Battery diagnostic device for electric propulsion systems and marine propulsion systems

Abstract

While the ship is moored, a discharge system will be used to discharge the battery to the electric propulsion motors to perform a battery diagnostic. If the ship becomes capable of moving during this time, the ship's movement will be restricted. [Solution] The electric propulsion unit 2 in the ship propulsion system 1 is equipped with a battery diagnostic device 51. The battery diagnostic device 51 is a device for diagnosing the battery 22 that supplies power to the motor 4 for driving the propeller of the electric propulsion unit 2. It comprises a battery diagnostic processing unit that performs a battery diagnostic process to diagnose the battery 22 by discharging from the battery 22 to the motor 4 while the ship to which the electric propulsion unit 2 is attached is moored, a movement determination unit that determines whether or not the ship has moved, and a discharge control unit that stops discharging from the battery 22 to the motor 4 for diagnosing the battery 22 if the movement determination unit determines that the ship has moved during the battery diagnostic process.

Description

Technical Field

[0001] The present invention relates to a battery diagnostic device for an electric propulsion motor that diagnoses a battery that supplies power to a motor for propelling a propeller of an electric propulsion motor, and a ship propulsion system having an electric propulsion motor, a battery, and a battery diagnostic device for an electric propulsion motor.

Background Art

[0002] A battery (secondary battery) is used as a power source for a motor (electric motor) of an electric propulsion motor. The battery deteriorates during use. Various factors for deterioration are conceivable, such as repeated charge and discharge, rapid charge and discharge, overcharge, overdischarge, and the influence of the ambient temperature. A deteriorated battery has a reduced full charge capacity compared to an initial battery (new battery).

[0003] SOH (State of Health) is used as an index indicating the degree of battery deterioration. SOH is the ratio of the full charge capacity of a deteriorated battery to the full charge capacity of an initial battery. The full charge capacity of a deteriorated battery can be known, for example, by fully charging the battery and discharging the battery at a constant current until the voltage of the battery reaches the discharge termination voltage, and multiplying the current value of the constant current discharge by the time taken from the start of discharge until the voltage of the battery reaches the discharge termination voltage. Then, the SOH of the deteriorated battery can be calculated using the full charge capacity of the deteriorated battery and the full charge capacity of the initial battery.

[0004] Due to battery deterioration, that is, a decrease in the full charge capacity of the battery, the continuous sailing distance per full charge of the battery decreases. Therefore, it is important for the operator and other users of the ship (hereinafter referred to as "operator, etc.") to know the degree of battery deterioration.

[0005] Japanese Unexamined Patent Application Publication No. 2012-103095 (Patent Document 1) describes a battery management system that analyzes the life of a battery that supplies power to a motor of an electric ship or an electric vehicle.

Prior Art Documents

[0006] [Patent Document 1] Japanese Patent Publication No. 2012-103095 [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] Incidentally, in order for ship operators and others to know the degree of battery degradation, there is a need for an easily implementable battery diagnostic method.

[0008] One easily implementable battery diagnostic method involves connecting the battery to an electric propulsion system and then discharging the battery towards the motor of the electric propulsion system to diagnose the battery's condition. This method allows for easier battery diagnosis than methods that involve connecting the battery to another load.

[0009] Furthermore, when diagnosing a battery by connecting it to an electric propulsion system and discharging current from the battery towards the motor of the electric propulsion system, one might consider diagnosing the battery during actual navigation. However, during actual navigation, the rotational speed of the electric propulsion system's motor changes in various ways depending on the navigation conditions, and the discharge current value from the battery to the motor also changes in various ways. Therefore, diagnosing the battery during actual navigation results in low accuracy.

[0010] Based on the above considerations, it is desirable to diagnose the battery by connecting it to an electric propulsion system and discharging the battery towards the motor of the electric propulsion system while the vessel is moored at a pier or similar structure. As the battery discharges towards the motor, the motor is driven during the battery diagnosis, causing the propeller to rotate and generating a force to propel the vessel. However, since the vessel is moored at a pier or similar structure, there is no movement of the vessel due to the motor's operation.

[0011] However, during battery diagnostics, for example, the ropes securing the vessel to the pier or other structure may come undone against the will of the operator, causing the vessel to move due to the thrust generated by the motor. As a result, the vessel's hull may come into direct contact with the pier or other structure, or the vessel may be swept out to sea.

[0012] The present invention has been made in view of the problems described above, for example, and the object of the present invention is to provide a battery diagnostic device for electric propulsion systems and a ship propulsion system that can suppress the movement of a ship when the ship becomes movable while the battery is being diagnosed by discharging from the battery to the motor of the electric propulsion system while the ship is moored. [Means for solving the problem]

[0013] To solve the above problems, the present invention provides a battery diagnostic device for an electric propulsion system that diagnoses a battery that supplies power to a motor for driving a propeller of an electric propulsion system, and is characterized by comprising: a battery diagnostic processing unit that performs a battery diagnostic process to diagnose the battery by discharging from the battery to the motor while the vessel to which the electric propulsion system is attached is moored; a movement determination unit that determines whether or not the vessel has moved; and a discharge control unit that stops discharging from the battery to the motor for diagnosing the battery if the movement determination unit determines that the vessel has moved during the battery diagnostic process.

[0014] Furthermore, the present invention relates to a ship propulsion system for propelling a ship, comprising: an electric propulsion system attached to the ship and having a motor for driving a propeller; a battery that supplies power to the motor; and a battery diagnostic device for the electric propulsion system for diagnosing the battery, wherein the battery diagnostic device for the electric propulsion system comprises: a battery diagnostic processing unit that performs a battery diagnostic process to diagnose the battery by discharging from the battery to the motor while the ship is moored; a movement determination unit that determines whether or not the ship has moved; and a discharge control unit that stops discharging from the battery to the motor for diagnosing the battery if the movement determination unit determines that the ship has moved during the battery diagnostic process. [Effects of the Invention]

[0015] According to the present invention, while a ship is moored, if the ship becomes capable of moving during battery diagnosis by discharging from the battery to the motor of the electric propulsion system, the movement of the ship can be suppressed. [Brief explanation of the drawing]

[0016] [Figure 1] This is a block diagram showing a ship propulsion system according to a first embodiment of the present invention. [Figure 2] This is an overall diagram showing a ship equipped with the ship propulsion system of the first embodiment of the present invention. [Figure 3] This is an explanatory diagram showing an electric propulsion system and battery device in a first embodiment of the present invention. [Figure 4] This is a block diagram of a battery diagnostic device according to a first embodiment of the present invention. [Figure 5] This is a flowchart showing the processing flow in the battery diagnostic device according to the first embodiment of the present invention. [Figure 6] This is a block diagram of a battery diagnostic device according to a second embodiment of the present invention. [Figure 7] This is a flowchart showing the processing flow in the battery diagnostic device according to the second embodiment of the present invention. [Figure 8] It is a flowchart showing a modified example of the battery diagnostic apparatus according to the first embodiment of the present invention. [Figure 9] It is a block diagram showing a modified example of the ship propulsion system according to the first embodiment of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

[0017] The battery diagnostic apparatus for an electric propulsion motor according to an embodiment of the present invention is an apparatus for diagnosing a battery that supplies power to a motor for propelling a propeller, which the electric propulsion motor has. The battery diagnostic apparatus for an electric propulsion motor according to the present embodiment includes a battery diagnostic processing unit, a movement determination unit, and a discharge control unit.

[0018] The battery diagnostic processing unit performs battery diagnostic processing. The battery diagnostic processing is processing for diagnosing the battery by discharging from the battery to the motor in a state where a ship equipped with the electric propulsion motor is moored. The diagnosis of the battery performed by the battery diagnostic processing unit is, for example, a diagnosis of the degree of deterioration of the battery. During the battery diagnostic processing, since discharge is performed from the battery to the motor, the motor is driven, and accordingly the propeller rotates, and thereby a force for propelling the ship is generated. However, since the battery diagnostic processing is performed in a state where the ship is moored to a pier or the like, for example, unless a situation occurs where, contrary to the intention of the operator or the like, the rope tying the ship to the pier or the like comes loose or the rope breaks, the ship does not move due to the driving of the motor.

[0019] The movement determination unit determines whether the ship has moved. For example, when a situation occurs where, contrary to the intention of the operator or the like, the rope tying the ship to the pier or the like comes loose or the rope breaks, the ship moves due to the propulsive force generated by the driving of the motor. When the ship has moved, the movement determination unit determines that the ship has moved.

[0020] The discharge control unit stops the discharge from the battery to the motor for battery diagnostic purposes if the movement determination unit determines that the vessel has moved during the battery diagnostic process. When the discharge from the battery to the motor stops, the motor stops, and no force is generated to propel the vessel. This prevents the vessel from moving due to the motor's drive.

[0021] Thus, according to the battery diagnostic device for electric propulsion systems of this embodiment, if, during battery diagnostics, a situation occurs such as the ropes securing the vessel to a pier or the like coming undone, and the vessel becomes movable, the movement of the vessel by the motor can be prevented, thereby suppressing the movement of the vessel.

[0022] Furthermore, the ship propulsion system of the embodiment of the present invention comprises an electric propulsion unit, a battery, and a battery diagnostic device for the electric propulsion unit. In the ship propulsion system of this embodiment, the electric propulsion unit is mounted on the ship and has a motor for driving a propeller. The battery supplies power to the motor. The battery diagnostic device for the electric propulsion unit diagnoses the battery. Furthermore, the battery diagnostic device for the electric propulsion unit in the ship propulsion system of this embodiment has the same configuration as the battery diagnostic device for the electric propulsion unit in the above-described embodiment of the present invention. According to the ship propulsion system of this embodiment, if, during battery diagnosis by the battery diagnostic device for the electric propulsion unit, a situation occurs such as the ropes tying the ship to a pier or the like coming undone, and the ship becomes movable, the movement of the ship by the motor of the electric propulsion unit can be prevented, thereby suppressing the movement of the ship. [Examples]

[0023] (Ship propulsion system) Figure 1 shows the configuration of a ship propulsion system 1 according to a first embodiment of the present invention. Figure 2 shows a ship 71 equipped with the ship propulsion system 1. Figure 3 shows the electric propulsion unit 2 and battery device 21 in the ship propulsion system 1.

[0024] The ship propulsion system 1 is a system for propelling the ship 71. As shown in Figure 1, the ship propulsion system 1 includes an electric propulsion unit 2, a battery unit 21, and a steering device 31.

[0025] The electric propulsion system 2 is a device that generates thrust for the ship 71, using a motor 4 as the power source to drive the propeller 3. The electric propulsion system 2 is, for example, an electric outboard motor and is mounted on the transom 72 of the ship 71, as shown in Figure 2.

[0026] As shown in Figure 1, the electric propulsion system 2 includes a propeller 3 that generates thrust for the ship, a motor 4 for driving the propeller, a motor control device 5 that controls the motor 4, and a propulsion control device 6 that controls various devices installed in the electric propulsion system 2. The motor 4 is, for example, an AC synchronous motor, and the motor control device 5 is, for example, an inverter. The propulsion control device 6 has an electronic circuit with arithmetic processing functions, information storage functions, and CAN (Controller Area Network) communication functions. The propulsion control device 6 also controls the motor control device 5. Furthermore, the propulsion control device 6 is equipped with a battery diagnostic device 51, which will be described later.

[0027] As shown in Figure 3, the motor 4 and motor control device 5 are housed in a housing 7 located at the bottom of the electric propulsion unit 2, and the propeller 3 is connected to the output shaft 4A of the motor 4. The propulsion control device 6 is housed in a housing 8 located at the top of the electric propulsion unit 2. The electric propulsion unit 2 also includes a shaft 9 connecting the housings 7 and 8, a swivel bracket 10 that rotatably supports the shaft 9, and a clamp bracket 11 connected to the swivel bracket 10 for attaching the electric propulsion unit 2 to the ship 71.

[0028] As shown in Figure 1, the battery device 21 includes a battery 22 that supplies power to the motor 4. The battery 22 is, for example, a lithium-ion battery. Although not shown, the battery device 21 also includes a battery protection circuit to protect the battery 22. The battery protection circuit includes circuits to prevent overcharging and over-discharging of the battery 22. As shown in Figure 2, the battery device 21 is installed on the ship 71. As shown in Figure 3, the battery device 21 is connected to the electric propulsion system 2 via a cable 25. More specifically, as shown in Figure 1, the battery 22 of the battery device 21 is connected to the motor control device 5 of the electric propulsion system 2.

[0029] The ship handling device 31 is a device that operates and controls the ship 71. Here, the ship handling device 31 refers collectively to the equipment and circuits related to the operation and control of the ship 71 that are installed on the ship 71. Specifically, as shown in Figure 1, the ship handling device 31 has a ship handling control unit 32. Furthermore, the ship handling device 31 has a remote control device 33, a steering device 34, a GNSS (Global Navigation Satellite System) receiver 35, an acceleration sensor 36, an autopilot device 37, a steering actuator 38, a voice generator 39, a gauge 40, and a wireless communication circuit 44, and these devices and circuits are connected to the ship handling control unit 32, respectively.

[0030] The ship handling control unit 32 has an electronic circuit with arithmetic processing functions, information storage functions, and CAN communication functions. The remote control device 33 is a device that changes the rotation direction and rotation speed of the propeller 3 of the electric propulsion system 2 according to the operator's input, and switches the ship 71 between forward and reverse movement, and changes and adjusts the speed. The steering device 34 and steering actuator 38 are devices that change the direction of the propeller 3 of the electric propulsion system 2 according to the operator's input, and steer the ship 71. The GNSS receiver 35 is a receiver that receives radio waves transmitted from GNSS satellites. Based on the radio waves received by the GNSS receiver 35, the current position and current speed of the ship 71 can be determined. The acceleration sensor 36 is a device that detects the acceleration of the ship 71. The autopilot device 37 is a device that autopilots the ship 71 by automatically controlling the motor 4 of the electric propulsion system 2 and the steering actuator 38. The sound generator 39 is a device that emits sound towards the operator, etc., for example, a buzzer. The gauge 40 is basically an instrument that measures and displays the operating status of the electric propulsion system 2. However, the gauge 40 in this embodiment is multifunctional and, in addition to functioning as an instrument for the electric propulsion system 2, has functions to display the status of the ship 71, the status of the battery device 21, and to select the operating mode of the electric propulsion system 2. The gauge 40 also includes a display 41 that displays various information such as the operating status of the electric propulsion system 2, an operation switch 42 for the operator to select the operating mode of the electric propulsion system 2, and an operation switch 43 for the operator to input an instruction to start a battery diagnosis. The wireless communication circuit 44 is a circuit that performs wireless communication between the mobile terminal 61 and the ship handling control unit 32. The mobile terminal 61 is, for example, a smartphone, and the operator, for example, carries the mobile terminal 61.

[0031] As shown in Figure 2, the remote control device 33, steering device 34, voice generator 39, and gauge 40 are installed in the cockpit 73 of the ship 71. The ship steering control unit 32, GNSS receiver 35, acceleration sensor 36, autopilot device 37, and wireless communication circuit 44 are installed, for example, near the cockpit 73 in the ship 71. The steering actuator 38 is attached, for example, to the clamp bracket 11 of the electric propulsion unit 2. Note that the steering actuator 38 is not shown in Figure 3.

[0032] As shown in Figure 1, the steering control unit 32 of the steering device 31 and the propulsion control unit 6 of the electric propulsion unit 2 are connected to each other by a communication line 47. The steering control unit 32 and the propulsion control unit 6 can communicate with each other via CAN communication through the communication line 47. Specifically, the steering control unit 32 can transmit control signals to the propulsion control unit 6 via CAN communication to control the rotation speed and direction of the propeller 3 (specifically, the rotation speed and direction of the motor 4) in response to the operation of the remote control device 33 by the operator. The steering control unit 32 can also transmit information indicating the current position or current speed of the vessel 71, determined based on radio waves received by the GNSS receiver 35, to the propulsion control unit 6 via CAN communication. Furthermore, the steering control unit 32 can transmit a selection signal to the propulsion control unit 6 via CAN communication to select the operating mode of the electric propulsion unit 2 according to the operation of the operation switch 42 of the gauge 40. Furthermore, the steering control unit 32 can transmit a command signal to the propulsion control unit 6 via CAN communication to start a battery diagnosis according to the operation of the operation switch 43 of the gauge 40. Furthermore, the propulsion control device 6 can transmit a command signal to the ship handling control unit 32 via CAN communication to instruct the sound generator 39 to generate sound. The propulsion control device 6 can also transmit a command signal to the ship handling control unit 32 via CAN communication to instruct the display 41 of the gauge 40 to display information. Furthermore, the propulsion control device 6 can transmit a command signal to the ship handling control unit 32 via CAN communication to instruct the mobile terminal 61 to transmit information via the wireless communication circuit 44. Note that a communication method other than CAN may be used between the ship handling control unit 32 and the propulsion control device 6.

[0033] (Battery diagnostic device configuration) The battery diagnostic device 51 is a device that diagnoses the degree of deterioration of the battery 22 of the battery device 21. In this embodiment, as shown in Figure 1, the battery diagnostic device 51 is incorporated into the propulsion control device 6 of the electric propulsion device 2. Specifically, the battery diagnostic device 51 has a computer program that, when read and executed by the CPU (Central Processing Unit) of the propulsion control device 6, causes the propulsion control device 6 to function as the battery diagnostic device 51. This computer program is stored, for example, in the non-volatile memory of the propulsion control device 6. Furthermore, the battery diagnostic device 51 has a diagnostic circuit 56 for measuring the current flowing from the battery 22 to the motor 4 and the voltage of the battery 22. The battery diagnostic device 51 is a specific example of a "battery diagnostic device for electric propulsion devices".

[0034] The battery diagnostic device 51 may be configured to include a dedicated processor for the battery diagnostic device, a dedicated non-volatile memory for the battery diagnostic device that stores a computer program for realizing the functions of the battery diagnostic device, and the diagnostic circuit described above, and these may be installed inside the housing 8 of the electric propulsion system 2.

[0035] Figure 4 shows the configuration of a battery diagnostic device 51 according to the first embodiment of the present invention. As shown in Figure 4, the battery diagnostic device 51 includes a battery diagnostic processing unit 52, a movement determination unit 53, a discharge control unit 54, and a notification unit 55. These are realized by loading a computer program that makes the propulsion control device 6 function as a battery diagnostic device 51 into the CPU of the propulsion control device 6 and executing it (or by loading a computer program that realizes the functions of a battery diagnostic device into a processor dedicated to the battery diagnostic device and executing it).

[0036] The battery diagnostic processing unit 52 performs battery diagnostic processing. Battery diagnostic processing is a process in which, while the ship 71 to which the electric propulsion system 2 is attached is moored, the battery 22 discharges to the motor 4 and the degree of deterioration of the battery 22 is diagnosed.

[0037] First, the prerequisites for the battery diagnostic process in this embodiment will be explained. The battery diagnostic process is performed with the battery 22 connected to the motor control device 5 of the electric propulsion system 2. The battery diagnostic process is also performed with the electric propulsion system 2 not tilted up (with the propeller 3 submerged below the water surface). Furthermore, the battery diagnostic process is performed when the battery 22 is fully charged. Finally, the battery diagnostic process is performed with the vessel 71 moored to a pier or the like.

[0038] Next, the contents of the battery diagnostic process in this embodiment will be described. In the battery diagnostic process, the motor 4 is used as a load, and a constant current discharge of the battery 22 is performed at a predetermined current value. For example, the motor control device 5 is controlled to start discharging from the battery 22 to the motor 4. Then, the current value of the discharge from the battery 22 to the motor 4 is measured using the diagnostic circuit 56, and the motor control device 5 is controlled so that the current value becomes the predetermined current value. Then, while timing the time from the start of discharge, the voltage of the battery 22, which decreases as the discharge progresses, is monitored using the diagnostic circuit 56. When the voltage of the battery 22 reaches the discharge termination voltage, the motor control device 5 is controlled to stop the discharge from the battery 22 to the motor 4. After that, the predetermined current value is multiplied by the time taken from the start to the stop of the constant current discharge. This calculates the current full charge capacity of the battery 22. Subsequently, the calculated current full charge capacity of the battery 22 is divided by the initial (new) full charge capacity of the battery 22 to calculate the current SOH of the battery 22. The discharge termination voltage of battery 22 and the initial full charge capacity of battery 22 are pre-stored in the non-volatile memory of the propulsion control device 6.

[0039] The movement determination unit 53 determines whether or not the vessel 71 has moved. In this embodiment, the movement determination unit 53 determines that the vessel 71 has moved if the distance between the current position of the vessel 71 and the position of the vessel 71 at the start of the battery diagnostic process (initial position) exceeds a predetermined reference distance, or if the speed of the vessel 71 exceeds a predetermined reference speed. During the battery diagnostic process, the battery 22 discharges to the motor 4, which drives the motor 4, causing the propeller 3 to rotate and generating a force to propel the vessel 71. However, since the battery diagnostic process is performed with the vessel 71 moored to a pier or the like, unless, for example, the ropes securing the vessel 71 to the pier or the like come undone or break, the vessel 71 will not move during the battery diagnostic process due to the driving of the motor 4. However, if, for example, the ropes securing the vessel 71 to the pier or the like come undone or break, the vessel 71 will move during the battery diagnostic process due to the driving of the motor 4. The movement determination unit 53 has the role of detecting the movement of such a vessel 71.

[0040] If the discharge control unit 54 determines that the ship 71 has moved during the battery diagnostic process, it controls the motor control device 5 to stop the discharge from the battery 22 to the motor 4 for diagnostic purposes.

[0041] The notification unit 55 notifies the movement of the vessel 71 during the battery diagnostic process. This notification is made using the voice generator 39, the display 41 of the gauge 40, and the portable terminal 61, as will be described later.

[0042] (Processing in the battery diagnostic device) Figure 5 shows the processing flow in the battery diagnostic device 51. The processing in the battery diagnostic device 51 will be explained with reference to Figure 5.

[0043] As preparation for battery diagnostics, the operator moors the vessel 71 to a pier or the like and connects the fully charged battery 22 to the electric propulsion unit 2. Then, the operator operates the control switch 42 of the gauge 40 to set the operating mode of the electric propulsion unit 2 to battery diagnostic mode. The operating modes of the electric propulsion unit 2 include manual control mode, in which the electric propulsion unit 2 is manually controlled by the remote control device 33; automatic control mode, in which the electric propulsion unit 2 is automatically controlled by the automatic control device 37; and battery diagnostic mode, in which battery diagnostics are performed. The operator can select the operating mode of the electric propulsion unit 2 by operating the control switch 42 of the gauge 40. When the operator operates the control switch 42 of the gauge 40 to set the operating mode of the electric propulsion unit 2 to battery diagnostic mode, a selection signal indicating the selection of battery diagnostic mode as the operating mode of the electric propulsion unit 2 is transmitted from the steering control unit 32 of the steering device 31 to the propulsion control device 6 of the electric propulsion unit 2. The propulsion control device 6 sets the operating mode of the electric propulsion unit 2 to battery diagnostic mode in response to the selection signal. When the operating mode of the electric propulsion system 2 is set to battery diagnostic mode, the propulsion control device 6 executes a computer program that causes the propulsion control device 6 to function as a battery diagnostic device 51. As a result, the propulsion control device 6 begins to function as a battery diagnostic device 51. Hereafter, the propulsion control device 6 functioning as a battery diagnostic device 51 will be referred to as the battery diagnostic device 51.

[0044] Next, when the operator or other person operates the control switch 43 of the gauge 40 to start the battery diagnosis, a command signal to start the battery diagnosis is sent from the steering control unit 32 of the steering device 31 to the battery diagnostic device 51. The battery diagnostic device 51 starts the battery diagnosis in response to this command signal (step S1: YES in Figure 5).

[0045] When the battery diagnostic is initiated, the first step is for the movement determination unit 53 of the battery diagnostic device 51 to acquire the current position of the vessel 71. Specifically, the movement determination unit 53 requests the ship handling control unit 32 to transmit information indicating the current position of the vessel 71. In response to this request, the ship handling control unit 32 transmits information indicating the current position of the vessel 71, which it has identified based on radio waves received by the GNSS receiver 35, to the battery diagnostic device 51, and the movement determination unit 53 acquires this information indicating the current position of the vessel 71. Next, the movement determination unit 53 stores the acquired current position of the vessel 71 in the memory of the battery diagnostic device 51 as the initial position of the vessel 71 (step S2).

[0046] Next, the battery diagnostic processing unit 52 of the battery diagnostic device 51 starts the battery diagnostic process (step S3). Specifically, it starts constant current discharge at a predetermined current value from the battery 22 to the motor 4 of the electric propulsion unit 2, timing of the discharge time, and monitoring of the battery voltage. This discharge drives the motor 4, rotates the propeller 3, and generates a force to propel the ship 71. However, since the ship 71 is moored to a pier or the like, the ship 71 will not move due to the motor 4's operation unless the ropes securing the ship 71 to the pier or the like come undone.

[0047] Next, the movement determination unit 53 acquires the current position of the vessel 71 again (step S4). Subsequently, the movement determination unit 53 compares the acquired current position of the vessel 71 with the initial position of the vessel 71 stored in the memory of the battery diagnostic device 51 in step S2, and determines whether the distance between the current position of the vessel 71 and the initial position of the vessel 71 exceeds a predetermined reference distance (step S5).

[0048] If the distance between the current position of the vessel 71 and the initial position of the vessel 71 does not exceed the above reference distance (step S5: NO), the movement determination unit 53 then determines whether the current speed of the vessel 71 exceeds a predetermined reference speed (step S6). Specifically, the ship handling control unit 32 measures the speed of the vessel 71 based on radio waves received by the GNSS receiver 35. The movement determination unit 53 requests the ship handling control unit 32 to transmit information indicating the current speed of the vessel 71. In response to this request, the ship handling control unit 32 transmits information indicating the current speed of the vessel 71 to the battery diagnostic device 51. The movement determination unit 53 obtains the information indicating the current speed of the vessel 71, compares the current speed of the vessel 71 with the above reference speed, and determines whether the current speed of the vessel 71 exceeds the above reference speed.

[0049] If the current speed of the vessel 71 does not exceed the above reference speed (step S6: NO), the battery diagnostic device 51 then determines whether the battery diagnostic process is complete or not. If the battery diagnostic process is not complete (step S7: NO), the process returns to step S4.

[0050] If, until the battery diagnostic process is completed, the distance between the current position of the vessel 71 and the initial position of the vessel 71 does not exceed the above reference distance, and the speed of the vessel 71 does not exceed the above reference speed, the battery diagnostic device 51 displays the State of Health (SOH) of the battery 22 calculated in the battery diagnostic process on, for example, the display 41 of the gauge 40 (step S8). Specifically, the battery diagnostic device 51 transmits the value of the SOH of the battery 22 calculated in the battery diagnostic process, and a command signal to the ship handling control unit 32 instructing it to display the SOH value on the display 41 of the gauge 40. The ship handling control unit 32 displays the SOH of the battery 22 on the display 41 of the gauge 40 in response to the command signal.

[0051] On the other hand, if the distance between the current position of the vessel 71 and the initial position of the vessel 71 exceeds the above reference distance before the battery diagnostic process is completed (step S5: YES), the process proceeds from step S5 to step S9. Also, if the distance between the current position of the vessel 71 and the initial position of the vessel 71 does not exceed the above reference distance before the battery diagnostic process is completed, but the speed of the vessel 71 exceeds the above reference speed (step S6: YES), the process proceeds from step S6 to step S9. In other words, if, for example, the rope tying the vessel 71 to a pier or the like comes undone or breaks during the battery diagnostic process, the vessel 71 will move due to the thrust generated by the drive of the motor 4. As a result, the distance between the current position of the vessel 71 and the initial position exceeds the above reference distance, or the speed of the vessel 71 exceeds the above reference speed. In that case, the process proceeds to step S9.

[0052] Then, in step S9, the notification unit 55 of the battery diagnostic device 51 notifies that the vessel 71 has moved. Specifically, the notification unit 55 sends a command signal to the ship handling control unit 32 ordering the sound generator 39 to generate a sound (e.g., an alarm sound) indicating that the vessel 71 has moved, a command signal ordering the display 41 of the gauge 40 to display that the vessel 71 has moved, and a command signal ordering the mobile terminal 61 to send a notification that the vessel 71 has moved via the wireless communication circuit 44. The ship handling control unit 32, in accordance with these command signals, generates a sound from the sound generator 39 indicating that the vessel 71 has moved, displays that the vessel 71 has moved on the display 41 of the gauge 40, and sends a notification that the vessel 71 has moved to the mobile terminal 61 via the wireless communication circuit 44. Furthermore, when the mobile terminal 61 receives notification that the vessel 71 has moved, the mobile terminal 61 emits a ringtone, activates its vibrator to vibrate, or displays a message on its display indicating that the vessel 71 has moved.

[0053] Next, the discharge control unit 54 of the battery diagnostic device 51 stops the discharge from the battery 22 to the motor 4 (step S10). The battery diagnostic process is interrupted because the discharge from the battery 22 to the motor 4 is stopped before the battery diagnostic process is completed. In addition, the motor 4 stops running because the discharge from the battery 22 to the motor 4 is stopped. As a result, the rotation of the propeller 3 driven by the motor 4 stops, and the movement of the ship 71 driven by the motor 4 is prevented.

[0054] As described above, according to the ship propulsion system 1 or battery diagnostic device 51 of the first embodiment of the present invention, if, during the diagnosis of the battery 22, a situation occurs such as the ropes securing the ship 71 to a pier or the like coming undone, and the ship 71 becomes movable, the movement of the ship 71 by the motor 4 can be prevented, thereby suppressing the movement of the ship 71. Therefore, it is possible to prevent the ship 71 from moving during the diagnosis of the battery 22, preventing the ship 71 from directly contacting a pier or the like, or from being swept out to sea. Thus, according to the ship propulsion system 1 or battery diagnostic device 51 of this embodiment, the operator can easily and safely diagnose the battery 22.

[0055] Furthermore, in the ship propulsion system 1 of this embodiment, the battery diagnostic device 51 determines that the ship 71 has moved if the distance between the current position of the ship 71 and the position of the ship 71 at the start of the battery diagnostic process exceeds a predetermined reference distance, and stops discharging from the battery 22 to the motor 4. This makes it possible to recognize with high accuracy that the ship 71 has moved during the battery diagnostic process. Specifically, the purpose of the battery diagnostic device 51 to determine whether the ship 71 has moved during the battery diagnostic process is to recognize that an incident has occurred, such as the ropes tying the ship 71 to a pier or the like coming undone, resulting in the ship 71 being unmoored, and that the unmoored ship 71 has moved due to the drive of the motor 4. When the battery 22 is diagnosed, the ship 71 is moored, so even if the motor 4 is driven by the discharge from the battery 22 to the motor 4, the ship 71 will not move due to the drive of the motor 4 as long as the ship 71 remains moored. However, even when the vessel 71 is moored and its movement by the motor 4 is blocked, the vessel 71 will still move slightly due to wind or waves. Therefore, in order to accurately recognize that the unmoored vessel 71 has moved due to the motor 4, it is necessary to distinguish between the movement of the unmoored vessel 71 due to the motor 4 and the movement of the moored vessel 71 due to wind or waves. In this embodiment, the reference distance is set, for example, to the distance that a moored vessel moves due to wind or waves. By determining that the vessel 71 has moved when the distance between the current position of the vessel 71 and the position of the vessel 71 at the start of the battery diagnostic process exceeds the reference distance, it is possible to distinguish between the movement of the unmoored vessel 71 due to the motor 4 and the movement of the moored vessel 71 due to wind or waves, and thus, it is possible to accurately recognize that the unmoored vessel 71 has moved due to the motor 4.

[0056] Furthermore, in the ship propulsion system 1 of this embodiment, the battery diagnostic device 51 determines that the ship 71 has moved if the speed of the ship 71 exceeds a predetermined reference speed during the battery diagnostic process, and stops discharging from the battery 22 to the motor 4. This makes it possible to recognize with high accuracy that the ship 71 has moved during the battery diagnostic process. Specifically, as described above, in order to recognize with high accuracy that the ship 71, which is not moored, has moved due to the drive of the motor 4, it is necessary to distinguish between the ship 71, which is not moored, moving due to the drive of the motor 4, and the ship 71, which is moored, moving due to wind or waves, etc. The speed of the ship 71 when it is not moored and is moving due to the drive of the motor 4 is faster than the speed of the ship 71 when it is moored and is moving due to wind or waves, etc. In this embodiment, the reference speed is set, for example, to the speed at which a moored ship moves due to wind or waves, etc. As a result, when the speed of the vessel 71 exceeds the above-mentioned reference speed, it is determined that the vessel 71 has moved, making it possible to distinguish between the movement of the unmoored vessel 71 due to the drive of the motor 4 and the movement of the moored vessel 71 due to wind or waves, etc. Therefore, it is possible to recognize with high accuracy that the movement of the unmoored vessel 71 due to the drive of the motor 4 has occurred.

[0057] Furthermore, in the ship propulsion system 1 of this embodiment, the battery diagnostic device 51, even if the distance between the current position of the ship 71 and the position of the ship 71 at the start of the battery diagnostic process does not exceed a predetermined reference distance, determines that the ship 71 has moved if the speed of the ship 71 exceeds a predetermined reference speed, and stops discharging from the battery 22 to the motor 4. This further improves the accuracy of recognizing that the ship 71, which is not moored, has moved due to the drive of the motor 4.

[0058] Furthermore, the battery diagnostic device 51 in the ship propulsion system 1 of this embodiment notifies the operator of any movement of the ship 71 during the battery diagnostic process. This allows the operator to quickly recognize that the ship 71 is no longer moored. Therefore, the operator can quickly take measures to ensure the safety of the ship 71.

[0059] Furthermore, the battery diagnostic device 51 in this embodiment notifies the operator of the movement of the vessel 71 during the battery diagnostic process by generating a sound from the sound generator 39 and displaying on the gauge 40's display 41 that the vessel 71 has moved. This allows the operator and others on board the vessel 71 to be aware of the vessel 71's movement. The battery diagnostic device 51 also notifies the operator of the movement of the vessel 71 during the battery diagnostic process by sending a notification to a portable terminal 61 held by the operator or others. This allows the operator and others who have disembarked from the vessel 71 and are located away from it to be aware of the vessel 71's movement. [Examples]

[0060] Figure 6 shows the configuration of a battery diagnostic device 81 for a ship propulsion system according to a second embodiment of the present invention. Figure 7 shows the processing flow in the battery diagnostic device 81.

[0061] As shown in Figure 6, the battery diagnostic device 81 in the second embodiment of the present invention has a configuration in which a ship movement control unit 82 is added to the battery diagnostic device 51 in the first embodiment of the present invention. Except for this point, the configuration of the ship propulsion system 1 and the battery diagnostic device 81 in the second embodiment are the same as the configuration of the ship propulsion system 1 and the battery diagnostic device 51 in the first embodiment.

[0062] As shown in step S11 in Figure 7, the ship movement control unit 82 controls the motor 4 after the discharge from the battery 22 to the motor 4 for diagnosing the battery 22 has stopped, moving the ship 71 to the position at the start of the battery diagnostic process (initial position), and then holding it in that position. Specifically, in step S11, the ship movement control unit 82 transmits a command signal to the ship steering control unit 32 to move the ship 71 to the position at the start of the battery diagnostic process and then hold it in that position, as well as information indicating the initial position. These command signals, etc., are transmitted from the battery diagnostic device 51 (the propulsion control device 6, which functions as the battery diagnostic device 51) to the ship steering control unit 32 via CAN communication. Upon receiving these command signals, etc., the ship steering control unit 32 switches the operating mode of the electric propulsion 2 to the autopilot mode. Subsequently, the ship steering control unit 32 sends these command signals, etc., to the autopilot device 37 (see Figure 1). Upon receiving the command signal, the autopilot system 37 controls the motor 4 of the electric propulsion system 2 and the steering actuator 38 to move the ship 71 to the position at the start of the battery diagnostic process (initial position) and then maintain that position.

[0063] According to the ship propulsion system or battery diagnostic device 81 of the second embodiment of the present invention having such a configuration, if, during the diagnosis of the battery 22, the ropes securing the ship 71 to a pier or the like come undone and the ship 71 moves, the ship 71 can be quickly returned to the position at the start of the battery diagnostic process and held there. Therefore, it is possible to prevent the ship 71 from directly contacting a pier or the like, or from being swept out to sea, during the diagnosis of the battery 22. Furthermore, according to this embodiment, not only can the ship 71, which has moved due to the drive of the motor 4 by the discharge from the battery 22 to the motor 4, be returned to the position at the start of the battery diagnostic process, but it is also possible to prevent the ship 71, which is not moored, from moving away from the position at the start of the battery diagnostic process due to wind or waves, etc. Therefore, the safety of the battery 22 diagnosis can be further enhanced.

[0064] In each of the above embodiments, the battery diagnostic device 51(81) determines that the vessel 71 has moved if the speed of the vessel 71 exceeds a predetermined reference speed, even if the distance between the current position of the vessel 71 and the position of the vessel 71 at the start of the battery diagnostic process does not exceed a predetermined reference distance. However, the present invention is not limited thereto. Whether or not the vessel 71 has moved may be determined solely by whether or not the distance between the current position of the vessel 71 and the position of the vessel 71 at the start of the battery diagnostic process exceeds a predetermined reference distance, or whether or not the vessel 71 has moved may be determined solely by whether or not the speed of the vessel 71 exceeds a predetermined reference speed. Alternatively, the vessel 71 may be determined to have moved if the distance between the current position of the vessel 71 and the position of the vessel 71 at the start of the battery diagnostic process exceeds a predetermined reference distance AND the speed of the vessel 71 exceeds a predetermined reference speed.

[0065] Furthermore, the battery diagnostic device 51 of the first embodiment determines that the vessel 71 has moved when its speed exceeds a predetermined reference speed (see step S6 in Figure 5). However, the present invention is not limited thereto. As shown in step S21 in Figure 8, the invention may also determine that the vessel 71 has moved when its acceleration exceeds a predetermined reference acceleration. In that case, the acceleration sensor 36 detects the acceleration of the vessel 71. Such modifications can also be made to the battery diagnostic device 81 of the second embodiment.

[0066] Furthermore, in the ship propulsion system 1 of the first embodiment described above, the battery diagnostic device 51 is provided on the electric propulsion unit 2. However, the present invention is not limited to this. As shown in the ship propulsion system 91 in Figure 9, the battery diagnostic device 51 may be provided on the battery unit 92. Specifically, the battery unit 92 includes, for example, a battery control unit 93 that includes a battery protection circuit to prevent overcharging and over-discharging of the battery 22. The battery control unit 93 is connected to the ship steering control unit 32 and the propulsion unit control unit 6 via a communication line 97, and can communicate with each other via CAN. The battery diagnostic device 51 may be provided on the battery control unit 93. Such modifications can also be made to the ship propulsion system of the second embodiment described above.

[0067] Furthermore, the battery diagnostic method used in the battery diagnostic process in the battery diagnostic device of the present invention is not limited to the method described in the above embodiments. Other battery diagnostic methods that diagnose the degree of battery degradation by discharging from the battery to the motor may also be used in the battery diagnostic process in the battery diagnostic device of the present invention. Moreover, the battery diagnostic process in the battery diagnostic device of the present invention is not limited to a process that diagnoses the degree of battery degradation, but may also be a process that diagnoses other characteristics of the battery by discharging from the battery to the motor.

[0068] Furthermore, in the above embodiments of the ship propulsion system 1, examples were given in which a GNSS receiver 35 used to determine the movement of the ship 71, and a voice generator 39, gauge 40, and wireless communication circuit 44 used to notify that the ship 71 has moved are provided on the ship 71, but the present invention is not limited to this. For example, an electric propulsion system equipped with a tiller bar handle may be used, and a GNSS receiver, buzzer, gauge, and wireless communication circuit may be provided on the tiller bar handle.

[0069] Furthermore, in the ship propulsion system 1 of the first embodiment described above, the autopilot 37 does not need to be provided, and if an electric propulsion system equipped with a tiller bar handle is used, the steering actuator 38 can be removed.

[0070] Furthermore, the satellite positioning system used in the ship propulsion system 1 or battery diagnostic device 51(81) of the present invention is not limited to GNSS, but may also be GPS (Global Positioning System), for example. Also, the means used by the notification unit 55 of the battery diagnostic device 51(81) to notify the movement of the ship are not limited to a buzzer and display, but may also be a speaker, siren or other sound generator, or a lamp or other indicator. In addition, the recipient to whom the notification unit 55 notifies the movement of the ship using the wireless communication circuit 44 is not limited to a mobile terminal 61, but may also be another device with communication capabilities, such as a personal computer.

[0071] Furthermore, the electric propulsion system in the ship propulsion system of the present invention is not limited to an electric outboard motor, but may also be an electric inboard or outboard motor, or any other electric ship propulsion system other than an electric outboard motor.

[0072] Furthermore, the present invention may be modified as appropriate, provided that it does not contradict the gist or idea of ​​the invention as can be read from the claims and the specification as a whole, and battery diagnostic devices for electric propulsion systems and ship propulsion systems with such modifications are also included in the technical concept of the present invention. [Explanation of Symbols]

[0073] 1.91 Ship propulsion systems 2 Electric propulsion machine 3 propellers 4 motors 21, 92 Battery device 22 Batteries 51, 81 Battery diagnostic device (battery diagnostic device for electric propulsion systems) 52 Battery diagnostic processing unit 53 Movement judgment section 54 Discharge Control Unit 55 Hochi Department 71 Ship 82 Ship Movement Control Unit

Claims

1. A battery diagnostic device for electric propulsion systems that diagnoses the battery that supplies power to the motor for driving the propeller of the electric propulsion system, A battery diagnostic processing unit performs a battery diagnostic process by discharging from the battery to the motor while the vessel to which the electric propulsion system is attached is moored, and diagnoses the battery. A movement determination unit that determines whether or not the aforementioned vessel has moved, A battery diagnostic device for an electric propulsion system, characterized by comprising: a discharge control unit that stops the discharge from the battery to the motor for diagnosing the battery when the movement determination unit determines that the vessel has moved during the battery diagnostic process; and a discharge control unit that stops the discharge from the battery to the motor for diagnosing the battery.

2. Battery diagnostic device for electric propulsion system according to claim 1, further comprising a ship movement control unit that controls the motor and moves the ship to the position at the start of the battery diagnostic process and then holds it in a fixed position after the discharge control unit has stopped the discharge from the battery to the motor for diagnosing the battery.

3. The battery diagnostic device for an electric propulsion system according to claim 1, characterized in that the movement determination unit determines that the vessel has moved when the distance between the current position of the vessel and the position of the vessel at the start of the battery diagnostic process exceeds a predetermined distance.

4. The battery diagnostic device for an electric propulsion system according to claim 1, characterized in that the movement determination unit determines that the vessel has moved when the speed of the vessel exceeds a predetermined speed.

5. The battery diagnostic device for an electric propulsion system according to claim 1, characterized in that the movement determination unit determines that the vessel has moved when the acceleration of the vessel exceeds a predetermined acceleration.

6. The battery diagnostic device for an electric propulsion system according to claim 1, further comprising a notification unit for notifying the movement of the vessel during the battery diagnostic process.

7. A ship propulsion system for propelling a ship, An electric propulsion system attached to the aforementioned vessel, having a motor for propeller drive, A battery that supplies power to the motor, The system includes a battery diagnostic device for electric propulsion systems that diagnoses the aforementioned battery, The aforementioned battery diagnostic device for electric propulsion systems is A battery diagnostic processing unit performs a battery diagnostic process that discharges from the battery to the motor while the vessel is moored and diagnoses the battery, A movement determination unit that determines whether or not the aforementioned vessel has moved, A ship propulsion system characterized by comprising a discharge control unit that stops the discharge from the battery to the motor for diagnosing the battery when the movement determination unit determines that the ship has moved during the battery diagnostic process.

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