Ship control systems, and ships

Abstract

The system suppresses changes in the ship's maneuvering characteristics when either the first or second ship propulsion system satisfies the output limiting condition. [Solution] The ship control system comprises a first ship propulsion engine, a second ship propulsion engine, an operating device that outputs an operation signal corresponding to an operation to move the ship, and a controller. If neither the first ship propulsion engine nor the second ship propulsion engine satisfies the output limiting condition, the controller performs a first output control on each of the first and second ship propulsion engines based on the operation signal, controlling the output to be below a first upper limit. If either the first or second ship propulsion engine satisfies the output limiting condition, the controller performs a second output control on each of the first and second ship propulsion engines based on the operation signal, controlling the output to be below a second upper limit, which is lower than the first upper limit.

Description

Technical Field

[0001] The technology disclosed in this specification relates to a ship control system and a ship.

Background Art

[0002] Ships equipped with a plurality of ship propulsion engines are known (see, for example, Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] In conventional ships, for example, the control when one ship propulsion engine satisfies the output limit condition has not been sufficiently studied, and there is room for improvement.

[0005] This specification discloses a technology capable of solving the above-described problems.

Means for Solving the Problems

[0006] The technology disclosed in this specification can be realized, for example, in the following forms.

[0007] (1) The ship control system disclosed herein is a ship control system for controlling a ship having a hull, comprising: a first ship propulsion engine; a second ship propulsion engine; an operating device that outputs an operation signal corresponding to an operation to move the ship; and a controller, wherein the controller performs a first output control on each of the first and second ship propulsion engines, based on the operation signal, to control the output to a first upper limit or less if neither the first nor the second ship propulsion engine satisfies an output limiting condition, and performs a second output control on each of the first and second ship propulsion engines, based on the operation signal, to control the output to a second upper limit or less, which is lower than the first upper limit, if either the first or the second ship propulsion engine satisfies the output limiting condition.

[0008] (2) In the above ship control system, the controller may include a first controller that performs the first output control on the first ship propulsion unit if the first ship propulsion unit does not satisfy the output limiting condition, and performs the second output control on the first ship propulsion unit if the first ship propulsion unit satisfies the output limiting condition. In this configuration, output control is performed on the first ship propulsion unit by individual controllers.

[0009] (3) In the above ship control system, the first controller may be built into the first ship propulsion engine. In this configuration, the controller built into the first ship propulsion engine autonomously performs output control.

[0010] (4) In the above ship control system, the controller may further include a second controller which performs the first output control on the second ship propulsion unit if the second ship propulsion unit does not satisfy the output limiting condition, and performs the second output control on the second ship propulsion unit if the second ship propulsion unit satisfies the output limiting condition. In this configuration, output control is performed on the second ship propulsion unit by an individual controller.

[0011] (5) In the above ship control system, the second controller may be built into the second ship propulsion engine. In this configuration, the controller built into the second ship propulsion engine autonomously performs output control.

[0012] (6) In the above ship control system, the first controller may transmit an instruction to the second controller to execute the second output control when the first ship propulsion system satisfies the output limiting conditions, and the second controller may execute the second output control on the second ship propulsion system when it receives the instruction. This configuration allows the second output control on the second ship propulsion system to be executed earlier compared to a configuration in which the first controller transmits the instruction to execute the second output control to the second controller indirectly via another device.

[0013] (7) In the above ship control system, if one of the ship propulsion units, the first ship propulsion unit or the second ship propulsion unit, satisfies the output limiting condition, the second output control may be performed on the first ship propulsion unit, and then the second output control may be performed on the other ship propulsion unit. This configuration prioritizes the second output control on the ship propulsion unit that satisfies the output limiting condition, thereby suppressing the effects of malfunctions caused by satisfying the output limiting condition.

[0014] (8) In the above ship control system, the controller may be configured to notify an external party that it will perform the second output control on the other ship propulsion unit if one of the ship propulsion units satisfies the output limit condition. In this configuration, the controller notifies an external party that it will perform the second output control on the ship propulsion unit that does not satisfy the output limit condition.

[0015] (9) In the above ship control system, the controller may be configured such that when the integrated control setting is enabled on the operating device, if either the first ship propulsion unit or the second ship propulsion unit satisfies the output limit condition, the controller executes the second output control for each of the first and second ship propulsion units, and when the integrated control setting is disabled on the operating device, if either the first or second ship propulsion unit satisfies the output limit condition, the controller executes the second output control for one of the ship propulsion units and the first output control for the other ship propulsion unit. With this configuration, the activation and deactivation of integrated control can be selectively set.

[0016] (10) A ship control system disclosed herein is a ship control system for controlling a ship having a hull, comprising a first ship propulsion engine, a second ship propulsion engine, and a controller, wherein if neither the first ship propulsion engine nor the second ship propulsion engine satisfies an output limiting condition, the controller performs a first output control to control each of the first ship propulsion engine and the second ship propulsion engine at an output below a first upper limit, and if either the first ship propulsion engine or the second ship propulsion engine satisfies the output limiting condition, the controller performs a second output control to control each of the first ship propulsion engine and the second ship propulsion engine at an output below a second upper limit, which is lower than the first upper limit. This configuration suppresses changes in the ship's maneuvering characteristics when either the first ship propulsion engine or the second ship propulsion engine satisfies the output limiting condition.

[0017] Note that the technology disclosed in this specification can be implemented in various forms. For example, it can be implemented in the form of a ship control system, a ship propulsion machine equipped with a ship control system, a ship equipped with a ship propulsion machine, and the like.

Advantages of the Invention

[0018] According to the technology disclosed in this specification, when one of the first ship propulsion machine and the second ship propulsion machine satisfies the output limit condition, a change in the ship's maneuvering characteristics is suppressed.

Brief Description of the Drawings

[0019] [Figure 1] Perspective view schematically showing the configuration of the ship in the embodiment [Figure 2] Side view showing the configuration of the electric propulsion machine [Figure 3] Schematic diagram showing the configuration of the drive unit [Figure 4] Block diagram showing the configuration of the ship control system in the ship [Figure 5] Flowchart showing the flow of the output control process

Embodiments for Carrying Out the Invention

[0020] FIG. 1 is a perspective view schematically showing the configuration of a ship 10 according to the present embodiment. In FIG. 1 and other drawings described later, arrows indicating respective directions based on the position of the ship 10 may be shown. Specifically, each drawing may show arrows representing FRONT (front), REAR (rear), LEFT (left), RIGHT (right), UPPER (upper), and LOWER (lower), respectively. The front-rear direction, the left-right direction, and the up-down direction (vertical direction) are directions orthogonal to each other.

[0021] As shown in FIG. 1, the ship 10 includes a hull 200 and two electric propulsion machines 100. The electric propulsion machine 100 is an example of a ship propulsion machine. The two electric propulsion machines 100 are examples of the first ship propulsion machine and the second ship propulsion machine.

[0022] The hull 200 is the part of the vessel 10 where the operator (crew) is seated. The hull 200 comprises the main hull section 210, the cockpit 220, and the control system 230.

[0023] A living space 212 is formed in the main hull section 210. The cockpit 220 is located in the living space 212. The hull 200 further includes a partition wall 214 and a transom 216. The partition wall 214 demarcates the rear side of the living space 212. The transom 216 is located at the rear end of the hull 200. In the longitudinal direction, a space 215 exists between the transom 216 and the partition wall 214.

[0024] The control device 230 is a device for maneuvering the ship. The control device 230 is installed near the cockpit 220. The control device 230 includes a steering wheel 232, a shift / throttle lever 240, a joystick unit 250, a display device 260, and an input device 270. The control device 230 is an example of an operating device.

[0025] The steering wheel 232 is an operating device for steering the vessel 10. The shift / throttle lever 240 is an operating device for shifting gears and changing the thrust of the vessel 10. The joystick unit 250 is an operating device for steering, shifting gears, and changing the thrust of the vessel 10. The display device 260 is, for example, a liquid crystal display that displays various images related to the vessel 10 (such as operation images). The input device 270 is a button for changing the steering mode, for example. The input device 270 includes an LED (Light-emitting Diode).

[0026] Figure 2 is a side view showing the configuration of the electric propulsion system 100. The two electric propulsion systems 100 (hereinafter sometimes referred to as the right-side propulsion system 100S and the left-side propulsion system 100P) have approximately the same maximum output. The two electric propulsion systems 100 have the same configuration. The electric propulsion system 100 is a device that generates thrust to propel the ship 10. The electric propulsion system 100 is an electric propulsion system driven by an electric motor 134. The electric propulsion system 100 in this embodiment is an outboard motor. In the following, unless otherwise specified, the electric propulsion system 100 in the reference position will be described. The reference position is the position of the electric propulsion system 100 when the ship 10 is underway (the position shown in Figures 1 and 3), and is the position in which the propeller rotation axis L of the propeller 132, which will be described later, extends in the longitudinal direction. The longitudinal, lateral, and vertical directions are each determined based on the electric propulsion system 100 in the reference position.

[0027] The electric propulsion system 100 is mounted on the transom 216 located at the rear (stern) of the hull 200 (see Figure 1). The electric propulsion system 100 comprises a propulsion unit 101 and a suspension system 102.

[0028] The thruster body 101 includes a cowl 110, a middle housing 150, a lower housing 120, a duct 122, and a drive unit 130.

[0029] The cowl 110 is located on top of the electric propulsion system 100. The cowl 110 is a cover that houses various wiring and other components.

[0030] The middle housing 150 is located below the cowl 110 of the electric propulsion system 100. The middle housing 150 is a cover that houses the steering device 152, SCU 154, and various wiring, which will be described later.

[0031] The lower housing 120 is located below the middle housing 150 in the electric propulsion system 100. The lower housing 120 is a cover that houses the MCU 139 (described later), various wiring, etc. The lower housing 120 is rotatably mounted to the middle housing 150 around an axis along the vertical direction. Note that the lower housing 120 may be positioned lower than the water surface W in the reference posture (see Figure 2).

[0032] The duct 122 is located below the lower housing 120 of the electric propulsion system 100. The duct 122 is a tubular body extending in the longitudinal direction. In the reference posture, the duct 122 is positioned lower than the water surface W (see Figure 2). The drive unit 130 is located radially inside the duct 122. A stator fin 133 and a bearing 135 are provided radially inside the duct 122 (see Figure 2). The bearing 135 supports the propeller 132, described later, so that it can rotate around the propeller rotation axis L. The stator fin 133 has multiple (e.g., three) fins. The multiple fins are arranged radially around the bearing 135. The multiple fins are arranged at equal intervals around the propeller rotation axis L. The multiple fins are fixed to the duct 122. Multiple fins are positioned behind the propeller 132, protruding rearward from the duct 122 (see Figures 1 and 2).

[0033] Figure 3 is a schematic diagram showing the configuration of the drive unit 130. The drive unit 130 generates thrust to propel the ship 10. The drive unit 130 includes a propeller 132 and an electric motor 134.

[0034] The propeller 132 is a rotating body having multiple blades. The propeller 132 generates thrust by rotating. The propeller 132 is located radially inward of the duct 122. The propeller 132 is rotatable around a horizontal propeller rotation axis L. The propeller rotation axis L is parallel to the central axis of the duct 122. The propeller 132 is completely enclosed by the duct 122.

[0035] The electric motor 134 rotates the propeller 132. The electric motor 134 includes a rotor 136 and a stator 138.

[0036] The rotor 136 is a tubular body extending in the longitudinal direction. The rotor 136 is rotatably supported relative to the duct 122. The rotor 136 rotates around the propeller rotation axis L relative to the stator 138. The propeller 132 is positioned radially inward of the rotor 136. The propeller 132 is fixed to the rotor 136. The propeller 132 rotates together with the rotor 136. The rotor 136 includes a plurality of permanent magnets 140. In Figure 5, only one of the plurality of permanent magnets 140 is referenced, and the reference numerals for the other permanent magnets 140 are omitted. The plurality of permanent magnets 140 are arranged along the circumferential direction of the rotor 136.

[0037] The stator 138 is a tubular body extending in the front-rear direction. The stator 138 is located radially outward from the rotor 136. The stator 138 is located on the same axis as the rotor 136. The stator 138 is fixed to the duct 122. The stator 138 includes a plurality of coils 142. In Figure 5, only one of the coils 142 is referenced, and the reference numerals for the other coils 142 are omitted. The plurality of coils 142 are arranged along the circumferential direction of the stator 138.

[0038] When multiple coils 142 are energized, an electromagnetic force is generated that rotates the rotor 136. With this configuration, the propeller 132 generates forward thrust when the rotor 136 of the electric motor 134 rotates in the forward direction, and backward thrust when the rotor 136 of the electric motor 134 rotates in the reverse direction.

[0039] The suspension device 102 is a device that suspends the propulsion unit 101 from the hull 200. The suspension device 102 rotates the propulsion unit 101 around the tilt axis At (see Figure 2). This enables a tilt operation that rotates the propulsion unit 101 vertically relative to the hull 200.

[0040] Figure 4 is a block diagram showing the internal configuration of the ship control system 10S in the ship 10. Each component of the ship control system 10S is connected to each other in a communicative manner, for example, by CLP (Command Line Processor) communication. As shown in Figure 4, the hull 200 has a BCU 300, a pair of batteries 320S and 320P, and a pair of remote control ECUs (Electronic Control Units) 310S and 310P.

[0041] The Boat Control Unit (BCU) 300 controls the overall operation of the vessel 10 based on signals transmitted from each of its components, for example. The BCU 300 includes, for example, a CPU, a multi-core CPU, and programmable devices (such as a Field Programmable Gate Array (FPGA) and a Programmable Logic Device (PLD)).

[0042] Battery 320S supplies power to the right-side thruster 100S. Remote control ECU 310S communicates with BCU 300 and the right-side thruster 100S. Battery 320P supplies power to the left-side thruster 100P. Remote control ECU 310P communicates with BCU 300 and the left-side thruster 100P. Remote control ECU 310S and remote control ECU 310P can also communicate with each other.

[0043] Each electric propulsion system 100 includes the aforementioned electric motor 134, steering device 152, MCU 139, SCU 154, and sensor 156.

[0044] The steering device 152 is a device that controls the rudder angle of the vessel 10. The steering device 152 is housed in the middle housing 150. The steering device 152 includes, for example, an electric motor for steering (not shown) and a steering shaft (not shown) extending in the vertical direction. When the rudder angle is changed by the steering device 152, for example, the electric motor rotates the steering shaft. As the steering shaft rotates, the lower housing 120 connected to the steering shaft and the drive unit 130 connected to the lower housing 120 rotate around an axis along the vertical direction. This changes the rudder angle of the vessel 10.

[0045] The MCU (Motor Control Unit) 139 drives the electric motor 134. The MCU 139 is housed in the lower housing 120. The MCU 139 is an example of a controller, a first controller, or a second controller.

[0046] The Steering Control Unit (SCU) 154 controls the operation of the steering device 152. The SCU 154 includes, for example, a CPU, a multi-core CPU, and programmable devices (such as a Field Programmable Gate Array (FPGA) or Programmable Logic Device (PLD)). The SCU 154 is housed in a middle housing 150.

[0047] Sensor 156 outputs detection signals corresponding to various physical quantities for detecting abnormal conditions in the electric propulsion system 100. Sensor 156 includes, for example, the following sensors: (1) Temperature sensor: Located in the MCU139, it outputs a detection signal to the MCU139 according to the temperature. Based on the detection signal from the temperature sensor, the MCU139 determines that the electric thruster 100 is in an abnormal state (temperature abnormal state) if the temperature of the MCU139 exceeds the upper limit. (2) Current sensor: Each battery 320S, 320P outputs a detection signal corresponding to the value of the current flowing to the MCU 139. Based on the detection signal from the current sensor, the MCU 139 determines that the electric thruster 100 is in an abnormal state (overcurrent state) if the value of the current flowing to the MCU 139 exceeds the upper limit. (3) Voltage sensor: Outputs a detection signal corresponding to the voltage value of each battery 320S, 320P. Based on the detection signal from the voltage sensor, the MCU 139 determines that the electric propulsion system 100 is in an abnormal state (overvoltage state, undervoltage state) if the voltage value of each battery 320S, 320P exceeds the upper limit or falls below the lower limit. (4) Capacity sensor: Outputs a detection signal corresponding to the remaining capacity of each battery 320S, 320P. Based on the detection signal from the capacity sensor, the MCU 139 determines that the electric propulsion system 100 is in an abnormal state (insufficient battery capacity) if the remaining capacity of each battery 320S, 320P falls below the lower limit.

[0048] Figure 5 is a flowchart showing the flow of the output control process. For example, when an operator uses the control device 230 to instruct the ship control system 10S to start, each battery 320S, 320P supplies power to each electric propulsion unit 100. Next, for example, when an operator uses the shift / throttle lever 240 or joystick unit 250 to instruct the ship 10 to move, the MCU 139 in each electric propulsion unit 100 executes the output control process shown in Figure 5. The output control process is a process for controlling the output of the electric propulsion unit 100.

[0049] Specifically, the MCU139 performs unlimited control (S110). In unlimited control, the MCU139 controls the rotation of the electric motor 134 of the electric thruster 100 (hereinafter referred to as "the aircraft") corresponding to the MCU139, with the upper limit of the propeller 132's rotational speed per unit time (hereinafter referred to as "the unit rotational speed of the propeller 132") set to a first upper limit (for example, the unit rotational speed corresponding to the maximum output of the electric thruster 100, e.g., 970 rpm). Unlimited control is an example of first output control.

[0050] Next, the MCU139 determines whether the aircraft meets the output limit conditions (S120). For example, based on the detection signal from the sensor 156, the MCU139 determines that the aircraft meets the output limit conditions if it detects that the electric thruster 100 is in one of the above-mentioned abnormal states.

[0051] If the MCU139 determines that the aircraft meets the output limit conditions (S120: YES), it switches to output limit control for the aircraft (S130). In output limit control, the MCU139 controls the rotation of the aircraft's electric motor 134 with the upper limit of the unit rotation speed of the propeller 132 set to a second upper limit (e.g., 500 rpm) which is lower than the first upper limit. By lowering the upper limit of the unit rotation speed of the propeller 132, the degree of abnormality in the electric thruster 100 can be reduced, or the worsening of the effects of the abnormal condition can be suppressed. Output limit control is an example of the second output control.

[0052] Next, the MCU139 determines whether integrated control is set to ON or OFF (S140). Integrated control is a control that, if one of the two electric thrusters 100 meets the output limiting condition, executes output limiting control on both the one electric thruster 100 and the other electric thruster 100. The integrated control can be turned ON or OFF by, for example, by an operator using the input operation of the control device 230. The MCU139 checks whether integrated control is set to ON or OFF by querying the BCU300 via the remote control ECU310S (remote control ECU310P).

[0053] If the MCU139 determines that integrated control is enabled for its own machine (S140: YES), it sends an instruction to execute output limit control to the other electric propulsion machine 100 (hereinafter referred to as "the other machine") that does not correspond to the MCU139 (S150). Specifically, the MCU139 of the own machine sends the instruction to the MCU139 of the other machine via the remote control ECU310P and remote control ECU310S. As a result, the MCU139 of the other machine also switches to output limit control, regardless of whether the other machine meets the output limit conditions. This suppresses changes in the drivability (e.g., straight-line stability) of the ship 10 due to differences in the upper limit of the unit rotation speed of the propellers 132 between the two electric propulsion machines 100.

[0054] After sending the instruction to execute the output limit control, the MCU139 displays information on the display device 260, for example, indicating that the two electric thrusters 100 are in a state of overall limit (S160). Then, the MCU139 returns to S120.

[0055] On the other hand, if the MCU139 determines that integrated control is not enabled for its own aircraft (S140: NO), it returns to S120 without transitioning to integrated control. In other words, the aircraft performs output limit control, while other aircraft continue with unlimited control. This process is effective, for example, when maximizing the output of other aircraft.

[0056] If the MCU139 determines that its own aircraft does not meet the output limit conditions (S120: NO), it determines whether or not it has received an instruction to execute output limit control from another aircraft (S170). For example, if integrated control is set to ON for another aircraft, the other aircraft will send an instruction to execute output limit control to the own aircraft. If the MCU139 determines that it has received an instruction to execute output limit control from another aircraft (S170: YES), it will switch to output limit control (S180) and return to S120. On the other hand, if the MCU139 determines that it has not received an instruction to execute output limit control from another aircraft (S170: NO), the aircraft will not switch to output limit control, will continue with unlimited control, and return to S120.

[0057] (modified version) The technologies disclosed herein are not limited to the embodiments described above and can be modified in various forms without departing from their essence, for example, the following modifications are possible.

[0058] The configurations of the ship 10, ship control system 10S, and electric propulsion system 100 in the above embodiment are merely examples and can be modified in various ways. For example, in the above embodiment, an electric propulsion system 100, which is an outboard motor, is given as an example of a ship's propulsion system, but the ship's propulsion system may be an inboard motor, an inboard / outboard motor, a jet propulsion system, etc.

[0059] In the above embodiment, the electric propulsion system 100 has only an electric motor as a drive source, but the ship's propulsion system may be a hybrid type having an engine in addition to the electric motor. Alternatively, the ship's propulsion system may be configured to have only an engine. The drive control device is not limited to the MCU 139, but may be an ECU (Engine Control Unit) that controls the engine.

[0060] The vessel may also be configured to have three or more ship propulsion engines. In this configuration, if one of the three or more ship propulsion engines meets an output limiting condition, the controller will switch that engine and the other ship propulsion engines (for example, all other ship propulsion engines) to output limiting control.

[0061] In the above embodiment, the MCU 139 built into the electric propulsion unit 100 was used as an example of a controller (first controller, second controller), but the controller may be located in the hull 200. In the above embodiment, the output control of each electric propulsion unit 100 was performed by the MCU 139 built into each unit, but this is not limited to this configuration, and for example, one or more controllers provided in the hull 200 may perform the output control of each electric propulsion unit 100.

[0062] In the output control process shown in Figure 5, the output limit control is not limited to the unit rotation speed, but may also be a control that lowers the upper limit of the value of the drive current supplied to the electric motor 134, for example. In short, the output limit control can be any control that lowers the upper limit of the output from the drive source of the electric propulsion system 100. Furthermore, in the above embodiment, the MCU 139 performed the output control process based on the operator's operation, but it is not limited to this, and the output limit process may also be performed during the automatic operation of the ship 10. In S160, the notification operation that indicates that the integrated limit is in effect is not limited to a display operation on the display device 260, but may also be an operation of lighting up the light-emitting parts provided on the steering device 230 or each electric propulsion system 100, or an operation of sounding from the speaker.

[0063] In the above embodiment, when the MCU139 determines that its own machine meets the output limit condition (S120:YES), it prioritizes transitioning to output limit control for its own machine (S130), and then sends an instruction to execute output limit control to other machines (S150). This suppresses the increase in the impact of malfunctions caused by meeting the output limit condition on the own machine. Alternatively, when the MCU139 determines that its own machine meets the output limit condition (S120:YES), it may send an instruction to execute output limit control to other machines simultaneously with or before transitioning to output limit control for its own machine. Furthermore, in the output control process in Figure 6, the process of S140 does not need to be executed. [Explanation of symbols]

[0064] 10: Ship 10S: Ship control system 100: Electric propulsion system 134: Electric motor 139: MCU 156: Sensor 200: Hull 230: Steering system 260: Display device

Claims

1. A ship control system for controlling a vessel equipped with a hull, The first ship propulsion engine, The second ship propulsion engine, An operating device that outputs an operating signal corresponding to an operation to move the hull, Controller and Equipped with, The aforementioned controller, If neither the first ship propulsion engine nor the second ship propulsion engine satisfies the output limiting conditions, a first output control is performed on each of the first and second ship propulsion engines, based on the operation signal, to control the output to a value less than or equal to a first upper limit. A ship control system that, when either the first ship propulsion engine or the second ship propulsion engine satisfies the output limiting condition, performs a second output control on each of the first and second ship propulsion engines, based on the operation signal, to control the output to a second upper limit value that is lower than the first upper limit value.

2. A ship control system according to claim 1, The aforementioned controller, A ship control system including a first controller that performs a first output control on the first ship propulsion unit if the first ship propulsion unit does not satisfy the output limiting condition, and performs a second output control on the first ship propulsion unit if the first ship propulsion unit satisfies the output limiting condition.

3. A ship control system according to claim 2, The first controller is a ship control system built into the first ship propulsion engine.

4. A ship control system according to claim 2 or claim 3, The aforementioned controller, A ship control system further including a second controller that performs the first output control on the second ship propulsion unit if the second ship propulsion unit does not satisfy the output limiting condition, and performs the second output control on the second ship propulsion unit if the second ship propulsion unit satisfies the output limiting condition.

5. A ship control system according to claim 4, The second controller is a ship control system built into the second ship propulsion engine.

6. A ship control system according to claim 4 or claim 5, The first controller, when the first ship propulsion system satisfies the output limiting conditions, transmits an instruction to the second controller to execute the second output control. A ship control system in which the second controller, upon receiving the execution instruction, executes the second output control on the second ship propulsion machine.

7. A ship control system according to any one of claims 1 to 6, A ship control system that, when one of the ship propulsion engines, the first ship propulsion engine or the second ship propulsion engine, satisfies the output limiting condition, performs the second output control on the first ship propulsion engine, and then performs the second output control on the other ship propulsion engine.

8. A ship control system according to any one of claims 1 to 7, The controller is a ship control system that, when one of the ship propulsion engines satisfies the output limiting condition, notifies an external party of the execution of the second output control to the other ship propulsion engine.

9. A ship control system according to any one of claims 1 to 8, The aforementioned controller, When the integrated control setting is enabled in the control device, if either the first ship propulsion unit or the second ship propulsion unit satisfies the output limiting condition, the second output control is executed for each of the first ship propulsion unit and the second ship propulsion unit. A ship control system that, when the integrated control setting is disabled in the operating device, if either the first ship propulsion unit or the second ship propulsion unit satisfies the output limiting condition, executes the second output control on one of the ship propulsion units and the first output control on the other ship propulsion unit.

10. A ship comprising a hull and a ship control system according to any one of claims 1 to 9.

11. A ship control system for controlling a vessel equipped with a hull, The first ship propulsion engine, The second ship propulsion engine, Controller and Equipped with, The aforementioned controller, If neither the first ship propulsion engine nor the second ship propulsion engine satisfies the output limiting conditions, a first output control is performed on each of the first and second ship propulsion engines to control their output to a value less than or equal to a first upper limit. A ship control system that, if either the first ship propulsion unit or the second ship propulsion unit satisfies the output limiting condition, performs a second output control on each of the first and second ship propulsion units, controlling their output to a second upper limit value that is lower than the first upper limit value.

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