Control systems and ships

Abstract

The present invention provides a control system and a vessel that can easily switch between navigation modes. [Solution] The control system 100 is a control system 100 for controlling the ship 1, and the ship 1 has three navigation modes: an engine-driven mode in which it is propelled only by the propeller 12, an engine-sail mode in which it is propelled by the propeller 12 and the wind-powered propulsion unit 10, and a sail mode in which it is propelled only by the wind-powered propulsion unit 10. The control system 100 automatically switches between the engine-driven mode, the engine-sail mode, and the sail mode. Therefore, regardless of the skill of the crew, the control system 100 can automatically switch the navigation mode at the appropriate timing and operation. As a result, the navigation mode can be easily switched.

Description

Technical Field

[0001] The present invention relates to a control system and a ship.

Background Art

[0002] In recent years, ships that generate thrust using renewable energy such as wind power have been known in order to reduce greenhouse gases such as CO2. For example, the ship described in Patent Document 1 includes a wind propulsion unit that propels the hull by wind power on the hull in addition to a propeller-based propulsion device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, a ship as described above may have a mechanical running mode in which it is propelled only by a propulsion device, a mechanical sail running mode in which it is propelled by a propulsion device and sails, and a sail running mode in which it is propelled by sails. However, in order to switch the navigation mode, it is necessary to change the operation modes of various devices, and there is a problem that it is difficult for the crew to perform the operation for switching the navigation mode.

[0005] The present invention has been made to solve such problems, and an object thereof is to provide a control system and a ship capable of easily switching a navigation mode.

Means for Solving the Problems

[0006] The control system according to the present invention is a control system for controlling a ship, and has three navigation modes for the ship: an engine-driven mode in which the ship is propelled only by a propeller, an engine-sail mode in which the ship is propelled by a propeller and a sail, and a sail mode in which the ship is propelled by a sail, and automatically switches between the engine-driven mode, the engine-sail mode, and the sail mode.

[0007] The control system according to the present invention is a control system for controlling a ship, and the ship has three navigation modes: an engine-driven mode where the ship is propelled only by the propellers, an engine-sail mode where the ship is propelled by both the propellers and sails, and a sail mode where the ship is propelled only by sails. The control system automatically switches between the engine-driven mode, the engine-sail mode, and the sail mode. Therefore, regardless of the skill of the crew, the control system can automatically switch the navigation mode at the appropriate timing and operation. As a result, the navigation mode can be easily switched.

[0008] The control system may automatically switch between engine-driven mode, engine-sailed mode, and sailing mode based on wind conditions (e.g., wind speed, wind direction, wind force, etc.). This allows the control system to automatically switch to the appropriate mode according to the wind conditions.

[0009] The control system may have two sailing modes: a first sailing mode that does not use fossil fuels as the driving energy, and a second sailing mode that uses fossil fuels as the driving energy. In this case, the control system can switch between the first sailing mode, which is for environmental protection, and the second sailing mode, which is easier to navigate, depending on the situation. Specifically, since the second sailing mode is a sailing mode that uses fossil fuels, it is possible to sail using wind power and also to power the engine. Therefore, it is possible to arrive at the destination faster than in the first sailing mode. In the first sailing mode, propulsion is carried out by renewable energy such as electricity regenerated by the propeller, so carbon dioxide emissions are lower because fossil fuels are not used. By having both a first and a second sailing mode, it is possible to switch between sailing modes depending on the situation, even in modes with low carbon dioxide emissions.

[0010] The control system may have the following switching modes for switching between navigation modes: an automatic mode for automatically switching between navigation modes, a manual mode for manually switching between navigation modes, an external input mode for switching between navigation modes in conjunction with an external system, and an emergency mode for forcibly switching to a manual motor-driven mode. This allows the control system to navigate in accordance with the requirements of the crew and to enable navigation with improved safety.

[0011] In sailing mode, the automatic lights may be switched on and off. In this case, since controlling the direction of travel is more difficult in sailing mode compared to engine-driven mode, the automatic lights can be used to indicate that the boat is in sailing mode.

[0012] The control system may restrict the sailing mode under certain conditions. In this case, since controlling the direction of travel is more difficult in sailing mode than in motor mode, safety can be enhanced by avoiding sailing mode under conditions where it is better to navigate in motor mode or motor-sailing mode to ensure safety.

[0013] The vessel according to the present invention is equipped with the control system described above.

[0014] According to the ship, similar functions and effects can be obtained to those of the control system described above. [Effects of the Invention]

[0015] The present invention provides a control system and a vessel that can easily switch between navigation modes. [Brief explanation of the drawing]

[0016] [Figure 1] This is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention. [Figure 2] (a) is a diagram illustrating the principle of a rotor sail, and (b) is a plan view of a ship. [Figure 3] This is a schematic side view of the stern structure of a ship. [Figure 4]It is a conceptual diagram showing a mechanism related to the energy exchange of the hull in a ship control system. [Figure 5] It is a block diagram showing the system configuration of the control system. [Figure 6] It is a model diagram showing the operating conditions of the ship. [Figure 7] It is a model diagram showing the operating conditions of the ship. [Figure 8] It is a model diagram showing the operating conditions of the ship. [Figure 9] It is a model diagram showing the operating conditions of the ship. [Figure 10] It is a model diagram showing the operating conditions of the ship. [Figure 11] It is a model diagram showing the operating conditions of the ship. [Figure 12] It is a model diagram showing the operating conditions of the ship. [Figure 13] It is a model diagram showing the operating conditions of the ship. [Figure 14] It is a model diagram showing the operating conditions of the ship. [Figure 15] It is a model diagram showing the operating conditions of the ship. [Figure 16] It is a model diagram showing the operating conditions of the ship. [Figure 17] It is a model diagram showing the operating conditions of the ship. [Figure 18] It is a table showing the relationship between wind conditions and navigation modes. [Figure 19] It is a table showing the eligibility of each navigation mode according to wind direction and wind speed. [Figure 20] It is a table showing the relationship between the navigation mode and the operating conditions of each device 63. [Figure 21] As an example of the switching pattern of the navigation mode, it is a conceptual diagram showing the content of the first switching pattern. [Figure 22] As an example of the switching pattern of the navigation mode, it is a conceptual diagram showing the content of the second switching pattern. [Figure 23] Regarding the required mode, it is a graph showing an example of the output sharing between the propeller of the thruster and the rotor sail of the wind propulsion unit. [Figure 24] This figure shows an example of a display screen for a device used as an operating touch panel. [Figure 25] This figure shows an example of a display screen for a device used as an operating touch panel. [Figure 26] This diagram shows the state defined by the automatic signage system. [Figure 27] This is a process diagram showing the details of switching navigation modes. [Figure 28] This is a process diagram showing the details of switching navigation modes. [Figure 29] This is a process diagram showing the details of switching navigation modes. [Figure 30] This is a process diagram showing the details of switching navigation modes. [Figure 31] This is a process diagram showing the details of switching navigation modes. [Figure 32] This is a process diagram showing the details of switching navigation modes. [Modes for carrying out the invention]

[0017] Preferred embodiments of the present invention will be described below with reference to the drawings. In the following description, the terms "forward" and "backward" correspond to the bow-stern direction of the hull, the term "lateral" corresponds to the left-right (width) direction of the hull, and the terms "up" and "down" correspond to the vertical direction of the hull.

[0018] Figure 1 is a schematic cross-sectional view showing an example of a vessel according to an embodiment of the present invention. Vessel 1 is a vessel that transports petroleum-based liquid cargo such as crude oil or liquid gas, and is, for example, an oil tanker. However, the vessel is not limited to an oil tanker, and may be a bulk carrier, a car carrier, or any other type of vessel.

[0019] As shown in Figure 1, the vessel 1 comprises a hull 11, a propeller 12, and a plurality of wind propulsion units 10. The hull 11 has a bow 2, a stern 3, an engine room 4, a pump room 5, and a cargo room 6. An upper deck 19 is provided on top of (or inside) the hull 11. The bow 2 is located on the forward side of the hull 11. The stern 3 is located on the rear side of the hull 11.

[0020] The bow section 2 has a shape designed to reduce wave resistance, for example, when the ship is fully loaded and under draft. The propeller 12 mechanically generates thrust for the hull 11, and a propeller is used, for example. The propeller 12 is installed below the waterline (water surface of the sea W) at the stern section 3 when propelled. Also installed below the waterline at the stern section 3 is an azimuth propeller 15, which also functions as a rudder for adjusting the direction of propulsion. In the example shown in Figure 1, the ship 1 is equipped with multiple propellers 12A, 12B. The multiple propellers 12A, 12B are arranged to face each other in the longitudinal direction.

[0021] The engine room 4 is located adjacent to the bow of the stern section 3. The engine room 4 is a compartment for housing the main engine 16 that provides driving force to the propeller 12 (forward propeller 12A). On the upper deck 19, above the engine room 4, are the living quarters 22 and the exhaust chimney 23. The pump room 5 is located adjacent to the bow of the engine room 4. The pump room 5 is a compartment where pumps 17 and other equipment are located. The cargo room 6 is located between the bow section 2 and the pump room 5. The cargo room 6 is a compartment for storing petroleum-based cargo. The cargo room 6 employs a double-hull structure of outer plating 20 and inner bottom plate 21, and is divided into multiple cargo oil tanks 26 and multiple ballast tanks 27. The cargo oil tanks 26 are used to store petroleum-based cargo transported by the ship 1. The ballast tanks 27 are used to store ballast water in amounts appropriate to the size of the ship.

[0022] The wind propulsion unit 10 is a mechanism that propels the hull 11 using wind power. In this embodiment, a Magnus rotor type wind propulsion mechanism is used as the wind propulsion unit 10. Multiple wind propulsion units 10 (four in this case) are provided on the upper deck 19 of the hull 11, arranged in the front-to-back direction. As shown in Figure 2(a), the wind propulsion unit 10 comprises a cylindrical rotor sail 31 extending in the vertical direction and an electric motor 32 that rotates the rotor sail 31. When wind WD blows onto the rotor sail 31 from the side, the direction of rotation of the rotor sail 31 and the direction of wind WD are opposite at the rear, while the direction of rotation of the rotor sail 31 and the direction of wind WD coincide at the front. This creates a pressure difference between the front and rear of the rotor sail 31, generating a forward thrust PF (Magnus effect). As shown in Figure 2(b), when wind WD blows from the side of the hull 11, the thrust PF of each wind-powered propulsion unit 10 causes the hull 11 to move forward. As shown in Figure 1, the rotor sail 31, which is a wind-powered propulsion unit 10, may be installed on the wall of the cargo bay 6. This allows the rotor sail 31, which is a heavy structure, to be supported by being installed on the wall of the cargo bay 6, thereby acting as a reinforcing member to support the rotor sail 31.

[0023] Referring to Figure 3, the structure of the stern of the vessel 1 will be described in detail. Figure 3 is a schematic side view of the structure of the stern of the vessel 1. The multiple propellers 12 of the vessel 1 are composed of counter-rotating propellers 35. The forward propeller 12A has a forward propeller 33 attached to the hull 11 and driven by the main engine 16. The propeller 12A is connected to the main engine 16 in the engine room 4 via a shaft 34 that extends forward from its front end. An electric motor 36 is provided at an intermediate position on the shaft 34 to recover electricity from the rotational force of the shaft. A clutch 16a is provided on the shaft 34 between the main engine 16 and the electric motor 36. The rear propeller 12B has a rear propeller 37 that is rotatably mounted outside the hull 11, positioned opposite the forward propeller 33, and driven by an electric motor 38. The rear propeller 37 is attached to an azimuth propeller 15 that also functions as a rudder. As the rear thruster 12B, an azimuth thruster is employed, in which a rear propeller 37 is attached to a pod that can rotate 360° horizontally. The counter-rotating propeller 35 has the front propeller 33 and rear propeller 37 rotating in opposite directions. The energy of the rotational flow from the front propeller 33 is recovered by the rear propeller 37 and rectified into an axial flow, eliminating energy loss due to rotational flow and leaving only an axial flow at the rear, thereby improving energy efficiency. A diesel generator 39 is provided in the engine room 4. The generator 39 comprises an electric motor 39a and an engine 39b. For example, a battery 40 is provided in the stern section 3.

[0024] Figure 4 is a conceptual diagram showing the mechanism involved in the energy exchange of the hull 11 within the control system 100 of the ship 1. The control system 100 controls the wind propulsion unit 10 and the propellers 12A and 12B according to the wind conditions obtained. The control system 100 may also use the propellers 12 for regeneration when the hull 11 is moving due to the wind propulsion unit 10. As shown in Figure 4, the control system 100 includes the aforementioned wind propulsion unit 10 (rotor sail 31, electric motor 32), the forward propeller 12A (main engine 16, electric motor 36, forward propeller 33, shaft 34), the rear propeller 12B (electric motor 38, rear propeller 37), a generator 39, and a battery 40. The control system 100 also has a management system 50 that manages the energy of each of the above-mentioned devices. The management system 50 is a system that handles the exchange and distribution of electric current within the control system 100.

[0025] Referring to Figure 5, the system configuration of the control system 100 will be described in more detail. Figure 5 is a block diagram showing the system configuration of the control system 100. As shown in Figure 5, the ship 1 includes a control unit 60. The control unit 60 is configured, for example, by a computer system. The computer system physically includes, for example, a processor (arithmetic circuit), memory, a communication interface, and a data storage unit. The memory includes, for example, ROM (Read Only Memory) and RAM (Random Access Memory). The data storage unit includes, for example, an HDD (Hard Disk Drive) or SSD (Solid State Drive). The control unit CU may be configured, for example, by a microcontroller or an integrated circuit.

[0026] The control unit 60 performs various calculations, for example, by executing a program stored in memory on the CPU. Through this process, the control unit 60 includes the functional elements shown in Figure 5. Specifically, the control unit 60 includes the aforementioned management system 50, information acquisition unit 51, navigation mode setting unit 52, calculation unit 53, switching mode setting unit 54, constraint unit 55, and storage unit 56. The control unit 60 detects detection information from the sensor 61. The sensor 61 detects various types of information, including environmental information. For example, the sensor 61 detects at least the wind direction and wind speed of the wind WD (see Figure 2(b)). The sensor 61 also detects sea conditions. In addition, the sensor 61 detects position information, heading, rotational speed of the forward propeller 33 and aft propeller 37, rudder angle of the azimuth thruster 15, rotational speed of the rotor sail 31, hull inclination, turning angular velocity, etc. The control unit 60 acquires input signals from the input unit 62. The input unit 62 is a device for the user to input various types of information. Signals for interaction with external systems may also be input to the input unit 62. The input unit 62 may include a mouse, keyboard, touch panel, etc. Furthermore, the input unit 62 may have buttons or switches operated by the crew.

[0027] The control unit 60 outputs signals to the equipment 63 and receives signals from the equipment 63. The management system 50 of the control unit 60 controls the exchange of power between the equipment 63. The equipment 63 includes the wind propulsion unit 10, the propeller 12, the generator 39, and the battery 40. The control unit 60 outputs signals containing display content to the display device 64. The display device 64 is a monitor. The display device 64 may be installed in the cabin of the ship 1, or it may be a monitor on a crew member's portable terminal. If a touch panel is used as the display device 64, the input unit 62 is incorporated into the display device 64. The installation location of the display device 64 is not particularly limited; it may be placed in the cabin, or a display device 64 that displays the navigation mode may be placed on the bridge or elsewhere so that the crew member can recognize the current navigation mode. The automatic lights 65 are lights that turn on automatically. The Automatic Identification System (AIS) 66 switches the AIS display according to the navigation mode.

[0028] The information acquisition unit 51 of the control unit 60 acquires various information for controlling the ship 1. The information acquisition unit 51 acquires detection information detected by the sensor 61. The information acquisition unit 51 may also acquire information obtained through communication means other than the sensor 61. The navigation mode setting unit 52 sets the navigation mode of the ship 1. The navigation mode will be described later. The calculation unit 53 calculates various information. Based on the set navigation mode, the calculation unit 53 calculates the control content for controlling the operation of the equipment 63. The calculation unit 53 also calculates various information indicating the operating status of the ship 1 and the status of each piece of equipment 63. The switching mode setting unit 54 sets the switching mode for switching the navigation mode. Details of the switching mode will be described later. The constraint unit 55 constraints the sailing mode under predetermined conditions. The storage unit 56 stores various information necessary for controlling the control system 100. The storage unit 56 is the part that stores the operating content of each piece of equipment 63 in each navigation mode.

[0029] Here, the navigation modes will be described. The control system 100 has at least three navigation modes for the ship 1: an engine-driven mode propelled only by the propeller 12, an engine-sail mode propelled by the propeller 12 and the wind-powered propulsion unit 10, and a sail mode propelled only by the wind-powered propulsion unit 10. The control system 100 also has a sail mode, which includes a first sail mode that does not use fossil fuels as driving energy and a second sail mode that uses fossil fuels as driving energy. The control system 100 also has a engine-sail mode, which includes a first engine-sail mode that does not use fossil fuels as driving energy and a second engine-sail mode that uses fossil fuels as driving energy. The control system 100 also has an engine-driven mode, which includes a first engine-driven mode that does not use fossil fuels as driving energy and a second engine-driven mode that uses fossil fuels as driving energy. The navigation mode setting unit 52 can automatically switch and set these motor-driven mode, motor-sailing mode, and sailing mode. Furthermore, the navigation mode setting unit 52 can automatically set the sailing mode to either the first sailing mode or the second sailing mode, the motor-sailing mode to either the first motor-sailing mode or the second motor-sailing mode, and the motor-driven mode to either the first motor-driven mode or the second motor-driven mode. Not using fossil fuels as the driving energy is referred to as "zero emission." In the following explanation, the state of the first sailing mode, the first motor-sailing mode, or the first motor-driven mode may be referred to as "zero emi," an abbreviation of "zero emission." Unless otherwise noted, navigation modes not described as "zero-emission" are considered to be modes that use fossil fuels as the driving energy source, such as the second sailing mode, the second motor-sailing mode, and the second motor-driven mode.

[0030] Figures 6 to 17 are model diagrams showing the operation of the equipment 63 in each navigation mode, according to the contents of the equipment 63 of the ship 1. The navigation mode setting unit 52 can be set to any of the modes shown in Figures 6 to 17, according to the contents of the equipment 63 that the ship 1 has. In Figures 6 to 17, lines where power is supplied are shown with solid arrows, and lines where power is not exchanged are shown with dashed lines. Figures 6 to 10 show the operation of ship 1 having two propellers 12A and 12B. Figures 11 to 13 show the operation of ship 1 having only the front propeller 12A. Figures 14 to 17 show the operation of ship 1 having only the rear propeller 12B.

[0031] Figures 6 and 7 show the operation of the vessel 1, which has propellers 12A and 12B, when the engine-driven mode is set as the navigation mode. In engine-driven mode, the control system 100 controls the operation of propeller 12B and the deactivation of the wind propulsion unit 10. In "engine-driven 1" shown in Figure 6(a), the control system 100 deactivates propeller 12A, operates the generator 39, and supplies the power generated by the generator 39 to the management system 50. The management system 50 supplies the power from the generator 39 to propeller 12B. In "engine-driven 2" shown in Figure 6(b), the control system 100 deactivates the generator 39, operates propeller 12A, and supplies the power generated by the motor 36 of propeller 12A to the management system 50. The management system 50 supplies the power from the motor 36 to propeller 12B. In "Engine-driven 2 charging" shown in Figure 7(a), the control system 100 stops the generator 39 and operates the thruster 12A, and the power generated by the motor 36 of the thruster 12A is supplied to the management system 50. The management system 50 supplies power from the motor 36 to the thruster 12B, and supplies power to the battery 40 for charging. In "Zero-emission engine-driven 1" shown in Figure 7(b), the control system 100 stops the generator 39 and the thruster 12A, and discharges the battery 40. The power discharged from the battery 40 is supplied to the management system 50. The management system 50 supplies power from the battery 40 to the thruster 12B.

[0032] Figures 8 and 9 show the operation of a vessel 1 having propellers 12A and 12B when the engine-sailing mode is set as the navigation mode. In engine-sailing mode, the control system 100 controls the operation of propeller 12B and the wind propulsion unit 10. In "engine-sailing 1" shown in Figure 8(a), the control system 100 stops propeller 12A, operates the generator 39, and supplies the power generated by the generator 39 to the management system 50. The management system 50 supplies the power from the generator 39 to propeller 12B and the wind propulsion unit 10. In "engine-sailing 2" shown in Figure 8(b), the control system 100 stops the generator 39, operates propeller 12A, and supplies the power generated by the motor 36 of propeller 12A to the management system 50. The management system 50 supplies the power from the motor 36 to propeller 12B and the wind propulsion unit 10. In the "Zero-Emission Motorized Sailing 1" shown in Figure 9, the control system 100 stops the generator 39, stops the thruster 12A, and discharges the battery 40. The power discharged from the battery 40 is supplied to the management system 50. The management system 50 supplies power from the battery 40 to the thruster 12B and the wind power propulsion unit 10.

[0033] Figure 10 shows the operation of the vessel 1, which has propellers 12A and 12B, when sailing mode is set as the navigation mode. In sailing mode, the control system 100 controls the propeller 12B to stop (or regenerate) and operate the wind propulsion unit 10. In "Sailing" as shown in Figure 10, the control system 100 stops the propellers 12A and 12B, operates the generator 39, and supplies the power generated by the generator 39 to the management system 50. The management system 50 supplies the power from the generator 39 to the wind propulsion unit 10. In "Zero-Emission Sailing (Charging and Discharging)" as shown in Figure 10(b), the control system 100 stops the generator 39, stops the propeller 12A, and regenerates power by making the rear propeller 37 of the propeller 12B rotate like a turbine. The regenerated power generated by the propeller 12B is supplied to the management system 50. The management system 50 supplies power from the thruster 12B to the wind power propulsion unit 10. The battery 40 may supply power to the wind power propulsion unit 10 via the management system 50, or it may charge power from the thruster 12B.

[0034] Figure 11 shows the operation of the vessel 1, which has a propeller 12A, when the engine-driven mode is set as the navigation mode. In engine-driven mode, the control system 100 controls the operation of the propeller 12A and the deactivation of the wind propulsion unit 10. In "engine-driven 2" shown in Figure 11(a), the control system 100 deactivates the generator 39 and operates the propeller 12A, and the power generated by the motor 36 of the propeller 12A is supplied to the management system 50. In "engine-driven 2 charging" shown in Figure 11(b), the control system 100 deactivates the generator 39 and operates the propeller 12A, and the power generated by the motor 36 of the propeller 12A is supplied to the management system 50. The management system 50 supplies power from the motor 36 to the propeller 12B and to the battery 40 for charging.

[0035] Figure 12 shows the operation of the vessel 1, which has a propeller 12A, when the motor-sailing mode is set as the navigation mode. In motor-sailing mode, the control system 100 controls the propeller 12A to operate and the wind propulsion unit 10 to operate. In "motor-sailing 2" shown in Figure 12, the control system 100 stops the generator 39, operates the propeller 12A, and the power generated by the motor 36 of the propeller 12A is supplied to the management system 50.

[0036] Figure 13 shows the operation of a vessel 1 with a propeller 12A when sailing mode is set as the navigation mode. In sailing mode, the control system 100 controls the operation of the wind propulsion unit 10. In "Sailing" as shown in Figure 13, the control system 100 stops the propeller 12A, operates the generator 39, and supplies the power generated by the generator 39 to the management system 50. The management system 50 supplies the power from the generator 39 to the wind propulsion unit 10. In "Zero-Emission Sailing (Charging / Discharging)" as shown in Figure 13, the control system 100 stops the generator 39 and allows the propeller 12A to idle. The regenerative power generated by the propeller 12A is supplied to the management system 50. The management system 50 supplies the power from the propeller 12A to the wind propulsion unit 10. The battery 40 may supply power to the wind propulsion unit 10 via the management system 50, or it may charge power from the propeller 12A.

[0037] Figures 14 and 15 show the operation of the vessel 1 with a propeller 12B when the engine-driven mode is set as the navigation mode. In engine-driven mode, the control system 100 controls the operation of the propeller 12B and the deactivation of the wind propulsion unit 10. In "Engine-driven 1" shown in Figure 14(a), the control system 100 operates the generator 39 and the propeller 12B, and the power generated by the generator 39 is supplied to the management system 50. In "Engine-driven 1 Charging" shown in Figure 14(b), the control system 100 operates the generator 39, and the power generated by the generator 39 is supplied to the management system 50. The management system 50 supplies power from the generator 39 to the propeller 12B and to the battery 40 for charging. In "Zero-emission Engine-driven 1" shown in Figure 15, the control system 100 deactivates the generator 39 and discharges the battery 40. The power discharged from the battery 40 is supplied to the management system 50. The management system 50 supplies power from the battery 40 to the thruster 12B.

[0038] Figure 16 shows the operation of the vessel 1, which has a propeller 12B, when the engine-sailing mode is set as the navigation mode. In engine-sailing mode, the control system 100 controls the operation of the propeller 12B and the wind propulsion unit 10. In "engine-sailing 1" shown in Figure 16, the control system 100 operates the generator 39, and the power generated by the generator 39 is supplied to the management system 50. The management system 50 supplies power from the generator 39 to the propeller 12B and the wind propulsion unit 10. In "zero-emission engine-sailing 1" shown in Figure 16(b), the control system 100 stops the generator 39 and discharges the battery 40. The power discharged from the battery 40 is supplied to the management system 50. The management system 50 supplies power from the battery 40 to the propeller 12B and the wind propulsion unit 10.

[0039] Figure 17 shows the operation of a vessel 1 with a propeller 12B when sailing mode is set as the navigation mode. In sailing mode, the control system 100 controls the propeller 12B to stop (or regenerate) and operate the wind propulsion unit 10. In "Sailing" shown in Figure 17(a), the control system 100 stops the propeller 12B, operates the generator 39, and supplies the power generated by the generator 39 to the management system 50. The management system 50 supplies the power from the generator 39 to the wind propulsion unit 10. In "Zero-Emission Sailing (Charging and Discharging)" shown in Figure 17(b), the control system 100 stops the generator 39 and regenerates power by allowing the rear propeller 37 of the propeller 12B to rotate freely. The regenerated power generated by the propeller 12B is supplied to the management system 50. The management system 50 supplies the power from the propeller 12B to the wind propulsion unit 10. The battery 40 may supply power to the wind propulsion unit 10 via the management system 50, or it may charge power from the thruster 12B.

[0040] Figure 18 is a table showing the relationship between wind conditions and navigation modes. A favorable wind indicates a wind direction and speed that allows the wind propulsion unit 10 to secure thrust in the direction of the target course. An unsuitable wind indicates a wind that is unsuitable for sailing or motor sailing in the direction of the target course. In the table, navigation modes marked with a black circle for each wind condition are usable. Navigation modes marked with a white circle for each wind condition are usable depending on the situation. The navigation mode setting unit 52 sets the navigation mode after considering the wind conditions as shown in Figure 18. Figure 19 is a table showing the suitability of each navigation mode by wind direction and speed. The navigation mode setting unit 52 automatically determines which situation applies by comparing the acquired wind direction and speed with the data shown in Figure 19 and sets the navigation mode. The memory unit 56 may store the information shown in Figures 18 and 19.

[0041] Figure 20 is a table showing the relationship between the sailing mode and the operating status of each device 63. "Zero-emission sailing 1" is a sailing mode in which charging is performed in zero-emission sailing as shown in Figure 10(b). "Zero-emission sailing 2" is a sailing mode in which the battery 40 is stopped from zero-emission sailing as shown in Figure 10(b). "Zero-emission sailing 3" is a sailing mode in which discharge is performed in zero-emission sailing as shown in Figure 10(b). "Power supply to the sail" in "Zero-emission sailing 3" means that the battery 40 discharges and supplies power to the wind propulsion unit 10. "Power supply to the sail and propeller" in "Zero-emission motor sailing" means that the battery 40 discharges and supplies power to the wind propulsion unit 10 and the propeller 12B. "Zero-emission motor sailing" is a motor sailing mode corresponding to "Zero-emission motor sailing 1" shown in Figure 9. "Sailing" is the sailing mode corresponding to "Sailing" shown in Figure 10(a). "Motor-Sailing 1" is the motor-sailing mode corresponding to "Motor-Sailing 1" in Figure 8(a). "Motor-Sailing 2" is the motor-sailing mode corresponding to "Motor-Sailing 2" in Figure 8(b). However, in "Motor-Sailing 2", the generator 39 may be running or stopped. "Motor-Running" is a motor-running mode in which the main engine 16 and generator 39 are operated by combining Figures 6(a) and (b). Note that the battery 40 may or may not be charged, as shown in Figure 7(a). The memory unit 56 may store the information shown in Figure 20.

[0042] This section describes an example of the settings and mode switching options for the navigation mode by the control system 100. However, the operation of the control system 100 is not limited to the following examples and can be modified as appropriate. Based on the information shown in Figures 19 and 20, the control system 100 can select modes such as "Stop," "Motorized," "Motored and Sailed," "Sailing," "Zero-Emission Motored and Sailed," and "Zero-Emission Sailed." The navigation mode setting unit 52 selects and sets the appropriate mode from these modes according to the situation. The "Zero-Emission Motored and Sailed" and "Zero-Emission Sailed" modes can be switched automatically or manually by the crew when the conditions for their use become available.

[0043] Figure 21 is a conceptual diagram showing the contents of the first switching pattern as an example of a navigation mode switching pattern. As shown in Figure 21, the control system 100 switches the navigation mode between "zero-emission sailing" and "sailing". The control system 100 sets thresholds for wind speed, etc., and automatically switches between "zero-emission sailing" and "sailing" when the wind speed reaches the threshold. The control system 100 switches the navigation mode between "sailing" and "motor sailing". The control system 100 switches from "sailing" to "motor sailing" when the main engine 16 is started at the discretion of the crew. The control system 100 switches from "motor sailing" to "sailing" when the "sailing" button is pressed at the discretion of the crew. The control system 100 switches the navigation mode between "motor sailing" and "motor sailing". The control system 100 switches between "motor sailing" and "motor sailing" when the crew decides to switch between starting and stopping the wind propulsion unit 10.

[0044] Figure 22 is a conceptual diagram showing the contents of the second switching pattern as an example of a navigation mode switching pattern. As shown in Figure 22, the control system 100 switches modes between "stopped" and "motorized". The control system 100 switches navigation modes between "motorized" and "motorized sailing". When switching between "motorized" and "motorized sailing", the control system 100 controls the start / stop and rotation speed of the rotor sail 31 of the wind propulsion unit 10, and controls the rotation speed and propeller pitch of the propeller 12. When switching to motorized sailing, the control system 100 adjusts the thrust sharing ratio between the wind propulsion unit 10 and the propeller 12 according to the required ship speed. The control system 100 switches navigation modes between "motorized sailing" and "sailing". When switching between "motorized sailing" and "sailing", the control system 100 switches between stopping (feathering) and driving the propeller of the propeller 12. The control system 100 switches the sailing mode between "motorized sailing" and "zero-emission motorized sailing." When switching between "motorized sailing" and "zero-emission motorized sailing," the control system 100 switches between using regenerative power or the battery 40 as the drive source and using the main engine 16 or the generator 39. The control system 100 switches the sailing mode between "motorized sailing" and "zero-emission sailing." When switching between "motorized sailing" and "zero-emission sailing," the control system 100 switches the propeller of the thruster 12 between idle and driven. The control system 100 switches the sailing mode between "sailing" and "zero-emission sailing." When switching between "sailing" and "zero-emission sailing," the control system 100 switches the propeller of the thruster 12 between idle and stopped (feathering). Furthermore, the control system 100 can be switched automatically or manually when the conditions for using the "zero-emission option" navigation mode are met.

[0045] Next, the switching modes for the control system 100 to switch between navigation modes will be described. The control system 100 has an automatic mode for automatically switching between the navigation modes, a manual mode for manually switching between the navigation modes, an external input mode for switching between navigation modes in conjunction with an external system, and an emergency mode for forcibly switching to manual motor-driven mode. In automatic mode, the control system 100 automatically switches between navigation modes based on settings such as priority for specified ship speed and priority for fuel consumption. The control system 100 automatically switches to zero-emission sailing when wind conditions allow for zero-emission navigation. The control system 100 automatically charges the battery 40 at the appropriate time. The automatic mode has the advantage that even with little knowledge of sailing ships, it can be operated in the same way as a normal motor-driven ship. The automatic mode has the disadvantage that, since everything is left to the machine, intervention in emergencies becomes difficult. The manual mode is a mode in which the crew can arbitrarily select each navigation mode. The manual mode has the advantage that the crew can switch to a specific navigation mode at any time they like. In manual mode, a disadvantage is that selecting a sailing mode is difficult without knowledge and experience of sailing ship operation. External input mode is a mode that automatically switches the sailing mode in conjunction with, for example, weather routing or sail control systems. Other functions of external input mode are the same as those of automatic mode. Emergency mode is a mode that forcibly switches to manual or motor-driven operation regardless of the sailing status. For example, emergency mode may be used as an operation in emergencies such as avoiding danger or partial equipment failure. Emergency mode has the advantage of avoiding human error with a quick and reliable switching operation. Manual mode, automatic mode, and external input mode may be selected by the crew. The switching mode setting unit 54 sets the switching mode in the selected mode. The switching mode setting unit 54 automatically switches to emergency mode when an emergency occurs.

[0046] Next, referring to Figure 23, an example of power sharing between the propeller of the thruster 12 and the rotor sail 31 of the wind propulsion unit 10 will be described for the request mode. The request mode is a mode in which the system operates according to the requests of the crew. The output of the propeller of the thruster 12 is controlled by adjusting the rotational speed and pitch angle, and the output of the rotor sail 31 is controlled by adjusting the rotational speed. Figure 23(a) shows an example of power sharing in the request mode prioritizing ship speed. Here, the control system 100 is set to engine-driven mode and the thruster 12 is set to an output corresponding to the specified ship speed to achieve the specified ship speed. Figure 23(b) shows an example of power sharing in the request mode where the thruster output is kept constant. Here, the control system 100 is set to engine-driven mode and the thruster 12 is set to 100% output to maintain a constant propeller rotational speed. Figure 23(c) shows an example of power sharing in the request mode prioritizing minimum fuel consumption. Here, the control system 100 sets the motor-sailing mode, sets the rotor sail 31 to maximum output, and adjusts the ship speed with the propeller of the thruster 12. Figure 23(d) shows an example of power distribution when maximum ship speed is specified in the request mode prioritizing ship speed. Here, the control system 100 sets the motor-sailing mode, sets the propeller of the thruster 12 to maximum output to secure the required ship speed, and provides support with the rotor sail 31 at maximum output. Figure 23(e) shows an example of power distribution in the request mode prioritizing minimum fuel consumption. Here, the control system 100 sets the sailing mode, sets the propeller of the thruster 12 to regenerative mode, and operates the rotor sail 31 at maximum output. At this time, the control system 100 frequently uses zero-emission sailing and zero-emission motor-sailing depending on the wind conditions.

[0047] Next, with reference to Figures 24 and 25, an example of the display screen of the display device 64 used as an operation touch panel will be described. As shown in Figures 24 and 25, the display device 64 has at least a switching mode switch area 110, a navigation mode switching switch area 101, a zero-emission switch area 102, and a setting area 103.

[0048] The mode switching area 110 has switches for switching between manual mode (MAN), automatic mode (AUTO), and emergency mode (EMARGENCY). When the emergency mode switch is pressed, the zero-emission operation is turned off, the navigation mode becomes motor-driven mode, and the mode switching switch is forced to the manual mode setting. The navigation mode switching area 101 has switches for manually switching to each navigation mode when in manual mode (MAN). Lamp 101a lights up when in automatic mode, and lamp 101b lights up when in manual mode. Each switch in the navigation mode switching area 101 can be pressed when set to manual mode, but cannot be pressed when set to automatic mode. In the navigation mode switching area 101, the switch for the set navigation mode may be lit. Here, the "Sailing" switch is lit. Also, the switch corresponding to the navigation mode being transitioned to may blink. Furthermore, when switching from "motorized" to "sailing" or from "sailing" to "motorized," a message such as "Switching to motorized / sailing" may be displayed to indicate that the sailing mode is off. The zero-emission switch area 102 has a switch for automatically switching to zero-emission mode (Zero-Emission AUTO) and a switch for manual switching (Zero-Emission MAN), and the switch corresponding to the current mode lights up. In manual mode, you can press the switch to turn zero-emission mode ON (Zero-Emission ON) and the switch to turn it OFF (Zero-Emission OFF). However, in automatic mode, these ON / OFF switches cannot be pressed. Note that operation of the zero-emission switch area 102 is not affected by the state of the switching mode switch area 110.

[0049] The setting area 103 contains fields for various settings. The setting area 103 allows you to set external inputs and the request mode described in Figure 23. The field 103a allows you to input the value for the request mode. You can select Ship Speed ​​Priority Mode (SHIP SPD), Constant Output Mode (RPM), and Fuel Economy Priority Mode (FOC) as the request mode. Normally, Ship Speed ​​Priority Mode is the highest priority. Pressing the "reset" switch cancels the request mode and returns to Ship Speed ​​Priority Mode. Pressing any of the request mode switches will illuminate the selected switch or display it on the panel. In the case of a touch panel, a pop-up 105 will appear, allowing numerical input (see Figure 25). The input value is displayed in the setting value display field 103b. The setting value display field 103b displays not only the setting value but also the unit. For example, Ship Speed ​​is shown as "kt", Rotation Speed ​​as "RPM", and Fuel Economy as "t / d". The setting value may be entered to one decimal place. Only one request mode can be set at a time; multiple request modes cannot be set simultaneously. To change the request mode, simply press "reset" once. Message field 103c displays various messages, such as a message indicating that the system is switching to motor-sailing mode, and messages guiding you to enter the required values.

[0050] In addition to the functions described above, the control system 100 may have the following additional functions. The control system 100 may have a function to switch the automatic lights 65 while in sailing mode. Specifically, when the control system 100 is set to sailing mode, it may automatically turn on / off the automatic lights 65 as needed in accordance with prescribed rules (for example, Article 25 of the International Regulations for Preventing Collisions at Sea). For switching the automatic lights, it may automatically turn off (power off) unnecessary lights from the lights used during normal motoring and automatically turn on (power on) necessary lights. The control system 100 may have a function to restrict the sailing mode under prescribed conditions. For example, the control system 100 may have a restriction function so that the vessel 1 can only switch to sailing mode when it is a certain distance from the shore. The control system 100 may also restrict sailing mode in congested waters. By setting such restrictions, accidents such as grounding and collisions by sailing vessels can be prevented. The control system 100 may acquire the position information of the vessel 1 using GPS or the like, determine the distance from the shore, and impose constraints. The control system 100 may notify with an alarm if another vessel approaches within a certain range while in sailing mode. For example, the control system 100 may broadcast a message recommending communication via short-range communication (VHF). The control system 100 may have a function to automatically change the display on the Automatic Identification System (AIS) to "SAILING" to indicate that it is in sailing mode while in sailing mode. The control system 100 may have a function to detect floating objects (icebergs, buoys, driftwood, etc.) and may issue a warning if detected. The control system 100 may have an automatic switching function in emergencies. For example, the control system 100 may have a function to set the vessel to engine-driven mode or engine-sailing mode regardless of the navigation mode when a General Alarm is used.

[0051] Regarding the Automatic Identification System (AIS), the control system 100 may, as described above, automatically switch the AIS in accordance with the automatic switching of the navigation mode. For the Automatic Marking Device, states such as those shown in Figure 26 are defined. Figure 26 is based, for example, on "Eiichi Kobayashi, Journal of the Japan Society of Navigation, NAVIGATION 2004, Vol. 160, pp. 73-83". In contrast, for example, the system may automatically switch to "UNDER WAY USING ENGINE" when in engine-driven mode or engine-sailing mode, and to "UNDER WAY SAILING" when in sailing mode.

[0052] Next, an example of the process when the control system 100 switches navigation modes will be described. Switching from engine-driven mode to engine-sailing mode will be described. When switching from "engine-driven" to "engine-sailing 1" in Figure 20, the control system 100 starts the rotor sail 31, stops the main engine 16, and feathers the forward propeller 33 of the forward thruster 12A. Also, once the mode transition from "engine-driven" to "engine-sailing 1" is complete, the control system 100 makes it possible to select whether or not to use "zero-emission engine-sailing" as an option in "engine-sailing 1". As shown in the process diagram in Figure 27, when the "engine-driven" mode is selected for "engine-sailing 1" (process S1), the control system 100 starts the rotor sail 31 and gradually increases the rotation speed according to the current ship speed and relative wind speed (process S2). The control system 100 gradually decelerates the main engine 16 and stops it (process S3). After the main engine 16 is stopped, the control system 100 feathers the front propeller 33 (step S4) and completes the transition to "motor sailing 1" (step S5). At this time, the ship speed decreases, so the control system 100 adjusts the rotation speed of the rear propeller 37 and the rotor sail 31 to maintain the ship speed when "motor sailing 1" is selected. The control system 100 determines whether the zero-emission option is available based on the relative wind direction and relative wind speed, and if it is available, makes it selectable (step S6). If the zero-emission option is not selected, it is not used.

[0053] When switching from "motorized" to "motorized sailing 2" in Figure 20, the control system 100 activates the rotor sail 31 to transition to "motorized sailing 2". Furthermore, once the mode transition from "motorized" to "motorized sailing 2" is complete, the control system 100 makes it possible to select whether or not to use "zero-emission motorized sailing" as an option in "motorized sailing 2". As shown in the process diagram in Figure 28, when the "motorized sailing 2" mode is selected while in "motorized" mode (process S11), the control system 100 activates the rotor sail 31 and gradually increases the rotation speed according to the current ship speed and relative wind speed (process S12). With this, the control system 100 completes the transition to "motorized sailing 2" (process S15). The control system 100 adjusts the rotation speed of the rotor sail 31 to maintain the ship speed when "motorized sailing 2" is selected. The control system 100 determines whether the zero-emission option is available based on the relative wind direction and relative wind speed, and if available, makes it selectable (step S16). If the zero-emission option is not selected, it is not used.

[0054] Next, we will explain the switching from motor-driven mode to sailing mode. When switching from "motor-driven" to "sailing" as shown in Figure 20, the control system 100 switches to sailing mode via the motor-sailing mode ("motor-sailing 1" or "motor-sailing 2"). At this time, since the motor-sailing mode is only a transit point for the system, there is no zero-emission option. Once the mode transition from "motor-driven" to "sailing" is complete, the control system 100 makes it possible to select whether to use "zero-emission sailing 1" when there is sufficient regeneration, "zero-emission sailing 2" when there is insufficient regeneration, or "zero-emission sailing 3" when there is a temporary shortage of regeneration as an option in "sailing". Note that the operation of which of the zero-emission sailing 1 to 3 options is used may be fully controlled.

[0055] When switching from "motorized" to "sailing" via "motorized sailing 1" in Figure 20, the control system 100 first performs a mode transition from "motorized" to "motorized sailing 1". Once "motorized sailing 1" is stable, the control system 100 transitions from "motorized sailing 1" to "sailing". Furthermore, once the mode transition from "motorized sailing 1" to "sailing" is complete, the control system 100 makes it possible to select whether or not to use "zero-emission sailing" as an option in "sailing". When switching from "motorized" to "sailing" via "motorized sailing 2" in Figure 20, the control system 100 first performs a mode transition from "motorized" to "motorized sailing 2". Once "motorized sailing 2" is stable, the control system 100 transitions from "motorized sailing 2" to "sailing". Furthermore, once the control system 100 has completed the mode transition from "motor sailing 2" to "sailing," it will be possible to select whether or not to use "zero-emission sailing" as an option in "sailing."

[0056] Next, the switching from motor-sailing mode to motor-only mode will be explained. When switching from "Motor-sailing 1" or "Motor-sailing 2" to "Motor-only" in Figure 20, the control system 100 first deactivates the zero-emission option if it is selected during motor-sailing. When this mode is selected, the control system 100 starts the main engine 16. Once the operation of the main engine 16 is stable, the control system 100 gradually reduces the rotation of the rotor sail 31 and stops it, transitioning to the general motor-only mode.

[0057] Next, the switching from motor-sailing mode to sailing mode will be explained. When switching from "Motor-Sailing 1" or "Motor-Sailing 2" in Figure 20 to "Sailing," the control system 100 first deactivates the zero-emission option if it is selected during motor-sailing. When this mode is selected, the control system 100 puts the main engine 16 into standby mode. In the case of "Motor-Sailing 2," after putting the main engine 16 into standby mode, the front propeller 33 is feathered. The control system 100 adjusts the rotation speed of the rotor sail 31 according to the wind conditions, so that the ship can navigate stably with just the rotor sail 31. After the feathering of the front propeller 33 is completed, the control system 100 stops the rear propeller 37 and switches the circuit to regeneration to transition to "Sailing." Furthermore, once the control system 100 has completed the mode transition from "motorized sailing" to "sailing," it will be possible to select whether or not to use "zero-emission sailing" as an option in "sailing."

[0058] Referring to Figure 29, the process of transitioning from "motorized" to "sailing" will be explained. As shown in the process diagram in Figure 29, when the "sailing" mode is selected while in "motorized" mode (process S31), the control system 100 performs the transition process to "motorized sailing 1" (process 100, see Figure 27) or the transition process to "motorized sailing 2" (process 101, see Figure 28). Next, the control system 100 adjusts the rotation speed of the rotor sail 31 based on the relative wind direction and relative wind speed (process S32). Based on the current ship speed, the control system 100 changes the pitch angle of the rear propeller 37 to a pitch angle that allows for the regeneration of the drive power of the rotor sail 31 (process S33). As a result, the control system 100 switches the rear propeller 37 from propulsion to power regeneration (process S34). With this, the control system 100 completes the transition to "sailing" (process S35). The control system 100 adjusts the rotation speed of the rotor sail 31 and the pitch angle of the rear propeller 37 according to the wind conditions. The control system 100 determines whether the zero-emission option is available based on the relative wind direction and relative wind speed, and if available, makes it selectable (step S36). If the zero-emission option is not selected, it is not used. Of the steps shown in Figure 29, the transition process shown in step S102 corresponds to the step when transitioning from "motor sailing" to "sailing".

[0059] Next, the switching from sailing mode to motor-sailing mode will be explained. When switching from "Sailing" to "Motor-Sailing 1" or "Motor-Sailing 2" in Figure 20, the control system 100 first deactivates the zero-emission option if it was selected during sailing. When the relevant mode is selected, the control system 100 starts the main engine 16. After putting the main engine 16 into standby mode, the control system 100 changes the pitch angle of the front propeller 33 to match the engine output in the case of "Motor-Sailing 2". The control system 100 reduces the rotation speed of the rotor sail 31 according to the wind conditions. The control system 100 starts the rear propeller 37 and transitions to "Motor-Sailing". Furthermore, once the mode transition from "Sailing" to "Motor-Sailing" is complete, the control system 100 makes it possible to select whether or not to use "Zero-Emission Sailing" as an option in "Motor-Sailing".

[0060] Next, we will explain the switching from sailing mode to motor-driven mode. When switching from "sailing" to "motor-driven" in Figure 20, the control system 100 passes through the motor-sailing mode ("motor-sailing 1" or "motor-sailing 2") on the system's end. In this case, since the motor-sailing mode is only passed through on the system's end, there is no zero-emission option. If the zero-emission option is used while sailing, the zero-emission option is deactivated once.

[0061] Referring to Figure 30, the process for transitioning from "Sailing" to "Motorized Sailing 1" will be explained. As shown in the process diagram in Figure 30, when the "Motorized Sailing 1" mode is selected while in "Sailing" mode (Step S41), the control system 100 forcibly deactivates the zero-emission option for mode switching (Step 47). Next, the control system 100 adjusts the rotation speed of the rotor sail 31 based on the relative wind direction and relative wind speed (Step S42). The control system 100 switches the rear propeller 37 from regeneration to propulsion (Step S43). The control system 100 changes the pitch angle of the rear propeller 37 and starts using it for propulsion (Step S44). With this, the control system 100 completes the transition to "Motorized Sailing 1" (Step S45). The control system 100 determines whether the zero-emission option is available based on the relative wind direction and relative wind speed, and if available, makes it selectable (Step S46). If the zero-emission option is not selected, it will not be used.

[0062] Referring to Figure 31, the process for transitioning from "Sailing" to "Motorized Sailing 2" will be explained. As shown in the process diagram in Figure 31, when the "Motorized Sailing 2" mode is selected while in "Sailing" mode (process S51), the control system 100 forcibly cancels the zero-emission option for mode switching (process S57). Next, the control system 100 adjusts the rotation speed of the rotor sail 31 based on the relative wind direction and relative wind speed (process S52). The control system 100 switches the rear propeller 37 from regeneration to propulsion (process S53). The control system 100 starts the main engine 16, releases feathering of the front propeller 33, changes the pitch angle of the front propeller 33 in accordance with the acceleration, changes the pitch angle of the rear propeller 37 to the angle for propulsion, and changes the rotation speed of the rear propeller 37 in accordance with the acceleration of the main engine 16 (process S54). As a result, the control system 100 completes the transition to "motor sailing 2" (step S55). The control system 100 determines whether the zero-emission option is available based on the relative wind direction and relative wind speed, and if available, makes it selectable (step S56). If the zero-emission option is not selected, it is not used.

[0063] When switching from "Sailing" to "Motorized" via "Motorized Sailing 1" in Figure 20, the control system 100 first cancels the zero-emission option if it was applied during sailing. The control system 100 performs the mode transition from "Sailing" to "Motorized Sailing 1". The control system 100 then transitions the mode from "Motorized Sailing 1" to "Motorized". When switching from "Sailing" to "Motorized" via "Motorized Sailing 2" in Figure 20, the control system 100 first cancels the zero-emission option if it was applied during sailing. The control system 100 performs the mode transition from "Sailing" to "Motorized Sailing 2". The control system 100 then transitions the mode from "Motorized Sailing 2" to "Motorized".

[0064] Referring to Figure 32, the process for transitioning from "sailing" to "motorized" will be explained. As shown in the process diagram in Figure 32, when the "motorized" mode is selected while in "sailing" mode (step S61), the control system 100 forcibly cancels the zero-emission option for mode switching (step S67). Next, the control system 100 performs the transition process to "motorized sailing 1" (step 103, see Figure 30). The control system 100 starts the main engine 16, releases the feathering of the front propeller 33, changes the pitch angle of the front propeller 33 in accordance with the increase in speed, and stops the rotor sail 31 when the main engine 16 reaches maximum output (step S63). Next, the control system 100 changes the rotation speed of the rear propeller 37 in accordance with the rotation speed of the main engine 16 (step S64). With this, the control system 100 completes the transition to "motorized" (step S65).

[0065] Next, the operation and effects of the control system 100 and the ship 1 according to this embodiment will be described.

[0066] First, let's discuss the challenges in ships. In ships equipped with wind propulsion and capable of sailing with the propeller completely stopped, there are sailing mode, motor-sailing mode, and motor-only mode, and switching between these modes is necessary. In sailing mode, once the ship's speed decreases, it takes time to recover, making it inefficient, so precise maneuvering is required. Maintaining ship speed is especially important in zero-emission sailing mode, which involves power regeneration, in order to secure sufficient power. Ship speed may decrease due to wind fluctuations or turning motion in zero-emission sailing mode, in which case it is necessary to temporarily start the propeller (switch to motor-sailing mode) to avoid the decrease in speed or to recover the speed. There is a problem in that it is difficult for crew members to perform this navigation mode switching operation manually at the appropriate timing. In addition, emergency and reliable mode switching operations were also required when maneuvering to avoid danger in sailing mode. Switching between sailing modes requires the coordinated operation of a wide range of devices, including the wind propulsion system, main engine (sometimes a motor), propeller (with rotation speed and pitch angle control), fuel pump, and power management system, making operation difficult. Few sailors are proficient in sailing, and they are expected to be able to operate sailing vessels without needing special attention.

[0067] Furthermore, sailing vessels are required to adjust their route and speed based on a comprehensive assessment of weather and sea conditions, sea conditions, the vessel's location, fuel consumption, schedule, and ETA (Estimated Time of Arrival), or based on factors that are given priority. They must also pay attention to the movements and relative positions of other vessels to avoid collisions. Depending on the sea area, nautical charts may also be considered to prevent maritime accidents such as grounding. In short, the goal is to navigate safely to the destination.

[0068] Furthermore, there are challenges related to the ship's operator (crew). Specifically, developing excellent sailing skills and judgment requires not only knowledge but also extensive experience. The safety of operation can sometimes depend on the operator's skills. In this regard, there is a problem in that the number of motor-sailed vessels is still small, and there are few people with experience operating or sailing motor-sailed vessels. Moreover, considering fully sailing vessels, the number of people with experience operating or sailing sailing vessels is extremely small. For example, the required skills and levels differ between small sailing vessels like yachts and medium-to-large sailing merchant ships. On the other hand, the ultimate responsibility for sailing rests with the people involved. Therefore, a system is needed that allows sailors with insufficient knowledge and experience of sailing vessels and sailing to safely operate sailing ships.

[0069] For a ship's operator, there are many things to consider depending on weather and sea conditions, the sea area, the crew's skills, the ship's condition, etc. For example, they might consider things like: "It's dangerous in rough weather, so I'll use the motor," "Full sailing is psychologically scary, so I'll use both motor and sail," "The weather and sea conditions are good, and there are no other ships, so I'll sail," "There's plenty of time in the schedule, so I'll sail," "Managing the charging of the sailing batteries is troublesome," "Save fuel by using both motor and sail," "Zero-emission sailing for the environment," "I want to make it to port on time, so I'll use the motor," "There are many shallows in this area, so I'll use the motor," "Zero-emission sailing to save fuel," "I'm approaching a turning point, so should I use the motor or both motor and sail?", or "I'm worried about whether I can operate a sailing ship." In this regard, it is required that the navigation mode be automatically switched as needed based on data analyzed on board, signals from outside the ship, and signals from the weather routing system, so that the operator can steer without having to think about the sails. It is also required that the operator be able to manually switch the navigation mode depending on the situation.

[0070] To solve the above-mentioned problems, the control system 100 according to this embodiment is a control system 100 for controlling a ship 1, and has three navigation modes for the ship 1: an engine-driven mode in which the ship is propelled only by the propeller 12, an engine-sail mode in which the ship is propelled by the propeller 12 and the wind-powered propulsion unit 10, and a sail mode in which the ship is propelled by the wind-powered propulsion unit 10. The control system 100 automatically switches between the engine-driven mode, the engine-sail mode, and the sail mode. Therefore, regardless of the skill of the crew, the control system 100 can automatically switch the navigation mode at an appropriate timing and operation. As a result, the navigation mode can be easily switched.

[0071] The control system 100 may automatically switch between engine-driven mode, engine-sailed mode, and sailing mode based on wind conditions (e.g., wind speed, wind direction, wind force, etc.). This allows the control system 100 to automatically switch to the appropriate mode according to the wind conditions.

[0072] The control system 100 may have two sailing modes: a zero-emission mode (first sailing mode) that does not use fossil fuels as driving energy, and a non-zero-emission mode (second sailing mode) that uses fossil fuels as driving energy. In this case, the control system 100 can switch between the zero-emission mode for environmental protection and the non-zero-emission mode for easier navigation, depending on the situation. Specifically, the non-zero-emission mode is a sailing mode that uses fossil fuels, so it can sail using wind power and also use motor sailing. Therefore, it is possible to arrive at the destination faster than in the zero-emission mode. In the zero-emission mode, propulsion is carried out by renewable energy such as electricity regenerated by the propeller, so carbon dioxide emissions are lower because fossil fuels are not used. By having both a zero-emission mode and a non-zero-emission mode among the sailing modes, it is possible to switch sailing modes according to the situation, even in modes with low carbon dioxide emissions.

[0073] The control system 100 may have, as switching modes for switching the navigation mode, an automatic mode for automatically switching the navigation mode, a manual mode for manually switching the navigation mode, an external input mode for switching the navigation mode in conjunction with an external system, and an emergency mode for forcibly switching to a manual motor-driven mode. This allows the control system 100 to navigate in accordance with the requirements of the crew and to enable navigation with improved safety.

[0074] In sailing mode, the automatic light 65 may be switched on or off. In this case, while sailing mode, where controlling the direction of travel is more difficult than in motor-driven mode, the automatic light 65 can be used to indicate that sailing mode is in progress.

[0075] The control system 100 may restrict the sailing mode under predetermined conditions. In this case, since controlling the direction of travel is more difficult in sailing mode than in motor mode, safety can be enhanced by avoiding sailing mode under conditions where it is better to navigate in motor mode or motor-sailing mode to ensure safety.

[0076] The vessel 1 according to this embodiment is equipped with the control system 100 described above.

[0077] According to ship 1, similar functions and effects can be obtained as with the control system 100 described above.

[0078] As described above, the control system 100 according to this embodiment can perform switching operations of the wind propulsion unit 10, main engine 16 (may be a motor), propeller, management system 50, etc., in one go, according to the navigation mode. Furthermore, the control system 100 can detect insufficient ship speed during full sailing and automatically switch the navigation mode. In addition, the control system 100 can continuously adjust the thrust ratio of the wind propulsion unit 10 and the propeller to achieve a specified ship speed. Moreover, the control system 100 can switch the navigation mode in emergencies with simple operation and more reliably than manual operation. By enabling the crew to navigate without being aware of the switching of navigation modes, the burden on the crew and the risk of errors can be reduced.

[0079] According to the control system 100 of this embodiment, the navigation mode is not only determined by thresholds such as wind speed, but the output of the wind propulsion unit 10 and the propeller can also be freely controlled according to performance requirements such as constant specified speed and fuel efficiency priority (as described above, the required modes). The control system 100 has a function to automatically switch the navigation mode based on conditions such as specified speed and optimal fuel efficiency, but if the crew wishes to switch at their own discretion, they can issue a command from the bridge using a single device. The control system 100 can also switch automatically by linking with the steering control system and weather routing system installed on the vessel. Furthermore, the control system 100 can also handle mode switching during emergency maneuvers. Switching the navigation mode can be done by operating a series of devices necessary for controlling the propeller rotation speed, propeller pitch angle, and rotor sail rotation speed. In vessels capable of power regeneration, it is possible to switch to zero-emission mode (driven by regenerative power and battery power) depending on wind conditions, etc. Furthermore, the system can issue a command to charge the battery 40 as needed. The control system 100 can accommodate tandem hybrid contra-rotating propellers, conventional propellers, and azimuth thrusters. The control system 100 also includes a navigation mode display function so that the crew can be aware of the current navigation mode.

[0080] Furthermore, by using the control system 100 according to this embodiment, the frequent operation mode switching is automated, reducing the burden on the crew. In addition, the reliance on the crew's personal judgment and operation for performance requirements such as constant speed and fuel efficiency is reduced, improving stability and economy. Errors in the operation of switching navigation modes are eliminated, increasing safety. Since the switching between motor and sailing is automated as needed in response to wind fluctuations, even crew members with little sailing experience can navigate like a normal motor vessel without having to think about the navigation mode. The frequent operation of switching navigation modes, which would be avoided manually, is no longer a concern, and the vessel can be operated on the optimal route.

[0081] The present invention is not limited to the embodiments described above.

[0082] The structure of the hull 11 is not limited to that shown in Figure 1 and may be modified as appropriate depending on the application. In the above embodiment, a rotor sail was given as an example of a wind-powered propulsion system, but it is not particularly limited as long as it uses wind power, and rigid sails, cloth sails, suction sails, etc. may be used. [Explanation of Symbols]

[0083] 1...ship, 11...hull, 10...wind propulsion unit, 12...propeller, 65...automatic lighting, 100...control system.

Claims

1. A control system for controlling a ship, As the navigation mode of the aforementioned vessel, In the machine-propelled mode, which is propelled only by thrusters, The motor-sail mode propelled by the aforementioned propulsion system and wind-powered propulsion unit, It has a sailing mode propelled by the wind power propulsion unit, A control system that automatically switches between the aforementioned motor-driven mode, the motor-sailing mode, and the sailing mode.

2. The control system according to claim 1, which automatically switches between the engine-driven mode, the engine-sailing mode, and the sailing mode based on wind conditions.

3. The control system according to claim 1, comprising, as the sailing mode, a first sailing mode in which fossil fuels are not used as driving energy, and a second sailing mode in which fossil fuels are used as driving energy.

4. As a switching mode for switching between the aforementioned navigation modes, Automatic mode that automatically switches the aforementioned navigation mode, A manual mode in which the aforementioned navigation mode is switched manually, An external input mode that switches the aforementioned navigation mode in conjunction with an external system, The control system according to claim 1, further comprising an emergency mode that forcibly switches to a manual motor mode.

5. The control system according to claim 1, wherein the automatic lights are switched on in the sailing mode.

6. The control system according to claim 1, which restricts the sailing mode under predetermined conditions.

7. A ship comprising the control system described in any one of claims 1 to 6.

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