Water mobility systems, battery-powered vessels, management equipment and ports

Abstract

To provide a water mobility system, a battery-propelled vessel, a management device, and a port that enable passengers to operate the battery-propelled vessel with a high degree of freedom under normal circumstances while ensuring the safety of the passengers. [Solution] A water mobility system having a management device 10 and at least one battery-propelled vessel 20 that is wirelessly connected to the management device 10 and moves within a specified management area, and is equipped with an information acquisition unit that acquires location information and remaining battery power of the battery-propelled vessel 20, a port distance calculation unit that calculates the distance between the battery-propelled vessel 20 and ports P1 to P4 based on the location information, a range calculation unit that calculates the cruising distance based on the remaining battery power, a reachability determination unit that determines the possibility of reaching ports P1 to P4 based on the distance and range, and a steering mode change unit that changes the steering mode from user steering mode to forced navigation mode if the reachability meets a specified risk standard.

Description

[Technical Field]

[0001] The present invention relates to a water mobility system, a battery-propelled vessel, a management device, and a port, and more particularly to a water mobility system using a battery-propelled vessel, a battery-propelled vessel, a management device that manages the battery-propelled vessel, and a port where the battery-propelled vessel docks and leaves. [Background technology]

[0002] Battery-propelled ships that use electricity stored in batteries for power are known. Patent Document 1 describes a navigation support system that is applied to a water transportation system that operates multiple battery-propelled ships that are wirelessly connected to each other. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-125205 Summary of the Invention [Problem to be solved by the invention]

[0004] In the case of electric vehicles, even if the battery level becomes low and the vehicle becomes unable to move, the safety of the occupants is not threatened because the occupants can get out of the vehicle and move on their own.In contrast, in the case of battery-propelled ships, if the battery level becomes low and the ship is unable to return to port (landing point), the ship may become isolated on the water, threatening the safety of the passengers.

[0005] Therefore, the present invention aims to provide a water mobility system, a battery-propelled vessel, a management device, and a port that allow passengers to operate the battery-propelled vessel with a high degree of freedom while ensuring the safety of passengers. [Means for solving the problem]

[0006] The water mobility system according to the present invention comprises: A water mobility system including a management device, a battery-propelled vessel wirelessly connected to the management device and navigating within a predetermined management area, and a port at which the battery-propelled vessel docks and leaves the pier, an information acquisition means for acquiring location information and remaining battery charge of the battery-propelled vessel; a port distance calculation means for calculating a distance between the battery-propelled ship and the port based on the position information; a range calculation means for calculating a range based on the remaining battery charge; reachability determination means for determining the reachability of the port based on the distance and the range; a vessel maneuvering mode changing means for changing the vessel maneuvering mode from a user vessel maneuvering mode to a forced navigation mode when the reachability satisfies a predetermined risk criterion; The present invention is characterized by comprising:

[0007] Further, in the water mobility system, The reachability determination means may determine the reachability based on a margin calculated by dividing the cruising range by the distance.

[0008] Further, in the water mobility system, The reachability determination means may determine the reachability by taking into consideration wind information in the management area.

[0009] Further, in the water mobility system, When the vessel maneuvering mode is changed to the forced sailing mode, the battery-propelled vessel may be configured to head towards a port that has an available charging facility or a charged battery unit.

[0010] Further, in the water mobility system, the port distance calculation means calculates the distance between the battery-propelled ship and all ports within the management area, The reachability determining means may determine the reachability of each of all ports within the management area.

[0011] Further, in the water mobility system, the port distance calculation means calculates the distance between the battery-propelled ship and a departure port from which the battery-propelled ship departs, the reachability determination means determines reachability to the departure port; The battery-propelled vessel may be configured to sail toward the departure port in the forced sailing mode.

[0012] Further, in the water mobility system, the port distance calculation means calculates the distance between the battery-propelled vessel and a destination port to which the battery-propelled vessel is heading, the reachability determination means determines reachability to the destination port; The battery-propelled vessel may be configured to sail toward the destination port in the forced sailing mode.

[0013] Further, in the water mobility system, When the battery-propelled vessel receives a mode change signal from the management device, the propulsion device of the battery-propelled vessel may be controlled in accordance with the remote maneuvering signal received from the management device or autonomous navigation.

[0014] Further, in the water mobility system, The battery-propelled ship may be one that can be operated without a license.

[0015] Further, in the water mobility system, A power supply device may be provided at the port, and the secondary battery of the battery-propelled vessel may be charged using the power supplied from the power supply device.

[0016] A battery-propelled ship according to a first aspect of the present invention comprises: A battery-propelled ship wirelessly connected to a management device, The main body has a cabin inside, a propulsion device having a propulsion motor and a propeller rotated by the propulsion motor; a steering unit for inputting user operations; a secondary battery that supplies power to the propulsion device; The propulsion device is characterized in that when the battery-propelled ship receives a mode change signal from the management device, it is controlled according to a remote steering signal received from the management device or autonomous navigation, rather than a steering signal output from the steering unit.

[0017] Further, in the battery-propelled ship, The steering unit may be configured as a joystick or a mobile terminal on which a dedicated app is installed.

[0018] Further, in the battery-propelled ship, The propeller may be configured to be able to rotate 360 ​​degrees by a steering motor of the propulsion device.

[0019] Further, in the battery-propelled ship, A plurality of the propulsion devices may be provided symmetrically about the center of the main body.

[0020] The management device according to the present invention comprises: A management device wirelessly connected to a battery-propelled vessel navigating within a predetermined management area, an information acquisition means for acquiring location information and remaining battery charge of the battery-propelled vessel; a port distance calculation means for calculating a distance between the battery-propelled ship and a port based on the position information; a range calculation means for calculating a range based on the remaining battery charge; reachability determination means for determining the reachability of the port based on the distance and the range; a vessel maneuvering mode changing means for changing the vessel maneuvering mode from a user vessel maneuvering mode to a forced navigation mode when the reachability satisfies a predetermined risk criterion; The present invention is characterized by comprising:

[0021] A battery-propelled ship according to a second aspect of the present invention comprises: A battery-propelled ship that sails within a specified management area, an information acquisition means for acquiring location information and remaining battery charge of the battery-propelled vessel; a port distance calculation means for calculating the distance between the battery-propelled ship and a port at which the battery-propelled ship is docked or departed based on the position information; a range calculation means for calculating a range based on the remaining battery charge; reachability determination means for determining the reachability of the port based on the distance and the range; a vessel maneuvering mode changing means for changing the vessel maneuvering mode from a user vessel maneuvering mode to a forced navigation mode when the reachability satisfies a predetermined risk criterion; The present invention is characterized by comprising:

[0022] A battery-propelled ship according to a third aspect of the present invention comprises: The main body and a plurality of propulsion devices, at least one of which is provided at the bow and one of which is provided at the stern, each of which has a propulsion motor and a propeller rotated by the propulsion motor; a steering unit for inputting user operations; a secondary battery that supplies power to the propulsion device; The propeller is configured to be able to rotate 360° by a steering motor of the propulsion device, A battery-propelled ship characterized in that the multiple propulsion devices generate thrust so that a force or moment corresponding to the user's operation acts on the main body.

[0023] Further, in the battery-propelled ship, The steering unit may have a touch panel, and the direction and speed of movement of the battery-propelled vessel may be input simultaneously by a user's vector input operation via the touch panel.

[0024] Further, in the battery-propelled ship, The propellers of the plurality of propulsion devices may rotate in only one direction.

[0025] Further, in the battery-propelled ship, In slide mode, the propulsion device provided at the bow and the propulsion device provided at the stern may generate thrust of the same magnitude in the direction opposite to the direction of movement input by the steering unit.

[0026] Further, in the battery-propelled ship, In the turning mode, the propulsion device provided at the bow and the propulsion device provided at the stern may generate thrust of the same magnitude in opposite directions.

[0027] The port according to the present invention comprises: A port for battery-propelled ships to dock and leave, a mooring section having one or more notched pits capable of accommodating the battery-propelled vessel; The side of the notched pit portion is provided with a guide groove into which the battery-propelled vessel fits and which guides the battery-propelled vessel toward the back of the pit portion.

[0028] Also, in the port, The cutout-shaped pit portion may be provided with a contactless charging pad for wirelessly charging the battery-propelled vessel when the battery-propelled vessel is moored to the mooring portion.

[0029] Also, in the port, The battery-propelled vessel may include a power supply device that supplies power for charging the secondary battery of the battery-propelled vessel.

[0030] Also, in the port, The mooring section may be configured to monitor the availability of the pit section. [Effects of the Invention]

[0031] According to the present invention, it is possible to provide a water mobility system, a battery-propelled vessel, a management device, and a port that allow passengers to operate the battery-propelled vessel with a high degree of freedom under normal circumstances while ensuring the safety of passengers. [Brief explanation of the drawings]

[0032] [Figure 1] 1 is a schematic diagram showing the entire water mobility system according to an embodiment. [Figure 2] FIG. 2 is a schematic configuration diagram of a port according to the embodiment. [Figure 3A] 10A and 10B are diagrams illustrating an example of a mooring portion of a port according to an embodiment. [Figure 3B] FIG. 10 is a side view of a recess in the anchoring portion of the port according to the embodiment. [Figure 4] FIG. 2 is a functional block diagram of a management device according to an embodiment. [Figure 5] FIG. 2 is a diagram illustrating an example of a ship management database stored in the management device according to the embodiment. [Figure 6] 1 is a schematic diagram showing the entire battery-propelled ship according to an embodiment. FIG. [Figure 7] 7A is a schematic diagram of the battery-propelled vessel shown in FIG. 6 as seen from above, and FIG. 7B is a schematic diagram of a battery-propelled vessel according to a modified example as seen from above. [Figure 8] FIG. 2 is a diagram for explaining the configuration related to propulsion and steering of the battery-propelled ship according to the embodiment. [Figure 9] FIG. 2 is a functional block diagram of a drive control unit of the battery-propelled ship according to the embodiment. [Figure 10] FIG. 4 is a diagram showing an example of a ship maneuvering screen displayed on a touch panel of a steering unit. [Figure 11] FIG. 10 is a diagram showing another example of a ship maneuvering screen displayed on the touch panel of the steering unit. [Figure 12] FIG. 10 is a diagram for explaining a control method of the propulsion device in a normal mode. [Figure 13] 10A and 10B are diagrams for explaining a method of controlling the propulsion device in a slide mode. [Figure 14]FIG. 10 is a diagram for explaining a method of controlling the propulsion device in a swing mode. [Figure 15] 1 is a flowchart illustrating an example of a processing flow of a water mobility system according to an embodiment. [Figure 16] 10 is a flowchart illustrating an example of an avoidance process according to the embodiment. [Figure 17] 10 is a flowchart illustrating an example of a rescue process according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0033] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0034] <Water Mobility System 1> The water mobility system according to the embodiment will be described with reference to Figures 1 to 3B. In Figure 1, the lines drawn between each battery-propelled vessel 20 and ports P1 to P4 indicate a high probability of reaching the port (described below) when they are solid lines, and a low probability of reaching the port when they are dashed lines.

[0035] As shown in Figure 1, the water mobility system 1 according to the embodiment includes a management device 10, a plurality of battery-propelled vessels 20 that move within a predetermined management area, and a plurality of ports P1 to P4 for the battery-propelled vessels 20 to dock and leave. In Figure 1, three battery-propelled vessels 20 exist within the management area. In Figure 1, Boat_1, Boat_2, and Boat_3 are identification numbers (EV vessel IDs) of the battery-propelled vessels 20. The number of battery-propelled vessels and ports is not limited to the number shown in Figure 1 and can be any number.

[0036] The management device 10 is an information processing device (such as a server) installed in a management center, and manages multiple battery-propelled ships 20. For example, the management device 10 constantly monitors the location and remaining battery power of each battery-propelled ship 20. Details of the management device 10 will be described in detail later with reference to FIG. 4 etc.

[0037] The battery-propelled boat 20 is a boat that propels itself by rotating a propeller using power supplied from a battery. The battery-propelled boat 20 of this embodiment is a small electric boat that travels around a designated area in a park pond or lake, or in a theme park attraction facility, and can be operated without a license. The battery-propelled boat 20 is wirelessly connected to the management device 10. Wireless communication may be performed directly between the management device 10 and the battery-propelled boat 20, or may be performed via a communication network. Details of the battery-propelled boat 20 will be described in detail later with reference to Figures 6 to 14.

[0038] Ports P1 to P4 are locations where the battery-propelled vessel 20 departs and arrives, and where the batteries installed on the battery-propelled vessel 20 can be replaced or charged. Figure 2 shows an example of a port. This port is provided with mooring sections Q1 and Q2 to which the battery-propelled vessel 20 is moored. Mooring sections Q1 and Q2 are configured as floating piers, for example.

[0039] In the case of mooring section Q1, the battery-propelled vessel 20 is moored with ropes, cables, etc., and the battery unit can be replaced. In the case of mooring section Q2, the battery-propelled vessel 20 is moored so that it fits into a recess Qr formed in mooring section Q2. By providing the recess Qr in mooring section Q2, the positions and number of places where the battery-propelled vessel 20 can dock can be clearly determined.

[0040] 3A, a recess Qr of the mooring section Q2 is provided with a non-contact charging pad (power transmission pad) R. When the battery-propelled vessel 20 is moored to the mooring section Q2, wireless charging of the battery-propelled vessel 20 can be performed via the non-contact charging pad R.

[0041] More specifically, as shown in FIG. 3B, the recess Qr of the mooring section Q2 is configured as a notched pit that can accommodate the battery-propelled vessel 20. The side of this pit is provided with a guide groove Qrg that fits the battery-propelled vessel 20 (the side of the main body 21) and guides the battery-propelled vessel 20 toward the back of the pit. This allows the battery-propelled vessel 20 to smoothly dock and depart from the mooring section Q2. In addition, since the rolling of the vessel's hull is suppressed, passengers can board and disembark safely. Furthermore, since the battery-propelled vessel 20 is positioned relative to the wireless charging pad R in the recess Qr, wireless charging can be performed efficiently.

[0042] The guide groove Qrg may be formed so that its width (vertical length) is wider at the front side of the recess Qr and becomes narrower towards the back of the recess Qr (pit portion). This makes it easier for the battery-propelled vessel 20 to dock at the mooring portion Q2 (to fit into the recess Qr) and to be firmly fixed to the mooring portion Q2.

[0043] The mooring unit Q2 is also configured to monitor the availability of the pit area (or the availability of each pit area if multiple pit areas are provided). For example, the mooring unit Q2 detects whether the battery-propelled vessel 20 is accommodated in the pit area using a sensor (not shown) provided on the non-contact charging pad R or in the recess Qr. The mooring unit Q2 transmits information regarding the availability of the pit area to the management device 10. The information regarding the availability may be transmitted to the battery-propelled vessel 20.

[0044] In this embodiment, as shown in FIG. 2, the port is equipped with a control room, a battery charging room, a power storage room, and solar panels. Electricity generated by the solar panels is stored in a large-capacity secondary battery (lithium-ion battery) located in the power storage room. This secondary battery is connected to a charging device (not shown) in the battery charging room via a power conditioner. The battery unit (secondary battery 24 described below) of the battery-propelled vessel 20 is connected to this charging device and charged. For example, a CCCV (Constant Current Constant Voltage) charging method is used.

[0045] Note that a solar panel is an example of a power supply device, and other power generation devices (wind power generation, diesel power generation, etc.), connection devices to grid power, etc. may be provided as power supply devices instead of or in addition to solar panels.

[0046] When the battery-propelled vessel 20 is charged wirelessly, the secondary battery in the power storage compartment is connected to a power transmission device (not shown) and a contactless charging pad R via a power conditioner.

[0047] It is also possible to use both solar power generation and a grid power supply. For example, the battery-propelled vessel 20 may be charged by solar power generation on sunny days, and when the amount of power generated by the solar power generation is insufficient, charging may be performed by the grid power supply.

[0048] <Management device 10> Next, the management device 10 will be described in detail.

[0049] 4, the management device 10 is an information processing device including a control unit 11, a communication unit 12, and a storage unit 13. The management device 10 is configured as a server, and is connected to a terminal (not shown) having input / output means (keyboard, mouse, display, etc.).

[0050] The control unit 11 includes an information acquisition unit 111, a port distance calculation unit 112, a cruising distance calculation unit 113, a reachability determination unit 114, and a vessel maneuvering mode change unit 115. In this embodiment, each unit of the control unit 11 is realized by the processor in the management device 10 executing a predetermined program. Note that at least one of the units of the control unit 11 may be configured by hardware.

[0051] The communication unit 12 is an interface for transmitting and receiving information via wireless communication with the battery-propelled ship 20. In this embodiment, Wi-Fi communication is used, but the wireless communication method and standard are not particularly limited.

[0052] The storage unit 13 is composed of a semiconductor memory, a hard disk drive, etc. The storage unit 13 stores the programs executed by the control unit 11, a ship management database 131, a management area database 132, etc. The management area database 132 stores information about the management area. For example, the information stored includes topographical information about the management area, the number of ports, the location of each port, information about the charging facilities provided at each port (the number of charging facilities, whether or not there are any available charging facilities), and the number of replaceable, charged battery units at each port.

[0053] 5 shows an example of the ship management database 131. This ship management database 131 stores information related to the remaining battery charge, location information, the presence or absence of system abnormalities, and the operating status, in association with the identification information (EV ship ID) of the battery-propelled ship 20. Here, the remaining battery charge indicates the remaining charge of a battery (a secondary battery 24, described below) installed in the battery-propelled ship 20. The location information indicates the current position of the battery-propelled ship 20, and is obtained by a GPS receiver or the like (a positioning unit 26, described below).

[0054] Next, each part of the control unit 11 will be described in detail.

[0055] The information acquisition unit 111 acquires the location information, remaining battery power, and system status of the battery-propelled ship 20. Specifically, the information acquisition unit 111 acquires this information from the battery-propelled ship 20 via the communication unit 12. Then, the information acquisition unit 111 writes the acquired information to the ship management database 131 in the storage unit 13. If the information has already been written, the information acquisition unit 111 updates the ship management database 131 with the latest acquired information.

[0056] The port distance calculation unit 112 calculates the distance between the battery-propelled vessel 20 and each of the ports P1 to P4 based on the position information of the battery-propelled vessel 20. For example, the port distance calculation unit 112 calculates the distance between the battery-propelled vessel 20 and a port based on the position information of the battery-propelled vessel and the port. The port distance calculation unit 112 may calculate the straight-line distance between the battery-propelled vessel and the port, or may calculate the distance by taking into account the shape of the management area (shape of a lake, etc.). In the latter case, the port distance calculation unit 112 reads topographical data of the management area from the management area database 132 of the storage unit 13 and uses this data for calculation. This allows for more accurate distance calculations.

[0057] The range calculation unit 113 calculates the cruising distance based on the remaining battery charge of the battery-propelled ship 20. For example, the range calculation unit 113 calculates the cruising distance based on the remaining battery charge of the battery-propelled ship 20 and the optimal ship speed (economical ship speed) of the battery-propelled ship 20. Specifically, the range D is calculated using equation (1). D = A / B*C (1)

[0058] where D is the cruising range (km), A is the remaining battery power (kWh), B is the output at the optimum boat speed (kW), and C is the optimum boat speed (km / h). The optimum boat speed is the most economical boat speed and can be calculated using the cube law between boat speed and power consumption and measured values.

[0059] The reachability determination unit 114 determines the reachability of ports P1 to P4 based on the distance calculated by the port distance calculation unit 112 and the cruising distance calculated by the cruising distance calculation unit 113. In this embodiment, the reachability determination unit 114 determines the reachability based on a margin (%) calculated by dividing the cruising distance by the distance and multiplying the result by 100. For example, if the margin is 150% or more, the reachability is determined to be A, which is the safest, if the margin is 120% or more but less than 150%, the reachability is determined to be B, and if the margin is less than 120%, the reachability is determined to be C, which is risky.

[0060] The reachability determination unit 114 may determine reachability by taking into account wind information in the management area. Wind information is information such as wind direction and wind speed in the management area (particularly between the battery-propelled vessel and the port). For example, if there is a headwind between the port and the battery-propelled vessel, the margin value is reduced according to the wind speed. Conversely, if there is a tailwind between the port and the battery-propelled vessel, the margin is increased according to the wind speed. By taking wind information into account in this way, the reachability of the battery-propelled vessel to the port can be determined with greater accuracy.

[0061] The maneuvering mode change unit 115 changes the maneuvering mode from the user maneuvering mode to the forced sailing mode when the reachability satisfies a predetermined risk criterion. For example, the maneuvering mode is changed to the forced sailing mode when the reachability is C for all ports P1 to P4. By changing the maneuvering mode, the maneuvering right of the battery-propelled ship 20 is transferred from the user (passenger) of the battery-propelled ship 20 to someone else (the management device 10 or the battery-propelled ship 20), and the battery-propelled ship 20 is remotely maneuvered by the management device 10. Note that if the battery-propelled ship 20 is capable of autonomous sailing, the battery-propelled ship 20 may sail autonomously in the forced sailing mode.

[0062] The management device 10 may be configured as one information processing device, or may be configured as a plurality of information processing devices connected to each other so as to be able to communicate with each other.

[0063] <Battery propelled ship 20> Next, the battery-propelled ship 20 will be described in detail with reference to FIGS.

[0064] The battery-propelled ship 20 according to this embodiment includes a main body 21, one or more propulsion devices 22, a steering unit 23, a secondary battery 24, a drive control unit 25, and a positioning unit 26.

[0065] The main body 21 has a circular or elliptical shape, and has a cabin (passenger compartment) 21a provided therein. A steering unit 23 and seats are arranged in the cabin 21a. The seats are provided in front of the steering unit 23, but may be arranged in a ring shape along the shape of the main body. The shape of the main body 21 is not limited to a disk, and may be other shapes (for example, an oval, a regular polygon, a star, a flower, a spindle, etc.). The hull shape is not particularly limited, and may be a monohull, a catamaran, a circular ship, etc.

[0066] Fenders (fenders) may be attached around the main body 21 to prevent damage to passengers and the hull in the event of a collision with another battery-propelled vessel or an obstacle.

[0067] The multiple propulsion devices 22 are arranged on either side of the center of the main body 21 or the center of gravity of the battery-propelled vessel 20. In this embodiment, as shown in FIG. 7(a), multiple (here, two) propulsion devices 22 are arranged symmetrically about the center of the main body 21. The multiple propulsion devices 22 are arranged on the central axis of the battery-propelled vessel 20. Preferably, the multiple propulsion devices 22 are arranged with at least one each at the bow and stern of the battery-propelled vessel 20.

[0068] The bow of the battery-propelled vessel 20 is, for example, the direction in which the steering unit 23 is provided. However, the bow may also be the direction in which the operator is facing, and this direction is determined, for example, based on a signal obtained from a sensor (such as an acceleration sensor or a geomagnetic sensor) of the mobile terminal.

[0069] In this embodiment, the multiple propulsion devices 22 are arranged on a straight line connecting the bow and stern. However, depending on the hull shape of the battery-propelled vessel 20, the propulsion devices 22 may be arranged at positions (offset positions) that deviate from this straight line.

[0070] As will be described later, each propulsion device 22 is configured so that the propeller can rotate 360°. This allows the direction (hereinafter also referred to as the "rudder angle") of each propulsion device 22 (propeller 224) to be set as desired, and the battery-propelled vessel 20 can perform a variety of operations, such as moving forward or backward in a desired direction, as well as rotating and coasting. These operations are possible even when the propeller 224 rotates in only one direction.

[0071] As shown in FIG. 8, the propulsion device 22 includes a steering motor 221, a hollow shaft 222, a propulsion motor 223, and a propeller 224.

[0072] The steering motor 221 is a stepping motor that changes the direction of the propeller 224 by rotating the shaft 222. A gear 221a attached to the rotation shaft of the steering motor 221 is meshed with a gear 222a provided at the upper end of the shaft 222. The steering motor 221 and the shaft 222 enable the propulsion motor 223 and the propeller 224 to rotate 360°, as shown in FIGS. 7(a) and 7(b). In this way, the propeller 224 is configured to be rotatable by the steering motor 221 of the propulsion device 22. Note that the propeller 224 may be configured to rotate infinitely around the shaft 222.

[0073] The propulsion motor 223 is a motor (for example, an underwater motor) that rotates the propeller 224 to propel the battery-propelled vessel 20. The propulsion motor 223 is configured to be rotatable in one direction, forward or reverse, or in both forward and reverse directions. In this embodiment, the steering motor 221 and the propulsion motor 223 are DC motors, and a DC voltage suitable for each motor is supplied from the drive control unit 25. More specifically, a connection cable w3 is inserted into the hollow shaft 222, and a voltage output from the drive control unit 25 (power conversion unit 254) is supplied to the propulsion motor 223 through this connection cable w3.

[0074] The steering unit 23 receives input of user operations. The steering unit 23 is electrically connected to the drive control unit 25 via a connection cable w1, and a signal (steerage signal) corresponding to the user operation is transmitted from the steering unit 23 to the drive control unit 25 through the connection cable w1.

[0075] In this embodiment, the steering unit 23 is configured with a joystick to allow for easy steering. The direction of movement (course) is determined by the tilt direction of the stick, and the speed of movement (boat speed) is determined by the angle of the stick. The boat may also be steered by touch panel operation or voice command from a mobile terminal MD such as a smartphone or tablet terminal on which a dedicated app is installed. In this case, the smartphone constitutes the steering unit 23, and a joystick does not need to be provided in the cabin 21a. By eliminating the conventional steering wheel and throttle lever, the user can assume any position in the cabin 21a. This provides the user with a space in which they can relax freely.

[0076] The secondary battery 24 supplies power to the propulsion device 22 and the like. The secondary battery 24 is, for example, a lithium-ion secondary battery, and is electrically connected to the drive control unit 25 (power conversion unit 254) via a connection cable w2. The DC voltage output from the secondary battery 24 is converted by the power conversion unit 254 of the drive control unit 25 into a DC voltage suitable for each motor (the steering motor 221 and the propulsion motor 223).

[0077] The secondary battery 24 is configured as a replaceable battery unit. Therefore, by replacing it with a charged battery unit at the return port, it is possible to start again without waiting for charging. When wireless charging is performed via the non-contact charging pad R, the secondary battery 24 is charged via a power receiving pad (not shown) provided on the main body 21.

[0078] The drive control unit 25 is configured to supply power to the steering motor 221 and the propulsion motor 223 of the propulsion device 22 and to control each motor.

[0079] 9, the drive control unit 25 has a control unit 251, a communication unit 252, a memory unit 253, and a power conversion unit 254. The control unit 251, the communication unit 252, and the memory unit 253 may be provided in the drive control unit 25 of any one of the multiple propulsion devices 22 of the battery-propelled ship 20. When a control unit 251, etc. is provided in each propulsion device 22, any one control unit may instruct the other control units to control the propulsion devices 22. Alternatively, a control unit (not shown) that controls each propulsion device 22 may be provided separately.

[0080] The control unit 251 has a user operation reception unit 2511, a secondary battery control unit 2512, a steering motor control unit 2513, and a propulsion motor control unit 2514. Each unit of the control unit 251 is realized by a processor in the drive control unit 25 executing a predetermined program. Note that at least one of the units of the control unit 251 may be configured by hardware.

[0081] The user operation reception unit 2511 receives maneuvering signals (traveling direction, output, etc.) output from the steering unit 23 in response to operation of a joystick or smartphone. The secondary battery control unit 2512 acquires battery information, such as the remaining battery power of the secondary battery 24, from a battery management unit (BMU) of the secondary battery 24. The steering motor control unit 2513 controls the angle of the steering motor 221 (i.e., the direction of the propeller 224) based on the maneuvering signals received by the user operation reception unit 2511. The propulsion motor control unit 2514 controls the rotation speed of the propulsion motor 223 by adjusting the voltage output to the propulsion motor 223 by the power conversion unit 254 based on the maneuvering signals received by the user operation reception unit 2511.

[0082] The communication unit 252 is an interface for transmitting and receiving information via wireless communication with the management device 10. In this embodiment, Wi-Fi communication is used, but the wireless communication method and standard are not particularly limited.

[0083] The communication unit 252 receives maneuvering signals output from the steering unit 23 and transmits them to the control unit 251. When a user terminal (mobile terminal MD) such as a smartphone is used as the steering unit 23, the communication unit 252 receives maneuvering signals transmitted from the user terminal. The mobile terminal MD is wirelessly connected to the battery-propelled vessel 20 via WiFi, Bluetooth, or the like.

[0084] The battery-propelled vessels 20 may be configured to transmit and receive position information and the like to each other via the communication unit 252. This may make it possible, for example, to avoid collisions between the battery-propelled vessels 20. The communication unit 252 may also be configured to be able to communicate with a maintenance terminal (such as a laptop computer).

[0085] The storage unit 253 is composed of a semiconductor memory, a hard disk drive, etc. The storage unit 253 stores programs for implementing each part of the control unit 251. The storage unit 253 also stores programs for remotely maneuvering the ship using the management device 10 or for autonomous navigation.

[0086] The power conversion unit 254 has, for example, a DC-DC converter, and converts the DC voltage supplied from the secondary battery 24 into a voltage suitable for each motor (steering motor 221, propulsion motor 223) and outputs it.

[0087] In addition to the above configuration, the battery-propelled ship 20 may also be equipped with a display unit (display) for displaying various information such as the topography of the management area, current location, and messages from the management center, various sensors (direction sensors, ranging sensors, etc.), and a communication means for making voice calls with the administrator at the management center.

[0088] Furthermore, the number of propulsion devices 22 may be one, as in the battery-propelled vessel 20A shown in FIG. 7(b).

[0089] <Method of maneuvering the battery-propelled ship 20> Next, an example of a method for steering the battery-propelled vessel 20 will be described with reference to Fig. 10. Fig. 10 illustrates an example of an operation screen of the steering unit 23. This operation screen is displayed on a touch panel provided in the steering unit 23. The touch panel may be provided on the battery-propelled vessel 20, or may be on a mobile terminal of the user.

[0090] The operation mode can be selected by tapping the icons (STOP, NORMAL, SLIDE, TURN) located on the left side of the operation screen in Figure 10. Tapping the "STOP" icon on the operation screen will set it to stop mode, tapping the "NORMAL" icon will set it to normal mode, tapping the "SLIDE" icon will set it to slide mode, and tapping the "TURN" icon will set it to turn mode. The selected icon will be displayed in a way that makes it distinguishable from other icons by color, font, etc.

[0091] The stop mode is an operation mode for stopping the operation of the propulsion device 22 and accepting a new operation mode. The normal mode is an operation mode for maneuvering the ship in a manner similar to that of a conventional ship. The slide mode is an operation mode for sliding the ship without changing the bow direction. The turn mode is an operation mode for turning the ship without changing the hull position. In addition, when the "ORG" icon is tapped in the stop mode, the rudder angle of each propulsion device 22 returns to 0°. The "QT" icon and "LC" icon used in the normal mode will be described later.

[0092] The vector input section P located on the right side of the operation screen is used by the user to input the direction of travel and thrust (propeller output) of the battery-propelled ship 20. In the vector input section P, AH indicates ahead, AS indicates astern, S indicates starboard, and P indicates port.

[0093] The user inputs a command value for the direction of travel (angle command value) by dragging from the center C of the vector input section P in the desired direction. Furthermore, the user inputs a command value for thrust (output command value) based on the length of the drag (corresponding to the length of the arrow AR). The longer the drag length, the larger the output command value. In this way, the user's vector input operation via the touch panel simultaneously inputs the direction and speed of movement of the battery-propelled vessel 20. By being able to steer the battery-propelled vessel 20 using a steering screen that utilizes the touch panel, the user can steer the battery-propelled vessel 20 easily and intuitively.

[0094] For example, the rudder angle may be maintained and the propeller output may be gradually reduced or stopped when the user releases his / her finger from the vector input unit P. In this embodiment, when the user releases his / her finger from the vector input unit P, the rudder angle is maintained and the propeller output is reduced or stopped in the stop mode, slide mode, and turn mode, and the rudder angle returns to 0° and the propeller output is maintained in the normal mode.

[0095] Note that if the user presses and holds the vector input section P (if a predetermined time or more has passed at the same tap position), the direction of travel and thrust corresponding to the arrow AR at that time may be maintained.

[0096] 11 shows another example of a ship maneuvering screen. In this example, two vector input units P1 and P2 are arranged on the operation screen. The vector input units P1 and P2 correspond to two propulsion units 22 provided at the bow and stern of the battery-propelled vessel 20, respectively. For example, the vector input unit P1 is for controlling the propulsion unit 22 on the bow side, and the vector input unit P2 is for controlling the propulsion unit 22 on the stern side. This operation screen allows command values ​​for the direction and magnitude of thrust to be given directly to each propulsion unit 22.

[0097] In addition, in FIG. 11, when the "ORG" icon is tapped, the rudder angle of each propulsion device 22 returns to 0°.

[0098] <Control method of battery-propelled ship 20> Next, the control method of the propulsion device 22 in each of the operating modes, normal mode, slide mode, and swing mode, will be described in detail. Note that the following description is based on the case where the length from the center of gravity G of the battery-propelled vessel 20 to the bow-side propulsion device 22 is equal to the length from the center of gravity to the stern-side propulsion device 22.

[0099] [Normal mode] First, the control of the propulsion device 22 in the normal mode will be described with reference to Fig. 12. The normal mode is an operation mode for changing course and turning by the rudder angle of the stern propulsion device 22, similar to a conventional ship.

[0100] The diagram on the left side of Figure 12 shows the thrust vectors generated by the bow and stern propulsion devices 22 when turning while proceeding in the forward direction. The bow propulsion device generates a thrust F1 in the direction opposite to the forward direction, and the stern propulsion device generates a thrust F2 at an angle θ2. The magnitudes of the thrusts F1 and F2 are both equal to the output command value (the length of the arrow AR), and the angle θ2 of the thrust F2 is equal to the angle command value (the angle that the arrow AR makes with the vertical line). The angle θ1 of the thrust F1 is 0°. In the diagram, F 2x is the component of the thrust F2 in the x direction (the direction perpendicular to the line connecting the bow and stern), and F 2y is the y-direction component of thrust F2 (the direction of the line connecting the bow and stern).

[0101] The central diagram in Figure 12 shows the thrust vectors generated by the bow and stern propulsion devices 22 when turning using the rudder angle of the bow propulsion device. The magnitudes of the thrust forces F1 and F2 are both equal to the output command value. 1x is the x-component of the thrust F1, and F 1y is the y-component of the thrust F1.

[0102] The angle θ2 of the thrust F2 is equal to the angle command value. The angle of the thrust F1 generated by the bow propulsion unit is -θ1, which is opposite to the angle of the thrust of the stern propulsion unit. By using the rudder angle of the bow propulsion unit in this way, turning performance is improved and quick turns can be achieved. Note that it is preferable that the magnitude of angle θ1 is less than half the magnitude of angle θ2 (|θ1|≦0.5×|θ2|).

[0103] This control is performed when the "QT" icon is tapped on the operation screen in Figure 10. When the "QT" icon is tapped again, the control returns to normal (the control shown on the left side of Figure 12).

[0104] The diagram on the right side of Figure 12 shows the thrust vectors generated by each of the bow and stern propulsion devices 22 when the battery-propelled vessel 20 is proceeding while correcting the thrust angle of the bow propulsion device to keep the bow direction constant based on position information of the battery-propelled vessel 20. The magnitudes of the thrust forces F1 and F2 are both equal to the output command value. The angle θ2 of the thrust force F2 is 0°. The angle θ1 of the thrust force F1 is an angle (corrected angle) calculated based on position information of the battery-propelled vessel 20.

[0105] This control is performed when the "LC" icon is tapped on the operation screen in Figure 10. When the "QT" icon is tapped again, or when the steering angle is changed by user operation, the control returns to normal control (the control shown on the left side of Figure 12).

[0106] [Slide Mode] Next, control of the propulsion device 22 in the slide mode will be described with reference to Fig. 13. The slide mode is an operation mode for moving the battery-propelled vessel 20 parallel or obliquely without changing the heading direction.

[0107] The leftmost diagram in Figure 13 shows the thrust vectors generated by the bow and stern propulsion units 22 when the ship is slid in the direction of travel. The magnitudes of the thrust forces F1 and F2 are both equal to the output command value (the length of the arrow AR). The angles θ1 and θ2 are both equal to the angle command value (0°). In this case, the control is the same as when moving forward in normal mode.

[0108] The second diagram from the left in Figure 13 shows the thrust vectors generated by the bow and stern propulsion units 22 when the ship slides diagonally forward. The magnitudes of the thrust forces F1 and F2 are both equal to the power command value. The angles θ1 and θ2 are both equal to the angle command value.

[0109] The central diagram in Figure 13 shows thrust vectors generated by each of the bow and stern propulsion devices 22 when the ship is slid laterally. The magnitudes of the thrust forces F1 and F2 are both equal to the output command value. The angles θ1 and θ2 are both equal to the angle command value (90°). Note that the y component of the thrust of each propulsion device 22 need not necessarily be set to 0, and the sum of the y components of the thrust forces may be cancelled out.

[0110] The second diagram from the right in Figure 13 shows the thrust vectors generated by the bow and stern propulsion units 22 when the ship is slid diagonally backward. The magnitudes of the thrust forces F1 and F2 are both equal to the output command value. The angles θ1 and θ2 are both equal to the angle command value.

[0111] The rightmost diagram in Figure 13 shows the thrust vectors generated by the bow and stern propulsion units 22 when the boat is slid in the reverse direction. The magnitudes of the thrust forces F1 and F2 are both equal to the output command value. The angles θ1 and θ2 are both equal to the angle command value (180°). In this case, the control is the same as when the boat is reversed in normal mode.

[0112] As described above, in slide mode, both the bow propulsion device and the stern propulsion device generate thrust of the same magnitude in the opposite direction to the movement direction input by the steering unit 23 (in this embodiment, the vector input unit P of the touch panel).

[0113] [Turn Mode] Next, control of the propulsion device 22 in the turning mode will be described with reference to Fig. 14. The turning mode is an operation mode for turning the ship (turning around a fixed point) without changing the position of the hull.

[0114] In Figure 14, both the left and right diagrams show thrust vectors generated by the bow and stern propulsion devices 22 when the ship is turned counterclockwise. The magnitudes of thrusts F1 and F2 are both equal to the output command value (the length of arrow AR), and the directions of thrusts F1 and F2 are opposite to each other. Angle θ2 is equal to the angle command value, and the angle θ1 of thrust F1 is equal to the angle θ2 of thrust F2 plus 180° (θ2 + 180°). In other words, the bow propulsion device 22 generates a thrust in the opposite direction to the direction of movement input to the steering unit 23, and the stern propulsion device 22 generates a thrust in the same direction as the direction of movement input to the steering unit 23.

[0115] When turning the ship clockwise, the x-component of the thrust F1 and F2 (F 1x , F 2x ) and y component (F 1y , F 2y ) should be set in the opposite direction.

[0116] In this way, in the turning mode, the propulsion device provided at the bow and the propulsion device provided at the stern generate thrust of the same magnitude in opposite directions.

[0117] As described above, the propulsion devices 22 provided at the bow and stern generate thrust so that a force or moment corresponding to the user's operation acts on the main body 21 (battery-propelled vessel 20). According to this embodiment, any thrust vector can be applied to the battery-propelled vessel 20 by controlling the magnitude and direction (angles θ1, θ2) of the thrust forces F1 and F2 to generate a resultant vector.

[0118] Note that because the propellers 224 of each propulsion device 22 are configured to be able to rotate 360°, the above operations can be performed even when each propeller 224 rotates in only one direction. Therefore, according to this embodiment, there is no need to switch between forward and reverse rotation of the propulsion motor 223, and continuity of operation can be maintained. As a result, deterioration in operational efficiency is suppressed, and vibrations and shocks caused by switching are suppressed, thereby improving the ride comfort of the battery-propelled vessel 20.

[0119] <Processing flow of the management device 10> Next, an example of the processing flow of the water mobility system 1 will be described with reference to the flowcharts of Figures 15 to 17. The processing according to the flowchart of Figure 15 is executed for each battery-propelled vessel 20 within the management area.

[0120] The control unit 11 (information acquisition unit 111) of the management device 10 acquires the position information and remaining battery power of the battery-propelled ship 20 (step S1). Here, the position information and remaining battery power are acquired by the positioning unit 26 and secondary battery control unit 2512 of the battery-propelled ship 20 and transmitted to the management device 10 via the communication unit 252. In this step, the information acquisition unit 111 may acquire information regarding the presence or absence of a system abnormality in the battery-propelled ship 20.

[0121] Next, the control unit 11 of the management device 10 determines whether the system of the battery-propelled vessel 20 is normal (step S2). If the system is normal (S2: Yes), the process proceeds to step S3, and if the system is abnormal (S2: No), the process proceeds to rescue processing in step S12.

[0122] Next, the control unit 11 (port distance calculation unit 112) of the management device 10 calculates the distance between the battery-propelled ship 20 and the port based on the position information of the battery-propelled ship 20 (step S3). In this embodiment, the distance between the battery-propelled ship 20 and each of the ports P1 to P4 is calculated.

[0123] Next, the control unit 11 (cruising distance calculation unit 113) of the management device 10 calculates the cruising distance based on the remaining battery power of the battery-propelled vessel 20 (step S4).

[0124] Next, the control unit 11 (reachability determination unit 114) of the management device 10 calculates a margin based on the distance calculated in step S3 and the cruising distance calculated in step S4 (step S5). In this embodiment, the reachability determination unit 114 calculates the margin for ports P1 to P4.

[0125] Next, the control unit 11 (reachability determination unit 114) of the management device 10 determines the reachability for ports P1 to P4 (step S6). For example, if the margin is 150% or more, it determines the safest reachability as A, if the margin is 120% or more but less than 150%, it determines the reachability as B, and if the margin is less than 120%, it determines the reachability as C.

[0126] The reachability determination unit 114 determines whether there is a port with reachability A (step S7). If there is a port with reachability A (S7: Yes), it determines that the ship is operating normally and returns to step S1. On the other hand, if there is no port with reachability A (S7: No), it determines whether there are multiple ports with reachability B (step S8). If there are multiple ports with reachability B (S8: Yes), it sets the ship to a warning state (step S10) and returns to step S1. In step S10, the control unit 11 updates the ship management database 131 in the storage unit 13 and sets the operating status of the battery-propelled ship to "warning." On the other hand, if there are not multiple ports with reachability B (S8: No), it determines whether there is only one port with reachability B (step S9). If there is only one port with reachability B (S9: Yes), it performs avoidance processing (step S11). Details of the avoidance processing will be described later. On the other hand, if there is no port with reachability B (that is, if there are only ports with reachability C) (S9: No), rescue processing is performed (step S12). Details of the rescue processing will be described later.

[0127] In the above explanation, the management device 10 performs the processing of each step, but at least some of these processes may be performed by the battery-propelled ship 20. For example, the battery-propelled ship 20 (storage unit 253) may store location information of ports within the management area, and the battery-propelled ship 20 may calculate the distance to the port in combination with its own location information. The battery-propelled ship 20 may calculate the cruising distance or determine the reachability.

[0128] Furthermore, although the margin is calculated for each port in the above processing flow, it is also possible to calculate the margin only for the port closest to the battery-propelled vessel 20 and determine the reachability of that port. For example, if the determination result is other than reachability A, the vessel maneuvering mode change unit 115 changes the vessel maneuvering mode from the user vessel maneuvering mode to the forced navigation mode.

[0129] <Avoidance process> An example of the avoidance process in step S11 will be described in detail with reference to FIG.

[0130] First, the management device 10 switches the maneuvering mode of the battery-propelled vessel 20 to management center maneuvering (forced sailing mode) (step S111). Specifically, the control unit 11 (maneuvering mode change unit 115) of the management device 10 transmits a signal (mode change signal) to the battery-propelled vessel 20 indicating a change from user maneuvering mode to forced sailing mode. When the battery-propelled vessel 20 receives the mode change signal, the drive control unit 25 controls the propulsion device 22 in accordance with the remote maneuvering signal received from the management device 10, rather than the maneuvering signal received by the user operation reception unit 2511. That is, the steering motor control unit 2513 and the propulsion motor control unit 2514 control the steering motor 221 and the propulsion motor 223, respectively, in accordance with the remote maneuvering signal.

[0131] Next, the management center notifies the battery-propelled vessel 20 and the destination port that they will be returning to avoid danger (step S112). This notification is made by voice call or by displaying on a display. For example, the destination port is set to a port with reachability A or B (preferably the port with the highest margin). The destination port may also be a port with available charging equipment or a port with a charged battery unit. Preferably, the destination port is a port with reachability A or B that has available charging equipment or a charged battery unit.

[0132] Next, the battery-propelled ship 20 is steered from the management center (step S113). In this step, the management device 10 at the management center transmits a remote maneuvering signal to the battery-propelled ship 20, and the battery-propelled ship 20 moves in accordance with the remote maneuvering signal from the management device 10. In detail, the steering motor control unit 2513 of the drive control unit 25 controls the steering motor 221 based on the remote maneuvering signal to adjust the direction of the propeller 224, and the propulsion motor control unit 2514 controls the propulsion motor 223 based on the remote maneuvering signal to control the rotation speed of the propeller 224.

[0133] In addition, if the battery-propelled ship 20 is capable of autonomous navigation, after receiving a mode change signal from the management device 10, the battery-propelled ship 20 may ignore the maneuvering signal received by the user operation reception unit 2511 and move autonomously toward the destination port.

[0134] <Rescue Procedure> An example of the rescue process in step S12 will be described in detail with reference to FIG.

[0135] First, the management device 10 selects the port with the largest margin as the destination port (step S121).

[0136] Next, the management device 10 switches the ship maneuvering mode of the battery-propelled ship 20 to ship maneuvering by the management center (step S122). The details of this step are the same as those of step S111 described above.

[0137] Next, the management center contacts the battery-propelled ship 20 and the port of destination (step S123). The details of this step are the same as those of step S112 described above.

[0138] Next, the battery-propelled ship 20 is steered from the management center (step S124). The details of this step are the same as those of step S113 described above.

[0139] Next, the rescue boat is notified of the ship's position information, and is directed to meet up and carry out the rescue (step S125). In more detail, the management device 10 or the administrator notifies the rescue boat of the position of the battery-propelled ship 20 to be rescued, and is directed to meet up with the battery-propelled ship 20 to carry out the rescue.

[0140] As described above, in this embodiment, the port distance calculation unit 112 calculates the distance between the battery-propelled vessel 20 and all of the ports P1 to P4, and the reachability determination unit 114 determines the reachability of each of the ports P1 to P4. If a predetermined risk criterion is met, the vessel maneuvering mode is changed from user vessel maneuvering mode to forced navigation mode, and the battery-propelled vessel 20 moves to a port with a high reachability by remote vessel maneuvering or autonomous navigation.

[0141] In this way, the water mobility system 1 allows the user to operate the battery-propelled vessel with a high degree of freedom under normal circumstances, but when the remaining battery power becomes low and the possibility of reaching the port decreases, the battery-propelled vessel is safely returned to the port through remote control or autonomous navigation.

[0142] As described above, according to this embodiment, switching the maneuvering mode can prevent the battery-propelled vessel from becoming isolated on the water and improve the safety of the water mobility system. This is particularly effective in ensuring the safety of passengers when the battery-propelled vessel can be operated without a license or when the secondary battery has little capacity left compared to the operating time.

[0143] In the above embodiment, the battery-propelled vessel returns to one of the ports within the management area, but the present invention is not limited to this. Next, two variations of the embodiment will be described. Either variation can achieve the same effects as the above embodiment.

[0144] <Variation example 1> In this variation, the battery-propelled vessel 20 departs from a certain port and returns to that port. For example, it departs from port P1 in Figure 1, travels around the management area, and then returns to the same port P1. This variation applies when the battery-propelled vessel is associated with a specific port or when there is only one port in the management area.

[0145] In this variant, the port distance calculation unit 112 calculates the distance between the battery-propelled ship 20 and the port from which the battery-propelled ship 20 departs (departure port). The range calculation unit 113 calculates the range in the same manner as in the previously described embodiment. The reachability determination unit 114 determines the reachability of the departure port. If the determined reachability meets a predetermined risk standard, the battery-propelled ship 20 moves toward the departure port by remote control or autonomous navigation. In this way, in this variant, the battery-propelled ship 20 navigates toward the departure port in forced navigation mode.

[0146] <Variation example 2> In this variation, the battery-propelled ship 20 departs from one port (departure port) and sails toward another port (destination port). For example, it departs from port P1 in Figure 1, sails within a controlled area, and then arrives at port P3. This variation applies when the battery-propelled ship is transporting people or goods to a specified location.

[0147] In this variant, the port distance calculation unit 112 calculates the distance between the battery-propelled vessel 20 and the destination port to which the battery-propelled vessel 20 is heading. The range calculation unit 113 calculates the range in the same manner as in the previously described embodiment. The reachability determination unit 114 determines the reachability of the destination port. If the determined reachability meets a predetermined risk standard, the battery-propelled vessel 20 moves toward the destination port by remote control or autonomous navigation. In this way, in this variant, the battery-propelled vessel 20 navigates toward the predetermined destination port in forced navigation mode.

[0148] The above describes embodiments and variations of the present invention. The present invention may be applied not only to leisure applications such as theme park attractions and tourism, but also to water transportation systems. The present invention is also suitable for promoting the sharing of water mobility (battery-propelled vessels).

[0149] At least a portion of the configuration of the control unit 11 of the water mobility system described in the above embodiment may be configured as hardware or software. If configured as software, a program that realizes at least a portion of the functions of the control unit 11 may be stored on a recording medium such as a flexible disk or CD-ROM and read and executed by a computer. The recording medium is not limited to removable media such as magnetic disks and optical disks, but may also be fixed recording media such as a hard disk drive or memory.

[0150] In addition, a program that realizes at least a part of the functions of the control unit 11 may be distributed via a communication line (including wireless communication) such as the Internet. Furthermore, the program may be encrypted, modulated, or compressed and distributed via a wired line or wireless line such as the Internet, or stored on a recording medium.

[0151] The battery-propelled ship 20 may also be configured to operate autonomously without being managed by the management device 10. In this case, the information acquisition unit 111, port distance calculation unit 112, cruising range calculation unit 113, reachability determination unit 114, and maneuvering mode change unit 115 of the management device 10 are provided in the battery-propelled ship 20. Information about the ship itself (remaining battery power, location information, etc.) from the ship management database 131 and a management area database 132 are also provided in the battery-propelled ship 20. This allows the battery-propelled ship 20 to acquire its own location information and remaining battery power, calculate the distance between the battery-propelled ship 20 and the port based on the acquired location information, calculate the cruising range based on the acquired remaining battery power, determine reachability based on the calculated distance and range, and change the maneuvering mode from user maneuvering mode to forced navigation mode if the reachability meets a predetermined risk criterion. In this way, the battery-propelled ship 20 may determine reachability on its own and autonomously move to the port if the predetermined risk criterion is met.

[0152] Based on the above description, a person skilled in the art may be able to conceive additional effects and various modifications of the present invention, but the aspects of the present invention are not limited to the above-described embodiments and modifications. Various additions, modifications, and partial deletions are possible within the scope of the conceptual idea and spirit of the present invention, which is derived from the content defined in the claims and their equivalents. [Explanation of symbols]

[0153] 1. Water Mobility System 10 Management device 11 Control section 111 Information Acquisition Department 112 Port distance calculation unit 113 Range calculation unit 114 Reachability determination unit 115 Steering mode change unit 12 Communications Department 13 Storage section 20,20A battery propulsion vessel 21 Main Unit 21a Cabin 22 Propulsion device 221 Steering motor 221a, 222a gear 222 Shaft 223 Propulsion motor 224 Propeller 23 Steering section 24 Secondary battery 25 Drive control unit 251 Control Unit 2511 User operation reception unit 2512 Secondary battery control unit 2513 Steering motor control unit 2514 Propulsion motor control unit 252 Communications Department 253 Storage section 254 Power conversion unit 26 Positioning unit C center G center of gravity MD mobile device P1, P2, P3, P4 ports Q1, Q2 mooring section Qr recess Qrg guide groove P, P1, P2 Vector input section R Contactless charging pad w1, w2, w3 connection cables

Claims

1. The main body and a plurality of propulsion devices, at least one of which is provided at the bow and one of which is provided at the stern, each of which has a propulsion motor and a propeller rotated by the propulsion motor; a steering unit for inputting user operations; a secondary battery that supplies power to the propulsion device; The propeller is configured to be able to rotate 360° by a steering motor of the propulsion device, A battery-propelled ship characterized in that the multiple propulsion devices generate thrust so that a force or moment corresponding to the user's operation acts on the main body.

2. The battery-propelled ship described in claim 1, characterized in that the steering unit has a touch panel, and the direction and speed of movement of the battery-propelled ship are simultaneously input by the user's vector input operation via the touch panel.

3. 3. The battery-propelled ship according to claim 1, wherein the propellers of the plurality of propulsion devices rotate in only one direction.

4. A battery-propelled ship as described in any one of claims 1 to 3, characterized in that in slide mode, the propulsion device provided at the bow and the propulsion device provided at the stern generate thrust of the same magnitude in a direction opposite to the direction of movement input by the steering unit.

5. A battery-propelled ship as described in any one of claims 1 to 3, characterized in that in turning mode, the propulsion device provided at the bow and the propulsion device provided at the stern generate thrust of the same magnitude in opposite directions.

Images