Ship control method, ship control program, ship control system, and ship

Abstract

To provide a control method of a ship, a ship control program, a ship control system, and a ship, which can improve operability in switching a propulsion mode.SOLUTION: A ship is equipped with a plurality of power sources 31, 32 including a first power source 31 (engine) and a second power source 32 (motor), and among the plurality of power sources 31, 32, the power source 31, 32 used for propelling a hull has a plurality of different propulsion modes. The control method of the ship comprises setting a rotation speed difference between a motor side rotating body 332C on the motor side in an engaging type second clutch 332 and a mating side rotating body 332A on a mating device side by controlling the rotation speed of the motor before the motor side rotating body 332C on the motor side and the mating side rotating body 332A on the mating device side are engaged with each other.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present disclosure relates to a control method, a ship control program, a ship control system, and a ship having multiple propulsion modes in which different power sources are used to propel the hull from multiple power sources including engines and motors. [Background technology]

[0002] As a related art, a ship equipped with an engine and a motor (electrically-driven equipment) and a hybrid system having multiple propulsion modes (drive configurations) including running by the engine, running by the engine and the motor, and running by the motor is known (see, for example, Patent Document 1). The ship according to the related art further comprises a power transmission unit interposed between the propeller and multiple power sources including the engine and the motor, and enables the propeller to be driven by both the engine and the motor. Here, the hybrid system is configured to be able to switch the above-mentioned propulsion modes by switching a clutch included in the power transmission unit.

[0003] In a vessel according to the related art, an operating lever is operated and its operating position is adjusted to switch the hull between forward, neutral and astern, and to adjust the engine driving force (rotation speed) or the motor driving force (rotation speed). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2004-255972 A Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned related technologies, the engagement of a clutch such as a dog clutch is performed while the engine speed is maintained at idle speed, so that the operating part (operating lever) needs to be returned to the neutral position each time the clutch is engaged, and there is a need for improved operability when switching propulsion modes.

[0006] An object of the present disclosure is to provide a vessel control method, a vessel control program, a vessel control system, and a vessel that can improve operability when switching propulsion modes. [Means for solving the problem]

[0007] A method for controlling a ship according to one aspect of the present disclosure is used for a ship having a plurality of power sources including an engine and a motor, the plurality of power sources having a plurality of propulsion modes in which different power sources are used to propel the ship's hull, and a meshing clutch provided between a mating device consisting of at least one of an output unit generating a propulsive force for the hull and the engine, The method for controlling a ship includes setting a rotation speed difference between the motor-side rotating body and the mating rotating body by controlling the rotation speed of the motor before a motor-side rotating body on the motor side and a mating rotating body on the mating device side of the clutch are engaged with each other.

[0008] A marine vessel control program according to one aspect of the present disclosure is a program for causing one or more processors to execute the marine vessel control method.

[0009] A vessel control system according to one aspect of the present disclosure is used in a vessel and includes a motor rotation speed processing unit. The vessel includes a plurality of power sources including an engine and a motor, has a plurality of propulsion modes in which different power sources are used to propel a vessel among the plurality of power sources, and a meshing clutch is provided between a mating device including at least one of an output unit generating a propulsive force for the vessel and the engine and the motor. The motor rotation speed processing unit sets a rotation speed difference between the motor side rotating body and the mating rotating body by controlling the rotation speed of the motor before a motor side rotating body on the motor side and a mating rotating body on the mating device side of the clutch are engaged with each other.

[0010] A vessel according to one aspect of the present disclosure includes the vessel control system and the hull. Effect of the Invention

[0011] According to the present invention, it is possible to provide a vessel control method, a vessel control program, a vessel control system, and a vessel that are capable of improving operability when switching propulsion modes. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is an external view showing a schematic configuration of a ship according to a first embodiment. [Diagram 2] FIG. 2 is a block diagram showing a schematic configuration of the ship according to the first embodiment. [Diagram 3] FIG. 3 is a schematic diagram of a drive unit of the marine vessel according to the first embodiment. [Figure 4] FIG. 4 is a schematic diagram showing the state of the drive unit in the motor propulsion mode and the engine propulsion mode of the marine vessel according to the first embodiment. [Diagram 5] FIG. 5 is a schematic diagram showing a state of the drive unit in the hybrid propulsion mode of the marine vessel according to the first embodiment. [Figure 6] FIG. 6 is a schematic diagram illustrating the operation of the dog clutch of the ship according to the first embodiment. [Figure 7]FIG. 7 is a graph showing an example of the relationship between the rotation speed difference and the rotation speed of the counterpart rotating body used in the marine vessel control system according to the first embodiment. [Figure 8] FIG. 8 is a flowchart illustrating an operation example of the vessel control system according to the first embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The following embodiments are examples of the present disclosure and are not intended to limit the technical scope of the present disclosure.

[0014] (Embodiment 1) [1] Overall structure First, the overall configuration of a vessel 10 according to this embodiment will be described with reference to FIGS. 1 and 2. FIG.

[0015] The vessel 10 is a moving body that navigates (sails) on water such as the sea, a lake, or a river. In this embodiment, as an example, the vessel 10 is a "pleasure boat," which is a small vessel used mainly for sports or recreation. In this embodiment, the vessel 10 is configured to operate in response to operation (including remote operation) by a person (pilot), and in particular is a manned type that can be boarded by a person who is a pilot.

[0016] 1, the ship 10 includes a hull 1 and a ship control system 2. The hull 1 includes a drive unit 3 that generates power, an output section 4 that outputs propulsive force for propelling the hull 1, and an operation device 5 that receives operations by a person (pilot). In addition, the hull 1 further includes various onboard equipment, including a steering mechanism, a display device, a communication device, and lighting equipment.

[0017] 2, the drive unit 3 has a plurality of power sources 31, 32 and a power transmission section 33. In this embodiment, the output section 4 includes a propeller, and upon receiving power generated by the drive unit 3, rotates the propeller about a rotation axis (propeller shaft), thereby outputting a propulsive force for moving the hull 1 forward or backward.

[0018] The multiple power sources 31, 32 include at least a first power source 31 and a second power source 32, each generating power (mechanical energy) used to propel the hull 1. The multiple power sources 31, 32 have different output characteristics, and the first power source 31 and the second power source 32 also differ in at least maximum output (maximum rotation speed and maximum torque). In this embodiment, the first power source 31 and the second power source 32 are different types of power sources that are completely different in terms of their system, type, etc. In short, the ship 10 according to this embodiment is equipped with a hybrid drive unit 3 having multiple types of power sources 31, 32.

[0019] In this embodiment, as an example, the first power source 31 is an engine (internal combustion engine) that generates power by burning fuel, and the second power source 32 is a motor (electric motor) that generates power by receiving a supply of electric power (electrical energy). More specifically, the first power source 31 is a diesel engine that uses diesel as fuel, and the second power source 32 is an AC motor that is driven by AC power.

[0020] The first power source 31 and the second power source 32 are driven individually and generate power. Therefore, the multiple power sources 31, 32 can be switched between, for example, a state in which only the first power source 31 of the first power source 31 and the second power source 32 is driven, a state in which only the second power source 32 is driven, and a state in which both the first power source 31 and the second power source 32 are driven. Here, the power generated by the first power source 31 and the power generated by the second power source 32 are combined in the power transmission unit 33, and the combined power is supplied to the output unit 4. Therefore, for example, by combining the power of the first power source 31 consisting of an engine with the power of the second power source 32 consisting of a motor, the second power source 32 can assist the first power source 31 and drive the output unit 4 with a larger power.

[0021] The power transmission unit 33 is provided between the multiple power sources 31, 32 and the output unit 4. The power transmission unit 33 has a function of receiving the power generated by the multiple power sources 31, 32 and transmitting this power to the output unit 4. Here, the power transmission unit 33 combines the powers from the multiple power sources 31, 32 and outputs the combined power to the output unit 4.

[0022] Furthermore, the power transmission unit 33 has a function of switching whether or not to transmit power from each of the multiple power sources 31, 32 to the output unit 4, that is, between a "transmission state" and a "disconnection state". The "transmission state" in this disclosure is a state in which each of the power sources 31, 32 and the output unit 4 is mechanically connected to transmit power from each of the power sources 31, 32 to the output unit 4. When the power transmission unit 33 is in the transmission state, each of the power sources 31, 32 is driven, and the output unit 4 is driven by the power generated by each of the power sources 31, 32. The "disconnection state" in this disclosure is a state in which each of the power sources 31, 32 is mechanically disconnected from the output unit 4 to not transmit power from each of the power sources 31, 32 to the output unit 4. Even if each of the power sources 31, 32 is driven when the power transmission unit 33 is in the disconnection state, the power generated by each of the power sources 31, 32 is not transmitted to the output unit 4, and therefore the output unit 4 is not driven.

[0023] For details about the drive unit 3, see section "[2] Configuration of the drive unit."

[0024] An output value related to the propulsive force of the hull 1 generated in the output section 4 changes depending on the power transmitted from the drive unit 3 to the output section 4. In the present disclosure, the "output value" may be any value related to the propulsive force of the hull 1, such as the rotation speed (rotational speed) of the propeller in the output section 4 or the speed (ship speed) of the hull 1. In the present embodiment, as an example, the rotation speed of the propeller in the output section 4 is the "output value". In other words, basically, the greater the power output from the drive unit 3, the greater the output value (propeller rotation speed) becomes (the faster the rotation).

[0025] The vessel control system 2 mainly comprises a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and executes various processes (information processing). A program (vessel control program) for causing the one or more processors to execute a control method for the vessel 10 is recorded in the one or more memories in the vessel control system 2.

[0026] The vessel control system 2 controls at least the drive unit 3. That is, the vessel control system 2 controls, for example, the driving conditions of the first power source 31 and the second power source 32, and the state of the power transmission unit 33 (transmitted state / disconnected state, etc.).

[0027] In this embodiment, the vessel control system 2 is electrically connected to the operation device 5, and controls the drive unit 3 and the like in response to an operation signal from the operation device 5. For example, the vessel control system 2 controls the drive unit 3 in response to an operation signal from the operation device 5, and is capable of moving the hull 1 forward or backward by rotating a propeller of the output unit 4. Furthermore, the vessel control system 2 is capable of adjusting the rotation speed of the propeller of the output unit 4 and adjusting the moving speed of the hull 1 (ship speed) by controlling the output (rotation speed or torque) of the first power source 31 or the second power source 32.

[0028] The vessel control system 2 is also capable of switching between a plurality of propulsion modes. In the present disclosure, a "propulsion mode" is a mode in which a different power source 31, 32 is used to propel the hull 1, out of the plurality of power sources 31, 32. In other words, the vessel control system 2 is capable of switching between a plurality of propulsion modes by switching which of the plurality of power sources 31, 32 is used to propel the hull 1.

[0029] In this embodiment, as an example, the multiple propulsion modes include three propulsion modes: a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode. The hybrid propulsion mode is a propulsion mode in which both the first power source 31 (engine) and the second power source 32 (motor) are used to propel the hull 1. The motor propulsion mode is a propulsion mode in which only the second power source 32 (motor) of the first power source 31 and the second power source 32 is used to propel the hull 1. The engine propulsion mode is a propulsion mode in which only the first power source 31 (engine) of the first power source 31 and the second power source 32 is used to propel the hull 1.

[0030] In this embodiment, the vessel control system 2 is an integrated controller that controls the entire vessel 1, and is composed of, for example, an electronic control unit (ECU). However, the vessel control system 2 may be provided separately from the integrated controller. The vessel control system 2 will be described in detail in the section "[3] Configuration of the vessel control system."

[0031] The operation device 5 is a user interface that accepts operations by a person (pilot), and is arranged, for example, in the cockpit of the hull 1 where the pilot sits. The operation device 5, for example, accepts various operations by the pilot and outputs an electric signal (operation signal) corresponding to the operation to the vessel control system 2. In the present embodiment, as an example, the operation device 5 includes an operation unit 51 (see FIG. 2) consisting of a rotationally operable operation lever. The operation device 5 includes a detection unit such as an encoder that detects the position (rotation angle) of the operation unit 51, detects the amount of operation of the operation unit 51 from the position of the operation unit 51, and outputs an operation signal representing the amount of operation. The operation device 5 may further include a plurality of mechanical switches, a touch panel, an operation dial, and the like.

[0032] A display device and a communication device are also arranged in the cockpit. The display device is a user interface for outputting various information to a person (pilot). The display device is, for example, electrically connected to the vessel control system 2, and displays various screens in accordance with a display control signal from the vessel control system 2. The communication device is configured to be able to communicate with another system (including a server, etc.) outside the hull 1, and is able to send and receive data between the other system.

[0033] [2] Drive unit configuration Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS.

[0034] As described above, the drive unit 3 has a plurality of power sources 31, 32 (the first power source 31 and the second power source 32) and a power transmission section 33. The drive unit 3 further has an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, and the like, as shown in Fig. 3. In Fig. 3 and the like, electrical connections such as between the drive circuit 351 and the main battery 352 are indicated by dashed lines.

[0035] In this embodiment, the first power source 31 is a diesel engine having a combustion chamber partitioned by a cylinder or the like, and a piston is reciprocated by burning fuel (diesel) in the combustion chamber. The first power source 31 is provided with a crankshaft as an output shaft that rotates in response to the reciprocating motion of the piston, and the crankshaft is connected to a power transmission unit 33. Thus, power from the first power source 31 is input to the power transmission unit 33 through the crankshaft.

[0036] In this embodiment, the second power source 32 is an AC motor, and is driven by AC power (AC voltage) supplied from a drive circuit 351 consisting of an inverter circuit. The drive circuit 351 is electrically connected to the main battery 352, and drives the second power source 32 by converting a DC voltage output from the main battery 352 into an AC voltage and supplying it to the second power source 32. An output shaft of the second power source 32 is connected to a power transmission unit 33, and power from the second power source 32 is input to the power transmission unit 33 through the output shaft. The main battery 352 is provided separately from the auxiliary battery, and is, for example, a large-capacity secondary battery (storage battery) such as a lithium-ion battery. The charging circuit 353 is electrically connected to the main battery 352, and charges the main battery 352 using, for example, output power from a land power source (power system) or an alternator.

[0037] Furthermore, in this embodiment, the drive circuit 351 is a bidirectional inverter circuit, and has a function of not only converting a DC voltage to an AC voltage but also converting an AC voltage to a DC voltage. Therefore, the drive circuit 351 can not only convert a DC voltage output from the main battery 352 to an AC voltage and output it to the second power source 32, but also convert an AC voltage output from the second power source 32 to a DC voltage and output it to the main battery 352. That is, in the drive unit 3 according to this embodiment, by using the second power source 32 as a generator, it is possible to charge the main battery 352 with the drive circuit 351 by using electric energy (AC power) generated when the second power source 32 is rotated by an external force.

[0038] In this embodiment, as shown in Fig. 3, the power transmission unit 33 includes a first clutch 331, a second clutch 332, a first gear 333, a second gear 334, a third gear 335, and a fourth gear 336. Although the configuration of the power transmission unit 33 is shown in a simplified manner in Fig. 3 and other figures, the first gear 333, the second gear 334, the third gear 335, the fourth gear 336, etc. are included in a reduction gear device serving as a marine gear.

[0039] The first clutch 331 is inserted between the output shaft (crankshaft) of the first power source 31 and the output unit 4. In other words, the first clutch 331 is located midway along a power transmission path from the first power source 31 to the output unit 4. The first clutch 331 has an input side rotor 331A and an output side rotor 331B, and is configured to be switchable between a state in which the input side rotor 331A and the output side rotor 331B are connected (transmission state) and a state in which they are separated (disconnection state).

[0040] The input side rotor 331A is connected to an output shaft (crankshaft) of the first power source 31, and the output side rotor 331B is connected to the output section 4. As a result, the input side rotor 331A receives power generated by the first power source 31 and rotates. When the first clutch 331 is in a transmitting state, the power of the first power source 31 is transmitted to the output section 4 via the first clutch 331, and when the first clutch 331 is in a disconnected state, the power of the first power source 31 is disconnected by the first clutch 331 and is not transmitted to the output section 4.

[0041] The first clutch 331 is, for example, a hydraulic clutch such as a wet multi-plate clutch, and is switched between a transmission state and a disconnection state by being supplied with hydraulic oil from a hydraulic circuit including a hydraulic pump. The first clutch 331 is switched between the transmission state and the disconnection state by, for example, controlling an electromagnetic valve of the hydraulic circuit by the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between the transmission state and the disconnection state.

[0042] The first gear 333 is connected to the input rotor 331A of the first clutch 331, and rotates with the rotation of the input rotor 331A. The second gear 334 is provided to mesh with the first gear 333, and rotates together with the first gear 333. The third gear 335 is connected to the output rotor 331B of the first clutch 331, and rotates together with the rotation of the output rotor 331B. The fourth gear 336 is provided to mesh with the third gear 335, and rotates together with the third gear 335.

[0043] The second clutch 332 is inserted between the output shaft of the second power source 32 and the second gear 334 and fourth gear 336. In other words, the second clutch 332 is located midway along the power transmission path from the second power source 32 to the output unit 4. The second clutch 332 has a motor-side rotating body 332C and counter-side rotating bodies 332A and 332B, and is configured to be switchable between a state in which the motor-side rotating body 332C and the counter-side rotating bodies 332A and 332B are connected (transmitted state) and a state in which they are separated (disconnected state).

[0044] In this embodiment, a first opposing rotor 332A and a second opposing rotor 332B are provided as the opposing rotors 332A and 332B. The second clutch 332 can switch between a first transmission state in which the motor side rotor 332C is connected to the first opposing rotor 332A, a second transmission state in which the motor side rotor 332C is connected to the second opposing rotor 332B, and a disconnected state in which the motor side rotor 332C is disconnected from both the first opposing rotor 332A and the second opposing rotor 332B.

[0045] The motor-side rotating body 332C is connected to the output shaft of the second power source 32. The first opposing rotating body 332A is connected to the second gear 334, and the second opposing rotating body 332B is connected to the fourth gear 336. As a result, the motor-side rotating body 332C rotates by receiving the power generated by the second power source 32. When the second clutch 332 is in the first transmission state, the power of the second power source 32 is transmitted to the input side rotating body 331A of the first clutch 331 via the second clutch 332, the second gear 334, and the first gear 333. At this time, when the first clutch 331 is in the transmission state, the power of the second power source 32 is combined with the power of the first power source 31 and transmitted to the output unit 4 via the first clutch 331. Furthermore, when the second clutch 332 is in the second transmission state, the power of the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. On the other hand, when the second clutch 332 is in the disengaged state, the power of the second power source 32 is interrupted by the second clutch 332 and is not transmitted to the output unit 4.

[0046] The second clutch 332 is, for example, a meshing clutch such as a dog clutch. The second clutch 332 is switched between the first transmission state, the second transmission state, and the disconnection state by moving the motor-side rotating body 332C by the actuator 34 made of a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first opposing rotating body 332A, thereby putting the second clutch 332 into the first transmission state where the motor-side rotating body 332C and the first opposing rotating body 332A mesh. The actuator 34 also moves the motor-side rotating body 332C to a position where it fits into the second opposing rotating body 332B, thereby putting the second clutch 332 into the second transmission state where the motor-side rotating body 332C and the second opposing rotating body 332B mesh. The actuator 34 brings the second clutch 332 into a disengaged state by moving the motor side rotating body 332C to a position where it is not engaged with either the first opposing rotating body 332A or the second opposing rotating body 332B.

[0047] The second clutch 332 is switched between the first transmission state, the second transmission state, and the disengaged state, for example, by controlling the electric actuator 34 by the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (first transmission state or second transmission state) and the disengaged state.

[0048] According to the drive unit 3 configured as described above, the vessel control system 2 controls the first clutch 331 and the second clutch 332 to switch between a plurality of propulsion modes as illustrated in Figures 4 and 5. Figures 4 and 5 show a schematic representation of the state of the drive unit 3 in each propulsion mode, and do not illustrate the drive circuit 351, the main battery 352, and the charging circuit 353. In Figures 4 and 5, the power transmitted from the power sources 31, 32 to the output section 4 is indicated by (thick) dashed arrows.

[0049] The upper part of Fig. 4 shows a motor propulsion mode in which only the second power source 32 (motor) of the first power source 31 and the second power source 32 is used to propel the hull 1. In the motor propulsion mode, the vessel control system 2 controls the first clutch 331 to a disengaged state and the second clutch 332 to a second transmission state. Furthermore, in the motor propulsion mode, the vessel control system 2 stops the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352. As a result, as shown in Fig. 4, the power generated by the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335, and the propeller of the output unit 4 is rotated to generate a propulsive force for the hull 1.

[0050] The lower part of Fig. 4 shows an engine propulsion mode in which only the first power source 31 (engine) of the first power source 31 and the second power source 32 is used to propel the hull 1. In the engine propulsion mode, the vessel control system 2 controls the first clutch 331 to a transmitted state and the second clutch 332 to a disengaged state. Furthermore, in the engine propulsion mode, the vessel control system 2 controls the drive circuit 351 to drive the first power source 31 and stop the second power source 32. As a result, as shown in Fig. 4, the power generated by the first power source 31 is transmitted to the output unit 4 via the first clutch 331, and the propeller of the output unit 4 is rotated, thereby generating thrust for the hull 1.

[0051] The upper part of Fig. 5 shows a "hybrid propulsion mode (low speed)" suitable for sailing at "low speed" among the hybrid propulsion modes in which both the first power source 31 (engine) and the second power source 32 (motor) are used to propel the hull 1. In this hybrid propulsion mode (low speed), the vessel control system 2 controls the first clutch 331 to a transmission state and the second clutch 332 to a second transmission state. Furthermore, in the hybrid propulsion mode (low speed), the vessel control system 2 drives the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with electric power from the main battery 352. As a result, as shown in Fig. 5, the power generated by the first power source 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. As a result, the power from the first power source 31 and the power from the second power source 32 are combined to rotate the propeller of the output section 4, thereby generating a propulsive force for the hull 1.

[0052] The lower part of Fig. 5 shows a "hybrid propulsion mode (high speed)" suitable for "high-speed" sailing among the hybrid propulsion modes in which both the first power source 31 (engine) and the second power source 32 (motor) are used to propel the hull 1. In this hybrid propulsion mode (high speed), the vessel control system 2 controls the first clutch 331 to a transmission state and the second clutch 332 to a first transmission state. Furthermore, in the hybrid propulsion mode (high speed), the vessel control system 2 controls the drive circuit 351 to drive the first power source 31 and drive the second power source 32 with electric power from the main battery 352. As a result, as shown in Fig. 5, the power generated by the first power source 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the second power source 32 is transmitted to the output unit 4 via the second clutch 332, the second gear 334, the first gear 333, and the first clutch 331. As a result, the power from the first power source 31 and the power from the second power source 32 are combined to rotate the propeller of the output section 4, thereby generating a propulsive force for the hull 1.

[0053] 4, when the hull 1 is sailing, the rotational force of the propeller of the output unit 4 is supplied to the main battery 352 as regenerative energy, thereby charging the main battery 352 (charging mode). In this case, the rotational force of the output unit 4 is transmitted to the second power source 32 via the third gear 335, the fourth gear 336 and the second clutch 332, and the second power source 32 generates AC power by rotating the output shaft of the second power source 32. The AC power generated by the second power source 32 is used to charge the main battery 352 by the drive circuit 351 consisting of a bidirectional inverter circuit.

[0054] Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of Fig. 5, when the hull 1 is sailing or stopped (anchored), it is also possible to charge the main battery 352 using the power generated by the first power source 31 (charging mode). In this case, the vessel control system 2 controls the first clutch 331 to a disconnected state, so that the power generated by the first power source 31 is transmitted to the second power source 32 via the first gear 333, the second gear 334, and the second clutch 332, and the output shaft of the second power source 32 is rotated to generate AC power in the second power source 32. The AC power generated by the second power source 32 is used to charge the main battery 352 by the drive circuit 351 consisting of a bidirectional inverter circuit.

[0055] Furthermore, although not shown in FIG. 3 etc., the drive unit 3 further includes a hydraulic circuit for driving the first clutch 331, various sensors, and the like.

[0056] [3] Ship control system configuration Next, the configuration of a vessel control system 2 according to this embodiment will be described with reference to Fig. 2. The vessel control system 2 is a component of the vessel 10, and constitutes the vessel 10 together with the hull 1. In other words, the vessel 10 according to this embodiment includes the vessel control system 2 and the hull 1. As an example, in this embodiment, the vessel control system 2 is a computer system mounted on the hull 1.

[0057] As shown in Fig. 2, the vessel control system 2 includes a mode switching processing unit 21, an engine control unit 22, a motor control unit 23, a motor rotation speed processing unit 24, and a storage unit 26. In this embodiment, as an example, the vessel control system 2 is mainly configured as a computer system having one or more processors, and these multiple functional units (such as the mode switching processing unit 21) are realized by the one or more processors executing a vessel control program. These multiple functional units included in the vessel control system 2 may be distributed across multiple housings, or may be provided in a single housing.

[0058] The vessel control system 2 is configured to be able to communicate with devices provided in various parts of the hull 1. In other words, at least the operation device 5, the drive circuit 351 for driving the first power source 31 and the second power source 32, the electromagnetic valve for controlling the first clutch 331, and the actuator 34 for controlling the second clutch 332 are communicatively connected to the vessel control system 2. This enables the vessel control system 2 to control the drive unit 3, for example, in response to an operation signal from the operation device 5. Here, the vessel control system 2 may exchange various types of information (electrical signals) with each device directly, or indirectly via a repeater or the like.

[0059] The mode switching processing unit 21 executes processing to switch the propulsion mode of the boat 10. In this embodiment, the boat 10 has a plurality of propulsion modes including the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode as described above. In this embodiment, the mode switching processing unit 21 selects one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode in accordance with the operation of the operation device 5 by a person (pilot). As an example, the operation device 5 has a mode selection switch, and when one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode is selected by the mode selection switch, the propulsion mode is switched to that propulsion mode. In short, in this embodiment, the propulsion mode is switched in response to a switching operation by the user.

[0060] Specifically, the mode switching processing unit 21 controls the drive unit 3 to operate in the selected propulsion mode. For example, the mode switching processing unit 21 switches the propulsion mode of the vessel 10 to the motor propulsion mode by controlling the first clutch 331 to a disengaged state and the second clutch 332 to a second transmitted state (see the upper part of FIG. 4). The mode switching processing unit 21 also switches the propulsion mode of the vessel 10 to the engine propulsion mode by controlling the first clutch 331 to a transmitted state and the second clutch 332 to a disengaged state (see the lower part of FIG. 4). The propulsion mode switched by the mode switching processing unit 21, i.e., the selected propulsion mode, is preferably presented to a person (pilot) on a display device or the like, for example.

[0061] The engine control unit 22 controls the first power source 31 consisting of an engine. Specifically, the engine control unit 22 controls fuel injection for driving the first power source 31, and exhaust valve opening and closing, etc. This allows the engine control unit 22 to control the first power source 31 so as to adjust the output (mainly the rotation speed) of the first power source 31 to an arbitrary value.

[0062] The motor control unit 23 controls the second power source 32 consisting of a motor. Specifically, the motor control unit 23 controls the drive circuit 351 for driving the second power source 32, etc. This allows the motor control unit 23 to control the second power source 32 so as to adjust the output (mainly the rotation speed and torque) of the second power source 32 to an arbitrary value. Particularly in this embodiment, the motor control unit 23 is capable of two types of control for the second power source 32 (motor): rotation speed control (rotational speed control) and torque control. In the rotation speed control, the motor control unit 23 sets a target rotation speed of the second power source 32 (motor) and controls the rotation speed of the second power source 32 (motor) so as to approach the target rotation speed. In the torque control, the motor control unit 23 sets a target torque of the second power source 32 (motor) and controls the torque of the second power source 32 (motor) so as to approach the target torque.

[0063] However, of the first power source 31 (engine) and the second power source 32 (motor), only the second power source 32 (motor) is capable of two types of control, namely, rotation speed control (rotation speed control) and torque control. In other words, unlike the motor control unit 23, the engine control unit 22 does not support two types of control, namely, rotation speed control (rotation speed control) and torque control.

[0064] The motor rotation speed processing unit 24 sets a rotation speed difference between the motor side rotating body 332C and the opposing rotating bodies 332A, 332B by controlling the rotation speed of the motor (second power source 32) before the motor side rotating body 332C on the motor (second power source 32) side of the second clutch 332 is engaged with the opposing rotating bodies 332A, 332B on the opposing device side. Here, the second clutch 332 is a meshing type clutch such as a dog clutch, and is provided between the opposing device and the motor (second power source 32). The "opposite device" here consists of at least one of the output unit 4 that generates the propulsive force of the hull 1 and the engine (first power source 31). In other words, the motor rotation speed processing unit 24 controls the rotation speed of the second power source 32 (motor) by the motor control unit 23 so that a rotation speed difference is generated between the motor side rotating body 332C and the opposing rotating bodies 332A, 332B when the meshing type second clutch 332 is engaged.

[0065] In short, if the counterpart device is the first power source 31, the motor-side rotating body 332C is engaged with the first counterpart rotating body 332A connected to the first power source 31, so that the second clutch 332 is in a state (first transmission state) in which power can be transmitted between the second power source 32 and the counterpart device. In this way, when the second clutch 332 switches from the disconnected state to the first transmission state, the motor rotation speed processing unit 24 controls the rotation speed of the second power source 32 (motor) so that a rotation speed difference occurs between the motor-side rotating body 332C and the first counterpart rotating body 332A. Similarly, if the counterpart device is the output unit 4, the motor-side rotating body 332C is engaged with the second counterpart rotating body 332B connected to the output unit 4, so that the second clutch 332 is in a state (second transmission state) in which power can be transmitted between the second power source 32 and the counterpart device. In this way, when the second clutch 332 switches from the disconnected state to the second transmission state, the motor rotation speed processing unit 24 controls the rotation speed of the second power source 32 (motor) so that a rotation speed difference occurs between the motor side rotating body 332C and the second opposing side rotating body 332B.

[0066] The storage unit 26 includes a non-volatile storage device such as a hard disk drive (HDD) or a solid state drive (SSD) that stores various information. The storage unit 26 stores (memorizes) a control program such as a vessel control program for causing the vessel control system 2 to execute a vessel control method.

[0067] [4] Ship control method Hereinafter, an example of a control method for the vessel 10 executed mainly by the vessel control system 2 (hereinafter also simply referred to as a "control method") will be described with reference to Figs. 6 to 8.

[0068] The control method according to this embodiment is executed by the vessel control system 2 which is mainly composed of a computer system, and in other words is embodied in a vessel control program. In other words, the vessel control program according to this embodiment is a computer program for causing one or more processors to execute each process related to the control method for the vessel 10. Such a vessel control program may be executed, for example, by the vessel control system 2 and a terminal device or the like in cooperation with each other.

[0069] Here, the vessel control system 2 executes the various processes described below related to the control method when a specific preset start operation is performed to execute the vessel control program. The start operation is, for example, turning on the power of the vessel 10. On the other hand, the vessel control system 2 ends the various processes described below related to the control method when a specific preset end operation is performed. The end operation is, for example, turning off the power of the vessel 10.

[0070] [4.1] Overall processing

[0071] The control method according to this embodiment is used for a boat 10 equipped with multiple power sources 31, 32 including an engine (first power source 31) and a motor (second power source 32). The boat 10 has multiple propulsion modes in which different power sources 31, 32 are used to propel the hull 1 among the multiple power sources 31, 32. Furthermore, the boat 10 is provided with a mesh type clutch (second clutch 332) between the motor (second power source 32) and a mating device consisting of at least one of the output unit 4 and the engine (first power source 31) that generates the propulsive force for the hull 1.

[0072] The control method according to this embodiment includes setting a rotation speed difference between the motor side rotating body 332C and the opposing rotating bodies 332A, 332B by controlling the rotation speed of the motor before the motor side rotating body 332C and the opposing rotating bodies 332A, 332B are engaged with each other. Here, the motor side rotating body 332C is a rotating body on the motor (second power source 32) side among the rotating bodies of the second clutch 332. The opposing rotating bodies 332A, 332B are rotating bodies on the opposing device (at least one of the output unit 4 and the first power source 31) side among the rotating bodies of the second clutch 332.

[0073] That is, when the second clutch 332 switches from the disengaged state to the first transmission state (or the second transmission state) in accordance with a change in the propulsion mode of the vessel 10, the motor rotation speed processing unit 24 of the vessel control system 2 sets a rotation speed difference between the motor side rotating body 332C and the counterpart rotating body 332A (or 332B). At this time, the motor rotation speed processing unit 24 controls the rotation speed of the second power source 32 (motor) to provide a rotation speed difference between the motor side rotating body 332C and the counterpart rotating body 332A (or 332B).

[0074] In this way, in the control method according to the present embodiment, when engaging the meshing clutch (second clutch 332) in response to switching of the propulsion mode of the boat 10, a rotation speed difference can be actively imparted between the motor-side rotor 332C and the counter rotors 332A, 332B. This makes it easier to engage the second clutch 332 compared to when the motor-side rotor 332C and the counter rotors 332A, 332B rotate at a uniform speed. This has the advantage that, for example, it is no longer necessary to return the operating unit 51 (operation lever) to the neutral position every time the second clutch 332 is engaged, thereby improving operability when switching the propulsion mode.

[0075] [4.2] Specific processing 6 and 7, the process executed mainly by the motor speed processing unit 24 when the second clutch 332 is engaged will be described in more detail below. Here, the operation when the propulsion mode of the boat 10 is switched from the engine propulsion mode to the hybrid propulsion mode (high speed) will be described.

[0076] When switching from the engine propulsion mode to the hybrid propulsion mode (high speed), the mode switching processing unit 21 switches the second clutch 332 from the disconnected state (see the lower part of FIG. 4) to the first transmission state (see the lower part of FIG. 5). At this time, in the second clutch 332, as shown in FIG. 6, the motor side rotating body 332C connected to the second power source 32 is engaged with the first opposing rotating body 332A connected to the first power source 31 as the opposing device. In other words, if the second clutch 332 is in the disconnected state, as shown in FIG. 6, the motor side rotating body 332C is located at a "disengagement position" separated from the first opposing rotating body 332A. The mode switching processing unit 21 engages the motor side rotating body 332C with the first opposing rotating body 332A by moving it with the actuator 34 consisting of a shifter.

[0077] That is, the motor-side rotating body 332C receives an external force from the actuator 34 and first moves from the fitting / removal position along its rotation axis in a direction approaching the first opposing rotating body 332A to an "insertion preparation position". Then, the motor-side rotating body 332C receives an external force from the actuator 34 and moves from the fitting preparation position to an "insertion position" where it is engaged with the first opposing rotating body 332A by further moving along the rotation axis in a direction approaching the first opposing rotating body 332A. Here, in the mesh-type second clutch 332, in order for the motor-side rotating body 332C to move from the fitting preparation position to the insertion position, the dog of the motor-side rotating body 332C needs to fit well with the first opposing rotating body 332A.

[0078] However, both the motor-side rotating body 332C and the first opposing rotating body 332A are rotating. Therefore, when the rotation speed Rs1 of the first opposing rotating body 332A and the rotation speed Rs2 of the motor-side rotating body 332C match, the dog of the motor-side rotating body 332C may interfere with the first opposing rotating body 332A, and the motor-side rotating body 332C may never be able to move from the insertion preparation position to the insertion position.

[0079] In contrast, in the control method according to the present embodiment, the rotation speed of the second power source 32 (motor) is controlled to shift the rotation speed Rs2 of the motor-side rotating body 332C to the high-speed side or the low-speed side with respect to the rotation speed Rs1 of the counter rotating body 332A, thereby creating a rotation speed difference between them. That is, a rotation speed difference (Rs1-Rs2) is given between the rotation speed Rs2 of the motor-side rotating body 332C and the rotation speed Rs1 of the counter rotating body 332A. Therefore, when the motor-side rotating body 332C moves from the fitting preparation position to the fitting position, the dog of the motor-side rotating body 332C is easily fitted into the first counter rotating body 332A due to the rotation speed difference. As a result, the second clutch 332 is easily fitted.

[0080] In this way, the difference in the rotational speed between the motor-side rotating body 332C and the counter-side rotating body 332A is given for the purpose of assisting the engagement of the second clutch 332. For this reason, it is preferable that the difference in the rotational speed is set so as to satisfy the following condition. The condition includes at least one of the time required for the motor-side rotating body 332C and the counter-side rotating body 332A to engage with each other being within a desired time and the probability of engagement being equal to or higher than a desired probability. By setting the difference in the rotational speed in this way, the time required for the motor-side rotating body 332C and the counter-side rotating body 332A to engage with each other is within a desired time (e.g., several seconds) or the probability of engagement is equal to or higher than a desired probability, making it easier for the second clutch 332 to engage.

[0081] In this embodiment, the rotation speed difference is changed according to the rotation speed Rs1 of the counter rotating body 332A. That is, the rotation speed difference between the motor side rotating body 332C and the counter rotating body 332A is not constant, but can change according to the rotation speed Rs1 of the counter rotating body 332A. Therefore, by setting a rotation speed difference that makes it easier for the motor side rotating body 332C to be engaged according to the rotation speed Rs1 of the counter rotating body 332A, the second clutch 332 becomes easier to engage. As an example, when the rotation speed Rs1 of the counter rotating body 332A is 750 rpm, the rotation speed of the motor side rotating body 332C is controlled to 700 rpm to provide a rotation speed difference (Rs1-Rs2) of 50 rpm.

[0082] In particular, in this embodiment, as shown in FIG. 7, when the rotation speed Rs1 of the counter rotating body 332A is less than the judgment value Vth1, the rotation speed difference (Rs1-Rs2) is made larger than when the rotation speed Rs1 of the counter rotating body 332A is equal to or greater than the judgment value Vth1. In other words, when the rotation speed Rs1 of the counter rotating body 332A is equal to or greater than the judgment value Vth1, the rotation speed difference is made smaller than when the rotation speed Rs1 of the counter rotating body 332A is less than the judgment value Vth1. FIG. 7 is a graph showing an example of the relationship between the rotation speed Rs1 and the rotation speed difference, with the horizontal axis representing the rotation speed Rs1 of the counter rotating body 332A and the vertical axis representing the rotation speed difference (Rs1-Rs2). Here, the judgment value Vth1 is, for example, the rotation speed Rs1 of the counter rotating body 332A when the first power source 31 is in a substantially idling state, for example, about 100 rpm.

[0083] According to this configuration, for example, when the output of the first power source 31 is at a low revolution, the revolution speed difference (Rs1-Rs2) is increased, so that the second clutch 332 can be more easily engaged. In Fig. 7, the revolution speed difference is constant if the revolution speed Rs1 is equal to or higher than the determination value Vth1, but this is not limiting, and for example, the revolution speed difference may change according to the revolution speed Rs1 in a region equal to or higher than the determination value Vth1.

[0084] Furthermore, in the control method according to the present embodiment, the rotation speed difference is switched between positive and negative depending on the driving state of the counter rotating body 332A. Here, as an example, the rotation speed difference is defined as a value (Rs1-Rs2) obtained by subtracting the rotation speed Rs2 of the motor-side rotating body 332C from the rotation speed Rs1 of the counter rotating body 332A. Therefore, if the rotation speed Rs2 is smaller than the rotation speed Rs1 (if the speed is low), the rotation speed difference is "positive", and if the rotation speed Rs2 is larger than the rotation speed Rs1 (if the speed is high), the rotation speed difference is "negative". In other words, if the rotation speed difference is "positive", the torque of the motor-side rotating body 332C acts in a direction that decelerates the counter rotating body 332A, and if the rotation speed difference is "negative", the torque of the motor-side rotating body 332C acts in a direction that accelerates the counter rotating body 332A.

[0085] 7, when the counter rotating body 332A is substantially stopped, the rotation speed difference is "negative," and when the counter rotating body 332A is rotating at a certain rotation speed Rs1 or more, the rotation speed difference is "positive," and the positive and negative rotation speed difference is switched depending on the driving state. As a result, for example, when the counter rotating body 332A is rotating, the torque of the motor-side rotating body 332C is applied in a direction that decelerates the counter rotating body 332A, thereby preventing the counter rotating body 332A from being excessively accelerated.

[0086] In addition, in the control method according to the present embodiment, the motor side rotating body 332C and the opposing rotating body 332A are brought closer to each other while controlling the rotation speed of the motor (second power source 32) so as to set a rotation speed difference before the start of the fitting between the motor side rotating body 332C and the opposing rotating body 332A. Specifically, before the start of the fitting, the motor side rotating body 332C is moved from the "fitting / removal position" to the "fitting preparation position" in FIG. 6 by the actuator 34 while controlling the rotation speed of the motor (second power source 32). As a result, the motor side rotating body 332C approaches the motor side rotating body 332C by a predetermined distance while being controlled in rotation speed so as to generate a rotation speed difference. However, since the motor side rotating body 332C and the opposing rotating body 332A do not come into contact with each other at the fitting preparation position, the fitting between the two has not yet started, and fitting starts only when the motor side rotating body 332C starts moving from the "fitting preparation position" to the "fitting position". This shortens the time required for second clutch 332 to engage, making it possible to more smoothly switch propulsion modes.

[0087] In addition, in the control method according to this embodiment, the motor (second power source 32) is torque-controlled during a torque control period after the motor-side rotating body 332C and the opposing rotating body 332A start to be fitted together. In short, in this embodiment, the motor rotation speed processing unit 24 controls the rotation speed of the second power source 32 (motor) to create a rotation speed difference between the motor-side rotating body 332C and the opposing rotating body 332A, and then starts fitting, and then switches the control of the second power source 32 (motor) from rotation speed control to torque control. If the period during which the motor control unit 23 torque-controls the second power source 32 (motor) is defined as a "torque control period," the torque control period starts after the motor-side rotating body 332C starts to move from the "fitting preparation position" to the "fitting position" in a state in which a rotation speed difference is created by the rotation speed control of the second power source 32 (motor). This makes it possible to prevent abrupt torque transmission (torque fluctuation) between the second power source 32 (motor) and the counterpart device (eg, first power source 31) immediately after the motor-side rotating body 332C is fitted into the counterpart-side rotating body 332A.

[0088] In particular, in this embodiment, during the torque control period, the torque of the motor (second power source 32) is maintained within a predetermined range at least until the fitting of the motor-side rotating body 332C and the mating rotating body 332A is completed. In other words, during the torque control period after the start of fitting, the torque of the second power source 32 is maintained within a predetermined range at least until the fitting is completed by the motor-side rotating body 332C reaching the "fitting position". Here, the "predetermined range" can be arbitrarily set by its lower limit value and upper limit value. For example, by setting the lower limit value and the upper limit value of the predetermined range to the same value, it is possible to set the width of the predetermined range to 0 (zero) and pinpoint the predetermined range. In this case, since the predetermined range is synonymous with the predetermined value, the torque of the motor (second power source 32) is maintained at a predetermined value (constant) during the torque control period. This makes it possible to prevent abrupt torque transmission (torque fluctuation) between the second power source 32 (motor) and the counterpart device (e.g., first power source 31) during the process in which the motor-side rotating body 332C is engaged with the counterpart-side rotating body 332A. Furthermore, by maintaining the torque of the motor (second power source 32) within a predetermined range, it is possible to suppress deviation in the rotation speed difference between the motor-side rotating body 332C and the counterpart-side rotating body 332A caused by switching the control of the motor (second power source 32) from rotation speed control to torque control. In other words, during the short time from the start of the torque control period until the motor-side rotating body 332C reaches the "engagement position", the rotation speed difference set by the rotation speed control of the motor (second power source 32) is less likely to deviate from the target value.

[0089] Incidentally, in the section "[4.2] Specific Processing", the operation when the propulsion mode of the boat 10 is switched from the engine propulsion mode to the hybrid propulsion mode (high speed) has been described as an example, but the present invention is not limited thereto. For example, the same processing is applied when the propulsion mode of the boat 10 is switched from the engine propulsion mode to the motor propulsion mode. When switching from the engine propulsion mode to the motor propulsion mode, the mode switching processing unit 21 switches the second clutch 332 from the disconnected state (see the lower part of FIG. 4) to the second transmission state (see the upper part of FIG. 4). At this time, in the second clutch 332, the motor side rotating body 332C connected to the second power source 32 is engaged with the second opposing side rotating body 332B connected to the output unit 4 as the opposing device. In other words, if the above description of the opposing rotating body 332A is replaced with the opposing rotating body 332B, the above control regarding the engagement between the motor side rotating body 332C and the opposing rotating body 332A can also be applied to the engagement between the motor side rotating body 332C and the opposing rotating body 332B.

[0090] [4.3] Flowchart Next, an overall flow of processing related to a control method for the boat 10 according to the present embodiment will be described with reference to the flowchart of FIG.

[0091] That is, in the control method according to this embodiment, the vessel control system 2 determines whether or not there is a clutch switching request instructing switching of the second clutch 332 (S1). As an example, when the propulsion mode of the vessel 10 is switched between an engine propulsion mode and a hybrid propulsion mode (high speed), switching of the second clutch 332 is required in conjunction with switching of the propulsion mode, and a clutch switching request is generated. Therefore, when a propulsion mode switch involving switching of the second clutch 332 is performed, the vessel control system 2 determines that there is a clutch switching request (S1: Yes) and transitions to step S2. On the other hand, when a propulsion mode switch involving switching of the second clutch 332 has not been performed, the vessel control system 2 determines that there is no clutch switching request (S1: No) and repeatedly executes step S1.

[0092] In step S2, the vessel control system 2 determines whether the clutch switching request is a request to engage the second clutch 332. For example, when the propulsion mode is switched from the engine propulsion mode to the hybrid propulsion mode (high speed), the second clutch 332 is switched from the disengaged state to the first transmission state, so the vessel control system 2 determines that the clutch switching request is "engaged" (S2: Yes) and shifts the process to step S3. At this time, the motor-side rotating body 332C is in the engaged / disengaged position. On the other hand, for example, when the propulsion mode is switched from the hybrid propulsion mode (high speed) to the engine propulsion mode, the second clutch 332 is switched from the first transmission state to the disengaged state, so the vessel control system 2 determines that the clutch switching request is not "engaged" (i.e., "disengaged") (S2: No) and shifts the process to step S16. At this time, the motor-side rotating body 332C is in the engaged position.

[0093] In step S3, the vessel control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 to rotation speed control. Then, in step S4, the vessel control system 2 controls the actuator 34 to move the motor-side rotating body 332C from the fitting / removal position toward the fitting preparation position. At this time, the vessel control system 2 determines whether the rotation speed Rs1 of the mating rotating body 332A (or 332B) is equal to or greater than the judgment value Vth1 (S5). If the rotation speed Rs1 is equal to or greater than the judgment value Vth1 (S5: Yes), the vessel control system 2 shifts the process to step S6 and sets the rotation speed difference to a small value. If the rotation speed Rs1 is not equal to or greater than the judgment value Vth1 (S5: No), the vessel control system 2 shifts the process to step S7 and sets the rotation speed difference to a large value. In other words, the magnitude of the rotation speed difference is determined depending on whether the rotation speed Rs1 is less than the judgment value Vth1 (see FIG. 7).

[0094] Then, in step S8, the vessel control system 2 controls the actuator 34 to move the motor-side rotor 332C from the insertion preparation position toward the insertion position. When the motor-side rotor 332C starts to insert into the mating rotor 332A (or 332B), the rotation speed Rs2 of the motor-side rotor 332C and the rotation speed Rs1 of the mating rotor 332A (or 332B) automatically synchronize (match) (S9). At this time, the vessel control system 2 estimates the friction force (friction torque) between the rotation speed Rs2 of the motor-side rotor 332C and the mating rotor 332A (or 332B) (S10). Specifically, the vessel control system 2 estimates the friction force based on the rotation speed of the second power source 32 (motor) when the difference in rotation speed between the motor-side rotor 332C and the mating rotor 332A (or 332B) reaches 0 (zero).

[0095] Then, in step S11, the vessel control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 from rotation speed control to torque control. In other words, after the start of fitting, the vessel control system 2 controls the torque of the motor (second power source 32) during the torque control period. At this time, the vessel control system 2 maintains the torque of the second power source 32 (motor) within a predetermined range (S12). Here, the "predetermined range" is set to a range suitable for torque compensation according to the friction force estimated in step S10. Furthermore, at this time, it is preferable to output the torque continuously so that discontinuity (i.e., sudden fluctuation) does not occur in the torque.

[0096] Then, in step S13, the vessel control system 2 controls the actuator 34 to further move the motor-side rotating body 332C toward the fitting position. In step S14, the vessel control system 2 determines whether the motor-side rotating body 332C has moved to the fitting position. When the motor-side rotating body 332C reaches the fitting position, the vessel control system 2 determines that the motor-side rotating body 332C has moved to the fitting position, that is, the fitting is complete (S14: Yes), and proceeds to step S15. On the other hand, if the motor-side rotating body 332C has not reached the fitting position, the vessel control system 2 determines that the motor-side rotating body 332C has not moved to the fitting position, that is, the fitting is not complete (S14: No), and returns the process to step S12.

[0097] In step S15, the vessel control system 2 controls the torque of the second power source 32 (motor) to 0 (zero torque) (S12). In other words, once the engagement of the second clutch 332 is completed, there is no need to perform torque control to keep the rotation speed constant, so the second power source 32 is switched to zero torque. With this, the vessel control system 2 ends the series of processes related to the engagement of the second clutch 332.

[0098] On the other hand, if the clutch switching request is "engagement / disengagement" (S2: No), in step S16, the vessel control system 2 changes the control of the second power source 32 (motor) by the motor control unit 23 from rotation speed control to torque control. However, for example, when the propulsion mode is in the hybrid propulsion mode (high speed), the second power source 32 may originally be torque controlled. In such a case, in step S16, the vessel control system 2 maintains the control of the second power source 32 (motor) by the motor control unit 23 as torque control. Then, the vessel control system 2 maintains the torque of the second power source 32 (motor) within a predetermined range (S17). Furthermore, in step S18, the vessel control system 2 controls the actuator 34 to move the motor side rotating body 332C from the engaged position toward the engaged / disengaged position. When the motor side rotating body 332C moves to the engaged / disengaged position, the vessel control system 2 ends the series of processes related to engagement and disengagement of the second clutch 332.

[0099] The vessel control system 2 repeatedly executes the processes of steps S1 to S18. However, the flowchart shown in FIG. 8 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate. For example, if the state in which the dogs of the second clutch 332 come into contact (interfere) with each other and the motor-side rotating body 332C cannot move to the fitting position (S14: No) continues for the standby time, the vessel control system 2 may return the process from step S14 to step S4. In this way, the vessel control system 2 can once move the motor-side rotating body 332C to the fitting preparation position to eliminate the interference between the dogs, and then move the motor-side rotating body 332C from the fitting preparation position toward the fitting position again.

[0100] [5] Variations Below, we will list some modified examples of the embodiment 1. The modified examples explained below can be applied in appropriate combinations.

[0101] The vessel control system 2 in the present disclosure includes a computer system. The computer system is mainly composed of one or more processors and one or more memories as hardware. The functions of the vessel control system 2 in the present disclosure are realized by the processor executing a program recorded in the memory of the computer system. The program may be pre-recorded in the memory of the computer system, may be provided via a telecommunications line, or may be recorded and provided on a non-transitory recording medium such as a memory card, an optical disk, or a hard disk drive that is readable by the computer system. In addition, some or all of the functional units included in the vessel control system 2 may be configured with electronic circuits.

[0102] Furthermore, it is not essential for the vessel control system 2 that at least some of the functions of the vessel control system 2 are concentrated in one housing, and the components of the vessel control system 2 may be distributed across multiple housings. Conversely, the functions distributed across multiple devices (for example, the vessel control system 2 and the operating device 5) in embodiment 1 may be concentrated in one housing.

[0103] Furthermore, at least a part of the ship control system 2 does not necessarily have to be mounted on the hull 1, but may be provided separately from the hull 1. As an example, if the ship control system 2 is embodied by a server device provided separately from the hull 1, control of the ship 10 (hull 1) by the ship control system 2 becomes possible through communication between the server device and the hull 1 (a communication device thereof). At least a part of the functions of the ship control system 2 may be realized by the cloud (cloud computing) or the like.

[0104] The ship 10 is not limited to a pleasure boat, but may be a merchant ship including a cargo ship and a cargo-passenger ship, a work ship including a tugboat and a salvage ship, a special ship including a weather observation ship and a training ship, a fishing boat, a naval vessel, etc. Furthermore, the ship 10 is not limited to a manned type with a pilot on board, but may be an unmanned type ship that can be remotely operated by a person (pilot) or that can be operated autonomously.

[0105] Moreover, the first power source 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine, or a power source other than an engine (such as a motor). The second power source 32 is also not limited to an AC motor, and may be, for example, a DC motor, or a power source other than a motor (such as an engine). As an example, the first power source 31 may be a motor, and the second power source 32 may be an engine. Furthermore, the first power source 31 and the second power source 32 may both be the same type of power source, such as an engine (or a motor), and even in this case, it is preferable that the output characteristics of the first power source 31 and the second power source 32 are different due to, for example, a difference in displacement, etc.

[0106] Furthermore, the ship 10 may be provided with multiple power sources 31, 32 in the hull 1, and may be provided with three or more power sources, for example, a third power source in addition to the first power source 31 and second power source 32.

[0107] Furthermore, the operation unit 51 is not limited to an operation lever, and may be, for example, a foot-operated operation pedal, a touch panel, a keyboard, a pointing device, or the like. If the operation unit 51 is an operation pedal, the amount of depression becomes the operation amount of the operation unit 51. Furthermore, the operation unit 51 may adopt a form such as voice input, gesture input, or input of an operation signal from another terminal.

[0108] Furthermore, it is not essential that the propulsion mode be switched in response to a switching operation by the user (pilot). For example, the mode switching processing unit 21 of the vessel control system 2 may automatically switch the propulsion mode in response to the navigation conditions of the vessel 1, such as the current position or vessel speed of the vessel 1, or the remaining capacity of the main battery 352, etc.

[0109] In addition, it is not essential to switch the rotation speed difference between positive and negative depending on the driving state of the counter rotating bodies 332A and 332B. In addition, it is not essential to reduce the distance between the motor side rotating body 332C and the counter rotating body 332A while controlling the rotation speed of the motor (second power source 32) so as to set the rotation speed difference before the engagement between the motor side rotating body 332C and the counter rotating body 332A begins. In addition, it is not essential to control the torque of the motor (second power source 32) during the torque control period after the engagement between the motor side rotating body 332C and the counter rotating body 332A begins. In addition, it is not essential to maintain the torque of the motor (second power source 32) within a predetermined range during the torque control period, at least until the engagement between the motor side rotating body 332C and the counter rotating body 332A is completed.

[0110] Furthermore, the meshing clutch (second clutch 332) only needs to be provided between the counterpart device and the motor (second power source 32), and the counterpart device does not necessarily have to be both the output unit 4 and the engine (first power source 31). For example, the counterpart device may be only the output unit 4, in which case the second clutch 332 switches between a power transmission state and a power cut-off state between the motor (second power source 32) and the output unit 4.

[0111] (Embodiment 2) The control method for the boat 10 according to this embodiment differs from the control method according to the first embodiment in that the rotation speed difference is kept constant regardless of the rotation speed Rs1 of the mating rotors 332A, 332B. Hereinafter, the same components as those in the first embodiment will be denoted by the same reference numerals and descriptions thereof will be omitted as appropriate.

[0112] That is, in this embodiment, whether the rotation speed Rs1 of the counterpart rotors 332A, 332B is less than the judgment value Vth1 or equal to or greater than the judgment value Vth1, the rotation speed difference between the motor-side rotor 332C and the counterpart rotors 332A, 332B is constant. Therefore, step S5 and one of steps S6 and S7 in the flowchart of FIG. 8 described in the first embodiment are omitted. In this embodiment, by keeping the rotation speed difference constant, the process can be simplified while making it easier to engage the second clutch 332.

[0113] The configuration of the second embodiment can be adopted in appropriate combination with the various configurations (including modified examples) described in the first embodiment. [Explanation of symbols]

[0114] 1. Hull 2. Ship Control System 4 Output section 10 ships 24 Motor rotation speed processing unit 31 First power source (engine) 32 Second power source (motor) 332 (2nd) Clutch 332A, 332B Counterpart rotating body 332C Motor side rotating body Rs1 Number of revolutions of the opposing rotor Rs2 Motor side rotor speed Vth1 judgment value

Claims

1. The vessel is provided with a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a mesh-type clutch is provided between a mating device consisting of at least one of an output unit generating a propulsive force for the hull and the engine, a rotation speed difference is set between the motor-side rotating body and the opposing rotating body by controlling a rotation speed of the motor before the motor-side rotating body and the opposing rotating body of the opposing device in the clutch are engaged with each other, switching the rotation speed difference between positive and negative depending on the driving state of the counter rotating body; How to control a vessel.

2. changing the rotation speed difference according to the rotation speed of the mating rotating body; A method for controlling a vessel according to claim 1.

3. When the rotation speed of the counter rotating body is less than a determination value, the rotation speed difference is made larger than when the rotation speed of the counter rotating body is equal to or greater than the determination value. A method for controlling a vessel according to claim 2.

4. The rotation speed difference is set so as to satisfy at least one of the following conditions: a time required for the motor-side rotating body and the mating-side rotating body to be fitted together is within a desired time; and a probability of the fitting together is equal to or greater than a desired probability. A method for controlling a ship according to any one of claims 1 to 3.

5. The torque control method further includes controlling the motor during a torque control period after the motor-side rotating body and the mating-side rotating body start to be fitted together. A method for controlling a ship according to any one of claims 1 to 4.

6. during the torque control period, the torque of the motor is maintained within a predetermined range at least until the engagement between the motor-side rotating body and the mating-side rotating body is completed; A method for controlling a vessel according to claim 5.

7. The method further includes: before the motor-side rotating body and the mating rotating body start to be fitted together, the motor is controlled in rotation speed to set the rotation speed difference while decreasing the distance between the motor-side rotating body and the mating rotating body. A method for controlling a ship according to any one of claims 1 to 6.

8. A method for controlling a ship according to any one of claims 1 to 7, A ship control program for execution on one or more processors.

9. The vessel is provided with a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a mesh-type clutch is provided between a mating device consisting of at least one of an output unit generating a propulsive force for the hull and the engine, a motor rotation speed processing unit that sets a rotation speed difference between the motor side rotating body and the opposing rotating body by controlling the rotation speed of the motor before the motor side rotating body and the opposing rotating body of the opposing device in the clutch are engaged with each other, switching the rotation speed difference between positive and negative depending on the driving state of the counter rotating body; Ship control systems.

10. A ship control system according to claim 9, The hull, ship.

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