduces the torque of the second power source 32 (motor). In the example of Fig. 7, the motor control unit 23 gradually reduces the torque of the second power source 32 (motor) over the transition time from time t3 to time t4. With this, the vessel control system 2 ends the series of processes related to the engagement of the first clutch 331.

[0087] In this manner, in the present embodiment, in the torque control period, after the clutch (first clutch 331) transitions to the transmission state, the torque of the motor (second power source 32) is changed over the transition time. At this time, among the torque required to drive the output unit 4, the torque of the second power source 32 (motor) is reduced by the first power source 31 (engine), so the torque of the engine (first power source 31) gradually increases over the transition time from time t3 to time t4. In other words, the torque of the engine (first power source 31) increases passively. As a result, among the torque required to drive the output unit 4, the distribution between the motor (second power source 32) and the engine (first power source 31) gradually changes over the transition time. As a result, the first clutch 331 is prevented from being subjected to a load due to a sudden torque change.

[0088] Particularly in this embodiment, in step S6, when the torque of the motor (second power source 32) is changed (reduced here) over the transition time, the motor control unit 23 controls the torque of the second power source 32 so that the torque changes smoothly. In other words, the torque of the motor (second power source 32) is changed continuously during the transition time. As a result, the load on the first clutch 331 due to a sudden torque change is suppressed, compared to the case where a discontinuous change occurs such as a stepwise decrease in the torque of the motor.

[0089] The vessel control system 2 repeatedly executes the processes of steps S1 to S6 described above. However, the flowchart shown in Fig. 6 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate.

[0090] [4.3] Processing when the clutch is disengaged Next, the process when first clutch 331 is disengaged, that is, when switching from the transmission state to the disconnection state, in the control method according to this embodiment will be described in detail with reference to Figures 8 and 9. Figure 9 is an example of a timing chart showing the engine speed, engine torque, motor speed, motor torque, and the state of first clutch 331 when first clutch 331 is disengaged.

[0091] That is, in the control method according to this embodiment, the vessel control system 2 determines whether or not there is a clutch disengagement request to switch the first clutch 331 from the transmission state to the disengaged state (S11). As an example, when the propulsion mode of the vessel 10 is switched from the hybrid propulsion mode (low speed) to the motor propulsion mode, the first clutch 331 needs to be switched to the disengaged state in conjunction with the switch of the propulsion mode, and a clutch disengagement request is generated. Therefore, when the hybrid propulsion mode (low speed) is switched to the motor propulsion mode, the vessel control system 2 determines that there is a clutch disengagement request (S11: Yes) and transitions the process to step S12. On the other hand, if there is no switch of the propulsion mode accompanied by switching of the first clutch 331 to the disengaged state, the vessel control system 2 determines that there is no clutch disengagement request (S11: No) and repeatedly executes step S11.

[0092] In step S12, the motor torque processing unit 25 of the vessel control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 to torque control before switching the clutch (first clutch 331) from the transmission state to the disengaged state. That is, in the example of Fig. 9, the second power source 32 (motor) in the motor control unit 23 is torque controlled before time t3 at which the clutch (first clutch 331) is switched from the transmission state to the disengaged state. In short, in the control method according to this embodiment, when switching from the hybrid propulsion mode to the motor propulsion mode, the motor (second power source 32) is torque controlled before switching the clutch (first clutch 331) from the transmission state to the disengaged state.

[0093] In the next step S13, the vessel control system 2 gradually increases the torque of the second power source 32 (motor). In the example of FIG. 9, the motor control unit 23 gradually increases the torque of the second power source 32 (motor) over the transition time from time t1 to time t2. At this time, among the torque required to drive the output unit 4, the allocation of the first power source 31 (engine) is reduced by the increase in the torque of the second power source 32 (motor), so the torque of the engine (first power source 31) gradually decreases over the transition time from time t1 to time t2. In other words, the torque of the engine (first power source 31) passively decreases. As a result, when the clutch (first clutch 331) is disengaged, the torque of the engine (first power source 31) is already in a reduced state, and the over-rotation of the engine (first power source 31) that would cause the rotation speed to become excessive is suppressed when the first clutch 331 is disengaged.

[0094] Particularly in this embodiment, in step S13, when the torque of the motor (second power source 32) is changed (here, increased) over the transition time, the motor control unit 23 controls the torque of the second power source 32 so that the torque changes smoothly. In other words, the torque of the motor (second power source 32) is changed continuously during the transition time. As a result, the load on the first clutch 331 due to a sudden torque change is suppressed, compared to the case where a discontinuous change occurs such as a stepwise decrease in the torque of the motor.

[0095] In step S14, the vessel control system 2 disengages the first clutch 331. That is, at time t3 in Fig. 9, the state of the first clutch 331 is switched from the transmitted state (ON) to the disengaged state (OFF). At this time, the vessel control system 2 changes the control of the second power source 32 (motor) by the motor control unit 23 from torque control to rotation speed control (S15). That is, in the example of Fig. 9, after time t3 when the first clutch 331 is disengaged, the vessel control system 2 controls the rotation speed of the motor (second power source 32). With this, the vessel control system 2 ends the series of processes related to the connection of the first clutch 331.

[0096] In this way, in the control method according to this embodiment, when the clutch (first clutch 331) is switched from the transmission state to the disconnection state, the control of the motor (second power source 32) is switched from the torque control to the rotation speed control. As a result, after the first clutch 331 is disconnected and the mode is shifted to the motor propulsion mode, it is possible to control the output unit 4 by controlling the rotation speed of the motor (second power source 32) immediately.

[0097] The vessel control system 2 repeatedly executes the processes of steps S11 to S15. However, the flowchart shown in Fig. 8 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate.

[0098] [4.4] An example of a control system Next, an example of a control system for implementing the processing performed in the engine speed processing unit 24 and the motor torque processing unit 25 of the vessel control system 2 will be described. Fig. 10 shows a control system that generates a target speed of the first power source 31 in the speed control of the engine (first power source 31). Fig. 11 shows a control system that generates a target torque of the second power source 32 in the torque control of the motor (second power source 32). Fig. 12 shows an example of the switching processing block of Figs. 10 and 11.

[0099] In the block diagram of FIG. 10, the engine speed conversion block B3 converts the motor speed into the engine speed. In the block diagram of FIG. 11, the torque holding block B11 holds the engine torque, and the torque holding block B12 holds the motor torque. In the block diagram of FIG. 11, the speed control block B16 performs speed control calculation of the motor (second power source 32) to generate a target torque. The first switching process block B1 and the second switching process block B2 in FIG. 10, as well as the third switching process block B13, the fourth switching process block B14, and the fifth switching process block B15 in FIG. 11 are realized by a control system as shown in FIG. 12. These switching process blocks use a synthesis ratio α to synthesize an input value A (a value input to A) and an input value B (a value input to B) in accordance with a switching instruction from the outside, and output the result as an output value. Here, as an example, the combination ratio α indicates the ratio of the input value B to the total output value, and varies between "0" and "1".

[0100] According to the control system shown in Fig. 12, an addition / subtraction value determination block B21 determines an addition value or a subtraction value in accordance with a switching instruction. A counter block B22 outputs a counter value that increases (or decreases) in increments of an addition value (or a subtraction value). A switching characteristic map block B23 calculates a synthesis ratio α corresponding to the counter value in accordance with the switching characteristic map. A synthesis ratio calculation block B24 uses the synthesis ratio α to calculate an output value according to the following formula 1. Output value = Input value A × (1-α) + Input value B × α (Equation 1)

[0101] As a result, when the switching processing block receives an instruction to switch from input value A to input value B, the output value gradually changes from input value A to input value B. Therefore, in the block diagram of Fig. 10, the engine speed can be changed continuously as shown in Fig. 7, and in the block diagram of Fig. 11, the motor torque can be changed continuously as shown in Fig. 7.

[0102] In this configuration, the operation when the engine (first power source 31) is connected to switch to the hybrid propulsion mode while the hull 1 is traveling in the motor propulsion mode, that is, when the first clutch 331 is connected, will be described. First, in the motor propulsion mode, the first switching process block B1 and the second switching process block B2 in Fig. 10 and the fifth switching process block B15 in Fig. 11 output the input value B as an output value. The other blocks, the third switching process block B13 and the fourth switching process block B14, output the input value A as an output value.

[0103] From this state, the output value of block B1 of the first switching process is switched from input value B to input value A, thereby determining the target rotation speed of the engine (first power source 31) so that the engine rotation speed is synchronized with the motor rotation speed. At this time, in block B1 of the first switching process, the input value B (idling rotation speed) is gradually switched to input value A (engine rotation speed equivalent to the actual motor rotation speed), so that the engine rotation speed is gradually synchronized with the motor rotation speed. Here, a synchronization determination is performed, and after it is determined that the engine rotation speed is synchronized with the motor rotation speed, the first clutch 331 is connected, that is, switched from the disconnected state to the transmitted state.

[0104] At this time, simultaneously with the connection of the first clutch 331, the output value of the block B14 of the fourth switching process is switched from the input value A to the input value B, and the output value of the block B15 of the fifth switching process is switched from the input value B to the input value A. At this time, in the block B14 of the fourth switching process, the input value A is instantly switched to the input value B. Here, since the input value B of the block B14 of the fourth switching process is the motor torque held in the torque holding block B12, the motor torque immediately before the connection of the first clutch 331 is held as a result. Here, in the block B15 of the fifth switching process, the input value B (motor torque equivalent to the motor rotation speed instruction) is instantly switched to the input value A (output value of the fourth switching process). Then, in the block B14 of the fourth switching process, the input value B (motor torque immediately before the connection of the first clutch 331) is gradually switched to the input value A (output value of the third switching process) in consideration of the characteristics of the clutch 331. This prevents overload on the first clutch 331.

[0105] Conversely, the operation when the engine (first power source 31) is disconnected and the mode is switched to the motor propulsion mode while the hull 1 is traveling in the hybrid propulsion mode, that is, when the first clutch 331 is disengaged, will be described. First, in the hybrid propulsion mode, the block B2 of the second switching process in Fig. 10, the block B13 of the third switching process in Fig. 11, the block B14 of the fourth switching process, and the block B15 of the fifth switching process in Fig. 11 output the input value A as an output value. The other block B1 of the first switching process outputs the input value B as an output value.

[0106] From this state, the output value of the block B13 of the third switching process is gradually switched from the input value A to the input value B, and the torque of the engine (first power source 31) is gradually assisted by the motor (second power source 32), thereby gradually reducing the load on the engine. At this time, in the block B13 of the third switching process, the input value A (hybrid torque command) is gradually switched to the input value B (engine torque immediately before the first clutch 331 is disengaged), and the torque provided by the motor (second power source 32) side gradually increases. When the assist by the motor is completed, the first clutch 331 is disengaged, that is, the state is switched from the transmission state to the disconnected state. At this time, the output value of the block B15 of the fifth switching process is switched from the input value A to the input value B. Here, since the rotation speed control is PID (Proportional-Integral-Differential) control, the I control unit determines the initial value of the integral from the immediately previous output torque when the block B15 of the fifth switching process is switched.

[0107] However, the control systems shown in Figs. 10, 11, and 12 are merely examples, and for example, the synthesis ratio α may be determined by other methods.

[0108] [5] Variations Below, we will list some modified examples of the embodiment 1. The modified examples explained below can be applied in appropriate combinations.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] Moreover, the first power source 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine, or a power source other than an engine (such as a motor). The second power source 32 is also not limited to an AC motor, and may be, for example, a DC motor, or a power source other than a motor (such as an engine). As an example, the first power source 31 may be a motor, and the second power source 32 may be an engine. Furthermore, the first power source 31 and the second power source 32 may both be the same type of power source, such as an engine (or a motor), and even in this case, it is preferable that the output characteristics of the first power source 31 and the second power source 32 are different due to, for example, a difference in displacement, etc.

[0114] Furthermore, the ship 10 may be provided with multiple power sources 31, 32 in the hull 1, and may be provided with three or more power sources, for example, a third power source in addition to the first power source 31 and second power source 32.

[0115] Furthermore, the operation unit 51 is not limited to an operation lever, and may be, for example, a foot-operated operation pedal, a touch panel, a keyboard, a pointing device, or the like. If the operation unit 51 is an operation pedal, the amount of depression becomes the operation amount of the operation unit 51. Furthermore, the operation unit 51 may adopt a form such as voice input, gesture input, or input of an operation signal from another terminal.

[0116] Furthermore, it is not essential that the propulsion mode be switched in response to a switching operation by the user (pilot). For example, the mode switching processing unit 21 of the vessel control system 2 may automatically switch the propulsion mode in response to the navigation conditions of the vessel 1, such as the current position or vessel speed of the vessel 1, or the remaining capacity of the main battery 352, etc.

[0117] In addition, during the torque control period, it is not essential to maintain the torque of the motor (second power source 32) within a predetermined range until the first clutch 331 transitions to the transmission state. In addition, during the torque control period, it is not essential to change the torque of the motor (second power source 32) over the transition time after the first clutch 331 transitions to the transmission state. In addition, it is not essential to continuously change the torque of the motor (second power source 32) during the transition time, and the torque may be changed discontinuously (discretely). In addition, when switching from the hybrid propulsion mode to the motor propulsion mode, it is not essential to control the torque of the motor (second power source 32) before switching the first clutch 331 from the transmission state to the disconnected state. In addition, it is not essential to switch the control of the motor (second power source 32) from torque control to rotation speed control when switching the first clutch 331 from the transmission state to the disconnected state.

[0118] Furthermore, when switching from the motor propulsion mode to the hybrid propulsion mode, it is not essential to switch between enabled and disabled the process of synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor depending on the rotation speed of the motor (second power source 32). In other words, the rotation speed of the engine (first power source 31) may be synchronized with the rotation speed of the motor regardless of the rotation speed of the motor (second power source 32).

[0119] (Embodiment 2) The control method for the boat 10 according to this embodiment differs from the control method according to the first embodiment in that the process for engaging the first clutch 331 changes depending on the sub-mode of the hybrid propulsion mode. Hereinafter, the same components as those in the first embodiment are denoted by the same reference numerals and the description thereof will be omitted as appropriate. Figures 13 to 15 are all example timing charts showing the engine speed, engine torque, motor speed, motor torque, and the state of the first clutch 331 when the first clutch 331 is engaged.

[0120] In this embodiment, as an example, the hybrid propulsion mode has three sub-modes: a zero torque mode, an assist mode, and a power generation mode. The zero torque mode is a mode in which the engine (first power source 31) replaces all torque of the motor (second power source 32), thereby making the motor torque approximately 0 (zero). The assist mode is a mode in which the output of the engine (first power source 31) is used to assist the motor (second power source 32). The power generation mode is a mode in which the output of the engine (first power source 31) is used to charge the main battery 352. The process related to the connection of the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode differs for each sub-mode of the hybrid propulsion mode.

[0121] First, a process for connecting the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode of the zero torque mode will be described. In this case, the process is substantially the same as that described with reference to Fig. 7 in the first embodiment. Specifically, the torque of the second power source 32 (motor) is gradually reduced during the transition time from time t3 to time t4, and is controlled so that the motor torque is reduced to 0 (zero) torque at time t4 in Fig. 7.

[0122] Next, a process for connecting the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode of the assist mode will be described with reference to Fig. 13. In this case, as shown in Fig. 13, even after the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmitted state (ON) at time t2, the torque of the motor (second power source 32) at time t2 when the connection of the first clutch 331 begins is maintained as the motor torque. Furthermore, even after time t3 when the first clutch 331 is connected, the torque of the motor at time t2 is maintained as long as the target torque of the motor (second power source 32) at that time does not change.

[0123] Alternatively, even in the same assist mode, when the target torque of the motor (second power source 32) increases, such as when the hull 1 is further accelerated in the hybrid propulsion mode, the result is as shown in FIG. 14. In FIG. 14, even after the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmitted state (ON) at time t2, the torque of the motor (second power source 32) at time t2 when the connection of the first clutch 331 begins is maintained as the motor torque. However, after time t3 when the first clutch 331 is connected, the torque of the motor (second power source 32) is changed over the transition time so as to approach the target torque. In the example of FIG. 14, the motor torque gradually (and continuously) increases over the transition time from time t3 to time t4. In this case, the engine torque, engine speed, and motor speed increase continuously after time t3, accelerating the hull 1.

[0124] Next, a process for connecting the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode, which is a power generation mode, will be described with reference to FIG. 15. In this case, as shown in FIG. 15, even after the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmitted state (ON) at time t2, the torque of the motor (second power source 32) at time t2 when the connection of the first clutch 331 starts is maintained as the motor torque. Then, after time t3 when the first clutch 331 is connected, the torque of the second power source 32 (motor) is gradually reduced. That is, the motor control unit 23 gradually reduces the torque of the second power source 32 (motor) over the transition time from time t3 to time t4. At this time, the motor torque decreases from "positive" to "negative". Here, the motor torque when the second power source 32 (motor) is driving the output section 4 as a load is defined as "positive", and conversely, the motor torque when the output section 4 is driving the second power source 32 (motor) as a load is defined as "negative".

[0125] In other words, in the example of FIG. 15, after the motor torque falls below 0 (zero) and becomes "negative," the second power source 32 can be used as a generator, and the main battery 352 can be charged by the drive circuit 351 using the electrical energy (AC power) generated when the second power source 32 is rotated by an external force.

[0126] As described above, when the hybrid propulsion mode has various sub-modes, the process related to the connection of first clutch 331 changes depending on the sub-mode. Then, depending on the sub-mode, as in the above-mentioned assist mode (during acceleration), there are cases where the torque of the motor (second power source 32) is increased over the transition time after the clutch (first clutch 331) transitions to the transmission state.

[0127] The configuration of the second embodiment can be adopted in appropriate combination with the various configurations (including modified examples) described in the first embodiment.

[0128] <Notes on the invention> A method for controlling a ship according to one aspect of the present disclosure is used for a ship having a plurality of power sources including an engine and a motor, having a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel a hull, and having a clutch provided between at least the engine and an output unit that outputs a propulsion force of the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. The method for controlling a ship includes, when switching from the motor propulsion mode to the hybrid propulsion mode, synchronizing a rotation speed of the engine with a rotation speed of the motor before switching the clutch from a disengaged state to a transmitted state, and torque controlling the motor during a torque control period after synchronizing the rotation speeds.

[0129] A method for controlling a ship according to another aspect of the present disclosure is used for a ship having multiple power sources including an engine and a motor, having multiple propulsion modes in which different power sources among the multiple power sources are used to propel a hull, and having a clutch provided between at least the engine and an output unit that outputs a propulsion force of the hull. The multiple propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. The method for controlling a ship includes, when switching from the hybrid propulsion mode to the motor propulsion mode, torque controlling the motor before switching the clutch from a transmission state to a disengaged state.

[0130] A vessel control system according to one aspect of the present disclosure is used in a vessel, and includes an engine speed processing unit and a motor torque processing unit. The vessel includes a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel a hull, and a clutch is provided between at least the engine and an output unit that outputs a propulsive force of the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. When switching from the motor propulsion mode to the hybrid propulsion mode, the engine speed processing unit synchronizes the rotation speed of the engine with the rotation speed of the motor before switching the clutch from a disengaged state to a transmitted state. The motor torque processing unit torque controls the motor during a torque control period after synchronizing the rotation speeds. [Explanation of symbols]

[0131] 1. Hull 2. Ship Control System 4 Output section 10 ships 24 Engine RPM Processing Unit 25 Motor torque processing section 31 First power source (engine) 32 Second power source (motor) 331 (1st) Clutch

Claims

1. The vessel is used in a vessel having a plurality of power sources including an engine and a motor, the vessel having a plurality of propulsion modes in which a different power source is used for propulsion of the hull among the plurality of power sources, and the vessel is provided with an output unit that is mechanically connectable to at least the engine and outputs a propulsive force of the hull, The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull, When switching from the motor propulsion mode to the hybrid propulsion mode, a torque control is performed on the motor during a torque control period, during the torque control period, the torque of the motor is maintained within a predetermined range at least until the engine and the output unit are mechanically connected to each other; How to control a vessel.

2. After the engine and the output are mechanically connected, the torque of the motor is varied over a transition time. A method for controlling a vessel according to claim 1.

3. During the transition time, the torque of the motor is changed continuously. A method for controlling a vessel according to claim 2.

4. The vessel is used in a vessel having a plurality of power sources including an engine and a motor, the vessel having a plurality of propulsion modes in which a different power source is used for propulsion of the hull among the plurality of power sources, and the vessel is provided with an output unit that is mechanically connectable to at least the engine and outputs a propulsive force of the hull, The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull, When switching from the hybrid propulsion mode to the motor propulsion mode, before the engine and the output unit are mechanically disconnected, the torque of the motor is controlled. How to control a vessel.

5. A method for controlling a ship according to any one of claims 1 to 4, A ship control program for execution on one or more processors.

6. The vessel is used in a vessel having a plurality of power sources including an engine and a motor, the vessel having a plurality of propulsion modes in which a different power source is used for propulsion of the hull among the plurality of power sources, and the vessel is provided with an output unit that is mechanically connectable to at least the engine and outputs a propulsive force of the hull, The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull, a motor torque processing unit that controls the torque of the motor during a torque control period when switching from the motor propulsion mode to the hybrid propulsion mode; during the torque control period, the torque of the motor is maintained within a predetermined range at least until the engine and the output unit are mechanically connected to each other; Ship control systems.

7. A vessel control system according to claim 6 ; The hull, ship.

Images