Watercraft propulsion system

Abstract

To provide a watercraft propulsion system of a constitution that is suitable for deterioration estimation of a battery for starting an outboard engine.SOLUTION: A watercraft propulsion system (an onboard system 80) includes: an outboard engine 60; and a battery 88 to be mounted on a hull 51. The outboard engine comprises: a pair of connection terminals TP; a starter motor 68 driven by power supplied from the pair of connection terminals; and an engine 61 started by the starter motor. The watercraft propulsion system includes a pair of battery cables 90 connecting a pair of terminals TB of the battery and the pair of connection terminals respectively. Further, the watercraft propulsion system includes an estimation basic information acquiring unit (a communicator 1) for acquiring a voltage between the connection terminals coming out between the terminals of the pair of connection terminals when the starter motor is driven, as estimation basic information for estimating deterioration of the battery.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This invention relates to a ship propulsion system. Further, this invention relates to a battery degradation estimation unit used in a ship propulsion system. Furthermore, this invention relates to a ship equipped with a ship propulsion system.

Background Art

[0002] Patent Document 1 discloses an in-vehicle battery management device. This device includes a sensor that measures the terminal voltage and terminal current of an in-vehicle battery, an arithmetic processing unit that calculates and determines the internal resistance based on the measured values and determines the degree of battery degradation, and a display unit for the battery state provided at a location visible from the driver's seat.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Patent Document 1 does not describe anything regarding the estimation of the degradation of the battery mounted on a ship.

[0005] In particular, in a ship equipped with an outboard motor using an engine as a drive source, a battery for supplying power to the starter motor is mounted on the hull, and the battery and the outboard motor are connected by a battery cable. Therefore, the distance between the battery and the outboard motor is long, and the battery cable becomes long accordingly. Moreover, the combination of the hull and the outboard motor is various, and the mounting position of the outboard motor with respect to the hull and the arrangement of the battery inside the hull are also various. Therefore, the length of the battery cable follows the individual design of each ship. Therefore, even if the technology regarding in-vehicle batteries is applied as it is, it is impossible to accurately estimate the degradation of the battery.

[0006] Therefore, one embodiment of the present invention provides a ship propulsion system configured to be suitable for estimating the deterioration of a battery for starting an engine of an outboard motor. Further, one embodiment of the present invention provides a battery deterioration estimation unit used in such a ship propulsion system. Furthermore, one embodiment of the present invention provides a ship including the ship propulsion system as described above.

Means for Solving the Problems

[0007] One embodiment of the present invention provides a ship propulsion system including an outboard motor and a battery mounted on a hull. The outboard motor includes a pair of connection terminals, a starter motor driven by electric power supplied from the pair of connection terminals, and an engine started by the starter motor. The ship propulsion system includes a pair of battery cables that respectively connect the pair of terminals of the battery and the pair of connection terminals. Further, the ship propulsion system includes an estimation basic information acquisition unit that acquires, as estimation basic information for estimating the deterioration of the battery, the voltage between the connection terminals that appears between the terminals of the pair of connection terminals when the starter motor is being driven.

[0008] When the starter motor is driven and the engine is started, electric power is supplied from the battery to the starter motor via the battery cable. At this time, due to the current flowing through the battery cable, a voltage drop occurs between the battery and the connection terminals of the outboard motor. Different from the case of an automobile, since the battery cable connecting between the battery mounted on the hull and the outboard motor is long, the voltage drop in the battery cable affects the driving of the starter motor at the time of engine start. Therefore, the voltage drop in the battery cable cannot be ignored. Further, different from the case of an automobile, since the battery cable has an individual length for each ship, the voltage drop in the battery cable is different for each individual ship.

[0009] Therefore, in this embodiment, the voltage between the connection terminals that appears between the terminals of a pair of connection terminals provided in the outboard motor is used for estimating battery degradation. More specifically, the voltage between the connection terminals when the starter motor is being driven is acquired as estimation basis information for battery degradation. Since this voltage between the connection terminals is the voltage at the outboard motor side end of the battery cable when the current for driving the starter motor is flowing through the battery cable, it is a value that takes into account the voltage drop in the battery cable. Therefore, battery degradation can be estimated in consideration of the voltage drop in battery cables of different lengths in individual ships. Simply put, by taking into account the voltage drop in the battery cable, it is possible to estimate the allowable degradation of the battery for engine starting.

[0010] The voltage between the connection terminals may be detected, for example, by an engine controller (engine ECU (electronic control unit)) provided in the outboard motor to control the engine of the outboard motor. The estimation basis information acquisition unit may be the engine controller. Further, the estimation basis information acquisition unit may be another device that acquires information on the voltage between the connection terminals from the engine controller by data communication.

[0011] In one embodiment of the present invention, the estimation basis information acquisition unit further acquires, as the estimation basis information, the current flowing through the battery cable when the starter motor is being driven. According to this configuration, the degradation of the battery can be estimated using the voltage between the connection terminals and the current flowing through the battery cable. For example, the degradation of the battery may be estimated by evaluating the internal resistance of the battery using the voltage between the connection terminals and the current.

[0012] In one embodiment of the present invention, the estimated basic information acquisition unit further acquires, as the estimated basic information, the battery terminal voltage that appears between the pair of terminals of the battery when the starter motor is being driven. According to this configuration, the deterioration of the battery can be estimated using the connection terminal voltage and the battery terminal voltage. For example, when starting the starter motor, the deterioration of the battery may be estimated by measuring the drop in the connection terminal voltage and the drop in the battery terminal voltage and evaluating the ratio between them.

[0013] In one embodiment of the present invention, the marine propulsion system further includes a deterioration estimation unit that estimates the deterioration of the battery using the estimated basic information acquired by the estimated basic information acquisition unit.

[0014] The deterioration estimation unit may be realized, for example, by the function of an engine controller (engine ECU) provided in the outboard motor to control the engine of the outboard motor. Also, the estimated basic information acquisition unit may be realized by the function of another device that acquires information on the connection terminal voltage from the engine controller by data communication.

[0015] In one embodiment of the present invention, the marine propulsion system further includes a communication device that communicates with a server and transmits the estimated basic information acquired by the estimated basic information acquisition unit to the server. The server is programmed to execute the function of the deterioration estimation unit using the estimated basic information received from the communication device.

[0016] The server is typically located on land, that is, outside the hull, but the server may be arranged inside the hull. When the server is placed on land, typically, the communication device communicates with the server via a network such as the Internet and transmits the estimated basic information. The communication device may also have the function of the estimated basic information acquisition unit.

[0017] In this embodiment, since the degradation of the battery is estimated on the server, a client connectable to the server can obtain the battery degradation information from the server. Therefore, it becomes easier to utilize the battery degradation information. For example, the battery degradation information can be used for the maintenance of the ship propulsion system.

[0018] In one embodiment of the present invention, the ship propulsion system further includes a notification unit that notifies the user of the estimation result of the degradation of the battery.

[0019] The notification unit may be a display such as a gauge or an indicator provided on the ship. In this case, the battery degradation estimation result is notified to the user by display. The function of the notification unit may be realized by the aforementioned server. The server may display the battery degradation estimation result on a web page browsable by the client. Further, the server may notify the battery degradation estimation result via an application installed in the client. Further, the server may notify the battery degradation estimation result by sending an e-mail to a preset e-mail address.

[0020] In one embodiment of the present invention, the degradation estimation unit estimates the degradation of the battery by obtaining the internal resistance of the battery and evaluating the internal resistance (specifically, comparing it with a threshold value). In this case, since the internal resistance is obtained using the voltage between the connection terminals included in the estimation basic information, the internal resistance taking into account the length of the battery cable in each ship is obtained. By evaluating such an internal resistance, it is possible to estimate the battery degradation in consideration of the length of the battery cable in each ship.

[0021] In one embodiment of the present invention, the deterioration estimation unit estimates the deterioration of the battery by using a first voltage drop from an inter-terminal voltage between the pair of connection terminals before the starter motor is driven to a minimum voltage between the pair of connection terminals during the driving of the starter motor, and a second voltage drop from an inter-terminal voltage between the pair of terminals of the battery before the starter motor is driven to a minimum inter-terminal voltage of the battery between the pair of terminals during the driving of the starter motor (more specifically, by using a ratio of the first voltage drop to the second voltage drop).

[0022] Before the starter motor is driven, a large current does not flow through the battery cable, so the inter-terminal voltage between the connection terminals is substantially equal to the inter-terminal voltage between the battery terminals when not driven. Therefore, the inter-terminal voltage between the battery terminals when not driven may be used as the inter-terminal voltage between the connection terminals when not driven.

[0023] The inter-terminal voltage between the connection terminals is the voltage at the outboard motor side end of the battery cable, and the first voltage drop observed at the connection terminals includes the voltage drop in the battery cable in addition to the voltage drop due to the internal resistance of the battery. On the other hand, the second voltage drop observed at the battery terminals includes the voltage drop due to the internal resistance of the battery but does not include the voltage drop in the battery cable. Therefore, by using the first voltage drop and the second voltage drop, it is possible to estimate the battery deterioration taking into account the length of the battery cable specific to each ship.

[0024] In one embodiment of the present invention, the deterioration estimation unit sets a threshold value based on a minimum value of a ratio of the second voltage drop to the first voltage drop after the battery is introduced into the ship propulsion system, and estimates the deterioration of the battery by comparing a ratio of the second voltage drop to the first voltage drop with the threshold value. The threshold value may be set by multiplying the minimum value by a threshold coefficient.

[0025] In one embodiment of the present invention, the deterioration estimation unit sets the threshold value based on the voltage between the battery terminals when not driven and the minimum value. For example, the threshold value may be set by multiplying the minimum value by a threshold coefficient that varies according to the battery voltage when not driven.

[0026] In one embodiment of the present invention, the deterioration estimation unit compares the voltage between the pair of connection terminals during a period in which the starter motor is driven and the engine is being cranked with a threshold value to estimate the deterioration of the battery.

[0027] The threshold value may be the minimum required voltage to be applied to the starter motor during cranking. By appropriately setting the threshold value in this way, regardless of the length of the battery cable that varies depending on each ship, it is possible to estimate whether the deteriorated state of the battery can apply the voltage required for cranking to the starter motor.

[0028] The voltage between the connection terminals during the period in which the engine is being cranked is the voltage observed from when the voltage stabilizes after the rotation of the starter motor starts after passing through the voltage drop peak period immediately before the starter motor starts to move immediately after energization until the first explosion of the engine. For example, it may be the voltage between the terminals detected at the sampling period immediately before the first explosion of the engine. The first explosion of the engine can be detected, for example, when the rotation of the engine exceeds the rotation of the starter motor, or when the load on the starter motor is reduced and the voltage between the terminals returns to the voltage when not driven.

[0029] In one embodiment of the present invention, a plurality of the outboard motors are commonly connected to the battery, and the engines of the plurality of outboard motors are started one by one in order. The deterioration estimation unit estimates the deterioration of the battery using the lowest value among the voltages that appear between the pair of connection terminals of the plurality of outboard motors when the starter motors of the plurality of outboard motors are each driven.

[0030] According to this configuration, when starting the engines of a plurality of outboard motors in sequence, the voltage between connection terminals in each outboard motor is monitored while the starter motor of each outboard motor is being driven. Then, using the lowest value among them, the deterioration of the battery is estimated. Thereby, it is possible to examine whether the battery is in a state where the engines of all outboard motors can be started, that is, the deterioration state of the battery.

[0031] One embodiment of the present invention provides the battery deterioration estimation unit used in the aforementioned marine propulsion system.

[0032] One embodiment of the present invention provides a ship including a hull and the aforementioned marine propulsion system mounted on the hull.

Advantages of the Invention

[0033] According to the present invention, it is possible to provide a marine propulsion system configured suitable for estimating the deterioration of a battery for starting the engine of an outboard motor, a battery deterioration estimation unit used in such a marine propulsion system, and a ship equipped with the aforementioned marine propulsion system.

Brief Description of the Drawings

[0034]

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[0035] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0036] FIG. 1 is a diagram for explaining an overview of a ship information collection system according to an embodiment of the present invention. The ship information collection system 100 includes a communication device 1 that collects and transmits information on devices installed on a ship 5, and a server 2 that communicates with the communication device 1. The communication device 1 may be installed on the ship 5. Further, the communication device 1 may be configured as a portable device and may be a device brought onto the ship 5 by a crew member as needed.

[0037] The communication device 1 and the server 2 can communicate via the network 4. That is, the communication device 1 and the server 2 are communicatively connected to the network 4, respectively. The network 4 typically includes the Internet 4A. The communication device 1 is communicatively connected to a wireless data communication network 4B such as a mobile phone network, for example, and is communicatively connected to the Internet 4A via the wireless data communication network 4B.

[0038] The server 2 can typically communicate with the client 3. The client 3 may be a client terminal device (hereinafter referred to as the "dealer client 3D") provided in the dealer's office and / or the marina's office. Also, the client 3 may be a mobile terminal device such as a smartphone carried by the user (hereinafter referred to as the "user client 3U"). The dealer client 3D may be configured to be connectable to the Internet 4A via a local area network (not shown) constructed in the office, or may be configured to be connectable to the Internet 4A via the wireless data communication network 4B. The user client 3U is typically configured to be connectable to the Internet 4A via the wireless data communication network 4B. Also, the user client 3U may be communicatively connected to the communication device 1 within the ship for data communication. In this case, the user client 3U may be connectable to the network 4 via the communication device 1.

[0039] FIG. 2 is a block diagram for explaining a configuration example of the ship 5. The ship 5 includes a hull 51 and various devices (outfitting devices) outfitted on the hull 51. The outfitting devices typically include input devices (steering devices) for ship operation, a controller 81 for overall control of the devices outfitted on the ship 5, a propulsion machine that applies propulsion force to the hull 51, and a steering device (steering device) for changing the traveling direction of the hull 51. In this embodiment, the communication device 1 is also one of the outfitting devices.

[0040] The input devices include, in this example, a steering wheel 52 and a remote control 55.

[0041] The propulsion device includes, in this example, an outboard motor 60 as an example of the main engine (main propulsion device). Specifically, one or more outboard motors 60 are arranged at the stern. In this example, a plurality of (more specifically, three) outboard motors 60 are attached side by side on the left and right at the stern. In this example, the outboard motor 60 is an inboard engine outboard motor that drives a propeller 65 using an engine 61 (internal combustion engine) as a power source. The three outboard motors 60 specifically include a central outboard motor 60C arranged in the center, and a port outboard motor 60P and a starboard outboard motor 60S arranged on the left and right thereof, respectively.

[0042] The steering device is, in this example, a steering 70 that steers the outboard motor 60 left and right. One steering 70 is provided for each outboard motor 60, and in this example, three steerings 70 are provided. The three steerings 70 are a central steering 70C, a port steering 70P, and a starboard steering 70S that respectively correspond to the central outboard motor 60C, the port outboard motor 60P, and the starboard outboard motor 60S.

[0043] The steering wheel 52 is rotated by the operator. The operation angle of the steering wheel 52 is detected by an operation angle sensor 53 and input to a helm ECU (electronic control unit) 54. The remote control 55 includes an accelerator lever 56 that is operated by the operator to adjust the direction (forward or backward) and magnitude of the propulsion force generated by the outboard motor 60. The operation position of the accelerator lever 56 is detected by an accelerator position sensor 57 and input to a remote control ECU 58.

[0044] The outboard motor 60 includes an engine 61, a propeller 65 driven by the engine 61, a shift mechanism 66, a starter motor 68 for starting the engine 61, and an engine ECU 63. The shift mechanism 66 has a plurality of shift positions, namely, a forward position, a reverse position, and a neutral position. The forward position is a shift position where the propeller 65 is rotated forward by the driving force of the engine 61. The reverse position is a shift position where the propeller 65 is rotated backward by the driving force of the engine 61. The neutral position is a shift position that cuts off the power transmission between the engine 61 and the propeller 65. The engine ECU 63 controls the operation of a shift actuator 67 that operates the shift mechanism 66, thereby controlling the direction of the propulsive force. Further, the engine ECU 63 controls the operation of a throttle actuator 62 that drives the throttle valve of the engine 61, thereby controlling the magnitude of the propulsive force.

[0045] The steering 70 includes a steering actuator 71 and a steering ECU 72 that controls it. The steering actuator 71 generates power for rotating the outboard motor 60 left and right about a steering shaft (not shown). Thereby, the direction of the propulsive force applied by the outboard motor 60 to the hull 51 changes left and right, and the traveling direction of the ship 5 changes. The steering 70 may be a unit integrated with the outboard motor 60 or a unit separate from the outboard motor 60. FIG. 2 shows an example in which the steering 70 is configured as a unit integrated with the outboard motor 60 (for example, built into the outboard motor 60).

[0046] Inside the ship, a network for data communication, that is, an in-ship network 77, is constructed. In this embodiment, the in-ship network 77 includes a ship control CAN (Control Area Network) 75 and a propulsion control CAN 76. The in-ship network 77 may further include more sub-networks. The in-ship network 77 and various shipboard equipment connected to the in-ship network 77 constitute an in-ship system 80. The in-ship system 80 is an example of a ship propulsion system according to an embodiment of the present invention.

[0047] The propulsion control CAN 76 is connected to the remote control ECU 58, the helm ECU 54, the engine ECU 63, and the steering ECU 72. Therefore, the output command from the remote control ECU 58 is transmitted to the engine ECU 63 via the propulsion control CAN 76. The output command is a signal for commanding the direction (forward or reverse) and magnitude of the propulsion force of each outboard motor 60. Also, the steering command from the helm ECU 54 is transmitted to the steering ECU 72 via the propulsion control CAN 76. The steering command is a command signal corresponding to the operation direction (rotation direction) and operation angle of the steering wheel 52, and is a signal for commanding the steering direction and steering angle of the outboard motor 60.

[0048] The remote control ECU 58 is also connected to the ship control CAN 75. The controller 81 is further connected to the ship control CAN 75. Therefore, the controller 81 can obtain information on the output command from the remote control ECU 58.

[0049] Also, the controller 81 can obtain various information from the outfitting equipment connected to the propulsion control CAN 76, more specifically, the helm ECU 54, the engine ECU 63, and the steering ECU 72, via the remote control ECU 58.

[0050] Therefore, the controller 81 can obtain the information of the steering command output by the helm ECU 54. Furthermore, for example, the controller 81 can obtain the information of the steering command received by the steering ECU 72 and the detection result information of various sensors 73 provided in the steering 70. The sensors 73 include, for example, a steering angle sensor. The steering angle sensor detects the actual steering angle of the outboard motor 60. The steering angle sensor may be a sensor that detects the operating amount of the steering actuator 71. Furthermore, the controller 81 can obtain various information from the engine ECU 63. For example, the controller 81 can obtain the information of the output command received by the engine ECU 63 and the detection result information of various sensors 64 provided in the outboard motor 60. The sensors 64 include, for example, a throttle opening sensor, an engine rotation speed sensor, and an engine temperature sensor. The throttle opening sensor is a sensor that detects the opening of the throttle valve. The engine rotation speed sensor is a sensor that detects the rotation speed (number of revolutions) of the engine 61 and may be a crank angle sensor. Engine rotation speed information may be generated by processing the output of the crank angle sensor by the engine ECU 63. The engine temperature sensor may be a sensor that detects the temperature of the cylinder block of the engine 61 (for example, the temperature of the cooling water) or a sensor that detects the exhaust temperature of the engine 61.

[0051] The ship control CAN 75 is further connected to a gauge 82 for displaying various information and a communicator 1. The communicator 1 is a device for transmitting information such as the situation of the ship 5, more specifically, the configuration information of the ship 5 (especially the in-ship system 80), the failure information occurring in the in-ship system 80, the detection values of the sensors, etc. to the server 2 (see FIG. 1).

[0052] The gauge 82 has, for example, the function of a display device that displays the fuel remaining amount, the engine rotation speed and shift position of each outboard motor 60, the battery remaining amount, and the like. The battery remaining amount is the remaining capacity of the battery 88 mounted on the hull 51 for operating the starter motor 68 built into the outboard motor 60 for engine starting. The battery 88 discharges when the engine is started and is charged by a generator (not shown) built into the outboard motor 60 during engine operation. The gauge 82 may be provided with an input device 83 such as an input button or a touch panel, and various commands may be input by the user operating the input device 83. The input device 83 may be provided separately from the gauge 82.

[0053] In addition to these, various shipboard equipment can be connected to the ship control CAN 75 so as to enable data communication. Third-party shipboard equipment is typically connected to the ship control CAN 75 via the gateway 84. FIG. 2 shows, as an example of third-party shipboard equipment, a GPS (Global Positioning System) receiver 85, a fish finder 86, and an autopilot device 87. The GPS receiver 85 is an example of a GNSS (Global Navigation Satellite System) position detection device and is a position detection device that detects the position of the ship 5.

[0054] The steering wheel 52 and the remote control 55 are arranged at the helm station where a main switch 78 is provided for turning on / off the power of the outboard motor 60 and further starting / stopping their engines 61. Also, the helm station is provided with a kill switch 79 (emergency stop switch) for invalidating the propulsion force of the outboard motor 60 (typically stopping the engine 61) in an emergency. The kill switch 79 has, for example, an operation end coupled to a lanyard cable worn by the operator, and operates when the operator falls overboard to emergency stop the engine 61 of the outboard motor 60.

[0055] The communication device 1 is configured to operate by receiving power supply from a power supply device 89 for a communication device. In this embodiment, the power supply device 89 for a communication device is built in the communication device 1, but it may be provided outside the communication device 1. One example of the power supply device 89 for a communication device includes a battery for a communication device or a capacitor for a communication device (typically an electric double layer capacitor). In this case, the power supply device 89 for a communication device preferably includes a charging circuit that charges the battery for a communication device or the capacitor for a communication device with the power from the battery 88 (main battery). The charging circuit may be configured to stop charging the battery for a communication device or the capacitor for a communication device when the voltage of the battery 88 becomes less than a predetermined threshold value. Another example of the power supply device 89 for a communication device is a power holding circuit. The power holding circuit may be configured not to disconnect the connection between the battery 88 and the communication device 1 even when the in-ship system 80 is not in use.

[0056] The battery 88 includes a pair of terminals TB. The outboard motor 60 includes a pair of connection terminals TP. The pair of terminals TB of the battery 88 and the pair of connection terminals TP of the outboard motor are respectively connected by a pair of battery cables 90. In this embodiment, three outboard motors 60 are commonly (in parallel) connected to the battery 88. The starter motor 68 of each outboard motor 60 is driven by the power supplied from the pair of connection terminals TP to crank the engine 61. When starting two or more outboard motors 60, the engines 61 of those outboard motors 60 are started one by one in a predetermined order. In order to automatically start the engines 61 of the plurality of outboard motors 60 one by one in order, a controller (battery management unit) that connects the outboard motors 60 to the battery 88 one by one in order may be provided.

[0057] The engine ECU 63 includes a voltmeter 63a that detects the voltage between a pair of connection terminals TP (voltage between connection terminals), that is, the voltage applied to the starter motor 68. The engine ECU 63 can provide information on the detected voltage between connection terminals to other ship equipment (especially the communication device 1) via the in-ship network 77.

[0058] FIG. 3 is a block diagram for explaining a configuration example of the server 2. The server 2 has a basic configuration as a computer. That is, it includes a processor 21, a memory 22, a storage 23, a communication interface 24, and an input / output interface 25, which are connected so as to be capable of data communication.

[0059] The processor 21 realizes various functions by operating according to a program stored in the memory 22. Specifically, a function of communicating with the communication device 1 (see FIG. 1), collecting data from the communication device 1, and storing the data in the storage 23 is realized. Also, a function of evaluating the in-ship system 80 based on the stored information and generating an evaluation result is realized. Further, a function of communicating with the dealer client 3D (see FIG. 1), providing a web page to the dealer client 3D, and providing a web application service on the web page is realized. In order to provide the web application service, the memory 22 is provided with a web application program. Also, a function of communicating with the user client 3U (see FIG. 1) and providing information to an application included in the user client 3U is realized. The storage 23 provides a storage area for storing data. The communication interface 24 mediates communication with the network 4. The input / output interface 25 includes an input device 26 such as a keyboard and an output device 27 such as a display, and provides a man-machine interface.

[0060] In the storage 23, a database 23D is constructed, and for each of a plurality of ships, configuration information representing the configuration of the in-ship system 80 of each ship is stored in the database 23D. The stored configuration information includes the configuration information transmitted from the communication device 1 of each ship 5 with respect to the plurality of ships 5. The configuration information includes information on one or more outfitting devices constituting the in-ship system 80. The configuration information of the outfitting device may be information representing the type (model name) of the outfitting device, part number, serial number, software name, software version, etc. The configuration information may further include information on at least one (preferably all) of the number, arrangement, and connection state of the outfitting devices. In particular, the configuration information preferably includes information on the type (model name), number, arrangement, and connection state of the outboard engine 60 as the main engine and the steering 70 incorporated therein.

[0061] In the database 23D, requirement information (operating conditions) for appropriately operating various outfitting devices that can be mounted on the ship 5 within the in-ship system 80 is registered. The requirement information includes, for example, hardware requirements and / or software requirements that are essential or acceptable when mounting each device. The hardware requirements are, for example, the requirements (model name, part name, etc.) of other devices that must or can be provided in the in-ship system 80 together with each device. The software requirements are, for example, the software (software name, software version, etc.) that is essential or acceptable in other devices provided in the in-ship system together with each device.

[0062] When the processor 21 receives the configuration information of the in-ship system 80 from the communication device 1, it evaluates the in-ship system 80 by retrieving the corresponding requirement information from the database 23D and forms an evaluation result. More specifically, it determines the compatibility of a plurality of outfitting devices that make up the in-ship system 80 and generates an evaluation result including the system compatibility determination result. When there are no problems with the compatibility of the plurality of outfitting devices and it is confirmed that all outfitting devices operate properly, the system compatibility determination result is "qualified". When there are any problems and there is a possibility that any of the outfitting devices may not operate properly, the system compatibility determination result is "unqualified". The processor 21 transmits the system compatibility determination result to the communication device 1 via the communication interface 24. When the system compatibility determination result is unqualified, the processor 21 may generate information on the cause of the non-conformance and / or information on countermeasures for eliminating the cause of the non-conformance and transmit that information to the communication device 1.

[0063] The database 23D further stores periodic transmission information that is periodically transmitted from the communication device 1 of each ship 5. That is, the processor 21 receives the periodic transmission information and stores it in the database 23D. The processor 21 executes processing using the periodic transmission information. For example, the processor 21 may perform failure diagnosis processing using the periodic transmission information. The failure diagnosis processing typically includes processing for detecting abnormalities, and preferably further includes notification processing for notifying the detected abnormalities to the user or dealer. The notification processing may include notification on a web page provided to the dealer client 3D, or notification on the application of the user client 3U. Also, the notification processing may include email transmission to the registered email addresses of the user and / or dealer. The failure diagnosis processing may further include processing for identifying the cause of the abnormality, processing for generating information on measures for eliminating the abnormality, etc., and the information generated by those processes may be included in the target of the aforementioned notification processing.

[0064] The fault diagnosis process may include a process related to the degradation estimation of the battery 88 of the in-ship system 80. For example, in the communication device 1, a degradation estimation process of the battery 88 may be performed, and the processing result may be included in the periodic transmission information. In this case, the server 2 stores the degradation estimation result of the battery 88 in the database 23D. Then, in the fault diagnosis process, based on the degradation estimation processing result, it is checked whether the battery 88 has deteriorated, and if deterioration has occurred, it may be the target of the notification process. Also, the basic information (estimation basic information) necessary for the degradation estimation of the battery 88 may be acquired from the communication device 1 as periodic transmission information, and the server 2 may execute the degradation estimation process of the battery 88.

[0065] Figure 4 is a block diagram showing a configuration example of the communication device 1. The communication device 1 includes a processor 11, a memory 12, a communication interface 13, and a wireless communicator 14. The processor 11 is a processing device that realizes a plurality of functions by operating according to a program stored in the memory 12. The communication interface 13 is an interface for data communication via the in-ship network 77. The wireless communicator 14 is a device for data communication with the server 2 via the network 4.

[0066] Processor 11 executes a data collection function that collects information from a plurality of devices installed in the hull 51 via the in-ship network 77 and stores it in the memory 12. The information collected includes configuration information of the devices (fitting equipment) installed in the hull 51. Also, the information collected may include detection values of various sensors. Specifically, the detection values of sensors 53, 57, 64, 73 connected to the helm ECU 54, remote control ECU 58, steering ECU 72, and engine ECU 63 can be collected. The information collected may further include information generated by the helm ECU 54, remote control ECU 58, steering ECU 72, and engine ECU 63. Such information may include control information (control commands and other data) generated internally by each ECU, failure information (error codes) detected by each ECU, etc. In this embodiment, processor 11 acquires information on the voltage between connection terminals detected by the voltmeter 63a from the engine ECU 63 via the in-ship network 77. Switches such as the main switch 78, kill switch 79, and start switch are also regarded as sensors, and their states may be collected as detection values. Processor 11 may further have a failure detection function that monitors the states of various devices connected to the in-ship network 77 and generates failure information (fail information). For example, the states of each ECU may be monitored, and an interruption in operation due to a momentary drop in the power supply voltage may be detected as a failure (momentary power failure). The collected information, generated failure information, etc. are stored in the memory 12. It is not necessary to collect information from all devices connected to the in-ship network 77. For example, third-party devices connected via the gateway 84 may be excluded.

[0067] Processor 11 has a function of causing the wireless communicator 14 to transmit all or part of this collected and / or information generated by itself and stored in the memory 12 towards the server 2.

[0068] In this embodiment, the processor 11 functions as an information collection unit 15 that collects information via the communication interface 13 of the fitting equipment connected to the in-ship network 77. One function of the information collection unit 15 is to execute a system scan for collecting the configuration information of the fitting equipment connected to the in-ship network 77. The processor 11 functions as a scan result transmission unit 16 that executes scan result transmission to transmit the scan result, which is the information collected by the system scan, to the server 2 via the wireless communicator 14. The server 2 receives the scan result and registers it in the database 23D as the configuration information of the in-ship system 80. The server 2 further evaluates the in-ship system 80 based on the configuration information and transmits the evaluation result to the communicator 1. The functions of the processor 11 include the function as an evaluation result reception unit 17 that executes evaluation result reception to receive the evaluation result from the server 2 via the wireless communicator 14. As described above, the evaluation result includes the system compatibility determination result, and when the system compatibility determination result is non-conforming, it includes the reason for that and / or information on the countermeasure for the reason.

[0069] The processor 11 stores the information collected by the system scan in the memory 12 as the scan result. The processor 11 also stores the evaluation result (system compatibility determination result) received from the server 2 in the memory 12.

[0070] The processor 11 executes a system scan when the in-ship system 80 is started up. Also, the processor 11 executes a system scan when a new fitting equipment is introduced into the in-ship network 77 and the in-ship system 80 is thereby changed.

[0071] The information collection unit 15 collects various information from the outfitting equipment via the in-ship network 77 during the operation of the in-ship system 80, in addition to collecting information through system scanning. The processor 11 functions as a periodic transmission unit 18 that executes periodic transmission to transmit predetermined periodic transmission information to the server 2 at a predetermined periodic transmission cycle during the operation of the in-ship system 80. The periodic transmission cycle may be about 10 minutes, for example. The periodic transmission information includes the information collected by the information collection unit 15, and includes, for example, operation information indicating the operation state of the propulsion unit (outboard motor 60). The periodic transmission information is uploaded to the server 2 and stored in the database 23D, and is mainly used for the purpose of retrospectively investigating the presence or absence of abnormalities, the situation at the time of abnormality occurrence, etc. The operation information includes the above-described operation time information in this embodiment.

[0072] The periodic transmission information includes an error code as required. Specifically, when an error code indicating the presence of an error appears in the in-ship network 77 at the startup of the in-ship system 80, the error code is included in the periodic transmission information. Thereafter, when there is a change in the error code during the operation of the in-ship system 80, the changed error code is included in the periodic transmission information. The transmission of the error code to the server 2 may be executed separately from the periodic transmission.

[0073] The processor 11 further functions as an estimated basic information acquisition unit 19 that acquires basic information (estimated basic information) for estimating the deterioration of the battery 88 (see FIG. 2). The estimated basic information acquisition unit 19 acquires, via the in-ship network 77, information on the voltage between connection terminals detected by the voltmeter 63a from the engine ECU 63. In this embodiment, the communication device 1 is also provided with a voltmeter 1a. The voltmeter 1a measures the voltage between a pair of voltage measurement terminals TC. The estimated basic information acquisition unit 19 may further acquire the voltage measured by the voltmeter 1a as the estimated basic information.

[0074] The processor 11 may further have a function as a battery degradation estimation unit 20 that determines whether the battery 88 has deteriorated based on the estimated basic information collected by the estimated basic information acquisition unit 19. The estimation of the degradation of the battery 88 may be performed by the server 2. In this case, the processor 11 may not have the function of the battery degradation estimation unit 20.

[0075] When the estimation of the degradation of the battery 88 is performed by the communication device 1, the estimation processing result by the battery degradation estimation unit 20 (typically, the determination result of whether the battery 88 has deteriorated) is preferably included in the periodic transmission information. When the estimation of the degradation of the battery 88 is performed by the server 2, the estimated basic information acquired by the estimated basic information acquisition unit 19 is preferably included in the periodic transmission information. The transmission of the estimation processing result and / or the estimated basic information to the server 2 may be executed separately from the periodic transmission.

[0076] FIG. 5A is a block diagram for explaining a configuration example of the dealer client 3D. The dealer client 3D has a basic configuration as a computer. For example, the dealer client 3D may have a form of a desktop type, a clamshell type, or a tablet type personal computer.

[0077] The dealer client 3D includes a processor 31D, a memory 32D, an input device 33D, a display device 34D, and a communication interface 35D. The processor 31D realizes various functions by executing a program stored in the memory 32D. The input device 33D may be a touch panel on the display screen of the display device 34D. The communication interface 35D mediates data communication with the network 4. The communication interface 35D may perform data communication with the network 4 (see FIG. 1) wired or wirelessly via a local area network (not shown) provided in an office such as a dealer or a marina. Further, the communication interface 35D may be configured to be connectable to the wireless data communication network 4B (see FIG. 1).

[0078] The memory 32D stores at least the program of the web browser, and by the processor 31D executing this, the user of the dealer client 3D (dealer staff, marina staff, etc.) can view the web page provided by the server 2 and utilize the web application service provided on the web page.

[0079] The user of the dealer client 3D can display the web page on the display device 34D and receive information provided from the server 2 from the displayed web page. Specifically, it is possible to acquire the configuration information of the customer's ship 5 or the information on the failure occurring in the customer's ship 5 (for example, the deterioration of the battery 88).

[0080] Also, the memory 32D may store a program (mailer) for receiving e-mails, and by the processor 31D executing this, the user of the dealer client 3D can receive notifications by e-mail sent by the server 2. Thereby, it is possible to obtain notifications of information on failures occurring in the customer's ship 5 by e-mail from the server 2.

[0081] FIG. 5B is a block diagram for explaining a configuration example of the user client 3U. The user client 3U has a basic configuration as a computer, and more specifically, has a basic form as a mobile terminal device, and even more specifically, as a smartphone. The user client 3U includes a processor 31U, a memory 32U, an input device 33U, a display device 34U, and a wireless communication interface 35U.

[0082] The processor 31U realizes various functions by executing a program stored in the memory 32U. The input device 33U may be a touch panel on the display screen of the display device 34U. The wireless communication interface 35U mediates data communication with the network 4 (more specifically, the wireless data communication network 4B). The wireless communication interface 35U may be configured to mediate data communication with the in-ship network 77. In this case, the user client 3U can be connected to the network 4 via the in-ship network 77 and the communication device 1, and perform data communication with the server 2.

[0083] The memory 32U stores an application program (so-called native application program) executable by the processor 31U. By the processor 31U executing this, the user of the user client 3U (typically the user or owner of the ship 5) can acquire and display the information provided by the server 2 on the screen of the application program. Specifically, information regarding the state of the ship 5 (for example, the position of the ship 5, the remaining fuel amount, failure information (for example, deterioration of the battery 88)) and the like can be acquired by the function of the application program.

[0084] Also, the memory 32U may store a program (mailer) for receiving e-mails. By the processor 31U executing this, the user of the user client 3U can receive notifications by e-mails sent by the server 2. Thereby, notifications of information on failures occurring in the customer's ship 5 and the like can be obtained by e-mails from the server 2.

[0085] FIG. 6 is a flowchart for explaining an operation example of the communication device 1, and shows an example of processing mainly periodically executed by the processor 11 (see FIG. 4). The communication device 1 monitors the startup of the in-ship system 80, and when the in-ship system 80 starts up (step S1: YES), it executes a process for acquiring information on the outfitting devices connected to the in-ship network 77. For example, the communication device 1 may determine that the in-ship system 80 has started up when any outfitting device sends a message to the in-ship network 77. More specifically, the communication device 1 may determine that the in-ship system 80 has started up when a message appears on the ship control CAN 75.

[0086] To acquire information on the outfitting devices connected to the in-ship network 77, the communication device 1 acquires the addresses of the outfitting devices connected to the ship control CAN 75 (step S2). The address acquisition may be performed by an address claim in which the communication device 1 declares its own address to the in-ship network 77 (specifically, the ship control CAN 75). The outfitting devices connected to the ship control CAN 75 are configured to send an address claim declaring the address they intend to use in response to an address claim being sent to the ship control CAN 75. In this way, the communication device 1 can acquire the addresses of the outfitting devices connected to the ship control CAN 75 by sending an address claim to the ship control CAN 75.

[0087] Next, the communication device 1 executes a system scan. Specifically, the communication device 1 sends a configuration information transmission request to each outfitting device connected to the in-ship network 77 (more specifically, the ship control CAN 75) using the acquired addresses as destinations. In response to the request, the outfitting device at the destination sends the configuration information to the communication device 1. The communication device 1 receives the configuration information and stores it in the memory 12. In this way, the configuration information of the outfitting devices is acquired (step S3: function of the information collection unit 15). By performing the same process for all the acquired addresses (step S4), the configuration information of all the outfitting devices connected to the in-ship network 77 is acquired.

[0088] The collection of information from the outfitting devices (helm ECU 54, engine ECU 63, and steering ECU 72) connected to the propulsion control CAN 76 is delegated by the remote control ECU 58. That is, when the remote control ECU 58 receives a configuration information transmission request, it not only transmits its own configuration information to the communication device 1, but also collects the configuration information of the outfitting devices connected to the propulsion control CAN 76 and transmits it to the communication device 1. In this way, the configuration information of all the outfitting devices connected to the in-ship network 77 is collected. The configuration information obtained by this system scan is the scan result, and the data representing the scan result is called scan result data. The scan result data includes the configuration information of the communication device 1 itself.

[0089] The communication device 1 reads the previous scan result data from the memory 12, and by comparing the previous scan result data with the current (latest) scan result data, determines whether the scan results of the previous time and the current time match or do not match (step S5). If the previous scan result data is not stored in the memory 12, it is determined that they do not match. If the current scan result is different from the previous scan result (step S5: NO), the communication device 1 stores the current scan result data in the memory 12 (step S6), and further transmits the current scan result data to the server 2 (step S8: function of the scan result transmission unit 16).

[0090] On the one hand, when the current scan result matches the previous scan result (step S5: YES), the communication device 1 checks whether data representing the system compatibility determination result (system compatibility determination result data) is stored in the memory 12. If the system compatibility determination result data is stored in the memory 12 and the system compatibility determination result data indicates pass (step S7: YES), the communication device 1 does not transmit the scan result data to the server 2. That is, if it has been determined that the compatibility of the outfitting devices constituting the in-ship system 80 is appropriate, since the in-ship system 80 is properly constructed, the communication device 1 does not transmit the scan result data to the server 2. In this case, the communication device 1 does not need to store the current scan result data in the memory 12 either. Of course, it is also possible to store the current scan result data in the memory 12. Even if the current scan result matches the previous scan result (step S5: YES), if the proper determination of the compatibility of the outfitting devices has not been completed (step S7: NO), the communication device 1 transmits the latest scan result to the server 2 (step S8).

[0091] On the other hand, during the operation of the in-ship system 80, the communication device 1 collects the information sent by the outfitting devices to the in-ship network 77 and stores it in the memory 12 (function of the information collection unit 15 in step S9). Then, the communication device 1 executes a periodic transmission process (function of the periodic transmission unit 18 in step S10) for periodically transmitting the predetermined periodic transmission information among the collected information.

[0092] The communication device 1 monitors whether the use of the in-ship system 80 continues, that is, whether it is in operation (step S11). During the operation of the in-ship system 80, the information collection process (step S9) and the periodic transmission process (step S10) are continued. When the end of the use of the in-ship system 80 is detected (step S11: YES), the communication device 1 executes an end process (step S12). The end process may include a transition to the sleep mode (power saving mode).

[0093] Detection of whether the in-ship system 80 is operating (in use) (step S11) can be performed, for example, by monitoring information that periodically appears on the in-ship network 77. For example, during the period when the power supply of the in-ship system 80 is turned on, the engine ECU 63 operates and periodically sends engine speed data to the in-ship network 77. Therefore, when the communication device 1 does not detect the engine speed data on the in-ship network 77 for a period exceeding a certain time, it may determine that the use of the in-ship system 80 has ended.

[0094] On the other hand, when the in-ship system 80 is started (step S1: YES), the communication device 1 monitors whether an engine start command has been given (step S13). When an engine start command is given, the communication device 1 executes battery degradation estimation processing (step S14) (function of the battery degradation estimation unit 20).

[0095] Although not shown in the figure, when the communication device 1 receives system compatibility determination result data from the server 2, it stores the data in the memory 12 (function of the evaluation result reception unit 17). The communication device 1 further transmits the system compatibility determination result data to the gauge 82. Thereby, the gauge 82 displays the system compatibility determination result on the screen. For example, the gauge 82 displays that the system scan is incomplete immediately after the in-ship system 80 is constructed and immediately after a change is made to the in-ship system 80. This display may be a pop-up display of a message such as "Please execute a system scan." Such a display is mainly for the purpose of transmitting information to the work personnel of the boat builder or dealer. The gauge 82 continues the display until system compatibility determination result data indicating passing is written.

[0096] The communication device 1 writes the system compatibility determination result data received from the server 2 into the gauge 82. When the system compatibility determination result data indicates passing, the gauge 82 erases the above display (for example, a pop-up display). On the other hand, when the system compatibility determination result data indicates failure, the gauge 82 displays that fact. When the system compatibility determination result data includes information indicating the cause of the failure and / or the countermeasures against the cause, that information may also be displayed together.

[0097] The boat builder or dealer is equipped with a service - specific tool for diagnosing the in - boat system 80. The service - specific tool typically has the form of a personal computer and functions as a diagnostic device by operating a dedicated application. By connecting the service - specific tool to the in - boat network 77, the service - specific tool can be used to perform the system scan as described above. The service - specific tool is further equipped with a communication function for communicating with the server 2. Therefore, by using the service - specific tool, similar to the communication device 1, it is possible to perform a system scan, transmit the scan results to the server 2, and receive the system compatibility determination results. The service - specific tool may have not only such functions but also, for example, a function of downloading the latest software of the outfitting equipment from the server and installing it on the corresponding outfitting equipment.

[0098] Figure 7 is a flowchart for explaining an example of the periodic transmission process (step S11 in Figure 6) performed by the communication device 1 during the operation of the in - boat system 80. Every time the periodic transmission cycle (for example, a 10 - minute cycle) arrives (step S21: YES), the communication device 1 transmits periodic transmission information to the server 2. More specifically, from the information stored in the memory 12 by the information collection process (step S10 in Figure 6), the information predetermined as periodic transmission information is classified and extracted (step S22), and the extracted information is transmitted to the server 2 as periodic transmission information (step S23).

[0099] The regularly transmitted information includes the operation information of the outboard motor 60, more specifically, the engine operation information. The engine operation information includes, for example, the operation time information for each of a plurality of preset rotation speed ranges, the total operation time information since the engine start, and the like. The engine operation information may further include the number of over-rotation occurrences, the number of overheat occurrences, the number of low oil pressure occurrences, the number of non-kicking control operations, the number of reverse rotation occurrences, and the like. The regularly transmitted information may further include the information on the detection values of various sensors. The communication device 1 periodically executes a process of collecting the engine operation information and the detection values of various sensors from the shipboard equipment via the in-ship network 77 (step S10 in FIG. 6). The period of this process is shorter than the regular transmission period.

[0100] When the battery deterioration estimation process (step S14 in FIG. 6) is performed in the communication device 1, the processing result is included in the regularly transmitted information. The basic information (estimation basic information) for battery deterioration estimation may also be included in the regularly transmitted information. In other embodiments, the battery deterioration estimation process is executed not in the communication device 1 but in the server 2. In this case, it is necessary to transmit the estimation basic information to the server 2.

[0101] FIG. 8 is a flowchart for explaining an example of the process in the server 2, and mainly shows the process periodically executed by the processor 21 (see FIG. 3). The server 2 receives the scan result data from the communication device 1 of the ship 5 (step S41), and accumulates the received scan result data in the storage 23 (step S42).

[0102] In the database 23D constructed in the storage 23, requirement information describing the requirements for properly operating each of the shipboard equipment is stored. The requirement information typically includes essential requirement information describing the essential requirements for properly operating the device. The requirements include, for example, information on other shipboard equipment to be provided in the same in-ship system, and information on the software of the shipboard equipment.

[0103] The server 2 searches the database 23D based on the scan result data (step S43). Then, the server 2 judges whether the compatibility of the multiple equipment pieces constituting the inboard system 80 passes or fails by judging whether the requirement information for each equipment piece is satisfied (step S44). The judgment result is transmitted to the communication device 1 as system compatibility judgment result data (step S45).

[0104] When the compatibility judgment is unsuccessful, it is preferable that the server 2 identifies the failed requirement information and transmits the failed requirement information to the communication device 1 as failure reason information. The failure reason information may include information on a countermeasure to resolve the reason instead of or in addition to the information on the reason for failure. As described above, the reason for failure and / or the countermeasure may be displayed on the gauge 82 of the inboard system 80. For example, a message such as "The ROM information of the engine ECU is outdated. Please rewrite the ECU" may be displayed on the gauge 82.

[0105] Furthermore, when new software is available for any of the outfitting equipment constituting the inboard system 80, the server 2 may notify the communication device 1 of that fact. In this case, it is preferable for the server 2 to determine in advance that the compatibility test will pass even if the new software is introduced. When the communication device 1 receives a notification that new software is available, it is preferable for the communication device 1 to display that fact on the gauge 82. This can encourage users and workers to use the new software.

[0106] New software can be introduced (installed) into the equipment by connecting a dedicated service tool to the ship's network 77. The communication device 1 may have a function of downloading new software from the server 2. For example, the gauge 82 and the input device 83 may be used as a man-machine interface to perform an operation of introducing (installing) the software into the equipment.

[0107] Further, the server 2 receives the periodic transmission information from the communication device 1 (step S46), and registers the received periodic transmission information in the database 23D (step S47). For example, the server 2 executes a failure diagnosis process based on the information registered in the database 23D (step S48). When an abnormality is found by the failure diagnosis process (step S49: YES), the server 2 may execute an abnormality notification process for notifying the abnormality (step S50). The abnormality notification process may include one or more of display on a web page provided by the server 2, notification by an application of the user client 3U, email transmission to a dealer or a user (or owner), and the like.

[0108] In the communication device 1, when the battery degradation estimation process (step S14 in FIG. 6) is performed and the processing result is included in the periodic transmission information, in the failure diagnosis process (step S48), it is determined whether the battery degradation estimation process result indicates the occurrence of battery degradation of the battery 88. If the battery 88 has deteriorated (step S49: YES), abnormality information indicating the occurrence of battery degradation is notified (step S50).

[0109] In another embodiment in which the battery degradation estimation process is performed in the server 2, the periodic transmission information includes estimation basic information. In this case, the failure diagnosis process (step S48) includes the battery degradation estimation process (function as a battery degradation estimation unit). If the processing result indicates the occurrence of battery degradation of the battery 88 (step S49: YES), abnormality information indicating the occurrence of battery degradation is notified (step S50).

[0110] FIG. 9 is a diagram for explaining a first example of deterioration estimation of the battery 88. The battery 88 and the outboard motor 60 are connected by a pair of battery cables 90. More specifically, between a pair of terminals TB of the battery 88 and a pair of connection terminals TP of the outboard motor 60 are respectively connected by a pair of battery cables 90. The starter motor 68 provided in the outboard motor 60 is driven by the electric power supplied from the pair of connection terminals TP. In this example, the inter-terminal voltage V (here, the peak voltage (the lowest voltage)) that appears between the pair of connection terminals TP when the starter motor 68 is driven is measured. Further, the current I (here, the peak current (the maximum current)) flowing through the battery cable 90 when the starter motor 68 is driven is detected. Then, using the inter-terminal voltage V and the current I, the internal resistance R = V / I of the battery 88 is calculated. The value of this internal resistance R is a value including the resistance component of the battery cable 90. Therefore, by using the internal resistance R, it is possible to estimate the deterioration of the battery 88 in consideration of the resistance component (that is, the length) of the battery cable 90.

[0111] The inter-terminal voltage V when the starter motor 68 is driven can be detected by the engine ECU 63 (more specifically, the voltmeter 63a (see FIG. 2)). The data of the detected inter-terminal voltage V is sent to the in-ship network 77 and can be acquired by the communication device 1 (the function of the estimation basis information acquisition unit 19). The current I flowing through the battery cable 90 when the starter motor 68 is driven can be measured, for example, by interposing a shunt resistor 91 in the battery cable 90 and detecting the voltage across both ends of the shunt resistor 91. For example, by connecting a pair of voltage measurement terminals TC of the communication device 1 to both ends of the shunt resistor 91, data of the current A can be obtained in the communication device 1 (more specifically, the voltmeter 1a (see FIG. 4)). In addition, a current sensor using a current transformer may be arranged in the battery cable 90, and the output signal of the current sensor may be input to the communication device 1.

[0112] FIG. 10 is a waveform diagram showing a voltage waveform (FIG. 10(a)) and a current waveform (FIG. 10(b)) at the time of engine start. The voltage waveform WB represents the waveform of the voltage between the terminals TB of the battery 88 (battery terminal voltage). The voltage waveform WP represents the waveform of the voltage between the connection terminals TP on the outboard motor 60 side (connection terminal voltage).

[0113] During the undriven period (non-energized period) when the starter motor 68 is not driven, no current flows through the battery cable 90, so there is no voltage drop across the battery cable 90. Therefore, there is no substantial difference between the battery terminal voltage (voltage waveform WB) and the connection terminal voltage (voltage waveform WP) (undriven voltage V0. For example, about 12 V). When an engine start command is given and the driving of the starter motor 68 starts at time t1, thereafter, during the period when the starter motor 68 is energized, a significant current flows through the battery cable 90, and accordingly, voltage drops occur in the battery terminal voltage (voltage waveform WB) and the connection terminal voltage (voltage waveform WP), respectively.

[0114] The drop in the battery terminal voltage (voltage waveform WB) is due to the internal resistance of the battery 88 (for example, about 0.5 mΩ). The drop in the connection terminal voltage (voltage waveform WP) is due to the internal resistance of the battery 88, in addition to the electrical resistance of the battery cable 90 and the terminal contact resistance (four terminal connection points. For example, 0.5 mΩ per terminal connection point). The electrical resistance of the battery cable 90 mainly depends on its length, and the change in the resistance value due to temperature and deterioration is small. The electrical resistance per unit length (1 meter) of the battery cable 90 is, for example, 0.654 mΩ / m. For example, when the length of the battery cable 90 is 5.32 meters, the electrical resistance contributing to the drop in the connection terminal voltage (voltage waveform WP) is about 6 mΩ. Therefore, the drop in the connection terminal voltage (voltage waveform WP) is larger than the drop in the battery terminal voltage (voltage waveform WB).

[0115] Immediately after energization, since the starter motor 68 and the engine 61 are in a stationary state, a large current flows due to the correspondingly large load. Thereafter, when the starter motor 68 begins to rotate and the cranking of the engine 61 starts, the load decreases and stabilizes, and the current decreases. Therefore, the current waveform rises immediately after startup, reaches a peak value (800 A in the example of FIG. 10), and then decreases, stabilizing at around 300 A, for example, during the cranking period. Correspondingly, the voltage between the battery terminals (voltage waveform WB) rapidly decreases immediately after startup, reaches a peak value (the lowest voltage V2. 11.6 V in the example of FIG. 10), and then increases, stabilizing at around 11.85 V, for example, during the cranking period. Similarly, the voltage between the connection terminals (voltage waveform WP) rapidly decreases immediately after startup, reaches a peak value (the lowest voltage V1. 7.2 V in the example of FIG. 10), and then increases, stabilizing at the stable-state voltage Vs (around 11.2 V, for example) during the cranking period.

[0116] When a first explosion occurs at time t2, the rotation of the engine 61 exceeds the rotation of the starter motor 68. Then, since the load on the starter motor 68 disappears, the current becomes substantially zero, and the voltage between the battery terminals (voltage waveform WB) and the voltage between the connection terminals (voltage waveform WP) return to the undriven voltage V0 (about 12 V, for example).

[0117] FIG. 11 is a flowchart for explaining an example of the battery deterioration estimation process (step S14 in FIG. 6) using the internal resistance R. In this example, when an engine start command is detected (step S13 in FIG. 6), the processor 11 of the communication device 1 executes the process shown in FIG. 11 (functions of the estimation basis information acquisition unit 19 and the battery deterioration estimation unit 20).

[0118] When the starter motor 68 is driven and the engine 61 is started, the peak value of the voltage V between the connection terminals at that time (peak voltage V. The lowest voltage V1 in FIG. 10) and the peak value of the current I flowing through the battery cable 90 (peak current I. Maximum current) are acquired by the communication device 1 (step S51: function of the estimation basic information acquisition unit 19). When starting the engines 61 of a plurality of outboard motors 60, in order to start them one by one in order, the plurality of outboard motors 60 are connected to the battery 88 one by one in order. In this case, for each outboard motor 60, the peak voltage V and the peak current I are measured. Then, the minimum value among the plurality of peak voltages V measured for the plurality of outboard motors 60 and the corresponding peak current I are used as estimation basic information.

[0119] The communication device 1 obtains the internal resistance R = V / I using the peak voltage V and the peak current I (step S52: function of the battery deterioration estimation unit 20). Further, for example, filter processing (here, low-pass filter processing) represented by the following equation (difference equation) is performed to obtain an internal resistance filter value Rf(n) corresponding to the internal resistance (step S53: function of the battery deterioration estimation unit 20). That is, the current internal resistance filter value Rf(n) is obtained using the current internal resistance R and the previous internal resistance filter value Rf(n - 1).

[0120] Rf(n)=R*f+Rf(n - 1)*(1 - f) However, n is a natural number incremented by 1 each time the engine is started, representing the engine start number. Also, f is a filter coefficient, for example, f = 0.001. The initial value Rf(0) of the internal resistance filter value Rf(n) is, for example, Rf(0)=Rth / 2. Rth is a determination threshold value when performing deterioration determination of the battery 88 based on the internal resistance filter value Rf(n).

[0121] The obtained internal resistance filter value Rf(n) is compared with the determination threshold value Rth (step S54). If Rf(n) > Rth, it is determined (step S55) that the battery 88 has deteriorated (the degree of deterioration has reached the level at which replacement is recommended). Otherwise, it is determined (step S56) that the battery 88 has not deteriorated (the degree of deterioration has not reached the level at which replacement is recommended) (function of the battery deterioration estimation unit 20).

[0122] In this processing example, since the internal resistance is obtained using the voltage between the connection terminals TP at the outboard motor 60 side end of the battery cable 90, the internal resistance taking into account the length of the battery cable 90 in each ship 5 is obtained. By evaluating such an internal resistance, it is possible to estimate battery deterioration taking into account the length of the battery cable 90 in each ship 5.

[0123] FIG. 12 is a diagram for explaining a second example of battery 88 deterioration estimation. In FIG. 12, the corresponding parts of FIG. 9 are given the same reference numerals. Also in this second example, as in the case of the first example, the minimum value of the connection terminal voltage (peak voltage, the minimum voltage V1 in FIG. 10(a)) that appears between the pair of connection terminals TP when the starter motor 68 is driven is measured. Further, in this second example, the voltage V0 between the battery terminals at the time of non-driving (see FIG. 10) that appears between the pair of terminals TB of the battery 88 before the starter motor 68 is driven (i.e., when not driven) is measured. Further, the minimum value of the battery terminal voltage (peak voltage, the minimum voltage V2 in FIG. 10(a)) that appears between the pair of terminals TB of the battery 88 when the starter motor 68 is driven is measured.

[0124] Then, a first voltage drop ΔV1 (see FIG. 10), which is the voltage drop at the connection terminal TP between when the starter motor is not driven and when the starter motor is driven, is obtained. Also, a second voltage drop ΔV2 (see FIG. 10), which is the voltage drop between the battery terminals between when the starter motor is not driven and when the starter motor is driven, is obtained. Since the current flowing through the battery cable 90 when the starter motor is not driven can be ignored, the voltage between the connection terminals when the starter motor is not driven can be regarded as equal to the voltage V0 between the battery terminals when not driven without any problem. Therefore, the first voltage drop ΔV1 and the second voltage drop ΔV2 can be obtained respectively by the following two equations.

[0125] ΔV1 = V0 - V1 ΔV2 = V0 - V2 The minimum voltage V1 between the connection terminals can be detected by the engine ECU 63. The data of the detected minimum voltage V1 between the connection terminals is sent to the in-ship network 77 and can be acquired by the communication device 1 (function of the estimated basic information acquisition unit 19). The voltage V0 between the battery terminals when the starter motor 68 is not driven and the minimum voltage V2 between the battery terminals when the starter motor 68 is driven can be measured, for example, by a voltmeter 1a (see FIG. 4) provided in the communication device 1, and the communication device 1 can obtain the data of those voltages V0, V2.

[0126] FIG. 13 is a flowchart for explaining an example of a battery deterioration estimation process (step S14 in FIG. 6) using the voltage drops ΔV1, ΔV2. In this example, when an engine start command is detected (step S13 in FIG. 6), the processor 11 of the communication device 1 executes the process shown in FIG. 13 (functions of the estimated basic information acquisition unit 19 and the battery deterioration estimation unit 20).

[0127] Before the starter motor 68 is driven to start the engine 61, the voltage V0 between the battery terminals when not driven is acquired (function of the estimation basic information acquisition unit 19 in step S61). Further, when the starter motor 68 is driven and the engine 61 is started, the minimum voltage V1(n) between the connection terminals, which is the peak value of the voltage between the connection terminals, and the minimum voltage V2(n) between the battery terminals, which is the peak value of the voltage between the battery terminals, are acquired (function of the estimation basic information acquisition unit 19 in step S62). However, n is an integer that is incremented by 1 each time the engine is started after a new battery 88 is introduced, and represents the engine start number. The initial value of n is zero.

[0128] When the engines 61 of a plurality of outboard motors 60 are started, in order to start them one by one in order, the plurality of outboard motors 60 are connected to the battery 88 one by one in order. In this case, for each outboard motor 60, the minimum voltage V1 between the connection terminals and the minimum voltage V2 between the battery terminals are measured. Then, the minimum value among the plurality of minimum voltages V1 between the connection terminals measured for the plurality of outboard motors 60 and the corresponding minimum voltage V2 between the battery terminals are used as the estimation basic information.

[0129] The communication device 1 determines whether it is the first engine start after a new battery 88 is introduced (step S63). For example, immediately after a new battery is introduced (for example, immediately after the battery 88 is replaced), by inputting from the input device 83 of the gauge 82 or the like that a new battery has been introduced and sharing the input information with the communication device 1, the communication device 1 can make a determination of the first start. At the time of the first start (step S63: YES), the communication device 1 stores the ratio ΔV2(n) / ΔV1(n) of the second voltage drop ΔV2(n) (=ΔV2(0)) to the first voltage drop ΔV1(n) (=ΔV1(0)) as the minimum value A(0) (=V2(n) / ΔV1(n)=ΔV2(0) / ΔV1(0)) in the memory 12 and ends the process (step S64).

[0130] When starting the engine for the second time and later (step S63: NO), the communication device 1 calculates the ratio A(n) = ΔV2(n) / ΔV1(n) of the second voltage drop ΔV2(n) to the first voltage drop ΔV1(n) (step S65). Further, the communication device 1 calculates a threshold coefficient Th based on the voltage V0 between the battery terminals when not driven (step S66). The threshold coefficient Th may be set such that it increases as the voltage V0 between the battery terminals when not driven decreases. An example is shown in the following table.

[0131]

Table 1

[0132] As the deterioration of the battery 88 progresses and its internal resistance increases, the voltage drop ΔV2 between the battery terminals increases. On the other hand, the voltage drop across the battery cable 90 does not depend on the internal resistance of the battery 88. Therefore, if the ratio A(n) of the voltage drop increases, it means that the internal resistance of the battery 88 has increased. By comparing the ratio A(n) with the threshold value A(0)·Th, it is possible to determine whether the battery 88 has deteriorated. On the other hand, since the voltage drop depends on the current, by using the threshold coefficient Th that varies according to the voltage V0 between the battery terminals when not driven, a more appropriate determination can be made.

[0133] The ratio A(n) is a value corresponding to the internal resistance of the battery 88. The smaller the internal resistance, the smaller the ratio A(n), but it is not always the minimum at the first startup. Therefore, the minimum value A(0) and the ratio A(n) are compared (step S70). When A(n) < A(0), the latest ratio A(n) is substituted into the minimum value A(0), and the minimum value A(0) is updated (step S64).

[0134] FIG. 14 is a diagram for explaining a third example of the deterioration estimation of the battery 88. In FIG. 14, the corresponding parts in FIG. 9 are denoted by the same reference numerals. Also in this third example, as in the case of the first example, when the starter motor 68 is driven, the voltage between the connection terminals that appears between the pair of connection terminals TP is measured. However, in this third example, instead of the peak voltage (the lowest voltage) immediately after the drive of the starter motor 68, the voltage during the stable period (during cranking) after the rotation of the starter motor 68 starts (stable period voltage Vs; see FIG. 10) is measured. More specifically, the voltage between the connection terminals immediately before the first explosion of the engine 61 may be used as the stable period voltage Vs. The voltage between the connection terminals during cranking can be detected by the engine ECU 63. The data of the detected voltage between the connection terminals is sent to the in-ship network 77 and can be acquired by the communication device 1 (function of the estimation basis information acquisition unit 19).

[0135] The first explosion of the engine 61 can be determined, for example, by monitoring that the rotational speed of the engine 61 exceeds the rotational speed of the starter motor 68. Also, as shown in FIG. 10, when the load on the starter motor 68 disappears due to the first explosion, the voltage between the connection terminals (voltage waveform WP) and the voltage between the battery terminals (voltage waveform WB) return to the values when not driven (for example, they return within 5 milliseconds to 10 milliseconds after the first explosion). Therefore, the first explosion of the engine 61 may be detected by this voltage return.

[0136] For example, the engine ECU 63 repeatedly measures the voltage between connection terminals at a predetermined voltage measurement period (sampling period, for example, 10 milliseconds). In this case, the voltage between connection terminals measured in the voltage measurement period immediately before the first explosion of the engine 61 is detected or in the voltage measurement period two cycles before the first explosion is detected may be used for estimating the deterioration of the battery 88. Of course, as long as the voltage between connection terminals (stable period voltage Vs) during the stable period during cranking is measured, the voltage between connection terminals measured in the voltage measurement period three or more cycles before may also be used. For example, if the voltage measurement period is 10 milliseconds and it takes 10 milliseconds for the engine ECU 63 to detect the first explosion, it is appropriate to use the voltage between connection terminals measured in the voltage measurement period 20 milliseconds before the timing when the engine ECU 63 detects the first explosion.

[0137] FIG. 15 is a flowchart for explaining an example of the battery deterioration estimation process (step S14 in FIG. 6) according to the third example. In this example, when an engine start command is detected (step S13 in FIG. 6), the processor 11 of the communication device 1 executes the process shown in FIG. 15 (functions of the estimation basis information acquisition unit 19 and the battery deterioration estimation unit 20).

[0138] When the starter motor 68 is driven and the engine 61 is started, the voltage between connection terminals (stable period voltage Vs) during cranking is acquired by the communication device 1 (step S81: function of the estimation basis information acquisition unit 19). When the engines 61 of a plurality of outboard motors 60 are started, in order to start them one by one in sequence, the plurality of outboard motors 60 are connected to the battery 88 one by one in sequence. In this case, for each outboard motor 60, the voltage between connection terminals (stable period voltage Vs) during cranking is measured. Then, the minimum value among the plurality of stable period voltages Vs measured for the plurality of outboard motors 60 is used as the estimation basis information.

[0139] Then, the communication device 1 performs filter processing (here, low-pass filter processing) represented by, for example, the following equation (difference equation) using the voltage between connection terminals (stable period voltage Vs) acquired as estimation basic information. Thereby, the communication device 1 obtains a voltage filter value Vf(n) corresponding to the voltage between connection terminals (stable period voltage Vs) (step S82: function of the battery deterioration estimation unit 20). That is, the current voltage filter value Vf(n) is obtained using the current voltage between connection terminals (stable period voltage Vs) and the previous voltage filter value Vf(n - 1).

[0140] Vf(n)=Vs*f+Vf(n-1)*(1-f) However, n is a natural number incremented by 1 each time the engine is started, and represents the engine start number. Also, f is a filter coefficient, for example, f = 0.001. The initial value Vf(0) of the voltage filter value Vf(n) is, for example, Vf(0)=Vth + 1. Vth is a determination threshold value when performing deterioration determination of the battery 88 based on the voltage filter value Vf(n).

[0141] The obtained voltage filter value Vf(n) is compared with the determination threshold value Vth (step S83: function of the battery deterioration estimation unit 20). If Vf(n)≧Vth (step S83: NO), it is determined that the deterioration of the battery 88 has not occurred (step S84). On the other hand, if Vf(n)<Vth (step S83: YES), it is determined that the deterioration of the battery 88 has occurred (the degree of deterioration at which replacement should be recommended) (step S85).

[0142] The determination threshold value Vth is preferably determined based on the minimum required voltage to be applied to the starter motor 68 during cranking. Thereby, when the voltage filter value Vf(n) becomes less than the minimum required voltage, the occurrence of deterioration of the battery 88 can be detected. Since it is a determination based on the voltage between connection terminals on the outboard motor 60 side, a determination result taking into account the influence of the length of the battery cable 90 can be obtained.

[0143] As described above, in this embodiment, a plurality of outfitting devices are connected to the in-ship network 77 to form the in-ship system 80. The in-ship system 80 is an example of a ship propulsion system according to an embodiment of the present invention, and includes an outboard motor 60, a battery 88 mounted on the hull 51, and a pair of battery cables 90 connecting the battery 88 and the outboard motor 60. The outboard motor 60 includes a pair of connection terminals TP, a starter motor 68 driven by electric power supplied from the pair of connection terminals TP, and an engine 61 started by the starter motor 68. The pair of battery cables 90 connect a pair of terminals TB of the battery 88 and the pair of connection terminals TP, respectively. Then, the connection terminal voltage that appears between the pair of connection terminals TP when the starter motor 68 is driven is used as estimation basic information for estimating the deterioration of the battery 88.

[0144] When the starter motor 68 is driven and the engine 61 is started, electric power is supplied from the battery 88 to the starter motor 68 via the battery cable 90. At this time, a voltage drop occurs between the battery 88 and the connection terminal TP of the outboard motor 60 due to the current flowing through the battery cable 90. Different from the case of an automobile, since the battery cable 90 connecting the battery 88 mounted on the hull 51 and the outboard motor 60 is long, the voltage drop in the battery cable 90 affects the driving of the starter motor 68 at the time of engine start. Therefore, the voltage drop in the battery cable 90 cannot be ignored. Also, different from the case of an automobile, since the battery cable 90 has an individual length for each ship 5, the voltage drop in the battery cable 90 differs for each individual ship 5.

[0145] Therefore, in this embodiment, the voltage across the pair of connection terminals TP provided in the outboard motor 60 is used for estimating battery degradation. More specifically, the voltage across the connection terminals when the starter motor 68 is being driven is acquired as estimation basis information for estimating battery degradation. Since this voltage across the connection terminals is the voltage at the outboard motor side end of the battery cable 90 when the current for driving the starter motor 68 is flowing through the battery cable 90, it is a value that takes into account the voltage drop in the battery cable 90. Thus, battery degradation can be estimated in consideration of the voltage drops in the battery cables 90 of different lengths in individual vessels 5. That is, it is possible to estimate the degradation of the battery 88 allowed for engine starting while taking into account the voltage drop in the battery cable 90.

[0146] Also, in this embodiment, a plurality (three in the above embodiment) of outboard motors 60 are commonly connected to the battery 88. When starting the engines 61 of two or more outboard motors 60, they are started one by one in order. That is, two or more outboard motors 60 to be started are connected to the battery 88 one by one in order. In this case, the voltage across the connection terminals in each outboard motor 60 is monitored while the starter motor 68 of each outboard motor 60 is being driven. And the degradation of the battery 88 is estimated using the lowest value among them. Thereby, it is possible to examine whether the battery 88 is in a state where the engines 61 of all the outboard motors 60 can be started.

[0147] Also, since the battery degradation estimation result is registered in the server 2, dealers' staff, users, etc. can acquire the battery degradation information of the battery 88 from the server 2 using the client 3. Therefore, it becomes easier to utilize the battery degradation information, and for example, it can be used as reference information for maintenance.

[0148] FIG. 16 is a flowchart showing an example of the processing of the communication device 1 in another embodiment of the present invention. In FIG. 16, steps in which the same processing as in FIG. 6 is performed are denoted by the same reference numerals. Also, refer to FIGS. 1 to 15 together.

[0149] In this embodiment, the estimated basic information is transmitted from the communication device 1 to the server 2, and the server 2 performs battery degradation estimation processing. Therefore, when the communication device 1 detects an engine start command (step S13: YES), it executes estimated basic information acquisition processing (step S15). The acquired estimated basic information is included in the periodic transmission information and transmitted to the server 2 (step S10).

[0150] The battery degradation estimation processing in the server 2 may be included in the failure diagnosis processing (step S48 in FIG. 8: function as a battery degradation estimation unit). When it is determined that the battery 88 has deteriorated due to this battery degradation estimation processing (step S49: YES), the server 2 performs notification processing for notifying this (step S50).

[0151] The battery degradation estimation processing in the server 2 may be the same as the processing by the battery degradation estimation unit 20 of the communication device 1 in the foregoing embodiment.

[0152] For example, in the case of the battery degradation estimation processing according to the first example shown in FIG. 11, the communication device 1 transmits the peak voltage V (minimum voltage V1) and peak current I (maximum current) between the connection terminals immediately after the starter motor 68 is driven for engine start as the estimated basic information to the server 2. Based on these pieces of information, the server 2 executes the processing of steps S52 to S56 in FIG. 11.

[0153] Also, in the case of the battery degradation estimation processing according to the second example shown in FIG. 13, the communication device 1 transmits the voltage V0 between the battery terminals when the starter motor 68 is not driven as the estimated basic information to the server 2. The communication device 1 further transmits the minimum voltage V1 between the connection terminals immediately after the starter motor 68 is driven and the minimum voltage V2 between the battery terminals immediately after the starter motor 68 is driven as the estimated basic information to the server 2. Based on these pieces of information, the server 2 executes the processing of steps S62 to S70 in FIG. 13.

[0154] Furthermore, in the case of the battery deterioration estimation process according to the third example shown in FIG. 15, the communication device 1 transmits the inter-terminal voltage (stable voltage Vs) during the stable period when the starter motor 68 is driven to crank the engine 61 to the server 2 as estimation basic information. Based on this information, the server 2 executes the processes of steps S82 to S85 in FIG. 15.

[0155] Also in this embodiment, since the deterioration estimation result of the battery 88 is registered in the server 2, the dealer's staff, the user, etc. can acquire the deterioration information of the battery 88 from the server 2 using the client 3. Therefore, it becomes easier to utilize the deterioration information of the battery 88, and for example, it can be used as reference information for maintenance.

[0156] As described above, some embodiments of the present invention have been described. However, the present invention can be implemented in other forms as exemplified below.

[0157] For example, in the foregoing embodiment, an example in which the battery deterioration estimation process is performed in the communication device 1 or the server 2 has been described. However, for example, a similar battery deterioration estimation process may be performed in the engine ECU 63. Also, the battery deterioration estimation process may be performed in other ECUs or controllers constituting the in-ship system 80.

[0158] In addition, various design changes can be made within the scope of the matters described in the claims.

Description of Reference Numerals

[0159] 1: Communication device, 2: Server, 3: Client, 4: Network, 5: Ship, 11: Processor, 12: Memory, 19: Estimation basis information acquisition unit, 20: Battery degradation estimation unit, 21: Processor, 22: Memory, 23: Storage, 51: Hull, 60: Outboard motor, 61: Engine, 63: Engine ECU, 68: Starter motor, 77: In-ship network, 80: In-ship system, 81: Controller, 82: Gauge, 88: Battery, 90: Battery cable, 100: Ship information collection system, TB: Terminal, TP: Connection terminal

Claims

1. An outboard motor comprising a pair of connection terminals, a starter motor driven by electric power supplied from the pair of connection terminals, and an engine started by the starter motor, a battery mounted on a hull, a pair of battery cables connecting a pair of terminals of the battery and the pair of connection terminals respectively, an estimation basic information acquisition unit that acquires, as estimation basic information for estimating deterioration of the battery, a connection terminal voltage that appears between the terminals of the pair of connection terminals when the starter motor is being driven, A marine propulsion system including.

2. The marine propulsion system according to claim 1, wherein the estimation basic information acquisition unit further acquires, as the estimation basic information, a current flowing through the battery cable when the starter motor is being driven.

3. The marine propulsion system according to claim 1 or 2, wherein the estimation basic information acquisition unit further acquires, as the estimation basic information, a battery terminal voltage that appears between the pair of terminals of the battery when the starter motor is being driven.

4. The marine propulsion system according to any one of claims 1 to 3, further comprising a deterioration estimation unit that estimates deterioration of the battery using the estimation basic information acquired by the estimation basic information acquisition unit.

5. Further including a communication device that communicates with a server and transmits the estimation basic information acquired by the estimation basic information acquisition unit to the server, The marine propulsion system according to claim 4, wherein the server is programmed to execute the function of the deterioration estimation unit using the estimation basic information received from the communication device.

6. The marine propulsion system according to claim 4 or 5, further comprising a notification unit that notifies a user of an estimation result of deterioration of the battery.

7. The marine propulsion system according to any one of claims 4 to 6, wherein the deterioration estimation unit obtains an internal resistance of the battery and estimates the deterioration of the battery by evaluating the internal resistance.

8. The deterioration estimation unit, a first voltage drop from an undriven connection terminal voltage that appears between the pair of connection terminals before the starter motor is driven to a minimum voltage between the pair of connection terminals during driving of the starter motor, a second voltage drop from the battery terminal voltage between the pair of terminals of the battery that appears before the starter motor is driven to the lowest battery terminal voltage between the pair of terminals of the battery during driving of the starter motor; The marine propulsion system according to any one of claims 4 to 6, wherein the deterioration of the battery is estimated using the above.

9. The deterioration estimation unit, sets a threshold value based on the minimum value of the ratio of the second voltage drop to the first voltage drop after the battery is introduced into the marine propulsion system, The marine propulsion system according to claim 8, wherein the deterioration of the battery is estimated by comparing the ratio of the second voltage drop to the first voltage drop with the threshold value.

10. The marine propulsion system according to claim 9, wherein the deterioration estimation unit sets the threshold value based on the battery terminal voltage between the pair of terminals before driving and the minimum value.

11. The marine propulsion system according to any one of claims 4 to 6, wherein the deterioration estimation unit compares the voltage between the pair of connection terminals during a period when the starter motor is driven and the engine is being cranked with a threshold value to estimate the deterioration of the battery.

12. A plurality of the outboard motors are commonly connected to the battery, the engines of the plurality of outboard motors are started one by one in order, The marine propulsion system according to any one of claims 4 to 6, wherein the deterioration estimation unit estimates the deterioration of the battery using the lowest value among the voltages that appear between the pair of connection terminals of the plurality of outboard motors when the starter motors of the plurality of outboard motors are respectively driven.

13. The battery deterioration estimation unit used in the marine propulsion system according to any one of claims 2 to 12.

14. A hull, A ship comprising the marine propulsion system according to any one of claims 1 to 12 mounted on the hull.

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