Control system and ship

Abstract

(Project) Provides a technology that enables continuous operation of onboard loads and prevents the vessel from moving due to erroneous operation during the operator's rest period. (Solution) The control system is a control system for a ship equipped with a battery and an onboard load, and has a ship idle mode that limits the ship's maneuvering and supplies power from the battery to the onboard load.

Description

Technology Field

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

[0002] Patent Document 1 discloses a vessel equipped with a battery that supplies power to an outboard motor. Prior art literature

[0003] Japanese Patent Publication No. 2008-137646 The problem to be solved

[0004] However, in order to improve the comfort of passengers, including the ship's operator, onboard loads such as air conditioners and refrigerators may be formed. In this case, it is desired that onboard loads be kept running, for example, even when passengers are resting onboard at night (or during the day). It is also desired to avoid a situation where the ship starts moving if a passenger other than the operator accidentally takes control of the ship while the operator is resting.

[0005] The present invention has been made to solve the above-mentioned problems, and its purpose is to provide a technology that can continuously operate the onboard load and prevent the vessel from moving due to erroneous operation during the operator's rest period. means of solving the problem

[0006] A control system related to one aspect of the present invention is a control system for a ship having a battery and an onboard load, and has a ship idle mode that limits the ship's maneuvering and supplies power from the battery to the onboard load.

[0007] A vessel related to another aspect of the present invention comprises a battery, an onboard load, and the control system. Effects of the invention

[0008] According to the above configuration, the onboard load can be continuously operated, and the vessel's movement can be prevented due to erroneous operation during the operator's rest. Brief explanation of the drawing

[0009] FIG. 1 is a block diagram schematically showing the general configuration of a ship related to one embodiment of the present invention. FIG. 2 is a block diagram schematically showing the configuration of the control system of the above-mentioned vessel. FIG. 3 is a block diagram schematically showing the configuration of the electrical system of the control system. FIG. 4 is a schematic diagram showing the configuration of the main screen of the setting operation device formed in the control system. FIG. 5a is a diagram showing a change in the display screen of the setting operation device. FIG. 5b is a diagram showing the screen change of the display screen above. FIG. 5c is a diagram showing the screen change of the display screen above. FIG. 6a is a drawing showing a variation of FIG. 5c. FIG. 6b is a drawing showing a variation of FIG. 5c. FIG. 6c is a drawing showing a variation of FIG. 5c. Figure 7 is a flowchart showing the flow of transition to ship idle mode. Figure 8 is a flowchart showing the flow of the invalidation process. Figure 9 is a flowchart showing the flow of the release of the ship idle mode. FIG. 10 is a flowchart showing the flow of transition to the low power consumption mode of the above-mentioned setting operation device. Specific details for implementing the invention

[0010] The embodiments of the present invention are described below based on the drawings.

[0011] [1. General Composition of the Ship]

[0012] FIG. 1 is a block diagram schematically showing the general configuration of a vessel (1) related to one embodiment of the present invention. In FIG. 1, power lines are shown as (thin) solid lines, signal lines as (dashed) lines, and power flow as (thick) solid arrows. The vessel (1) is equipped with a plurality of hybrid systems (2), a plurality of propellers (3), an onboard power system (4), and a control system (5). In this embodiment, two hybrid systems (2) are formed. Also, FIG. 1 shows only one of the two hybrid systems (2) as an example. Furthermore, the number of hybrid systems (2) is not limited to two; it may be one, or a plurality other than two.

[0013] Multiple thrusters (3) are formed in correspondence with multiple hybrid systems (2). That is, two thrusters (3) are formed in the same way as the hybrid systems (2). Also, in FIG. 1, only one of the two thrusters (3) is shown as an example. Also, the number of thrusters (3) is not limited to two; it may be one, or multiple other than two. A pair of hybrid systems (2) and thrusters (3) are formed on the port side and the starboard side.

[0014] The hybrid system (2) drives a thruster (3) that propels the ship (1). The hybrid system (2) is a hybrid propulsion device. The thruster (3) is, for example, a screw or a propeller. The hybrid system (2) has an engine (21), a low-voltage battery (22), a high-voltage battery (23), an electric motor (24), and a power transmission device (25).

[0015] The engine (21) is composed of a diesel engine, but is not limited to this and may be composed of, for example, a gasoline engine, a hydrogen fuel engine, etc. The engine (21) is electrically connected to a low-voltage battery (22).

[0016] The low-voltage battery (22) is a rechargeable secondary battery. The low-voltage battery (22) is composed of, for example, a lead-acid battery. The low-voltage battery (22) stores DC power (e.g., 12 V) supplied from an alternator (not shown) formed in the engine (21), or outputs the stored DC power. The DC power output from the low-voltage battery (22) is supplied to the control system (5), engine (21), etc. That is, the low-voltage battery (22) is a power source for the control system (5), engine (21), etc.

[0017] The high-voltage battery (23) is a rechargeable secondary battery. The high-voltage battery (23) is composed of, for example, a lithium-ion battery. The high-voltage battery (23) stores DC power at a voltage (e.g., 48 V) higher than the voltage (e.g., 12 V) of power stored in the low-voltage battery (22), or outputs the stored DC power. The control of charging and discharging of the high-voltage battery (23) is carried out by a BMS (Battery Management System) (231) configured as a control circuit.

[0018] The electric motor (24) functions as a motor. Specifically, the electric motor (24) is driven by power supplied from the high-voltage battery (23) through the electric motor inverter (241). More specifically, the DC power output from the high-voltage battery (23) is converted into AC power by the electric motor inverter (241) and supplied to the electric motor (24). In short, the high-voltage battery (23) stores power to supply to the electric motor (24).

[0019] In addition to functioning as a motor, the electric motor (24) also functions as a generator. Specifically, the electric motor (24) outputs alternating current power when power is transmitted from the engine (21) through the power transmission device (25). The alternating current power output from the electric motor (24) is converted into direct current power by the electric motor inverter (241) and supplied to the high-voltage battery (23). That is, the high-voltage battery (23) is charged. In addition, the charging of the high-voltage battery (23) is also carried out by connecting a power supply port (not shown) formed in the ship (1) and an external power source, a commercial power source (not shown), through a power supply cable (not shown).

[0020] The power transmission device (25) includes a shift drive device (251) for the engine and a shift drive device (252) for the electric motor. The shift drive device (251) for the engine is configured to include a shift hydraulic valve. The shift drive device (251) for the engine transmits or cuts off driving force from the engine (21) and also performs a change in the rotational direction of power transmission (the rotational direction of the propeller (3)).

[0021] The shift drive device (252) for the electric motor is configured to include a shift actuator and a shift valve. When the electric motor (24) functions as a motor, the shift drive device (252) for the electric motor transmits or cuts off the driving force from the electric motor (24) and switches the rotational direction of the power transmission (the rotational direction of the propeller (3)). When the electric motor (24) functions as a generator, the shift drive device (252) for the electric motor transmits or cuts off the driving force from the engine (21).

[0022] The operation of the hybrid system (2) is carried out in any one of the first operation mode, the second operation mode, and the third operation mode. The first operation mode is an operation mode in which the ship (1) is navigated using the engine (21). The second operation mode is an operation mode in which the ship (1) is navigated by operating the electric motor (24) as a motor. The third operation mode is an operation mode in which the ship (1) is navigated using the engine (21), and the electric motor (24) is driven as a generator by the power of the engine (21) to charge the high-voltage battery (23). Additionally, as an operation mode of the hybrid system (2), other operation modes may be set instead of or in addition to the three operation modes. Accordingly, the engine (21) and the electric motor (24) function as a driving source (PS). However, the vessel (1) may be configured to exclude the engine (21). That is, the vessel (1) may be a simple electric line. In short, the vessel (1) is equipped with at least an electric motor (24) as a driving source (PS).

[0023] The onboard power system (4) has an onboard load (41), a converter (42), and another low-voltage battery (43). That is, the ship (1) is equipped with an onboard load (41), a converter (42), and another low-voltage battery (43).

[0024] The onboard load (41) is an electrical device operated by power supplied from a high-voltage battery (23) through an onboard load inverter (411). Examples of onboard loads (41) include air conditioning equipment, refrigerators, lighting equipment, etc. The onboard load (41) includes an AC load (41A) operated by AC power and a DC load (41D) operated by DC power.

[0025] The AC load (41A) is connected to the high-voltage battery (23) through the onboard load inverter (411). The DC power output from the high-voltage battery (23) is converted into AC power by the onboard load inverter (411) and supplied to the AC load (41A). Thus, AC power is supplied to the AC load (41A).

[0026] The DC load (41D) is connected to the high-voltage battery (23) through an onboard load inverter (411), a converter (42), and another low-voltage battery (43). The DC power output from the high-voltage battery (23) is converted into AC power (e.g., 100 V, 230 V) by the onboard load inverter (411) and supplied to the converter (42). The converter (42) converts the supplied AC power into DC power (e.g., 12 V) and supplies it to the other low-voltage battery (43). The other low-voltage battery (43) is configured, for example, as a lead-acid battery, in the same way as the low-voltage battery (22). The other low-voltage battery (43) stores the supplied DC power or outputs the stored DC power. DC power output from another low-voltage battery (43) is supplied to the DC load (41D). Thus, DC power is supplied to the DC load (41D).

[0027] Additionally, another low-voltage battery (43) is connected to the engine (21) in addition to the DC load (41D) and converter (42). During operation of the engine (21), DC power is supplied from the alternator of the engine (21) to the other low-voltage battery (43). This supplied DC power is stored in the other low-voltage battery (43).

[0028] In this embodiment, each of the low-voltage battery (22), the high-voltage battery (23), and the other low-voltage battery (43) is also simply referred to as a battery (BT). That is, the vessel (1) is equipped with (multiple) batteries (BT). Also, the high-voltage battery (23) is included in the battery (BT). In other words, the battery (BT) has a high-voltage battery (23).

[0029] In a configuration where the vessel (1) is equipped with at least an electric motor (24) as a driving source (PS) in addition to a high-voltage battery (23), the following configuration is preferred from the perspective of easily securing power supply to the electric motor (24). That is, as in the present embodiment, it is preferable for the battery (BT) to have a high-voltage battery (23) that stores power to supply to the electric motor (24).

[0030] The control system (5) controls each part of the ship (1). For example, the control system (5) controls the hybrid system (2) and the onboard power system (4). The configuration of the control system (5) will be described below.

[0031] [2. Configuration of the Control System]

[0032] FIG. 2 is a block diagram schematically showing the configuration of a control system (5). The control system (5) has a plurality of ECUs (Electronic Control Units) (51), an operation input device (52), a power switch (53), and a setting operation device (54). Each of the plurality of ECUs (51), the operation input device (52), the power switch (53), and the setting operation device (54) is connected to a communication bus (55), such as a CAN (Controller Area Network) bus. The plurality of ECUs (51) include an engine ECU (511), an engine-side shift control ECU (512), a motor / power meter control ECU (513), and an operation input ECU (514).

[0033] The engine ECU (511) is connected to the engine (21) and performs electronic control related to the engine (21). For example, the engine ECU (511) controls the injection timing and injection amount of fuel (in this embodiment, diesel) in the engine (21). The engine-side shift control ECU (512) is connected to the engine shift drive unit (251) and performs electronic control related to the engine shift drive unit (251).

[0034] The motor / power system control ECU (513) is connected to communicate with the BMS (231), the electric motor inverter (241), the electric motor shift drive device (252), and the onboard load inverter (411), and performs electronic control related to these. In addition, the motor / power system control ECU (513) can control the engine (21) through the engine ECU (511). In addition, the motor / power system control ECU (513) monitors the state (voltage, current, temperature, etc.) of the high-voltage battery (23) based on information related to the high-voltage battery (23) output from the BMS (231).

[0035] The operation input ECU (514) is connected to communicate with the engine ECU (511) and the engine-side shift control ECU (512), and controls them. In addition to the engine ECU (511) and the engine-side shift control ECU (512), the operation input ECU (514) is also connected to communicate with the motor / power system control ECU (513).

[0036] The operation input device (52) has a throttle function and a shift switching function. The shift switching function is a function that switches between forward, neutral, and reverse. In this embodiment, the throttle function and the shift switching function are realized by moving the position of the steering lever (not shown) of the operation input device (52). Also, in this embodiment, one operation input device (52) is formed. Therefore, the operation input device (52) enables steering operations in the port and starboard directions with a single device.

[0037] Additionally, the operation input device (52) is connected to communicate with the operation input ECU (514), but is not directly connected to each ECU (51) other than the operation input ECU (514) (e.g., the motor / power system control ECU (513)). Because of this, the shipbuilding command using the operation input device (52) is transmitted to each ECU (51) other than the operation input ECU (514) through the operation input ECU (514). Specifically, the operation input ECU (514) combines the shipbuilding command output from the operation input device (52), etc., and outputs it to each ECU (51) other than the operation input ECU (514). Based on the shipbuilding command information output from the operation input ECU (514), each ECU (51) other than the operation input ECU (514) calculates a respective driving command.

[0038] The power switch (53) includes a power button for the hybrid system (2), a button for starting and stopping the engine (21) alone, etc. The power switch (53) can communicate with the motor / power system control ECU (513) and the operation input ECU (514) via the communication bus (55). In this embodiment, there are two power switches (53). Specifically, the power switches (53) are formed on the port side and the starboard side, respectively.

[0039] When a shipbuilder ships a ship (1), the shipbuilder operates an operation input device (52) and a power switch (53). The operation input device (52) and the power switch (53) transmit operation information, i.e., a shipbuilding command, to an operation input ECU (514). As described above, the operation input ECU (514) combines the received shipbuilding command and outputs it to each ECU (51) other than the operation input ECU (514). Accordingly, the operation input ECU (514), the operation input device (52), and the power switch (53) each constitute a shipbuilding device (6) used for shipbuilding the ship (1). That is, the ship (1) is equipped with a shipbuilding device (6) used for shipbuilding the ship (1).

[0040] The setting operation device (54) has a display panel (54a) composed of a liquid crystal panel, an organic EL panel, etc. The display panel (54a) constitutes the display screen of the setting operation device (54). In addition, in this embodiment, the display panel (54a) functions as a touch panel. A screen displaying the operating status is displayed on the display screen of the setting operation device (54). In this embodiment, multiple types of screens displaying the operating status are formed. These screens are formed to be switchable. The types of screens switchable by the setting operation device (54) include a main screen (540) (see FIG. 4) described later, which displays the operating status in a concentrated manner. In addition, the types of screens may include, in addition to the main screen (540), a data list screen displaying detailed information of the operating status, a warning list screen displaying the content of a warning that has occurred, an abnormality list screen displaying the content of an abnormality that has occurred, etc. In addition, the setting operation device (54) can communicate with at least the motor / power system control ECU (513) and the operation input ECU (514) through the communication bus (55).

[0041] Additionally, the control system (5) has a setting operation unit (501), a control unit (502), and a monitoring unit (503) as a functional unit (500). In this embodiment, a setting operation device (54) is formed as a specific example of the setting operation unit (501) and the control unit (502), and an ECU (513) for motor / power system control is formed as a specific example of the monitoring unit (503). In other words, the setting operation device (54) functions as the setting operation unit (501) and the control unit (502), and the ECU (513) for motor / power system control functions as the monitoring unit (503). Also, as a specific example of the display unit (501a) of the setting operation unit (501), a display panel (54a) of the setting operation device (54) is formed. In other words, the display panel (54a) functions as the display unit (501a).

[0042] As described above, the motor / power meter control ECU (513) monitors the status of the high-voltage battery (23). Accordingly, the monitoring unit (503) monitors the status of the battery (BT) (in this embodiment, the high-voltage battery (23)). The functions of the setting operation unit (501) and the control unit (502) will be described later.

[0043] Additionally, the shipbuilding device (6) has a communication device (61). In this embodiment, an operation input ECU (514) is formed as a specific example of the communication device (61). In other words, the operation input ECU (514) functions as the communication device (61). As described above, the operation input ECU (514) is connected to communicate with the motor / power system control ECU (513). Accordingly, the communication device (61) (the operation input ECU (514) in this embodiment) is connected to communicate with the monitoring unit (503) (the motor / power system control ECU (513) in this embodiment).

[0044] Each ECU (51), operation input device (52), power switch (53), and setting operation device (54) is operated by power supplied from a low-voltage battery (22) (see FIG. 1). More specifically, it is as follows. FIG. 3 is a block diagram schematically showing the configuration of the electrical system of the control system (5). In FIG. 3, power lines are shown as solid lines, and the flow of electrical signals (control signals) is shown as dashed arrows.

[0045] Each ECU (51), operation input device (52), and power switch (53) is electrically connected to a low-voltage battery (22) via a relay (56). More specifically, the relay (56) is included in the control system (5) and has a first power relay (561), a second power relay (562), and a system-on relay (563). The first power relay (561), the second power relay (562), and the system-on relay (563) are each configured to be switchable between a connected state and a disconnected state.

[0046] The first power relay (561) switches between electrical connection and disconnection of the power switch (53) and the system on relay (563), which are connected in parallel with the low-voltage battery (22). Specifically, the power switch (53) and the system on relay (563) are electrically connected to the low-voltage battery (22) when the first power relay (561) is in a connected state, and are electrically disconnected from the low-voltage battery (22) when the first power relay (561) is in a disconnected state.

[0047] The second power relay (562) switches between electrical connection and disconnection between the low-voltage battery (22) and the motor / power system control ECU (513). Specifically, the motor / power system control ECU (513) is electrically connected to the low-voltage battery (22) when the second power relay (562) is connected, and is electrically disconnected from the low-voltage battery (22) when the second power relay (562) is disconnected.

[0048] The system on relay (563) switches between electrical connection and disconnection of the engine ECU (511), engine-side shift control ECU (512), operation input ECU (514), and operation input device (52), which are electrically connected in parallel with the low-voltage battery (22). Specifically, the engine ECU (511), engine-side shift control ECU (512), operation input ECU (514), and operation input device (52) are electrically connected to the low-voltage battery (22) when the system on relay (563) is connected while the first power relay (561) is connected. The engine ECU (511), the engine-side shift control ECU (512), the operation input ECU (514), and the operation input device (52) are electrically disconnected from the low-voltage battery (22) when the system-on relay (563) is disconnected, even when the first power relay (561) is connected.

[0049] The switching between the connected state and the disconnected state in the first power relay (561) is performed based on a switching command (control signal) output from the setting operation device (54). The switching between the connected state and the disconnected state in the second power relay (562) is performed based on a switching command (control signal) output from the setting operation device (54) or the system on relay (563). The switching between the connected state and the disconnected state in the system on relay (563) is performed based on a switching command (control signal) output from the power switch (53).

[0050] Before starting the hybrid system (2), the first power relay (561) is set to a connected state, and the second power relay (562) and the system-on relay (563) are set to a disconnected state. For example, when starting the hybrid system (2), the operator operates the power button of the hybrid system (2) included in the power switch (53) which is in an operating state when the first power relay (561) is in a connected state. Then, a switching command is output from the power switch (53) to the system-on relay (563), and based on this switching command, the system-on relay (563) is switched to a connected state. When the system-on relay (563) is switched to a connected state, power is supplied from the low-voltage battery (22) to the engine ECU (511), the engine-side shift control ECU (512), the operation input ECU (514), and the operation input device (52). At the same time as this power supply, a switching command for the second power relay (562) is also output from the system-on relay (563). Based on this switching command, the second power relay (562) is switched to a connected state. Then, power is supplied from the low-voltage battery (22) to the motor / power system control ECU (513), and the hybrid system (2) is started.

[0051] In addition, the switching between the connected state and the disconnected state in the first power relay (561) and the switching between the connected state and the disconnected state in the second power relay (562), which are carried out based on the switching command output from the setting operation device (54), will be described later.

[0052] [3. Configuration of the Main Screen of the Settings Control Device]

[0053] The configuration of the main screen (540) of the setting operation device (54) will be explained based on FIG. 4. FIG. 4 is a schematic diagram showing the configuration of the main screen (540). The main screen (540) is a screen that displays important information to the passengers of the vessel (1) and is a screen that is mainly used in normal times. The main screen (540) is a rectangular shape that is longer in the left-right direction than in the up-down direction. However, the shape of the screen may be appropriately changed.

[0054] On the main screen (540), a plurality of symbols (541) representing components that make up the hybrid system (2) (see FIG. 1, etc.) are displayed. The plurality of symbols (541) include an engine symbol (541a) representing an engine (21), an electric motor symbol (541b) representing an electric motor (24), a battery symbol (541c) representing a battery (BT) (specifically a high-voltage battery (23)), and a thruster symbol (541d) representing a thruster (3).

[0055] Each symbol (541a to 541d) may be, for example, a figure, a symbol, a character, a string of characters, a symbol mark, etc. In this embodiment, each symbol (541a to 541d) is a figure formed by combining a symbol mark reminiscent of each component and a circle surrounding it. Specifically, the engine symbol (541a) is a figure in which a symbol mark reminiscent of an engine is surrounded by a circle. The electric motor symbol (541b) is a figure in which a symbol mark reminiscent of an electric motor is surrounded by a circle. The battery symbol (541c) is a figure in which a symbol mark reminiscent of a battery is surrounded by a circle. The thruster symbol (541d) is a figure in which a symbol mark reminiscent of a propeller is surrounded by a circle.

[0056] Four symbols (541a to 541d) are each placed at the top of a rhombus and located in the center of the main screen (540). Specifically, the engine symbol (541a) is placed to the left of the center position of the main screen (540). The electric motor symbol (541b) is placed above the center position of the main screen (540). The battery symbol (541c) is placed to the right of the center position of the main screen (540). The thruster symbol (541d) is placed below the center position of the main screen (540). However, the placement of each symbol (541a to 541d) may be appropriately changed.

[0057] The main screen (540) additionally includes a status display unit (542) that indicates the status of a component of the hybrid system (2) corresponding to each symbol (541a to 541d). In this embodiment, a plurality of status display units (542) are formed, and the plurality of status display units (542) are arranged separately from each other. Specifically, the status display unit (542) includes an engine status display unit (542a), an electric motor status display unit (542b), a battery status display unit (542c), and a thruster status display unit (542d). The four status display units (542a to 542d) are arranged to surround four symbols (541a to 541d) placed in the center of the main screen (540).

[0058] The engine status display (542a) indicates the status of the engine (21), which is a component of the hybrid system (2) corresponding to the engine symbol (541a). The engine status display (542a) has a character portion indicating the rotational speed of the engine (21) and a surrounding line portion surrounding the character portion. The engine status display (542a) is preferably placed near the engine symbol (541a), and in this embodiment, it is placed in the upper left corner of the main screen (540). Additionally, as the status of the engine (21), a status other than the rotational speed, such as the temperature of the engine (21), may be displayed.

[0059] The electric motor status display (542b) indicates the status of the electric motor (24), which is a component of the hybrid system (2) corresponding to the electric motor symbol (541b). The electric motor status display (542b) has a character portion indicating the number of rotations of the electric motor (24) and a surrounding line portion surrounding the character portion. The electric motor status display (542b) is preferably placed near the electric motor symbol (541b), and in this embodiment, it is placed in the upper right part of the main screen (540). Additionally, as the status of the electric motor (24), a status other than the number of rotations, such as the temperature of the electric motor (24), may be displayed.

[0060] The battery status display (542c) indicates the status of the high-voltage battery (23), which is a component of the hybrid system (2) corresponding to the battery symbol (541c). The battery status display (542c) has a text portion that displays the current value and the charge rate (SOC: State Of Charge) of the high-voltage battery (23), and a surrounding line portion that surrounds the text portion. The battery status display (542c) is preferably placed near the battery symbol (541c), and in this embodiment, it is placed in the lower right corner of the main screen (540). Additionally, as the status of the high-voltage battery (23), a status other than the current value and charge rate, such as the voltage of the high-voltage battery (23) and the amount of SOC change per hour, may be displayed.

[0061] The thruster status display (542d) indicates the status of the thruster (3), which is a component of the hybrid system (2) corresponding to the thruster symbol (541d). The thruster status display (542d) has a character portion that displays the rotational speed of the thruster (3) (propeller) and a surrounding line portion that surrounds the character portion. The thruster status display (542d) is preferably placed near the thruster symbol (541d), and in this embodiment, it is placed in the lower left corner of the main screen (540). Additionally, as the status of the thruster (3), a status other than the propeller rotational speed may be displayed.

[0062] Additionally, a menu button (543) is positioned in the center of the upper left and right directions of the main screen (540). The menu button (543) is a software button (software key) configured using a touch panel. When the menu button (543) is operated (specifically, touch operation), an item of the screen that can be transitioned is displayed. By touching the part of the item to be displayed, the screen of the corresponding item is transitioned.

[0063] Additionally, a mode status display button (544) is positioned in the lower left-right central part of the main screen (540), which functions as an operation button while also displaying the status of the control mode. The mode status display button (544) is a software button configured using a touch panel. Specifically, the mode status display button (544) displays the current status of the control mode using characters and colors. A person on board the vessel (1) can easily identify the current status of the control mode by looking at the mode status display button (544).

[0064] In addition, the current state of the control mode may be, for example, any of the ENG mode, EV mode, or HYB mode, and are indicated as “ENGINE”, “EV”, and “HYBRID”, respectively. The ENG mode is a control mode that performs the navigation of the vessel (1) in the first mode of operation (a mode of operation in which the vessel (1) is navigated using the engine (21)). The EV mode is a control mode that performs the navigation of the vessel (1) in the second mode of operation (a mode of operation in which the vessel (1) is navigated by operating the electric motor (24) as a motor). The HYB mode is a control mode that performs the navigation of the vessel (1) in the third mode of operation (a mode of operation in which the vessel (1) is navigated using the engine (21), and the electric motor (24) is driven as a generator by the power of the engine (21) to charge the high-voltage battery (23). Each of the indications for “ENGINE,” “EV,” and “HYBRID” is displayed using different colors. For example, “ENGINE,” “EV,” and “HYBRID” are displayed in the order of “white text on a blue background,” “white text on a green background,” and “white text on an orange background.”

[0065] Other current states of the control mode may include, for example, the STB mode indicated by "STANDBY" and the REST mode indicated by "REST". The STB mode is a mode in which a control mode for driving the thruster (3) (i.e., a control mode that permits the shipbuilding of the vessel (1)) can be selected. The control modes for driving the thruster (3) include the ENG mode, EV mode, and HYB mode. In this embodiment, the ENG mode, EV mode, and HYB mode are collectively referred to as the shipbuilding permit mode, and the STB mode is referred to as the shipbuilding standby mode. Accordingly, the control system (5) has a shipbuilding standby mode that waits for transition to the shipbuilding permit mode that permits the shipbuilding of the vessel (1). In the example shown in FIG. 4, the mode status display button (544) indicates that the current state of the control mode is the STB mode.

[0066] Also, in this embodiment, the REST mode is also called the shipbuilding idle mode. That is, the control system (5) has a shipbuilding idle mode. The shipbuilding idle mode will be described below.

[0067] [4. Joseon Pause Mode]

[0068] [4-1. Flow of the Transition to Joseon Pause Mode]

[0069] The flow of transition to shipbuilding pause mode using the setting operation device (54) is described. In making this description, first, the screen change of the display screen of the setting operation device (54) accompanying the transition operation to shipbuilding pause mode is described based on FIGS. 5A, 5B, and 5C. FIGS. 5A, 5B, and 5C are drawings showing the screen change of the display screen of the setting operation device (54) accompanying the transition operation to shipbuilding pause mode. In particular, FIG. 5B shows an example of a screen displayed when the REST mode transition instruction button (545B5), described later, is selected in FIG. 5A. In particular, FIG. 5C shows an example of a screen displayed when the OK button (546B1), described later, is operated in FIG. 5B.

[0070] As shown in FIG. 5a, for example, when the mode status indicator button (544) labeled "STANDBY" on the main screen (540) shown in FIG. 4 is operated (touched), a menu (545) for switching control modes is displayed on the main screen (540).

[0071] The switching menu (545) is displayed to cover the symbol (541) representing the component constituting the hybrid system (2). Even when the switching menu (545) is displayed, the information displayed on the four status indicators (542a to 542d) can be seen. Also, even when the switching menu (545) is displayed, the mode status indicator button (544) can be seen, and the current state of the control mode can be checked while displaying the switching menu (545).

[0072] The switching menu (545) includes a plurality of transition instruction buttons (545B). The transition instruction buttons (545B) are software buttons operable by touch operation, configured using a touch panel. The plurality of transition instruction buttons (545B) include an ENG mode transition instruction button (545B1), an EV mode transition instruction button (545B2), a HYB mode transition instruction button (545B3), an STB mode transition instruction button (545B4), and a REST mode transition instruction button (545B5). Additionally, at least some of the plurality of transition instruction buttons (545B) may be hardware buttons. For example, the REST mode transition instruction button (545B5) may be a hardware button.

[0073] The ENG mode transition instruction button (545B1) is a button for indicating transition to ENG mode (selecting ENG mode). The EV mode transition instruction button (545B2) is a button for indicating transition to EV mode (selecting EV mode). The HYB mode transition instruction button (545B3) is a button for indicating transition to HYB mode (selecting HYB mode). The STB mode transition instruction button (545B4) is a button for indicating transition to STB mode (selecting STB mode). The REST mode transition instruction button (545B5) is a button for indicating transition to REST mode (selecting REST mode). That is, the setting operation unit (501) (in this embodiment, the setting operation device (54)) displays a transition instruction button (545B) (in this embodiment, the REST mode transition instruction button (545B5)) that indicates transition to ship idle mode (REST mode) so that it can be operated.

[0074] Each of the ENG mode transition instruction button (545B1), EV mode transition instruction button (545B2), and HYB mode transition instruction button (545B3) displays a symbol corresponding to the selected target among the symbols representing the components constituting the hybrid system (2). For example, the ENG mode transition instruction button (545B1) is the ENG mode, which is the selected target for driving the thruster (3) with the engine (21). For this reason, the ENG mode transition instruction button (545B1) displays symbols of the engine (21) and thruster (3) corresponding to this.

[0075] Each of the ENG mode transition instruction button (545B1), EV mode transition instruction button (545B2), and HYB mode transition instruction button (545B3) is rectangular, with the symbol described above displayed at the top and the name of the mode to be selected displayed at the bottom. The STB mode transition instruction button (545B4) is rectangular, just like the ENG mode transition instruction button (545B1), etc. Also, the STB mode transition instruction button (545B4) has the symbol of the thruster (3) displayed at the top and the name of the STB mode displayed at the bottom.

[0076] The ENG mode transition indicator button (545B1) is positioned to overlap with the engine symbol (541a). The EV mode transition indicator button (545B2) is positioned to overlap with the electric motor symbol (541b). The HYB mode transition indicator button (545B3) is positioned to overlap with the battery symbol (541c). The STB mode transition indicator button (545B4) is positioned to overlap with the thruster symbol (541d). Additionally, the configuration (shape, position, etc.) of these is not limited to the above and may be appropriately modified.

[0077] When any of the ENG mode transition instruction button (545B1), EV mode transition instruction button (545B2), HYB mode transition instruction button (545B3), and STB mode transition instruction button (545B4) is operated and selected, transition to the selected control mode is performed. For example, if the ENG mode transition instruction button (545B1) is operated and transition to ENG mode is selected, transition to ENG mode is performed. The above transition is performed by a setting operation device (54) as a control unit (502).

[0078] A symbol mark reminiscent of a resting place (home) is displayed on the REST mode transition instruction button (545B5). The REST mode transition instruction button (545B5) is positioned so as to overlap with the electric motor status display (542b), that is, in the upper right part of the main screen (540). However, the configuration (shape, placement position, etc.) of the REST mode transition instruction button (545B5) is not limited to the above and may be appropriately changed. For example, the REST mode transition instruction button (545B5) may be positioned so as to overlap with the engine status display (542a), that is, in the upper left part of the main screen (540). Also, the REST mode transition instruction button (545B5) may be positioned so as to overlap with the battery status display (542c), that is, in the lower right part of the main screen (540). Additionally, the REST mode execution instruction button (545B5) may be placed in the lower left corner of the main screen (540) so as to overlap with the thruster status display (542d).

[0079] When the REST mode transition instruction button (545B5) is operated (touched) to select transition to REST mode, the transition to REST mode is initiated. In short, the setting operation unit (501) (in this embodiment, the setting operation device (54)) is an operation unit for setting the control mode (instructing transition to each control mode).

[0080] As shown in FIG. 5b, when the REST mode transition instruction button (545B5) shown in FIG. 5a is operated and transition to REST mode is initiated, a popup display (546) is displayed on the main screen (540) instead of the transition menu (545).

[0081] The popup display (546) includes text notifying the transition to REST mode, an OK button (546B1), a Cancel button (546B2), etc. In the example shown in FIG. 5b, the text "NOTICE" and "SWITCH TO REST MODE" is displayed in the center of the main screen (540) as text notifying the transition to REST mode. The OK button (546B1) is a software button for authorizing (proceeding with) the transition to REST mode and is displayed in the lower right corner of the main screen (540). The Cancel button (546B2) is a software button for canceling the transition to REST mode and is displayed in the lower left corner of the main screen (540). However, the configuration of the popup display (546) is not limited to the above and may be appropriately changed. In addition, it may be configured so that the popup display (546) is not displayed, or it may be configured so that the popup display (546) is automatically turned off after a certain period of time.

[0082] As shown in FIG. 5c, when the OK button (546B1) shown in FIG. 5b is operated and the control mode is switched to REST mode, a REST mode notification display (547) is displayed on the main screen (540) instead of a popup display (546). Also, at this time, some of the multiple symbols (541) that were displayed on the main screen (540) are hidden. Specifically, among the components constituting the hybrid system (2), the engine (21), the electric motor (24), and the thruster (3) are in a non-operational state during REST mode, so the engine symbol (541a), the electric motor symbol (541b), and the thruster symbol (541d) are hidden.

[0083] The REST mode notification display (547) includes text notifying that it is in REST mode, text notifying the method of restarting the control system (5) (ship (1)), a release instruction button (547B), etc. In the example shown in FIG. 5c, the text "REST MODE" is displayed in the center of the main screen (540) as text notifying that it is in REST mode. Also, the text "To restart the system Press 'Shutdown'" is displayed in the center of the main screen (540) as text notifying the method of restarting the control system (5).

[0084] The release instruction button (547B) is a software button operable by touch operation, configured using a touch panel. However, the release instruction button (547B) may be a hardware button.

[0085] The release instruction button (547B) is a software button for instructing the release of REST mode and is displayed in the center of the main screen (540). That is, the setting operation unit (501) (in this embodiment, the setting operation device (54)) displays the release instruction button (547B) for instructing the release of the ship idle mode so that it can be operated. In addition, the release instruction button (547B) is also a software button for instructing the shutdown of the control system (5) (ship (1)). Therefore, the release instruction button (547B) is also called a shutdown button. The release instruction button (547B) displays a symbol mark reminiscent of power and the word "Shutdown".

[0086] Here, a variation of FIG. 5c, that is, another example of the screen displayed when the OK button (546B1) in FIG. 5b is operated, is described based on FIG. 6a, FIG. 6b, and FIG. 6c are drawings showing a variation of FIG. 5c.

[0087] As shown in FIG. 6a, when the OK button (546B1) shown in FIG. 5b is operated and the control mode is switched to REST mode, the popup display (546) is hidden and a rest area symbol (548) is displayed on the main screen (540). Also, at this time, some of the multiple symbols (541) displayed on the main screen (540) are hidden, just as in FIG. 5c. Specifically, among the components constituting the hybrid system (2), the engine (21), the electric motor (24), and the thruster (3) are in a non-operational state during REST mode, so the engine symbol (541a), the electric motor symbol (541b), and the thruster symbol (541d) are hidden.

[0088] The rest area symbol (548) may be, for example, a shape, a symbol, a character, a string of characters, a symbol mark, etc. In this embodiment, the rest area symbol (548) is a shape formed by combining a symbol mark reminiscent of a rest area (house) and a circle surrounding it. The rest area symbol (548) is displayed in a display mode connected to the battery symbol (541c) through a straight line portion (548a). This display mode indicates that the onboard load (41) receives power supply from the high-voltage battery (23). Also, as the rest area symbol (548) is displayed, the display of the mode status display button (544) switches, for example, from "STANDBY" to "REST". The "REST" display is, for example, "white text on a green background." With this display method, the person on board the ship (1) can easily identify that it is in shipbuilding idle mode by looking at the main screen (540).

[0089] As shown in FIG. 6b, when the mode status indicator button (544) labeled "REST" in FIG. 6a is operated (touched), a menu (545) for switching control modes is displayed on the main screen (540).

[0090] The switching menu (545) is displayed to cover the battery symbol (541c), the rest area symbol (548), and the line top (548a), etc. The switching menu (545) shown in FIG. 6b has the same configuration as the switching menu (545) shown in FIG. 5a, except that the REST mode transition instruction button (545B5) is excluded and another release instruction button (545C) is formed.

[0091] The other release instruction button (545C) is a software button operable by touch operation, configured using a touch panel, just like each execution instruction button (545B). However, the other release instruction button (545C) may be a hardware button. The other release instruction button (545C) is formed to instruct the shutdown of the control system (5) (vessel (1)) along with instructing the release of REST mode, just like the release instruction button (547B) (see FIG. 5c).

[0092] On the other release instruction button (545C), a symbol mark reminiscent of power is displayed, just like on the release instruction button (547B). The other release instruction button (545C) is placed in the upper right corner of the main screen (540) so as to overlap with the electric motor status display (542b). However, the configuration (shape, placement position, etc.) of the other release instruction button (545C) is not limited to the above and may be appropriately changed. For example, the other release instruction button (545C) may be placed in the upper left corner of the main screen (540) so as to overlap with the engine status display (542a). Also, the other release instruction button (545C) may be placed in the lower right corner of the main screen (540) so as to overlap with the battery status display (542c). Additionally, another release instruction button (545C) may be placed in the lower left corner of the main screen (540) so as to overlap with the thruster status display (542d).

[0093] As shown in FIG. 6c, when the other release instruction button (545C) shown in FIG. 5b is operated, a different popup display (549) is displayed on the main screen (540) instead of the switching menu (545).

[0094] Other popup displays (549) include text notifying the execution of the shutdown of the control system (5), another OK button (549B1), another Cancel button (549B2), etc. In the example shown in FIG. 6c, the text "NOTICE" and "SHUTDOWN THE SYSTEM" is displayed in the center of the main screen (540) as text notifying the execution of the shutdown of the control system (5). Another OK button (549B1) is a software button to authorize the execution of the shutdown of the control system (5) and is displayed in the lower right part of the main screen (540). Another Cancel button (549B2) is a software button to cancel the execution of the shutdown of the control system (5) and is displayed in the lower left part of the main screen (540). However, the configuration of other popup displays (549) is not limited to the above and may be appropriately changed. Additionally, the configuration may be such that no other popup display (549) is displayed, or the configuration may be such that the other popup display (549) is automatically hidden after a certain period of time.

[0095] The flow of transition to ship pause mode is explained based on FIG. 7. FIG. 7 is a flowchart showing the flow of transition to ship pause mode. The flowchart shown in FIG. 7 is initiated, for example, at the timing when a transition menu (545) (see FIG. 5a) is displayed on the main screen (540).

[0096] In step S1, the setting operating device (54) determines whether the current state of the control mode is STB mode. If the control mode is STB mode (Yes in step S1), processing proceeds to the next step S2. If the control mode is not STB mode (No in step S1), processing proceeds to step S8.

[0097] In step S2, the setting operation device (54) sets the REST mode transition instruction button (545B5) (see FIG. 5b) to an effective state (operable state). In this embodiment, the background color of the REST mode transition instruction button (545B5) in the effective state becomes green. When the REST mode transition instruction button (545B5) is set to an effective state, processing proceeds to the next step S3.

[0098] In step S3, the setting operation device (54) determines whether there is a transition instruction to REST mode. In this embodiment, the transition instruction is realized by operating (touching) the REST mode transition instruction button (545B5) as described above. If there is a transition instruction (Yes in step S3), processing proceeds to the next step S4. If there is no transition instruction (No in step S3), the setting operation device (54) continues to determine whether there is a transition instruction to REST mode.

[0099] In addition, in the case where there is no execution instruction, if there is an execution instruction to a control mode other than REST mode, the setting operation device (54) executes the process of executing the execution to execute the control mode to the indicated control mode, and this flowchart is terminated. For example, in the case where there is no execution instruction, if there is an execution instruction to execute the ENG mode, the setting operation device (54) executes the process of executing the execution to execute the control mode to ENG mode.

[0100] In step S4, the setting control device (54) displays a popup display (546) (see FIG. 5b) on the main screen (540). When the popup display (546) is displayed, processing proceeds to the next step S5.

[0101] In step S5, the setting operation device (54) determines whether permission has been granted for the transition to REST mode. In this embodiment, the permission is granted by operating (touching) the OK button (546B1) (see FIG. 5b) included in the popup display (546) as described above. If permission is granted (Yes in step S5), the process proceeds to the next step S6. If permission is not granted (No in step S5), the process proceeds to step S9.

[0102] In step S6, the setting operation device (54) executes the transition process to REST mode. When the transition process to REST mode is executed, the control mode is transitioned to REST mode. That is, the control unit (502) (in this embodiment, the setting operation device (54)) enables the control mode to transition to shipbuilding idle mode. Also, when a predetermined operation is performed on the setting operation unit (501) (in this embodiment, the setting operation device (54)), the control unit (502) transitions the control mode to shipbuilding idle mode. This predetermined operation includes the operation of a transition instruction button (545B) (in this embodiment, the REST mode transition instruction button (545B5)) that indicates the transition to shipbuilding idle mode. However, the predetermined operation may include other operations instead of or in addition to the operation of the REST mode transition instruction button (545B5). Other operations may include, for example, the connection operation of a predetermined cable. In addition, for the execution of the REST mode transition process, transition conditions such as the high-voltage battery (23) being normal may be set.

[0103] When the transition to REST mode processing is executed, that is, when the control mode transitions to REST mode, the processing proceeds to the next step S7. Also, at the point when the processing proceeds to step S7, since the control mode has transitioned to REST mode (the transition to REST mode is completed), the processing of step S7 is processing in REST mode.

[0104] In step S7, the setting operating device (54) cuts off the power supply from the battery (BT) (see FIG. 1 et al.) to the shipbuilding equipment (6) (see FIG. 2 et al.). In this embodiment, the cutting off of the power supply is achieved by the setting operating device (54) switching the first power relay (561) (see FIG. 3) to a cut-off state. More specifically, the setting operating device (54) outputs a command to switch to a cut-off state to the first power relay (561). Based on this switching command, when the first power relay (561) switches to a cut-off state, the low-voltage battery (22), the power switch (53), and the system-on relay (563) are electrically disconnected (see FIG. 3). As described above, the system-on relay (563) is connected to the engine ECU (511), the engine-side shift control ECU (512), the operation input ECU (514), and the operation input device (52), respectively. Therefore, even when the system-on relay (563) is connected, the power supply from the low-voltage battery (22) to the engine ECU (511), the engine-side shift control ECU (512), the operation input ECU (514), and the operation input device (52) is cut off. In short, the control unit (502) cuts off the power supply from the battery (BT) (in this embodiment, the low-voltage battery (22)) to the shipbuilding equipment (6) (in this embodiment, the operation input ECU (514) and the operation input device (52)) while the control mode is the shipbuilding idle mode.

[0105] When the power supply to the operation input ECU (514) and the operation input device (52) is cut off, the operation input ECU (514) and the operation input device (52) become non-operational (do not operate). Therefore, even if the shipbuilder or a person on board other than the shipbuilder operates the operation input device (52), the shipbuilding of the vessel (1) becomes impossible. In addition, along with the power supply to the operation input ECU (514) and the operation input device (52), the power supply to the engine ECU (511) and the engine-side shift control ECU (512) is also cut off, so the engine ECU (511) and the engine-side shift control ECU (512) also become non-operational. Therefore, in the shipbuilding idle mode, the driving of the engine (21) and the transmission of power to the propeller (3) are stopped.

[0106] Meanwhile, at this time (when the setting operation device (54) outputs a command to switch to a cut-off state to the first power relay (561), the setting operation device (54) does not output a command to switch to a cut-off state to the second power relay (562) (see FIG. 3). Because of this, the electrical connection between the low-voltage battery (22) and the motor / power meter control ECU (513) (see FIG. 3) continues, and the motor / power meter control ECU (513) continues to operate. That is, while the control mode is the ship idle mode, the control unit (502) supplies power from the battery (BT) (in this embodiment, the low-voltage battery (22)) to the monitoring unit (503) (in this embodiment, the motor / power meter control ECU (513)).

[0107] Since the operation of the motor / power system control ECU (513) continues, control of the high-voltage battery (23) and the onboard load inverter (411) (see FIG. 3) under the control of the motor / power system control ECU (513) continues. Accordingly, power supply to the onboard load (41) (AC load (41A) and DC load (41D)) from the high-voltage battery (23) through the onboard load inverter (411) also continues. In short, the shipbuilding idle mode is a mode that limits the shipbuilding of the vessel (1) and supplies power to the onboard load (41) from the battery (BT) (in this embodiment, the high-voltage battery (23)).

[0108] According to the above configuration, for example, when a shipbuilder is resting on board, by setting the shipbuilding idle mode, it is possible to avoid a situation where the ship (1) starts moving even if a person other than the shipbuilder accidentally performs an operation related to shipbuilding (even if they operate the shipbuilding equipment (6)) while the shipbuilder is resting. In addition, since power is supplied to the onboard load (41) from the battery (BT) (in this embodiment, the high-voltage battery (23)), the onboard load (41) can be continuously operated. This improves the comfort of the person resting on board. As a result of the above, the onboard load (41) can be continuously operated, and the ship (1) can be prevented from moving due to an erroneous operation while the shipbuilder is resting.

[0109] In the control system (5), the following configuration is preferred from the perspective of reliably realizing a configuration that enables transition to a ship idle mode. That is, as in the present embodiment, it is preferable for the control system (5) to have a control unit (502) (in the present embodiment, a setting operation device (54)) capable of transitioning the control mode to a ship idle mode.

[0110] In a configuration where the control system (5) has a setting operation unit (501) (in this embodiment, a setting operation device (54)) that performs the setting of a control mode, the following configuration is preferred from the perspective of avoiding transition to a ship idle mode due to a misoperation (especially during the navigation of the ship (1)). That is, as in this embodiment, it is preferable for the control unit (502) to transition the control mode to a ship idle mode when a predetermined operation is performed on the setting operation unit (501).

[0111] Additionally, the configuration may be such that the transition to the shipbuilding idle mode is performed automatically. For example, the setting operation device (54) may transition the control mode to the shipbuilding idle mode when a predetermined condition is satisfied. The predetermined condition may include the fact that the time is night, or that the setting operation device (54) is in a non-operational state for a while. The determination of whether the time is night may be made based on time information acquired by the control system (5) (ship (1)). Also, the control system (5) may be able to switch whether the transition to the shipbuilding idle mode is performed (manually) by a predetermined operation or automatically.

[0112] From the perspective of realizing a configuration that enables transition to shipbuilding idle mode with a small number of parts, the following configuration is preferred. That is, as in the present embodiment, it is preferable that the setting operation unit (501) displays a transition instruction button (545B) (in the present embodiment, a REST mode transition instruction button (545B5)) that indicates transition to shipbuilding idle mode so that it can be operated. Furthermore, from the perspective of making the above-mentioned operation that transitions the control mode to shipbuilding idle mode an operation that is intuitively easy to understand, the following configuration is preferred. That is, as in the present embodiment, it is preferable that the predetermined operation includes the operation of a transition instruction button (545B) (in the present embodiment, a REST mode transition instruction button (545B5)) that indicates transition to shipbuilding idle mode.

[0113] In order to maintain the battery (BT) (high-voltage battery (23) in this embodiment) in a good condition, it is desirable to monitor the condition (voltage, current, temperature, etc.) of the battery (BT). From this perspective, as in this embodiment, it is desirable for the control system (5) to have a monitoring unit (503) (ECU (513) for motor / power meter control in this embodiment) that monitors the condition of the battery (BT). As described above, in the ship idle mode, the battery (BT) (high-voltage battery (23) in this embodiment) supplies power to the onboard load (41). Therefore, it is desirable to monitor the condition of the battery (BT) even when the control mode is the ship idle mode. From this perspective, as in this embodiment, it is desirable for the control unit (502) to supply power from the battery (BT) to the monitoring unit (503) while the control mode is the ship idle mode.

[0114] The shipbuilding idle mode is used, for example, when a shipbuilder pauses shipbuilding of the ship (1) and takes a rest inside the ship. For this reason, in the shipbuilding idle mode, shipbuilding equipment (6) used for shipbuilding of the ship (1) (in this embodiment, operation input device (52), operation input ECU (514), etc.) becomes unnecessary. If the shipbuilding equipment (6) that is unnecessary in the shipbuilding idle mode wastes power stored in the battery (BT) (in this embodiment, low voltage battery (22)), the duration of the shipbuilding idle mode (the time available for shipbuilding idle mode) is shortened. Therefore, in a configuration where the ship (1) is equipped with shipbuilding equipment (6) used for shipbuilding of the ship (1), the following configuration is preferred from the perspective of extending the duration of the shipbuilding idle mode. That is, as in this embodiment, the control unit (502) (in this embodiment, the setting operation device (54)) preferably cuts off the power supply to the shipbuilding device (6) from the battery (BT) while the control mode is the shipbuilding idle mode.

[0115] In step S8, the setting operation device (54) sets the REST mode transition instruction button (545B5) to an invalid state (unoperable state). In this embodiment, the background color of the REST mode transition instruction button (545B5) in the invalid state becomes gray (the REST mode transition instruction button (545B5) is displayed as grayed out). When the REST mode transition instruction button (545B5) is set to an invalid state, this flowchart is terminated. In short, if the control mode is other than STB mode, i.e., ENG mode, EV mode, or HYB mode, the REST mode transition instruction button (545B5) becomes unoperable. As a result, processing is not carried out by executing the transition to REST mode shown in step S6, and the execution of the transition to REST mode processing is prohibited. That is, the control unit (502) (in this embodiment, the setting operation device (54)) refuses to transition to the ship idle mode when the control mode is not the ship standby mode (STB mode).

[0116] As described above, in the shipbuilding idle mode, power transmission to the propeller (3) is stopped and the drive of the propeller (3) is stopped. For this reason, for example, if the control mode is unintentionally switched to the shipbuilding idle mode while the ship (1) is in motion, the ship (1) may come to a sudden stop, and as a result, there is a risk of capsizing, drifting, etc. Therefore, it is desirable to avoid switching to the shipbuilding idle mode while the ship (1) is in motion. In this regard, in a configuration where the control system (5) has a shipbuilding standby mode that waits for switching to a shipbuilding permission mode that permits the shipbuilding of the ship (1), as in the present embodiment, the following configuration is preferred. That is, it is desirable for the control unit (502) (in the present embodiment, the setting operation device (54)) to refuse switching to the shipbuilding idle mode when the control mode is other than the shipbuilding standby mode.

[0117] In step S9, the setting operation device (54) determines whether there has been a cancellation of the transition process to REST mode. In this embodiment, the cancellation is realized by operating (touch operation) the cancel button (546B2) (see FIG. 5b) included in the popup display (546) as described above. If there is a cancellation (Yes in step S9), the process is returned to step S3. If there is no cancellation (No in step S9), the process is returned to step S5.

[0118] As described above, while the control mode is in the shipbuilding idle mode, the motor / power system control ECU (513) (monitoring unit (503)) continues to operate. However, while the control mode is in the shipbuilding idle mode, the motor / power system control ECU (513) performs a nullification process that nullifies a part of the processing performed when the control mode is in the shipbuilding permission mode or shipbuilding standby mode. More specifically, it is as follows. FIG. 8 is a flowchart showing the flow of the nullification process. The flowchart shown in FIG. 8 is initiated, for example, at the timing when the control mode transitions to the shipbuilding idle mode.

[0119] In step S11, the motor / power system control ECU (513) determines whether the control mode is REST mode. In this embodiment, the determination is made based on information related to the current state of the control mode output from the setting operation device (54) to the motor / power system control ECU (513). If the control mode is REST mode (Yes in step S11), processing proceeds to the next step S12. If the control mode is not REST mode (No in step S11), processing proceeds to step S13.

[0120] In step S12, the motor / power system control ECU (513) invalidates a specific determination process. In this embodiment, in the specific determination process, the presence or absence of a communication abnormality between the motor / power system control ECU (513) and the operation input ECU (514) is determined. That is, the determination process invalidated by the motor / power system control ECU (513) is a determination process that determines a communication abnormality with the operation input ECU (514). The determination processes invalidated by the motor / power system control ECU (513) also include, for example, a determination process that determines a communication abnormality with the engine ECU (511), a determination process that determines a communication abnormality with the engine-side shift control ECU (512), etc. When the specific determination process is invalidated, the process returns to step S11. Therefore, while the control mode is REST mode, the processing of steps S11 and S12 is repeated. That is, the monitoring unit (503) (in this embodiment, the ECU (513) for motor / power system control) disables the judgment process for determining communication abnormalities with the communication device (61) (in this embodiment, the ECU (514) for operation input) while the control mode is in shipbuilding idle mode.

[0121] In a configuration where a shipbuilding device (6) has a communication device (61) that is connected to a monitoring unit (503) for communication, for example, when the control mode is a shipbuilding permission mode (specifically, during the navigation of the ship (1)), it is assumed that a communication anomaly (communication failure) has occurred between the monitoring unit (503) and the communication device (61). Then, the ship (1) may operate differently from the shipbuilder's intention, and as a result, there is a risk of capsizing, drifting, etc. To prevent such a situation, the monitoring unit (503) is configured with a judgment process for determining a communication anomaly with the communication device (61). In addition, the control system (5) is configured with a process for activating the fail-safe function of the ship (1) based on the result of this judgment process. The above fail-safe function includes a function to notify the occupant (especially the shipbuilder) of the occurrence of a communication anomaly, and a function to stop the device, etc., that is operating during the navigation of the ship (1). Specifically, the monitoring unit (503) determines that, for example, when the power supply to the communication device (61) is cut off and the communication device (61) becomes non-operational, that is, that communication is not normal, that is, that a communication abnormality has occurred. Based on this determination result, the control system (5) enables the fail-safe function of the vessel (1).

[0122] If the above-mentioned invalidation processing is not set, when the control mode transitions to REST mode, the power supply to the communication device (61) is cut off, so it is determined to be a communication abnormality, and the fail-safe function of the vessel (1) becomes effective. However, in REST mode, the power supply to the communication device (61) is intentionally cut off in order to suppress power consumption and extend the duration of REST mode. That is, in REST mode, it is inappropriate for the fail-safe function to become effective based on a communication abnormality between the monitoring unit (503) and the communication device (61). Therefore, while the control mode is REST mode, it is desirable to avoid determining a communication abnormality between the monitoring unit (503) (which is supplied with power) and the communication device (61) (which is not supplied with power). From this perspective, as in the present embodiment, it is desirable for the monitoring unit (503) to invalidate the determination processing that determines a communication abnormality with the communication device (61) while the control mode is ship idle mode.

[0123] In step S13, the motor / power system control ECU (513) enables a specific judgment process (which was disabled in step S12). Thus, when a communication abnormality occurs between the monitoring unit (503) and the communication device (61) after the REST mode is disabled (i.e., shipbuilding permission mode, etc.), the fail-safe function of the ship (1) is enabled (normally).

[0124] [4-2. Flow of the Release of Joseon Hiatus Mode]

[0125] The flow of releasing the ship idle mode is explained based on FIG. 9. FIG. 9 is a flowchart illustrating the flow of releasing the ship idle mode. The flowchart shown in FIG. 9 is initiated, for example, at the timing when the control mode transitions to the ship idle mode.

[0126] In step S21, the setting operation device (54) determines whether there is a release instruction for REST mode. In this embodiment, the release instruction is realized by operating (touching) the release instruction button (547B) (see FIG. 5c) as described above. If there is a release instruction (Yes in step S21), processing proceeds to the next step S22. If there is no release instruction (No in step S21), the setting operation device (54) continues to determine whether there is a release instruction for REST mode.

[0127] In step S22, the setting operation device (54) executes the REST mode release process. When the REST mode release process is executed, the REST mode is released. That is, when the control mode is the shipbuilding idle mode, the control unit (502) releases the shipbuilding idle mode when another predetermined operation is performed on the setting operation unit (501) (in this embodiment, the setting operation device (54)). This other predetermined operation includes the operation of the release instruction button (547B). The other predetermined operation may include the operation of continuously pressing the release instruction button (547B) for a certain period of time, or the operation of entering a password into the password input unit (not shown) displayed on the REST mode notification display (547). In addition, if the screen shown in FIG. 6a to FIG. 6c is used instead of the screen shown in FIG. 5c, other predetermined operations may include the operation (touch operation) of another release instruction button (545C) (see FIG. 6b) and another OK button (549B1) (see FIG. 6c).

[0128] For example, if the REST mode is automatically deactivated, operations related to the shipbuilding of the vessel (1) may be unintentionally performed, and if these operations are performed incorrectly, the vessel (1) may start moving incorrectly. Therefore, it is desirable to avoid the automatic deactivation of the REST mode. That is, it is desirable to deactivate the REST mode when an operation intended to deactivate the REST mode is performed by the person on board. In this regard, as in the present embodiment, it is desirable for the control unit (502) to deactivate the shipbuilding pause mode when a different predetermined operation is performed on the setting operation unit (501) when the control mode is the shipbuilding pause mode.

[0129] In terms of realizing a configuration that enables the release of the shipbuilding idle mode with a small number of parts, as in the present embodiment, it is preferable that the setting operation unit (501) displays an operable release instruction button (547B) that instructs the release of the shipbuilding idle mode. In addition, in terms of making the other predetermined operation that instructs the release of the shipbuilding idle mode an intuitively understandable operation, as in the present embodiment, it is preferable that the other predetermined operation includes the operation of the release instruction button (547B).

[0130] In addition, the ship idle mode is released when the high-voltage battery (23) is charged using the aforementioned power supply cable during the ship idle mode. The control system (5) may be able to switch whether the release of the ship idle mode is performed by another predetermined operation or by charging the high-voltage battery (23). In addition, the control system (5) may be configured to allow charging of the high-voltage battery (23) using the power supply cable during the ship idle mode.

[0131] In this way, the setting operation device (54) is used at either the time of transitioning to the shipbuilding idle mode or the time of releasing the shipbuilding idle mode. However, as described above, the shipbuilding idle mode is a mode used when a person on board (especially a shipbuilder) takes a rest inside the ship. Therefore, there are cases where the setting operation device (54) is not operated for a while. In this case, the setting operation device (54) may transition to a low-power consumption mode. Below, the low-power consumption mode of the setting operation device (54) will be described.

[0132] [4-3. Low Power Consumption Mode in the Settings Control Panel]

[0133] FIG. 10 is a flowchart showing the flow of transition to a low-power consumption mode of the setting operation unit (501). The flowchart shown in FIG. 10 is initiated, for example, at the timing when the control mode transitions to a ship idle mode.

[0134] In step S31, the setting operating device (54) determines whether the control mode is REST mode. If the control mode is REST mode (Yes in step S31), processing proceeds to the next step S32. If the control mode is not REST mode (No in step S31), this flowchart ends.

[0135] In step S32, the setting operation device (54) determines whether the non-operation state has continued for a predetermined time. The predetermined time is, for example, 1 minute. However, the predetermined time is not limited to 1 minute and may be, for example, 30 seconds or 5 minutes. Also, the predetermined time may be changed by the setting operation. In this embodiment, the determination is made based on operation information output from a touch sensor (not shown) embedded in the display panel (54a) (see FIG. 2) of the setting operation device (54). If the non-operation state has continued for a predetermined time (Yes in step S32), processing proceeds to the next step S33. If the non-operation state has not continued for a predetermined time (No in step S32), processing returns to step S31.

[0136] In step S33, the setting operation device (54) executes the process of transitioning to a low-power consumption mode. When the process of transitioning to a low-power consumption mode is executed, the setting operation device (54) transitions to a low-power consumption mode. That is, when the control mode is the ship idle mode, the setting operation unit (501) (in this embodiment, the setting operation device (54)) transitions to a low-power consumption mode if the non-operation state continues for a predetermined time. When the process of transitioning to a low-power consumption mode is executed, the process proceeds to the next step S34. Also, since the transition to a low-power consumption mode is completed at the time the process proceeds to step S34, the processing of steps S34 and S35 is processing during the low-power consumption mode.

[0137] In step S34, the setting operation device (54) reduces the brightness of the display panel (54a). For example, the setting operation device (54) reduces the brightness of the backlight (not shown) embedded in the display panel (54a) to simply dim the brightness of the display panel (54a) or to make the display screen displayed on the display panel (54a) non-displayable. That is, the low power consumption mode includes a mode that suppresses the brightness of the display unit (501a) (in this embodiment, the display panel (54a)) of the setting operation unit (501). The display panel (54a) consumes power as its brightness increases (becomes brighter). Therefore, if the brightness of the display panel (54a) is reduced (the display panel (54a) is made into a low-brightness state), power consumption is suppressed. In short, the low power consumption mode is a mode that suppresses power consumption. However, the low power consumption mode may include, in addition to the mode for suppressing the brightness of the display panel (54a), a mode for suppressing power consumption of, for example, a lamp, a buzzer (all omitted from view) included in the setting operation device (54).

[0138] In order to extend the duration of the shipbuilding idle mode, it is desirable to suppress power consumption in the setting operation unit (501) (in this embodiment, the setting operation device (54)) to which power is supplied during the shipbuilding idle mode. In this regard, as in this embodiment, it is desirable that the setting operation unit (501) transitions to a low-power consumption mode that suppresses power consumption when the non-operation state continues for a predetermined time when the control mode is the shipbuilding idle mode.

[0139] The timing when a passenger (especially a ship operator) takes a rest inside the ship is often at night. For this reason, if the brightness of the display unit (501a) (in this embodiment, the display panel (54a)) is bright (high), the display unit (501a) interferes with the passenger's rest. Therefore, from the perspective of improving the passenger's comfort during rest while suppressing power consumption, it is desirable that the low-power consumption mode, as in this embodiment, includes a mode that suppresses the brightness of the display unit (501a) of the setting operation unit (501).

[0140] In step S35, the setting operation device (54) determines whether there is a release instruction for the low power consumption mode. In this embodiment, the release instruction is realized by operating (touch operation) the display panel (54a). If there is a release instruction (Yes in step S35), processing proceeds to the next step S36. If there is no release instruction (No in step S35), the setting operation device (54) continues to determine whether there is a release instruction for the low power consumption mode.

[0141] In step S36, the setting operation device (54) performs the process of releasing the low power consumption mode. When the process of releasing the low power consumption mode is performed, the low power consumption mode is released. When the process of releasing the low power consumption mode is performed, the process is returned to step S31.

[0142] [5. Supplement]

[0143] In this embodiment, a configuration has been described in which power is supplied to the onboard load (41) from a high-voltage battery (23) that stores power for supplying to the electric motor (24) in the shipbuilding idle mode, but this configuration is not limited thereto. For example, power supply to the onboard load (41) during the shipbuilding idle mode may be carried out from a low-voltage battery (22), or from a battery formed separately from the low-voltage battery (22) and the high-voltage battery (23) in the ship (1). In short, the control system (5) having a shipbuilding idle mode is applicable even to a ship (1) which is a simple engine ship.

[0144] In this embodiment, a configuration in which power supply to all shipbuilding equipment (6) is cut off when the control mode transitions to a shipbuilding idle mode has been described, but this configuration is not limited to this. For example, a configuration in which power supply to some shipbuilding equipment (6) is cut off may be used. For example, among the shipbuilding equipment (6), equipment related to attitude control of the ship (1) may be supplied with power during the shipbuilding idle mode. Even in this case, in order to reliably limit the shipbuilding of the ship (1), control may be performed such as setting the drive command to 0%, setting the shift to (automatically) neutral, or making it impossible to receive control signals from a drive device such as a shift drive device (252) for an electric motor. Additionally, a configuration in which the shipbuilding equipment (6) whose power supply is cut off can be selected (settable) may be used.

[0145] [6. Bookkeeping]

[0146] The vessel (1) and control system (5) described in this embodiment may also be represented as the vessel and control system shown in the following appendix.

[0147] The control system of Bookie (1) is,

[0148] As a control system for a ship equipped with a battery and onboard load,

[0149] It has a ship idle mode that limits the shipbuilding of the above vessel and supplies power to the onboard load from the above battery.

[0150] The control system of Booklet (2) is, in the control system described in Booklet (1),

[0151] It has a control unit capable of transitioning the control mode to the above ship idle mode.

[0152] The control system of Booklet (3) is, in the control system described in Booklet (2),

[0153] Having a shipbuilding waiting mode that waits for transition to a shipbuilding permission mode that permits the shipbuilding of the above vessel,

[0154] The above control unit refuses to transition to the ship idle mode if the control mode is other than the ship standby mode.

[0155] The control system of booklet (4) is, in the control system described in booklet (2) or (3),

[0156] Having a monitoring unit that monitors the state of the above battery,

[0157] The control unit supplies power from the battery to the monitoring unit while the control mode is the ship idle mode.

[0158] The control system of Bookkeeping (5) is, in the control system described in Bookkeeping (4),

[0159] The above-mentioned vessel is equipped with shipbuilding equipment used for shipbuilding the above-mentioned vessel, and

[0160] The control unit cuts off the power supply to the shipbuilding device from the battery while the control mode is the shipbuilding idle mode.

[0161] The control system of Bookkeeping (6) is, in the control system described in Bookkeeping (5),

[0162] The above shipbuilding device has a communication device that is connected to communicate with the above monitoring unit, and

[0163] The above monitoring unit disables the determination process for determining communication abnormalities with the communication device while the above control mode is the ship idle mode.

[0164] The control system of Booklet (7) is a control system described in any one of Booklets (2) to (6),

[0165] It has a setting operation unit that performs the setting of the above control mode,

[0166] The above control unit transitions the control mode to the ship idle mode when a predetermined operation is performed on the above setting operation unit.

[0167] The control system of Bookkeeping (8) is, in the control system described in Bookkeeping (7),

[0168] The above setting operation unit displays an operable execution instruction button that instructs execution to the above ship idle mode, and

[0169] The above predetermined operation includes the operation of the above execution instruction button.

[0170] The control system of booklet (9) is, in the control system described in booklet (7) or (8),

[0171] The control unit releases the shipbuilding idle mode when the control mode is the shipbuilding idle mode and another predetermined operation is performed with respect to the setting operation unit.

[0172] The control system of Bookkeeping (10) is, in the control system described in Bookkeeping (9),

[0173] The above setting operation unit displays an operable release instruction button that instructs the release of the shipbuilding idle mode, and

[0174] The other predetermined operation mentioned above includes the operation of the release instruction button.

[0175] The control system of bookkeeping (11) is a control system described in any one of bookkeepings (7) to (10),

[0176] The above setting operation unit transitions to a low-power consumption mode that suppresses power consumption when the control mode is the ship idle mode and the non-operation state continues for a predetermined period of time.

[0177] The control system of Bookkeeping (12) is, in the control system described in Bookkeeping (11),

[0178] The above low-power consumption mode includes a mode that suppresses the brightness of the display unit of the above-mentioned setting operation unit.

[0179] The control system of Bookkeeping (13) is a control system described in any one of Bookkeepings (1) to (12),

[0180] The above-mentioned vessel is equipped with at least an electric motor as a driving source, and

[0181] The above battery has a battery that stores power to supply to the electric motor.

[0182] The vessel of Book (14) is,

[0183] Battery and,

[0184] Onboard load and,

[0185] It is equipped with a control system described in any one of the following (1) to (13).

[0186] Although embodiments of the present invention have been described above, the scope of the present invention is not limited thereto and may be implemented by expanding or modifying the invention without departing from the common knowledge of the invention. Industrial applicability

[0187] The present invention can be used in ships and control systems, such as pleasure boats and fishing boats, for example. Explanation of the symbols

[0188] 1 : Ship 5 : Control System 6 : Joseon Machinery 23: High-voltage battery 24: Electric motor 41: Onboard load 61 : Communication devices 501: Settings Control Panel 501a : Display unit 502 : Control unit 503 : Surveillance Department 545B: Execution instruction button 547B : Release instruction button BT: Battery PS: Drive source

Claims

Claim 1 A control system for a ship equipped with a battery and an onboard load, the control system having a ship idle mode that limits the ship's maneuvering and supplies power from the battery to the onboard load. Claim 2 A control system according to claim 1, having a control unit capable of transitioning the control mode to the ship idle mode. Claim 3 A control system according to claim 2, having a shipbuilding standby mode waiting for transition to a shipbuilding permission mode that permits shipbuilding of the vessel, wherein the control unit refuses transition to the shipbuilding idle mode when the control mode is other than the shipbuilding standby mode. Claim 4 A control system according to claim 2, comprising a monitoring unit that monitors the state of the battery, and wherein the control unit supplies power from the battery to the monitoring unit while the control mode is the ship idle mode. Claim 5 In claim 4, the vessel is equipped with shipbuilding equipment used for shipbuilding the vessel, and the control unit is a control system that cuts off power supply from the battery to the shipbuilding equipment while the control mode is the shipbuilding idle mode. Claim 6 In claim 5, the shipbuilding device has a communication device connected to communicate with the monitoring unit, and the monitoring unit disables a determination process for determining a communication abnormality with the communication device while the control mode is the shipbuilding idle mode, a control system. Claim 7 A control system according to claim 2, having a setting operation unit for setting the control mode, wherein the control unit transitions the control mode to the ship idle mode when a predetermined operation is performed on the setting operation unit. Claim 8 In claim 7, the setting operation unit displays an operable execution instruction button that directs execution to the shipbuilding idle mode, and the predetermined operation includes the operation of the execution instruction button. Claim 9 In claim 7, the control unit releases the shipbuilding idle mode when another predetermined operation is performed with respect to the setting operation unit when the control mode is the shipbuilding idle mode, in a control system. Claim 10 In claim 9, the setting operation unit displays an operable release instruction button that instructs the release of the shipbuilding idle mode, and the other predetermined operation includes the operation of the release instruction button, in a control system. Claim 11 In claim 7, the setting operation unit is a control system that, when the control mode is the ship idle mode, transitions to a low-power consumption mode that suppresses power consumption if the non-operation state continues for a predetermined time. Claim 12 In claim 11, the low power consumption mode comprises a control system that suppresses the brightness of the display unit of the setting operation unit. Claim 13 In claim 1, the vessel is equipped with at least an electric motor as a driving source, and the battery is a control system having a battery that stores power to supply to the electric motor. Claim 14 A vessel equipped with a battery, an onboard load, and a control system described in any one of claims 1 to 13.

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