JP7638832B2 - Marine cooling system and vessel - Google Patents

Description

This disclosure relates to a marine cooling system and a marine vessel for use in a vessel having multiple power sources including engines and motors.

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 to adjust the engine driving force (rpm) or motor driving force (rpm).

JP 2004-255972 A

As in the related art mentioned above, in a vessel equipped with an engine and a motor as a power source, a possible configuration for cooling heat sources such as power transmission parts with a refrigerant such as oil is to circulate the refrigerant through a flow path using a mechanical pump driven by the power generated by the engine. However, with this configuration, the engine needs to be operated to drive the mechanical pump even when the vessel is traveling using the motor, which may hinder improvements in fuel efficiency (fuel consumption rate).

The objective of this disclosure is to provide a marine cooling system and a marine vessel that can easily improve fuel efficiency in a vessel having multiple power sources, including an engine and a motor.

A marine vessel cooling system according to one aspect of the present disclosure is used in a vessel having multiple power sources including an engine and a motor as power sources used to propel the vessel, and includes a flow path and a delivery device. A coolant for cooling an object flows through the flow path. The delivery device causes the coolant to flow through the flow path. The delivery device includes a first pump that is driven by a power other than the power generated by the engine.

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

The present invention provides a marine cooling system and a marine vessel that can easily improve fuel efficiency in a vessel having multiple power sources including an engine and a motor.

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 schematic diagram of the marine vessel cooling system according to the first embodiment. FIG. 7 is a flowchart illustrating an operation example of the marine cooling system according to the first embodiment. FIG. 8 is a schematic diagram illustrating an operation state of the marine vessel cooling system according to the first embodiment for each propulsion mode. FIG. 9 is a flowchart illustrating an operation example of the marine cooling system according to the first 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 on the sea. 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, a ship cooling system 6, 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 an engine 31 as a first power source, a motor 32 as a second power source, 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 about a rotation axis (propeller shaft), thereby outputting a propulsive force for moving the hull 1 forward or backward.

The multiple power sources, including the first power source (engine 31) and the second power source (motor 32), each generate power (mechanical energy) used to propel the hull 1. These multiple power sources have different output characteristics, and at least differ in maximum output (maximum rotation speed and maximum torque). In this embodiment, the multiple power sources are heterogeneous 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 that has multiple types of power sources.

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

The engine 31 and the motor 32 are driven separately and each generates power. Therefore, the multiple power sources can be switched between, for example, a state in which only the engine 31 of the engine 31 and the motor 32 is driven, a state in which only the motor 32 is driven, and a state in which both the engine 31 and the motor 32 are driven. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined 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 engine 31, which is an engine, with the power of the motor 32, which is a motor, the motor 32 can assist the engine 31 and drive the output unit 4 with greater power.

The power transmission unit 33 is provided between the multiple power sources (engine 31 and motor 32) and the output unit 4. The power transmission unit 33 has the function of receiving the power generated by the multiple power sources and transmitting this power to the output unit 4. Here, the power transmission unit 33 combines the power from the multiple power sources (engine 31 and motor 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 (engine 31 and motor 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 (engine 31 or motor 32) and the output unit 4 are mechanically connected to transmit power from each power source to the output unit 4. When the power transmission unit 33 is in the transmission state, each power source (engine 31 or motor 32) is driven, and the output unit 4 is driven by the power generated by each power source. The "disconnection state" in this disclosure is a state in which each power source (engine 31 or motor 32) and the output unit 4 are mechanically disconnected, and power is not transmitted from each power source to the output unit 4. Even if each power source (engine 31 or motor 32) is driven when the power transmission unit 33 is in the disconnection state, the output unit 4 is not driven because the power generated by each power source is not transmitted to the output unit 4.

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

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. In this embodiment, as an example, the ship control system 2 is a computer system mounted on the hull 1.

The vessel control system 2 controls at least the drive unit 3. That is, the vessel control system 2 controls, for example, the driving status of each of the engine 31 and the motor 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 operating signal from the operating device 5. For example, the vessel control system 2 controls the drive unit 3 in response to an operating 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 by controlling the output (rotation speed or torque) of the engine 31 or the motor 32, thereby adjusting the movement speed of the vessel 1 (vessel speed).

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 is used to propel the vessel 1 among multiple power sources (engine 31 and motor 32). In other words, the vessel control system 2 can switch between multiple propulsion modes by switching which of the multiple power sources is used to propel the vessel 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 engine 31 (first power source) and the motor 32 (second power source) are used to propel the hull 1. The motor propulsion mode is a propulsion mode in which, of the engine 31 and the motor 32, only the motor 32 is used to propel the hull 1. The engine propulsion mode is a propulsion mode in which, of the engine 31 and the motor 32, only the engine 31 is used to propel 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, and a motor control unit 23. 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 engine 31, and a drive circuit 351 (see FIG. 3) that drives the motor 32 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 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 propulsion modes, 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.

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

The motor control unit 23 controls the motor 32 as the second power source. Specifically, the motor control unit 23 controls the drive circuit 351 (see FIG. 3) for driving the motor 32. This allows the motor control unit 23 to control the motor 32 so as to adjust the output (mainly the rotation speed and torque) of the motor 32 to an arbitrary value. In this embodiment, the motor control unit 23 can control the motor 32 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 motor 32 and controls the rotation speed of the motor 32 so as to approach the target rotation speed. In the torque control, the motor control unit 23 sets a target torque of the motor 32 and controls the torque of the motor 32 so as to approach the target torque.

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

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

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 multiple power sources (engine 31 and motor 32) and a power transmission unit 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 between the drive circuit 351 and the main battery 352 is indicated by dashed lines.

In this embodiment, the engine 31 is a diesel engine that has a combustion chamber partitioned by cylinders and the like, and causes a piston to reciprocate when fuel (diesel) is burned in the combustion chamber. The engine 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 engine 31 is input to the power transmission unit 33 via the crankshaft.

In this embodiment, the motor 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 motor 32 by converting the DC voltage output from the main battery 352 into AC voltage and supplying it to the motor 32. The output shaft of the motor 32 is connected to the power transmission unit 33, and the power from the motor 32 is input to the power transmission unit 33 through the output shaft. The main battery 352 is provided separately from the auxiliary battery, and 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 motor 32, but also convert the AC voltage output from the motor 32 to DC voltage and output it to the main battery 352. In other words, in the drive unit 3 according to this embodiment, by using the motor 32 as a generator, it is possible to charge the main battery 352 with the drive circuit 351 by using the electrical energy (AC power) generated when the motor 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 engine 31 and the output unit 4. In other words, the first clutch 331 is located midway along the power transmission path from the engine 31 to the output unit 4. The first clutch 331 has an input side rotor 331A and an output side rotor 331B, and is configured to be switchable between a state in which the input side rotor 331A and the output side rotor 331B are connected (transmission state) and a state in which they are separated (disconnection state).

The input side rotating body 331A is connected to the output shaft (crankshaft) of the engine 31, and the output side rotating body 331B is connected to the output section 4. As a result, the input side rotating body 331A receives the power generated by the engine 31 and rotates. When the first clutch 331 is in a transmitting state, the power of the engine 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 engine 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 motor 32 and the second and fourth gears 334 and 336. In other words, the second clutch 332 is located midway along the power transmission path from the motor 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 motor 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 motor 32. Then, when the second clutch 332 is in the first transmission state, the power of the motor 32 is transmitted to the input side rotating body 331A of the first clutch 331 via the second clutch 332, the second gear 334, and the first gear 333. At this time, when the first clutch 331 is in the transmission state, the power of the motor 32 is combined with the power of the engine 31 and transmitted to the output section 4 via the first clutch 331. Also, when the second clutch 332 is in the second transmission state, the power of the motor 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 a disconnected state, the power of the motor 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 illustration. Also, in Figures 4 and 5, the power transmitted from the engine 31 and motor 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 motor 32 of the engine 31 and the motor 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 engine 31 and controls the drive circuit 351 to drive the motor 32 with power from the main battery 352. As a result, as shown in FIG. 4, the power generated by the motor 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 thrust for the hull 1.

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

The lower part of FIG. 5 shows the "hybrid propulsion mode (high speed)" suitable for "high-speed" sailing among the hybrid propulsion modes in which both the engine 31 and the motor 32 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 engine 31 and controls the drive circuit 351 to drive the motor 32 with electric power from the main battery 352. As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the second gear 334, the first gear 333, and the first clutch 331. As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4, generating the propulsive force of 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 motor 32 via the third gear 335, the fourth gear 336, and the second clutch 332, and the output shaft of the motor 32 is rotated to generate AC power in the motor 32. The AC power generated by the motor 32 is used to charge the main battery 352 by the drive circuit 351, which is composed 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 engine 31 (charging mode). In this case, the ship control system 2 controls the first clutch 331 to a disconnected state, so that the power generated by the engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334, and the second clutch 332, and the output shaft of the motor 32 is rotated to generate AC power in the motor 32. The AC power generated by the motor 32 is used to charge the main battery 352 by the drive circuit 351 consisting of a bidirectional inverter circuit. In addition, in the hybrid propulsion mode (high speed) shown in the lower part of FIG. 5, it is also possible to charge the main battery 352 using the power generated by the engine 31 while sailing. In this case, the power generated by the engine 31 is used for both propulsion of the hull 1 and power generation by the motor 32. In other words, the motor 32 generates electricity using power from the engine 31, and the propeller of the output section 4 rotates using power from the engine 31.

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 marine vessel cooling system Next, the configuration of the marine vessel cooling system 6 according to this embodiment will be described with reference to Fig. 2 and Fig. 6. The marine vessel cooling system 6 is a component of the marine vessel 10, and constitutes the marine vessel 10 together with the hull 1. In other words, the marine vessel 10 according to this embodiment includes the marine vessel cooling system 6 and the hull 1. In this embodiment, as an example, the marine vessel cooling system 6 is mounted on the hull 1.

As shown in FIG. 6, the marine cooling system 6 includes a flow path 62 through which refrigerants R1 and R2 for cooling the object to be cooled flow, and a sending device 61 for flowing the refrigerants R1 and R2 through the flow path 62. The "refrigerant" in this disclosure is a heat medium for transferring heat taken from the object to be cooled, and is made of a liquid such as oil or water, or a fluid such as gas. In this embodiment, two types of refrigerants, a (first) refrigerant R1 and a (second) refrigerant R2, are used. The refrigerant R1 is oil for lubrication. The refrigerant R2 is water (seawater in this case) pumped up from outside the hull 1. That is, the marine cooling system 6 according to this embodiment uses oil and seawater as the refrigerants R1 and R2, and transfers heat taken from the object to be cooled to cool the object to be cooled.

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

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

According to this configuration, in a ship 10 equipped with an engine 31 and a motor 32 as power sources, it is possible to cool heat sources such as the power transmission unit 33 by running the first pump 611 with power other than that generated by the engine 31 and flowing the coolants R1 and R2 through the flow path 62. In other words, even when the engine 31 is stopped, such as when sailing with the motor 32 (motor propulsion mode), the object to be cooled can be cooled by driving the first pump 611. Therefore, there is an advantage in that it is easy to improve fuel efficiency (fuel consumption rate) in a ship 10 having multiple power sources including the engine 31 and the motor 32.

The delivery device 61 further includes a second pump 612 driven by power generated by the engine 31. The second pump 612 is a so-called mechanical pump. That is, in this embodiment, the delivery device 61 includes a first pump 611 consisting of an electric pump, and a second pump 612 consisting of a mechanical pump. As a result, when the engine 31 is operating (engine propulsion mode or hybrid propulsion mode), the second pump 612 is driven using the power generated by the engine 31, thereby making it possible to efficiently cool the object to be cooled.

In this embodiment, as an example, the first pump 611 and the second pump 612 are both impeller pumps that pump out the refrigerants R1 and R2 by rotating an impeller. However, each of the first pump 611 and the second pump 612 can be realized by an appropriate pump such as a positive displacement pump, a rotary pump, a vane pump, a gear pump, or a screw pump.

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

That is, the flow path 62 includes first flow paths 621, 622 through which lubricating oil flows as the refrigerant R1. As a result, by having the refrigerant R1 flow through the first flow paths 621, 622, in addition to cooling the object to be cooled, the engine 31, the motor 32, the power transmission unit 33, etc. can be lubricated.

Furthermore, the flow path 62 includes second flow paths 623, 624 through which water pumped from outside the hull 1 flows as the coolant R2. This allows the use of the abundant water around the hull 1 as the coolant R2, making it possible to efficiently cool the object to be cooled without circulating the coolant R2. In this embodiment, since it is assumed that the ship 10 sails on the sea, the water around the hull 1 used as the coolant R2 is "seawater", but the water used as the coolant R2 is not limited to "seawater". In other words, when the ship 10 sails on a lake, the water around the hull 1 used as the coolant R2 is "lake water", and when the ship 10 sails on a river, the water around the hull 1 used as the coolant R2 is "river water".

In this embodiment, as shown in FIG. 6, the refrigerant R1, which is made of lubricating oil, cools the engine 31 and the power transmission unit 33. That is, the engine 31 and the power transmission unit 33 are provided on the first flow paths 621, 622 through which the refrigerant R1 flows, and the engine 31 and the power transmission unit 33 are cooled (and lubricated) by the refrigerant R1 flowing through the inside of the engine 31 and the power transmission unit 33. In this embodiment, the motor 32 and the drive circuit 351 are provided inside the power transmission unit 33, and the motor 32 and the drive circuit 351 are also included in the objects to be cooled by the refrigerant R1.

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

Specifically, as shown in FIG. 6, the second pump 612, which is a mechanical pump, the (third) heat exchanger 633, and the engine 31 are provided in this order from the upstream side on the first flow path 621 through which the refrigerant R1 flows. Therefore, when the engine 31 operates to drive the second pump 612 on the first flow path 621, the refrigerant R1, which is made of oil, circulates through the heat exchanger 633 and the engine 31, thereby cooling the engine 31, which is the object to be cooled.

In addition, on the second flow path 623 through which the refrigerant R2 flows, the second pump 612, the (third) heat exchanger 633, and the (first) heat exchanger 631 are provided in this order from the upstream side. The heat exchanger 633 exchanges heat between the refrigerant R1 and the refrigerant R2 flowing through the first flow path 621, and the heat exchanger 631 exchanges heat between the refrigerant R1 and the refrigerant R2 flowing through the first flow path 622. Therefore, when the engine 31 operates and the second pump 612 on the second flow path 623 is driven, the refrigerant R2 made of seawater is supplied to the heat exchanger 633 and the heat exchanger 631, and cools the refrigerant R1 to be cooled. The refrigerant R2 made of seawater is pumped up from the sea by the second pump 612 one after another, and is discharged into the sea through the second flow path 623. Therefore, the heat that refrigerant R2 takes from refrigerant R1 in heat exchangers 633 and 631 is discharged into the sea together with refrigerant R2.

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

In addition, upstream of the (first) heat exchanger 631 in the first flow path 622, a first pump 611 consisting of an electric pump and a check valve 652 are provided in this order from the upstream side. Therefore, even if the second pump 612 on the first flow path 622 is not driven, the first pump 611 on the first flow path 622 can be driven to cause the refrigerant R1 to flow through the check valve 652 into the first flow path 622.

Therefore, when the first pump 611 on the first flow path 622 is driven with the on-off valve 653 closed, the refrigerant R1 made of oil circulates through the check valve 652, the heat exchanger 631, the heat exchanger 632, the motor 32, and the drive circuit 351, thereby cooling the motor 32 and the drive circuit 351, which are objects to be cooled. On the other hand, when the on-off valve 653 is open and the engine 31 is operated to drive the second pump 612 on the first flow path 622, the refrigerant R1 made of oil circulates through the hydraulic mechanism 651, the heat exchanger 631, and the on-off valve 653, thereby cooling the hydraulic mechanism 651, which is the object to be cooled.

In addition, on the second flow path 624 through which the refrigerant R2 flows, a first pump 611 and a (second) heat exchanger 632 are provided in this order from the upstream side. The heat exchanger 632 exchanges heat between the refrigerant R1 and the refrigerant R2 flowing through the motor side flow path 622A of the first flow path 622. Therefore, when the first pump 611 on the second flow path 624 is driven, the refrigerant R2 made of seawater is supplied to the heat exchanger 632 and cools the refrigerant R1 to be cooled. The refrigerant R2 made of seawater is pumped up from the sea one after another by the first pump 611 and discharged into the sea through the second flow path 624. Therefore, the heat that the refrigerant R2 takes from the refrigerant R1 in the heat exchanger 632 is discharged into the sea together with the refrigerant R2.

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

As described above, in this embodiment, a plurality of flow paths 62 are provided. Heat exchangers 631, 632, and 633 are further provided to transfer heat of the refrigerants R1 and R2 between the plurality of flow paths (first flow paths 621, 622 and second flow paths 623, 624). As a result, the refrigerant R1 (oil) can be cooled by the heat exchangers 631, 632, and 633 using the other refrigerant R2 (seawater), so there is no need to provide a separate device to cool the refrigerant R1 itself.

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

The first pump 611 (of the first flow path 622) delivers the refrigerant R1 for cooling at least the motor 32, which is the object to be cooled. The second pump 612 (of the first flow path 621) delivers the refrigerant R1 for cooling at least the engine 31, which is the object to be cooled. As a result, even when the engine 31 is stopped, such as when the boat is traveling using the motor 32 (motor propulsion mode), the motor 32, which is the object to be cooled, can be cooled by driving the first pump 611.

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

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

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

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

First, in this embodiment, the marine vessel cooling system 6 includes a first pump 611 consisting of an electric pump, and a second pump 612 consisting of a mechanical pump. While the second pump 612 utilizes the output of the engine 31, the first pump 611 is driven by a drive device 613. Therefore, the marine vessel cooling system 6 controls the drive timing and flow rate of the first pump 611 to keep the drive device 613 to the minimum required level. This makes it possible to reduce power consumption in the drive device 613.

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

Figure 7 is a flow chart showing an example of a process for determining whether or not to drive (turn on) the first pump 611 in the marine vessel cooling system 6. That is, the marine vessel control system 2 acquires information on the current propulsion mode of the marine vessel 10 (S1), and determines whether or not the acquired propulsion mode is a propulsion mode that requires the driving of the first pump 611 (S2). If the propulsion mode is a motor propulsion mode or a hybrid propulsion mode, the marine vessel control system 2 determines that the propulsion mode requires the driving of the first pump 611 (S2: Yes), and turns on (i.e. drives) the first pump 611 (S3). On the other hand, if the propulsion mode is an engine propulsion mode, the marine vessel control system 2 determines that the propulsion mode does not require the driving of the first pump 611 (S2: No), and turns off (i.e. stops) the first pump 611 (S4).

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

As a result of the above operations, the operating state of the marine cooling system 6 changes depending on the propulsion mode of the marine vessel 10, as shown in Figure 8. In Figure 8, the flow of the refrigerant R1 is indicated by the (bold) dashed arrows.

In other words, in the motor propulsion mode in which the motor 32 is used as the main power source for navigation, only the first pump 611 of the first pump 611 and the second pump 612 is driven, and the first pump 611 circulates the refrigerant R1 through the power transmission unit 33 (including the motor 32 and the drive circuit 351). This allows the cooling and lubricating functions to be performed even when the engine 31 is stopped, making it easier to achieve improved fuel efficiency.

In the engine propulsion mode, in which the ship is driven primarily by the engine 31, only the second pump 612 of the first pump 611 and the second pump 612 is driven, and the refrigerant R1 is circulated to the power transmission unit 33 by the second pump 612. Furthermore, at this time, the on-off valve 653 on the bypass flow path 622B is opened to allow the refrigerant R1 to bypass the motor 32, thereby reducing the loss of the refrigerant R1 caused by the motor 32. This makes it possible to effectively use the power generated by the engine 31 to perform the cooling and lubrication functions, thereby reducing unnecessary power consumption by the first pump 611 (drive device 613).

In addition, in the hybrid propulsion mode in which the boat is driven by both the engine 31 and the motor 32, both the first pump 611 and the second pump 612 are driven, and the coolant R1 is circulated through the power transmission section 33 by both the first pump 611 and the second pump 612. This makes it possible to effectively use the power generated by the engine 31 to perform the cooling and lubrication functions, thereby reducing unnecessary power consumption by the first pump 611 (drive device 613). Furthermore, in the hybrid propulsion mode, the engine 31 and the motor 32 are used in combination to propel the boat 1, so the amount of heat generated is greater than in the engine propulsion mode, and the cooling capacity may be insufficient with only the second pump 612. In this regard, by driving both the first pump 611 and the second pump 612, it is easier to achieve sufficient cooling capacity.

As described above, the propulsion modes of the vessel 10 include a motor propulsion mode in which the motor 32 is used to propel the vessel 1, an engine propulsion mode in which the engine 31 is used to propel the vessel 1, and a hybrid propulsion mode in which both the engine 31 and the motor 32 are used to propel the vessel 1. In the motor propulsion mode, the sending device 61 operates the first pump 611 and stops the second pump 612. In the engine propulsion mode, the sending device 61 operates the second pump 612 and stops the first pump 611. In the hybrid propulsion mode, the sending device 61 operates both the first pump 611 and the second pump 612. This makes it possible to reduce unnecessary power consumption by the first pump 611 (drive device 613) while improving fuel efficiency.

When the marine vessel cooling system 6 drives the first pump 611 (motor propulsion mode or hybrid propulsion mode), the flow rate of the first pump 611, i.e., the rotation speed of the drive device 613, is determined by the following procedure. Figure 9 is a flowchart showing an example of a process for determining the flow rate A1 of the refrigerant R1 by the first pump 611, i.e., the discharge amount of the refrigerant R1 from the first pump 611.

That is, the ship control system 2 acquires information on the temperature of the motor 32 and the drive circuit 351, which are objects to be cooled, from sensors attached to the motor 32 and the drive circuit 351 (S11). Next, the ship control system 2 calculates the flow rate (total flow rate A0) of the coolant R1 to be circulated through the motor 32 and the drive circuit 351, which are objects to be cooled, of the entire sending device 61, based on the acquired temperature of the objects to be cooled (S12). At this time, the ship control system 2 increases the total flow rate A0 of the coolant R1 as the temperature of the objects to be cooled increases. In addition, the ship control system 2 calculates the flow rate A2 of the coolant R1 by the second pump 612 based on the rotation speed of the engine 31 (S13). At this time, the ship control system 2 increases the flow rate A2 of the coolant R1 as the rotation speed of the engine 31 increases. On the other hand, in the motor propulsion mode, the rotation speed of the engine 31 is zero (0), so the flow rate A2 of the coolant R1 is zero (0).

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

On the other hand, if the difference (A0-A2) between the total flow rate A0 and the flow rate A2 is greater than 0 (S14: Yes), the vessel control system 2 calculates the flow rate A1 of the refrigerant R1 by the first pump 611 (S16). At this time, basically, the flow rate equivalent to the difference (A0-A2) between the total flow rate A0 and the flow rate A2 is covered by the first pump 611, and this difference is set as the flow rate A1 of the refrigerant R1 by the first pump 611.

Next, the ship control system 2 acquires the temperature (oil temperature) and pressure (oil pressure) of the refrigerant R1 made of oil from the temperature sensor 641 and the pressure sensor 642, respectively (S17). Then, the ship control system 2 sets an upper limit of the flow rate A1 of the refrigerant R1 by the first pump 611 based on the acquired temperature and pressure of the refrigerant R1 (S18). At this time, for example, the lower the temperature of the refrigerant R1, the higher the viscosity of the refrigerant R1, so the upper limit of the flow rate A1 is set low so that the first pump 611 is not overloaded. Then, the ship control system 2 instructs the flow rate A1 calculated in the above step S16 as the flow rate A1 of the refrigerant R1 by the first pump 611 within a range below this upper limit (S19). At this time, the ship control system 2 controls the rotation speed of the drive device 613 to achieve the above flow rate A1.

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

As described above, the delivery device 61 controls the first pump 611 according to the temperature of at least one of the object to be cooled and the refrigerant R1. This allows the first pump 611 to be driven within a range in which the first pump 611 is not overloaded, and reduces unnecessary power consumption by the first pump 611 (drive device 613). In the flowchart of FIG. 9, the first pump 611 is controlled according to the temperatures of both the object to be cooled and the refrigerant R1, but this is not limiting, and the first pump 611 may be controlled according to the temperature of either the object to be cooled or the refrigerant R1.

[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 engine 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine. The motor 32 is not limited to an AC motor, and may be, for example, a DC motor. The motor 32 may be driven by power supplied from a power generation device such as a fuel cell or a solar power generation device.

Furthermore, the vessel 10 may be provided with multiple power sources including an engine 31 and a motor 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 engine 31 and the motor 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.

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

The first pump 611 is not limited to an electric pump, but may be, for example, a pump driven by compressed air, etc.

REFERENCE SIGNS LIST 1 Ship hull 6 Ship cooling system 10 Ship 31 Engine 32 Motor 61 Delivery device 62 Flow path 611 First pump 612 Second pump 621, 622 First flow path 622A Motor side flow path 622B Bypass flow path 623, 624 Second flow path 631 (First) heat exchanger 632 (Second) heat exchanger 633 Heat exchanger 653 Opening/closing valve R1, R2 Refrigerant

Claims (9)

The invention is used in a vessel having a plurality of power sources including an engine and a motor as a power source for propelling the vessel,
a flow path through which a coolant for cooling the object to be cooled flows;
a delivery device for flowing the refrigerant through the flow path,
the delivery device includes a first pump driven by power other than power generated by the engine,
The flow path is provided in plurality,
Further comprising a heat exchanger that transfers heat of the refrigerant between the plurality of flow paths.
The heat exchanger includes a first heat exchanger and a second heat exchanger,
The flow path located downstream of the first heat exchanger branches into a motor-side flow path that passes through the second heat exchanger and the motor, and a bypass flow path that includes an on-off valve and bypasses the second heat exchanger and the motor.
Marine cooling systems. The invention is used in a vessel having a plurality of power sources including an engine and a motor as a power source for propelling the vessel,
a flow path through which a coolant for cooling the object to be cooled flows;
a delivery device for flowing the refrigerant through the flow path,
the delivery device includes a first pump driven by power other than power generated by the engine, and a second pump driven by power generated by the engine,
the marine vessel propulsion modes include a motor propulsion mode in which the motor is used to propel the hull, an engine propulsion mode in which the engine is used to propel the hull, and a hybrid propulsion mode in which both the engine and the motor are used to propel the hull,
In the motor-driven mode, the delivery device operates the first pump and stops the second pump.
Marine cooling systems. The invention is used in a vessel having a plurality of power sources including an engine and a motor as a power source for propelling the vessel,
a flow path through which a coolant for cooling the object to be cooled flows;
a delivery device for flowing the refrigerant through the flow path,
the delivery device includes a first pump driven by power other than power generated by the engine, and a second pump driven by power generated by the engine,
the marine vessel propulsion modes include a motor propulsion mode in which the motor is used to propel the hull, an engine propulsion mode in which the engine is used to propel the hull, and a hybrid propulsion mode in which both the engine and the motor are used to propel the hull,
The delivery device operates both the first pump and the second pump in the hybrid propulsion mode.
Marine cooling systems. The first pump delivers the refrigerant for cooling at least the motor as the cooling target;
The second pump delivers the coolant for cooling at least the engine as the cooling target.
4. A marine cooling system according to claim 2 or 3 . In the engine propulsion mode, the delivery device operates the second pump and stops the first pump.
The marine vessel cooling system according to any one of claims 2 to 4 . The flow path includes a first flow path through which lubricating oil flows as the refrigerant.
The marine vessel cooling system according to any one of claims 1 to 5 . The flow path includes a second flow path through which water pumped up from outside the hull flows as the coolant.
The marine vessel cooling system according to any one of claims 1 to 6 . The sending device controls the first pump in response to a temperature of at least one of the object to be cooled and the refrigerant.
The marine vessel cooling system according to any one of claims 1 to 7 . A marine vessel cooling system according to any one of claims 1 to 8 ;
The hull,
Ships.