JP7638810B2 - Ship control method, ship control program, ship control system, and ship - Google Patents

Description

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

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

In a vessel according to the related art, the operating lever is operated and its operating position is adjusted to switch the vessel between forward, neutral and reverse, and the engine driving force (rpm) or motor driving force (rpm) is adjusted.

JP 2004-255972 A

In a ship that has multiple propulsion modes using different power sources to propel the hull, as in the related art mentioned above, the clutch may be overloaded when switching from the motor propulsion mode (running by motor) to the hybrid propulsion mode (running by engine and motor). In other words, when switching from the motor propulsion mode to the hybrid propulsion mode, a sudden torque change occurs in the clutch on the engine side, and this torque change may place an excessive load on the clutch.

The objective of the present disclosure is to provide a ship control method, ship control program, ship control system, and ship that can reduce the load on the clutch when switching propulsion modes.

A method for controlling a ship according to one aspect of the present disclosure is used for a ship having a plurality of power sources including an engine and a motor, having a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel the ship's hull, and having a clutch provided between at least the engine and an output section that outputs the propulsive force of the ship's hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the ship's hull, and a motor propulsion mode in which the motor is used to propel the ship's hull. The method for controlling a ship includes, when switching from the motor propulsion mode to the hybrid propulsion mode, synchronizing the rotation speed of the engine with the rotation speed of the motor before switching the clutch from a disengaged state to a transmitted state, and torque controlling the motor during a torque control period after synchronizing the rotation speed.

A method for controlling a ship according to another aspect of the present disclosure is used for a ship having a plurality of power sources including an engine and a motor, having a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel the hull, and having a clutch provided between at least the engine and an output section that outputs the propulsive force of the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. The method for controlling a ship includes torque controlling the motor before switching the clutch from a transmission state to a disengagement state when switching from the hybrid propulsion mode to the motor propulsion mode.

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

A vessel control system according to one aspect of the present disclosure is used in a vessel and includes an engine speed processor and a motor torque processor. The vessel includes a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which different power sources among the plurality of power sources are used to propel the hull, and a clutch is provided between at least the engine and an output unit that outputs the propulsive force of the hull. The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull. When switching from the motor propulsion mode to the hybrid propulsion mode, the engine speed processor synchronizes the engine speed with the motor speed before switching the clutch from a disengaged state to a transmitted state. The motor torque processor torque controls the motor during a torque control period after synchronizing the speeds.

A vessel according to one aspect of the present disclosure includes the vessel control system and the hull.

The present invention provides a ship control method, ship control program, ship control system, and ship that can reduce the load on the clutch when switching propulsion modes.

FIG. 1 is an external view showing a schematic configuration of a ship according to a first embodiment. FIG. 2 is a block diagram showing a schematic configuration of the ship according to the first embodiment. FIG. 3 is a schematic diagram of a drive unit of the marine vessel according to the first embodiment. FIG. 4 is a schematic diagram showing the state of the drive unit in the motor propulsion mode and the engine propulsion mode of the marine vessel according to the first embodiment. FIG. 5 is a schematic diagram showing a state of the drive unit in the hybrid propulsion mode of the marine vessel according to the first embodiment. FIG. 6 is a flowchart illustrating an example of a process performed when the first clutch is engaged in the marine vessel control system according to the first embodiment. FIG. 7 is a timing chart illustrating an example of a process performed when the first clutch is engaged in the marine vessel control system according to the first embodiment. FIG. 8 is a flowchart illustrating an example of a process performed when the first clutch is disengaged in the marine vessel control system according to the first embodiment. FIG. 9 is a timing chart illustrating an example of a process performed when the first clutch is disengaged in the marine vessel control system according to the first embodiment. FIG. 10 is a block diagram showing an example of a control system of a main part of the marine vessel control system according to the first embodiment. FIG. 11 is a block diagram showing an example of a control system of a main part of the marine vessel control system according to the first embodiment. FIG. 12 is a block diagram showing an example of a control system of a main part of the marine vessel control system according to the first embodiment. FIG. 13 is a timing chart illustrating an example of a process performed when the first clutch is engaged in the marine vessel control system according to the second embodiment. FIG. 14 is a timing chart illustrating an example of a process performed when the first clutch is engaged in the marine vessel control system according to the second embodiment. FIG. 15 is a timing chart illustrating an example of a process performed when the first clutch is engaged in the marine vessel control system according to the second embodiment.

Embodiments of the present disclosure will be described below with reference to the attached drawings. The following embodiments are examples of the present disclosure and are not intended to limit the technical scope of the present disclosure.

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

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

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

As shown in FIG. 2, the drive unit 3 has multiple power sources 31, 32 and a power transmission section 33. In this embodiment, the output section 4 includes a propeller, and receives power generated by the drive unit 3 and rotates the propeller around a rotation axis (propeller shaft), thereby outputting a propulsive force for moving the hull 1 forward or backward.

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

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

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

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

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

More details about the drive unit 3 are explained in section "[2] Configuration of the drive unit."

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

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

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

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

The vessel control system 2 can also switch between multiple propulsion modes. In this disclosure, a "propulsion mode" is a mode in which a different power source 31, 32 is used to propel the vessel hull 1, out of the multiple power sources 31, 32. In other words, the vessel control system 2 can switch between multiple propulsion modes by switching which of the multiple power sources 31, 32 is used to propel the vessel hull 1.

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

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

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

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

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

As described above, the drive unit 3 has a plurality of power sources 31, 32 (first power source 31 and second power source 32) and a power transmission section 33. As shown in FIG. 3, the drive unit 3 further has an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, and the like. In FIG. 3 and other figures, the electrical connection relationship, such as between the drive circuit 351 and the main battery 352, is indicated by dashed lines.

In this embodiment, the first power source 31 is a diesel engine that has a combustion chamber partitioned by a cylinder or the like, and causes a piston to reciprocate when fuel (diesel) is burned in the combustion chamber. The first power source 31 is provided with a crankshaft as an output shaft that rotates in response to the reciprocating motion of the piston, and the crankshaft is connected to the power transmission unit 33. As a result, power from the first power source 31 is input to the power transmission unit 33 through the crankshaft.

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

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

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

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

The input side rotating body 331A is connected to the output shaft (crankshaft) of the first power source 31, and the output side rotating body 331B is connected to the output section 4. As a result, the input side rotating body 331A rotates by receiving the power generated by the first power source 31. When the first clutch 331 is in a transmission state, the power of the first power source 31 is transmitted to the output section 4 via the first clutch 331, and when the first clutch 331 is in a disconnected state, the power of the first power source 31 is disconnected by the first clutch 331 and is not transmitted to the output section 4.

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

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

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

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

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

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

The switching of the second clutch 332 between the first transmission state, the second transmission state, and the disconnected state is performed, for example, by controlling the electric actuator 34 by the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (first transmission state or second transmission state) and the disconnected state.

According to the drive unit 3 configured as described above, the vessel control system 2 can control the first clutch 331 and the second clutch 332 to switch between a plurality of propulsion modes as illustrated in Figures 4 and 5. Figures 4 and 5 show a schematic representation of the state of the drive unit 3 in each propulsion mode, and the drive circuit 351, main battery 352, and charging circuit 353 are omitted from the illustration. Also, in Figures 4 and 5, the power transmitted from the power sources 31, 32 to the output section 4 is indicated by dashed arrows (thick lines).

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

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

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

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

In addition, in the motor propulsion mode shown in the upper part of FIG. 4, when the hull 1 is sailing, the rotational force of the propeller of the output unit 4 can be supplied to the main battery 352 as regenerative energy, thereby charging the main battery 352 (charging mode). In this case, the rotational force of the output unit 4 is transmitted to the second power source 32 via the third gear 335, the fourth gear 336, and the second clutch 332, and the output shaft of the second power source 32 is rotated to generate AC power in the second power source 32. The AC power generated in the second power source 32 is used to charge the main battery 352 by the drive circuit 351 consisting of a bidirectional inverter circuit.

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

In addition, although not shown in Figure 3 etc., the drive unit 3 further includes a hydraulic circuit for driving the first clutch 331, various sensors, etc.

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

As shown in FIG. 2, the ship control system 2 includes a mode switching processing unit 21, an engine control unit 22, a motor control unit 23, an engine speed processing unit 24, a motor torque processing unit 25, and a memory unit 26. In this embodiment, as an example, the ship control system 2 mainly includes a computer system having one or more processors, and these multiple functional units (such as the mode switching processing unit 21) are realized by the one or more processors executing a ship control program. These multiple functional units included in the ship control system 2 may be distributed across multiple housings, or may be provided in a single housing.

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

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

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

The engine control unit 22 controls the first power source 31, which is an engine. Specifically, the engine control unit 22 controls fuel injection to drive the first power source 31, and exhaust valve opening and closing. This allows the engine control unit 22 to control the first power source 31 so as to adjust the output (mainly the rotation speed) of the first power source 31 to an arbitrary value.

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

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

When switching from the motor propulsion mode to the hybrid propulsion mode, the engine speed processing unit 24 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) before switching the clutch (first clutch 331) from a disconnected state to a transmitted state. Here, the first clutch 331 is a friction clutch such as a hydraulic clutch, and is provided between the engine (first power source 31) and the output unit 4 that outputs the propulsive force of the hull 1. The "counter device" here consists of at least one of the output unit 4 that generates the propulsive force of the hull 1 and the engine (first power source 31). That is, when switching from a motor propulsion mode in which only the motor (second power source 32) is used to propel the hull 1 to a hybrid propulsion mode in which both the engine (first power source 31) and the motor (second power source 32) are used to propel the hull 1, the engine speed processing unit 24 controls the rotation speed of the first power source 31 (engine) in the engine control unit 22 so that the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32). In this embodiment, as an example, the rotation speed of the input side rotor 331A and the rotation speed of the output side rotor 331B in the first clutch 331 are approximately the same, so that the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32).

In short, when switching from the motor propulsion mode to the hybrid propulsion mode, the first clutch 331 is switched from a disconnected state to a transmitted state with the rotation speed of the engine (first power source 31) synchronized with the rotation speed of the motor (second power source 32). At this time, in the first clutch 331, the rotation speed of the input side rotor 331A connected to the engine (first power source 31) is approximately equal to the rotation speed of the output side rotor 331B connected to the motor (second power source 32) via the third gear 335, the fourth gear 336, and the second clutch 332.

The motor torque processing unit 25 torque controls the motor (second power source 32) during the torque control period after the rotation speeds are synchronized. That is, after the engine rotation speed processing unit 24 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32), the motor torque processing unit 25 switches the control of the second power source 32 (motor) from rotation speed control to torque control during the torque control period after the rotation speeds are synchronized. If the period during which the motor control unit 23 torque controls the second power source 32 (motor) is defined as the "torque control period," then the torque control period begins after the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32).

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

[4] Ship Control Method Hereinafter, an example of a method for controlling the ship 10 (hereinafter also simply referred to as a "control method") executed mainly by the ship control system 2 will be described with reference to Figures 6 to 12.

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

The ship control system 2 executes the various processes described below related to the control method when a specific, pre-set start operation is performed to execute the ship control program. The start operation is, for example, a power-on operation for the ship 10. On the other hand, the ship control system 2 ends the various processes described below related to the control method when a specific, pre-set end operation is performed. The end operation is, for example, a power-off operation for the ship 10.

[4.1] Overall processing

The control method according to this embodiment is used for a ship 10 equipped with multiple power sources 31, 32 including an engine (first power source 31) and a motor (second power source 32). The ship 10 has multiple propulsion modes in which different power sources 31, 32 are used to propel the hull 1. Furthermore, the ship 10 is provided with a clutch (first clutch 331) between at least the engine (first power source 31) and the output section 4 that generates the propulsive force of the hull 1. Here, the multiple propulsion modes include a hybrid propulsion mode in which both the engine (first power source 31) and the motor (second power source 32) are used to propel the hull 1, and a motor propulsion mode in which the motor (second power source 32) is used to propel the hull 1.

The control method according to this embodiment includes, when switching from the motor propulsion mode to the hybrid propulsion mode, synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) before switching the clutch (first clutch 331) from a disconnected state to a transmitted state, and torque controlling the motor (second power source 32) during the torque control period after synchronizing the rotation speeds.

That is, when the propulsion mode of the vessel 10 is switched from the motor propulsion mode to the hybrid propulsion mode, the engine speed processing unit 24 of the vessel control system 2 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) before switching the first clutch 331. At this time, the engine speed processing unit 24 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32) by controlling the rotation speed of the first power source 31 (engine). Then, after synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32), the motor torque processing unit 25 of the vessel control system 2 switches the control of the motor (second power source 32) to torque control. As a result, the torque of the motor (second power source 32) can be maintained even after the first clutch 331 is switched to the transmission state, making it easier to suppress abrupt torque changes in the first clutch 331.

In this way, in the control method according to the present embodiment, when the clutch (first clutch 331) is switched from the disconnected state to the transmission state in response to the switching of the propulsion mode of the vessel 10, the rotation speed of the engine (first power source 31) can be synchronized with the rotation speed of the motor (second power source 32). This allows the input side rotor 331A connected to the engine (first power source 31) to be smoothly connected to the output side rotor 331B connected to the motor (second power source 32). Moreover, after the first clutch 331 is switched to the transmission state, the torque of the motor (second power source 32) is maintained, which makes it easier to suppress the occurrence of a sudden torque change in the first clutch 331, and therefore the load on the clutch due to the torque change can be reduced. As a result, there is an advantage in that the load on the clutch (first clutch 331) can be reduced when the propulsion mode is switched.

In short, when the propulsion mode of the vessel 10 is the motor propulsion mode and the propeller of the output unit 4 is driven (rotating) by the power of the motor (second power source 32), when switching to the hybrid propulsion mode, it is necessary to connect the engine (first power source 31) to the driven output unit 4 (propeller) via the first clutch 331. At this time, if a sudden torque change occurs between the input side rotor 331A and the output side rotor 331B of the first clutch 331, an excessive load is applied to the first clutch 331, and depending on the environment at that time, in the worst case, the first clutch 331 may burn out. According to the control method of this embodiment, when switching from the motor propulsion mode to the hybrid propulsion mode, the load applied to the clutch (first clutch 331) can be reduced, so that the first clutch 331 is less likely to burn out.

[4.2] Processing when the clutch is engaged Next, processing when the first clutch 331 is engaged, that is, when switching from a disconnected state to a transmitted state, in the control method according to this embodiment will be described in detail with reference to Figures 6 and 7. Figure 7 is an example of a timing chart when the first clutch 331 is engaged, showing the engine speed, engine torque, motor speed, motor torque, and the state of the first clutch 331. Here, as the state of the first clutch 331, a transmitted state in which the input side rotor 331A and the output side rotor 331B are connected is defined as "ON", and a disconnected state in which they are disconnected is defined as "OFF".

That is, in the control method according to this embodiment, the vessel control system 2 determines whether or not there is a clutch engagement request that instructs the first clutch 331 to be switched from a disengaged state to a transmitted state (S1). As an example, when the propulsion mode of the vessel 10 is switched from a motor propulsion mode to a hybrid propulsion mode (low speed), the first clutch 331 needs to be switched to a transmitted state in conjunction with the switch of the propulsion mode, and a clutch engagement request is generated. Therefore, when the propulsion mode is switched from the motor propulsion mode to the hybrid propulsion mode (low speed), the vessel control system 2 determines that there is a clutch engagement request (S1: Yes) and transitions the process to step S2. On the other hand, if there is no switch of the propulsion mode that involves switching the first clutch 331 to a transmitted state, the vessel control system 2 determines that there is no clutch engagement request (S1: No) and repeatedly executes step S1.

In step S2, the ship control system 2 determines whether the rotation speed of the motor (second power source 32) is equal to or greater than a specified value. Here, the specified value is, for example, the rotation speed of the motor (second power source 32) when the minimum value (minimum rotation speed) of the rotation speed of the input side rotor 331A in the range adjustable by the control of the first power source 31, such as the rotation speed of the input side rotor 331A when the engine (first power source 31) is idling, and the rotation speed of the output side rotor 331B are the same. If the ship control system 2 determines that the rotation speed of the motor (second power source 32) is equal to or greater than the specified value (S2: Yes), the ship control system 2 shifts the process to step S3. On the other hand, if the ship control system 2 determines that the rotation speed of the motor (second power source 32) is less than the specified value (S2: No), the ship control system 2 skips step S3 and shifts the process to step S4.

In step S3, the engine speed processing unit 24 of the ship control system 2 synchronizes the rotation speed of the engine (first power source 31) with the rotation speed of the motor (second power source 32). At this time, the ship control system 2 controls the rotation speed of the engine (first power source 31) with the engine control unit 22 so that the rotation speed of the input side rotor 331A approximately matches the rotation speed of the output side rotor 331B. Specifically, in the example of FIG. 7, the rotation speed of the engine (first power source 31) is increased from time t0, and at time t1, the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32).

In this way, in the control method according to the present embodiment, when switching from the motor propulsion mode to the hybrid propulsion mode, the process of synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor is switched between enabled and disabled depending on the rotation speed of the motor (second power source 32). If the rotation speed of the motor (second power source 32) is equal to or greater than a specified value, the process of synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor is enabled, and if the rotation speed of the motor is less than the specified value, the process of synchronizing the rotation speed of the engine with the rotation speed of the motor is disabled. In other words, if the rotation speed of the motor (second power source 32) is less than the specified value, the rotation speed of the input side rotor 331A cannot be synchronized (matched) with the rotation speed of the output side rotor 331B no matter how the first power source 31 is controlled. In addition, since the torque applied to the first clutch 331 when the first clutch 331 is engaged is relatively small at such low rotation speeds, the load applied to the first clutch 331 can be kept small even if the engine rotation speed is not synchronized. In such a case, the process of synchronizing the engine speed (S3) can be skipped, thereby shortening the time required to engage the first clutch 331.

In step S4, the motor torque processing unit 25 of the ship control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 from rotation speed control to torque control. That is, in the example of FIG. 7, after time t1 when the rotation speed of the engine (first power source 31) is synchronized with the rotation speed of the motor (second power source 32), the ship control system 2 torque controls the motor (second power source 32) for the torque control period. Strictly speaking, the ship control system 2 determines whether the engine rotation speed is synchronized with the motor rotation speed from time t1 to time t2, and changes the control of the second power source 32 (motor) from rotation speed control to torque control at time t2 when synchronization is confirmed.

In step S5, the ship control system 2 connects the first clutch 331. That is, at time t2 in FIG. 7, the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmission state (ON). At this time, the ship control system 2 maintains the torque of the motor (second power source 32) within a predetermined range during the torque control period, at least until the clutch (first clutch 331) transitions to the transmission state. That is, during the torque control period, even after time t2 when the connection of the first clutch 331 begins, the torque of the second power source 32 is maintained within a predetermined range until the first clutch 331 transitions to the transmission state, that is, until it is completely connected. Here, the "predetermined range" can be arbitrarily set by its lower limit and upper limit. For example, by setting the lower limit and upper limit of the predetermined range to the same value, the width of the predetermined range can be set to 0 (zero), and the predetermined range can be set pinpoint-wise. In this case, the predetermined range is synonymous with the predetermined value, so the torque of the motor (second power source 32) is maintained at a predetermined value (constant) during the torque control period.

In this embodiment, the width of the specified range is set to 0 (zero) and is the torque of the motor (second power source 32) at time t2 when the engagement of the first clutch 331 begins. This maintains the torque of the second power source 32 (motor) at a constant value before and after the first clutch 331 is engaged. As a result, the torque required to drive the output section 4 can be provided by the second power source 32 (motor) before and after the first clutch 331 is engaged, and since no torque is required on the first power source 31 (engine) side, the load on the first clutch 331 can be kept small.

In this state, the state of the first clutch 331 switches from the disconnected state (OFF) to the transmitted state (ON), and the first clutch 331 is connected (S5). Then, in step S6, the vessel control system 2 gently reduces the torque of the second power source 32 (motor). In the example of FIG. 7, the motor control unit 23 gradually reduces the torque of the second power source 32 (motor) over the transition time from time t3 to time t4. With this, the vessel control system 2 ends the series of processes related to the connection of the first clutch 331.

In this manner, in this embodiment, during the torque control period, after the clutch (first clutch 331) transitions to the transmission state, the torque of the motor (second power source 32) is changed over the transition time. At this time, the torque required to drive the output unit 4 is compensated for by the first power source 31 (engine), and the torque of the engine (first power source 31) gradually increases over the transition time from time t3 to time t4. In other words, the torque of the engine (first power source 31) increases passively. As a result, the distribution of the torque required to drive the output unit 4 between the motor (second power source 32) and the engine (first power source 31) gradually changes over the transition time. As a result, the first clutch 331 is prevented from being subjected to a load due to a sudden torque change.

In particular, in this embodiment, in step S6, when the torque of the motor (second power source 32) is changed (here, decreased) over the transition time, the motor control unit 23 controls the torque of the second power source 32 so that the torque changes smoothly. In other words, during the transition time, the torque of the motor (second power source 32) is changed continuously. As a result, the load on the first clutch 331 due to a sudden torque change is suppressed, compared to when a discontinuous change occurs such as a stepwise decrease in the torque of the motor.

The ship control system 2 repeatedly executes the processes of steps S1 to S6 described above. However, the flowchart shown in FIG. 6 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate.

[4.3] Processing when the clutch is disengaged Next, the processing when the first clutch 331 is disengaged, that is, when switching from the transmitted state to the disconnected state, in the control method according to this embodiment will be described in detail with reference to Figures 8 and 9. Figure 9 is an example of a timing chart showing the engine speed, engine torque, motor speed, motor torque, and the state of the first clutch 331 when the first clutch 331 is disengaged.

That is, in the control method according to this embodiment, the vessel control system 2 determines whether or not there is a clutch disengagement request that instructs the first clutch 331 to be switched from the transmission state to the disengaged state (S11). As an example, when the propulsion mode of the vessel 10 is switched from the hybrid propulsion mode (low speed) to the motor propulsion mode, the first clutch 331 must be switched to the disengaged state in conjunction with the switch of the propulsion mode, and a clutch disengagement request is generated. Therefore, when the hybrid propulsion mode (low speed) is switched to the motor propulsion mode, the vessel control system 2 determines that there is a clutch disengagement request (S11: Yes) and transitions the process to step S12. On the other hand, if there is no switch of the propulsion mode that involves switching the first clutch 331 to the disengaged state, the vessel control system 2 determines that there is no clutch disengagement request (S11: No) and repeatedly executes step S11.

In step S12, the motor torque processing unit 25 of the vessel control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 to torque control before switching the clutch (first clutch 331) from the transmission state to the disconnection state. That is, in the example of FIG. 9, the second power source 32 (motor) in the motor control unit 23 is torque controlled before time t3 when the clutch (first clutch 331) is switched from the transmission state to the disconnection state. In short, in the control method according to this embodiment, when switching from the hybrid propulsion mode to the motor propulsion mode, the motor (second power source 32) is torque controlled before switching the clutch (first clutch 331) from the transmission state to the disconnection state.

In the next step S13, the vessel control system 2 gradually increases the torque of the second power source 32 (motor). In the example of FIG. 9, the motor control unit 23 gradually increases the torque of the second power source 32 (motor) over the transition time from time t1 to time t2. At this time, the allocation of the first power source 31 (engine) to the torque required to drive the output unit 4 is reduced by the increase in the torque of the second power source 32 (motor), so the torque of the engine (first power source 31) gradually decreases over the transition time from time t1 to time t2. In other words, the torque of the engine (first power source 31) passively decreases. As a result, when the clutch (first clutch 331) is disengaged, the torque of the engine (first power source 31) is already in a reduced state, and when the first clutch 331 is disengaged, over-rotation, which would cause the engine (first power source 31) to rotate at an excessively high speed, is suppressed.

In particular, in this embodiment, in step S13, when the torque of the motor (second power source 32) is changed (here, increased) over the transition time, the motor control unit 23 controls the torque of the second power source 32 so that the torque changes smoothly. In other words, during the transition time, the torque of the motor (second power source 32) is changed continuously. As a result, the load on the first clutch 331 due to a sudden torque change is suppressed, compared to when a discontinuous change occurs such as a stepwise decrease in the torque of the motor.

In step S14, the vessel control system 2 disengages the first clutch 331. That is, at time t3 in FIG. 9, the state of the first clutch 331 is switched from the transmitted state (ON) to the disconnected state (OFF). At this time, the vessel control system 2 changes the control of the second power source 32 (motor) in the motor control unit 23 from torque control to speed control (S15). That is, in the example of FIG. 9, after time t3 when the first clutch 331 is disengaged, the vessel control system 2 controls the speed of the motor (second power source 32). With this, the vessel control system 2 ends the series of processes related to the connection of the first clutch 331.

In this way, in the control method according to this embodiment, when the clutch (first clutch 331) is switched from the transmission state to the disconnected state, the control of the motor (second power source 32) is switched from torque control to speed control. As a result, after the first clutch 331 is disconnected and the mode transitions to the motor propulsion mode, it is possible to quickly control the output unit 4 by controlling the speed of the motor (second power source 32).

The ship control system 2 repeatedly executes the processes of steps S11 to S15 described above. However, the flowchart shown in FIG. 8 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate.

[4.4] Example of a control system Next, an example of a control system for implementing the processing performed in the engine speed processing unit 24 and the motor torque processing unit 25 of the vessel control system 2 will be described. Fig. 10 shows a control system that generates a target speed of the first power source 31 in the speed control of the engine (first power source 31). Fig. 11 shows a control system that generates a target torque of the second power source 32 in the torque control of the motor (second power source 32). Fig. 12 shows an example of a switching processing block of Figs. 10 and 11.

In the block diagram of FIG. 10, the engine speed conversion block B3 converts the motor speed into the engine speed. In the block diagram of FIG. 11, the torque retention block B11 retains the engine torque, and the torque retention block B12 retains the motor torque. In the block diagram of FIG. 11, the speed control block B16 performs a speed control calculation of the motor (second power source 32) to generate a target torque. The first switching process block B1 and the second switching process block B2 in FIG. 10, as well as the third switching process block B13, the fourth switching process block B14, and the fifth switching process block B15 in FIG. 11 are realized by a control system as shown in FIG. 12. These switching process blocks use a synthesis ratio α to synthesize an input value A (a value input to A) and an input value B (a value input to B) in accordance with a switching instruction from the outside, and output the result as an output value. Here, as an example, the blending ratio α indicates the ratio of input value B to the total output value, and varies between "0" and "1".

According to the control system shown in Fig. 12, an addition/subtraction value determination block B21 determines an addition value or a subtraction value in accordance with a switching instruction. A counter block B22 outputs a counter value that increases (or decreases) in increments of an addition value (or a subtraction value). A switching characteristic map block B23 calculates a synthesis ratio α corresponding to the counter value in accordance with the switching characteristic map. A synthesis ratio calculation block B24 uses the synthesis ratio α to calculate an output value according to the following formula 1.
Output value = input value A × (1 - α) + input value B × α (Equation 1)

As a result, when the switching processing block receives an instruction to switch from input value A to input value B, it gradually changes the output value from input value A to input value B. Therefore, in the block diagram of FIG. 10, the engine speed can be changed continuously as shown in FIG. 7, and in the block diagram of FIG. 11, the motor torque can be changed continuously as shown in FIG. 7.

In this configuration, the operation when the engine (first power source 31) is connected and the mode is switched to hybrid propulsion mode while the hull 1 is sailing in motor propulsion mode, that is, when the first clutch 331 is connected, will be described. First, in motor propulsion mode, block B1 of the first switching process and block B2 of the second switching process in FIG. 10, and block B15 of the fifth switching process in FIG. 11 output the input value B as an output value. The remaining blocks, block B13 of the third switching process and block B14 of the fourth switching process, output the input value A as an output value.

From this state, the output value of block B1 of the first switching process is switched from input value B to input value A, and the target rotation speed of the engine (first power source 31) is determined so that the engine rotation speed is synchronized with the motor rotation speed. At this time, in block B1 of the first switching process, input value B (idling rotation speed) is gradually switched to input value A (engine rotation speed equivalent to the actual motor rotation speed), and the engine rotation speed is gradually synchronized with the motor rotation speed. Here, a synchronization determination is made, and after it is determined that the engine rotation speed is synchronized with the motor rotation speed, the first clutch 331 is connected, that is, switched from the disconnected state to the transmitted state.

At this time, simultaneously with the connection of the first clutch 331, the output value of the block B14 of the fourth switching process is switched from the input value A to the input value B, and the output value of the block B15 of the fifth switching process is switched from the input value B to the input value A. At this time, in the block B14 of the fourth switching process, the input value A is instantly switched to the input value B. Here, since the input value B of the block B14 of the fourth switching process is the motor torque held in the torque holding block B12, as a result, the motor torque immediately before the connection of the first clutch 331 is held. Here, in the block B15 of the fifth switching process, the input value B (motor torque equivalent to the motor speed instruction) is instantly switched to the input value A (output value of the fourth switching process). Then, in the block B14 of the fourth switching process, the input value B (motor torque immediately before the connection of the first clutch 331) is gradually switched to the input value A (output value of the third switching process) in consideration of the characteristics of the clutch 331. This prevents overload on the first clutch 331.

Conversely, the following describes the operation when the engine (first power source 31) is disconnected and the mode is switched to the motor propulsion mode while the hull 1 is sailing in the hybrid propulsion mode, that is, when the first clutch 331 is disconnected. First, in the hybrid propulsion mode, the second switching process block B2 in FIG. 10, the third switching process block B13 in FIG. 11, the fourth switching process block B14, and the fifth switching process block B15 output the input value A as an output value. The other first switching process block B1 outputs the input value B as an output value.

From this state, the output value of the third switching process block B13 is gradually switched from input value A to input value B, and the torque of the engine (first power source 31) is gradually assisted by the motor (second power source 32), thereby gradually reducing the load on the engine. At this time, in the third switching process block B13, the input value A (hybrid torque command) is gradually switched to input value B (engine torque immediately before the first clutch 331 is disconnected), and the torque provided by the motor (second power source 32) side gradually increases. When the motor assist is completed, the first clutch 331 is disconnected, that is, the state is switched from the transmission state to the disconnected state. At this time, the output value of the fifth switching process block B15 is switched from input value A to input value B. Here, since the rotation speed control is PID (Proportional-Integral-Differential) control, when the fifth switching process block B15 is switched, the I control unit determines the initial value of the integral from the immediately previous output torque.

However, the control systems shown in Figures 10, 11, and 12 are merely examples, and for example, the synthesis ratio α may be determined by other methods.

[5] Modifications Below, we will list modifications of the first embodiment. The modifications described below can be applied in appropriate combinations.

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

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

Furthermore, at least a part of the ship control system 2 is not limited to being mounted on the hull 1, but may be provided separately from the hull 1. As an example, when the ship control system 2 is embodied by a server device provided separately from the hull 1, control of the ship 10 (hull 1) by the ship control system 2 is possible through communication between the server device and the hull 1 (its communication device). At least a part of the functions of the ship control system 2 may be realized by the cloud (cloud computing) or the like.

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

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

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

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

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

In addition, during the torque control period, it is not essential to maintain the torque of the motor (second power source 32) within a predetermined range until the first clutch 331 transitions to the transmission state. In addition, during the torque control period, it is not essential to change the torque of the motor (second power source 32) over the transition time after the first clutch 331 transitions to the transmission state. In addition, it is not essential to continuously change the torque of the motor (second power source 32) during the transition time, and it may be changed discontinuously (discretely). In addition, when switching from the hybrid propulsion mode to the motor propulsion mode, it is not essential to control the torque of the motor (second power source 32) before switching the first clutch 331 from the transmission state to the disconnection state. In addition, it is not essential to switch the control of the motor (second power source 32) from torque control to rotation speed control when switching the first clutch 331 from the transmission state to the disconnection state.

In addition, when switching from the motor propulsion mode to the hybrid propulsion mode, it is not necessary to enable/disable the process of synchronizing the rotation speed of the engine (first power source 31) with the rotation speed of the motor depending on the rotation speed of the motor (second power source 32). In other words, the rotation speed of the engine (first power source 31) may be synchronized with the rotation speed of the motor regardless of the rotation speed of the motor (second power source 32).

(Embodiment 2)
The control method for the boat 10 according to this embodiment differs from the control method according to the first embodiment in that the process for engaging the first clutch 331 changes depending on the sub-mode of the hybrid propulsion mode. Hereinafter, the same components as those in the first embodiment will be denoted by the same reference numerals and will not be described as appropriate. Figures 13 to 15 are all example timing charts showing the engine speed, engine torque, motor speed, motor torque, and the state of the first clutch 331 when the first clutch 331 is engaged.

In this embodiment, as an example, three sub-modes are set in the hybrid propulsion mode: "zero torque mode", "assist mode", and "power generation mode". The zero torque mode is a mode in which the engine (first power source 31) replaces all torque of the motor (second power source 32), making the motor torque approximately 0 (zero). The assist mode is a mode in which the output of the engine (first power source 31) is used to assist the motor (second power source 32). The power generation mode is a mode in which the output of the engine (first power source 31) is used to charge the main battery 352. Furthermore, the process related to the connection of the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode differs for each sub-mode of the hybrid propulsion mode.

First, the process related to the connection of the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode of the zero torque mode will be described. In this case, the process is substantially the same as the process described with reference to FIG. 7 in the first embodiment. Specifically, the torque of the second power source 32 (motor) is gradually reduced over the transition time from time t3 to time t4, and is controlled so that the motor torque is reduced to 0 (zero) torque at time t4 in FIG. 7.

Next, the process related to the connection of the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode of the assist mode will be described with reference to FIG. 13. In this case, as shown in FIG. 13, even after the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmitted state (ON) at time t2, the torque of the motor (second power source 32) at time t2 when the connection of the first clutch 331 begins is maintained as the motor torque. Furthermore, even after time t3 when the first clutch 331 is connected, the torque of the motor at time t2 is maintained as long as the target torque of the motor (second power source 32) at that time does not change.

Or, even in the same assist mode, when the target torque of the motor (second power source 32) increases, such as when the hull 1 is further accelerated in the hybrid propulsion mode, the result is as shown in FIG. 14. In FIG. 14, even after the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmission state (ON) at time t2, the torque of the motor (second power source 32) at time t2 when the connection of the first clutch 331 begins is maintained as the motor torque. However, after time t3 when the first clutch 331 is connected, the torque of the motor (second power source 32) is changed over the transition time so as to approach the target torque. In the example of FIG. 14, the motor torque gradually (and continuously) increases over the transition time from time t3 to time t4. In this case, the engine torque, engine speed, and motor speed increase continuously after time t3, accelerating the hull 1.

Next, the process of connecting the first clutch 331 when switching from the motor propulsion mode to the hybrid propulsion mode of the power generation mode will be described with reference to FIG. 15. In this case, as shown in FIG. 15, even after the state of the first clutch 331 is switched from the disconnected state (OFF) to the transmission state (ON) at time t2, the torque of the motor (second power source 32) at time t2 when the connection of the first clutch 331 begins is maintained as the motor torque. Then, after time t3 when the first clutch 331 is connected, the torque of the second power source 32 (motor) is gradually reduced. In other words, the motor control unit 23 gradually reduces the torque of the second power source 32 (motor) over the transition time from time t3 to time t4. At this time, the motor torque decreases from "positive" to "negative". Here, the motor torque when the second power source 32 (motor) is driving the output unit 4 as a load is considered to be "positive," and conversely, the motor torque when the output unit 4 is driving the second power source 32 (motor) as a load is considered to be "negative."

In other words, in the example of FIG. 15, after the motor torque falls below 0 (zero) and becomes "negative," the second power source 32 can be used as a generator, and the main battery 352 can be charged by the drive circuit 351 using the electrical energy (AC power) generated when the second power source 32 is rotated by an external force.

As explained above, when the hybrid propulsion mode has various sub-modes, the process related to the connection of the first clutch 331 changes depending on the sub-mode. In some sub-modes, the torque of the motor (second power source 32) may be increased over the transition time after the clutch (first clutch 331) transitions to the transmission state, as in the above-mentioned assist mode (during acceleration).

The configuration of embodiment 2 can be adopted in appropriate combination with the various configurations (including modified examples) described in embodiment 1.

REFERENCE SIGNS LIST 1 Ship hull 2 Ship control system 4 Output unit 10 Ship 24 Engine speed processing unit 25 Motor torque processing unit 31 First power source (engine)
32 Second power source (motor)
331 (first) clutch

Claims (10)

The vessel is used in a vessel having a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a clutch is provided at least between the engine and an output unit that outputs a propulsive force of the hull,
The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull,
When switching from the motor propulsion mode to the hybrid propulsion mode, before switching the clutch from a disengaged state to a transmitted state, a rotation speed of the engine is synchronized with a rotation speed of the motor.
and torque controlling the motor during a torque control period after synchronizing the rotational speeds,
during the torque control period, the torque of the motor is maintained within a predetermined range at least until the clutch transitions to the transmission state;
How to control a vessel. The vessel is used in a vessel having a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a clutch is provided at least between the engine and an output unit that outputs a propulsive force of the hull,
The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull,
When switching from the motor propulsion mode to the hybrid propulsion mode, before switching the clutch from a disengaged state to a transmitted state, a rotation speed of the engine is synchronized with a rotation speed of the motor.
and torque controlling the motor during a torque control period after synchronizing the rotational speeds,
When switching from the motor propulsion mode to the hybrid propulsion mode,
If the rotation speed of the motor is equal to or greater than a specified value, a process of synchronizing the rotation speed of the engine with the rotation speed of the motor is enabled;
If the rotation speed of the motor is less than the specified value, a process of synchronizing the rotation speed of the engine with the rotation speed of the motor is disabled.
How to control a vessel . The vessel is used in a vessel having a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a clutch is provided at least between the engine and an output unit that outputs a propulsive force of the hull,
The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull,
When switching from the motor propulsion mode to the hybrid propulsion mode, before switching the clutch from a disengaged state to a transmitted state, a rotation speed of the engine is synchronized with a rotation speed of the motor.
and torque controlling the motor during a torque control period after synchronizing the rotational speeds,
When switching from the hybrid propulsion mode to the motor propulsion mode, the torque of the motor is controlled before switching the clutch from the transmission state to the disengagement state.
How to control a vessel . When the clutch is switched from the transmission state to the disconnection state, the control of the motor is switched from torque control to rotation speed control.
A method for controlling a vessel according to claim 3 . during the torque control period, after the clutch is shifted to the transmission state, the torque of the motor is changed over a transition time;
A method for controlling a ship according to any one of claims 1 to 4 . During the transition time, the torque of the motor is changed continuously.
A method for controlling a vessel according to claim 5 . The vessel is used in a vessel having a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a clutch is provided at least between the engine and an output unit that outputs a propulsive force of the hull,
The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull,
When switching from the hybrid propulsion mode to the motor propulsion mode, before switching the clutch from a transmission state to a disengagement state, the motor is torque-controlled.
How to control a vessel. A method for controlling a ship according to any one of claims 1 to 7 ,
A ship control program for execution on one or more processors. The vessel is used in a vessel having a plurality of power sources including an engine and a motor, and has a plurality of propulsion modes in which a power source used for propulsion of a hull among the plurality of power sources is different, and a clutch is provided at least between the engine and an output unit that outputs a propulsive force of the hull,
The plurality of propulsion modes include a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and a motor propulsion mode in which the motor is used to propel the hull,
an engine speed processing unit that synchronizes a rotation speed of the engine with a rotation speed of the motor before switching the clutch from a disengaged state to a transmitted state when switching from the motor propulsion mode to the hybrid propulsion mode;
a motor torque processing unit that controls the torque of the motor during a torque control period after the rotation speed is synchronized ,
during the torque control period, the torque of the motor is maintained within a predetermined range at least until the clutch transitions to the transmission state;
Ship control systems. A vessel control system according to claim 9 ;
The hull,
Ships.