Marine cooling systems and ships

Abstract

To provide a cooling system for a vessel and the vessel capable of easily improving fuel consumption in the vessel having a plurality of power sources including an engine and a motor.SOLUTION: A cooling system for vessel 6 includes a flow path 62 used in a vessel having a motor 32 as a power source used for propulsion of a hull and in which coolants R1, R2 flow for cooling objects; and a sending device 61 for having the coolants R1, R2 flow into the flow paths 62. The sending device 61 includes a first pump 611. The flow path 62 has a motor side flow path 622A going through the motor 32 and a bypass flow path 622B for bypassing the motor 32.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present disclosure relates to a marine cooling system and a ship used for a ship having a plurality of power sources including an engine and a motor.

Background Art

[0002] As related art, a ship equipped with a hybrid system having an engine and a motor (electrical equipment) and having a plurality of propulsion modes (driving forms) including sailing by the engine, sailing by the engine and the motor, and sailing by the 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 driving of the propeller 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, the ship is switched between forward, neutral, and reverse, 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] As with the related technologies mentioned above, in ships equipped with engines and motors as power sources, one possible configuration for cooling heat sources such as power transmission sections with a coolant such as oil is to use a mechanical pump driven by the power generated by the engine to circulate the coolant through the flow path. However, in this configuration, even when the ship is running on the motor, the engine must be operated to drive the mechanical pump, which may hinder improvements in fuel efficiency (fuel consumption rate).

[0006] The purpose of this disclosure is to provide a marine cooling system and a vessel that facilitates improved fuel efficiency in vessels having multiple power sources, including engines and motors. [Means for solving the problem]

[0007] A ship cooling system according to one aspect of the present disclosure is used in a ship having a motor as a power source used for propulsion of the hull, and comprises a flow path and a delivery device. A refrigerant for cooling an object to be cooled flows through the flow path. The delivery device delivers the refrigerant through the flow path. The delivery device includes a first pump. The flow path has a motor-side flow path that passes through the motor and a bypass flow path that bypasses the motor.

[0008] A vessel according to one aspect of the present disclosure comprises the ship cooling system and the hull. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a marine cooling system and a ship that can easily improve fuel efficiency in a ship having multiple power sources, including an engine and a motor. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is an external view showing the schematic configuration of a vessel according to Embodiment 1. [Figure 2] Figure 2 is a block diagram showing the schematic configuration of a vessel according to Embodiment 1. [Figure 3]Figure 3 is a schematic diagram of the ship's drive unit according to Embodiment 1. [Figure 4] Figure 4 is a schematic diagram showing the state of the drive unit in the motor propulsion mode and engine propulsion mode of the vessel according to Embodiment 1. [Figure 5] Figure 5 is a schematic diagram showing the state of the drive unit in the hybrid propulsion mode of the vessel according to Embodiment 1. [Figure 6] Figure 6 is a schematic diagram of a ship cooling system according to Embodiment 1. [Figure 7] Figure 7 is a flowchart showing an example of the operation of a ship cooling system according to Embodiment 1. [Figure 8] Figure 8 is a schematic diagram showing the operating state of the ship cooling system according to Embodiment 1 for each propulsion mode. [Figure 9] Figure 9 is a flowchart showing an example of the operation of a ship cooling system according to Embodiment 1. [Modes for carrying out the invention]

[0011] The embodiments of this disclosure will be described below with reference to the attached drawings. The following embodiments are examples that embody this disclosure and are not intended to limit the technical scope of this disclosure.

[0012] (Embodiment 1) [1] Overall structure First, the overall configuration of the vessel 10 according to this embodiment will be described with reference to Figures 1 and 2.

[0013] The vessel 10 is a mobile object that navigates (sails) on water such as the sea, lake, or river. In this embodiment, as an example, the vessel 10 is a "pleasure boat," a small vessel mainly used for sports or recreation in the sea. In this embodiment, the vessel 10 is configured to operate in response to the operation (including remote operation) of a person (operator), and in particular, it is a manned type that a person operating the vessel can board.

[0014] As shown in Fig. 1, the ship 10 includes a hull 1, a ship cooling system 6, 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 such as a steering mechanism, a display device, a communication device, and lighting equipment.

[0015] As shown in Fig. 2, the drive unit 3 has an engine 31 as the first power source, a motor 32 as the second power source, 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).

[0016] A plurality of power sources including the first power source (engine 31) and the second power source (motor 32) each generate power (mechanical energy) used for propelling the hull 1. These plurality of power sources have different output characteristics from each other, and at least the maximum output (highest rotational speed and maximum torque) is different. In this embodiment, the plurality of power sources are different types of power sources with completely different systems and types. In short, the ship 10 according to this embodiment includes a hybrid drive unit 3 having a plurality of types of power sources.

[0017] In this embodiment, as an example, the first power source is an engine (internal combustion engine) 31 that generates power by burning fuel, and the second power source is a motor (electric motor) 32 that generates power by receiving supply of electric power (electrical energy). More specifically, the engine 31 is a diesel engine driven by light oil as fuel, and the motor 32 is an AC motor driven by AC power.

[0018] The engine 31 and the motor 32 are individually driven to generate power respectively. Therefore, the plurality of power sources can be switched between states such as, for example, a state where only the engine 31 among the engine 31 and the motor 32 is driven, a state where only the motor 32 is driven, and a state where both the engine 31 and the motor 32 are driven. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined by 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 motor 32 with the power of the engine 31 which is an engine, the motor 32 can assist the engine 31 to drive the output unit 4 with a greater power.

[0019] The power transmission unit 33 is provided between the plurality of power sources (the engine 31 and the motor 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 and transmitting this power to the output unit 4. Here, the power transmission unit 33 combines the power from the plurality of power sources (the engine 31 and the motor 32) and outputs the combined power to the output unit 4.

[0020] Furthermore, the power transmission unit 33 has a function of switching whether to transmit power from each of the plurality of power sources (the engine 31 and the motor 32) to the output unit 4, that is, switching between a "transmission state" and a "cut-off state". The "transmission state" as referred to in the present disclosure is a state where each power source (the engine 31 or the motor 32) is mechanically connected to the output unit 4 and power is transmitted from each power source to the output unit 4. When the power transmission unit 33 is in the transmission state and each power source (the engine 31 or the motor 32) is driven, the output unit 4 is driven by the power generated by each power source. The "cut-off state" as referred to in the present disclosure is a state where each power source (the engine 31 or the motor 32) is mechanically disconnected from the output unit 4 and power is not transmitted from each power source to the output unit 4. Even when each power source (the engine 31 or the motor 32) is driven when the power transmission unit 33 is in the cut-off state, the power generated by each power source is not transmitted to the output unit 4, so the output unit 4 is not driven.

[0021] For more details about the drive unit 3, please refer to section "[2] Drive Unit Configuration".

[0022] The ship control system 2 primarily consists of a computer system comprising one or more processors such as a CPU (Central Processing Unit) and one or more memories such as ROM (Read Only Memory) and RAM (Random Access Memory), and performs various processes (information processing). One or more memories in the ship control system 2 store programs (ship control programs) that cause one or more processors to execute control methods for the ship 10. In this embodiment, as an example, the ship control system 2 is a computer system mounted on the hull 1.

[0023] The ship control system 2 controls at least the drive unit 3. In other words, the ship control system 2 controls, for example, the driving status of the engine 31 and the motor 32, as well as the state of the power transmission unit 33 (transmission state / disconnection state, etc.).

[0024] In this embodiment, the ship control system 2 is electrically connected to the operating device 5 and controls the drive unit 3 and other components in response to operating signals from the operating device 5. For example, the ship control system 2 can move the hull 1 forward or backward by controlling the drive unit 3 in response to operating signals from the operating device 5 to rotate the propeller of the output unit 4. Furthermore, the ship control system 2 can adjust the rotational speed of the propeller of the output unit 4 by controlling the output (rotational speed or torque) of the engine 31 or motor 32, thereby adjusting the moving speed (ship speed) of the hull 1.

[0025] Furthermore, the ship control system 2 is capable of switching between multiple propulsion modes. In this disclosure, a "propulsion mode" refers to a mode in which a different power source (engine 31 and motor 32) is used to propel the hull 1. In other words, the ship control system 2 can switch between multiple propulsion modes by switching which of the multiple power sources is used to propel the hull 1.

[0026] 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 engine 31 (first power source) and motor 32 (second power source) are used to propel the hull 1. The motor propulsion mode is a propulsion mode in which only motor 32 of engine 31 and motor 32 is used to propel the hull 1. The engine propulsion mode is a propulsion mode in which only engine 31 of engine 31 and motor 32 is used to propel the hull 1.

[0027] As shown in Figure 2, the ship control system 2 comprises a mode switching processing unit 21, an engine control unit 22, and a motor control unit 23. The ship control system 2 is configured to communicate with devices provided in various parts of the hull 1. In other words, at least the operating device 5, the engine 31, and the drive circuit 351 (see Figure 3) that drives the motor 32 are communicated to the ship control system 2. This allows the ship control system 2 to control the drive unit 3 in response to, for example, an operating signal from the operating device 5. Here, the ship control system 2 may exchange various types of information (electrical signals) directly with each device, or indirectly via a relay or the like.

[0028] The mode switching processing unit 21 executes the process of switching the propulsion mode of the vessel 10. In this embodiment, the mode switching processing unit 21 selects one of the hybrid propulsion mode, motor propulsion mode, or engine propulsion mode according to the operation of the operator (pilot) on the control device 5. For example, the control device 5 has a mode selection switch, and when one of the propulsion modes—hybrid propulsion mode, motor propulsion mode, or engine propulsion mode—is selected using the mode selection switch, the vessel switches to that propulsion mode.

[0029] The engine control unit 22 controls the engine 31 as the first power source. Specifically, the engine control unit 22 controls fuel injection and exhaust valve opening and closing to drive the engine 31. This makes it possible for the engine control unit 22 to control the engine 31 so that its output (mainly rotational speed) can be adjusted to an arbitrary value.

[0030] The motor control unit 23 controls the motor 32 as a second power source. Specifically, the motor control unit 23 controls the drive circuit 351 (see Figure 3) and other components for driving the motor 32. This allows the motor control unit 23 to control the motor 32 so that its output (mainly rotational speed and torque) can be adjusted to any desired value. In this embodiment, the motor control unit 23 is capable of two types of control for the motor 32: rotational speed control and torque control. In rotational speed control, the motor control unit 23 sets a target rotational speed for the motor 32 and controls the rotational speed of the motor 32 to approach that target rotational speed. In torque control, the motor control unit 23 sets a target torque for the motor 32 and controls the torque of the motor 32 to approach that target torque.

[0031] The ship control system 2 also controls the ship's cooling system 6. In this embodiment, the ship control system 2 is an integrated controller that controls the entire hull 1, and consists of, for example, an electronic control unit (ECU). However, the ship control system 2 may be provided separately from the integrated controller.

[0032] The operating device 5 is a user interface that accepts operations from a person (pilot), and is, for example, located in the cockpit where the pilot is seated within the hull 1. The operating device 5 accepts various operations from the pilot and outputs an electrical signal (operation signal) corresponding to the operation to the ship control system 2. In this embodiment, for example, the operating device 5 includes an operation unit 51 (see Figure 2) consisting of a rotatable operation lever. The operating 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 its position, and outputs an operation signal representing the amount of operation. The operating device 5 may further include a plurality of mechanical switches, a touch panel, and an operation dial.

[0033] The marine cooling system 6 is a system for cooling heat sources in the hull 1, such as the engine 31, motor 32, and power transmission unit 33. In this disclosure, "cooling" means lowering the temperature of the object to be cooled, such as a heat source, by removing heat from the object, or suppressing the temperature rise of the object to be cooled. The marine cooling system 6 will be explained in detail in the section "[3] Configuration of the ship control system".

[0034] The cockpit also houses display devices and communication devices. The display device is a user interface for outputting various information to the person (pilot). The display device is electrically connected to, for example, the ship control system 2 and displays various screens according to display control signals from the ship control system 2. The communication device is configured to communicate with other systems (including servers, etc.) outside the hull 1, and data can be exchanged with these other systems.

[0035] [2] Drive unit configuration Next, the configuration of the drive unit 3 will be explained in more detail with reference to Figures 3 to 5.

[0036] As described above, the drive unit 3 has multiple power sources (engine 31 and motor 32) and a power transmission unit 33. Furthermore, as shown in Figure 3, the drive unit 3 also has an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, etc. In Figure 3, etc., electrical connection relationships, such as between the drive circuit 351 and the main battery 352, are indicated by dashed lines.

[0037] In this embodiment, the engine 31 is a diesel engine having a combustion chamber partitioned by cylinders and the like, and the combustion of fuel (diesel oil) in the combustion chamber causes a piston to reciprocate. The engine 31 is provided with a crankshaft as an output shaft, which rotates in response to the reciprocating motion of the piston, and the crankshaft is connected to the power transmission unit 33. As a result, power from the engine 31 is input to the power transmission unit 33 through the crankshaft.

[0038] In this embodiment, the motor 32 is an AC motor and is driven by AC power (AC voltage) supplied from a drive circuit 351 which consists of an inverter circuit. The drive circuit 351 is electrically connected to the main battery 352 and drives the motor 32 by converting the DC voltage output from the main battery 352 into an AC voltage and supplying it to the motor 32. The output shaft of the motor 32 is connected to the power transmission unit 33, and power from the motor 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, as an 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, the output power of a land power source (power system) or an alternator.

[0039] Furthermore, in this embodiment, the drive circuit 351 is a bidirectional inverter circuit that not only converts DC voltage to AC voltage but also has the function of converting AC voltage to DC voltage. Therefore, the drive circuit 351 can not only convert the DC voltage output from the main battery 352 to AC voltage and output it to the motor 32, but can also convert the AC voltage output from the motor 32 to DC voltage and output it to the main battery 352. In other words, in the drive unit 3 according to this embodiment, by using the motor 32 as a generator, it is possible to charge the main battery 352 with the drive circuit 351 by utilizing the electrical energy (AC power) generated when the motor 32 rotates due to an external force.

[0040] In this embodiment, 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, as shown in Figure 3. Although the configuration of the power transmission unit 33 is simplified in Figure 3, the first gear 333, second gear 334, third gear 335, and fourth gear 336 are included in a reduction gear as a marine gear.

[0041] The first clutch 331 is inserted between the output shaft (crankshaft) of the engine 31 and the output unit 4. In other words, the first clutch 331 is located in the middle of the power transmission path from the engine 31 to the output unit 4. The first clutch 331 has an input rotating body 331A and an output rotating body 331B, and is configured to be switchable between a state in which the input rotating body 331A and the output rotating body 331B are connected (transmission state) and a state in which they are disconnected (disconnection state).

[0042] The input rotating body 331A is connected to the output shaft (crankshaft) of the engine 31, and the output rotating body 331B is connected to the output unit 4. As a result, the input rotating body 331A rotates in response to the power generated by the engine 31. When the first clutch 331 is in the transmission state, the power from the engine 31 is transmitted to the output unit 4 via the first clutch 331. When the first clutch 331 is in the disengaged state, the power from the engine 31 is interrupted by the first clutch 331 and is not transmitted to the output unit 4.

[0043] 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 disengaged state by the supply of hydraulic fluid from a hydraulic circuit including a hydraulic pump. The switching between the transmission state and the disengaged state of the first clutch 331 is performed, for example, by controlling the solenoid valve of the hydraulic circuit with the ship control system 2. In other words, the ship control system 2 directly or indirectly controls the first clutch 331 to switch it between a transmission state and a disengaged state.

[0044] The first gear 333 is connected to the input side rotating body 331A of the first clutch 331 and rotates in conjunction with the rotation of the input side rotating body 331A. The second gear 334 is designed 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 in conjunction with the rotation of the output side rotating body 331B. The fourth gear 336 is designed to mesh with the third gear 335 and rotates together with the third gear 335.

[0045] The second clutch 332 is inserted between the output shaft of the motor 32 and the second gear 334 and the fourth gear 336. In other words, the second clutch 332 is located in the power transmission path from the motor 32 to the output unit 4. The second clutch 332 has a motor-side rotating body 332C and mating rotating bodies 332A and 332B, and is configured to switch between a state in which the motor-side rotating body 332C and the mating rotating bodies 332A and 332B are connected (transmission state) and a state in which they are disconnected (disconnection state).

[0046] In this embodiment, the mating rotating bodies 332A and 332B are provided as a first mating rotating body 332A and a second mating rotating body 332B. 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 rotating body 332A, a second transmission state in which the motor-side rotating body 332C is connected to the second mating rotating body 332B, and a disconnected state in which the motor-side rotating body 332C is disconnected from either the first mating rotating body 332A or the second mating rotating body 332B.

[0047] The motor-side rotating body 332C is connected to the output shaft of the motor 32. The first mating rotating body 332A is connected to the second gear 334, and the second mating rotating body 332B is connected to the fourth gear 336. As a result, the motor-side rotating body 332C rotates in response to the power generated by the motor 32. When the second clutch 332 is in the first transmission state, the power of the motor 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 motor 32 is combined with the power of the engine 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 motor 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 disengaged, the power of the motor 32 is cut off by the second clutch 332 and not transmitted to the output unit 4.

[0048] The second clutch 332 is, for example, a meshing type clutch such as a dog clutch. Switching between the first transmission state, the second transmission state, and the disengagement state of the second clutch 332 is performed by moving the motor-side rotating body 332C with an actuator 34 consisting of a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first mating rotating body 332A, thereby setting the second clutch 332 to the first transmission state where the motor-side rotating body 332C and the first mating rotating body 332A are meshed. The actuator 34 also moves the motor-side rotating body 332C to a position where it fits into the second mating rotating body 332B, thereby setting the second clutch 332 to the second transmission state where the motor-side rotating body 332C and the second mating rotating body 332B are meshed. The actuator 34 disengages the second clutch 332 by moving the motor-side rotating body 332C to a position where it does not engage with either the first mating rotating body 332A or the second mating rotating body 332B.

[0049] Switching between the first transmission state, second transmission state, and disengagement state of the second clutch 332 is performed, for example, by controlling an electric actuator 34 with the ship control system 2. In other words, the ship control system 2 directly or indirectly controls the second clutch 332 to switch it between a transmission state (first transmission state or second transmission state) and a disengagement state.

[0050] With the drive unit 3 configured as described above, the ship control system 2 can switch between multiple propulsion modes by controlling the first clutch 331 and the second clutch 332, as illustrated in Figures 4 and 5. Figures 4 and 5 schematically show the state of the drive unit 3 in each propulsion mode, and the drive circuit 351, main battery 352, and charging circuit 353 are not shown. Also, in Figures 4 and 5, the power transmitted from the engine 31 and motor 32 to the output unit 4 is indicated by (thick) dashed arrows.

[0051] The upper part of Figure 4 shows the motor propulsion mode in which only the motor 32 of the engine 31 and motor 32 is used to propel the hull 1. In the motor propulsion mode, the ship control system 2 controls the first clutch 331 to the disengaged state and the second clutch 332 to the second transmission state. Furthermore, in the motor propulsion mode, the ship control system 2 stops the engine 31 and controls the drive circuit 351 to drive the motor 32 with power from the main battery 352. As a result, as shown in Figure 4, the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336 and the third gear 335, which rotates the propeller of the output unit 4 and generates thrust for the hull 1.

[0052] The lower part of Figure 4 shows the engine propulsion mode in which only the engine 31 of the engine 31 and motor 32 is used to propel the hull 1. In engine propulsion mode, the ship control system 2 controls the first clutch 331 to the transmission state and the second clutch 332 to the disengage state. Furthermore, in engine propulsion mode, the ship control system 2 controls the drive circuit 351 to drive the engine 31 and stop the motor 32. As a result, as shown in Figure 4, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, which rotates the propeller of the output unit 4 and generates thrust for the hull 1.

[0053] The upper part of Figure 5 shows the "Hybrid Propulsion Mode (Low Speed)," which is suitable for "low-speed" navigation among the hybrid propulsion modes that use both the engine 31 and the motor 32 to propel the hull 1. In this hybrid propulsion mode (low speed), the ship control system 2 controls the first clutch 331 to the transmission state and the second clutch 332 to the second transmission state. Furthermore, in the hybrid propulsion mode (low speed), the ship control system 2 drives the engine 31 and controls the drive circuit 351 to drive the motor 32 with power from the main battery 352. As a result, as shown in Figure 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 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 engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4 and generate thrust for the hull 1.

[0054] The lower part of Figure 5 shows the "Hybrid Propulsion Mode (High Speed)," which is suitable for high-speed navigation among the hybrid propulsion modes that use both the engine 31 and the motor 32 to propel the hull 1. In this Hybrid Propulsion Mode (High Speed), the ship control system 2 controls the first clutch 331 to the transmission state and the second clutch 332 to the first transmission state. Furthermore, in Hybrid Propulsion Mode (High Speed), the ship control system 2 drives the engine 31 and controls the drive circuit 351 to drive the motor 32 with power from the main battery 352. As a result, as shown in Figure 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, second gear 334, first gear 333 and first clutch 331. Consequently, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4 and generate thrust for the hull 1.

[0055] Furthermore, in the motor propulsion mode shown in the upper part of Figure 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 motor 32 via the third gear 335, the fourth gear 336, and the second clutch 332, and by rotating the output shaft of the motor 32, the motor 32 generates AC power. The AC power generated by the motor 32 is used to charge the main battery 352 by the drive circuit 351, which consists of a bidirectional inverter circuit.

[0056] Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of Figure 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 engine 31 (charging mode). In this case, the ship control system 2 controls the first clutch 331 to a disengaged state, so that the power generated by the engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334 and the second clutch 332, and the motor 32 generates AC power by rotating its output shaft. The AC power generated by the motor 32 is used to charge the main battery 352 by the drive circuit 351, which consists of a bidirectional inverter circuit. In addition, in the hybrid propulsion mode (high speed) shown in the lower part of Figure 5, it is also possible to charge the main battery 352 using the power generated by the engine 31 while sailing. In this case, the power generated by the engine 31 is used for both propulsion of the hull 1 and power generation by the motor 32. In other words, the motor 32 generates electricity using power from the engine 31, and the propeller of the output unit 4 rotates using power from the engine 31.

[0057] Furthermore, although not shown in Figure 3, the drive unit 3 also includes a hydraulic circuit for driving the first clutch 331, and various sensors.

[0058] [3] Configuration of a marine cooling system Next, the configuration of the ship cooling system 6 according to this embodiment will be described with reference to Figures 2 and 6. The ship cooling system 6 is a component of the ship 10 and together with the hull 1 constitutes the ship 10. In other words, the ship 10 according to this embodiment comprises the ship cooling system 6 and the hull 1. In this embodiment, as an example, the ship cooling system 6 is mounted on the hull 1.

[0059] As shown in Figure 6, the ship cooling system 6 includes a flow path 62 through which refrigerants R1 and R2 for cooling the object to be cooled flow, and a delivery device 61 that flows the refrigerants R1 and R2 through the flow path 62. In this disclosure, "refrigerant" is a heat transfer medium for transferring heat removed from the object to be cooled, and consists of a liquid such as oil or water, or a fluid such as a gas. In this embodiment, two types of refrigerants are used: (first) refrigerant R1 and (second) refrigerant R2. Refrigerant R1 is lubricating oil. Refrigerant R2 is water (in this case, seawater) pumped up from outside the hull 1. In other words, the ship cooling system 6 according to this embodiment uses oil and seawater as refrigerants R1 and R2, and cools the object to be cooled by transferring heat removed from the object to be cooled.

[0060] In this disclosure, "object to be cooled" refers to an object that is cooled by refrigerants R1 and R2, and includes at least one of the following: engine 31, power transmission unit 33, motor 32, drive circuit 351, and oil (refrigerant R1).

[0061] Here, the delivery device 61 includes a first pump 611 that is driven by a power source other than the power generated by the engine 31. In other words, the delivery device 61 includes a first pump 611 that can be driven without the power generated by the engine 31. Since the first pump 611 is driven by power generated by a drive device 613 provided separately from the engine 31, it can be driven even when the engine 31 is stopped. In this embodiment, as an example, the drive device 613 is a motor (electric motor). In other words, the first pump 611 is a so-called electric pump. The motor as the drive device 613 is a motor provided separately from the motor 32 as the second power source, and is driven by power supplied from, for example, an auxiliary battery.

[0062] According to this configuration, in a vessel 10 equipped with an engine 31 and a motor 32 as power sources, the first pump 611 can be driven by power other than that generated by the engine 31, thereby circulating refrigerants R1 and R2 through the flow path 62 to cool heat sources such as the power transmission section 33. In other words, even when the engine 31 is stopped, such as when the vessel is running on the motor 32 (motor propulsion mode), the object to be cooled can be cooled by driving the first pump 611. Therefore, there is an advantage in that it is easier to improve fuel efficiency (fuel consumption rate) in a vessel 10 having multiple power sources, including the engine 31 and the motor 32.

[0063] Furthermore, the dispensing device 61 further includes a second pump 612 driven by power generated by the engine 31. The second pump 612 is a so-called mechanical pump. In other words, in this embodiment, the dispensing device 61 includes a first pump 611, which is an electric pump, and a second pump 612, which is a mechanical pump. As a result, when the engine 31 is operating (engine propulsion mode or hybrid propulsion mode), the object to be cooled can be efficiently cooled by driving the second pump 612 using the power generated by the engine 31.

[0064] In this embodiment, as an example, the first pump 611 and the second pump 612 are both impeller-type pumps that deliver refrigerants R1 and R2 by the rotation of an impeller. However, each of the first pump 611 and the second pump 612 can be implemented with a suitable pump such as a positive displacement pump, rotary pump, vane pump, gear pump, or screw pump.

[0065] Furthermore, in this embodiment, as described above, two types of refrigerants R1 and R2 are used, so the flow path 62 includes first flow paths 621 and 622 for refrigerant R1 and second flow paths 623 and 624 for refrigerant R2, as shown in Figure 6. In other words, the first flow paths 621 and 622 are flow paths through which refrigerant R1, which consists of lubricating oil, flows, and the second flow paths 623 and 624 are flow paths through which refrigerant R2, which consists of water (in this case, seawater) pumped up from outside the hull 1, flows. In Figure 6, the first flow paths 621 and 622 through which refrigerant R1 flows are shown by dotted lines, and the second flow paths 623 and 624 through which refrigerant R2 flows are shown by dashed lines.

[0066] In other words, the flow path 62 includes first flow paths 621 and 622 through which lubricating oil flows as the refrigerant R1. As a result, the flow of refrigerant R1 through the first flow paths 621 and 622 provides not only cooling of the object to be cooled, but also lubrication of the engine 31, motor 32, or power transmission unit 33, etc.

[0067] Furthermore, the flow path 62 includes second flow paths 623 and 624 through which water pumped up from outside the hull 1 as refrigerant R2 flows. This makes it possible to efficiently cool the object to be cooled without circulating the refrigerant R2 by utilizing the water abundantly present around the hull 1 as refrigerant R2. In this embodiment, since it is assumed that the ship 10 is sailing on the sea, the water around the hull 1 used as refrigerant R2 is "seawater," but the water used as refrigerant R2 is not limited to "seawater." That is, when the ship 10 is sailing on a lake, the water around the hull 1 used as refrigerant R2 is "lake water," and when the ship 10 is sailing on a river, the water around the hull 1 used as refrigerant R2 is "river water."

[0068] In this embodiment, as shown in Figure 6, the refrigerant R1, which consists of lubricating oil, cools the engine 31 and the power transmission unit 33. That is, the engine 31 and the power transmission unit 33 are located on the first flow paths 621 and 622 through which the refrigerant R1 flows, and the engine 31 and the power transmission unit 33 are cooled (and lubricated) by the flow of the refrigerant R1 through the inside of the engine 31 and the power transmission unit 33. In this embodiment, the motor 32 and the drive circuit 351 are located inside the power transmission unit 33, and the motor 32 and the drive circuit 351 are also included as targets for cooling by the refrigerant R1.

[0069] On the other hand, refrigerant R2, which is composed of seawater, cools refrigerant R1, which is composed of oil. That is, refrigerant R2, which is composed of seawater, cools refrigerant R1 by removing heat from refrigerant R1. In this way, refrigerant R2 does not flow inside the engine 31 and the power transmission unit 33, but indirectly cools the engine 31 and the power transmission unit 33 (including the motor 32 and the drive circuit 351) by cooling refrigerant R1. The transfer of heat from refrigerant R1 to refrigerant R2 takes place in heat exchangers 631, 632, and 633.

[0070] Specifically, as shown in Figure 6, a second pump 612, a (third) heat exchanger 633, and an engine 31 are installed in this order from upstream to downstream on the first flow path 621 through which the refrigerant R1 flows. Therefore, when the engine 31 operates and drives the second pump 612 on the first flow path 621, the refrigerant R1, which is made of oil, circulates through the heat exchanger 633 and the engine 31, thereby cooling the engine 31, which is the object to be cooled.

[0071] Furthermore, a second pump 612, a (third) heat exchanger 633, and a (first) heat exchanger 631 are provided in this order from upstream to downstream on the second flow path 623 through which the refrigerant R2 flows. Heat exchanger 633 performs heat exchange between refrigerant R1 and refrigerant R2 flowing in the first flow path 621, and heat exchanger 631 performs heat exchange between refrigerant R1 and refrigerant R2 flowing in the first flow path 622. Therefore, when the engine 31 operates and the second pump 612 on the second flow path 623 is driven, refrigerant R2, which is made of seawater, is supplied to the heat exchangers 633 and 631 to cool the refrigerant R1, which is the target of cooling. The refrigerant R2, which is made of seawater, is successively pumped up from the sea by the second pump 612 and discharged back into the sea through the second flow path 623. Therefore, the heat that refrigerant R2 absorbs from refrigerant R1 in heat exchangers 633 and 631 is discharged into the sea along with the refrigerant R2.

[0072] On the first flow path 622 through which the refrigerant R1 flows, a second pump 612 consisting of a mechanical pump, a hydraulic mechanism 651, a (first) heat exchanger 631, a (second) heat exchanger 632, and a motor 32 and drive circuit 351 are provided in this order from upstream. The motor 32 and drive circuit 351 are arranged in parallel on the first flow path 622. Furthermore, downstream of the (first) heat exchanger 631, the first flow path 622 branches into a motor-side flow path 622A and a bypass flow path 622B. The motor-side flow path 622A is a flow path that passes through the (second) heat exchanger 632 and the motor 32 (and further through the drive circuit 351). The bypass flow path 622B is provided in parallel with the motor-side flow path 622A and is a flow path that bypasses the (second) heat exchanger 632 and the motor 32 (and further through the drive circuit 351). The bypass flow path 622B includes an on-off valve 653.

[0073] Furthermore, upstream of the (first) heat exchanger 631 in the first flow path 622, a first pump 611, which consists of an electric pump, and a check valve 652 are provided in this order from the upstream side. Therefore, even if the second pump 612 on the first flow path 622 is not driven, the first pump 611 on the first flow path 622 is driven, making it possible to flow the refrigerant R1 into the first flow path 622 through the check valve 652.

[0074] Therefore, with the on-off valve 653 closed, the first pump 611 on the first flow path 622 is driven, causing the refrigerant R1, which is made of oil, to circulate through the check valve 652, heat exchanger 631, heat exchanger 632, and the motor 32 and drive circuit 351, thereby cooling the motor 32 and drive circuit 351, which are the targets of cooling. On the other hand, with the on-off valve 653 open, the engine 31 operates and the second pump 612 on the first flow path 622 is driven, causing the refrigerant R1, which is made of oil, to circulate through the hydraulic mechanism 651, heat exchanger 631, and on-off valve 653, thereby cooling the hydraulic mechanism 651, which is the target of cooling.

[0075] Furthermore, a first pump 611 and a (second) heat exchanger 632 are installed in this order from the upstream side on the second flow path 624 through which the refrigerant R2 flows. The heat exchanger 632 performs heat exchange between the refrigerant R1 and refrigerant R2 flowing in the motor-side flow path 622A of the first flow path 622. Therefore, when the first pump 611 on the second flow path 624 is driven, the refrigerant R2, which is made of seawater, is supplied to the heat exchanger 632 and cools the refrigerant R1, which is the object to be cooled. The refrigerant R2, which is made of seawater, is successively pumped up from the sea by the first pump 611 and discharged back into the sea through the second flow path 624. Therefore, the heat that the refrigerant R2 has absorbed from the refrigerant R1 in the heat exchanger 632 is discharged back into the sea along with the refrigerant R2.

[0076] Furthermore, it is preferable that a magnet be provided in the oil pan that stores the refrigerant R1, which consists of oil, to attract metal wear particles generated by gears, etc. Also, it is preferable that a strainer (filter) or the like is provided upstream of the pump (first pump 611 or second pump 612) on the second flow paths 623, 624 to remove impurities from seawater.

[0077] As explained above, in this embodiment, multiple flow paths 62 are provided. Furthermore, heat exchangers 631, 632, and 633 are provided to transfer heat from the refrigerants R1 and R2 between the multiple flow paths (first flow paths 621, 622 and second flow paths 623, 624). As a result, the refrigerant R1 (oil) can be cooled in the heat exchangers 631, 632, and 633 using the other refrigerant R2 (seawater), eliminating the need for a separate device to cool the refrigerant R1 itself.

[0078] Furthermore, the heat exchangers 631, 632, and 633 include the first heat exchanger 631 and the second heat exchanger 632. The flow path located downstream of the first heat exchanger 631 (first flow path 622) branches into a motor-side flow path 622A that passes through the second heat exchanger 632 and the motor 32, and a bypass flow path 622B that includes an on-off valve 653 and bypasses the second heat exchanger 632 and the motor 32. As a result, when only the engine 31 is used for navigation (engine propulsion mode), it is not necessary to supply refrigerant R1 (oil) to the motor 32, so by opening the on-off valve 653 and passing the refrigerant R1 through the bypass flow path 622B, the loss of refrigerant R1 due to passing through the motor 32 can be reduced.

[0079] Furthermore, the first pump 611 (in the first flow path 622) delivers refrigerant R1 to cool at least the motor 32. The second pump 612 (in the first flow path 621) delivers refrigerant R1 to cool at least the engine 31. As a result, even when the engine 31 is stopped, such as when the vehicle is being driven by the motor 32 (motor propulsion mode), the motor 32, which is the target of cooling, can be cooled by driving the first pump 611.

[0080] In this embodiment, in particular, the first flow path 621, which is intended to cool the engine 31, is provided with only a second pump 612, which is a mechanical pump, as the delivery device 61. On the other hand, the first flow path 622, which is intended to cool the motor 32 (and the hydraulic mechanism 651 of the power transmission unit 33), is provided with a second pump 612, which is a mechanical pump, and a first pump 611, which is an electric pump, as the delivery device 61. Therefore, only the second pump 612 is used for cooling (and lubrication) the engine 31, while both the first pump 611 and the second pump 612 are used for cooling (and lubrication) the motor 32 (and the hydraulic mechanism 651), which generates a relatively large amount of heat, so that an appropriate amount of refrigerant R1 can be supplied to both the engine 31 and the motor 32.

[0081] In this embodiment, as shown in Figure 2, the ship cooling system 6 is controlled by the ship control system 2. Specifically, the ship control system 2 controls the first pump 611 (driven by a drive device 613) and the on-off valve 653. Here, the ship control system 2 controls the ship cooling system 6 according to the temperature of at least one of the refrigerants R1, R2 and the object to be cooled. Furthermore, the ship control system 2 also monitors the pressure of the refrigerants R1, R2 and uses this information to control the ship cooling system 6.

[0082] In this embodiment, as shown in Figure 6, the outputs of a temperature sensor 641 that detects the temperature (oil temperature) of the refrigerant R1, which is made of oil, and a pressure sensor 642 that detects the pressure (oil pressure) of the refrigerant R1, which is made of oil, are input to the ship control system 2. The ship control system 2 controls the ship cooling system 6 based on the outputs of these temperature sensors 641 and pressure sensors 642. In Figure 6, as an example, the temperature sensor 641 and the pressure sensor 642 are located downstream of the confluence point of the motor-side flow path 622A and the bypass flow path 622B in the first flow path 622.

[0083] [4] Operation of the marine cooling system Next, the operation of the ship cooling system 6 according to this embodiment will be described with reference to Figures 7, 8, and 9. In this embodiment, as described above, the ship cooling system 6 is controlled by the ship control system 2, so the operation of the ship cooling system 6 described below includes processing performed by the ship control system 2.

[0084] First, in this embodiment, the marine cooling system 6 includes a first pump 611, which is an electric pump, and a second pump 612, which is a mechanical pump. The second pump 612 utilizes the output of the engine 31, while the first pump 611 is driven by a drive unit 613. Therefore, the marine cooling system 6 controls the timing and flow rate of the first pump 611 to limit the operation of the drive unit 613 to the minimum necessary. This reduces the power consumption of the drive unit 613.

[0085] Specifically, the first pump 611, which is driven by power generated by a drive device 613 other than the engine 31, is driven in the propulsion mode in which a power source other than the engine 31, i.e., the motor 32, is used to propel the hull 1. In this embodiment, this applies to the motor propulsion mode and the hybrid propulsion mode, so the first pump 611 is driven only when the propulsion mode of the ship 10 is the motor propulsion mode or the hybrid propulsion mode. In the engine propulsion mode, the second pump 612, which is driven by power generated by the engine 31, is sufficient, so there is no need to drive the first pump 611. Also, even in the hybrid propulsion mode (high speed), if the main battery 352 is being charged while sailing, only the engine 31 will be used to propel the hull 1, but even in this case, the first pump 611 is driven as in the other hybrid propulsion modes. However, not limited to this configuration, if the main battery 352 is being charged while sailing in the hybrid propulsion mode (high speed), the first pump 611 does not need to be driven, as in the engine propulsion mode.

[0086] Figure 7 is a flowchart illustrating an example of the process for determining whether or not to drive (turn on) the first pump 611 in the ship's cooling system 6. Specifically, the ship control system 2 acquires information on the current propulsion mode of the ship 10 (S1) and determines whether or not the acquired propulsion mode requires the drive of the first pump 611 (S2). If the propulsion mode is a motor propulsion mode or a hybrid propulsion mode, the ship control system 2 determines that it is a propulsion mode that requires the drive of the first pump 611 (S2: Yes) and turns on (i.e. drives) the first pump 611 (S3). On the other hand, if the propulsion mode is an engine propulsion mode, the ship control system 2 determines that it is a propulsion mode that does not require the drive of the first pump 611 (S2: No) and turns off (i.e. stops) the first pump 611 (S4).

[0087] The ship control system 2 repeatedly executes the processes in steps S1 to S4 described above. However, the flowchart shown in Figure 7 is merely an example, and processes may be added or omitted as appropriate, or the order of processes may be changed as appropriate.

[0088] As a result of the above operation, the operating state of the ship's cooling system 6 changes according to the propulsion mode of the ship 10, as shown in Figure 8. In Figure 8, the flow of the refrigerant R1 is shown by the (thick) dashed arrow.

[0089] In other words, in the motor propulsion mode, where the motor 32 is the primary power source, only the first pump 611 of the two pumps 612 is driven, and the first pump 611 circulates the refrigerant R1 to the power transmission unit 33 (including the motor 32 and drive circuit 351). This allows the cooling and lubrication functions to be performed even when the engine 31 is stopped, making it easier to achieve improved fuel efficiency.

[0090] Furthermore, in engine propulsion mode, where the engine 31 is the primary power source, only the second pump 612 of the first pump 611 and second pump 612 is driven, and the second pump 612 circulates the refrigerant R1 to the power transmission unit 33. In addition, by opening the on-off valve 653 on the bypass passage 622B, the refrigerant R1 is allowed to flow in a way that bypasses the motor 32, thereby reducing the loss of refrigerant R1 by the motor 32. As a result, the power generated by the engine 31 can be effectively utilized to perform cooling and lubrication functions, thus suppressing unnecessary power consumption by the first pump 611 (drive unit 613).

[0091] Furthermore, in hybrid propulsion mode, where the vessel is propelled by both engine 31 and motor 32, both the first pump 611 and the second pump 612 are driven, and the coolant R1 is circulated to the power transmission unit 33 by both the first pump 611 and the second pump 612. This allows the power generated by engine 31 to be effectively utilized to perform cooling and lubrication functions, thereby suppressing unnecessary power consumption by the first pump 611 (drive unit 613). Moreover, in hybrid propulsion mode, since both engine 31 and motor 32 are used to propel the hull 1, the amount of heat generated is greater than in engine propulsion mode, and the cooling capacity of the second pump 612 alone may be insufficient. In this respect, driving both the first pump 611 and the second pump 612 makes it easier to achieve sufficient cooling capacity.

[0092] As explained above, the propulsion modes of the ship 10 include a motor propulsion mode in which the motor 32 is used to propel the hull 1, an engine propulsion mode in which the engine 31 is used to propel the hull 1, and a hybrid propulsion mode in which both the engine 31 and the motor 32 are used to propel the hull 1. In the motor propulsion mode, the pumping device 61 operates the first pump 611 and stops the second pump 612. In the engine propulsion mode, the pumping device 61 operates the second pump 612 and stops the first pump 611. In the hybrid propulsion mode, the pumping device 61 operates both the first pump 611 and the second pump 612. This makes it possible to improve fuel efficiency while suppressing unnecessary power consumption by the first pump 611 (drive device 613).

[0093] Incidentally, when the marine cooling system 6 drives the first pump 611 (motor propulsion mode or hybrid propulsion mode), the flow rate of the first pump 611, that is, the rotational speed of the drive unit 613, is determined by the following procedure. Figure 9 is a flowchart showing an example of the process for determining the flow rate A1 of the refrigerant R1 from the first pump 611, that is, the discharge amount of refrigerant R1 from the first pump 611.

[0094] Specifically, the ship control system 2 obtains temperature information of the motor 32 and drive circuit 351, which are to be cooled, from sensors attached to the motor 32 and drive circuit 351 (S11). Next, based on the acquired temperature of the object to be cooled, the ship control system 2 calculates the flow rate (total flow rate A0) of the refrigerant R1 that should be flowed to the motor 32 and drive circuit 351, which are to be cooled, as a whole with the delivery device 61 (S12). At this time, the ship control system 2 increases the total flow rate A0 of the refrigerant R1 as the temperature of the object to be cooled increases. The ship control system 2 also calculates the flow rate A2 of the refrigerant R1 from the second pump 612 based on the rotational speed of the engine 31 (S13). At this time, the ship control system 2 increases the flow rate A2 of the refrigerant R1 as the rotational speed of the engine 31 increases. On the other hand, in motor propulsion mode, the rotational speed of the engine 31 is zero (0), so the flow rate A2 of the refrigerant R1 is zero (0).

[0095] Next, the ship control system 2 determines whether the difference between the total flow rate A0 and the flow rate A2 of the refrigerant R1 from the second pump 612 (A0-A2) is greater than zero (0) (S14). If the difference between the total flow rate A0 and the flow rate A2 (A0-A2) is 0 or less (S14: No), the ship control system 2 sets the flow rate A1 of the refrigerant R1 from the first pump 611 to "0" (S15). In other words, in this case, the drive unit 613 stops.

[0096] On the other hand, if the difference between the total flow rate A0 and the flow rate A2 (A0-A2) is greater than 0 (S14: Yes), the ship control system 2 calculates the flow rate A1 of the refrigerant R1 from the first pump 611 (S16). In this case, basically, the first pump 611 is used to supply a flow rate equivalent to the difference between the total flow rate A0 and the flow rate A2 (A0-A2), and this difference is set as the flow rate A1 of the refrigerant R1 from the first pump 611.

[0097] Next, the ship control system 2 obtains the temperature (oil temperature) and pressure (oil pressure) of the refrigerant R1, which is made of oil, from the temperature sensor 641 and the pressure sensor 642, respectively (S17). Then, based on the obtained temperature and pressure of the refrigerant R1, the ship control system 2 sets an upper limit for the flow rate A1 of the refrigerant R1 by the first pump 611 (S18). At this time, for example, the lower the temperature of the refrigerant R1, the higher the viscosity of the refrigerant R1, so the upper limit of the flow rate A1 is set lower to prevent the first pump 611 from being overloaded. Then, within the range below this upper limit, the ship control system 2 instructs the flow rate A1 calculated in step S16 above to be the flow rate A1 of the refrigerant R1 by the first pump 611 (S19). At this time, the ship control system 2 controls the rotational speed of the drive unit 613 to achieve the above flow rate A1.

[0098] The ship control system 2 repeatedly executes the processes described in steps S11 to S19 above. However, the flowchart shown in Figure 9 is merely an example, and processes may be added or omitted as appropriate, or the order of processes may be changed as appropriate.

[0099] As described above, the dispensing device 61 controls the first pump 611 according to the temperature of at least one of the cooling target and the refrigerant R1. This allows the first pump 611 to be driven within a range that does not cause overload, and reduces unnecessary power consumption by the first pump 611 (driver 613). In the flowchart of Figure 9, the first pump 611 is controlled according to the temperatures of both the cooling target and the refrigerant R1, but this is not limited to this, and the first pump 611 may be controlled according to the temperature of either the cooling target or the refrigerant R1.

[0100] [5] Variant The following lists some modifications of Embodiment 1. The modifications described below can be combined and applied as appropriate.

[0101] The ship control system 2 in this disclosure includes a computer system. The computer system mainly consists of one or more processors and one or more memories as hardware. The functions of the ship control system 2 in this disclosure are realized by the execution of a program recorded in the memory of the computer system by the processor. The program may be pre-recorded in the memory of the computer system, provided via a telecommunications line, or provided on a non-temporary recording medium such as a memory card, optical disk, or hard disk drive that can be read by the computer system. Furthermore, some or all of the functional parts included in the ship control system 2 may be composed of electronic circuits.

[0102] Furthermore, it is not essential for the ship control system 2 to have at least some of its functions integrated into a single housing; the components of the ship control system 2 may be distributed across multiple housings. Conversely, in Embodiment 1, functions that are distributed across multiple devices (e.g., the ship control system 2 and the operating device 5) may be integrated into a single housing.

[0103] Furthermore, at least a portion of the ship control system 2 is not limited to being mounted on the hull 1, but may be provided separately from the hull 1. For example, if the ship control system 2 is implemented by a server device provided separately from the hull 1, the ship control system 2 can control the ship 10 (hull 1) through communication between the server device and the hull 1 (its communication device). At least a portion of the functions of the ship control system 2 may be implemented by the cloud (cloud computing), etc.

[0104] Furthermore, the vessel 10 is not limited to pleasure boats, but may also include merchant ships such as cargo ships and passenger-cargo ships, workboats such as tugboats and salvage vessels, special vessels such as weather observation ships and training ships, fishing boats, and warships. Moreover, the vessel 10 is not limited to manned vessels with an operator on board, but may also be unmanned vessels that can be remotely operated by a person (operator) or that are capable of autonomous operation.

[0105] Furthermore, the engine 31 is not limited to a diesel engine; for example, it may be an engine other than a diesel engine. Similarly, the motor 32 is not limited to an AC motor; for example, it may be a DC motor. In addition, the motor 32 may be driven by electricity supplied from a power generation device such as a fuel cell or a solar power generation device.

[0106] Furthermore, the vessel 10 may have multiple power sources, including an engine 31 and a motor 32, in its hull 1. For example, it may have three or more power sources, such as a third power source in addition to the engine 31 and the motor 32.

[0107] Furthermore, the operation unit 51 is not limited to an operation lever, but may also be, for example, a foot-operated pedal, a touch panel, a keyboard, or a pointing device. If the operation unit 51 consists of an operation pedal, the amount of pedaling will be the amount of operation of the operation unit 51. In addition, the operation unit 51 may employ methods such as voice input, gesture input, or input of operation signals from other terminals.

[0108] Furthermore, it is not mandatory for the propulsion mode to be switched in response to a user (operator) operation. For example, the mode switching processing unit 21 of the ship control system 2 may automatically switch the propulsion mode according to the current position or speed of the ship 1, or the remaining capacity of the main battery 352.

[0109] Furthermore, it is not essential that the dispensing device 61 includes a second pump 612 driven by power generated by the engine 31. The dispensing device 61 only needs to have a first pump 611.

[0110] Furthermore, the first pump 611 is not limited to an electric pump; for example, it may be a pump driven by compressed air or the like.

[0111] <Notes on the invention> A ship cooling system according to one aspect of the present disclosure is used in a ship having a plurality of power sources, including an engine and a motor, as power sources used for propulsion of the hull, and comprises a flow path and a delivery device. A refrigerant for cooling an object to be cooled flows through the flow path. The delivery device flows the refrigerant through the flow path. The delivery device includes a first pump driven by power other than that generated by the engine. [Explanation of Symbols]

[0112] 1. Hull 6. Marine Cooling Systems 10 ships 31 Engine 32 motors 61 Delivery device 62 channels 611 Pump No. 1 612 Pump No. 2 621,622 First channel 622A Motor side flow path 622B Bypass channel 623,624 Second channel 631 (1st) Heat exchanger 632 (2nd) Heat exchanger 633 Heat exchanger 653 Shut-off valve R1, R2 refrigerants

Claims

1. Used in ships that have a motor as a power source for propulsion of the hull, It comprises a flow path through which a refrigerant flows for cooling the object to be cooled, The flow path has a motor-side flow path that passes through the motor and a bypass flow path that bypasses the motor. The aforementioned flow path includes a first flow path through which lubricating oil flows as the refrigerant. Marine cooling systems.

2. The device further comprises a delivery device for flowing the refrigerant through the flow path, The aforementioned delivery device includes a first pump, The first pump delivers the refrigerant for cooling at least the motor as the object to be cooled. The ship cooling system according to claim 1.

3. The bypass channel has an on / off valve, A cooling system for ships according to claim 1 or 2.

4. The aforementioned flow path includes a second flow path through which water, which is pumped up from outside the hull as the refrigerant, flows. A ship cooling system according to any one of claims 1 to 3.

5. The device further comprises a delivery device for flowing the refrigerant through the flow path, The aforementioned delivery device includes a first pump, The dispensing device controls the first pump according to the temperature of at least one of the objects to be cooled and the refrigerant. The ship cooling system according to claim 1.

6. A marine cooling system according to any one of claims 1 to 5, The hull comprises, ship.

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