Propulsion device control system, and navigation support device

Abstract

To reduce an operation burden on load increase of a propulsion device.SOLUTION: A 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 first calculation part 14 for calculating a command value of rotation speed for making a current value of the propulsion parameter follow the command value of the propulsion parameter. A remote control device 40 includes: a second operation part 41 for receiving the command value of the rotation speed; an acquisition part 46 for acquiring a command value M1 of rotation speed of the first calculation part 14 in the case of a navigation support mode, and acquiring a command value M3 of rotation speed of the second operation part 41 in the case of a normal navigation mode; and a control part 48 for controlling a propulsion device 97 so as to make the current value of the rotation speed follow the command value of the rotation speed. The acquisition part 46 acquires a command value M2, in the case in which it is changed to a load increase mode when being set in the navigation support mode.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] There is known a technology in which the rotation speed and propeller blade angle of the main engine, which generates the propulsive force of a ship, are controlled by operating the operating handle of a telegraph device (see, for example, Patent Document 1). Furthermore, the load of the main engine is periodically increased to remove deposits such as soot that have accumulated in various parts of the main engine. Because the cylinder liner and piston rings of the main engine are subject to wear due to the increased load, it is desirable to keep the load increase to a minimum. Patent Document 1 therefore discloses a technology in which whether or not to increase the load of the main engine is determined based on the duration of a low-load state in which the target value of the main engine rotation speed is lower than a threshold value, and if it is determined that the load should be increased, the target value of the main engine rotation speed is changed to increase the load.

[0003] Furthermore, Patent Document 2 describes a ship speed setting system equipped with a ship speed control unit that controls the rotational speed of the main engine based on the difference between a target ship speed set by a target setting unit and the actual ship speed detected by a ship speed detection unit. In this system, ship speed control by the ship speed control unit can be switched between enabled and disabled by operating the display unit. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2023-183568 [Patent Document 2] Japanese Patent Application Publication No. 2023-177880 Summary of the Invention [Problem to be solved by the invention]

[0005] In the technology described in Patent Document 2, in order to increase the load by raising the main engine speed above a predetermined speed, it is necessary to disable the ship speed control by the ship speed control unit through a predetermined operation, switch to speed control that causes the actual speed to follow the target speed input from the telegraph steering handle, and operate the telegraph steering handle to set the target speed, which places a burden on the operator, which is a problem.

[0006] In view of the above problems, an object of the present invention is to provide a technology for a propulsion unit control system that can reduce the operational burden associated with increasing the load on the propulsion unit. [Means for solving the problem]

[0007] In order to solve the above-mentioned problems, one aspect of the present invention provides a propulsion device control system including a navigation assistance device and a remote control device, wherein the navigation assistance device includes a first operation unit that accepts at least a selection operation for selecting a propulsion parameter to be controlled from a plurality of parameters including the vessel speed and the horsepower output by the propulsion devices of the vessel and a first input operation for inputting a command value for the propulsion parameter, a first 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 accepted by the first operation unit, a second operation unit that accepts a second input operation for inputting the command value for the propulsion device rotation speed, an acquisition unit that acquires the command value for the rotation speed calculated by the first calculation unit when the current operation mode is set to the navigation assistance mode and acquires the command value for the rotation speed accepted by the second operation unit when the current operation mode is set to the normal navigation mode, and a control unit that controls the propulsion device so that the current value of the rotation speed follows the command value for the rotation speed acquired by the acquisition unit. When the current operation mode is changed to the load increasing mode while the current operation mode is set to the navigation support mode, the acquisition unit acquires a command value for the rotation speed, which is a predetermined value.

[0008] Another aspect of the present invention is a navigation support device capable of communicating with a remote control device that controls a main engine of a ship so that its rotational speed follows an input rotational speed command value, the navigation support device including: a first operation unit that accepts a selection operation for selecting a propulsion parameter to be controlled from among the ship's speed, the horsepower output by the main engine, and the fuel consumption of the main engine, a first input operation for inputting the command value of the propulsion parameter, and a setting operation for setting the current operation mode to one of normal navigation mode, navigation support mode, and load raising mode, a first calculation unit that calculates a command value for the main engine rotational speed so that the current value of the propulsion parameter follows the command value of the propulsion parameter accepted by the first operation unit, and an output unit that outputs the command value for the rotational speed calculated by the first calculation unit to the remote control device when the current operation mode is set to the navigation support mode, and outputs a predetermined command value for the rotational speed to the remote control device when the current operation mode is set to the load raising mode.

[0009] 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]

[0010] According to the present invention, it is possible to provide a technology for a propulsion unit control system that can reduce the operational burden associated with increasing the load on the propulsion unit. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram schematically illustrating a ship to which a propulsion device control system according to an embodiment of the present invention is applied. [Figure 2] FIG. 1 is a block diagram illustrating a general configuration of a propulsion device control system according to an embodiment. [Figure 3] 1 is a front view schematically showing a navigation support device according to an embodiment. [Figure 4] FIG. 4 is a diagram schematically illustrating an example of a display screen of the navigation support device of FIG. 3. [Figure 5] 4 is a diagram schematically illustrating an example of a screen for inputting command values ​​for propulsion parameters of the navigation support device of FIG. 3. FIG. [Figure 6] 3 is a flowchart showing an example of processing by the propulsion device control system of FIG. 2. DETAILED DESCRIPTION OF THE INVENTION

[0012] 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.

[0013] 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.

[0014] 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.

[0015] The present invention will be described below based on preferred embodiments with reference to the drawings. In the embodiments and modifications, identical or equivalent components and members are designated by the same reference numerals, and redundant explanations will be omitted where appropriate. The dimensions of the members in the drawings are enlarged or reduced as appropriate for ease of understanding. Some members that are not important for explaining the embodiments will be omitted from the drawings.

[0016] [Embodiment] A propulsion device control system 100 according to an embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a diagram schematically showing a ship 90 to which the propulsion device control system 100 according to the present invention is applied. In this embodiment, the ship 90 includes a hull 95, a propulsion device control system 100, and a propulsion device 97.

[0017] The propulsion device 97 is a propulsion mechanism that rotates the propeller 92 to generate a propulsive force that propels the hull 95. An example in which the propulsion device 97 is a main engine 91 will be described below. In this embodiment, the main engine 91 is a two-stroke diesel engine. To operate the main engine 91, the main engine 91 consumes fuel in an amount that corresponds to the rotation speed and torque of the main engine 91. A shaft horsepower meter 93 that detects the shaft horsepower of the main engine 91 is attached to the main engine 91.

[0018] The propulsion device control system 100 includes a navigation support device 10 and a remote control device 40. The navigation support device 10 is an support device that can communicate with the remote control device 40 and is installed on the bridge or the like of the ship 90. The navigation support device 10 may be installed separately from the remote control device 40, or may be installed integrally with the remote control device 40.

[0019] The navigation support device 10 provides control modes to the remote control device 40. The control modes include a normal navigation mode, a navigation support mode, and a load-up mode. In the navigation support mode and the load-up mode, the navigation support device 10 provides a command value for the rotation speed to the remote control device 40.

[0020] The remote control device 40 controls the main engine 91 of the ship 90 so that the rotation speed of the main engine 91 follows the input rotation speed command value. Hereinafter, the rotation speed of the main engine 91 may be simply referred to as "rotation speed." The term rotation speed is used to refer to the current rotation speed value and the rotation speed command value. Furthermore, the current rotation speed value may be simply referred to as the "current value," and the rotation speed command value may be simply referred to as the "command value." The remote control device 40 may be referred to as a main engine remote control device.

[0021] In the normal navigation mode, the remote control device 40 controls the main engine 91 based on a command value for the number of rotations corresponding to the position of the telegraph handle of the second operation unit 41, which will be described later. In the navigation support mode and the load increase mode, the remote control device 40 controls the main engine 91 based on a command value for the number of rotations input from the navigation support device 10. This will be explained in detail below.

[0022] FIG. 2 is a block diagram showing the general structure of the propulsion device control system 100. Each functional block shown in FIG. 2 can be realized in hardware using computer processors, CPUs, memory, and other elements, electronic circuits, and mechanical devices, and in software using computer programs, etc. However, the functional blocks shown here are realized by the cooperation of these elements. Therefore, those skilled in the art will understand that these functional blocks can be realized in various ways by combining hardware and software. The functional blocks of the navigation support device 10 and the remote control device 40 are configured to be able to communicate information with each other via a data bus (not shown) within each device. The arrows in FIG. 2 indicate the typical direction of information flow.

[0023] As shown in FIG. 2, the navigation assistance device 10 includes a first operation unit 12, a first calculation unit 14, a storage unit 16, a parameter selection unit 18, an assistance side communication unit 20, and an output unit 22.

[0024] 3 is a front view schematically illustrating an example of a navigation support device 10. As shown in this figure, the navigation support device 10 has a touch panel 11 and switches 13. The touch panel 11 displays a first operation unit 12, a first display unit 28, and a second display unit 34. By operating the switches 13, the settings of the navigation support device 10 can be changed.

[0025] Fig. 4 is a diagram schematically showing an example of a first display screen 110 of the touch panel 11 of the navigation support device 10. Fig. 5 is a diagram schematically showing an example of an input screen 120 for inputting command values ​​for propulsion parameters of the navigation support device 10. The first display screen 110 includes, as an example, a display section 111 showing the vessel speed of the vessel 90 (hereinafter sometimes simply referred to as "vessel speed"), a display section 112 showing the horsepower output by the main engine 91 (hereinafter sometimes simply referred to as "horsepower"), a display section 113 showing the fuel consumption of the main engine 91 (hereinafter sometimes simply referred to as "fuel consumption"), and a display section 114 showing the rotation speed of the main engine 91. The display sections 111 to 114 each include a current value indicated by a partial arc filled with diagonal lines and a limit range indicated by a blank partial arc. The current value is indicated by the position of the CW end of the partial arc, the lower limit of the limited range is indicated by the position of the CCW end of the partial arc, and the upper limit of the limited range is indicated by the position of the CW end of the partial arc.

[0026] The first display screen 110 also includes a first operation unit 12, a first display unit 28, and a second display unit 34. The first operation unit 12 accepts a selection operation, a first input operation, and a setting operation. The selection operation is an operation for selecting a first propulsion parameter P1 to be controlled from among a plurality of propulsion parameters. In particular, the selection operation in this embodiment is an operation for selecting the first propulsion parameter P1 to be controlled from among boat speed, horsepower, and fuel consumption. The first propulsion parameter P1 may include at least boat speed and horsepower, and does not necessarily have to include fuel consumption.

[0027] In this embodiment, a selection operation can be performed by touching the display buttons labeled "Boat Speed," "Horsepower," and "Fuel" in the third column 117 on the first display screen 110. When the "Boat Speed" display button is touched, boat speed is set as the first propulsion parameter P1; when the "Horsepower" display button is touched, horsepower is set; and when the "Fuel" display button is touched, fuel consumption is set. Here, an example is shown in which boat speed is selected as the first propulsion parameter P1.

[0028] The parameter selection unit 18 has an acquisition function for acquiring current values ​​of multiple propulsion parameters related to the propulsion of the vessel 1 and a selection function for selecting and outputting the acquired current values ​​of the multiple propulsion parameters. The parameter selection unit 18 acquires, as fuel oil quantity information, the current value of fuel consumption of the vessel 1, for example, from a flow rate sensor (not shown) that detects the flow rate of fuel supplied from an oil tank (not shown) that stores fuel for the vessel 1. The parameter selection unit 18 also acquires, as shaft horsepower information, the current horsepower value from a shaft horsepower meter 93 that detects the horsepower output from the output shaft of the main engine 91. The parameter selection unit 18 also acquires, as speed information, the current ground speed from a speed sensor 94 that detects the ground speed of the vessel 1. The current ground speed of the vessel 1 may be acquired by calculation from information acquired from a satellite-based positioning system such as the Global Positioning System (GPS). The parameter selection unit 18 outputs the information selected by the selection operation from the acquired fuel oil amount information, shaft horsepower information, and ship speed information to the first calculation unit 14 as the current value of the first propulsion parameter P1.

[0029] The first input operation is an operation of inputting a command value for the first propulsion parameter P1 selected as the control target. In particular, the first input operation in this embodiment is an operation of receiving the command value for the first propulsion parameter P1 from the first operation unit 12. On the input screen 120 of FIG. 5 , the first operation unit 12 selects the first propulsion parameter P1 in the selection unit 121 and inputs a numerical value into the numerical value input unit 122 using the numeric keypad 124, thereby receiving the input value as the command value for the first propulsion parameter P1.

[0030] The setting operation can be performed using the first column 115 and the second column 116 of the first operation unit 12 in FIG. 4. By touching the load increase "ON" display button in the first column 115, the current control mode can be set to the load increase mode, regardless of the state of the second column 116. By touching the load increase "OFF" display button in the first column 115 and the "assistance" display button in the second column 116, the current control mode can be set to the navigation assistance mode. By touching the load increase "OFF" display button in the first column 115 and the "normal" display button in the second column 116, the current control mode can be set to the normal navigation mode. The control modes will be described later.

[0031] The first calculation unit 14 calculates a command value M1 for the rotation speed of the main engine 91 so that the current value of the first propulsion parameter P1 follows the command value of the first propulsion parameter P1 received by the first operation unit 12. For example, the first calculation unit 14 increases the command value M1 when the current value of the first propulsion parameter P1 is smaller than the command value of the first propulsion parameter P1, and decreases the command value M1 when the current value of the first propulsion parameter P1 is larger than the command value of the first propulsion parameter P1.

[0032] The support-side communication unit 20 communicates with the control-side communication unit 44 of the remote control device 40 via wired or wireless communication. For example, the support-side communication unit 20 transmits a control mode command signal to the remote control device 40, and receives a command value for the number of rotations corresponding to the position of the telegraph handle from the remote control device 40.

[0033] The memory unit 16 stores time-series data of the rotation speed command value (hereinafter referred to as "command value M4") acquired by the acquisition unit 46 of the remote control device 40. The memory unit 16 also stores a rotation speed command value M2, which is a predetermined value. The memory unit 16 also stores a control program for the navigation assistance device 10. The memory unit 16 includes a non-volatile memory. Since the predetermined value is equal to the command value M2, the predetermined value may be denoted by the symbol M2.

[0034] When the current operation mode is set to the navigation assistance mode, the output unit 22 outputs the rotation speed command value M1 calculated by the first calculation unit 14 to the acquisition unit 46, and when the current operation mode is set to the load-up mode, the output unit 22 outputs the rotation speed command value M2, which is a predetermined value, to the acquisition unit 46. According to this configuration, the rotation speed command value M2, which is a predetermined value for increasing the load on the main engine 91, is output from the navigation assistance device 10 to the remote control device 40. Therefore, when the navigation assistance device 10 is to be retrofitted to a ship equipped with the remote control device 40, the amount of modification of the remote control device 40, which is an existing device, can be reduced compared to when the output unit 22 is provided in the remote control device 40, making the retrofitting easier.

[0035] Of the command value M1 and the command value M2, the one output from the output unit 22 is referred to as a command value M22. In the example of FIG. 2, the output unit 22 transmits information independently of the support-side communication unit 20, but the support-side communication unit 20 may be configured to also have the functions of the output unit 22. In this case, the information communicated by the output unit 22 is communicated by the support-side communication unit 20.

[0036] The remote control device 40 will be further described. As shown in Fig. 2, the remote control device 40 includes a second operation unit 41, a control-side communication unit 44, an acquisition unit 46, a control unit 48, a switching control unit 52, and a storage unit 45. The storage unit 45 stores time-series data of the rotation speed command value M4 acquired by the acquisition unit 46 of the remote control device 40. The storage unit 45 stores a control program for the remote control device 40.

[0037] The second operating unit 41 accepts a second input operation for inputting a command value for the rotation speed of the main engine 91. The second operating unit 41 includes a bridge telegraph handle 42 installed on the bridge of the ship 90 and a control room telegraph handle 43 located in a control room (not shown). The bridge telegraph handle 42 and the control room telegraph handle 43 are collectively referred to as simply "telegraph handles." The second input operation is an operation for switching the position of the telegraph handles. The second operating unit 41 outputs, to the switching control unit 52, a command value M31 corresponding to the position T42 of the bridge telegraph handle 42 and a command value M32 corresponding to the position T43 of the control room telegraph handle 43. The command value M31 and the command value M32 are collectively referred to as "command value M3." Telegraph handles are well known, so a detailed description thereof will be omitted.

[0038] The following describes the operation modes of the remote control device 40. The remote control device 40 has three operation modes: a navigation support mode, a normal navigation mode, and a load-up mode, and executes different controls in each operation mode. The operation mode is selected by the switching control unit 52 depending on the result of the setting operation of the first operation unit 12 of the navigation support device 10.

[0039] In the navigation support mode, the remote control device 40 controls the rotation speed of the main engine 91 with the support of the navigation support device 10. In the normal navigation mode, the remote control device 40 controls the rotation speed of the main engine 91 based on the operation of the second operation unit 41. In the load-raising mode, the remote control device 40 controls the rotation speed of the main engine 91 with the support of the navigation support device 10 at a predetermined value M2 that is set in advance for the load-raising mode. The predetermined value M2 can be set in advance through experiments or simulations so as to obtain the desired soot reduction effect. The predetermined value M2 can be set in a range above a low load and below the maximum load of the main engine 91, and may be, for example, a medium- to high load of approximately 75% to 90% of the maximum load.

[0040] The steering-side communication unit 44 communicates with the support-side communication unit 20 of the navigation support device 10 via a wired or wireless connection. For example, the steering-side communication unit 44 receives a command signal for a steering mode from the support-side communication unit 20, and transmits to the support-side communication unit 20 a command value for the number of rotations corresponding to the position of the telegraph handle.

[0041] The switching control unit 52 switches the command value acquired by the acquisition unit 46 based on the command signal for the steering mode received by the steering-side communication unit 44 from the support-side communication unit 20. The switching control unit 52 includes a first switching control unit 53 that selects either command value M22 or command value M31 based on the command signal for the steering mode, and a second switching control unit 54 that selects either the selection result of the first switching control unit 53 or command value M32 based on the command signal for the steering mode. The selection result of the second switching control unit 54 is acquired by the acquisition unit 46 as command value M4.

[0042] The switching control unit 52 of the embodiment is configured so that the acquisition unit 46 acquires the following rotation speed command values ​​M4 according to the operation mode. (1) When the current operation mode is set to the navigation support mode, the command value M4 is the command value M1 for the rotation speed calculated by the first calculation unit 14 of the navigation support device 10. (2) When the current operation mode is set to the load-raising mode, the command value M4 is the rotation speed command value M2, which is a predetermined value. In other words, when the current operation mode is changed from the navigation support mode to the load-raising mode, the acquisition unit 46 acquires the rotation speed command value M2, which is a predetermined value. (3) When the current operation mode is set to the normal navigation mode, the command value M4 is the command value M3 for the number of rotations received by the second operation unit 41. In this case, a changeover switch (not shown) provided on the bridge telegraph handle 42 and the control room telegraph handle 43 selects either the command value M31 or the command value M32 as the command value M3.

[0043] The control unit 48 controls the main machine 91 so that the current value of the rotation speed of the main machine 91 follows the command value M4 acquired by the acquisition unit 46. The control unit 48 outputs a rotation speed command signal calculated according to the difference between the current value of the rotation speed of the main machine 91 and the command value M4 acquired by the acquisition unit 46 to the engine control unit 96.

[0044] The control unit 48 acquires the current value of the rotation speed from a rotation speed sensor (not shown) that detects the rotation speed of the main machine 91. The control unit 48 of the embodiment executes feedback control so as to reduce the difference between the current value of the rotation speed and the command value M4. Furthermore, the control unit 48 of the embodiment adjusts the command value M5 in accordance with a load-up program that defines a schedule for adjusting the command value M5 so that the rotation speed gradually follows the command value M4.

[0045] The engine control unit 96 is also called a governor, and suppresses fluctuations in the rotation speed of the main engine 91. When the rotation speed of the main engine 91 changes in response to load fluctuations on the main engine 91, the engine control unit 96 fine-tunes the rotation speed using the rotation speed indicated by the command value M5 output from the control unit 48 as a basic amount, and satisfies various constraints, such as engine load limits, by outputting to the main engine 91 a command value for the amount of fuel input that will achieve the finely adjusted rotation speed.

[0046] Here, we will explain load-raising operation of the main engine 91 (simply referred to as "load-raising" in this specification). Many of the main engines 91 that propel the ship 90 are optimized to perform optimally at medium to high loads, for example, at about 75% to 90%. However, when operating at a high speed under medium to high loads, for example, the ship 90 may arrive at its destination earlier than the scheduled arrival time, which may require the ship 90 to wait in a port, resulting in extra fuel consumption. On the other hand, low-load operation is an operating method that reduces fuel costs by operating at a slow speed so that the ship 90 arrives at its destination exactly on time, thereby reducing the waiting time of the ship 90 in a port, and is being rapidly adopted against the backdrop of rising fuel prices, etc.

[0047] When the main engine 91, which is suitable for medium- to high-load operation, is operated at a low load for a long period of time, the degree of fouling of various parts of the main engine 91 may be higher than when the main engine 91 is operated at a medium- to high-load operation. Specifically, the amount of soot and other particles (hereinafter simply referred to as "soot") adhering to the exhaust passage, turbocharger, exhaust gas economizer, and flue of the main engine 91 may increase, adversely affecting the main engine 91. Therefore, in a predetermined case, such as when low-load operation continues for a long period of time, the load of the main engine 91 is increased to reduce the amount of adhering soot. The load increase of the main engine 91 is an operation in which the main engine 91 is temporarily rotated at a load higher than the low load during low-load operation, and may be, for example, soot blowing. Conditions such as the command value M2 for the rotation speed when the load of the main engine 91 is increased and the period for which the load increase is performed can be set in advance through experiments or simulations to achieve a desired soot reduction effect. The command value M2 is a predetermined value M2. The predetermined value M2 can be set in a range above a low load and below the maximum load of the main engine 91, and may be, for example, a medium to high load of about 75% to 90% of the maximum load.

[0048] The navigation assistance device 10 will now be described in further detail. As shown in Fig. 2, the navigation assistance device 10 of the embodiment further includes a restriction determination unit 24, a second calculation unit 26, a first display unit 28, a load increase timing determination unit 32, and a second display unit 34.

[0049] The limit determination unit 24 and the second calculation unit 26 will be described with reference to Figure 2. The limit determination unit 24 determines whether a limit condition, including that the current value of a second propulsion parameter P2 that is not selected as a control target among the plurality of first propulsion parameters P1 is equal to or greater than an upper limit, is satisfied. For example, if boat speed is selected as a control target among the first propulsion parameters P1 by the above-mentioned selection operation, horsepower and fuel consumption become unselected second propulsion parameters P2, and the limit determination unit 24 determines whether the current values ​​of horsepower and fuel consumption are equal to or greater than predetermined upper limits.

[0050] Furthermore, the second calculation unit 26 calculates a command value L1 for the rotation speed of the main engine 91 to limit the current value of the second propulsion parameter P2 to a value within the limit range. In other words, the second calculation unit 26 calculates a command value L1 for the rotation speed of the main engine 91 to limit the current value of the second propulsion parameter P2 to less than the upper limit value. When the current control mode is the navigation assistance mode and the limiting condition is not satisfied, the output unit 22 outputs the command value M1 calculated by the first calculation unit 14. When the current control mode is the navigation assistance mode and the limiting condition is satisfied, the output unit 22 outputs the command value L1 calculated by the second calculation unit 26. In other words, the limit determination unit 24, the second calculation unit 26, and the output unit 22 function as a limiter that limits the output of the output unit 22 to the command value L1 when the limiting condition is satisfied.

[0051] However, during the load-up mode, it is possible that the limiter function (hereinafter simply referred to as the "limiter function") implemented by the limit determination unit 24, the second calculation unit 26, and the output unit 22 may malfunction. Furthermore, if the limiter function limits the output of the output unit 22, it is possible that the soot reduction effect of the load-up operation may be impaired. Therefore, in this embodiment, when the current operation mode is set to the load-up mode, the output unit 22 continues to output the predetermined value M2, ignoring the limit condition even if the limit condition is satisfied by making the current value of the rotation speed of the main engine 91 follow the predetermined value M2. In other words, during the load-up mode, the limiter function implemented by the limit determination unit 24, the second calculation unit 26, and the output unit 22 is disabled. This configuration makes it possible to prevent the limiter function from malfunctioning due to the load-up operation, even if the navigation assistance device 10 is provided with a limiter function that limits the second propulsion parameter P2, which is not subject to control in the navigation assistance mode.

[0052] The first display unit 28 will be described with reference to Fig. 4. The first display unit 28 displays the predetermined value M2 when the current operation mode is set to the load-up mode. In this case, while operating in the load-up mode, the operator can grasp the rotation speed command value M2 in the load-up mode at a glance. As an example, the first display unit 28 is displayed on the first display screen 110 on the touch panel 11, which also displays the first operation unit 12. Therefore, the operator can check the command value M2 in the position in which he or she operates the first operation unit 12.

[0053] The load-up timing determination unit 32 and the second display unit 34 will be described with reference to Figures 2 and 4. As described above, the memory unit 16 stores time-series data of the rotation speed command value M4 acquired by the acquisition unit 46. The load-up timing determination unit 32 uses the time-series data stored in the memory unit 16 to determine whether the time to perform operation in the load-up mode (hereinafter referred to as "load-up timing") has arrived. If it is determined that the load-up timing has arrived, the navigation assistance device 10 causes the second display unit 34 to display information prompting the operator to perform a setting operation to change the steering mode to the load-up mode. This configuration allows the operator to visually recognize the arrival of the load-up timing.

[0054] The timing for increasing the load can be determined based on the accumulated low-load period obtained by accumulating the period of low-load operation during which the command value M4 is less than the first threshold value after the previous load increase, using time-series data of the command value M4. For example, the load increase timing determination unit 32 determines that the time for increasing the load has not arrived if the accumulated low-load period is less than a predetermined reference period, and determines that the time for increasing the load has arrived if the accumulated low-load period is equal to or greater than the predetermined reference period.

[0055] The first threshold value and the predetermined reference period can be set in advance by experiment or simulation, from the viewpoint of ensuring a desired maintenance level regarding contamination of the main engine 91.

[0056] When it is determined that the time to increase the load has arrived, the second display unit 34 may be displayed as a pop-up, may be displayed superimposed on the display button of the first column 115 of the first operation unit 12, or may be notified by other methods such as sound. In this case, when the load increase mode is set from the first operation unit 12, the second display unit 34 may be hidden.

[0057] Next, a description will be given of an example of processing of the propulsion device control system 100 according to the embodiment. Fig. 6 is a flowchart showing processing S110 of the propulsion device control system 100. Processing S110 includes processing for increasing the load.

[0058] When the process S110 starts, the process S110 determines whether or not the timing for increasing the load has arrived (step S111). In this step, the timing determination unit 32 determines whether or not the timing for increasing the load has arrived using the time-series data stored in the storage unit 16.

[0059] If the timing to increase the load has not arrived (N in step S111), the process S110 returns to the beginning of step S111. If the timing to increase the load has arrived (Y in step S111), the process S110 causes the second display unit 34 to display a message prompting the user to perform a setting operation to change to the load increasing mode (step S112).

[0060] After step S112 is executed, the process S110 determines whether or not a load increase operation has been performed (step S113). In this step, the process S110 determines whether or not the load increase "ON" display button in the first column 115 of the first operation unit 12 has been touched.

[0061] If the load has not been increased (N in step S113), the process S110 returns to the beginning of step S113. If the load has been increased (Y in step S113), the process S110 starts increasing the load (step S114).

[0062] In step S114, processing S110 disables the limiter function, causes the support side communication unit 20 to send a command to switch to load-increasing mode to the control side communication unit 44, terminates the second display unit 34, sets the remote control device 40 to load-increasing mode, causes the first display unit 28 to display the predetermined value M2, and causes the output unit 22 to output the predetermined value M2.

[0063] In this way, when the remote control device 40 is set to the load-increasing mode and the predetermined value M2 is output to the output unit 22, the acquisition unit 46 acquires the predetermined value M2 via the switching control unit 52, and as a result, load-increasing of the main engine 91 is started via the control unit 48 and the engine control unit 96.

[0064] When the load increase is started, the process S110 starts counting the duration of the load increase (step S115). The duration of the load increase refers to the cumulative period during which the load increase has been implemented since the load increase started.

[0065] Next, in process S110, it is determined whether the duration of the load increase has exceeded a preset scheduled period (step S116). If the duration of the load increase has not exceeded the scheduled period (N in step S116), process S110 returns to the beginning of step S116 and continues the load increase.

[0066] If the duration of load raising exceeds the scheduled period (Y in step S116), process S110 ends the load raising (step S117). In step S117, process S110 ends counting the duration, enables the limiter function, causes the support-side communication unit 20 to send a command to switch to the navigation support mode to the control-side communication unit 44, sets the remote control device 40 to the navigation support mode, ends the display on the first display unit 28, and causes the output unit 22 to output the command value M1. As a result, the acquisition unit 46 acquires the command value M1 via the switching control unit 52, and as a result, the load raising of the main engine 91 ends. In other words, process S110 returns the control mode from the load raising mode to the navigation support mode after a predetermined scheduled period has elapsed. When returning to navigation assistance mode, process S110 may notify the operator with a message or the like, and return to navigation assistance mode if a specified operation such as a button operation is performed in response to the notification, or it may automatically return to navigation assistance mode without any notification or confirmation from the operator.

[0067] After step S117, process S110 ends. Process S110 may be executed repeatedly. This process S110 is merely an example, and various modifications are possible. For example, the order of the steps in process S110 may be changed, other steps may be inserted, or some steps may be deleted.

[0068] Based on the above, the features of the propulsion device control system 100 of the embodiment will be described. The propulsion device control system 100 is a propulsion device control system including a navigation support device 10 and a remote control device 40. The navigation support device 10 includes a first operation unit 12 that accepts at least a selection operation for selecting a propulsion parameter to be controlled from a plurality of parameters including the vessel speed of the vessel 90 and the horsepower output by a propulsion device 97 of the vessel 90, and a first input operation for inputting a command value for the propulsion parameter, and a first calculation unit 14 that calculates a command value for the rotation speed of the propulsion device 97 so that the current value of the propulsion parameter follows the command value for the propulsion parameter accepted by the first operation unit 12. The remote control device 40 includes a second operation unit 41 that receives a second input operation to input a command value for the rotation speed of the propulsion device 97, an acquisition unit 46 that acquires the command value M1 for the rotation speed calculated by the first calculation unit 14 when the current operation mode is set to the navigation assistance mode, and acquires the command value M3 for the rotation speed received by the second operation unit 41 when the current operation mode is set to the normal navigation mode, and a control unit 48 that controls the propulsion device 97 so that the current value of the rotation speed follows the command value for the rotation speed acquired by the acquisition unit 46. When the current operation mode is changed to the load increasing mode while set to the navigation assistance mode, the acquisition unit 46 acquires the command value M2 for the rotation speed, which is a predetermined value.

[0069] According to the above configuration, even during navigation support mode, which controls either ship speed or horsepower, it is possible to set a load-up mode in which the current value of the rotation speed follows the rotation speed command value M2, which is a predetermined value for increasing the load on the main engine 91. Therefore, in order to increase the load while operating in navigation support mode, there is no need to switch the maneuvering mode to the normal navigation mode and operate the second operating unit 41, and load increase can be performed, thereby reducing the operational burden.

[0070] The above is a description of the embodiment.

[0071] 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 permitted in content that does not have such notation.

[0072] [Variations] The following describes modified examples. In the drawings and descriptions of the modified examples, the same or equivalent components and members as those in the embodiment are denoted by the same reference numerals. Explanations that overlap with the embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the embodiment.

[0073] In the description of the embodiment, a configuration has been shown in which the engine control unit 96 determines the amount of fuel oil to be supplied to the main engine 91 based on the command value M5 from the control unit 48, but the present invention is not limited to this. For example, the engine control unit 96 may be configured to include an air governor and an electro-pneumatic converter (EP valve), and the command value M5, which is an electrical command value output from the control unit 48, may be converted by the electro-pneumatic converter into an air command, and the governor is pneumatically controlled to inject fuel.

[0074] In the embodiment, an example was shown in which load raising is automatically terminated when the duration of load raising exceeds a scheduled period, but the present invention is not limited to this. For example, load raising may be terminated when the operator touches the load raising "OFF" button in the first column 115 of the first operation unit 12.

[0075] In the description of the embodiment, an example has been given in which first operation unit 12 is a soft button displayed on touch panel 11, but the present invention is not limited to this. For example, first operation unit 12 may be realized as a hard button having a button as a physical mechanism.

[0076] In the description of the embodiment, an example has been shown in which the first display unit 28 and the second display unit 34 are displayed on the touch panel 11, but the present invention is not limited to this. For example, at least one of the first display unit 28 and the second display unit 34 may be displayed on a display monitor.

[0077] In the description of the embodiment, an example was shown in which the predetermined value M2 is stored in the memory unit 16 of the navigation assistance device 10 and is output from the output unit 22 to the acquisition unit 46 during the load-raising mode, but the present invention is not limited to this. For example, the predetermined value M2 may be stored in the memory unit 45 of the remote control device 40, and the acquisition unit 46 may acquire the predetermined value M2 from the memory unit 45 during the load-raising mode.

[0078] In the description of the embodiment, an example was shown in which the first display unit 28, which displays the predetermined value M2 when the load is increased, is displayed at a position slightly away from the display button of the second column 116, but the present invention is not limited to this. For example, the first display unit 28 may be displayed near the display button of the second column 116. Furthermore, the first display unit 28 may be caused to flash when the load is increased.

[0079] When increasing the load, the duration of the load increase or the remaining period until completion may be displayed on the touch panel 11. Furthermore, if the load increase is interrupted midway and then resumed, the total duration may be displayed on the touch panel 11 by adding the duration before the interruption to the duration after the resumption.

[0080] In the description of the embodiment, the second display unit 34 displays a message urging the user to increase the load when the time to increase the load has arrived, but the present invention is not limited to this. For example, the touch panel 11 may display a message recommending the user to increase the load before the time to increase the load arrives.

[0081] In the description of the embodiment, an example has been shown in which the main engine 91 obtains propulsive force by rotating the propeller 92, but the present invention is not limited to this. The mechanism for obtaining propulsive force may be any mechanism that can propel the vessel, and may be configured, for example, to discharge gas or the like based on the rotational output of the main engine 91 and obtain propulsive force from the reaction force of the gas or the like.

[0082] In the description of the embodiment, an example was shown in which the main engine 91 is a two-stroke diesel engine, but the present invention is not limited to this. The main engine 91 may be, for example, a four-stroke diesel engine, or a power engine other than a diesel engine, such as a gas engine.

[0083] In the description of the embodiment, an example has been shown in which the propulsion device 97 is the main engine 91, but the present invention is not limited to this. The ship 90 may be an electric propulsion ship equipped with an electric motor that uses electricity to rotate a propeller 92 as the propulsion device 97 instead of the main engine 91. In this case, fuel is read as electricity, the amount of fuel oil is read as electric energy, and horsepower is read as motor torque or motor output.

[0084] The above-described modified examples have the same functions and effects as the respective embodiments.

[0085] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. A new embodiment resulting from the combination has the combined effects of the combined embodiments and modifications. [Explanation of symbols]

[0086] 10 navigation support device, 12 first operation unit, 14 first calculation unit, 16 memory unit, 18 parameter selection unit, 22 output unit, 24 restriction determination unit, 26 second calculation unit, 28 first display unit, 32 timing determination unit, 34 second display unit, 40 remote control device, 41 second operation unit, 46 acquisition unit, 48 control unit, 52 switching control unit, 90 ship, 91 main engine, 97 propulsion unit, 100 propulsion unit control system.

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 at least a selection operation for selecting a propulsion parameter to be controlled from a plurality of parameters including the vessel speed and the horsepower output by a propulsion device of the vessel, and a first input operation for inputting a command value for the propulsion parameter; a first 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 accepted by the first operation unit, 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; an acquisition unit that acquires the command value of the number of rotations calculated by the first calculation unit when the current operation mode is set to a navigation support mode, and acquires the command value of the number of rotations accepted by the second operation unit when the current operation 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 acquired by the acquisition unit, The acquisition unit acquires a command value for the rotation speed, which is a predetermined value, when the current operation mode is changed to a load increase mode while the current operation mode is set to the navigation assistance mode.

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 any one of the normal navigation mode, the navigation support mode, and the load raising mode. The propulsion device control system of claim 1 .

4. After a predetermined period of time has elapsed, the control mode is returned from the load increasing mode to the navigation support mode. A propulsion device control system according to any one of claims 1 and 3.

5. The navigation aid device is outputting a rotation speed command value calculated by the first calculation unit to the acquisition unit when the current operation mode is set to the navigation support mode; 4. The propulsion device control system according to claim 1, further comprising an output unit that outputs a rotation speed command value that is the predetermined value to the acquisition unit when the current operation mode is set to the load-up mode.

6. the selection operation is an operation of selecting a first propulsion parameter to be controlled from among the plurality of propulsion parameters, the first input operation is an operation of inputting a command value of a first propulsion parameter selected as the control target, the first calculation unit calculates a command value for the rotation speed of the main engine so that the current value of the first propulsion parameter follows the command value of the first propulsion parameter; The navigation aid device is a restriction determination unit that determines whether a restriction condition is satisfied, including whether a current value of a second propulsion parameter that is not selected as the control target among the plurality of propulsion parameters is equal to or greater than an upper limit value; a second calculation unit that calculates a command value for the rotation speed of the main engine to limit the current value of the second propulsion parameter to less than the upper limit value; an output unit that outputs the rotation speed command value to the acquisition unit, the output unit outputs the value calculated by the second calculation unit when the limiting condition is satisfied, and outputs the value calculated by the first calculation unit when the limiting condition is not satisfied; 3. The propulsion device control system according to claim 2, wherein, when the current operation mode is set to the load-up mode, the output unit continues to output the predetermined value, ignoring even when the limiting condition is satisfied by making the current value of the main engine rotation speed follow the predetermined value.

7. 7. The propulsion device control system according to claim 1, wherein the navigation assistance device further comprises a first display unit that displays the predetermined value when the current operation mode is set to the load-up mode.

8. The navigation aid device is a storage unit that stores time-series data of the rotation speed command value acquired by the acquisition unit; a load-up timing determination unit that determines a timing to perform operation in the load-up mode using the time-series data stored in the storage unit; and 7. The propulsion device control system according to claim 1, further comprising a second display unit that displays information prompting a setting operation to set the operation mode to the load increasing mode when it is determined that the timing has arrived.

9. A navigation support device capable of communicating with a remote control device that controls a main engine of a ship so that the rotation speed of the main engine follows an input rotation speed command value, a first operation unit that accepts a selection operation that selects a propulsion parameter to be controlled from among the vessel speed, the horsepower output by the main engine, and the fuel consumption of the main engine; a first input operation that inputs a command value for the propulsion parameter; and a setting operation that sets the current operation mode to one of a normal navigation mode, a navigation support mode, and a load increase mode; a first calculation unit that calculates a command value for the rotation speed of the main engine so that the current value of the propulsion parameter follows the command value of the propulsion parameter accepted by the first operation unit; an output unit that outputs a command value for the number of rotations calculated by the first calculation unit to the remote control device when the current control mode is set to the navigation support mode, and outputs a command value for the number of rotations that is a predetermined value to the remote control device when the current control mode is set to the load raising mode; A navigation aid device comprising:

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