Main engine control system

Abstract

To provide a technology for inhibiting a main engine from performing unexpected behavior upon switching navigation modes.SOLUTION: A main engine control system according to the present invention comprises: a first input unit configured to receive a first input operation to input a command value for a propulsion parameter; a calculation unit configured to calculate a command value for a rotation speed to cause a current value of the propulsion parameter to follow the command value; a second input unit configured to receive a second input operation to input the command value for the rotation speed; a setting unit configured to receive a setting operation to set a navigation mode; an acquisition unit configured to acquire the calculated command value for the rotation speed in a navigation assistance mode, and acquire the command value for the rotation speed corresponding to the second input operation in a normal navigation mode; a main engine control unit 15 configured to control the main engine to cause a current value of the rotation speed to follow the acquired command value for the rotation speed; and a switching determination unit that determines whether a switching condition is satisfied. The setting unit makes the setting operation receivable when the switching condition is satisfied.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a main engine control system. [Background technology]

[0002] On ships, it is common to input a command value for the main engine speed via a telegraph device installed on the bridge or the like, and control the main engine so that the current value of the main engine speed follows that command value. Meanwhile, with the aim of reducing the burden on the ship operator, improving safety, and increasing operational efficiency, navigation support devices have been developed that perform operations on behalf of the ship operator, such as adjusting the main engine speed to maintain a set ship speed or keep fuel consumption at a certain level. For example, by connecting a navigation support device separate from the telegraph device to the ship's main engine control device, it is possible to add such navigation support functions to the ship.

[0003] For example, Patent Document 1 discloses a technology in which a user board separate from a telegraph device is connected to a main engine control device, and the ship's speed and fuel consumption are controlled via this user board. In the technology described in Patent Document 1, command values ​​such as ship speed and fuel consumption are input from the user board to the main engine control device, and the main engine rotation speed is controlled so that the current values ​​of ship speed, fuel consumption, etc. follow the command values. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Special Publication No. 2018-514459 Summary of the Invention [Problem to be solved by the invention]

[0005] In the technology described in Patent Document 1, it is assumed that the operator switches the navigation mode between a normal navigation mode, in which the main engine rotation speed is tracked via input to a telegraph device, and a navigation support mode, in which the vessel speed and fuel consumption are tracked via input to a user board. In this case, a discrepancy occurs between the command value for the main engine rotation speed set by the telegraph device and the command value for the main engine rotation speed calculated according to the command values ​​for the vessel speed and fuel consumption set on the user board, which may result in the main engine operating in a way that is unexpected by the operator, such as a large fluctuation in the main engine rotation speed when switching the navigation mode.

[0006] In view of the above-mentioned problems, the present invention aims to provide a technique for preventing the main engine from performing an operation that is not anticipated by the operator when the navigation mode is switched. [Means for solving the problem]

[0007] In order to solve the above problem, a main engine control system according to one aspect of the present invention includes a first input unit that accepts a first input operation to input a command value of a propulsion parameter related to the propulsion speed of a ship, the command value being different from the rotation speed of a main engine that propels the ship; a calculation unit that calculates a command value of the rotation speed of the main engine so that a current value of the propulsion parameter follows the command value of the propulsion parameter accepted via the first input unit; a second input unit that accepts a second input operation to input the command value of the rotation speed of the main engine; a setting unit that accepts a setting operation to set the navigation mode to either a normal navigation mode or a navigation support mode; and a calculation unit that, when the navigation mode is set to the navigation support mode, accepts a setting operation to set the navigation mode to either a normal navigation mode or a navigation support mode. and a main engine control unit that controls the main engine so that the current value of the rotation speed follows the command value of the rotation speed acquired by the acquisition unit, wherein the main engine control system further comprises a condition determination unit that determines whether at least one of the current value of the propulsion parameter, the current value of the rotation speed, the command value of the rotation speed calculated by the calculation unit, and the command value of the rotation speed corresponding to the second input operation satisfies a switching condition, and the setting unit enables the setting operation to be accepted when it is determined that the switching condition is satisfied.

[0008] Any combination of the above, or mutual substitution of the components or expressions of the present invention among methods, devices, programs, temporary or non-temporary storage media on which programs are recorded, systems, etc., are also valid aspects of the present invention. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a technique for preventing the main engine from performing an operation that is not anticipated by the operator when the navigation mode is switched. [Brief explanation of the drawings]

[0010] [Figure 1]1 is a diagram schematically illustrating a vessel according to an embodiment. [Figure 2] 1 is a schematic diagram of a configuration of a main engine control system for a ship according to an embodiment. [Figure 3] FIG. 2 is a block diagram illustrating an assistance control unit according to the embodiment. [Figure 4] 4 is a flowchart showing a process of the main engine control system according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] The present invention will be described below based on preferred embodiments with reference to the drawings. In the embodiments and modifications, identical or equivalent components and members are designated by the same reference numerals, and redundant explanations will be omitted where appropriate. The dimensions of the members in the drawings are enlarged or reduced as appropriate for ease of understanding. Some members that are not important for explaining the embodiments will be omitted from the drawings.

[0012] Embodiment 1 is a diagram schematically illustrating a vessel 1 according to this embodiment. In this embodiment, the vessel 1 includes a hull 90, a telegraph device 50, a main engine control device 10, a main engine 74, and a navigation support device 100.

[0013] The main engine 74 is a propulsion mechanism that rotates the propeller 75 to generate propulsive force that propels the hull 90. The main engine 74 may be any engine that can propel the hull 90, and in this example is a diesel engine. To operate the main engine 74, the main engine 74 consumes fuel in an amount that corresponds to the rotation speed and torque of the main engine 74.

[0014] The navigation support device 100 supports the navigation of the vessel 1. The navigation support device 100 of this embodiment controls propulsion parameters related to the propulsion speed of the vessel 1. The propulsion parameters of this embodiment are parameters different from the rotation speed of the main engine 74. For example, the propulsion parameters of this embodiment include at least one of the ground speed of the vessel 1, the horsepower output by the main engine 74, and the fuel consumption of the vessel 1. The navigation support device 100 controls the propulsion parameter of the control target, with one of these propulsion parameters (the ground speed of the vessel 1, the fuel consumption of the vessel 1, or the horsepower output by the main engine 73) as the control target. The navigation support device 100 is provided on the vessel 1 separately from the telegraph device 50. The navigation support device 100 will be described later.

[0015] 2 is a schematic diagram of the configuration of the main engine control system 2 of the ship 1 of this embodiment. The main engine control system 2 includes a main engine control device 10, a telegraph device 50, and a navigation support device 100. The navigation support device 100 includes an support input unit 110 and a support control unit 120.

[0016] Various types of information based on operations by the vessel operator are input to the support input unit 110. The support input unit 110 includes a command value input unit 111, a control target input unit 112, and a first setting unit 113. The support input unit 110 may input various types of information based on a touch position on a touch panel, or may input various types of information based on operations on operation buttons.

[0017] The command value input unit 111 receives a first input operation from the vessel operator to input a command value for a propulsion parameter of the controlled object, and outputs the command value for the propulsion parameter to the assistance control unit 120 based on the first input operation. Hereinafter, the command value for the rotation speed calculated by a calculation unit 124 (described later) based on the command value for the propulsion parameter input in the first input operation may be referred to as a first command value. The command value input unit 111 of this embodiment is an example of a first input unit.

[0018] The control object input unit 112 accepts a control object selection operation from the operator to select the propulsion parameter to be controlled, and outputs a control object designation signal to the assistance control unit 120 based on the control object selection operation, designating the selected propulsion parameter as the control object.

[0019] The first setting unit 113 accepts a setting operation from the navigator to set the navigation mode to either the normal navigation mode operated via the telegraph device 50 or the navigation assistance mode operated via the navigation assistance device 100, and outputs a setting operation signal to the assistance control unit 120 to set the navigation mode to either the normal navigation mode or the navigation assistance mode based on the setting operation. This causes the navigation object to be switched between the telegraph device 50 and the navigation assistance device 100. The first setting unit 113 also accepts a change request operation from the navigator to request a change of the navigation mode from one of the normal navigation mode and the navigation assistance mode to the other, and outputs a change request operation signal to the assistance control unit 120 to request the change based on the change request operation.

[0020] The telegraph device 50 includes an operating handle 51 and a second setting unit 52. The telegraph device 50 is installed on the bridge or the like of the ship 20. The telegraph device 50 transmits to the main engine control device 10 a command value for the rotation speed of the main engine 30 specified by a second input operation based on the position of the operating handle 51 (hereinafter referred to as "handle position P"). The vessel operator can change the command value for the rotation speed of the main engine 74 within a predetermined range by changing the position of the operating handle 51. The command value for the rotation speed of the main engine 74 in the telegraph device 50 is generated by a known method based on the handle position P. Hereinafter, the command value for the rotation speed corresponding to the second input operation may be referred to as a second command value.

[0021] The operating handle 51 accepts a second input operation for inputting a command value for the rotation speed of the main engine 74, and outputs the command value for the rotation speed specified by the second input operation to the main engine control device 10. The operating handle 51 is not limited to any particular form as long as it allows the operator to input an operation. For example, the operating handle 51 may or may not include a movable operating unit. For example, the operating handle 51 may detect commands from the touch position on a touch panel. The operating handle 51 of this embodiment is an example of a second input unit.

[0022] The second setting unit 52 accepts a setting operation from the operator and outputs a setting operation signal to the main engine control device 10 based on the setting operation. The second setting unit 52 also accepts a change request operation from the operator and outputs a change request operation signal to the main engine control device 10 based on the change request. The second setting unit 52 may accept the setting operation and the change request operation based on the touch position on a touch panel, or may accept the setting operation and the change request operation based on the operation of an operation button. The first setting unit 113 and the second setting unit 52 of this embodiment constitute a setting unit that can accept a setting operation when it is determined that a switching condition, which will be described later, is satisfied, for example.

[0023] The main engine control device 10 controls the propulsive force generated by the main engine 74 in accordance with a command signal for the rotation speed from the telegraph device 50 or the navigation support device 100. The main engine control device 10 of this embodiment controls (increases / decreases, stops, etc.) the rotation speed of the main engine 74 based on the command signal from the telegraph device 50 or the navigation support device 100.

[0024] The main engine control device 10 includes a switching determination unit 11, a first switching unit 12, a second switching unit 13, a main engine acquisition unit 14, a main engine control unit 15, and a main engine storage unit 16.

[0025] The switching determination unit 11 determines whether or not switching conditions described below are satisfied, and controls switching of the navigation mode and the control object by outputting a switching control signal to the first switching unit 12 and the second switching unit 13 based on the determination result, for controlling switching of the first switching unit 12 and the second switching unit 13. The control object here is any one of the navigation support device 100, the telegraph device 50 provided on the bridge 77, and the telegraph device 50 provided in the control room 78 of the main engine 74. A control method for switching of the navigation mode will be described later.

[0026] The first switching unit 12 controls switching so that its connection terminal is connected to either the first terminal t1 or the second terminal t2 in response to a switching control signal from the switching determination unit 11. The first terminal t1 is connected to an output terminal that outputs a command value for the rotation speed of the navigation support device 100. The second terminal t2 is connected to an output terminal that outputs a command value for the rotation speed of the telegraph device 50 provided on the bridge 77. The output terminal of the first switching unit 12 is connected to the third terminal t3 of the second switching unit 13.

[0027] The second switching unit 13 controls switching so that its connection terminal is connected to either the third terminal t3 or the fourth terminal t4 in response to a switching control signal from the switching determination unit 11. The third terminal t3 is connected to the output terminal of the first switching unit 12. The second terminal t2 is connected to an output terminal that outputs a rotation speed command value for the telegraph device 50 provided in the control room 78 of the main engine 74. The output terminal of the second switching unit 13 is connected to the main engine control unit 15.

[0028] By controlling the first switching unit 12 and the second switching unit 13, one of the navigation support device 100, the telegraph device 50 provided on the bridge 77, and the telegraph device 50 provided in the control room 78 of the main engine 74 is set as the control object. A rotation speed command value output from this control object is input to the main engine control unit 15. Furthermore, by controlling the first switching unit 12 and the second switching unit 13, the navigation mode is controlled to either the normal navigation mode or the navigation support mode.

[0029] For example, when the first terminal t1 of the first switching unit 12 is connected to the output terminal of the first switching unit 12 and the third terminal t3 of the second switching unit 13 is connected to the output terminal of the second switching unit 13, the object to be controlled is the navigation assistance device 100. Therefore, the rotation speed command value output from the navigation assistance device 100 is input to the main engine control unit 15 via the main engine acquisition unit 14. In this case, the navigation mode is the navigation assistance mode.

[0030] For example, when the second terminal t2 of the first switching unit 12 is connected to the output terminal of the first switching unit 12 and the third terminal t3 of the second switching unit 13 is connected to the output terminal of the second switching unit 13, the control object becomes the telegraph device 50 on the bridge 77. Therefore, the rotation speed command value output from the telegraph device 50 on the bridge 77 is input to the main engine control unit 15 via the main engine acquisition unit 14. For example, when the fourth terminal t4 of the second switching unit 13 is connected to the output terminal of the second switching unit 13, the control object becomes the telegraph device 50 in the control room 78. Therefore, the rotation speed command value output from the telegraph device 50 in the control room 78 is input to the main engine control unit 15 via the main engine acquisition unit 14. In these cases, the navigation mode becomes the normal navigation mode.

[0031] The main engine acquisition unit 14 acquires a rotation speed command value calculated by a calculation unit 124 described later when the navigation mode is set to the navigation support mode, and acquires a rotation speed command value corresponding to the second input operation when the navigation mode is set to the normal navigation mode. In addition, the main engine acquisition unit 14 acquires the current value of the rotation speed from a rotation speed sensor 84 that detects the rotation speed of the main engine 74.

[0032] The main engine control unit 15 controls the main engine 74 so that the current value of the rotation speed of the main engine 74 follows the input rotation speed command value. The main engine control unit 15 outputs a rotation speed command signal calculated according to the difference between the current value of the rotation speed of the main engine 74 and the input rotation speed command value to the engine control system (ECS) 76. The input rotation speed command value here is the rotation speed command value output from the device being controlled, among the navigation support device 100, the telegraph device 50 installed on the bridge 77, and the telegraph device 50 installed in the control room 78 for the main engine 74. The main engine control unit 15 acquires the current value of the rotation speed from the rotation speed sensor 84 via the main engine acquisition unit 14. The main engine control unit 15 of this embodiment performs feedback control so that the difference between the current value of the rotation speed and the rotation speed command value becomes smaller. Furthermore, the main machine control unit 15 of this embodiment adjusts the rotation speed command value in accordance with a load-up program that defines a schedule for adjusting the rotation speed command value so that the rotation speed gradually follows the rotation speed command value indicated by the input command signal.

[0033] The main machine storage unit 16 stores application programs and load-up programs corresponding to the functional blocks of the main machine control device 10. The main machine storage unit 16 also stores input information, each reference value, and each threshold value in chronological order.

[0034] The ECS 76 is also called a governor, and suppresses fluctuations in the rotation speed of the main engine 74. When the rotation speed of the main engine 74 changes in response to load fluctuations on the main engine 74, the ECS 76 fine-tunes the rotation speed using the rotation speed indicated in the command signal output from the main engine control device 10 as a basic amount, and satisfies various constraints, such as engine load limits, by outputting to the main engine 74 a command value for the amount of fuel input that will achieve the finely adjusted rotation speed.

[0035] The assisting device 79 assists the main engine 74. For example, the assisting device 79 assists the rotational movement of the main engine 74 by supplying compressed air to the main engine 74. The assisting device of this embodiment assists the rotational movement of the main engine 74 by supplying compressed air to the main engine 74 to assist the movement of the piston of the main engine 74 and imparting a rotational force to the crankshaft.

[0036] Fig. 3 is a block diagram showing the outline of the assistance control unit 120 of this embodiment. Each block shown in Fig. 3 can be realized in terms of hardware by elements such as a computer processor, CPU, and memory, electronic circuits, and mechanical devices, and in terms of software by a computer program, etc. However, the functional blocks shown here are realized by the cooperation of these elements. Therefore, it will be understood by those skilled in the art that these functional blocks can be realized in various ways by combining hardware and software.

[0037] The assistance control unit 120 of this embodiment includes a current value acquisition unit 121, a command value acquisition unit 122, a control target switching unit 123, a calculation unit 124, an output unit 125, an assistance determination unit 126, and an assistance storage unit 127.

[0038] The current value acquisition unit 121 acquires current values ​​of propulsion parameters related to the propulsion of the vessel 1. The current value acquisition unit 121 acquires, for example, the current value of the ground vessel speed from a vessel speed sensor 82 that detects the ground vessel speed of the vessel 1. The current value of the ground vessel speed of the vessel 1 may be acquired by calculating it from information acquired from a positioning system that uses a satellite, such as a Global Positioning System (GPS). The current value acquisition unit 121 acquires, for example, the current value of horsepower from a horsepower sensor 83 that detects the horsepower output from the output shaft of the main engine 74. The current value acquisition unit 121 acquires, for example, the current value of the fuel consumption of the vessel 1 from a flow rate sensor 81 that detects the flow rate of fuel supplied from an oil tank (not shown) that stores fuel for the vessel 1. The current value acquisition unit 121 acquires, for example, the current value of the rotation speed from a rotation speed sensor 84.

[0039] The command value acquisition unit 122 acquires command values ​​for the propulsion parameters of the controlled object. The command value acquisition unit 122 of this embodiment acquires command values ​​for the propulsion parameters output from the support input unit 110 based on the operation of the vessel operator.

[0040] The controlled object switching unit 123 switches the propulsion parameter of the controlled object to one of vessel ground speed, fuel consumption, and horsepower based on the controlled object designation signal from the input unit 110. When the controlled object designation signal designates fuel consumption as the controlled object, the controlled object switching unit 123 connects its connection terminal to the fifth terminal t5. When the controlled object designation signal designates vessel ground speed as the controlled object, the controlled object switching unit 123 connects its connection terminal to the sixth terminal t6. When the controlled object designation signal designates horsepower as the controlled object, the controlled object switching unit 123 connects its connection terminal to the seventh terminal t7. As a result, the current value of the propulsion parameter of the controlled object designated by the controlled object designation signal, out of the propulsion parameters including vessel ground speed, fuel consumption, and horsepower, is supplied to the calculation unit 124.

[0041] The calculation unit 124 calculates a rotation speed command value to be output to the main engine control unit 15 based on the acquired current values ​​of the propulsion parameters of the controlled object and the command values ​​of the propulsion parameters. For example, the calculation unit 124 calculates a rotation speed command value for the main engine 74 so that the current values ​​of the propulsion parameters follow the acquired command values ​​of the propulsion parameters. For example, the calculation unit 124 determines the rotation speed command value using a known method so that the command values ​​of the propulsion parameters are feedback-controlled. Hereinafter, the main engine rotation speed command value calculated by the calculation unit 124 may be referred to as a second command value.

[0042] The output unit 125 outputs the value calculated by the calculation unit 124 to the main machine control device 10 as a command value for the rotation speed.

[0043] The support determination unit 126 determines whether switching conditions, which will be described later, are satisfied. The switching conditions include first to third switching conditions. The support determination unit 126 is configured to be able to communicate with the switching determination unit 11 so as to share various information for switching the navigation mode. For example, when the support determination unit 126 receives a setting operation signal and a change request operation signal from the first setting unit 113, the support determination unit 126 outputs the received signal to the switching determination unit 11 of the main engine control device 10. At least one of the support determination unit 126 and the switching determination unit 11 in this embodiment constitutes a condition determination unit that determines whether at least one of the current value of the propulsion parameter, the current value of the rotation speed, the rotation speed command value calculated by the calculation unit 124, and the rotation speed command value corresponding to the second input operation satisfies the switching condition.

[0044] The support storage unit 127 stores application programs corresponding to the functional blocks of the support control unit 120. The support storage unit 127 also stores input information, each reference value, and each threshold value in chronological order.

[0045] 4 is a flowchart showing the process S100 of the main engine control system 2 of this embodiment. The process S100 is executed at predetermined time intervals (for example, several milliseconds).

[0046] In step S101, the switching determination unit 11 of the main engine control device 10 determines whether a request to change the navigation mode has been received. For example, the switching determination unit 11 determines that a request to change the navigation mode has been received when a change request operation signal is input from the first setting unit 113 via the assistance control unit or when a change request operation signal is input from the second setting unit 52. If a change request has been received (Y in step S101), process S100 proceeds to step S102. If a change request has not been received (N in step S101), process S100 ends.

[0047] In step S102, the switching determination unit 11 of the main engine control device 10 determines whether the operation mode is the normal operation mode or the navigation support mode. For example, if the connection terminal of the first switching unit 12 is connected to the first terminal t1 and the connection terminal of the second switching unit 13 is connected to the third terminal t3, the switching determination unit 11 determines that the operation mode is the navigation support mode, and if the connection states of the connection terminals of the first switching unit 12 and the second switching unit 13 are other than these, the switching determination unit 11 determines that the operation mode is the normal navigation mode. If the operation mode is the navigation support mode ("navigation support mode" in step S102), processing S100 proceeds to step S103.

[0048] In step S103, the main engine acquisition unit 14 of the main engine control device 10 acquires a first command value and a second command value for the rotation speed of the main engine 74. For example, the main engine acquisition unit 14 acquires the first command value supplied from the assistance control unit 120 via the first switching unit 12 and the second switching unit 13. Note that in step S103, since the navigation mode is the navigation assistance mode, the main engine acquisition unit 14 can acquire the first command value from the assistance control unit. Also, for example, the main engine acquisition unit 14 acquires a second command value output in accordance with the handle position P of the telegraph device 50 for which the second setting unit 52, among the telegraph devices 50 provided on the bridge 77 and the control room 78, has accepted a change request. The main engine acquisition unit 14 supplies the acquired first command value and second command value for the rotation speed to the switching determination unit 11.

[0049] In step S104, the switching determination unit 11 of the main engine control device 10 determines whether the first command value and the second command value of the rotation speed satisfy a first switching condition. The first switching condition includes whether the degree of deviation between the first command value and the second command value of the rotation speed is within a first switching range. The degree of deviation between the first command value and the second command value of the rotation speed may be, for example, the difference between the first command value and the second command value of the rotation speed, or the ratio of one of the first command value and the second command value of the rotation speed to the other. The first switching range is set appropriately. For example, the vessel operator can reduce the degree of deviation between the first command value and the second command value of the rotation speed by operating the steering wheel position P to adjust the second command value based on the second input operation, thereby bringing this degree of deviation into the first switching range. If the first switching condition is satisfied (Y in step S104), the process S100 proceeds to step S107. If the first switching condition is not satisfied (N in step S104), the process S100 proceeds to step S109.

[0050] Returning to step S102, if the mode is normal navigation mode ("normal navigation mode" in step S102), the switching determination unit 11 of the main engine control device 10 supplies a switching determination command to the navigation support device 100, and processing S100 proceeds to step S105. In step S105, the current value acquisition unit 121 of the navigation support device 100 acquires the current values ​​of each propulsion parameter. The current value acquisition unit 121 supplies the current values ​​of each propulsion parameter to the assistance determination unit 126.

[0051] In step S106, the assistance determination unit 126 of the navigation assistance device 100 determines whether the current values ​​of the propulsion parameters satisfy a second switching condition. The second switching condition includes whether the current values ​​of each propulsion parameter are within a second switching range. The second switching range is a range of upper and lower limits defined for each propulsion parameter. For example, in this embodiment, upper and lower limit ranges are defined for each of the propulsion parameters, which are vessel ground speed, horsepower, and fuel consumption. In this embodiment, the assistance determination unit 126 determines whether the current values ​​of the propulsion parameters satisfy the second switching condition by determining whether the vessel ground speed, horsepower, and fuel consumption are within their respective upper and lower limit ranges. For example, if at least one of the vessel ground speed, horsepower, and fuel consumption is outside its upper or lower limit range, the assistance determination unit 126 determines that the current values ​​of the propulsion parameters satisfy the second switching condition. If the second switching condition is met (Y in step S106), the support determination unit 126 of the navigation support device 100 supplies a condition confirmation signal to the main engine control device 10, and the process S100 proceeds to step S107. If the second switching condition is not met (N in step S106), the process S100 proceeds to step S109.

[0052] In step S107, the main engine acquisition unit 14 of the main engine control device 10 acquires the current value of the rotation speed of the main engine 74. The main engine acquisition unit 14 acquires the current value of the rotation speed of the main engine 74 from the rotation speed sensor 84, for example.

[0053] In step S108, the switching determination unit 11 of the main machine control device 10 determines whether the current value of the rotation speed satisfies a third switching condition. The third switching condition includes the current value of the rotation speed being equal to or greater than a lower limit value. If the third switching condition is not satisfied (N in step S108), the process S100 proceeds to step S109.

[0054] In step S109, the first setting unit 113 and the second setting unit 52 cannot accept any setting operations. For example, the switching determination unit 11 may prevent the first setting unit 113 or the second setting unit 52 from accepting any setting operation even when the operator operates an operation button for a setting operation on the operation screen of the touch panel, or may gray out the operation screen of the touch panel itself so that the operation button for the setting operation cannot be operated.

[0055] In step S110, the switching determination unit 11 of the main engine control device 10 notifies that the setting operation cannot be accepted. For example, the switching determination unit 11 may display on a display (not shown) of the telegraph device 50 or the navigation support device 100 that the setting operation cannot be accepted, or may output a sound (not shown) that the setting operation cannot be accepted using a speaker (not shown) of the telegraph device 50 or the navigation support device 100. After step S110, the process S100 ends.

[0056] Returning to step S108, if the third switching condition is satisfied (Y in step S108), the process S100 proceeds to step S111. In step S111, the first setting unit 113 and the second setting unit 52 are enabled to accept a setting operation. As a result, when a setting operation is performed by the operator via the first setting unit 113 or the second setting unit 52, the setting operation is accepted.

[0057] In step S112, the switching determination unit 11 of the main engine control device 10 notifies that the setting operation is acceptable. For example, the switching determination unit 11 may display the fact that the setting operation is acceptable on a display (not shown) of the telegraph device 50 or the navigation support device 100, or may output an audible message that the setting operation is acceptable using a speaker (not shown) of the telegraph device 50 or the navigation support device 100.

[0058] In step S113, the switching determination unit 11 of the main engine control device 10 determines whether or not a setting operation has been accepted. For example, the switching determination unit 11 determines that a setting operation for the navigation mode has been accepted when a setting operation signal is input from the first setting unit 113 via the assistance control unit or when a setting operation signal is input from the second setting unit 52. If a setting operation has been accepted (Y in step S113), process S100 proceeds to step S114. If a setting operation has not been accepted (N in step S113), process S100 ends.

[0059] In step S114, the switching determination unit 11 of the main engine control device 10 controls the switching of the first switching unit 12 and the second switching unit 13 to switch the navigation mode based on the setting operation. For example, when the current navigation mode is the navigation assistance mode, the switching determination unit 11 controls the switching of the first switching unit 12 and the second switching unit 13 to switch the navigation mode from the navigation assistance mode to the normal navigation mode. As a result, the telegraph device 50 having the second setting unit 52 that has accepted the setting operation, out of the telegraph device 50 on the bridge 77 and the telegraph device 50 in the control room 78, becomes the target of operation. For example, when the current navigation mode is the normal navigation mode, the switching determination unit 11 controls the switching of the first switching unit 12 and the second switching unit 13 to switch the navigation mode from the normal navigation mode to the navigation assistance mode. As a result, the navigation assistance device 100 becomes the target of operation. When switching from the normal navigation mode to the navigation support mode, the current value of the main engine rotation speed at the time of switching may be determined as the initial command value for the main engine rotation speed in the navigation support mode, thereby making it possible to prevent a sudden fluctuation in the rotation speed of the main engine 74 immediately after switching.

[0060] In step S115, the switching determination unit 11 of the main engine control device 10 notifies that the navigation mode has been switched. For example, the switching determination unit 11 may display the fact that the navigation mode has been switched on a display (not shown) of the telegraph device 50 or the navigation support device 100, or may output the fact that the navigation mode has been switched by voice using a speaker (not shown) of the telegraph device 50 or the navigation support device 100. For example, the switching determination unit 11 may indicate whether the navigation mode after switching is the navigation support mode or the normal navigation mode.

[0061] After step S115, the process S100 ends.

[0062] Modifications will be described below.

[0063] In the embodiment, an example has been shown in which the main engine 74 obtains propulsive force by rotating the propeller 75, but this is not limiting. The mechanism for obtaining propulsive force may be any mechanism capable of propelling the vessel, and may be configured to, for example, discharge gas or the like based on the rotational output of the main engine 74, and obtain propulsive force by the reaction force of the gas or the like.

[0064] In the embodiment, the main engine 74 is a diesel engine, but is not limited to this. The prime mover may be, for example, an internal combustion engine other than a diesel engine, or an external combustion engine.

[0065] In the embodiment, when the navigation mode is the navigation support mode ("navigation support mode" in step S102), it is determined in step S104 whether the first command value and the second command value for the rotation speed satisfy the first switching condition, but this is not limiting. For example, when the navigation mode is the navigation support mode ("normal navigation mode" in step S102), it may be determined whether the first command value and the second command value for the rotation speed satisfy the first switching condition.

[0066] The propulsion parameters may include the vessel speed through water of the vessel 1. The vessel speed through water can be obtained by a vessel speed sensor such as a Doppler log. The propulsion parameters may also include the exhaust gas temperature of the main engine 74. The exhaust gas temperature of the main engine 74 can be obtained from an exhaust gas temperature sensor that detects the exhaust gas temperature of the main engine 74. Therefore, the propulsion parameters may include at least one of the vessel speed over ground, the vessel speed through water, the main engine horsepower, the main engine fuel consumption, and the main engine exhaust gas temperature.

[0067] In the embodiment, the current value of the fuel consumption of the vessel 1 is acquired from the flow rate sensor 81, and the current value of the horsepower is acquired from the horsepower sensor 83, but this is not limiting. For example, the current values ​​of the fuel consumption and horsepower may be calculated based on the fuel injection amount determined from the position of the fuel rack that stores the fuel and the current value of the rotation speed of the main engine.

[0068] In the embodiment, the third switching condition includes the current value of the rotation speed being equal to or greater than the lower limit, but may also include the current value of the rotation speed being equal to or less than the upper limit. This allows the navigation mode to be switched when the current value of the rotation speed is equal to or less than the upper limit, thereby preventing excessive strain on the main engine 74 due to worsening weather and sea conditions.

[0069] In the embodiment, whether or not a switching request operation has been received is determined in step S101, but this is not limiting. For example, if the navigation assistance device 100 detects some abnormality in the navigation assistance mode and it becomes difficult to continue the navigation assistance mode, the process S100 may proceed to step S102.

[0070] The boosting device 79 may boost the supercharging by an exhaust turbocharger (not shown) of the main engine 74, by supplying compressed air to the exhaust turbocharger, which is configured to supercharge the air flowing through an intake passage that leads air to the combustion chamber of the main engine 74.

[0071] An operating unit having the functions of the first setting unit 113 and the second setting unit 52 may be provided independently of the navigation assistance device 100 and the main engine control device 10, or may be provided only in the navigation assistance device 100.

[0072] The effects of this embodiment will be described below.

[0073] The main engine control system 2 of this embodiment includes a first input unit that accepts a first input operation to input a command value of a propulsion parameter related to the propulsion speed of the vessel 1, the propulsion parameter being different from the rotation speed of the main engine 74 that propels the vessel 1; a calculation unit 124 that calculates a command value of the rotation speed of the main engine so that the current value of the propulsion parameter follows the command value of the propulsion parameter accepted via the first input unit; a second input unit that accepts a second input operation to input the command value of the rotation speed of the main engine 74; a setting unit that accepts a setting operation to set the navigation mode to either the normal navigation mode or the navigation support mode; and a setting unit that accepts a setting operation to set the navigation mode to the navigation support mode when the navigation mode is set to the navigation support mode. The main engine control system (2) includes an acquisition unit that acquires a rotation speed command value calculated by the calculation unit (124) when the navigation mode is set to normal navigation mode, and acquires a rotation speed command value corresponding to a second input operation when the navigation mode is set to normal navigation mode, and a main engine control unit (15) that controls the main engine (74) so ​​that the current value of the rotation speed follows the rotation speed command value acquired by the acquisition unit. The main engine control system (2) further includes a condition determination unit that determines whether at least one of the current value of the propulsion parameter, the current value of the rotation speed, the rotation speed command value calculated by the calculation unit (124), and the rotation speed command value corresponding to the second input operation satisfies a switching condition, and the setting unit can accept a setting operation when it determines that the switching condition is satisfied. With this configuration, the main engine control system (2) can operate in either a navigation mode, which is operated via the navigation assistance mode operated via the first input unit, or a normal navigation mode operated via the second input unit. The navigation mode can be switched when at least one of the current value of the propulsion parameter, the current value of the rotation speed, the rotation speed command value calculated by the calculation unit (124), and the rotation speed command value corresponding to the second input operation satisfies the switching condition. Therefore, fluctuations in the rotation speed of the main engine when switching the navigation mode are suppressed, and unexpected operation of the main engine 74 can be suppressed.

[0074] In this embodiment, the switching condition includes that the degree of deviation between the command value for the rotation speed of the main engine calculated by the calculation unit 124 and the command value for the rotation speed corresponding to the second input operation is within a predetermined range. With this configuration, the navigation mode can be switched when the degree of deviation is within the predetermined range, thereby suppressing fluctuations in the command value for the rotation speed when switching the navigation mode.

[0075] Here, when the weather and sea conditions encountered by the vessel 1 are very favorable (for example, a tailwind or a tail current), a decrease in the rotation speed of the main engine may cause the boosting device 79 provided on the vessel 1 to start up at an unexpected timing, resulting in an increase in fuel consumption due to the consumption of electricity. In contrast, in this embodiment, the switching condition includes the current value of the rotation speed being equal to or greater than the lower limit. With this configuration, it is possible to switch the navigation mode when the current value of the rotation speed is equal to or greater than the lower limit. Therefore, it is possible to prevent the boosting device 79 from starting up unexpectedly when switching the navigation mode, thereby suppressing an increase in fuel consumption.

[0076] In this embodiment, the setting operation is an operation for switching from the normal navigation mode to the navigation support mode, and the switching conditions include the current values ​​of the propulsion parameters being within a predetermined range. With this configuration, the navigation mode can be switched from the normal navigation mode to the navigation support mode when the current values ​​of the propulsion parameters are within the predetermined range, thereby preventing the main engine 74 from operating unexpectedly.

[0077] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. A new embodiment resulting from the combination has the combined effects of the combined embodiments and modifications. [Explanation of symbols]

[0078] 1 Ship, 2 Main engine control system, 10 Main engine control device, 11 Switching determination unit, 14 Main engine acquisition unit, 15 Main engine control unit, 16 Main engine memory unit, 50 Telegraph device, 51 Operating handle, 52 Second setting unit, 100 Navigation support device, 110 Support input unit, 111 Command value input unit, 112 Control target input unit, 113 First setting unit, 120 Support control unit, 121 Current value acquisition unit, 122 Command value acquisition unit, 123 Control target switching unit, 124 Calculation unit, 125 Output unit, 126 Support determination unit, 127 Support memory unit.

Claims

1. a first input unit that accepts a first input operation to input a command value of a propulsion parameter related to a propulsion speed of the marine vessel, the command value being different from the rotation speed of a main engine that propels the marine vessel; a calculation unit that calculates a command value for the rotation speed of the main engine so that the current value of the propulsion parameter follows the command value of the propulsion parameter received via the first input unit; a second input unit that accepts a second input operation for inputting a command value for the rotation speed of the main engine; a setting unit that accepts a setting operation for setting the navigation mode to either a normal navigation mode or a navigation support mode; an acquisition unit that acquires the rotation speed command value calculated by the calculation unit when the navigation mode is set to the navigation assistance mode, and acquires the rotation speed command value corresponding to the second input operation when the navigation mode is set to the normal navigation mode; a main engine control unit that controls the main engine so that the current value of the rotation speed follows the command value of the rotation speed acquired by the acquisition unit; A main engine control system comprising: a condition determination unit that determines whether at least one of the current value of the propulsion parameter, the current value of the rotation speed, the command value of the rotation speed calculated by the calculation unit, and the command value of the rotation speed corresponding to the second input operation satisfies a switching condition, the setting unit enables the setting operation to be accepted when it is determined that the switching condition is satisfied. A main engine control system characterized by:

2. the switching condition includes a degree of deviation between the command value for the rotation speed of the main engine calculated by the calculation unit and the command value for the rotation speed corresponding to the second input operation being within a predetermined range. The main engine control system according to claim 1 .

3. The switching condition includes that the current value of the rotation speed is equal to or greater than a lower limit value. The main engine control system according to claim 1 .

4. the setting operation is an operation of switching from the normal navigation mode to the navigation support mode, the switching condition includes that the current value of the propulsion parameter is within a predetermined range including the command value of the propulsion parameter received via the first input unit. The main engine control system according to claim 1 .

5. the propulsion parameter is any one of a ground speed of the vessel, a water speed of the vessel, a horsepower of the main engine, a fuel consumption of the main engine, and an exhaust gas temperature of the main engine; The main engine control system according to claim 4.

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