Propulsion device control system and navigation support device

Abstract

To provide a technique capable of supporting maneuvering intended by a vessel operator.SOLUTION: A main engine control system 1 includes a navigation support device 10 and a remote control device 50. The navigation support device 10 includes a first operation part 12 for receiving selection operation of selecting a propulsion parameter, and first input operation of inputting a command value of the propulsion parameter, and a calculation part 22 for calculating a command value of rotation speed of a main engine 94. The remote control device 50 includes a second operation part 52 for receiving second input operation of inputting a command value of rotation speed of the main engine 94, and a command control part 66 for making the current value of the rotation speed follow the command value of the rotation speed calculated by the calculation part 22 in the case of a navigation support mode, and making the current value of the rotation speed follow the command value of the rotation speed corresponding to the second input operation in the case of a normal navigation support mode. Further included are a determination part 70 for determining a switching condition, and a mode control part 72 for executing at least one of notification operation and switching operation when the switching condition is satisfied.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a propulsion device control system and a navigation aid. [Background technology]

[0002] Patent Document 1 discloses a jet propulsion boat having a lever operation unit that adjusts the throttle of the engine that propels the boat when in normal sailing mode, and a steering operation unit that is provided with an auto-cruise operation button for adjusting the boat speed when in auto-cruise sailing mode. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-69776 Summary of the Invention [Problem to be solved by the invention]

[0004] In the technology described in Patent Document 1, if the lever operating section for operation in normal navigation is operated even when the boat is in auto-cruise navigation mode, there is a possibility that the boat will not be steered as intended by the operator.

[0005] In view of the above problems, an object of the present invention is to provide a technique that can assist a vessel operator in maneuvering a vessel as intended. [Means for solving the problem]

[0006] To solve the above problems, one aspect of the present invention provides a propulsion device control system that includes a navigation assistance device and a remote control device. The navigation assistance device includes a first operation unit that accepts a selection operation for selecting a propulsion parameter to be controlled from multiple parameters including the vessel speed and the horsepower output by the vessel's propulsion devices and a first input operation for inputting a command value for the propulsion parameter, and a calculation unit that calculates a command value for the propulsion device rotation speed so that the current value of the propulsion parameter follows the command value for the propulsion parameter input via the first operation unit. The remote control device includes a second operation unit that accepts a second input operation for inputting the command value for the propulsion device rotation speed, and a propulsion device control unit that controls the propulsion device to cause the current value of the rotation speed to follow the command value for the rotation speed calculated by the calculation unit when the current operation mode is set to navigation assistance mode, and controls the propulsion device to cause the current value of the rotation speed to follow the command value for the rotation speed corresponding to the second input operation when the operation mode is set to normal navigation mode. The navigation assistance device or remote control device further includes a judgment unit that judges whether a switching condition is met, including the acceptance of a second input operation via the second operation unit, when the operation mode is set to the navigation assistance mode, and a mode control unit that, when the switching condition is met, performs at least one of an alert operation to the operator and a switching operation to switch the operation mode from the navigation assistance mode to the normal navigation mode.

[0007] Another aspect of the present invention is a propulsion device control system. This propulsion device control system includes a navigation assistance device and a remote control device. The navigation assistance device includes a first operation unit that accepts a selection operation for selecting a propulsion parameter to be controlled from multiple parameters including the vessel speed and the horsepower output by the vessel's propulsion devices and a first input operation for inputting a command value for the propulsion parameter, and a calculation unit that calculates a command value for the propulsion device rotation speed so that the current value of the propulsion parameter follows the command value for the propulsion parameter input via the first operation unit. The remote control device includes a second operation unit that accepts a second input operation for inputting the command value for the propulsion device rotation speed, and a propulsion device control unit that controls the propulsion device to cause the current value of the rotation speed to follow the command value for the rotation speed calculated by the calculation unit when the current control mode is set to navigation assistance mode, and controls the propulsion device to cause the current value of the rotation speed to follow the command value for the rotation speed corresponding to the second input operation when the control mode is set to normal navigation mode. The remote control device or navigation assistance device further includes a judgment unit that judges whether a switching condition is met, including the acceptance of a first input operation via the first operation unit, when the control mode is set to the normal navigation mode, and a mode control unit that, when the switching condition is met, performs at least one of an alert operation to the operator and a switching operation to switch the control mode from the normal navigation mode to the navigation assistance mode.

[0008] Yet another aspect of the present invention is a propulsion device control system. This propulsion device control system includes a position keeping device and a remote control device. The position keeping device includes a first operation unit that accepts a first input operation for inputting command values ​​for the position and heading of the vessel and a setting operation for setting the current steering mode to either the normal sailing mode or the position keeping mode, and a calculation unit that calculates command values ​​for the propulsion devices that propel the vessel in order to maintain the command values ​​for the position and heading of the vessel at their current values. The remote control device includes a second operation unit that accepts a second input operation for inputting command values ​​for the propulsion devices, and a propulsion device control unit that controls the propulsion devices to make the current values ​​of the propulsion devices follow the command values ​​calculated by the calculation unit when the steering mode is set to the position keeping mode, and controls the propulsion devices to make the current values ​​of the propulsion devices follow the propulsion device command values ​​corresponding to the second input operation when the steering mode is set to the normal sailing mode. The remote control device or the constant position holding device further includes a judgment unit that judges whether a switching condition is met, including the acceptance of a second input operation via the second operating unit, when the control mode is set to the constant position holding mode, and a mode control unit that, when the switching condition is met, performs at least one of an alert operation to the operator and a switching operation to switch the control mode from the constant position holding mode to the normal navigation mode.

[0009] Yet another aspect of the present invention is a navigation assistance device that includes: a first operation unit that accepts a selection operation for selecting a propulsion parameter to be controlled from multiple parameters including a vessel speed and horsepower output by a propulsion device of the vessel, and a first input operation for inputting a command value for the propulsion parameter; a calculation unit that calculates a command value for a rotation speed of the propulsion device so that a current value of the propulsion parameter follows the command value for the propulsion parameter input via the first operation unit; a determination unit that determines whether a switching condition is satisfied, including acceptance of a second input operation via a second operation unit of a steering device that accepts a second input operation for inputting a command value for a rotation speed of the propulsion device when the current steering mode is set to a navigation assistance mode so that a current value of the rotation speed follows the command value for the rotation speed calculated by the calculation unit; and a mode control unit that, when the switching condition is satisfied, performs at least one of an action to notify a vessel operator and an action to switch the steering mode from the navigation assistance mode to a normal navigation mode so that a current value of the rotation speed follows the command value for the rotation speed corresponding to the second input operation.

[0010] 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]

[0011] According to the present invention, it is possible to assist the vessel operator in maneuvering the vessel as intended. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 2 is a functional block diagram of the main engine control system according to the first embodiment. [Figure 2] 2 is a diagram schematically illustrating an example of a first operating section shown in FIG. 1. FIG. [Figure 3] 10 is a flowchart showing a first example of processing by a determination unit shown in FIG. [Figure 4] 10 is a flowchart showing a second example of the process of the determination unit shown in FIG. [Figure 5] 10 is a flowchart showing a third example of the process of the determination unit shown in FIG. [Figure 6] FIG. 10 is a functional block diagram of a main engine control system according to a modified example. [Figure 7] 10 is a flowchart showing a fourth example of the process of the determination unit shown in FIG. [Figure 8] 10 is a flowchart showing a fifth example of the process of the determination unit shown in FIG. [Figure 9] 10 is a flowchart showing a sixth example of the process of the determination unit shown in FIG. [Figure 10] 10 is a flowchart showing a seventh example of the process of the determination unit shown in FIG. [Figure 11] 10 is a flowchart showing an eighth example of the process of the determination unit shown in FIG. [Figure 12] 10 is a flowchart showing a ninth example of the process of the determination unit shown in FIG. [Figure 13] FIG. 10 is a functional block diagram of a propulsion device control system according to a second embodiment. [Figure 14] 14 is a flowchart showing an example of processing performed by a determination unit shown in FIG. 13. DETAILED DESCRIPTION OF THE INVENTION

[0013] Among the embodiments disclosed in this specification, those that are comprised of multiple objects may be integrated, and conversely, those that are comprised of a single object may be separated into multiple objects. Regardless of whether they are integrated, it is sufficient that they are configured to achieve the object of the invention.

[0014] Among the embodiments disclosed in this specification, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together, and conversely, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together. Regardless of whether the functions are integrated or distributed, it is sufficient that the configuration can achieve the object of the invention.

[0015] Furthermore, separate components that share something in common are distinguished by prefixing their names with "first," "second," etc., and these are omitted when referring to them collectively. Furthermore, terms including ordinal numbers such as "first" and "second" are used to describe various components, but these terms are used only to distinguish one component from another, and do not limit the components.

[0016] The present disclosure will be described below based on preferred embodiments with reference to the drawings. In the embodiments and modified examples, identical or equivalent components and members are designated by the same reference numerals, and redundant explanations will be omitted where appropriate. Furthermore, the dimensions of the members in each drawing are enlarged or reduced as appropriate for ease of understanding. Furthermore, some members that are not important for explaining the embodiments are omitted from the drawings.

[0017] [First embodiment] A first embodiment will be described below with reference to the drawings. FIG. 1 is a functional block diagram of a main engine control system 1 according to the first embodiment. The main engine control system 1 is an example of a propulsion device control system. Each functional block shown in each diagram, including FIG. 1, can be realized in terms of hardware using electronic elements and mechanical parts, such as a computer CPU, and in terms of software using a computer program, but here, functional blocks realized by the cooperation of these elements are depicted. 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.

[0018] The main engine control system 1 is provided on the vessel 90 and controls the operation of a main engine 94 provided on the vessel 90. The main engine 94 is an example of a propulsion device, and generates a propulsive force that propels the vessel 90. The main engine 94 is equipped with, for example, a diesel engine. The main engine 94 drives a shaft (not shown) to rotate a propeller (not shown), thereby generating a propulsive force for the vessel 90.

[0019] The main engine control system 1 includes a navigation assistance device 10 and a remote control device 50. The navigation assistance device 10 is an assistance device that can communicate with the remote control device 50, and is installed on the bridge or the like of the ship 90. The navigation assistance device 10 may be installed separately from the remote control device 50, or may be installed integrally with the remote control device 50.

[0020] The navigation assistance device 10 includes a first operation unit 12, a first communication unit 24, and a calculation unit 22.

[0021] The first operation unit 12 includes an input device that accepts various input operations. Examples of the input device include a switch, a proximity sensor that detects the proximity of a finger or the like, and a contact sensor that detects contact with a finger or the like. The first operation unit 12 may also include a display device, a speaker, etc. The first operation unit 12 may also include, for example, a touch screen in which an input device such as a contact sensor is integrally provided on the display surface of a display device.

[0022] The first operating unit 12 includes a selection unit 14, a first input unit 16, and a setting unit 18. The selection unit 14 accepts a selection operation to select a propulsion parameter to be controlled. The propulsion parameter is a parameter related to the propulsion speed of the vessel 90 and is different from the rotation speed of the main engine 94. The propulsion parameters to be controlled include the vessel speed of the vessel 90, the horsepower output by the main engine 94, and the fuel consumption of the main engine 94.

[0023] The first input unit 16 receives a first input operation. The first input operation is an operation for inputting a command value for a propulsion parameter to be controlled, for which the selection unit 14 has received a selection operation.

[0024] The setting unit 18 accepts a setting operation. The setting operation is an operation for setting the current control mode. The control modes include a normal navigation mode and a navigation support mode. The control modes may also include other modes such as a load-up mode. Details of the normal navigation mode and the navigation support mode will be described later. Setting to the normal navigation mode may be performed by a device separate from the navigation support device 10, for example, by another device in the bridge, a bridge telegraph handle 56 described later, or a control room telegraph handle 58 described later.

[0025] The first operation unit 12 may further include a first notification unit 20. The first notification unit 20 performs a notification operation in response to a signal from a mode control unit 72, which will be described later. The notification operation may include at least one of displaying a warning on a display screen of a display device included in the first operation unit 12 and outputting an alarm sound from a speaker included in the first operation unit 12. Details of the notification operation will be described later.

[0026] The first communication unit 24 is a communication interface for communicating with the sensor 92 and the remote control device 50. Communication by the first communication unit 24 may be performed using wired communication or wireless communication. Known communication technologies may be used for these communications. The sensor 92 is a sensor that detects the current value of a propulsion parameter. Specifically, examples of the sensor 92 include a vessel speed sensor that detects the current vessel speed of the vessel 90, a horsepower sensor that detects horsepower by measuring the torsion of the shaft that transmits driving force from the main engine 94 to the propeller, a flow rate sensor that detects the consumption of fuel supplied to the main engine 94 by measuring the flow rate of fuel per unit time, and a rotation speed sensor.

[0027] The first communication unit 24 acquires current values ​​of propulsion parameters related to the propulsion of the vessel 90 from the sensor 92. The vessel speed detected by the vessel speed sensor may be the vessel speed over the ground of the vessel 90 or the vessel speed through the water of the vessel 90. The first communication unit 24 acquires the current value of the vessel speed over the ground from, for example, a vessel speed sensor that detects the vessel speed over the ground of the vessel 90. The current value of the vessel speed over the ground of the vessel 90 may be acquired by calculating it from information acquired from a positioning system that uses a satellite, such as a GPS (Global Positioning System). The first communication unit 24 acquires the current value of the vessel speed over the water from, for example, a vessel speed sensor such as a Doppler log that detects the vessel speed over the water. The first communication unit 24 acquires the current value of the horsepower from, for example, a horsepower sensor that detects the horsepower output from the output shaft of the main engine 94. The first communication unit 24 acquires the current value of the fuel consumption of the vessel 90 from, for example, a flow rate sensor that detects the flow rate of fuel supplied from an oil tank (not shown) that stores fuel for the vessel 90. The first communication unit 24 acquires the current value of the rotation speed from, for example, a rotation speed sensor.

[0028] The calculation unit 22 calculates a command value for the rotation speed of the main engine 94 so that the current value of the propulsion parameter acquired from the sensor 92 via the first communication unit 24 follows the command value of the propulsion parameter input via the first input unit 16 of the first operation unit 12. The calculation unit 22 calculates a command value for the rotation speed to be output to a command control unit 66 of the remote control device 50 (described later) based on the acquired command value of the propulsion parameter and the current value of the propulsion parameter. For example, the calculation unit 22 calculates a command value for the rotation speed of the main engine 94 using a known method so that the current value of the propulsion parameter follows the acquired command value of the propulsion parameter. For example, the calculation unit 22 increases the command value for the rotation speed when the current value of the propulsion parameter is smaller than the command value of the propulsion parameter, and decreases the command value for the rotation speed when the current value of the propulsion parameter is greater than the command value of the propulsion parameter.

[0029] The calculation unit 22 may also calculate a command value for the blade angle of a controllable pitch propeller (CPP) in addition to the command value for the rotation speed of the main engine 94. The command value for the rotation speed of the main engine 94 and the command value for the blade angle of the controllable pitch propeller (not shown) are also collectively referred to as command values ​​of the propulsion device.

[0030] The remote control device 50 includes a second communication unit 64 , a second operation unit 52 , a command control unit 66 , a determination unit 70 , and a mode control unit 72 .

[0031] The second communication unit 64 is a communication interface for communicating with the navigation assistance device 10. The communication by the second communication unit 64 may be wired communication or wireless communication. Known communication techniques may be used for these communications.

[0032] The second operation unit 52 includes a second input unit 54. The second input unit 54 accepts a second input operation for inputting a command value for the rotation speed of the main engine 94. The second input unit 54 includes a bridge telegraph handle 56, a control room telegraph handle 58, and an operating position switching unit 60. The bridge telegraph handle 56 is installed on the bridge of the vessel 90 and accepts an input of a command value for the rotation speed of the main engine 94. The control room telegraph handle 58 is installed in the main engine control room of the vessel 90 and accepts an input of a command value for the rotation speed of the main engine 94. The operating position switching unit 60 switches between accepting an input of a command value for the rotation speed of the main engine 94 from the bridge telegraph handle 56 and accepting an input of a command value for the rotation speed of the main engine 94 from the control room telegraph handle 58. The switching by the operating position switching unit 60 is performed according to predetermined conditions such as an operation.

[0033] The bridge telegraph handle 56 and the control room telegraph handle 58 included in the second input unit 54 each include a telegraph handle (hereinafter simply referred to as a "handle") that can be operated by a second input operation. For example, the handle may move in an arc when rotated, or may move in one direction when moved forward or backward. When at least one of the bridge telegraph handle 56 and the control room telegraph handle 58 includes a handle, the second input unit 54 includes a detection unit (not shown) such as a sensor that detects the operating position of the handle and determines a rotation speed command value according to the detected operating position. At least one of the bridge telegraph handle 56 and the control room telegraph handle 58 may be equipped with an input device for directly inputting a rotation speed command value for the main engine 94, similar to the first operation unit 12 described above. At least one of the bridge telegraph handle 56 and the control room telegraph handle 58 may include a display device, a speaker, etc.

[0034] The telegraph handle is set to one of a plurality of operating positions (also called "notch positions"). For example, the notch positions include a central STOP position, a plurality of AHEAD positions located forward of the STOP position, and a plurality of ASTERN positions located rearward of the STOP position. When the handle is in the STOP position, the output of the main engine 94 is stopped. When the handle is in the AHEAD position, the main engine 94 moves the vessel 90 forward. When the handle is in the ASTERN position, the main engine 94 moves the vessel 90 astern.

[0035] The AHEAD position includes, for example, the DEAD SLOW position, the SLOW position, the HALF position, the FULL position, and the NAV.FULL position, in that order from the position closest to the STOP position toward the front. Similarly, the ASTERN position includes, for example, the DEAD SLOW position, the SLOW position, the HALF position, and the FULL position, in that order from the position closest to the STOP position toward the rear. For both the AHEAD position and the ASTERN position, the command value for the rotation speed of the main engine 94 increases as the notch position moves away from the STOP position.

[0036] The second input operation received by the second input unit 54 may also include input of a command value for the blade angle of the controllable pitch propeller. In other words, the second operation may be an operation for inputting a command value for the propulsion device.

[0037] The second operation unit 52 may further include a second notification unit 62. The second notification unit 62 performs a notification operation in response to a signal from a mode control unit 72, which will be described later. The notification operation may include at least one of displaying a warning on a display screen of a display device included in the second operation unit 52 and outputting an alarm sound from a speaker included in the second operation unit 52. The notification operation will be described in detail later.

[0038] The command control unit 66 is an example of a propulsion device control unit and controls the main engine 94 so that the current value of the rotation speed of the main engine 94 follows the command value of the rotation speed. The command control unit 66 outputs a rotation speed command signal calculated according to the difference between the current value of the rotation speed of the main engine 94 and the command value of the rotation speed to the engine control unit 74. The command value of the rotation speed here is a rotation speed command value output from the device being controlled, among the navigation support device 10, the bridge telegraph handle 56 installed on the bridge, and the control room telegraph handle 58 installed in the control room. The command control unit 66 acquires the current value of the rotation speed from a rotation speed sensor serving as the sensor 92 that detects the rotation speed of the main engine 94. The command control unit 66 of this embodiment performs feedback control so as to reduce the difference between the current value of the rotation speed and the command value of the rotation speed. Furthermore, the command control unit 66 of this embodiment adjusts the rotation speed command value according to 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 command signal.

[0039] When the steering mode is set to the navigation support mode by the setting unit 18 of the navigation support device 10, the command value for the rotation speed is the command value for the rotation speed calculated by the calculation unit 22. When the steering mode is set to the normal navigation mode, the command value for the rotation speed is the command value for the rotation speed corresponding to the second input operation by the second input unit 54. In other words, the navigation support mode is a mode in which the main engine 94 is controlled using a command value for the rotation speed calculated based on a command value for a propulsion parameter, which is a parameter different from the rotation speed of the main engine 94. The normal navigation mode is a mode in which the main engine 94 is controlled using a command value for the rotation speed directly input from the second input unit 54.

[0040] The engine control unit 74 is also called a governor, and suppresses fluctuations in the rotation speed of the main engine 94. When the rotation speed of the main engine 94 changes in response to load fluctuations on the main engine 94, the engine control unit 74 fine-tunes the rotation speed using the rotation speed indicated in the command signal output from the command control unit 66 as a basic amount, and satisfies various constraints, such as engine load limits, by outputting to the main engine 94 a command value for the amount of fuel input that will achieve the finely adjusted rotation speed.

[0041] The command control unit 66 may control the main engine 94 so that the current value of the blade angle of the controllable pitch propeller follows the blade angle command value. In this case, the command control unit 66 outputs a blade angle command signal calculated according to the difference between the current value of the blade angle of the controllable pitch propeller and the blade angle command value to a motor control device (not shown). The blade angle command value here is a blade angle command value output from the device to be controlled, among the navigation support device 10, the bridge telegraph handle 56 provided on the bridge, and the control room telegraph handle 58 provided in the control room. The command control unit 66 acquires the current value of the blade angle from an angle sensor serving as the sensor 92 that detects the blade angle of the controllable pitch propeller. The command control unit 66 of this embodiment performs feedback control so as to reduce the difference between the current blade angle value and the blade angle command value. Furthermore, the command control unit 66 of this embodiment adjusts the blade angle command value in accordance with a load-up program that defines a schedule for adjusting the blade angle command value so that the blade angle gradually follows the blade angle command value indicated by the command signal.

[0042] When the control mode is set to the navigation support mode, the wing angle command value is the wing angle command value calculated by the calculation unit 22. When the control mode is set to the normal navigation mode, the wing angle command value is the wing angle command value corresponding to the second input operation by the second input unit 54.

[0043] The determining unit 70 determines whether or not a predetermined switching condition is satisfied. The switching condition will be described in detail later.

[0044] When the switching condition is satisfied, the mode control unit 72 executes at least one of a notification operation to the operator and a switching operation to switch the navigation mode from the navigation assistance mode to the normal navigation mode. The notification operation may include at least one of displaying a warning on the display screen of the display device included in the first operation unit 12 of the navigation assistance device 10 and outputting an alarm sound from the speaker included in the first operation unit 12. The notification operation may include at least one of displaying a warning on the display screen of the display device included in the second operation unit 52 of the remote control device 50 and outputting an alarm sound from the speaker included in the second operation unit 52.

[0045] The remote control device 50 may further include an acquisition unit 68. The acquisition unit 68 acquires at least one of an activation signal indicating that the operating state of the main engine 94 is operating, a start signal indicating that the operating state of the main engine 94 is started, and a stop signal indicating that the operating state of the main engine 94 is stopped. The activation signal, start signal, and stop signal may be command signals from a sub-telegraph. The activation signal is, for example, a "RUN UP" signal. The start signal is, for example, a "STAND BY" signal. The stop signal is, for example, a "FINISH WITH ENGINE" signal. The acquisition unit 68 may output the acquired signals to the determination unit 70.

[0046] The acquisition unit 68 may acquire the position information of the ship 90. The acquisition unit 68 may acquire the position information of the ship 90 directly using a known position information acquisition technology such as a Global Positioning System (GPS). The acquisition unit 68 may acquire the position information of the ship 90 from an external device such as an Electronic Chart Display and Information System (ECDIS) installed on the ship 90. The acquisition unit 68 outputs the acquired position information of the ship 90 to the determination unit 70.

[0047] FIG. 2 is a schematic diagram illustrating an example of the first operation unit 12. In the example shown in FIG. 2, the selection unit 14 and the first input unit 16 are displayed on the touch screen 40 in a form that allows input operations. For example, the selection unit 14 displays "SPEED," which indicates the boat speed, "LOAD," which indicates horsepower, and "FUEL," which indicates fuel consumption, with "SPEED" selected. For example, the first input unit 16 displays "ORDER," which allows input of a boat speed command value, and displays "FB," which indicates the current boat speed based on the detection results of the sensor 92. The setting unit 18 is provided as a switch button 42 that can be pressed. The setting unit 18 includes a switch button 42 for selecting the normal navigation mode and a switch button 42 for selecting the navigation assistance mode. Each switch button 42 has an indicator light 44. The indicator light 44 of the switch button 42 corresponding to the current navigation mode is lit, thereby notifying the operator whether the current navigation mode is the navigation assistance mode or the normal navigation mode.

[0048] An example of the processing of the determining section 70 will be described with reference to Fig. 3 to Fig. 5. Fig. 3 is a flowchart showing a first example of the processing of the determining section 70.

[0049] The determination unit 70 determines whether the current control mode is set to the navigation support mode (S10). If the determination unit 70 determines that the control mode is not set to the navigation support mode (N in S10), the process ends. If the determination unit 70 determines that the control mode is set to the navigation support mode (Y in S10), the process proceeds to step S12.

[0050] The determination unit 70 determines whether or not a second input operation has been accepted via the second operation unit 52 (S12). If the determination unit 70 determines that the second input operation has not been accepted (N in S12), it ends the process. If the determination unit 70 determines that the second input operation has been accepted (Y in S12), it determines that the switching condition has been satisfied (S14), and ends the process.

[0051] When the judgment unit 70 determines that the switching condition is met, the mode control unit 72 performs at least one of the following operations: notifying the operator and switching the steering mode from the navigation assistance mode to the normal navigation mode, as described above.

[0052] As described above, according to the first example of the processing by the determination unit 70, when the navigation assistance mode is set and the second input operation is received via the second operation unit 52 for the normal navigation mode, the switching condition is satisfied, and the mode control unit 72 executes at least one of a notification operation for the vessel helmsman and a switching operation for switching the vessel helmsmanship mode from the navigation assistance mode to the normal navigation mode. The main engine control system 1 can assist the vessel helmsman in maneuvering as intended by the vessel helmsman. In particular, when the mode control unit 72 executes a notification operation, the vessel helmsman knows that the current vessel helmsmanship mode is different from his / her perception, thereby preventing erroneous operation. Furthermore, when the mode control unit 72 executes a switching operation, the vessel helmsman can quickly maneuver as intended by the vessel helmsman, without having to perform a setting operation to set the current vessel helmsmanship mode to the normal navigation mode. The effects of the notification operation by the mode control unit 72 and the switching operation by the mode control unit 72 are similar to those in other examples of the processing by the determination unit 70, which will be described later.

[0053] Fig. 4 is a flowchart showing a second example of the processing of the determination unit 70. Steps S20, S24, and S26 in Fig. 4 are the same as steps S10, S12, and S14 in Fig. 3, respectively, and therefore will not be described as appropriate.

[0054] In step S20, if the judgment unit 70 determines that the operation mode is set to the navigation support mode (Y in S20), the process proceeds to step S22. The judgment unit 70 determines whether the current position information of the ship 90 indicates a predetermined sea area (S22). A predetermined sea area is a sea area where the ship operator should operate the ship with relatively high caution, and is not suitable for operation in the navigation support mode. If the judgment unit 70 determines that the current position information of the ship 90 does not indicate a predetermined sea area (N in S22), the process ends. If the judgment unit 70 determines that the current position information of the ship 90 indicates a predetermined sea area (Y in S22), the process proceeds to step S24.

[0055] As described above, according to the second example of processing by the determination unit 70, when the maneuvering mode is set to the navigation assistance mode and the current position information of the ship 90 indicates a predetermined sea area, if the second input operation is received via the second operation unit 52 for the normal navigation mode, the switching condition is satisfied and the mode control unit 72 executes at least one of an alert operation to the ship helmsman and a switching operation to switch the maneuvering mode from the navigation assistance mode to the normal navigation mode. In this way, by adding the fact that the ship 90 is located in a predetermined sea area that is not suitable for operation in the navigation assistance mode to the switching condition, the main engine control system 1 can more appropriately assist the ship helmsman in maneuvering as intended.

[0056] In step S22, the predetermined sea area may be within a port. When the ship 90 is located within a port, the ship operator needs to steer the ship while paying particular attention. The predetermined sea area may be outside a port, and may be any sea area that requires the ship operator to pay attention, such as shallow waters or a strait. Position information of the predetermined sea area may be stored in the main engine control system 1, or may be received from an external device such as an electronic chart display information system.

[0057] Instead of step S22, the determination unit 70 may determine whether the predicted position of the ship 90 after a predetermined time is included in the predetermined sea area. Specifically, the determination unit 70 may acquire information about the speed of the ship 90 and calculate the predicted position of the ship 90 after a predetermined time based on the information about the speed of the ship 90 and the current position information of the ship 90. The determination unit 70 may then determine whether the calculated predicted position is included in the predetermined sea area. The information about the speed of the ship 90 may be a command value for the ship speed input as a propulsion parameter by the first operation unit 12, or may be the current speed of the ship 90 acquired from the sensor 92 or the like. The information about the speed of the ship 90 may include information about the traveling direction of the ship 90. This allows the main engine control system 1 to appropriately assist the ship 90 in maneuvering as intended by the ship operator when it is expected that the ship 90 will move to the predetermined sea area in the future.

[0058] Fig. 5 is a flowchart showing a third example of the processing of the determination unit 70. Steps S30, S34, and S36 in Fig. 5 are the same as steps S10, S12, and S14 in Fig. 3, respectively, and therefore will not be described as appropriate.

[0059] In step S30, if the determination unit 70 determines that the control mode is set to the navigation support mode (Y in S30), the process proceeds to step S32. The determination unit 70 determines whether the acquisition unit 68 has acquired an activation signal (S32). If the determination unit 70 determines that the acquisition unit 68 has not acquired an activation signal (N in S32), the process ends. If the determination unit 70 determines that the acquisition unit 68 has acquired an activation signal (Y in S32), the process proceeds to step S34.

[0060] As described above, according to the third example of the processing performed by the determination unit 70, when the navigation assistance mode is selected and the acquisition unit 68 acquires an activation signal, if the second input operation is received via the second operation unit 52 for the normal navigation mode, the switching condition is satisfied, and the mode control unit 72 executes at least one of an alert to the vessel operator and a switching operation to switch the vessel operation mode from the navigation assistance mode to the normal navigation mode. The activation signal is typically issued when the vessel 90 is located in a bay. Therefore, when the acquisition unit 68 acquires an activation signal, the vessel 90 is likely located in the bay. When the vessel 90 is located in a bay, precise speed control is required. Therefore, it is preferable to directly control the rotation speed in the normal navigation mode rather than the navigation assistance mode. By adding the acquisition unit 68's acquisition of an activation signal to the switching condition, the main engine control system 1 can more appropriately assist the vessel in maneuvering as intended by the vessel operator. Furthermore, a command signal from a sub-telegraph can be utilized as the activation signal.

[0061] FIG. 6 is a functional block diagram of a main engine control system 1A according to a modified example of the main engine control system 1. In the main engine control system 1, the remote control device 50 includes the determination unit 70 and the mode control unit 72, whereas in the main engine control system 1A, the navigation assistance device 10 includes the determination unit 70 and the mode control unit 72. Since the main engine control system 1A is otherwise similar to the main engine control system 1, detailed description thereof will be omitted. In this manner, the determination unit 70 and the mode control unit 72 may be provided in the navigation assistance device 10 or in the remote control device 50. One of the determination unit 70 and the mode control unit 72 may be provided in the navigation assistance device 10, and the other in the remote control device 50. Hereinafter, unless otherwise specified, a simple reference to the main engine control system 1 may include the main engine control system 1A.

[0062] Fig. 7 is a flowchart showing a fourth example of the processing of the determination unit 70. Steps S40, S42, and S46 in Fig. 7 are the same as steps S10, S12, and S14 in Fig. 3, respectively, and therefore will not be described as appropriate.

[0063] In step S42, if the determination unit 70 determines that the second input operation has been accepted (Y in S42), the process proceeds to step S44. The determination unit 70 determines whether the command value for the rotation speed of the main machine 94 corresponding to the second input operation is less than a threshold value (S44). The threshold value here is a value corresponding to the boundary between whether the command value for the rotation speed of the main machine 94 is operating at low speed or not, and a value less than the threshold value corresponds to low speed operation. If the determination unit 70 determines that the command value for the rotation speed is not less than the threshold value (N in S44), the process ends. If the determination unit 70 determines that the command value for the rotation speed is less than the threshold value (Y in S44), the process ends, determining that the switching condition is satisfied (S46).

[0064] When the judgment unit 70 determines that the switching condition is met, the mode control unit 72 performs at least one of the following operations: notifying the operator and switching the steering mode from the navigation assistance mode to the normal navigation mode, as described above.

[0065] As described above, according to the fourth example of processing by the determination unit 70, when the navigation assistance mode is selected and a second input operation is received via the second operation unit 52 for the normal navigation mode, if the rotational speed command value corresponding to the second operation is less than the threshold, the switching condition is met, and the mode control unit 72 executes at least one of an alert operation to the vessel operator and a switching operation to switch the vessel operation mode from the navigation assistance mode to the normal navigation mode. If the rotational speed command value for the main engine 94 is less than the threshold, the second input operation can be determined to be a command for low-speed operation. Examples of cases in which the vessel operator commands low-speed operation include when operating to start or stop the engine or when docking or undocking. In these cases, it is not necessary to use constant speed navigation or fuel consumption as propulsion parameters, and therefore it is preferable to control the determination unit 70 based on the rotational speed command value from the second operation unit 52. Therefore, by adding to the switching conditions that the command value for the rotation speed of the main engine 94 corresponding to the second input operation input via the second operating unit 52 is less than a threshold value, the main engine control system 1 can more appropriately assist the operator in steering the ship as intended.

[0066] Fig. 8 is a flowchart showing a fifth example of the processing of the determination unit 70. Steps S50, S52, and S56 in Fig. 8 are the same as steps S10, S12, and S14 in Fig. 3, respectively, and therefore will not be described as appropriate.

[0067] In step S52, if the determination unit 70 determines that the second input operation has been received (Y in S52), the process proceeds to step S54. The determination unit 70 determines whether the amount of change in the command value for the rotation speed of the main engine 94 corresponding to the second input operation is equal to or greater than a threshold value (S54). The threshold value here is a value corresponding to the boundary between whether or not the amount of change in the command value for the rotation speed of the main engine 94 is due to a sudden operation by the vessel operator, and if it is equal to or greater than the threshold value, it corresponds to a sudden operation. If the determination unit 70 determines that the amount of change in the command value for the rotation speed is not equal to or greater than the threshold value (N in S54), the process ends. If the determination unit 70 determines that the amount of change in the command value for the rotation speed is equal to or greater than the threshold value (Y in S54), the process ends, determining that the switching condition is satisfied (S56), and the process ends.

[0068] As described above, according to the fifth example of the processing of the determination unit 70, when the navigation assistance mode is selected and the second input operation is received via the second operation unit 52 for the normal navigation mode, if the change in the rotation speed command value corresponding to the second operation is equal to or greater than the threshold, the switching condition is met, and the mode control unit 72 executes at least one of an alert action to the vessel helmsman and a switching action to switch the vessel helmsmanship mode from the navigation assistance mode to the normal navigation mode. As a result, if the change in the rotation speed command value of the main engine 94 corresponding to the second input operation is less than the threshold, the switching condition is not met. The switching condition is met only when the change in the rotation speed command value of the main engine 94 corresponding to the second input operation is equal to or greater than the threshold. Therefore, for example, if the vessel helmsman accidentally touches the second operation unit 52 lightly, the alert action or the switching action is not executed. However, if the vessel helmsman intentionally and suddenly operates the second operation unit 52, the alert action or the switching action is executed. Therefore, the main engine control system 1 can more accurately assist the vessel helmsman in maneuvering according to his or her intention.

[0069] Fig. 9 is a flowchart showing a sixth example of the processing of the determination unit 70. Steps S60, S62, and S66 in Fig. 9 are the same as steps S10, S12, and S14 in Fig. 3, respectively, and therefore will not be described as appropriate.

[0070] In step S62, if the determination unit 70 determines that the second input operation has been received (Y in S62), the process proceeds to step S64. The determination unit 70 determines whether the amount of change in the operating position of the steering wheel included in the second operation unit 52 is equal to or greater than a threshold value (S64). The threshold value here is a value corresponding to the boundary between whether or not the amount of change in the command value for the rotation speed of the main engine 94 is due to a sudden operation by the vessel operator, and if it is equal to or greater than the threshold value, it corresponds to a sudden operation. For example, this would be the case if the steering wheel has moved two or more notch positions. If the determination unit 70 determines that the amount of change in the command value for the rotation speed is not equal to or greater than the threshold value (N in S64), the process ends. If the determination unit 70 determines that the amount of change in the command value for the rotation speed is equal to or greater than the threshold value (Y in S64), the process ends, determining that the switching condition is satisfied (S66), and the process ends.

[0071] As described above, according to the sixth example of the processing by the determination unit 70, when the navigation assistance mode is selected and the second input operation is received via the second operation unit 52 for the normal navigation mode, if the change in the steering wheel position is equal to or greater than the threshold, the switching condition is met, and the mode control unit 72 executes at least one of an alert action to the vessel helm and a switching action to switch the vessel helm from the navigation assistance mode to the normal navigation mode. As a result, if the change in the steering wheel position is less than the threshold, the switching condition is not met, and the switching condition is met only when the change in the steering wheel position is equal to or greater than the threshold. Therefore, for example, if the vessel helmsman accidentally lightly touches the steering wheel and the notch position moves by less than two positions, the alert action or the switching action is not executed. However, if the vessel helmsman intentionally and suddenly operates the steering wheel and the notch position moves by two or more positions, the alert action or the switching action is executed. This allows the main engine control system 1 to more accurately assist the vessel helmsman in steering according to his or her intention.

[0072] Fig. 10 is a flowchart showing a seventh example of the processing of the determination unit 70. Steps S70, S72, and S76 in Fig. 10 are the same as steps S10, S12, and S14 in Fig. 3, respectively, and therefore will not be described as appropriate.

[0073] In step S72, if the determination unit 70 determines that the second input operation has been accepted (Y in S72), the process proceeds to step S74. The determination unit 70 determines whether the command value for the number of rotations of the main machine 94 corresponding to the second input operation indicates that the main machine 94 should stop or rotate in reverse (S74). If the determination unit 70 determines that the command value for the number of rotations does not indicate that the main machine 94 should stop or rotate in reverse (N in S74), the process ends. If the determination unit 70 determines that the command value for the number of rotations indicates that the main machine 94 should stop or rotate in reverse (Y in S74), the process ends, determining that the switching condition is satisfied (S76).

[0074] As described above, according to the seventh example of the processing by the determination unit 70, if the second input operation is received via the second operation unit 52 for the normal navigation mode when the navigation assistance mode is selected, and the rotation speed command value corresponding to the second operation indicates that the main engine 94 should stop or rotate in reverse, the switching condition is met, and the mode control unit 72 executes at least one of an alert operation to the vessel helm and a switching operation to switch the navigation assistance mode from the vessel helm to the normal navigation mode. If the rotation speed command value for the main engine 94 corresponding to the second input operation indicates that the main engine 94 should stop or rotate in reverse, it is highly likely that the vessel helmsman intentionally instructs the vessel 90 to stop or move astern. Therefore, the main engine control system 1 can more accurately assist the vessel helmsman in maneuvering as intended.

[0075] FIG. 11 is a flowchart showing an eighth example of the process of the determining unit 70.

[0076] The determination unit 70 determines whether the current control mode is set to the normal navigation mode (S80). If the determination unit 70 determines that the control mode is not set to the normal navigation mode (N in S80), the process ends. If the determination unit 70 determines that the control mode is set to the normal navigation mode (Y in S80), the process proceeds to step S82.

[0077] The determination unit 70 determines whether or not a first input operation has been accepted via the first operation unit 12 (S82). If the determination unit 70 determines that the first input operation has not been accepted (N in S82), it ends the process. If the determination unit 70 determines that the first input operation has been accepted (Y in S82), it determines that the switching condition has been satisfied (S84), and ends the process.

[0078] When the judgment unit 70 determines that the switching condition is met, the mode control unit 72 performs at least one of the following operations: notifying the operator and switching the steering mode from the navigation assistance mode to the normal navigation mode, as described above.

[0079] As described above, according to the eighth example of the processing of the determination unit 70, when the steering mode is set to the normal navigation mode and the first input operation is received via the first operating unit 12 for the navigation assistance mode, the switching condition is satisfied, and the mode control unit 72 executes at least one of an alert action to the navigator and a switching operation to switch the steering mode from the navigation assistance mode to the normal navigation mode. If the first input operation via the first operating unit 12 to be performed in the navigation assistance mode is received even when the normal navigation mode is set, there is a high possibility that the navigator has mistakenly recognized the current steering mode and performed the operation. Therefore, when the above-mentioned switching condition is satisfied, the mode control unit 72 executes at least one of an alert action to the navigator and a switching operation to switch the steering mode from the navigation assistance mode to the normal navigation mode, thereby enabling the main engine control system 1 to assist the navigator in steering the ship as intended.

[0080] Fig. 12 is a flowchart showing a ninth example of the processing of the determination unit 70. Steps S90, S92, and S96 in Fig. 12 are the same as steps S80, S82, and S84 in Fig. 11, respectively, and therefore will not be described as appropriate.

[0081] In step S92, if the determination unit 70 determines that the first input operation has been accepted (Y in S92), the process proceeds to step S94. The determination unit 70 determines whether the command value for the rotation speed of the main engine 94 corresponding to the first input operation indicates that the main engine 94 should stop or rotate in reverse (S94). Specifically, the determination unit 70 determines whether the command value for the rotation speed of the main engine 94 calculated by the calculation unit 22 based on the command value of the propulsion parameter input by the first input operation indicates that the main engine should stop or rotate in reverse. If the determination unit 70 determines that the command value for the rotation speed does not indicate that the main engine 94 should stop or rotate in reverse (N in S94), the process ends. If the determination unit 70 determines that the command value for the rotation speed indicates that the main engine 94 should stop or rotate in reverse (Y in S94), the process ends.

[0082] As described above, according to the ninth example of the processing of the determination unit 70, when the steering mode is set to the normal navigation mode and the first input operation is received via the first operating unit 12 for the navigation assistance mode, if the rotation speed command value corresponding to the first operation indicates that the main engine 94 is to stop or rotate in reverse, the switching condition is met, and the mode control unit 72 executes at least one of an alert operation to the vessel helm and a switching operation to switch the steering mode from the navigation assistance mode to the normal navigation mode. If the rotation speed command value for the main engine 94 corresponding to the first input operation indicates that the main engine 94 is to stop or rotate in reverse, it is highly likely that the vessel helmsman intentionally instructs the vessel 90 to stop or move astern. Therefore, the main engine control system 1 can more accurately assist the vessel helmsman in steering according to his or her intentions.

[0083] [Second embodiment] Next, a second embodiment will be described with reference to Figures 13 and 14. In the drawings and description of the second embodiment, components and members that are the same as or equivalent to those in the first embodiment will be given the same reference numerals. Explanations that overlap with the first embodiment will be omitted as appropriate, and the description will focus on configurations that differ from the first embodiment.

[0084] 13 is a functional block diagram of a propulsion device control system 2 according to the second embodiment. The propulsion device control system 2 is provided on a vessel 90 and controls the operation of a propulsion device 96 provided on the vessel 90. The propulsion device 96 includes a main engine or motor that generates a propulsive force for propelling the vessel 90, and a controllable pitch propeller with a variable blade angle. The main engine is the same as the main engine 94 of the first embodiment. The controllable pitch propeller is the same as the controllable pitch propeller described in the first embodiment.

[0085] The propulsion device control system 2 includes a position-keeping device 80 and a remote-controlled device 50A. The position-keeping device 80 is a device capable of communicating with the remote-controlled device 50A, and is installed on the bridge or the like of the ship 90. The position-keeping device 80 may be installed separately from the remote-controlled device 50, or may be installed integrally with the remote-controlled device 50.

[0086] The position-keeping device 80 is also referred to as a DPS (Dynamic Positioning System). The position-keeping device 80 includes a first operation unit 81, a calculation unit 86, and a first communication unit 88. The first operation unit 81 includes an input device that accepts various input operations. The first operation unit 81 may be configured from a device similar to the first operation unit 12 of the navigation assistance device 10 in the first embodiment.

[0087] The first operation unit 81 includes a first input unit 82 and a setting unit 83. The first input unit 82 accepts a first input operation. The first input operation is an operation for inputting command values ​​for the position and orientation of the ship 90.

[0088] The setting unit 83 accepts setting operations. The setting operation is an operation for setting the current control mode. The control modes include a normal navigation mode and a fixed position mode. The control modes may also include other modes such as a load-up mode. The normal navigation mode is the same as the normal navigation mode in the first embodiment. Details of the fixed position mode will be described later. The first operating unit 81 may further include a first notification unit 84. The first notification unit 84 is the same as the first notification unit 20 in the first embodiment.

[0089] The first communication unit 88 is a communication interface for communicating with the sensor 92 and the remote control device 50. The communication by the first communication unit 88 may be wired communication or wireless communication. Known communication technologies may be used for these communications. The sensor 92 may be the same as the sensor 92 in the first embodiment. The sensor 92 further detects the current values ​​of the position and orientation of the ship 90. The first communication unit 88 obtains the current values ​​of the position and orientation of the ship 90 from the sensor 92.

[0090] The calculation unit 86 calculates command values ​​for the propulsion device 96 to maintain the command values ​​for the position and orientation of the ship 90 at their current values. Specifically, the calculation unit 86 calculates command values ​​for the rotation speed of the main engine or motor included in the propulsion device 96 and the blade angle of the controllable pitch propeller so that the current values ​​of the propulsion parameters received from the sensor 92 via the first communication unit 88 follow the command values ​​for the position and orientation of the ship 90. The calculation unit 86 calculates command values ​​for the rotation speed and blade angle to be output to a command control unit 66A of the remote control device 50A (described later) based on the acquired command values ​​for the position and orientation of the ship 90 and the current values ​​of the position and orientation of the ship 90. For example, the calculation unit 22 uses a known method to calculate a command value for the rotation speed of the main engine 94 so that the current values ​​of the position and orientation of the ship 90 follow the command values ​​for the position and orientation of the ship 90.

[0091] The remote control device 50A is equipped with a command control unit 66A, a judgment unit 70A, and a mode control unit 72A instead of the command control unit 66, judgment unit 70, and mode control unit 72 of the remote control device 50 in the first embodiment, but is otherwise similar to the remote control device 50.

[0092] The command control unit 66A is an example of a propulsion device control unit, and controls the drive of the propulsion device 96 so that the current values ​​of the rotation speed of the main engine and the blade angle of the controllable pitch propeller included in the propulsion device 96 follow the command values. The command control unit 66A outputs a rotation speed command signal calculated according to the difference between the current value of the rotation speed of the main engine and the command value of the rotation speed to the drive control unit 76. The command control unit 66A outputs a blade angle command signal calculated according to the difference between the current value of the blade angle of the controllable pitch propeller and the command value of the blade angle to the drive control unit 76. The command values ​​of the rotation speed and blade angle here are the command values ​​of the rotation speed and blade angle output from the device to be controlled, among the position maintaining device 80, the bridge telegraph handle 56 provided on the bridge, and the control room telegraph handle 58 provided in the control room.

[0093] The command control unit 66A acquires a current value of the rotation speed from a rotation speed sensor serving as the sensor 92 that detects the rotation speed of the main engine. The command control unit 66A acquires a current value of the rotation speed from an angle sensor serving as the sensor 92 that detects the blade angle of the controllable pitch propeller. The command control unit 66A of this embodiment performs feedback control so as to reduce the difference between the current value of the rotation speed and the command value of the rotation speed. The command control unit 66A of this embodiment also adjusts the command value of the rotation speed in accordance with a load-up program that defines a schedule for adjusting the command value of the rotation speed so that the rotation speed gradually follows up to the command value of the rotation speed indicated by the command signal. Similarly, the command control unit 66A of this embodiment performs feedback control so as to reduce the difference between the current value of the blade angle and the command value of the blade angle. The command control unit 66A of this embodiment also adjusts the command value of the blade angle in accordance with a load-up program that defines a schedule for adjusting the command value of the blade angle so that the blade angle gradually follows up to the command value of the blade angle indicated by the command signal.

[0094] When the steering mode is set to the constant position keeping mode by the setting unit 83 of the constant position keeping device 80, the command control unit 66A controls the propulsion device 96 so that the current value of the propulsion device 96 follows the command value calculated by the calculation unit 86. When the steering mode is set to the normal navigation mode, the command control unit 66A controls the propulsion device 96 so that the current value of the propulsion device 96 follows the command value of the propulsion device 96 corresponding to the second input operation.

[0095] The determining unit 70A determines whether or not a predetermined switching condition is satisfied. The switching condition will be described in detail later.

[0096] When the switching condition is satisfied, the mode control unit 72A executes at least one of an alert action to the operator and a switching action to switch the operation mode from the position keeping mode to the normal navigation mode. The alert action may include at least one of displaying a warning on the display screen of the display device included in the first operation unit 81 of the position keeping device 80 and outputting an alarm sound from the speaker included in the first operation unit 81. The alert action may include at least one of displaying a warning on the display screen of the display device included in the second operation unit 52 of the remote control device 50 and outputting an alarm sound from the speaker included in the second operation unit 52.

[0097] FIG. 14 is a flowchart showing an example of the process of the determining section 70A.

[0098] The determination unit 70A determines whether the current control mode is set to the constant position hold mode (S100). If the determination unit 70A determines that the control mode is not set to the constant position hold mode (N in S100), the process ends. If the determination unit 70A determines that the control mode is set to the constant position hold mode (Y in S100), the process proceeds to step S102.

[0099] The determination unit 70A determines whether or not a second input operation has been accepted via the second operation unit 52 (S102). If the determination unit 70A determines that the second input operation has not been accepted (N in S102), it ends the process. If the determination unit 70A determines that the second input operation has been accepted (Y in S102), it determines that the switching condition has been satisfied (S104), and ends the process.

[0100] When the judgment unit 70A determines that the switching condition is satisfied, the mode control unit 72A performs at least one of the following operations: notifying the operator; and switching the operation mode from the stationary mode to the normal navigation mode, as described above.

[0101] As described above, according to an example of processing by the determination unit 70A, when the second input operation is received via the second operation unit 52 while the maneuvering mode is set to the stationary mode, the switching condition is satisfied, and the mode control unit 72A executes at least one of a notification operation to the vessel helmsman and a switching operation to switch the maneuvering mode from the stationary mode to the normal sailing mode. The propulsion device control system 2 can assist the vessel helmsman in maneuvering as intended. In particular, if the mode control unit 72A executes a notification operation, the vessel helmsman can recognize that the current maneuvering mode is different from what he or she perceived, thereby reducing the risk of erroneous operation. If the mode control unit 72A executes a switching operation, the vessel helmsman can quickly maneuver as intended, without having to perform a setting operation to set the current maneuvering mode to the normal sailing mode.

[0102] In Figure 13, in the propulsion device control system 2, the judgment unit 70A and the mode control unit 72A are described as being provided in the remote control device 50A, but these may also be provided in the fixed position holding device 80, or one may be provided in the fixed position holding device 80 and the other may be provided in the remote control device 50A.

[0103] The above describes in detail examples of embodiments of the present invention. The above-described embodiments merely illustrate specific examples of implementing the present invention. The contents of the embodiments do not limit the technical scope of the present invention, and many design changes, such as changes, additions, and deletions of components, are possible within the scope of the invention as defined in the claims. In the above-described embodiments, content that allows such design changes is described with the notation "in the embodiment" or "in the embodiment," but design changes are also permissible in content that does not have such notation.

[0104] For example, the engine control unit 74 may include a pneumatic governor and an electro-pneumatic converter that converts an electrical signal into an air pressure signal. In this case, an electrical command signal for the rotation speed output from the command control unit 66 of the remote control device 50 may be converted into an air command by the electro-pneumatic converter, and fuel injection may be performed by pneumatically controlling the pneumatic governor. Also, the ship 90 may be an electric propulsion ship that is propelled by a motor instead of a main engine 94.

[0105] 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.

[0106] Among the embodiments disclosed in this specification, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together, and conversely, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together. Regardless of whether the functions are integrated or distributed, it is sufficient that the configuration can achieve the object of the invention. [Explanation of symbols]

[0107] 1,1A...main engine control system, 2...propulsion device control system, 10...navigation support device, 12...first operation unit, 22...calculation unit, 50,50A...remote control device, 52...second operation unit, 66...command control unit, 66A...command control unit, 68...acquisition unit, 70,70A...judgment unit, 72,72A...mode control unit, 80...fixed position holding device, 81...first operation unit, 86...calculation unit, 90...ship, 94...main engine, 96...propulsion device.

Claims

1. A propulsion device control system including a navigation support device and a remote control device, The navigation aid device is a first operation unit that receives a selection operation for selecting a propulsion parameter to be controlled from a plurality of parameters including a vessel speed and a horsepower output by a propulsion device of the vessel, and a first input operation for inputting a command value for the propulsion parameter; a calculation unit that calculates a command value for the rotation speed of the propulsion device so that the current value of the propulsion parameter follows the command value of the propulsion parameter input via the first operation unit; Equipped with The remote control device is a second operation unit that accepts a second input operation for inputting a command value for the rotation speed of the propulsion device; a propulsion device control unit that controls the propulsion device so that the current value of the rotation speed follows the command value of the rotation speed calculated by the calculation unit when the current steering mode is set to a navigation assistance mode, and controls the propulsion device so that the current value of the rotation speed follows the command value of the rotation speed corresponding to the second input operation when the steering mode is set to a normal navigation mode; Equipped with The navigation support device or the remote control device further includes: a determination unit that determines whether or not a switching condition is satisfied, the switching condition including the second input operation being accepted via the second operation unit, when the control mode is set to the navigation assistance mode; a mode control unit that, when the switching condition is satisfied, executes at least one of an informing operation for a vessel operator and a switching operation for switching the navigation mode from the navigation assistance mode to the normal navigation mode; A propulsion device control system comprising:

2. the propulsion device is a main engine, the plurality of parameters include a fuel consumption amount of the main engine; The propulsion device control system of claim 1 .

3. the first operation unit further accepts a setting operation to set the current steering mode to either the normal navigation mode or the navigation assistance mode.

3. A propulsion device control system according to claim 1 or 2.

4. the notification action includes at least one of displaying a warning on a screen of the first operation unit and issuing an alarm through a speaker of the first operation unit.

3. A propulsion device control system according to claim 1 or 2.

5. The switching condition includes that the position information of the ship indicates a predetermined sea area.

3. A propulsion device control system according to claim 1 or 2.

6. The predetermined sea area is within a port, 6. The propulsion device control system of claim 5.

7. The remote control device further includes an acquisition unit that acquires at least one of an activation signal indicating that the operating state of the propulsion device is in operation, a start signal indicating that the operating state of the propulsion device is in a start-up state, and a stop signal indicating that the operating state of the propulsion device is stopped.

3. A propulsion device control system according to claim 1 or 2.

8. the switching condition includes that the rotation speed command value corresponding to the input second input operation is less than a threshold value.

3. A propulsion device control system according to claim 1 or 2.

9. the switching condition further includes that a change amount of the rotation speed command value corresponding to the second input operation is equal to or greater than a threshold value.

3. A propulsion device control system according to claim 1 or 2.

10. the second operation unit includes a handle that can be operated by the second input operation, and a detection unit that detects an operation position of the handle, The switching condition includes that a change in the operation position of the steering wheel based on the detection result of the detection unit is equal to or greater than a threshold.

3. A propulsion device control system according to claim 1 or 2.

11. the switching condition includes that the rotation speed command value corresponding to the second input operation indicates a stop of the propulsion device or a reverse rotation of the propulsion device.

3. A propulsion device control system according to claim 1 or 2.

12. the notification action includes at least one of displaying a warning on a screen of the second operation unit and issuing an alarm through a speaker of the second operation unit.

3. A propulsion device control system according to claim 1 or 2.

13. A propulsion device control system including a navigation support device and a remote control device, The navigation aid device is a first operation unit that receives a selection operation for selecting a propulsion parameter to be controlled from a plurality of parameters including a vessel speed and a horsepower output by a propulsion device of the vessel, and a first input operation for inputting a command value for the propulsion parameter; a calculation unit that calculates a command value for the rotation speed of the propulsion device so that the current value of the propulsion parameter follows the command value of the propulsion parameter input via the first operation unit; Equipped with The remote control device is a second operation unit that accepts a second input operation for inputting a command value for the rotation speed of the propulsion device; a propulsion device control unit that controls the propulsion device so that the current value of the rotation speed follows the command value of the rotation speed calculated by the calculation unit when the current steering mode is set to a navigation assistance mode, and controls the propulsion device so that the current value of the rotation speed follows the command value of the rotation speed corresponding to the second input operation when the steering mode is set to a normal navigation mode; Equipped with The remote control device or the navigation support device further comprises: a determination unit that determines whether a switching condition is satisfied, including the first input operation being accepted via the first operation unit, when the control mode is set to the normal navigation mode; and a mode control unit that, when the switching condition is satisfied, executes at least one of an informing operation for a vessel operator and a switching operation for switching the steering mode from the normal navigation mode to the navigation assistance mode; and A propulsion device control system comprising:

14. the switching condition further includes that a change amount of the command value of the propulsion parameter input by the first input operation is equal to or greater than a threshold value.

14. The propulsion device control system of claim 13.

15. A propulsion unit control system including a station-keeping device and a remote control device, The position-retaining device is a first operation unit that receives a first input operation for inputting command values ​​for the position and orientation of the ship and a setting operation for setting the current operation mode to either a normal navigation mode or a station-keeping mode; a calculation unit that calculates a command value for a propulsion device that propels the vessel in order to maintain the command values ​​for the position and orientation of the vessel at current values; Equipped with The remote control device is a second operation unit that accepts a second input operation for inputting a command value for the propulsion device; a propulsion device control unit that controls the propulsion devices so that the current values ​​of the propulsion devices follow the command value calculated by the calculation unit when the steering mode is set to the constant position mode, and controls the propulsion devices so that the current values ​​of the propulsion devices follow the command value for the propulsion devices corresponding to the second input operation when the steering mode is set to the normal navigation mode; Equipped with The remote control device or the stationary position holding device may further include: a determination unit that determines whether or not a switching condition is satisfied, the switching condition including the second input operation being accepted via the second operation unit, when the operation mode is set to the fixed position hold mode; a mode control unit that, when the switching condition is satisfied, executes at least one of an informing operation for a vessel operator and a switching operation for switching the navigation mode from the station keeping mode to the normal navigation mode; and A propulsion device control system comprising:

16. a first operation unit that receives a selection operation for selecting a propulsion parameter to be controlled from a plurality of parameters including a vessel speed and a horsepower output by a propulsion device of the vessel, and a first input operation for inputting a command value for the propulsion parameter; a calculation unit that calculates a command value for the rotation speed of the propulsion device so that the current value of the propulsion parameter follows the command value of the propulsion parameter input via the first operation unit; a determination unit that determines whether or not a switching condition is satisfied, the switching condition including acceptance of a second input operation via a second operation unit of a remote control device that accepts a second input operation for inputting a command value for the rotation speed of the propulsion device, when the current operation mode is set to a navigation assistance mode for causing the current value of the rotation speed to follow the command value for the rotation speed calculated by the calculation unit; and a mode control unit that, when the switching condition is satisfied, executes at least one of a notification operation to a vessel operator and a switching operation to switch the steering mode from the navigation support mode to a normal navigation mode for causing the current value of the rotation speed to follow the command value of the rotation speed corresponding to the second input operation; A navigation aid device comprising:

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