Propulsion device control system and navigation support device

Abstract

To provide a technology capable of suppressing sudden fluctuations in the rotation speed of a propulsion device even when some kind of abnormality occurs in communication or the like.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 input unit 16 configured to receive a command value for a propulsion parameter; and a calculation unit 22 that calculates a command value for causing a current value of the propulsion parameter to follow the input command value. The remote control device 50 includes: a second input unit configured to receive a command value for a rotation speed of a main engine 94; an output unit 66 configured to output the command value calculated by the calculation unit 22 in a navigation support mode and the command value received by the second input unit in a normal navigation mode; and a control unit 68 configured to control the main engine 94. The main engine control system 1 includes: an abnormality detection unit 78 configured to detect an abnormality; and a hold unit 74 configured to hold the command value that is output by the output unit 66 when an abnormality is detected while the navigation support mode is set.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] In maneuvering a ship, it is known to control the rotation speed of the main engine and the blade angle of the propeller by operating a telegraph control handle (see, for example, Patent Document 1). Patent Document 1 discloses a technique in which command values ​​for the rotation speed and blade angle of the main engine are determined so that the difference between the target ship speed set by operating the telegraph control handle and the actual ship speed becomes zero. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-177880 Summary of the Invention [Problem to be solved by the invention]

[0004] In the technology described in Patent Document 1, if an abnormality occurs in communication or the like while controlling the ship speed based on the target ship speed, the rotation speed command value sent to the propulsion device such as the main engine may fluctuate significantly, which could cause the propulsion device to operate abnormally.

[0005] In view of the above problems, an object of the present invention is to provide a technology that can suppress sudden fluctuations in the rotation speed of a propulsion device even when some kind of abnormality occurs in communication or the like. [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 input unit that receives an input of a command value for a propulsion parameter related to the propulsion speed of the vessel, the command value being different from the rotational speed of the main engine that propels the vessel, a sensor that detects a current value of the propulsion parameter, a first communication unit that can communicate with the remote control device, and a calculation unit that calculates a command value for the rotational speed of the main engine so that the current value of the propulsion parameter received from the sensor via the first communication unit follows the command value of the propulsion parameter input via the first input unit. The remote control device includes a second communication unit that can communicate with the navigation assistance device, a second input unit that receives an input of a command value for the rotational speed of the propulsion device, an output unit that outputs the command value for the rotational speed calculated by the calculation unit received via the second communication unit when the current control mode is set to navigation assistance mode and outputs the command value for the rotational speed received by the second input unit when the control mode is set to normal navigation mode, and a control unit that controls the propulsion device so that the current value of the rotational speed follows the command value for the rotational speed output from the output unit. The propulsion device control system further includes an abnormality detection unit that detects an abnormality in at least one of the navigation assistance device, the sensor, the communication between the navigation assistance device and the steering device, and the communication between the navigation assistance device and the sensor, and a holding unit that, when the steering mode is set to the navigation assistance mode and an abnormality is detected, holds the rotation speed command value output by the output unit to the control unit until the steering mode is switched from the navigation assistance mode to the normal navigation mode.

[0007] Another aspect of the present invention is a navigation assistance device that includes an input unit that accepts an input of a command value for a propulsion parameter related to a propulsion speed of a vessel, the command value being different from the rotational speed of a propulsion device that propels the vessel, a sensor that detects a current value of the propulsion parameter, and a communication unit that can communicate with a remote control device that controls the propulsion device, a calculation unit that calculates a command value for the rotational speed of the propulsion device so that the current value of the propulsion parameter received from the sensor via the communication unit follows the command value of the propulsion parameter input via the input unit, an output unit that outputs the command value for the rotational speed calculated by the calculation unit to the remote control device via the communication unit when the current control mode is set to a navigation assistance mode in which the current value of the rotational speed follows the command value for the rotational speed calculated by the calculation unit, an abnormality detection unit that detects an abnormality in communication via the communication unit, and a retention unit that, when the abnormality is detected, retains the command value for the rotational speed output to the remote control device by the output unit until the control mode is switched from the navigation assistance mode to a normal navigation mode in which the current value of the rotational speed follows the command value from the remote control device.

[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, even if some abnormality occurs in communication or the like, it is possible to suppress abrupt fluctuations in the rotation speed of the propulsion device. [Brief explanation of the drawings]

[0010] [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] 4 is a flowchart showing an example of processing when an abnormality is detected in the main engine control system shown in FIG. [Figure 4]FIG. 10 is a functional block diagram of a main engine control system according to a second embodiment. [Figure 5] 5 is a flowchart showing an example of processing when an abnormality is detected in the main engine control system shown in FIG. 4. DETAILED DESCRIPTION OF THE INVENTION

[0011] 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.

[0012] 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.

[0013] 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.

[0014] 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.

[0015] [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.

[0016] 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.

[0017] 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.

[0018] The navigation assistance device 10 includes a first operation unit 12, a first communication unit 24, and a calculation unit 22.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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 control unit 68 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.

[0026] 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.

[0027] The remote control device 50 includes a second communication unit 64 , a second operation unit 52 , an output unit 66 , and a control unit 68 .

[0028] 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.

[0029] 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.

[0030] 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.

[0031] A detailed description will be given of a case where the second input unit 54 includes a steering wheel, taking as an example a steering wheel for operating movement in the forward and backward directions. The steering wheel 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 steering wheel is in the STOP position, the output of the main engine 94 is stopped. When the steering wheel is in the AHEAD position, the main engine 94 moves the vessel 90 forward. When the steering wheel is in the ASTERN position, the main engine 94 moves the vessel 90 astern.

[0032] 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.

[0033] 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.

[0034] The second operation unit 52 may further include an alarm unit 62. The alarm unit 62 performs an alarm operation in response to a signal from an abnormality detection unit 78 (described later). The alarm 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. For example, the second operation unit 52 includes a lamp indicating that the operation mode is set to the navigation assistance mode. When the abnormality detection unit 78 detects an abnormality, the lamp may be made to flash to function as the alarm unit 62, thereby displaying a warning. This makes it easier for the vessel operator to intuitively recognize that some abnormality has occurred in the navigation assistance mode. Furthermore, there is no need to provide a new component for announcing an abnormality.

[0035] The output unit 66 outputs a command value for the rotation speed of the main engine 94 to the control unit 68. When the control mode is set to the navigation support mode, the output unit 66 outputs the command value for the rotation speed calculated by the calculation unit 22. When the control mode is set to the normal navigation mode, the output unit 66 outputs the command value for the rotation speed received by the second input unit 54.

[0036] The control unit 68 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 control unit 68 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 84. 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 control unit 68 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 control unit 68 of this embodiment performs feedback control so that the difference between the current value of the rotation speed and the command value of the rotation speed becomes smaller. Furthermore, the control unit 68 of this embodiment adjusts the command value of the rotation speed according to a load-up program that defines a schedule for adjusting the command value of the rotation speed so that the rotation speed gradually follows the command value of the rotation speed indicated by the command signal.

[0037] When the control mode is set to the navigation support mode, the command value for the rotation speed is a command value for the rotation speed calculated by the calculation unit 22. When the control mode is set to the normal navigation mode, the command value for the rotation speed is a 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.

[0038] The engine control unit 84 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 84 fine-tunes the rotation speed using the rotation speed indicated in the command signal output from the control unit 68 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.

[0039] The output unit 66 may also output a blade angle command value of the controllable pitch propeller to the control unit 68. In this case, when the control mode is set to the navigation support mode, the output unit 66 outputs the blade angle command value calculated by the calculation unit 22. When the control mode is set to the normal navigation mode, the output unit 66 outputs the blade angle command value received by the second input unit 54.

[0040] The control unit 68 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 control unit 68 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 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 control unit 68 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 control unit 68 of this embodiment performs feedback control so that the difference between the current value of the blade angle and the blade angle command value becomes smaller. Furthermore, the control unit 68 of this embodiment adjusts the blade angle command value according to 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.

[0041] The remote control device 50 may further include an abnormality detection unit 78 and a holding unit 74.

[0042] The abnormality detection unit 78 detects an abnormality in at least one of the navigation support device 10, the sensor 92, the communication between the navigation support device 10 and the remote control device 50, and the communication between the navigation support device 10 and the sensor 92. Specifically, the abnormality detection unit 78 may detect at least one of a disconnection of the communication line between the navigation support device 10 and the remote control device 50 and the absence of a response in the communication. Any known detection technology may be used to detect a disconnection of the communication line. Regarding the detection of the absence of a response in the communication, for example, in a configuration in which a monitoring signal is periodically transmitted from one of the navigation support device 10 and the remote control device 50 to the other, and a response signal is returned from the receiving side to the transmitting side, if a response signal is not returned to the transmitting side for a certain period of time or longer, it can be determined that there is no response.

[0043] Since the abnormality detection unit 78 in this embodiment is provided in the remote control device 50, it is particularly desirable that it be able to detect at least one of abnormalities in communication between the navigation assistance device 10 and the remote control device 50, and abnormalities in input from the second input unit 54, which can be detected from the remote control device 50.

[0044] When an abnormality is detected by the abnormality detection unit 78, the holding unit 74 holds the value output by the output unit 66 to the control unit 68 until the control mode is switched from the navigation support mode to the normal navigation mode. The value held by the holding unit 74 may be a command value for the rotation speed of the main engine 94, a command value for the blade angle of the controllable pitch propeller, or both. The holding unit 74 may include, for example, a switch that switches the command value output from the output unit 66. Specifically, the holding unit 74 may be capable of switching between a state in which the output unit 66 outputs a command value from the navigation support device 10, the bridge telegraph handle 56, or the control room telegraph handle 58 to the control unit 68, and a state in which the output unit 66 outputs a command value stored in a memory unit 76 (described later) to the control unit 68.

[0045] The remote control device 50 may further include a memory unit 76. The memory unit 76 stores the value that the output unit 66 outputs to the control unit 68 at the time when an abnormality is detected. The value stored in the memory unit 76 may be a command value for the rotation speed of the main engine 94, a command value for the blade angle of the controllable pitch propeller, or both. The holding unit 74 holds the value that the output unit 66 outputs to the control unit 68 as the value stored in the memory unit 76.

[0046] The remote control device 50 may further include a switching determination unit 70 and a switching unit 72. The switching determination unit 70 determines whether or not a predetermined switching condition is met. If the switching unit 72 determines that the switching condition is met, it switches the operation mode from the navigation assistance mode to the normal navigation mode. Details of the switching condition will be described later. The switching determination unit 70 and the switching unit 72 may be included in the main engine control system 1, and may be included in the navigation assistance device 10, for example, or may be included outside the navigation assistance device 10 and the remote control device 50.

[0047] Fig. 2 is a diagram schematically 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" indicating the boat speed, "LOAD" indicating horsepower, and "FUEL" indicating fuel consumption, with "SPEED" being selected. For example, the first input unit 16 displays "ORDER" so that a command value for the boat speed can be input, and displays "FB" as the current value of the boat speed based on the detection result of the sensor 92.

[0048] The setting unit 18 is provided as a switch button 42 that can be pressed. The setting unit 18 is provided with a switch button 42 for setting the normal navigation mode and a switch button 42 for setting the navigation assistance mode, separately. Each switch button 42 has an indicator light 44. The setting operation is performed by operating the switch button 42. The indicator light 44 of the switch button 42 corresponding to the current navigation mode lights up, thereby notifying the vessel operator that the current navigation mode is the navigation assistance mode or the normal navigation mode.

[0049] FIG. 3 is a flowchart showing an example of processing when an abnormality is detected in the main engine control system 1.

[0050] The remote control device 50 determines whether the control mode is set to the navigation support mode (S10). If the remote control device 50 determines that the control mode is not set to the navigation support mode (N in S10), it ends the processing. If the remote control device 50 determines that the control mode is set to the navigation support mode (Y in S10), the memory unit 76 stores the command value that the output unit 66 is outputting to the control unit 68 at that time (S12), and the process proceeds to step S14.

[0051] The abnormality detection unit 78 determines whether or not an abnormality has been detected (S14). If the abnormality detection unit 78 determines that an abnormality has not been detected (N in S14), the process ends. That is, while the navigation assistance mode is set and no abnormality has been detected, the latest command value is updated in the memory unit 76 according to the loop interval of this process. If the abnormality detection unit 78 determines that an abnormality has been detected (Y in S14), the lamp serving as the notification unit 62 is caused to blink (S16), and the process proceeds to step S18.

[0052] The retaining unit 74 retains the value output by the output unit 66 to the control unit 68 as the value stored in the memory unit 76 (S18). The retaining unit 74 determines whether the control mode has been switched from the navigation assistance mode to the normal navigation mode (S20). If the retaining unit 74 determines that the control mode has not been switched from the navigation assistance mode to the normal navigation mode (N in S20), the process returns to step S18 and continues to retain the command value output by the output unit 66 to the control unit 68. If the retaining unit 74 determines that the control mode has been switched from the navigation assistance mode to the normal navigation mode (Y in S20), the retaining unit 74 releases the retention of the command value (S22) and ends the process.

[0053] The switching to the normal navigation mode in step S20 may be performed in response to a switching operation via the second operation unit 52, or may be performed by a switching operation performed by the switching determination unit 70 and the switching unit 72. A specific example of the mode switching process performed by the switching determination unit 70 and the switching unit 72 will be described later.

[0054] As described above, if the main engine control system 1 detects an abnormality when the steering mode is set to the navigation support mode, it causes the output unit 66 to hold the command value for the rotation speed of the main engine 94 output to the control unit 68 until the steering mode is switched from the navigation support mode to the normal navigation mode. Therefore, even if an abnormality occurs during the navigation support mode, the main engine control system 1 holds the command value for the rotation speed of the main engine 94, thereby preventing unexpected fluctuations in the rotation speed.

[0055] Furthermore, in the main engine control system 1 of this embodiment, the remote control device 50, which is closer to the main engine 94 in the control system than the navigation support device 10, has the abnormality detection unit 78 and the holding unit 74. Therefore, the main engine control system 1 of this embodiment can more reliably hold output even when an abnormality occurs, thereby making it possible to construct a safer system.

[0056] A specific example of the mode switching process performed by the switching determination unit 70 and the switching unit 72 to switch to the normal navigation mode in step S20 will be described.

[0057] In the first example, the switching conditions used by the switching determination unit 70 include the deviation between the command value for the rotation speed of the main engine 94 held by the output unit 66 and the command value for the rotation speed of the main engine 94 received by the second input unit 54 being within a predetermined range. Here, the deviation being within the predetermined range means that the deviation is within a range in which no sudden fluctuation in the rotation speed occurs even if the command value for the rotation speed of the main engine 94 changes from the value held by the output unit 66 to the value received by the second input unit 54. In this case, the switching determination unit 70 determines that the switching conditions are satisfied if the deviation between the command value for the rotation speed of the main engine 94 held by the output unit 66 and the command value for the rotation speed of the main engine 94 received by the second input unit 54 is within the predetermined range. When it is determined that the switching conditions are satisfied, the switching unit 72 switches the maneuvering mode from the navigation assistance mode to the normal navigation mode.

[0058] As a result, when the handle of the second input unit 54 is operated to a notch position or the like corresponding to the command value held by the holding unit 74, the mode automatically switches to normal navigation mode, so that the main engine control system 1 can smoothly switch the operation mode in a situation where there is no sudden fluctuation in the rotation speed of the main engine 94.

[0059] In the second example, the switching conditions used by the switching determination unit 70 include the amount of change in the command value for the rotation speed of the main engine 94 received by the second input unit 54 being equal to or greater than a threshold value. 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 a value equal to or greater than the threshold value corresponds to a sudden operation. In this case, the switching determination unit 70 determines that the switching condition is satisfied if the amount of change in the command value for the rotation speed received by the second input unit is equal to or greater than the threshold value. When it is determined that the switching condition is satisfied, the switching unit 72 switches the maneuvering mode from the navigation assistance mode to the normal navigation mode.

[0060] As a result, if the amount of change in the command value for the rotation speed of the main engine 94 corresponding to the second input operation is less than the threshold value, the switching condition is not met, and the switching condition is met only when 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 the threshold value. Therefore, for example, if the vessel operator accidentally touches the second operation unit 52 lightly, the switching operation is not performed, but if the vessel operator intentionally operates the second operation unit 52 suddenly, the switching operation is performed, so that the main engine control system 1 can switch the operation mode more smoothly.

[0061] In the third example, the switching conditions used by the switching determination unit 70 include the command value for the rotation speed of the main engine 94 received by the second input unit 54 indicating the stopping of the main engine 94 or the reverse rotation of the main engine 94. In this case, the switching determination unit 70 determines that the switching conditions are met when the command value for the rotation speed of the main engine 94 received by the second input unit indicates the stopping of the main engine 94 or the reverse rotation of the main engine 94. When it is determined that the switching conditions are met, the switching unit 72 switches the operation mode from the navigation assistance mode to the normal navigation mode.

[0062] If the command value for the rotation speed of 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 operator is intentionally instructing the vessel 90 to stop or move astern. Therefore, by including in the switching conditions that the command value for the rotation speed of the main engine 94 corresponding to the second input operation indicates that the main engine 94 should stop or rotate in reverse, the main engine control system 1 can switch the operation mode more smoothly as intended by the vessel operator.

[0063] In a fourth example of the switching operation by the switching determination unit 70 and the switching unit 72, the switching conditions used by the switching determination unit 70 include switching in the operation position switching unit 60 to accept a command value for the rotation speed of the main engine 94 from the control room telegraph handle 58. When it is determined that the switching conditions are satisfied, the switching unit 72 switches the operation mode from the navigation assistance mode to the normal navigation mode.

[0064] Operation using the control room telegraph handle 58 is more urgent than operation using the bridge telegraph handle 56. Therefore, by including in the switching conditions that the steering position switching unit 60 can switch to receive the command value for the rotation speed of the main engine 94 using the control room telegraph handle 58, the main engine control system 1 can switch the steering mode more smoothly as intended by the vessel operator.

[0065] [Second embodiment] FIG. 4 is a functional block diagram of a main engine control system 1A according to the second embodiment. The main engine control system 1A includes a navigation assistance device 10A and a remotely controlled device 50A. The navigation assistance device 10A differs from the navigation assistance device 10 of the first embodiment in that it further includes an abnormality detection unit 78, a retention unit 74, and a storage unit 76. The remotely controlled device 50A does not necessarily have to include the abnormality detection unit 78, the retention unit 74, the storage unit 76, the switching determination unit 70, and the switching unit 72 that are included in the remotely controlled device 50 of the first embodiment. The abnormality detection unit 78, the retention unit 74, and the storage unit 76 included in the navigation assistance device 10A are similar to the abnormality detection unit 78, the retention unit 74, and the storage unit 76 of the first embodiment, respectively, except for the points described below.

[0066] The anomaly detection unit 78 according to this embodiment is provided in the navigation support device 10A. The anomaly detection unit 78 according to this embodiment detects an anomaly in communication between the navigation support device 10A and the sensor 92 via the first communication unit 24. Because the anomaly detection unit 78 according to this embodiment is provided in the navigation support device 10A, it is particularly desirable that the anomaly detection unit 78 be able to detect at least one of an anomaly in communication between the navigation support device 10A and the remote control device 50 and an anomaly in communication between the navigation support device 10A and the sensor 92, which can be detected from the navigation support device 10A.

[0067] The first operating unit 12 of this embodiment may further include an alarm unit 20. The alarm unit 20 performs an alarm operation in response to a signal from the abnormality detection unit 78 (described later). The alarm operation may include at least one of displaying a warning on the display screen of the display device of the first operating unit 12 and outputting an alarm sound from a speaker of the first operating unit 12. For example, the alarm unit 20 causes the indicator light 44 of the switching button 42 shown in FIG. 2 to flash. The alarm unit 20 flashes the indicator light 44 of the switching button 42 corresponding to the normal navigation mode, thereby notifying the operator that a setting operation to change the navigation mode to the normal navigation mode is being performed. This makes it easier for the operator to intuitively recognize that some abnormality has occurred in the navigation assistance mode. Furthermore, there is no need to provide a new component for announcing the abnormality.

[0068] FIG. 5 is a flowchart showing an example of processing when an abnormality is detected in the master control system 1A.

[0069] The navigation support device 10A determines whether the steering mode is set to the navigation support mode (S30). If the navigation support device 10A determines that the steering mode is not set to the navigation support mode (N in S30), it ends the processing. If the navigation support device 10A determines that the steering mode is set to the navigation support mode (Y in S30), the memory unit 76 stores the command value that the output unit 66 is outputting to the control unit 68 at that time (S32), and the process proceeds to step S34.

[0070] The abnormality detection unit 78 determines whether or not an abnormality has been detected (S34). If the abnormality detection unit 78 determines that an abnormality has not been detected (N in S34), the process ends. That is, while the navigation assistance mode is set and no abnormality has been detected, the latest command value is updated in the memory unit 76 according to the loop interval of this process. If the abnormality detection unit 78 determines that an abnormality has been detected (Y in S34), the notification unit 20 causes the indicator light 44 of the switch button 42 corresponding to the normal navigation mode to flash (S36), and the process proceeds to step S38.

[0071] The holding unit 74 holds the value output by the output unit 66 to the control unit 68 as the value stored in the storage unit 76 (S38), and ends the process.

[0072] After step S38, for example, if the operator performs a setting operation to set the operation mode to the normal navigation mode in response to the blinking operation of step S36, the output unit 66 outputs a command value in accordance with the normal navigation mode. In this way, the blinking operation of step S36 can guide the operator to the next operation, thereby facilitating smoother operation.

[0073] As described above, if the main engine control system 1A detects an abnormality when the steering mode is set to the navigation support mode, it causes the output unit 66 to hold the command value for the rotation speed of the main engine 94 output to the control unit 68 until the steering mode is switched from the navigation support mode to the normal navigation mode. Therefore, even if an abnormality occurs during the navigation support mode, the main engine control system 1A holds the command value for the rotation speed of the main engine 94, thereby making it possible to avoid unexpected fluctuations in the rotation speed.

[0074] Furthermore, in the main engine control system 1A of this embodiment, the navigation support device 10A has an abnormality detection unit 78 and a storage unit 74. Therefore, the main engine control system 1A of this embodiment can add functions to a ship 90 that does not have a navigation support device 10A simply by adding the navigation support device 10A. Furthermore, it is easy to accommodate updates to the functions of the navigation support device 10A.

[0075] 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.

[0076] 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.

[0077] For example, the engine control unit 84 may include a pneumatic governor and an electro-pneumatic converter that converts an electrical signal into an air pressure signal. In this case, the electrical command signal for the rotation speed output from the control unit 68 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.

[0078] 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]

[0079] 1,1A...main engine control system, 10,10A...navigation support device, 16...first input unit, 18...setting unit, 20...alarm unit, 22...calculation unit, 24...first communication unit, 42...switching button, 44...indicator light, 50,50A...remote control device, 54...second input unit, 56...bridge input unit, 58...control room input unit, 60...control position switching unit, 62...alarm unit, 64...second communication unit, 66...output unit, 68...control unit, 70...switching determination unit, 72...switching unit, 74...holding unit, 76...memory unit, 78...abnormality detection unit, 90...ship, 92...sensor, 94...main engine.

Claims

1. A propulsion device control system including a navigation support device and a remote control device, The navigation aid device is a first input unit that receives an input of a command value of a propulsion parameter related to a propulsion speed of the vessel, the command value being different from the rotation speed of a propulsion device that propels the vessel; a sensor for detecting a current value of the propulsion parameter; and a first communication unit capable of communicating with the remote control device; 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 received from the sensor via the first communication unit follows the command value of the propulsion parameter input via the first input unit; and Equipped with The remote control device is a second communication unit capable of communicating with the navigation support device; a second input unit that receives an input of a command value for the rotation speed of the propulsion device; an output unit that outputs the rotation speed command value calculated by the calculation unit and received via the second communication unit when the current steering mode is set to a navigation assistance mode, and outputs the rotation speed command value accepted by the second input unit when the steering mode is set to a normal navigation mode; a control unit that controls the propulsion device so that the current value of the rotation speed follows the command value of the rotation speed output from the output unit; Equipped with an abnormality detection unit that detects an abnormality in at least one of the navigation support device, the sensor, communication between the navigation support device and the control device, and communication between the navigation support device and the sensor; a holding unit that holds the rotation speed command value output by the output unit to the control unit when the abnormality is detected while the steering mode is set to the navigation support mode, until the steering mode is switched from the navigation support mode to the normal navigation mode; A propulsion device control system comprising:

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

3. the navigation assistance device further includes a setting unit that accepts a setting operation to set the current steering mode to either the normal navigation mode or the navigation assistance mode. The propulsion device control system of claim 1 .

4. a storage unit configured to store the value output from the output unit to the control unit at the time when the abnormality is detected; the holding unit holds the rotation speed command value output by the output unit to the control unit at the value stored in the storage unit. The propulsion device control system of claim 1 .

5. the abnormality detection unit detects the abnormality by detecting at least one of a disconnection of a communication line between the remote control device and the navigation support device and a lack of a response in the communication; A propulsion device control system according to any one of claims 1 to 4.

6. a switching determination unit that determines whether a switching condition is satisfied, including whether a deviation between the rotation speed command value held by the output unit and the rotation speed command value received by the second input unit is within a predetermined range; and a switching unit that switches the maneuvering mode from the navigation support mode to the normal navigation mode when it is determined that the switching condition is satisfied; 5. The propulsion device control system of claim 1, further comprising:

7. a switching determination unit that determines whether a switching condition is satisfied, including whether an amount of change in the rotation speed command value received by the second input unit is equal to or greater than a threshold; a switching unit that switches the maneuvering mode from the navigation support mode to the normal navigation mode when it is determined that the switching condition is satisfied; 5. The propulsion device control system of claim 1, further comprising:

8. a switching determination unit that determines whether a switching condition is satisfied, the switching condition including whether the rotation speed command value received by the second input unit indicates a stop of the propulsion device or a reverse rotation of the propulsion device; a switching unit that switches the maneuvering mode from the navigation support mode to the normal navigation mode when it is determined that the switching condition is satisfied; 5. The propulsion device control system of claim 1, further comprising:

9. The second input unit a bridge input unit provided on a bridge of the ship and configured to receive an input of a command value for the rotation speed of the propulsion device; a control room input unit provided in a control room of the ship and configured to receive an input of a command value for the rotation speed of the propulsion device; a control position switching unit that switches between receiving the rotation speed command value at the bridge input unit and receiving the rotation speed command value at the control room input unit; Furthermore, a switching determination unit that determines whether a switching condition is satisfied, including the steering position switching unit being switched to receive the rotation speed command value at the control room input unit; and a switching unit that switches the maneuvering mode from the navigation support mode to the normal navigation mode when it is determined that the switching condition is satisfied; Further provided with A propulsion device control system according to any one of claims 1 to 4.

10. The propulsion unit control system according to claim 1 , wherein the remote control device comprises the abnormality detection unit and the holding unit.

11. the remote control device further includes a lamp indicating that the control mode is set to the navigation support mode; The lamp blinks when the abnormality is detected. The propulsion device control system of claim 10.

12. The navigation assistance device includes the abnormality detection unit and the holding unit. A propulsion device control system according to any one of claims 1 to 4.

13. the abnormality is an abnormality in communication between the sensor and the navigation assistance device via the first communication unit; 13. The propulsion device control system of claim 12.

14. the navigation assistance device further includes a notification unit that, when the abnormality is detected, notifies the user to prompt the user to perform a setting operation to set the steering mode to the normal navigation mode.

13. The propulsion device control system of claim 12.

15. the setting operation is an operation on a switching button for setting the control mode to the normal navigation mode, The notification unit causes an indicator light of the switching button to blink.

15. The propulsion device control system of claim 14.

16. an input unit that receives an input of a command value of a propulsion parameter related to a propulsion speed of the vessel, the command value being different from the rotation speed of a propulsion device that propels the vessel; a communication unit capable of communicating with a sensor that detects the current value of the propulsion parameter and a remote control device that controls the propulsion device; 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 received from the sensor via the communication unit follows the command value of the propulsion parameter input via the input unit; and an output unit that outputs the command value of the rotation speed calculated by the calculation unit to the remote control device via the communication unit when the current operation mode is set to a navigation support mode for making the current value of the rotation speed follow the command value of the rotation speed calculated by the calculation unit; an abnormality detection unit that detects an abnormality in communication via the communication unit; a holding unit that holds the command value of the rotation speed output by the output unit to the remote control device until the operation mode is switched from the navigation support mode to a normal navigation mode in which the current value of the rotation speed follows the command value from the remote control device when the abnormality is detected; A navigation aid device comprising:

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