Method for controlling a ship, 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 easily improve the operability of an operation part.SOLUTION: A control method of a ship 10 is used for the ship 10. The ship 10 is equipped with a plurality of power sources 31, 32 including a first power source 31 and a second power source 32, and among the plurality of power sources 31, 32, the power source 31, 32 used for propelling a hull 1 has a plurality of different propulsion modes. The control method of the ship 10 comprises: adjusting an output value relating to propulsive force for the hull 1 to a value corresponding to the operation amount of an operation part 51; and changing a correspondence relationship between the operation amount and the output value in accordance with a propulsion mode.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a method for controlling a ship having a plurality of propulsion modes in which power sources used for propelling the hull among a plurality of power sources are different, a ship control program, a ship control system, and a ship.

Background Art

[0002] As related art, a ship equipped with a hybrid system having a plurality of propulsion modes (driving forms) including sailing by an engine, sailing by an engine and a motor, and sailing by a motor is known (see, for example, Patent Document 1). The ship according to the related art further includes a power transmission unit interposed between a plurality of power sources including an engine and a motor and a propeller, 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 propulsion mode by switching a clutch included in the power transmission unit.

[0003] In the ship according to the related art, by operating an operation lever and adjusting its operation position, forward, neutral, and reverse of the hull are switched, and the driving force (rotation speed) of the engine or the driving force (rotation speed) of the motor is adjusted.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In a ship having a plurality of power sources with different maximum outputs, as in the related art described above, when the forward, neutral, and reverse movements of the hull are switched according to the operation amount (operation position) of one operation unit (operation lever), the operability of the operation unit may be sacrificed depending on the power source. For example, in the case of sailing by a motor with a relatively low maximum output, only a part of the operation range (movable range) of the operation unit is used for adjusting the motor rotation speed, and for the remaining part, the motor rotation speed may not be reflected even if the operation amount of the operation unit changes.

[0006] An object of the present disclosure is to provide a ship control method, a ship control program, a ship control system, and a ship that are easy to improve the operability of an operation unit.

Means for Solving the Problems

[0007] A ship control method according to an aspect of the present disclosure is used for a ship having a plurality of power sources including a first power source and a second power source, and having a plurality of propulsion modes in which the power sources used for propelling the hull among the plurality of power sources are different. The ship control method includes adjusting an output value related to the propulsion force of the hull to a value corresponding to an operation amount of an operation unit, and changing a correspondence relationship between the operation amount and the output value according to the propulsion mode.

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

[0009] A ship control system according to an aspect of the present disclosure is used for a ship and includes an adjustment processing unit and a change processing unit. The ship has a plurality of power sources including a first power source and a second power source, and has a plurality of propulsion modes in which the power sources used for propelling the hull among the plurality of power sources are different. The adjustment processing unit adjusts an output value related to the propulsion force of the hull to a value corresponding to an operation amount of an operation unit. The change processing unit changes a correspondence relationship between the operation amount and the output value according to the propulsion mode.

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

Advantages of the Invention

[0011] According to the present invention, it is possible to provide a ship control method, a ship control program, a ship control system, and a ship that can easily improve the operability of an operation unit.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Embodiments for Carrying Out the Invention

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

[0014] (Embodiment 1) [1] Overall Configuration First, the overall configuration of the ship 10 according to the present embodiment will be described with reference to FIGS. 1 and 2.

[0015] The ship 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 ship 10 is a “pleasure boat”, which is a small ship mainly used for sports or recreation. Further, in this embodiment, the ship 10 is configured to operate according to the operation (including remote operation) of a person (operator), and in particular, it is assumed to be a manned type that allows a person as an operator to board.

[0016] As shown in FIG. 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 unit 4 that outputs a propulsion force for propelling the hull 1, and an operation device 5 that receives the operation of a person (operator). In addition to this, the hull 1 further includes various in-ship facilities including a steering mechanism, a display device, a communication device, and lighting equipment.

[0017] As shown in FIG. 2, the drive unit 3 has a plurality of power sources 31 and 32 and a power transmission unit 33. The output unit 4 includes a propeller in this embodiment, and receives the power generated by the drive unit 3 and outputs a propulsion force for moving the hull 1 forward or backward by rotating the propeller around a rotating shaft (propeller shaft).

[0018] The plurality of power sources 31, 32 include at least a first power source 31 and a second power source 32, and each generates power (mechanical energy) used for propelling the hull 1. These plurality of power sources 31, 32 have different output characteristics from each other, and at least the maximum output (highest rotational speed and maximum torque) is different between the first power source 31 and the second power source 32. In the present embodiment, the first power source 31 and the second power source 32 are different types of power sources with completely different systems and types, etc. In short, the ship 10 according to the present embodiment includes a hybrid drive unit 3 having a plurality of types of power sources 31, 32.

[0019] In the present 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 supply of electric power (electrical energy). More specifically, the first power source 31 is a diesel engine driven by light oil as fuel, and the second power source 32 is an AC motor driven by AC power.

[0020] The first power source 31 and the second power source 32 are individually driven to generate power respectively. Therefore, the plurality of power sources 31, 32 can be switched, for example, to a state where only the first power source 31 among the first power source 31 and the second power source 32 is driven, a state where only the second power source 32 is driven, and a state where 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 second power source 32, which is a motor, with the power of the first power source 31, which is an engine, the second power source 32 can assist the first power source 31 to drive the output unit 4 with a larger power.

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

[0022] Furthermore, the power transmission unit 33 has a function of switching whether to transmit power from each of the plurality of power sources 31, 32 to the output unit 4, that is, switching between a "transmission state" and a "cut-off state". The "transmission state" as used in the present disclosure is a state in which each power source 31, 32 and the output unit 4 are mechanically connected and power is transmitted from each power source 31, 32 to the output unit 4. When each power source 31, 32 is driven while the power transmission unit 33 is in the transmission state, the output unit 4 is driven by the power generated by each power source 31, 32. The "cut-off state" as used in the present disclosure is a state in which each power source 31, 32 and the output unit 4 are mechanically cut off and power is not transmitted from each power source 31, 32 to the output unit 4. Even when each power source 31, 32 is driven while the power transmission unit 33 is in the cut-off state, the power generated by each power source 31, 32 is not transmitted to the output unit 4, so the output unit 4 is not driven.

[0023] The drive unit 3 will be described in detail in the section "[2] Configuration of the drive unit".

[0024] The output value related to the propulsion force of the hull 1 generated by the output unit 4 changes according to the power transmitted from the drive unit 3 to the output unit 4. The "output value" as used in the present disclosure may be any value related to the propulsion force of the hull 1, for example, the rotational speed (rotation speed) of the propeller in the output unit 4, or the speed (ship speed) of the hull 1, etc. In this embodiment, as an example, it is assumed that the rotational speed of the propeller of the output unit 4 is the "output value". That is, basically, the larger the power output from the drive unit 3, the larger (higher rotation speed) the output value (rotational speed of the propeller) becomes.

[0025] The ship control system 2 mainly consists of 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 (ship control program) for causing one or more processors to execute a control method for the ship 10 is recorded in one or more memories in the ship control system 2.

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

[0027] In the present embodiment, the ship 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 ship control system 2 can control the drive unit 3 in response to an operation signal from the operation device 5, and rotate the propeller of the output unit 4 to move the hull 1 forward or backward. Further, the ship control system 2 can adjust the rotational speed of the propeller of the output unit 4 and adjust the moving speed (ship speed) of the hull 1 by controlling the output (rotational speed or torque) of the first power source 31 or the second power source 32.

[0028] Also, the ship control system 2 can switch between a plurality of propulsion modes. The "propulsion mode" referred to in the present disclosure is a mode in which different power sources 31, 32 among the plurality of power sources 31, 32 are used for propelling the hull 1. That is, the ship control system 2 can switch between a plurality of propulsion modes by switching which of the plurality of power sources 31, 32 is used for propelling the hull 1.

[0029] In this embodiment, as an example, the plurality of 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 that uses both the first power source 31 (engine) and the second power source 32 (motor) to propel the hull 1. The motor propulsion mode is a propulsion mode that uses only the second power source 32 (motor) out of the first power source 31 and the second power source 32 to propel the hull 1. The engine propulsion mode is a propulsion mode that uses only the first power source 31 (engine) out of the first power source 31 and the second power source 32 to propel the hull 1.

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

[0031] The operation device 5 is a user interface that receives the operation of a person (operator) and is arranged, for example, in the cockpit where the operator of the hull 1 boards. The operation device 5 receives various operations by the operator, for example, and outputs an electrical signal (operation signal) corresponding to the operation to the ship control system 2. In this embodiment, as an example, the operation device 5 includes an operation unit 51 (see FIG. 2) composed of a rotatable 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 operation amount of the operation unit 51 from the position of the operation unit 51, and outputs an operation signal representing the operation amount. Further, the operation device 5 may further include a plurality of mechanical switches, a touch panel, an operation dial, and the like.

[0032] In the control room, a display device, a communication device, etc. are also arranged. The display device is a user interface for outputting various information to a person (operator). The display device is electrically connected to, for example, the ship control system 2, and displays various screens according to the display control signal from the ship control system 2. The communication device is configured to be able to communicate with another system outside the hull 1 (including a server, etc.), and data can be exchanged with the other system.

[0033] [2] Configuration of the drive unit Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS. 3 to 5.

[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 unit 33. Further, as shown in FIG. 3, the drive unit 3 further has an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, etc. In FIG. 3 and the like, the electrical connection relationship such as between the drive circuit 351 and the main battery 352 is indicated by a broken line.

[0035] In this embodiment, the first power source 31 is a diesel engine, has a combustion chamber partitioned by a cylinder or the like, and the fuel (light oil) burns in the combustion chamber to cause the piston to reciprocate. The first power source 31 is provided with a crankshaft that rotates by receiving the reciprocating motion of the piston as an output shaft, and the crankshaft is connected to the power transmission unit 33. Thereby, 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 composed 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 the DC voltage output from the main battery 352 into an AC voltage and supplying it to the second power source 32. The output shaft of the second power source 32 is connected to the 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, for example, consists of 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 an onshore power source (power grid) or an alternator.

[0037] Furthermore, in this embodiment, the drive circuit 351 is a bidirectional inverter circuit and has not only the function of converting a DC voltage into an AC voltage but also the function of converting an AC voltage into a DC voltage. Therefore, the drive circuit 351 can not only convert the DC voltage output from the main battery 352 into an AC voltage and output it to the second power source 32, but also convert the AC voltage output from the second power source 32 into 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 in the drive circuit 351 using the electrical energy (AC power) generated when the second power source 32 rotates due to 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. In FIG. 3 and the like, the configuration of the power transmission unit 33 is shown in a simplified manner, but the first gear 333, the second gear 334, the third gear 335, the fourth gear 336, etc. are included in a reduction device 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. That is, the first clutch 331 is located in the middle of the power transmission path from the first power source 31 to the output unit 4. The first clutch 331 has an input-side rotating body 331A and an output-side rotating body 331B, and is configured to be able to switch between a state where the input-side rotating body 331A and the output-side rotating body 331B are connected (transmission state) and a state where they are separated (cut-off state).

[0040] The input-side rotating body 331A is connected to the output shaft (crankshaft) of the first power source 31, and the output-side rotating body 331B is connected to the output unit 4. As a result, the input-side rotating body 331A rotates by receiving the power generated by the first power source 31. If the first clutch 331 is in the transmission state, the power of the first power source 31 is transmitted to the output unit 4 via the first clutch 331. If the first clutch 331 is in the cut-off state, the power of the first power source 31 is cut off by the first clutch 331 and is not transmitted to the output unit 4.

[0041] The first clutch 331 consists of a hydraulic clutch such as a wet multi-plate clutch as an example, and the operating oil is supplied from a hydraulic circuit including a hydraulic pump, whereby the switching between the transmission state and the cut-off state is performed. The switching between the transmission state and the cut-off state of the first clutch 331 is performed, for example, by controlling the electromagnetic valve of the hydraulic circuit in the ship control system 2. That is, the ship control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between the transmission state and the cut-off state.

[0042] The first gear 333 is connected to the input-side rotating body 331A of the first clutch 331 and rotates along with the rotation of the input-side rotating body 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-side rotating body 331B of the first clutch 331 and rotates along with the rotation of the output-side rotating body 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 the fourth gear 336. That is, the second clutch 332 is located in the middle of 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 mating-side rotating bodies 332A and 332B, and is configured to be able to switch between a state where the motor-side rotating body 332C and the mating-side rotating bodies 332A and 332B are connected (transmission state) and a state where they are disengaged (cut-off state).

[0044] In the present embodiment, as the mating-side rotating bodies 332A and 332B, a first mating-side rotating body 332A and a second mating-side rotating body 332B are provided. The second clutch 332 can switch between a first transmission state in which the motor-side rotating body 332C is connected to the first mating-side rotating body 332A, a second transmission state in which the motor-side rotating body 332C is connected to the second mating-side rotating body 332B, and a cut-off state in which the motor-side rotating body 332C is disengaged from both the first mating-side rotating body 332A and the second mating-side rotating body 332B.

[0045] The motor-side rotating body 332C is connected to the output shaft of the second power source 32. The first mating-side rotating body 332A is connected to the second gear 334, and the second mating-side rotating body 332B is connected to the fourth gear 336. Thereby, the motor-side rotating body 332C receives the power generated by the second power source 32 and rotates. 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, if 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. Also, 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, if the second clutch 332 is in the cut-off state, the power of the second power source 32 is blocked by the second clutch 332 and not transmitted to the output unit 4.

[0046] The second clutch 332 is, for example, a meshing clutch such as a dog clutch. The switching between the first transmission state, the second transmission state, and the cut-off state of the second clutch 332 is performed by moving the motor-side rotating body 332C by an actuator 34 that is a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first mating-side rotating body 332A, thereby setting the second clutch 332 in a first transmission state in which the motor-side rotating body 332C and the first mating-side rotating body 332A mesh with each other. Further, the actuator 34 moves the motor-side rotating body 332C to a position where it fits into the second mating-side rotating body 332B, thereby setting the second clutch 332 in a second transmission state in which the motor-side rotating body 332C and the second mating-side rotating body 332B mesh with each other. The actuator 34 moves the motor-side rotating body 332C to a position where it does not fit into either the first mating-side rotating body 332A or the second mating-side rotating body 332B, thereby setting the second clutch 332 in a cut-off state.

[0047] The switching between the first transmission state, the second transmission state, and the cut-off state of the second clutch 332 is performed, for example, by controlling an electric actuator 34 in the ship control system 2. That is, the ship control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between a transmission state (the first transmission state or the second transmission state) and a cut-off state.

[0048] According to the drive unit 3 configured as described above, the ship control system 2 can switch between a plurality of propulsion modes as illustrated in FIGS. 4 and 5 by controlling the first clutch 331 and the second clutch 332. In FIGS. 4 and 5, the states of the drive unit 3 in each propulsion mode are schematically shown, and the illustrations of the drive circuit 351, the main battery 352, and the charging circuit 353 are omitted. Also, in FIGS. 4 and 5, the power transmitted from the power sources 31, 32 to the output unit 4 is indicated by (thick-line) broken 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 for propelling the hull 1. In the motor propulsion mode, the ship control system 2 controls the first clutch 331 to be in a disengaged state and the second clutch 332 to be in a second transmission state. Further, in the motor propulsion mode, the ship control system 2 stops the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with the power from the main battery 352. Thereby, 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 for propelling the hull 1. In the engine propulsion mode, the ship control system 2 controls the first clutch 331 to be in a transmission state and the second clutch 332 to be in a disengaged state. Further, in the engine propulsion mode, the ship control system 2 drives the first power source 31 and controls the drive circuit 351 to stop the second power source 32. Thereby, 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 to generate a propulsive force for the hull 1.

[0051] The upper part of Fig. 5 shows the "Hybrid Propulsion Mode (Low Speed)", which is suitable for navigation at "low speed" among the hybrid propulsion modes that use both the first power source 31 (engine) and the second power source 32 (motor) for the propulsion of the hull 1. In this Hybrid Propulsion Mode (Low Speed), the ship control system 2 controls the first clutch 331 to the engaged state and the second clutch 332 to the second engaged state. Further, in the Hybrid Propulsion Mode (Low Speed), the ship control system 2 drives the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with the 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. Consequently, 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 unit 4 and generate the propulsion force of the hull 1.

[0052] The lower part of Fig. 5 shows the "Hybrid Propulsion Mode (High Speed)", which is suitable for navigation at "high speed" among the hybrid propulsion modes that use both the first power source 31 (engine) and the second power source 32 (motor) for the propulsion of the hull 1. In this Hybrid Propulsion Mode (High Speed), the ship control system 2 controls the first clutch 331 to the engaged state and the second clutch 332 to the first engaged state. Further, in the Hybrid Propulsion Mode (High Speed), the ship control system 2 drives the first power source 31 and controls the drive circuit 351 to drive the second power source 32 with the 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. Consequently, 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 unit 4 and generate the propulsion force of the hull 1.

[0053] Further, in the motor propulsion mode shown in the upper part of FIG. 4, when the hull 1 is sailing, the rotational force of the propeller of the output unit 4 can be supplied to the main battery 352 as regenerative energy to charge 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 by rotating the output shaft of the second power source 32, alternating current power is generated by the second power source 32. The alternating current power generated by the second power source 32 is used for charging the main battery 352 by a drive circuit 351 composed 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 (at anchor), 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 ship control system 2 controls the first clutch 331 to be in the disengaged 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 by rotating the output shaft of the second power source 32, alternating current power is generated by the second power source 32. The alternating current power generated by the second power source 32 is used for charging the main battery 352 by a drive circuit 351 composed of a bidirectional inverter circuit.

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

[0056] [3] Configuration of Ship Control System Next, the configuration of the ship control system 2 according to the present embodiment will be described with reference to FIGS. 2 and 6. The ship control system 2 is a component of the ship 10 and constitutes the ship 10 together with the hull 1. In other words, the ship 10 according to the present embodiment includes the ship control system 2 and the hull 1. In the present embodiment, as an example, the ship control system 2 is a computer system mounted on the hull 1.

[0057] As shown in FIG. 2, the ship control system 2 includes a mode switching processing unit 21, an engine control unit 22, a motor control unit 23, an adjustment processing unit 24, a change processing unit 25, and a storage unit 26. In this embodiment, as an example, since the ship control system 2 is mainly composed of a computer system having one or more processors, when the one or more processors execute a ship control program, these multiple functional units (mode switching processing unit 21, etc.) are realized. These multiple functional units included in the ship control system 2 may be distributed and provided in multiple enclosures, or may be provided in one enclosure.

[0058] The ship control system 2 is configured to be communicable with devices provided in each part of the hull 1. That is, at least the operation device 5, the first power source 31, the drive circuit 351 that drives the second power source 32, the electromagnetic valve for controlling the first clutch 331, and the actuator 34 for controlling the second clutch 332, etc. are communicably connected to the ship control system 2. Thereby, the ship control system 2 can, for example, control the drive unit 3 according to an operation signal from the operation device 5. Here, the ship control system 2 may directly exchange various information (electrical signals) with each device, or may indirectly exchange them via a repeater or the like.

[0059] The mode switching processing unit 21 executes a process of switching the propulsion mode of the ship 10. In this embodiment, the ship 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 according to the operation of a person (operator) on the operation device 5. As an example, the operation device 5 has a mode selection switch. 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. In short, in this embodiment, the switching of the propulsion mode is performed according to the switching operation by the user.

[0060] Specifically, the mode switching processing unit 21 controls the drive unit 3 so as to operate in the selected propulsion mode. For example, the mode switching processing unit 21 controls the first clutch 331 to be in a disengaged state and the second clutch 332 to be in a second transmission state, thereby switching the propulsion mode of the ship 10 to the motor propulsion mode (see the upper part of FIG. 4). Further, the mode switching processing unit 21 controls the first clutch 331 to be in a transmission state and the second clutch 332 to be in a disengaged state, thereby switching the propulsion mode of the ship 10 to the engine propulsion mode (see the lower part of FIG. 4). The propulsion mode switched by the mode switching processing unit 21, that is, the currently selected propulsion mode, is preferably presented to a person (operator) by, for example, a display device or the like.

[0061] The engine control unit 22 controls the first power source 31 composed of an engine. Specifically, the engine control unit 22 performs control such as fuel injection for driving the first power source 31 and opening and closing of an exhaust valve. Thereby, the engine control unit 22 can control the first power source 31 so as to adjust the output (mainly the rotational speed) of the first power source 31 to an arbitrary value.

[0062] The motor control unit 23 controls the second power source 32 composed of a motor. Specifically, the motor control unit 23 performs control of a drive circuit 351 or the like for driving the second power source 32. Thereby, the motor control unit 23 can control the second power source 32 so as to adjust the output (mainly the rotational speed and torque) of the second power source 32 to an arbitrary value. In particular, in the present embodiment, the motor control unit 23 can perform two types of control, i.e., rotational speed control (rotational speed control) and torque control, as control of the second power source 32 (motor). In rotational speed control, the motor control unit 23 sets a target rotational speed of the second power source 32 (motor) and controls the rotational speed of the second power source 32 (motor) so as to approach the target rotational speed. In 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] The adjustment processing unit 24 adjusts the output value related to the propulsion force of the hull 1 to a value corresponding to the operation amount of the operation unit 51. In the present embodiment, since the "output value" is the rotational speed of the propeller of the output unit 4, the adjustment processing unit 24 adjusts the rotational speed of the propeller to a value corresponding to the operation amount of the operation unit 51. Basically, the larger the operation amount of the operation unit 51, the larger the output value related to the propulsion force of the hull 1, and the smaller the operation amount of the operation unit 51, the smaller the output value related to the propulsion force of the hull 1. When an operation signal representing the operation amount of the operation unit 51 is input from the operation device 5, the adjustment processing unit 24 determines the output value corresponding to this operation amount. Then, the adjustment processing unit 24 controls the first power source 31 and the second power source 32 by the engine control unit 22 and the motor control unit 23 so that the propulsion force corresponding to the output value is generated by the output unit 4.

[0064] Here, the operation amount of the operation unit 51 corresponds to the rotation angle of the operation unit 51 composed of an operation lever. That is, as shown in FIG. 6, the operation unit 51 can rotate (move) from the neutral position to each of the forward position and the reverse position, and it is assumed that the propulsion force of the hull 1 is 0 (zero) when the operation unit 51 is in the neutral position. In this case, to move the hull 1 forward, the operator operates the operation unit 51 to rotate (move) from the neutral position to the forward position side, and to move the hull 1 backward, the operator operates the operation unit 51 to rotate (move) from the neutral position to the reverse position side. Then, the rotation angle θ1 of the operation unit 51 from the neutral position to the forward position side becomes the operation amount of the operation unit 51 when moving the hull 1 forward, and the rotation angle θ2 of the operation unit 51 from the neutral position to the reverse position side becomes the operation amount of the operation unit 51 when moving the hull 1 backward. Therefore, the larger the rotation angle θ1 of the operation unit 51 from the neutral position to the forward position side, the larger the output value (rotational speed of the propeller) for moving the hull 1 forward.

[0065] Here, the correspondence between the operation amount of the operation unit 51 and the output value related to the propulsion force of the hull 1 is predetermined as "allocation data". The allocation data is data that defines the allocation (assignment) of the output value (the rotational speed of the propeller) to the operation amount of the operation unit 51. The allocation data only needs to define the correspondence between the operation amount of the operation unit 51 and the output value. For example, it may be table data that individually associates the values of the output values for each value of the operation amount of the operation unit 51, or it may be function data for calculating the output value corresponding to the operation amount of the operation unit 51. The allocation data is stored in the storage unit 26, for example, and the adjustment processing unit 24 specifies the output value for the operation amount of the operation unit 51 by referring to the allocation data.

[0066] The change processing unit 25 changes the correspondence between the operation amount and the output value according to the propulsion mode. That is, as described above, the correspondence between the operation amount and the output value used when the adjustment processing unit 24 adjusts the output value (the rotational speed of the propeller) to the value corresponding to the operation amount of the operation unit 51 is not fixed, but is changed according to the propulsion mode. In the present embodiment, a plurality of allocation data are stored in the storage unit 26 so as to correspond one-to-one to a plurality of propulsion modes, and the change processing unit 25 changes which of these plurality of allocation data the adjustment processing unit 24 uses according to the propulsion mode.

[0067] As an example, assume that the operation amount of the operation unit 51 changes in 100 steps from "0" to "99" for each of forward and backward. In this case, if the ship 10 is in the motor propulsion mode, when the operation unit 51 is operated by an operation amount of "40" to the forward position side, the output value (the rotational speed of the propeller) is "50 rpm", and when the operation amount is operated by "80", the output value is "100 rpm". On the other hand, if the ship 10 is in the engine propulsion mode, when the operation unit 51 is operated by an operation amount of "40" to the forward position side, the output value (the rotational speed of the propeller) is "80 rpm", and when the operation amount is operated by "80", the output value is "160 rpm".

[0068] The storage unit 26 includes a non-volatile storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive) that stores various types of information. The storage unit 26 stores (records) control programs such as a ship control program for causing the ship control system 2 to execute a ship control method. Further, the above-described allocation data and the like are also stored in the storage unit 26.

[0069] [4] Ship control method Hereinafter, with reference to FIGS. 7 to 11, an example of a control method (hereinafter, also simply referred to as "control method") of the ship 10 mainly executed by the ship control system 2 will be described.

[0070] The control method according to the present embodiment is executed by the ship control system 2 mainly configured by a computer system. In other words, it is embodied by a ship control program. That is, the ship control program according to the present embodiment is a computer program for causing one or more processors to execute each process related to the control method of the ship 10. Such a ship control program may be executed in cooperation by, for example, the ship control system 2 and a terminal device.

[0071] Here, when a preset specific start operation for executing the ship control program is performed, the ship control system 2 executes the following various processes related to the control method. The start operation is, for example, a power-on operation of the ship 10. On the other hand, when a preset specific end operation is performed, the ship control system 2 ends the following various processes related to the control method. The end operation is, for example, a power-off operation of the ship 10.

[0072] [4.1] Overall process In this embodiment, as an example, the correspondence between the operation amount and the output value is changed between a motor propulsion mode in which only the power of the second power source 32 is used for propelling the hull 1 and a propulsion mode (engine propulsion mode and hybrid propulsion mode) in which the power of the first power source 31 is used for propelling the hull 1. That is, even if the operation amount of the operation unit 51 is the same, the output value (the rotational speed of the propeller) will be different when only the power of the second power source 32 (motor), which has a relatively low maximum output, is used for propelling the hull 1 and when the power of the first power source 31 (engine) is used for propelling the hull 1.

[0073] Specifically, in a state where the mode switching processing unit 21 selects the engine propulsion mode or the hybrid propulsion mode as the propulsion mode of the ship 10, the change processing unit 25 selects the allocation data D1 for the engine (see FIG. 7) as the allocation data. At this time, the adjustment processing unit 24 adjusts the output value (the rotational speed of the propeller) to the value corresponding to the operation amount of the operation unit 51 according to the selected allocation data D1 for the engine. On the other hand, in a state where the mode switching processing unit 21 selects the motor propulsion mode as the propulsion mode of the ship 10, the change processing unit 25 selects the allocation data D2 for the motor (see FIG. 7) as the allocation data. At this time, the adjustment processing unit 24 adjusts the output value (the rotational speed of the propeller) to the value corresponding to the operation amount of the operation unit 51 according to the selected allocation data D2 for the motor.

[0074] In this embodiment, as an example, as shown in FIG. 7, the allocation data D1 for the engine is set such that, compared to the allocation data D2 for the motor, a larger output value is associated with the same operation amount. FIG. 7 is a graph showing the allocation data D1 for the engine and the allocation data D2 for the motor, with the operation amount of the operation unit 51 on the horizontal axis and the output value (rotation speed of the propeller) on the vertical axis. Thereby, in the propulsion mode in which the power of the first power source 31 (engine), which has a relatively high maximum output, is used for the propulsion of the hull 1, even when the operation amount of the operation unit 51 is the same, a larger output value (that is, the propeller rotates at a high speed) is associated compared to the motor propulsion mode. In FIG. 7, the correspondence relationship (allocation data D1, D2) between the operation amount and the output value is linear, but it is not limited to this, and the correspondence relationship may be non-linear. Further, in the region where the operation amount is small, the output value is set to 0 (zero), but it is not limited to this, and an output value larger than 0 may be associated even in the region where the operation amount is small.

[0075] The control method according to this embodiment is used for a ship 10 including a plurality of power sources 31 and 32 including a first power source 31 and a second power source 32. This ship 10 has a plurality of propulsion modes in which the power sources 31 and 32 used for the propulsion of the hull 1 among the plurality of power sources 31 and 32 are different.

[0076] In the control method according to this embodiment, the adjustment processing unit 24 of the ship control system 2 uses the allocation data D1 and D2 representing the correspondence relationship between the operation amount and the output value as described above to adjust the output value related to the propulsion force of the hull 1 to a value corresponding to the operation amount of the operation unit 51. In other words, when the operation amount of the operation unit 51 is input, the adjustment processing unit 24 outputs an output value corresponding to the operation amount based on the allocation data D1 and D2. Thereby, the operation amount of the operation unit 51 is converted by the adjustment processing unit 24 into an output value corresponding to the operation amount.

[0077] In addition, in the control method according to the present embodiment, the change processing unit 25 of the ship control system 2 changes the correspondence relationship between the operation amount and the output value according to the propulsion mode. That is, when the propulsion mode is switched by the mode switching processing unit 21, the change processing unit 25 switches the allocation data D1 and D2 used in the adjustment processing unit 24 to the allocation data D1 and D2 corresponding to the propulsion mode after the switching. In other words, the allocation (sensitivity) of the output value (propeller rotation speed) to the operation amount of the operation unit 51 is changed according to the propulsion mode.

[0078] Therefore, even if the operation amount of the operation unit 51 is the same, for example, in the motor propulsion mode and the engine propulsion mode, the output values (propeller rotation speeds) regarding the propulsion force of the hull 1 are different. And for each propulsion mode with different power sources 31 and 32, by assigning individual output values (propeller rotation speeds) to the operation amount of the operation unit 51, it becomes possible to realize the operation of the operation unit 51 suitable for each propulsion mode. For example, in the navigation by the second power source 32 (motor) with relatively low maximum output, it is also possible to use the entire operation range (movable range) of the operation unit 51 for the adjustment of the output value (motor rotation speed). As a result, according to the control method according to the present embodiment, there is an advantage that it is easy to improve the operability of the operation unit 51.

[0079] In addition, in the present embodiment, the operation state of the operation unit 51 includes a driving state and a non-driving state. The "driving state" referred to here is a state in which the operation amount of the operation unit 51 corresponds to an output value equal to or greater than a threshold value, and the "non-driving state" is a state in which the operation amount of the operation unit 51 corresponds to an output value less than the threshold value. That is, when the operation amount (rotation angle) from the neutral position (see FIG. 6) of the operation unit 51 is relatively large and the corresponding output value is equal to or greater than the threshold value, the operation state of the operation unit 51 is the driving state. On the contrary, when the operation amount (rotation angle) from the neutral position (see FIG. 6) of the operation unit 51 is minute and the corresponding output value is less than the threshold value (including 0), the operation state of the operation unit 51 is the non-driving state. The operation amount of the operation unit 51 when the output value reaches the threshold value is, for example, an operation amount such that the rotation angle θ1 (or θ2) of the operation unit 51 in FIG. 6 is about several degrees to several tens of degrees. As an example, assuming that the output value when the rotation angle θ1 (or θ2) is 10 degrees is the threshold value, if the rotation angle θ1 (or θ2) of the operation unit 51 is 10 degrees or more, the operation state of the operation unit 51 is the driving state, and if it is less than 10 degrees, the operation state of the operation unit 51 is the non-driving state.

[0080] And in the present embodiment, the propulsion mode is switchable at least in the driving state. That is, if the operation state of the operation unit 51 is in the driving state, the mode switching processing unit 21 of the ship control system 2 can switch the propulsion mode. Thereby, in a state where the operation state of the operation unit 51 is in the driving state, that is, in a state where the propulsion force of the hull 1 is generated, the propulsion mode can be switched without performing an operation to return the operation unit 51 to the neutral position.

[0081] Furthermore, in the present embodiment, the propulsion mode is switchable at least in the non-driving state. That is, if the operation state of the operation unit 51 is in the non-driving state, the mode switching processing unit 21 of the ship control system 2 can switch the propulsion mode. Thereby, in a state where the operation state of the operation unit 51 is in the non-driving state, that is, in a state where the propulsion force of the hull 1 is not generated, the propulsion mode can be switched, and in this case, even if the correspondence relationship between the operation amount and the output value is changed, a sudden change in the output value is less likely to occur.

[0082] In particular, in this embodiment, regardless of whether the operation unit 51 is in a driving state or a non-driving state, the propulsion mode can be switched. Therefore, for the operator who switches the propulsion mode, basically, it is possible to switch the propulsion mode regardless of the operation state of the operation unit 51, improving convenience.

[0083] However, in the control method according to this embodiment, when the output of the first power source 31 is equal to or greater than a predetermined value, among the plurality of propulsion modes, switching from the mode in which the first power source 31 is used for propelling the hull 1 to the mode in which the first power source 31 is not used for propelling the hull 1 is restricted. That is, if the output (rotation speed or torque) of the first power source 31 is equal to or greater than a predetermined value, switching from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode is restricted. The restriction of switching the propulsion mode is realized, for example, by prohibiting the operator (user) from switching the propulsion mode itself by locking the mode selection switch of the operation device 5, or invalidating the operation signal when the mode selection switch is operated. Alternatively, for example, the restriction of switching the propulsion mode may be achieved by notifying the operator from a display device or the like that the switching of the propulsion mode is restricted.

[0084] In this embodiment in particular, the allocation data D1 for the engine is set to associate a larger output value with the same operation amount compared to the allocation data D2 for the motor. Therefore, when the output of the first power source 31 is equal to or greater than a predetermined value and a switch is made from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode, and the allocation data D1 for the engine is switched to the allocation data D2 for the motor, the output value may be significantly attenuated. In this embodiment, by restricting the switching from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode in such a situation, it is possible to avoid a significant attenuation of the output value. As a result, it is possible to avoid a significant decrease in the ship speed and the like, leading to an improvement in ship handling performance.

[0085] Furthermore, when the output of the second power source 32 is equal to or greater than a predetermined value, switching from a mode in which the second power source 32 is used for propelling the hull 1 to a mode in which the second power source 32 is not used for propelling the hull 1 may be restricted. That is, if the output (rotation speed or torque) of the second power source 32 is equal to or greater than a predetermined value, switching from the motor propulsion mode to the engine propulsion mode or the hybrid propulsion mode may be restricted.

[0086] Incidentally, in the control method according to the present embodiment, as shown in FIG. 8, in accordance with the switching from the first mode M1 to the second mode M2 among a plurality of propulsion modes, an intermediate output value between the first output value V1 corresponding to the operation amount in the first mode M1 and the second output value V2 corresponding to the operation amount in the second mode M2 is assigned to the operation amount. FIG. 8 is a graph showing the output value (rotation speed of the propeller) in the upper stage and the ship speed in the lower stage with the horizontal axis being the time axis. In FIG. 8, as an example, a case where the first mode M1 is the engine propulsion mode and the second mode M2 is the motor propulsion mode is assumed. Therefore, even if the operation amount of the operation unit 51 is the same, by switching from the first mode M1 (engine propulsion mode) to the second mode M2 (motor propulsion mode), the output value decreases from the first output value V1 to the second output value V2 (<V1). Here, the output value does not decrease abruptly (steeply) from the first output value V1 to the second output value V2, but decreases from the first output value V1 to the second output value V2 with the intermediate output value in between. As a result, compared with the case where the output value changes abruptly from the first output value V1 to the second output value V2, the change in the ship speed becomes gentle, and for example, the maneuverability and the riding comfort are improved.

[0087] Furthermore, in the present embodiment, as the switching from the first mode M1 to the second mode M2 occurs, the change is made over a transition time T1 via an intermediate output value from the first output value V1 to the second output value V2. That is, as shown in FIG. 8, from the first time point t1 when the propulsion mode switches from the first mode M1 to the second mode M2 to the second time point t2, over the transition time T1, the output value gradually changes from the first output value V1 to the second output value V2. In particular, in the present embodiment, by continuously changing from the first output value V1 to the second output value V2 at the transition time T1, a sudden change in the output value is suppressed, and improvements in maneuverability, ride comfort, and the like are achieved.

[0088] In this way, the suppression of a sudden change in the output value associated with the switching of the propulsion mode is particularly useful when the switching of the propulsion mode is performed especially when the operation state of the operation unit 51 is in the driving state. That is, in a state where the operation state of the operation unit 51 is in the driving state, that is, in a state where the propulsion force of the hull 1 is generated, it is possible to switch the propulsion mode while suppressing a sudden change in the output value associated with the switching of the propulsion mode without performing an operation to return the operation unit 51 to the neutral position.

[0089] Here, the transition time T1 may be of a constant length or may not be of a constant length. In the present embodiment, if the difference between the first output value V1 and the second output value V2 is less than the allowable value, the transition time T1 is shortened compared to the case where the difference is greater than or equal to the allowable value. That is, the transition time T1 is not of a constant length and varies according to the amount of change in the output value (the difference between the first output value V1 and the second output value V2) associated with the switching from the first mode M1 to the second mode M2. For example, when the operation state of the operation unit 51 is in the non-driving state, such as when the operation unit 51 is at the neutral position (see FIG. 6), the difference between the first output value V1 and the second output value V2 is substantially 0 (zero). In such a case, by shortening the transition time T1, the time required for the change from the first output value V1 to the second output value V2 is shortened. According to this configuration, since the transition time T1 becomes shorter when the difference between the first output value V1 and the second output value V2 is small, even if the output value changes relatively steeply, there is almost no change in the ship speed. The length of the transition time T1 may be 0 (zero).

[0090] On the other hand, if the difference between the first output value V1 and the second output value V2 is greater than or equal to the allowable value, the transition time T1 has a constant length. Therefore, the transition time T1 is the same length whether the difference between the first output value V1 and the second output value V2 is the first value or a second value greater than the first value. In other words, regardless of the change amount of the output value corresponding to the operation amount of the operation unit 51 when switching the propulsion mode (that is, the change amount of sensitivity), the output value changes over a transition time T1 of a predetermined time length. As a result, regardless of the operation amount of the operation unit 51, the output value basically switches with a transition time T1 of a constant length, so the ship controllability for the operator is improved.

[0091] [4.2] An example of the control system Next, an example of a control system for embodying the processes particularly performed by the adjustment processing unit 24 and the change processing unit 25 in the ship control system 2 will be described. Here, it is assumed that the output value is the engine target rotation speed that is the target value of the output of the first power source 31 (engine) or the motor target rotation speed that is the target value of the output of the second power source 32 (motor).

[0092] That is, according to the control system shown in the block diagram of FIG. 9, when switching the propulsion mode, the intermediate output value between the output value before switching (the first output value) and the output value after switching (the second output value) can be continuously changed. In the control system shown in FIG. 9, when the propulsion mode and the operation amount of the operation unit 51 are input, the engine target rotation speed and the motor target rotation speed as output values are output. Specifically, in the block B1 for determining the synthesis ratio, the synthesis ratio α of the allocation data D1 for the engine and the allocation data D2 for the motor is determined according to the propulsion mode and the operation amount of the operation unit 51. Here, as an example, the synthesis ratio α indicates the ratio of the output value based on the allocation data D2 for the motor in the entire output value, and changes between "0" and "1". In the block B2 for allocating the engine rotation speed, the output value (engine target rotation speed) V1 corresponding to the operation amount of the operation unit 51 is calculated in light of the allocation data D1 for the engine. Similarly, in the block B3 for allocating the motor rotation speed, the output value (motor target rotation speed) V2 corresponding to the operation amount of the operation unit 51 is calculated in light of the allocation data D2 for the motor.

[0093] In the block B4 for converting the engine rotation speed, the motor target rotation speed V2 calculated in the block B3 is converted into the engine target rotation speed V2'. In the block B5 for converting the motor rotation speed, the engine target rotation speed V1 calculated in the block B2 is converted into the motor target rotation speed V1'. In the block B6 for synthesizing the engine rotation speed, the engine target rotation speed is calculated according to the following formula 1. Similarly, in the block B7 for synthesizing the motor rotation speed, the motor target rotation speed is calculated according to the following formula 2. Engine target rotation speed = V1 × (1 - α) + V1' × α (Formula 1) Motor target rotation speed = V2' × (1 - α) + V2 × α (Formula 2)

[0094] Further, the synthesis ratio α is determined by a control system as shown in the block diagram of FIG. 10, for example. That is, according to the control system shown in FIG. 10, by using a conditional addition / subtraction timer and a synthesis ratio map corresponding to the timer value, the block B1 for determining the synthesis ratio can gradually change the synthesis ratio α in conjunction with the switching of the propulsion mode. Specifically, in the block B11 for determining the addition / subtraction value, an addition value or a subtraction value is determined according to the switching of the propulsion mode. A timer value is output from the block B12 for upper and lower limits, and in the block B13 for delay, the timer value is fed back with a delay of one sampling period. Therefore, the timer value is incremented (or decremented) by the addition value (or subtraction value) every sampling period, and increases (or decreases) in increments of the addition value (or subtraction value). In the block B12 for upper and lower limits, the timer value is limited to a predetermined range. In the block B14 for calculating the synthesis ratio, the synthesis ratio α corresponding to the timer value is calculated with reference to the synthesis ratio map. When the timer value is at the lower limit value of the predetermined range, the synthesis ratio α becomes "0", and when the timer value is at the upper limit value of the predetermined range, the synthesis ratio α becomes "1".

[0095] Here, when switching from the engine propulsion mode or the hybrid propulsion mode to the motor propulsion mode, the block B11 for determining the addition / subtraction value outputs an addition value, and the timer value gradually increases to the upper limit value. Conversely, when switching from the motor propulsion mode to the engine propulsion mode or the hybrid propulsion mode, the block B11 for determining the addition / subtraction value outputs an addition value, and the timer value gradually decreases to the lower limit value. Since the transition time T1 becomes shorter as the addition value or the subtraction value becomes larger, in this embodiment, if the difference between the first output value V1 and the second output value V2 is less than the allowable value, the addition value or the subtraction value becomes a relatively large value. On the other hand, if the difference between the first output value V1 and the second output value V2 is equal to or greater than the allowable value, the magnitude of the addition value or the subtraction value is set so that the transition time T1 until the timer value reaches the upper limit value or the lower limit value becomes a constant length.

[0096] However, the control systems shown in FIGS. 9 and 10 are merely examples, and for example, the synthesis ratio α may be determined by other methods.

[0097] [4.3] Flowchart Next, the overall flow of the processing related to the control method of the ship 10 according to the present embodiment will be described with reference to the flowchart of FIG. 11.

[0098] That is, in the control method according to the present embodiment, the ship control system 2 determines whether or not the propulsion mode has been switched by the mode switching processing unit 21 (S1). If the propulsion mode has been switched (S1: Yes), the ship control system 2 shifts the processing to step S2. On the other hand, if the propulsion mode has not been switched (S1: No), the ship control system 2 shifts the processing to step S5.

[0099] In step S2, the ship control system 2 gradually changes the output value from the output value (first output value V1) in the propulsion mode (first mode M1) before switching to the output value (second output value V2) in the propulsion mode (second mode M2) after switching. In step S3, the ship control system 2 determines whether or not the transition time T1 has elapsed. If the transition time T1 has not elapsed (S3: No), the ship control system 2 returns the processing to step S2 and continuously changes the output value. If the transition time T1 has elapsed (S3: Yes), the ship control system 2 shifts the processing to step S4.

[0100] In step S4, the ship control system 2 selects the allocation data associated with the output value (second output value V2) in the propulsion mode (second mode M2) after switching. At this time, the change processing unit 25 of the ship control system 2 changes the correspondence relationship between the operation amount of the operation unit 51 and the output value. Thereafter, in step S5, using the selected allocation data, the adjustment processing unit 24 of the ship control system 2 specifies the output value corresponding to the operation amount of the operation unit 51. In other words, the adjustment processing unit 24 converts the operation amount of the operation unit 51 into the output value corresponding to the operation amount.

[0101] The ship control system 2 repeatedly executes the processes of steps S1 to S5 above. However, the flowchart shown in FIG. 11 is merely an example, and processes may be appropriately added or omitted, or the order of processes may be appropriately changed.

[0102] [5]Modification example Hereinafter, modification examples of Embodiment 1 will be listed. The modification examples described below can be applied in appropriate combinations.

[0103] The ship control system 2 in the present disclosure includes a computer system. The computer system mainly includes one or more processors and one or more memories as hardware. By the processor executing the program recorded in the memory of the computer system, the functions as the ship control system 2 in the present disclosure are realized. The program may be pre-recorded in the memory of the computer system, may be provided through a telecommunication line, or may be provided by being recorded on a non-transitory recording medium such as a memory card, an optical disk, or a hard disk drive that can be read by the computer system. Further, some or all of the functional units included in the ship control system 2 may be configured by electronic circuits.

[0104] Also, it is not an essential configuration of the ship control system 2 that at least some of the functions of the ship control system 2 are integrated in one housing, and the components of the ship control system 2 may be provided distributed in a plurality of housings. Conversely, in Embodiment 1, the functions distributed among a plurality of devices (for example, the ship control system 2 and the operation device 5) may be integrated in one housing.

[0105] Furthermore, at least a part of the ship control system 2 is not limited to being mounted on the hull 1 and may be provided separately from the hull 1. As an example, when 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 communication device of the hull 1. At least some functions of the ship control system 2 may be realized by a cloud (cloud computing) or the like.

[0106] Also, the ship 10 is not limited to a pleasure boat and may be a merchant ship including a cargo ship and a passenger-cargo 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, or a ship such as a naval vessel. Furthermore, the ship 10 is not limited to a manned type on which an operator boards and may be an unmanned ship that can be remotely operated by a person (operator) or can operate autonomously.

[0107] Also, 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, for example, due to a difference in displacement.

[0108] Also, the ship 10 only needs to be provided with a plurality of power sources 31 and 32 on the hull 1, and may be provided with three or more power sources, for example, having a third power source in addition to the first power source 31 and the second power source 32.

[0109] In addition, the operation unit 51 is not limited to the operation lever, and for example, it may be 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. Further, the operation unit 51 may adopt modes such as voice input, gesture input, or input of an operation signal from another terminal.

[0110] Also, it is not essential to switch the propulsion mode according to a switching operation by the user (operator). For example, the mode switching unit 21 of the ship control system 2 may automatically switch the propulsion mode according to the navigation status of the hull 1 such as the current position or ship speed of the hull 1, or the remaining capacity of the main battery 352.

[0111] Also, it is not essential that the propulsion mode be switchable in the driving state, and it is sufficient that the propulsion mode is switchable only when the operation state of the operation unit 51 is in the non-driving state. Conversely, it is not essential that the propulsion mode be switchable in the non-driving state, and the propulsion mode may be switchable only when the operation state of the operation unit 51 is in the driving state.

[0112] Also, it is not essential to limit the switching from the mode in which the output of the first power source 31 is used for propelling the hull 1 to the mode in which the first power source 31 is not used for propelling the hull 1 when the output of the first power source 31 is equal to or greater than a predetermined value. Also, it is not essential to change the output from the first output value V1 to the second output value V2 via an intermediate output value over a transition time T1 with the switching from the first mode M1 to the second mode M2. Also, if the difference between the first output value V1 and the second output value V2 is less than the allowable value, it is not essential to shorten the transition time T1 compared to the case where the difference is equal to or greater than the allowable value. It is also not essential that the transition time T1 has the same length when the difference between the first output value V1 and the second output value V2 is the first value and when it is the second value greater than the first value.

[0113] (Embodiment 2) The control method of the ship 10 according to the present embodiment is different from the control method according to Embodiment 1 in that, when switching from the first mode M1 to the second mode M2, as shown in FIG. 12, the output value is switched directly from the first output value V1 to the second output value V2 without passing through an intermediate output value. Hereinafter, for the same configurations as those in Embodiment 1, the same reference numerals will be given and the description will be omitted as appropriate.

[0114] That is, in the present embodiment, along with the switching from the first mode M1 to the second mode M2, the output value is directly switched from the first output value V1 corresponding to the operation amount in the first mode M1 to the second output value V2 corresponding to the operation amount in the second mode M2. FIG. 12 is a graph showing the output value (propeller rotation speed) in the upper part and the ship speed in the lower part with the horizontal axis being the time axis. In FIG. 12, as an example, a case is assumed where the first mode M1 is the engine propulsion mode and the second mode M2 is the motor propulsion mode. Therefore, even if the operation amount of the operation unit 51 is the same, by switching from the first mode M1 (engine propulsion mode) to the second mode M2 (motor propulsion mode), the output value decreases from the first output value V1 to the second output value V2 (<V1).

[0115] In the present embodiment, since no intermediate output value is set, the output value decreases rapidly (steeply) from the first output value V1 to the second output value V2. As a result, compared with Embodiment 1, the change in the ship speed accompanying the switching of the propulsion mode also becomes steeper.

[0116] The configuration of Embodiment 2 can be adopted in appropriate combination with various configurations (including modified examples) described in Embodiment 1.

Explanation of Reference Numerals

[0117] 1 Hull 2 Ship control system 10 Ship 24 Adjustment processing unit 25 Change processing unit 31 First power source 32 Second power source 51 Operation unit M1 First mode M2 Second mode T1 migration time V1 first output value V2 second output value

Claims

1. A ship having a plurality of power sources including a first power source and a second power source, and having a plurality of propulsion modes in which the power sources used for propelling the hull among the plurality of power sources are different, and being used for a ship, adjusting an output value related to the propulsion force of the hull to a value corresponding to an operation amount of an operation unit; changing a correspondence relationship between the operation amount and the output value according to the propulsion mode; and when the output of the first power source is equal to or greater than a predetermined value, further limiting switching from a mode in which the first power source is used for propelling the hull to a mode in which the first power source is not used for propelling the hull among the plurality of propulsion modes. A method for controlling a ship.

2. A ship having a plurality of power sources including a first power source and a second power source, and having a plurality of propulsion modes in which the power sources used for propelling the hull among the plurality of power sources are different, and being used for a ship, adjusting an output value related to the propulsion force of the hull to a value corresponding to an operation amount of an operation unit; changing a correspondence relationship between the operation amount and the output value according to the propulsion mode; and when switching from a first mode to a second mode among the plurality of propulsion modes, further assigning an intermediate output value between a first output value corresponding to the operation amount in the first mode and a second output value corresponding to the operation amount in the second mode to the operation amount. A method for controlling a ship.

3. When switching from the first mode to the second mode, changing the intermediate output value from the first output value to the second output value over a transition time. The method for controlling a ship according to Claim 2.

4. If the difference between the first output value and the second output value is less than an allowable value, shortening the transition time compared to the case where the difference is equal to or greater than the allowable value. The method for controlling a ship according to Claim 3.

5. When the difference between the first output value and the second output value is a first value and when the difference is a second value greater than the first value, the transition time is of the same length. The method for controlling a ship according to Claim 3 or 4.

6. Further including performing the switching of the propulsion mode according to a switching operation by a user. The method for controlling a ship according to any one of Claims 1 to 5.

7. The operation state of the operation unit includes a driving state corresponding to the output value when the operation amount is equal to or greater than a threshold value and a non-driving state corresponding to the output value when the operation amount is less than the threshold value. The propulsion mode is switchable at least in the driving state. The method for controlling a ship according to any one of claims 1 to 6.

8. The operating state of the operation unit includes a driving state corresponding to the output value when the operation amount is equal to or greater than a threshold value, and a non-driving state corresponding to the output value when the operation amount is less than the threshold value. The propulsion mode is switchable at least in the non-driving state. The method for controlling a ship according to any one of claims 1 to 7.

9. A ship control program for causing one or more processors to execute the method for controlling a ship according to any one of claims 1 to 8.

10. A ship having a plurality of power sources including a first power source and a second power source, and having a plurality of propulsion modes in which the power sources used for propelling the hull among the plurality of power sources are different. An adjustment processing unit that adjusts an output value related to the propulsion force of the hull to a value corresponding to an operation amount of an operation unit. A change processing unit that changes the correspondence relationship between the operation amount and the output value according to the propulsion mode. When the output of the first power source is equal to or greater than a predetermined value, switching from a mode in which the first power source is used for propelling the hull to a mode in which the first power source is not used for propelling the hull among the plurality of propulsion modes is restricted. A ship control system.

11. The ship control system according to claim 10. Comprising the hull. A ship.

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