CONTROL SYSTEM AND SHIP

Description

TECHNICAL FIELD

The present invention relates to a control system and a ship.

BACKGROUND ART

For example, Patent Document 1 discloses a technique for realizing a hull behavior desired by a user by outputting a command signal to a propulsion device in response to an operation signal supplied from an operation device based on a selected ship handling pattern.

PRIOR ART DOCUMENT

Patent Document

• • Patent Document 1: Japanese Unexamined Patent Application Publication No. 2014-34269

SUMMARY OF INVENTION

Technical Problem

In recent years, with an increase in the number of propulsion machines mounted on a hull and the number of devices (for example, an operation acceptor, a display, and the like) to be used, operations of various settings performed by an operator (for example, a boat builder) have become complicated. Therefore, the possibility of control failure due to an erroneous setting is increased, and a risk of operation failure is increased. In addition, a large amount of labor is required to find an erroneous setting.

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control system capable of reducing a risk of operation failure due to an erroneous setting of the system and capable of reducing labor spent for finding the erroneous setting, and a ship including the control system.

Solution to Problem

According to an aspect of the present invention, a control system includes a plurality of propulsion machines, and a propulsion machine position determiner that determines relative positions of the plurality of propulsion machines. The plurality of propulsion machines include respective propulsion machine controllers. The propulsion machine position determiner includes the propulsion machine controllers and a gateway device. The gateway device has a plurality of connection ports to which a communication bus is connected and includes a single or a plurality of gateway controllers connected in series via the connection ports and the communication bus. The propulsion machine controllers of two of the plurality of propulsion machines are communicably connected to different connection ports of one of the gateway controllers which corresponds to the pair of the two propulsion machines. The gateway controller communicates with each of the two propulsion machine controllers connected to the connection ports to recognize the presence or absence of the propulsion machines having the propulsion machine controllers, and outputs recognition information based on recognition results of the propulsion machines from the different connection ports.

A ship according to another aspect of the present invention includes the above-described control system, and a hull including the control system.

Advantageous Effects of Invention

A risk of operation failure due to an erroneous setting of a system can be reduced, and in addition, labor spent for finding the erroneous setting can be reduced.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a diagram schematically illustrating a configuration of a ship according to an embodiment of the present invention.

FIG. 2 is a block diagram schematically illustrating a configuration of a control system applied to the ship.

FIG. 3 is a block diagram schematically illustrating another configuration of the control system.

FIG. 4 is a block diagram schematically illustrating a further configuration of the control system.

FIG. 5 is an explanatory view schematically illustrating one step of a method for determining relative positions of propulsion machines in the control system of FIG. 2.

FIG. 6 is an explanatory view schematically illustrating another step of the determination method.

FIG. 7 is an explanatory view schematically illustrating still another step of the determination method.

FIG. 8 is an explanatory view schematically illustrating a further step of the determination method.

FIG. 9 is an explanatory view schematically illustrating one step of a method for determining relative positions of propulsion machines in the control system of FIG. 3.

FIG. 10 is an explanatory view schematically illustrating another step of the determination method.

FIG. 11 is an explanatory view schematically illustrating still another step of the determination method.

FIG. 12 is an explanatory view schematically illustrating a further step of the determination method.

FIG. 13 is an explanatory view schematically illustrating a still further step of the determination method.

FIG. 14 is an explanatory view schematically illustrating one step of a method for determining relative positions of propulsion machines in the control system of FIG. 4.

FIG. 15 is an explanatory view schematically illustrating another step of the determination method.

FIG. 16 is an explanatory view schematically illustrating still another step of the determination method.

FIG. 17 is an explanatory view schematically illustrating a further step of the determination method.

FIG. 18 is an explanatory view schematically illustrating a still further step of the determination method.

FIG. 19 is a flowchart of a flow of individual steps or a process from assembly of an arbitrary control system to a start of control.

FIG. 20 is an explanatory view schematically illustrating an example of a display screen of a display included in the control system.

FIG. 21A is an explanatory view schematically illustrating a ship that can be steered by a joystick.

FIG. 21B is an explanatory view schematically illustrating a ship that may not be steered by a joystick.

FIG. 22 is an explanatory view schematically illustrating the connection relationship among devices included in a control system of a four-propulsion machine configuration.

FIG. 23A is an explanatory view schematically illustrating an example of relative positions of three of four propulsion machines with respect to the other one of the four propulsion machines.

FIG. 23B is an explanatory view schematically illustrating another example of the relative positions.

FIG. 23C is an explanatory view schematically illustrating a further example of the relative positions.

FIG. 24 is a block diagram schematically illustrating a configuration of a control system including lateral propulsion machines.

FIG. 25A is an explanatory view schematically illustrating an example of relative positions of three of four lateral propulsion machines with respect to the other one of the four propulsion machines.

FIG. 25B is an explanatory view schematically illustrating another example of the relative positions.

FIG. 26A is an explanatory view schematically illustrating an example of relative positions of three of four lateral propulsion machines with respect to the other one of the four lateral propulsion machines in a catamaran.

FIG. 26B is an explanatory view schematically illustrating another example of the relative positions.

FIG. 27A is an explanatory view schematically illustrating a further example of the relative positions.

FIG. 27B is an explanatory view schematically illustrating a still further example of the relative positions.

DESCRIPTION OF EMBODIMENTS

An embodiment of the present invention will be described below with reference to the accompanying drawings. In this specification and the drawings, a port or a port side of a ship may be referred to as “Port”, and a starboard or a starboard side may be referred to as “Starboard” or “Stbd”.

1. Ship

FIG. 1 is an explanatory view schematically illustrating a configuration of a ship 100 according to this embodiment. The ship 100 includes a control system 1 and a hull 100a. The control system 1 is installed in the hull 100a.

The control system 1 includes a plurality of propulsion machines 10. Each of the propulsion machines 10 is constituted by a propulsion device that generates a propulsive force by being driven by a prime mover, such as an engine, to rotate a propeller. Note that the prime mover may be an electric motor or may have a hybrid configuration in which an engine and an electric motor are used in combination. FIG. 1 illustrates, as an example, a configuration including two propulsion machines 10, that is, a propulsion machine 10 positioned on the port side of the hull 100a and a propulsion machine 10 positioned on the starboard side, as the plurality of propulsion machines 10. Note that the number of propulsion machines 10 may be three or more. A case where the number of propulsion machines 10 is N (N is an integer of 2 or more) is also referred to as an “N propulsion machine configuration”. Hereinafter, the control system 1 will be described in detail.

2. Control System

FIG. 2 is a block diagram schematically illustrating a configuration of the control system 1 of FIG. 1. The control system 1 illustrated in FIG. 1 has two propulsion machines 10, and therefore, has a “two-propulsion machine configuration”. Each of the propulsion machines 10 of the control system 1 includes a marine controller 11, an engine controller 12, an engine 13, and a marine gear 14. Note that, in the drawings, for convenience, the marine controller is denoted by “M-ECU”, the engine controller is denoted by “E-ECU”, the engine is denoted by “E”, and the marine gear is denoted by “M/G”. Here, “ECU” is an abbreviation of an electronic control unit.

The marine controller 11 is a propulsion machine controller that controls operations of the individual components of the propulsion machine 10, and is constituted by the ECU described above. That is, each of the plurality of propulsion machines 10 includes the propulsion machine controller. The engine controller 12 is also constituted by an ECU, and controls driving of the engine 13 under the control of the marine controller 11. An output shaft of the engine 13 is connected to a propeller via the marine gear 14 and a shaft. The marine gear 14 is controlled by the marine controller 11, transmits power output from the output shaft of the engine 13 to the shaft to rotate the propeller, and is disposed to switch a rotation direction (normal rotation/reverse rotation) of the propeller. Furthermore, the marine gear 14 also switches between transmission and interruption of power output from the engine 13 to the shaft.

The control system 1 includes a propulsion machine position determiner 20. The propulsion machine position determiner 20 is configured by connecting a plurality of ECUs via a communication bus 1a. The communication bus 1a is, for example, a control area network (CAN) bus. Note that, in FIG. 2, the CAN bus is indicated by a thick solid line.

Specifically, the propulsion machine position determiner 20 includes the marine controllers 11 of the individual propulsion machines 10 and a gateway device 21. The gateway device 21 includes a gateway controller 22 composed of an ECU. In the configuration of FIG. 2, the gateway device 21 includes a single gateway controller 22. However, the gateway device 21 may include a plurality of gateway controllers 22 (see FIGS. 3 and 4). Note that, in the drawings, the gateway controller is indicated by “G/W_ECU”.

The different marine controllers 11 of the propulsion machines 10 are connected to different connection ports of the gateway controller 22, that is, a first connection port P1 and a second connection port P2, via the communication bus 1a. Thus, the individual propulsion machines 10 (particularly, the marine controllers 11) and the gateway device 21 (particularly, the gateway controller 22) can communicate with each other. By this communication, the propulsion machine position determiner 20 recognizes the presence or absence of the individual propulsion machines 10 and determines relative positions of the individual propulsion machines 10. Note that a method for determining the relative positions will be described in detail later.

The control system 1 further includes an operation acceptor 30. The operation acceptor 30 accepts operations for driving the plurality of propulsion machines 10. The operation acceptor 30 is communicably connected to the communication bus 1a. For example, when a ship operator operates the operation acceptor 30, a signal corresponding to an operation state of the operation acceptor 30 is input to the marine controllers 11 of the individual propulsion machines 10 via the communication bus 1a. Thus, under the control of the individual marine controllers 11, the propulsion machines 10 are driven in response to the operation of the operation acceptor 30.

The operation acceptor 30 includes a joystick 31, a control head 32, switch panels 33, and an autopilot device 34. Note that, in FIG. 2, for the sake of convenience, the joystick is denoted by “J/S”, the control head is denoted by “C/H”, the switch panels are denoted by “S/P”, and the autopilot device is denoted by “A/P”. The operation acceptor 30 may include a device (dial) capable of performing various settings by a dial operation.

The joystick 31 is a device for the ship operator to designate a direction in which the ship 100 sails. When a lever of the joystick 31 is tilted from a neutral position to any of a front-rear direction, a right-left direction, and an oblique direction, navigation in the direction in which the lever is tilted can be designated. The control head 32 is also a device for designating a direction in which the ship 100 sails, and has a pair of right and left levers. Navigation in a predetermined direction can be designated by tilting the right and left levers of the control head 32 in the front-rear direction. The switch panels 33 are devices for instructing start and stop of the respective propulsion machines 10. Therefore, the switch panels 33 are provided for the corresponding propulsion machines 10. The autopilot device 34 turns on or off a function of autopilot (automatic ship handling). When the autopilot function is turned on in the autopilot device 34, driving of the propulsion machines 10 is controlled by the respective marine controllers 11 such that traveling along a set course is performed.

The control system 1 further includes displays 40, inputters 50, and a storage 60. Note that, in FIG. 2, for convenience sake, the displays are denoted by “D”, the inputters are denoted by “T/P”, and the storage is denoted by “ST”. The displays 40, the inputters 50, and the storage 60 are communicably connected to the communication bus 1a.

The displays 40 are devices that display various types of information, and are constituted by, for example, liquid crystal display devices. The inputters 50 are receivers that receive various instruction inputs from the ship operator or a worker. In this embodiment, the inputters 50 are formed of, for example, touch panels disposed to overlap the displays 40. Note that each of the inputters 50 may include, for example, a lever, a switch, or the like. The storage 60 is a memory that stores various types of information, and includes, for example, a random access memory (RAM), a read only memory (ROM), a hard disk, and a solid state drive (SSD).

The displays 40 and the inputters 50 are provided for the corresponding propulsion machines 10. Thus, states of the individual propulsion machines 10 may be displayed on the corresponding displays 40. In addition, settings of the propulsion machines 10 may be individually performed by the corresponding inputters 50.

Another communication bus 1b (indicated by a thick broken line in FIG. 2) different in standard from the communication bus 1a is connected to the displays 40. A multi-function display 70 is connected to the other communication bus 1b. In FIG. 2, the multi-function display is indicated by “MFD”. For example, the multi-function display 70 communicates with the individual displays 40 via the other communication bus 1b so as to collectively display information displayed on the displays 40.

FIG. 3 is a block diagram schematically illustrating another configuration of the control system 1. The control system 1 of FIG. 3 has a three-propulsion machine configuration in which the propulsion machines 10 are positioned on the port side (Port), the center (Center), and the starboard side (Stbd). The control system 1 of the three-propulsion machine configuration is configured by additionally connecting one propulsion machine 10 to the communication bus 1a of the two-propulsion machine configuration illustrated in FIG. 2, and additionally connecting a gateway controller 22, a switch panel 33, a display 40, and an inputter 50 in correspondence with the additional propulsion machine 10. Therefore, the gateway device 21 includes two gateway controllers 22.

The two gateway controllers 22 are connected in series via the communication bus 1a. Among the three propulsion machines 10, the portside propulsion machine 10 and the center propulsion machine 10 are connected to the different connection ports (the first connection port P1 and the second connection port P2) of one of the gateway controllers 22 via the communication bus 1a. The center propulsion machine 10 and the starboard propulsion machine 10 are connected to different connection ports (a first connection port P1 and a second connection port P2) of the added gateway controller 22 via the communication bus 1a.

FIG. 4 is a block diagram schematically illustrating still another configuration of the control system 1. The control system 1 of FIG. 4 has a four-propulsion machine configuration in which the propulsion machines 10 are positioned on the port side (Port), a center port side (Center Port), a center starboard side (Center Stbd), and the starboard side (Stbd). The control system 1 of the four-propulsion machine configuration is configured by additionally connecting one propulsion machine 10 to the communication bus 1a of the three-propulsion machine configuration illustrated in FIG. 3, and additionally connecting a gateway controller 22, a switch panel 33, a display 40, and an inputter 50 in correspondence with the additional propulsion machine 10. Therefore, the gateway device 21 includes three gateway controllers 22.

The three gateway controller 22 are connected in series via the communication bus 1a. Among the four propulsion machines 10, the port propulsion machine 10 and the center port propulsion machine 10 are connected to the different connection ports (the first connection port P1 and the second connection port P2) of a first one of the gateway controllers 22 via the communication bus 1a. The propulsion machine 10 on the center port side and the propulsion machine 10 on the center starboard side are connected to the different connection ports (the first connection port P1 and the second connection port P2) of a second one of the other gateway controllers 22 which is connected to the first gateway controller 22 via the communication bus 1a. The center starboard propulsion machine 10 and the starboard propulsion machine 10 are connected to different connection ports (a first connection port P1 and a second connection port P2) of the added gateway controller 22 via the communication bus 1a.

Note that, although not illustrated in the drawings, the control system 1 may include five or more propulsion machines 10. In a configuration including N propulsion machines 10 (N is an integer equal to or greater than 2), an additional propulsion machine 10 may be connected to the communication bus 1a in a configuration including (N−1) propulsion machines 10, and a gateway controller 22, a switch panel 33, a display 40, and an inputter 50 may be additionally connected to the communication bus 1a. In a configuration having N propulsion machines 10, the gateway device 21 is configured by connecting (N−1) gateway controllers 22 in series via the communication bus 1a.

As described above, the gateway device 21 of the control system 1 includes a plurality of or a single gateway controller 22. More specifically, in the case of a two-propulsion machine configuration, the gateway device 21 includes a single gateway controller 22. In the case of three or more-propulsion machine configuration, the gateway device 21 includes a plurality of gateway controllers 22. Each of the gateway controllers 22 includes the first connection port P1 and the second connection port P2 which are connected to the communication bus 1a. That is, each of the gateway controllers 22 has a plurality of connection ports which are connected to the communication bus 1a. The plurality of gateway controllers 22 are connected to each other in series via the connection ports and the communication bus 1a.

3. Method for Determining Relative Positions

Next, a method for determining relative positions of the plurality of propulsion machines 10 employed in the propulsion machine position determiner 20 will be described.

3-1. Two-Propulsion Machine Configuration

FIGS. 5 to 8 are explanatory views schematically illustrating steps of a method for determining relative positions of the individual propulsion machines 10 in the two-propulsion machine configuration illustrated in FIG. 2. For convenience of the following description, the marine controller 11 included in one of the two propulsion machines 10 is referred to as a first marine controller 11a, and the marine controller 11 included in the other propulsion machine 10 is referred to as a second marine controller 11b. In FIG. 5 and so on, the first marine controller is denoted by “M-ECU-1”, and the second marine controller is denoted by “M-ECU-2”. The first marine controller 11a is connected to the first connection port P1 of the gateway controller 22 via the communication bus 1a. The second marine controller 11b is connected to the second connection port P2 of the gateway controller 22 via the communication bus 1a. That is, the marine controllers 11 (the first marine controller 11a and the second marine controller 11b) of the two propulsion machines 10 are communicably connected to the different connection ports (the first connection port P1 and the second connection port P2) of the gateway controller 22 provided corresponding to the pair of two propulsion machines 10.

Note that the first connection port P1 side of the gateway controller 22 is referred to as “left” for convenience, and the second connection port P2 side is referred to as “right” for convenience. That is, in the gateway controller 22, the first connection port P1 is located on one end side (for example, the left side) in one direction (for example, the right-left direction), and the second connection port P2 is located on the other end side (for example, the right side) in the one direction.

First, as illustrated in FIG. 5, when a predetermined signal (for example, a signal of a predetermined parameter group number (PGN)) is received from the first marine controller 11a via the communication bus 1a at the first connection port P1, the gateway controller 22 determines that the first marine controller 11a is connected on the first connection port P1 side, that is, on the left side with respect to the gateway controller 22. Similarly, when a predetermined signal is received from the second marine controller 11b via the communication bus 1a at the second connection port P2, the gateway controller 22 determines that the second marine controller 11b is connected on the second connection port P2 side, that is, on the right side with respect to the gateway controller 22.

The predetermined signal output from the first marine controller 11a is also periodically transmitted to the switch panel 33 corresponding to the first marine controller 11a. Thus, the first marine controller 11a can be powered off (operation stop) by operating the switch panel 33. Similarly, the predetermined signal output from the second marine controller 11b is also periodically transmitted to the switch panel 33 corresponding to the second marine controller 11b. Thus, the second marine controller 11b can be powered off by operating the switch panel 33.

Next, as illustrated in FIG. 6, the gateway controller 22 determines the number of marine controllers 11 located on the left side of the gateway controller 22 and the number of marine controllers 11 located on the right side of the gateway controller 22. In the case of two-propulsion machine configuration, the first connection port P1 receives only a signal from the first marine controller 11a for the one gateway controller 22. Therefore, the gateway controller 22 determines that the number of marine controllers 11 located on the left side of the gateway controller 22 is “1” based on the reception of the signal.

Similarly, for the one gateway controller 22, the second connection port P2 receives only a signal from the second marine controller 11b. Therefore, the gateway controller 22 determines that the number of marine controllers 11 located on the right side of the gateway controller 22 is “1” based on the reception of the signal. Consequently, the gateway controller 22 can determine that, among the plurality of propulsion machines 10, the propulsion machine 10 including the first marine controller 11a is positioned relatively on the left side, and the propulsion machine 10 including the second marine controller 11b is positioned relatively on the right side.

At this time, the determination result of the gateway controller 22 (the number of marine controllers connected on the left side: 1, the number of marine controllers connected on the right side: 1) constitutes recognition information A1 indicating a recognition result itself of the gateway controller 22. Since the numbers of marine controllers 11 connected on the left side and the right side are both “1”, the gateway controller 22 can determine that the total number of propulsion machines 10 is two at the same time.

Subsequently, as illustrated in FIG. 7, the gateway controller 22 outputs the recognition information A1 from the first connection port P1 and the second connection port P2. The recognition information A1 output from the first connection port P1 is input to the first marine controller 11a. The recognition information A1 output from the second connection port P2 is input to the second marine controller 11b.

Since the first marine controller 11a is connected to the first connection port P1 of the gateway controller 22 (on the left side with respect to the gateway controller 22), it can be determined that “the number of marine controllers connected on the left side: 1” included in the recognition information A1 is the number of the first marine controller 11a itself. Therefore, the first marine controller 11a subtracts its own number from “the number of marine controllers connected on the left side: 1” included in the recognition information A1. That is, the first marine controller 11a determines that the number of marine controllers 11 connected to the left side of the gateway controller 22 is zero except for the first marine controller 11a. On the other hand, the first marine controller 11a maintains “the number of marine controllers connected on the right side: 1” included in the recognition information A1 as it is. That is, the first marine controller 11a determines that the number of marine controllers 11 connected on the right side of the gateway controller 22 is “1”. Thus, the first marine controller 11a can determine that, among the plurality of propulsion machines 10, the propulsion machine 10 including the first marine controller 11a is positioned relatively on the left side, and the propulsion machine 10 including the second marine controller 11b is positioned relatively on the right side. In addition, since the propulsion machines 10 are positioned relatively on the left side and the right side, the first marine controller 11a can simultaneously determine that the total number of the propulsion machines 10 is two.

Since the second marine controller 11b is connected to the second connection port P2 of the gateway controller 22 (on the right side with respect to the gateway controller 22), it can be determined that “the number of marine controllers connected on the right side: 1” included in the recognition information A1 is the number of the second marine controller 11b itself. Therefore, the second marine controller 11b subtracts its own number from “the number of marine controllers connected on the right side: 1” included in the recognition information A1. That is, the second marine controller 11b determines that the number of marine controllers 11 connected on the right side of the gateway controller 22 is zero except for the second marine controller 11b. On the other hand, the second marine controller 11b maintains “the number of marine controllers connected on the left side: 1” included in the recognition information A1 as it is. That is, the second marine controller 11b determines that the number of marine controllers 11 connected on the left side of the gateway controller 22 is “1”. Thus, the second marine controller 11b can determine that, among the plurality of propulsion machines 10, the propulsion machine 10 including the second marine controller 11b is positioned relatively on the right side, and the propulsion machine 10 including the first marine controller 11a is positioned relatively on the left side. In addition, since the propulsion machines 10 are positioned relatively on the left side and the right side, the second marine controller 11b can simultaneously determine that the total number of the propulsion machines 10 is two.

As another method, as illustrated in FIG. 8, the gateway controller 22 may output recognition information A11 from the first connection port P1 (to the first marine controller 11a), and may output recognition information A12 from the second connection port P2 (to the second marine controller 11b). The recognition information A11 is obtained by first subtracting the number of the first marine controller 11a as the number of marine controllers 11 connected on the left side (the first connection port P1 side) of the gateway controller 22 from the recognition information A1 illustrated in FIG. 7. Furthermore, the recognition information A12 is obtained by first subtracting the number of the second marine controller 11b as the number of the marine controllers 11 connected on the right side (the second connection port P2 side) of the gateway controller 22 from the recognition information A1 illustrated in FIG. 7.

In this case, the first marine controller 11a can determine that the propulsion machine 10 including the first marine controller 11a is positioned relatively on the left side and the propulsion machine 10 including the second marine controller 11b is positioned relatively on the right side among the plurality of propulsion machines 10 based on the input recognition information A11 without performing a calculation process of subtracting the number of the first marine controller 11a. Similarly, the second marine controller 11b can determine that the propulsion machine 10 including the second marine controller 11b is positioned relatively on the right side and the propulsion machine 10 including the first marine controller 11a is positioned relatively on the left side among the plurality of propulsion machines 10 based on the input recognition information A12 without performing a calculation process of subtracting the number of the second marine controller 11b. Furthermore, the first marine controller 11a and the second marine controller 11b can individually recognize the propulsion machines 10 located relatively on the left and right sides, and therefore, can simultaneously determine that the total number of the propulsion machines 10 is two.

3-2. Three-Propulsion Machine Configuration

FIGS. 9 to 13 are explanatory views schematically illustrating steps of a method for determining relative positions of the individual propulsion machines 10 in the three-propulsion machine configuration illustrated in FIG. 3. Note that, in the following description and the drawings, the same names and the same reference numerals are used for components common to those of the two-propulsion machine configuration.

Furthermore, a marine controller 11 included in the third propulsion machines 10 among the three propulsion machines 10 is referred to as a third marine controller 11c. In FIG. 9 and so on, the third marine controller is denoted by “M-ECU-3”. In the gateway device 21, of the two gateway controllers 22 connected in series in one direction, the gateway controller 22 located on one end side (for example, the left side) in the one direction is referred to as a first gateway controller 22a, and the gateway controller 22 located on the other end side (for example, the right side) in the one direction is referred to as a second gateway controller 22b. In FIG. 9 and so on, the first gateway controller is indicated by “G/W_ECU-1”, and the second gateway controller is indicated by “G/W_ECU-2”. Note that, in each of the gateway controllers 22, the first connection port P1 is positioned on one end side (for example, the left side) in one direction, and the second connection port P2 is positioned on the other end side (for example, the right side) in the one direction, which is the same as in FIG. 5 and so on.

The first marine controller 11a is connected to the first connection port P1 of the first gateway controller 22a via the communication bus 1a. The second marine controller 11b is connected to the second connection port P2 of the first gateway controller 22a and the first connection port P2 of the second gateway controller 22b via the communication bus 1a. The third marine controller 11c is connected to the second connection port P2 of the second gateway controller 22b via the communication bus 1a.

That is, even in the case of the three-propulsion machine configuration, the marine controllers 11 of two of the propulsion machines 10 are communicably connected to the different connection ports of one of the gateway controllers 22 provided corresponding to the pair of the two propulsion machines 10. Specifically, the first marine controller 11a and the second marine controller 11b of the two propulsion machines 10 are communicably connected to the first connection port P1 and the second connection port P2 of the first gateway controller 22a, respectively, provided corresponding to the pair of the two propulsion machines 10. Furthermore, the second marine controller 11b and the third marine controller 11c of the two propulsion machines 10 are communicably connected to the first connection port P1 and the second connection port P2 of the second gateway controller 22b, respectively, provided corresponding to the pair of the two propulsion machines 10.

First, as illustrated in FIG. 9, when a predetermined signal is received from the first marine controller 11a via the communication bus 1a at the first connection port P1, the first gateway controller 22a determines that the first marine controller 11a is connected on the first connection port P1 side, that is, on the left side with respect to the first gateway controller 22a. Similarly, when a predetermined signal is received from the second marine controller 11b via the communication bus 1a at the second connection port P2, the first gateway controller 22a determines that the second marine controller 11b is connected on the second connection port P2 side, that is, on the right side with respect to the first gateway controller 22a. Therefore, the first gateway controller 22a obtains, as a recognition result B1, a determination result that the number of marine controllers 11 located on the left side of the first gateway controller 22a is “1” and the number of marine controllers 11 located on the right side of the first gateway controller 22a is “1”.

When a predetermined signal is received from the second marine controller 11b via the communication bus 1a at the first connection port P1, the second gateway controller 22b determines that the second marine controller 11b is connected on the first connection port P1 side, that is, on the left side with respect to the second gateway controller 22b. Similarly, when a predetermined signal is received from the third marine controller 11c via the communication bus 1a at the second connection port P2, the second gateway controller 22b determines that the third marine controller 11c is connected on the second connection port P2 side, that is, on the right side with respect to the second gateway controller 22b. Therefore, the second gateway controller 22b obtains, as a recognition result B2, a determination result that the number of marine controllers 11 located on the left side of the second gateway controller 22b is “1” and the number of marine controllers 11 located on the right side of the second gateway controller 22b is “1”.

Next, as illustrated in FIG. 10, the first gateway controller 22a outputs its own recognition result B1 to the other gateway controller 22 (here, the second gateway controller 22b) via the communication bus 1a. Similarly, the second gateway controller 22b outputs its own recognition result B2 to the other gateway controller 22 (here, the first gateway controller 22a) via the communication bus 1a.

As illustrated in FIG. 11, when acquiring the recognition result B2 from the second gateway controller 22b, the first gateway controller 22a adds the recognition result B2 to its own recognition result B1 to obtain final recognition information C1. However, “the number of marine controllers connected on the left side: 1” included in the recognition result B2 overlaps with “the number of marine controllers connected on the right side: 1” included in the recognition result B1 (each of the marine controllers indicates the same second marine controller 11b). Therefore, “the number of marine controllers connected on the left side: 1” of the recognition result B2 is not added to “the number of marine controllers connected on the right side” of the recognition result B1. That is, only “the number of marine controllers connected on the right side: 1” of the recognition result B2 is added to “the number of marine controllers connected on the right side: 1” of the recognition result B1. As a result, the recognition information C1 corresponds to information on “the number of marine controllers connected on the right side: 1+1=2, the number of marine controllers connected on the left side: 1”.

Furthermore, when acquiring the recognition result B1 from the first gateway controller 22a, the second gateway controller 22b adds the recognition result B1 to its own recognition result B2 to obtain final recognition information C2. However, “the number of marine controllers connected on the right side: 1” included in the recognition result B1 overlaps with “the number of marine controllers connected on the left side: 1” included in the recognition result B2 (each of the marine controllers indicates the same second marine controller 11b). Therefore, “the number of marine controllers connected on the right side: 1” of the recognition result B1 is not added to “the number of marine controllers connected on the left side” of the recognition result B2. That is, only “the number of marine controllers connected on the left side: 1” of the recognition result B1 is added to “the number of marine controllers connected on the left side: 1” of the recognition result B2. As a result, the recognition information C2 corresponds to information of “the number of marine controllers connected on the right side: 1, the number of marine controllers connected on the left side: 1+1=2”.

Subsequently, as illustrated in FIG. 12, the first gateway controller 22a outputs the recognition information C1 from the first connection port P1 and the second connection port P2. The recognition information C1 output from the first connection port P1 is input to the first marine controller 11a. The recognition information C1 output from the second connection port P2 is input to the second marine controller 11b.

Since the first marine controller 11a is connected to the first connection port P1 of the first gateway controller 22a (on the left side with respect to the first gateway controller 22a), it can be determined that “the number of marine controllers connected on the left side: 1” included in the recognition information C1 is the number of the first marine controller 11a itself. Therefore, the first marine controller 11a subtracts its own number from “the number of marine controllers connected on the left side: 1” included in the recognition information C1. Furthermore, the first marine controller 11a maintains “the number of marine controllers connected on the right side: 2” included in the recognition information C1 as it is.

That is, the first marine controller 11a recognizes “the number of marine controllers connected on the left side: 1−1=0”, and recognizes “the number of marine controllers connected on the right side: 2”. As a result, since the number of propulsion machines 10 positioned on the right side of the propulsion machine 10 including the first marine controller 11a is two, the first marine controller 11a can determine that the propulsion machine 10 including the first marine controller 11a is positioned on the leftmost side and can determine that the total number of propulsion machines 10 is three.

Since the second marine controller 11b is connected to the second connection port P2 of the first gateway controller 22a (on the right side with respect to the first gateway controller 22a), it can be determined that “the number of marine controllers connected on the right side: 2” included in the recognition information C1 includes the number of the second marine controller 11b itself. Therefore, the second marine controller 11b subtracts its own number from “the number of marine controllers connected on the right side: 2” included in the recognition information C1. Furthermore, the second marine controller 11b maintains “the number of marine controllers connected on the left side: 1” included in the recognition information C1 as it is.

That is, the second marine controller 11b recognizes “the number of the marine controllers connected on the left side: 2−1=1”, and recognizes “the number of marine controllers connected on the right side: 2−1=1”. As a result, the second marine controller 11b can determine, based on the recognition information C1, that one propulsion machine 10 is positioned on the left side of the propulsion machine 10 including the second marine controller 11b and one propulsion machine 10 is positioned on the right side. Thus, the second marine controller 11b can determine that the propulsion machine 10 including the second marine controller 11b is positioned between the two propulsion machines 10 (for example, at a center in the right-left direction), and can determine that the total number of the propulsion machines 10 is three.

Furthermore, since the second marine controller 11b is connected to the first connection port P1 of the second gateway controller 22b (on the left side with respect to the second gateway controller 22b), it can be determined that the number of second marine controller 11b itself is included in “the number of marine controllers connected on the left side: 2” included in the recognition information C2. Therefore, the second marine controller 11b subtracts its own number from “the number of marine controllers connected on the left side: 2” included in the recognition information C2. Furthermore, the second marine controller 11b maintains “the number of marine controllers connected on the right side: 1” included in the recognition information C2 as it is.

That is, the second marine controller 11b recognizes “the number of the marine controllers connected on the left side: 2−1=1”, and recognizes “the number of marine controllers connected on the right side: 2−1=1”. As a result, the second marine controller 11b can determine, based on the recognition information C2, that one propulsion machine 10 is positioned on the left side of the propulsion machine 10 including the second marine controller 11b and one propulsion machine 10 is positioned on the right side. Thus, the second marine controller 11b can determine, based on the recognition information C2, that the propulsion machine 10 including the second marine controller 11b is positioned between the two propulsion machines 10 (for example, at a center in the right-left direction), and can determine that the total number of propulsion machines 10 is three.

Since the third marine controller 11c is connected to the second connection port P2 of the second gateway controller 22b (on the right side with respect to the second gateway controller 22b), it can be determined that “the number of marine controllers connected on the right side: 1” included in the recognition information C2 corresponds to the number of the third marine controller 11c itself. Therefore, the third marine controller 11c subtracts its own number from “the number of marine controllers connected on the right side: 1” included in the recognition information C2. Furthermore, the third marine controller 11c maintains “the number of marine controllers connected on the left side: 2” included in the recognition information C2 as it is.

That is, the third marine controller 11c recognizes “the number of marine controllers connected on the left side: 2”, and recognizes “the number of marine controllers connected on the right side: 1−1=0”. As a result, since the number of propulsion machines 10 positioned on the left side of the propulsion machine 10 including the third marine controller 11c is two, the third marine controller 11c can determine that the propulsion machine 10 including the third marine controller 11c is positioned on the rightmost side and can determine that the total number of propulsion machines 10 is three.

As another method, as illustrated in FIG. 13, the first gateway controller 22a may output recognition information C11 from the first connection port P1 (to the first marine controller 11a), and may output recognition information C12 from the second connection port P2 (to the second marine controller 11b). The recognition information C11 is obtained by first subtracting the number of first marine controller 11a as the number of marine controllers 11 connected to the left side (the first connection port P1 side) of the first gateway controller 22a from the recognition information C1 illustrated in FIG. 12. Furthermore, the recognition information C12 is obtained by first subtracting the number of the second marine controller 11b as the number of marine controllers 11 connected to the right side (the second connection port P2 side) of the first gateway controller 22a from the recognition information C1 illustrated in FIG. 12.

In this case, the first marine controller 11a can determine that the propulsion machine 10 including the first marine controller 11a among the plurality of propulsion machines 10 is positioned relatively on the left side and the other two propulsion machines 10 are positioned on the right side based on the input recognition information C11 without performing a calculation process of subtracting the number of first marine controller 11a itself. Similarly, the second marine controller 11b can determine that the propulsion machine 10 including the second marine controller 11b among the plurality of propulsion machines 10 is positioned between the two propulsion machines 10 (for example, at the center) based on the input recognition information C12 without performing a calculation process of subtracting the number of second marine controller 11b itself. That is, the second marine controller 11b can determine that the propulsion machines 10 are respectively positioned on the left side and the right side of the propulsion machine 10 including the second marine controller 11b.

Similarly, the second gateway controller 22b may output recognition information C21 from the first connection port P1 (to the second marine controller 11b), and may output recognition information C22 from the second connection port P2 (to the third marine controller 11c). The recognition information C21 is obtained by first subtracting the number of second marine controller 11b as the number of marine controllers 11 connected on the left side (the first connection port P1 side) of the second gateway controller 22b from the recognition information C2 illustrated in FIG. 12. Furthermore, the recognition information C22 is obtained by first subtracting the number of third marine controller 11c as the number of marine controllers 11 connected on the right side (the second connection port P2 side) of the second gateway controller 22b from the recognition information C2 illustrated in FIG. 12.

In this case, the second marine controller 11b can determine that the propulsion machine 10 including the second marine controller 11b among the plurality of propulsion machines 10 is positioned between the two propulsion machines 10 (for example, at the center) based on the input recognition information C21 without performing a calculation process of subtracting the number of second marine controller 11b itself. That is, the second marine controller 11b can determine that the propulsion machines 10 are respectively positioned on the left side and the right side of the propulsion machine 10 including the second marine controller 11b. Furthermore, the third marine controller 11c can determine that the propulsion machine 10 including the third marine controller 11c among the plurality of propulsion machines 10 is positioned relatively on the right side and the other two propulsion machines 10 are positioned on the left side based on the input recognition information C22 without performing a calculation process of subtracting the number of third marine controller 11c itself.

In addition, each of the first marine controller 11a, the second marine controller 11b, and the third marine controller 11c can recognize that the sum of the number of marine controllers 11 connected on the left side and the number of marine controllers 11 connected on the right side is two without including itself. Accordingly, the first marine controller 11a, the second marine controller 11b, and the third marine controller 11c can simultaneously determine that the total number of propulsion machines 10 including themselves is three.

3-3. Four-Propulsion Machine Configuration

FIGS. 14 to 18 are explanatory views schematically illustrating steps of a method for determining relative positions of the individual propulsion machines 10 in the three-propulsion machine configuration illustrated in FIG. 4. The method for determining relative positions in the case of the four-propulsion machine configuration is basically the same as that in the case of the three-propulsion machine configuration. Hereinafter, the method for determining relative positions in the four-propulsion machine configuration will be described while omitting descriptions overlapping with the case of the three-propulsion machine configuration.

Note that, for convenience of description below, a marine controller 11 included in a fourth propulsion machine 10 among four propulsion machines 10 is referred to as a fourth marine controller 11d. In FIG. 14 and so on, the fourth marine controller is denoted by “M-ECU-4”. Furthermore, in the gateway device 21, among three gateway controllers 22 connected in series in one direction, the gateway controller 22 located on one end side (for example, left side) in the one direction is referred to as a first gateway controller 22a, the gateway controller 22 located on the other end side (for example, right side) in the one direction is referred to as a third gateway controller 22c, and the gateway controller 22 located between the first gateway controller 22a and the third gateway controller 22c is referred to as a second gateway controller 22b. In FIG. 14 and so on, the third gateway controller is denoted by “G/W_ECU-3”.

The first marine controller 11a is connected to the first connection port P1 of the first gateway controller 22a via the communication bus 1a. The second marine controller 11b is connected to the second connection port P2 of the first gateway controller 22a and the first connection port P1 of the second gateway controller 22b via the communication bus 1a. The third marine controller 11c is connected to the second connection port P2 of the second gateway controller 22b and the first connection port P1 of the third gateway controller 22c via the communication bus 1a. The fourth marine controller 11d is connected to the second connection port P2 of the third gateway controller 22c via the communication bus 1a.

That is, even in the case of the four-propulsion machine configuration, the marine controllers 11 of two of the propulsion machines 10 are communicably connected to the different connection ports of one of the gateway controllers 22 provided corresponding to the pair of the two propulsion machines 10. Specifically, in addition to the three-propulsion machine configuration, the third marine controller 11c and the fourth marine controller 11d of the two propulsion machines 10 are communicably connected to the first connection port P1 and the second connection port P2 of the third gateway controller 22c, respectively, provided corresponding to the pair of the two propulsion machines 10.

First, as illustrated in FIG. 14, the first gateway controller 22a communicates with the first marine controller 11a and the second marine controller 11b to obtain a recognition result D1. The recognition result D1 has the same contents as the recognition result B1 illustrated in FIG. 9. Furthermore, the second gateway controller 22b communicates with the second marine controller 11b and the third marine controller 11c to obtain a recognition result D2. The recognition result D2 has the same contents as the recognition result B2 illustrated in FIG. 9.

When a predetermined signal is received from the third marine controller 11c via the communication bus 1a at the first connection port P1, the third gateway controller 22c determines that the third marine controller 11c is connected on the first connection port P1 side, that is, on the left side with respect to the third gateway controller 22c. Similarly, when a predetermined signal is received from the fourth marine controller 11d via the communication bus 1a at the second connection port P2, the third gateway controller 22c determines that the fourth marine controller 11d is connected on the second connection port P2 side, that is, on the right side with respect to the third gateway controller 22c. That is, the third gateway controller 22c obtains, as a recognition result D3, a determination result that the number of marine controllers 11 located on the left side of the third gateway controller 22c is “1” and the number of marine controllers 11 located on the right side of the third gateway controller 22c is “1”.

Next, as illustrated in FIG. 15, the first gateway controller 22a outputs its own recognition result D1 to one of the other gateway controllers 22 (here, the second gateway controller 22b) via the communication bus 1a. The second gateway controller 22b outputs its own recognition result D2 together with the recognition result D1 of the first gateway controller 22a to one of the other gateway controllers 22 (here, the third gateway controller 22c) via the communication bus 1a. The third gateway controller 22c outputs its own recognition result D3 to one of the other gateway controllers 22 (here, the second gateway controller 22b) via the communication bus 1a. The second gateway controller 22b outputs its own recognition result D2 together with the recognition result D3 of the third gateway controller 22c to one of the other gateway controllers 22 (here, the first gateway controller 22a) via the communication bus 1a.

As illustrated in FIG. 16, when acquiring the recognition results D2 and D3 from the second gateway controller 22b, the first gateway controller 22a adds the recognition results D2 and D3 to the recognition result D1 of the first gateway controller 22a to acquire final recognition information E1. However, “the number of marine controllers connected on the left side: 1” included in the recognition result D2 overlaps with “the number of marine controllers connected on the right side: 1” included in the recognition result D1 (each of the marine controllers indicates the same second marine controller 11b). Therefore, “the number of marine controllers connected on the left side: 1” of the recognition result D2 is not added to “the number of marine controllers connected on the right side” of the recognition result D1. Similarly, “the number of marine controllers connected on the left side: 1” included in the recognition result D3 overlaps with “the number of marine controllers connected on the right side: 1” included in the recognition result D2 (each of the marine controllers indicates the same third marine controller 11c). Therefore, “the number of marine controllers connected on the left side: 1” of the recognition result D3 is not added to “the number of marine controllers connected on the right side” of the recognition result D1. Therefore, “the number of marine controllers connected on the right side: 1” of the recognition result D2 and “the number of marine controllers connected on the right side: 1” of the recognition result D3 are added to “the number of marine controllers connected on the right side: 1” of the recognition result D1. As a result, the recognition information E1 corresponds to information on “the number of marine controllers connected on the right side: 1+2=3, the number of marine controllers connected on the left side: 1”.

The second gateway controller 22b acquires the recognition result D1 from the first gateway controller 22a, and acquires the recognition result D3 from the third gateway controller 22c. Therefore, the second gateway controller 22b obtains final recognition information E2 by adding the recognition results D1 and D3 to the recognition result D2 of the second gateway controller 22b. However, “the number of marine controllers connected on the right side: 1” included in the recognition result D1 overlaps with “the number of marine controllers connected on the left side: 1” included in the recognition result D2 (each of the marine controllers indicates the same second marine controller 11b). Therefore, “the number of marine controllers connected on the right side: 1” of the recognition result D1 is not added to “the number of marine controllers connected on the left side” of the recognition result D2. That is, only “the number of marine controllers connected on the left side: 1” of the recognition result D1 is added to “the number of marine controllers connected on the left side: 1” of the recognition result D2. Furthermore, “the number of marine controllers connected on the left side: 1” included in the recognition result D3 overlaps with “the number of marine controllers connected on the right side: 1” included in the recognition result D2 (each of the marine controllers indicates the same third marine controller 11c). Therefore, “the number of marine controllers connected on the left side: 1” of the recognition result D3 is not added to “the number of marine controllers connected on the right side” of the recognition result D2. That is, only “the number of marine controllers connected on the right side: 1” of the recognition result D3 is added to “the number of marine controllers connected on the right side: 1” of the recognition result D2. As a result, the recognition information E2 corresponds to information of “the number of marine controllers connected on the right side: 1+1=2, the number of marine controllers connected on the left side: 1+1=2”.

When acquiring the recognition results D2 and D1 from the second gateway controller 22b, the third gateway controller 22c adds the recognition results D2 and D1 to the recognition result D3 of the third gateway controller 22c to acquire final recognition information E3. However, “the number of marine controllers connected on the right side: 1” included in the recognition result D2 overlaps with “the number of marine controllers connected on the left side: 1” included in the recognition result D3 (each of the marine controllers indicates the same third marine controller 11c). Therefore, “the number of marine controllers connected on the right side: 1” of the recognition result D2 is not added to “the number of marine controllers connected on the left side” of the recognition result D3. Similarly, “the number of marine controllers connected on the left side: 1” included in the recognition result D2 overlaps with “the number of marine controllers connected on the right side: 1” included in the recognition result D1 (each of the marine controllers indicates the same second marine controller 11b). Therefore, “the number of marine controllers connected on the right side: 1” of the recognition result D1 is not added to “the number of marine controllers connected on the left side” of the recognition result D3. Therefore, “the number of marine controllers connected on the left side: 1” of the recognition result D2 and “the number of marine controllers connected on the left side: 1” of the recognition result D1 are added to “the number of marine controllers connected on the left side: 1” of the recognition result D3. As a result, the recognition information E3 corresponds to information on “the number of marine controllers connected on the right side: 1, the number of marine controllers connected on the left side: 1+2=3”.

Subsequently, as illustrated in FIG. 17, the first gateway controller 22a outputs the recognition information E1 from the first connection port P1 and the second connection port P2. The recognition information E1 output from the first connection port P1 is input to the first marine controller 11a. The recognition information E1 output from the second connection port P2 is input to the second marine controller 11b.

Since the first marine controller 11a is connected to the first connection port P1 of the first gateway controller 22a (on the left side with respect to the first gateway controller 22a), it can be determined that “the number of marine controllers connected on the left side: 1” included in the recognition information E1 is the number of the first marine controller 11a itself. Therefore, the first marine controller 11a subtracts its own number from “the number of marine controllers connected on the left side: 1” included in the recognition information E1. Furthermore, the first marine controller 11a maintains “the number of marine controllers connected on the right side: 3” included in the recognition information E1 as it is.

That is, since the number of propulsion machines 10 positioned on the right side of the propulsion machine 10 including the first marine controller 11a is three, the first marine controller 11a can determine that the total number of propulsion machines 10 is four and the propulsion machine 10 including the first marine controller 11a is positioned on the leftmost (port side) of all the four propulsion machines 10.

Since the second marine controller 11b is connected to the second connection port P2 of the first gateway controller 22a (on the right side with respect to the first gateway controller 22a), it can be determined that “the number of marine controllers connected on the right side: 3” included in the recognition information E1 includes the number of the second marine controller 11b itself. Therefore, the second marine controller 11b subtracts its own number from “the number of marine controllers connected on the right side: 3” included in the recognition information E1. Furthermore, the second marine controller 11b maintains “the number of marine controllers connected on the left side: 1” included in the recognition information E1 as it is.

As a result, the second marine controller 11b can determine, based on the recognition information E1, that one propulsion machine 10 is positioned on the left side of the propulsion machine 10 including the second marine controller 11b and two propulsion machines 10 are positioned on the right side. Thus, the second marine controller 11b can determine that the total number of propulsion machines 10 is four, and the propulsion machine 10 including the second marine controller 11b is located at a second position from the left (center port side) among the four propulsion machines 10.

Furthermore, since the second marine controller 11b is connected to the first connection port P1 of the second gateway controller 22b (on the left side with respect to the second gateway controller 22b), it can be determined that the number of second marine controller 11b itself is included in “the number of marine controllers connected on the left side: 2” included in the recognition information E2. Therefore, the second marine controller 11b subtracts its own number from “the number of marine controllers connected on the left side: 2” included in the recognition information E2. Furthermore, the second marine controller 11b maintains “the number of marine controllers connected on the right side: 2” included in the recognition information E2 as it is.

As a result, the second marine controller 11b can determine, based on the recognition information E2, that one propulsion machine 10 is positioned on the left side of the propulsion machine 10 including the second marine controller 11b and two propulsion machines 10 are positioned on the right side. As a result, the second marine controller 11b can determine that the total number of propulsion machines 10 is four and the propulsion machine 10 including the second marine controller 11b is positioned on the center port side based on the recognition information E2.

Since the third marine controller 11c is connected to the second connection port P2 of the second gateway controller 22b (on the right side with respect to the second gateway controller 22b), it can be determined that “the number of marine controllers connected on the right side: 2” included in the recognition information E2 includes the number of the third marine controller 11c itself. Therefore, the third marine controller 11c subtracts its own number from “the number of marine controllers connected on the right side: 2” included in the recognition information E2. Furthermore, the third marine controller 11c maintains “the number of marine controllers connected on the left side: 2” included in the recognition information E2 as it is.

As a result, the third marine controller 11c can determine, based on the recognition information E2, that two propulsion machines 10 are positioned on the left side of the propulsion machine 10 including the third marine controller 11c and one propulsion machine 10 is positioned on the right side. Thus, the third marine controller 11c can determine, based on the recognition information E2, that the total number of propulsion machines 10 is four, and the propulsion machine 10 including the third marine controller 11c is located at a second position from the right (center starboard side) among the four propulsion machines 10.

Furthermore, since the third marine controller 11c is connected to the first connection port P1 of the third gateway controller 22c (on the left side with respect to the third gateway controller 22c), it is possible to determine that the number of third marine controller 11c itself is included in “the number of marine controllers connected on the left side: 3” included in the recognition information E3. Therefore, the third marine controller 11c subtracts its own number from “the number of marine controllers connected on the left side: 3” included in the recognition information E3. Furthermore, the third marine controller 11c maintains “the number of marine controllers connected on the right side: 1” included in the recognition information E3 as it is.

As a result, the third marine controller 11c can determine that two propulsion machines 10 are positioned on the left side of the propulsion machine 10 including the third marine controller 11c, and one propulsion machine is positioned on the right side. As a result, the third marine controller 11c can determine that the total number of propulsion machines 10 is four and the propulsion machine 10 including the third marine controller 11c is positioned on the center starboard side based on the recognition information E3.

Since the fourth marine controller 11d is connected to the second connection port P2 of the third gateway controller 22c (on the right side with respect to the third gateway controller 22c), it can be determined that “the number of marine controllers connected on the right side: 1” included in the recognition information E3 corresponds to the number of the fourth marine controller 11d itself. Therefore, the third marine controller 11c subtracts its own number from “the number of marine controllers connected on the right side: 1” included in the recognition information E3. Furthermore, the third marine controller 11c maintains “the number of marine controllers connected on the left side: 3” included in the recognition information E3 as it is.

That is, since the third marine controller 11c has three propulsion machines 10 positioned on the left side of the propulsion machine 10 including the third marine controller 11c, it can be determined that the total number of propulsion machines 10 is four and the propulsion machine 10 including the third marine controller 11c is positioned on the rightmost (star board side) of all the four propulsion machines 10.

As another method, as illustrated in FIG. 18, the first gateway controller 22a may output recognition information E11 from the first connection port P1 (to the first marine controller 11a), and may output recognition information E12 from the second connection port P2 (to the second marine controller 11b). The recognition information E11 is obtained by first subtracting the number of first marine controller 11a as the number of marine controllers 11 connected on the left side (the first connection port P1 side) of the first gateway controller 22a from the recognition information E1 illustrated in FIG. 17. Furthermore, the recognition information E12 is obtained by first subtracting the number of second marine controller 11b as the number of marine controllers 11 connected on the right side (the second connection port P2 side) of the first gateway controller 22a from the recognition information E1 illustrated in FIG. 17.

In this case, the first marine controller 11a can determine that the total number of propulsion machines 10 including the propulsion machine 10 including the first marine controller 11a is four and that its own propulsion machine 10 among the four propulsion machines 10 is positioned on the port side, based on the input recognition information E11, without performing a calculation process of subtracting its own number. Similarly, the second marine controller 11b can determine that the total number of propulsion machines 10 including the propulsion machine 10 including the second marine controller 11b is four and that its own propulsion machine 10 among the four propulsion machines 10 is positioned on the center port side, based on the input recognition information E12, without performing a calculation process of subtracting its own number.

The second gateway controller 22b may output recognition information E21 from the first connection port P1 (to the second marine controller 11b), and may output recognition information E22 from the second connection port P2 (to the third marine controller 11c). The recognition information E21 is obtained by first subtracting the number of second marine controller 11b as the number of marine controllers 11 connected on the left side (the first connection port P1 side) of the second gateway controller 22b from the recognition information E2 illustrated in FIG. 17. Furthermore, the recognition information E22 is obtained by first subtracting the number of third marine controller 11c as the number of marine controllers 11 connected on the right side (the second connection port P2 side) of the second gateway controller 22b from the recognition information E2 illustrated in FIG. 17.

In this case, the second marine controller 11b can determine that the total number of propulsion machines 10 including the propulsion machine 10 including the second marine controller 11b is four and that its own propulsion machine 10 among the four propulsion machines 10 is positioned on the center port side, based on the input recognition information E21, without performing a calculation process of subtracting its own number. Similarly, the third marine controller 11c can determine that the total number of propulsion machines 10 including the propulsion machine 10 including the third marine controller 11c is four and that its own propulsion machine 10 among the four propulsion machines 10 is positioned on the center starboard side, based on the input recognition information E22, without performing a calculation process of subtracting its own number.

The third gateway controller 22c may output recognition information E31 from the first connection port P1 (to the third marine controller 11c), and may output recognition information E32 from the second connection port P2 (to the fourth marine controller 11d). The recognition information E31 is obtained by first subtracting the number of third marine controller 11c as the number of marine controllers 11 connected on the left side (the first connection port P1 side) of the third gateway controller 22c from the recognition information E3 illustrated in FIG. 17. Furthermore, the recognition information E32 is obtained by first subtracting the number of fourth marine controller 11d as the number of marine controllers 11 connected on the right side (the second connection port P2 side) of the third gateway controller 22c from the recognition information E3 illustrated in FIG. 17.

In this case, the third marine controller 11c can determine that the total number of propulsion machines 10 including the propulsion machine 10 including the third marine controller 11c is four and that its own propulsion machine 10 among the four propulsion machines 10 is positioned on the center starboard side, based on the input recognition information E31, without performing a calculation process of subtracting its own number. Similarly, the fourth marine controller 11d can determine that the total number of propulsion machines 10 including the propulsion machine 10 including the fourth marine controller 11d is four and that its own propulsion machine 10 among the four propulsion machines 10 is positioned on the starboard side, based on the input recognition information E32, without performing a calculation process of subtracting its own number.

Note that, even when the number of propulsion machines 10 is five or more, the propulsion machine position determiner 20 can determine relative positions of the five or more propulsion machines 10 by a method similar to that described above.

4. Flow from Assembly of System to Start of Control Based on Setting

FIG. 19 is a flowchart of a flow of individual steps or a process from assembly of the control system 1 to a start of control according to this embodiment. A detection of a configuration (total number and relative positions) of the plurality of propulsion machines 10 described above is performed in the middle of this flow. Hereinafter, the flow will be described with reference to FIGS. 2 to 4.

First, an operator (for example, a boat builder, a service person, or the like) performs connection work of various devices including the plurality of propulsion machines 10 (S1). At this time, the worker connects the devices in a predetermined order. In a case where the propulsion machines 10 has an N-propulsion machine configuration, the operator inputs various settings for N-propulsion machine configuration through the inputter 50. For example, in the case of the three-propulsion machine configuration, an operation program is set such that the three propulsion machines 10 are individually driven according to an operation performed by the operation acceptor 30. Contents of the settings are stored in the storage 60. Note that the setting of the operation program may be performed by selecting a desired program corresponding to the number of propulsion machines 10 from a plurality of programs (for example, for two-propulsion machine configuration, for three-propulsion machine configuration, for four-propulsion machine configuration, and the like) stored in advance in the storage 60.

Next, when the operator instructs the inputter 50 to start a configuration detection (S2), the propulsion machine position determiner 20 determines the total number and relative positions of the plurality of propulsion machines 10 by the above-described method, and detects a configuration of the plurality of propulsion machines 10 (S3). A result of the detection is displayed on the displays 40 under the control of the marine controllers 11 (S4).

FIG. 20 is a diagram schematically illustrating an example of a display screen of each of the displays 40. Note that the inputter 50, which is a touch panel, is superimposed on the display 40. Therefore, various inputs can be performed by touching predetermined portions of the display 40. The detection result of the configuration of the propulsion machine position determiner 20 is displayed in a detection result display region 41 of the display 40. In the figure, it is shown that the three-propulsion machine configuration is detected. Note that the instruction for starting the configuration detection in step S2 can be performed by the operator touching a configuration detection start button 42 of the display 40.

The operator views the detection result displayed on the display 40, and when the detection is appropriate (when the detection is as set), the operator touches an approval button 43 to perform approval (S5). When the operator approves, the configuration (the total number and the relative positions) of the plurality of propulsion machines 10 is finally determined to be the configuration indicated by the detection result (S7), except for the case where the detection result corresponds to an approval prohibition item (S6). Note that details of step S6 will be described later. The configuration information indicating the configuration of the plurality of propulsion machines 10 determined in step S7, that is, the configuration information indicated by the detection result approved in step S5 is stored in the storage 60 (S8). Then, when there is no control start prohibition item (S9), for example, the marine controllers 11 start the control of the plurality of propulsion machines 10 reflecting the configuration information stored in the storage 60 (S10).

When there is no approval of the operator in step S5 and a correction instruction button 44 on the display 40 is touched (S11), the process returns to step S1 where the operator performs setting again or the like. In the S11, in a case where the correction instruction button 44 is not touched and a predetermined period of time elapses, the control with the setting content in step S1 is not started, and the flow is terminated. Furthermore, when the detection result corresponds to the approval prohibition item in step S6, the control with the setting content in step S1 is not started, a message indicating that the approval is prohibited is displayed on the display 40 (S12), and this flow is terminated. Furthermore, when there is a control start prohibition item in step S9, the marine controllers 11 prohibit the start of the control of the plurality of propulsion machines 10 reflecting the configuration information stored in the storage 60 (S13), and terminates this flow.

Here, as the “case where the detection result corresponds to the approval prohibition item” in step S6, a case where a configuration exceeding the original device configuration is detected, or a case where a setting which should be originally exclusive is redundantly detected is considered. The “case where a configuration exceeding the original device configuration is detected” may be, for example, a case where a relative position of a seventh propulsion machine 10 is detected when the system can cope with only a six-propulsion machine configuration at the maximum. In addition, as the “case where a setting which should be originally exclusive is redundantly detected”, for example, a case where two components that should not be originally present are detected, such as a case where two propulsion machines on the port side are detected, is considered.

5. Conclusion

In this embodiment, in step S3 of FIG. 19, the propulsion machine position determiner 20 performs the configuration detection. The configuration detection is performed by the following method. That is, as illustrated in FIGS. 2 to 18, the gateway controller 22 of the gateway device 21 communicates with each of the two marine controllers 11 connected to the different connection ports (the first connection port and the second connection port), thereby recognizing the presence or absence of the propulsion machines 10 having the respective two marine controllers 11 and outputting recognition information based on recognition results of the propulsion machines 10 from the different connection ports. Note that the above-described recognition information corresponds to the recognition information A1 in the example of the two-propulsion machine configuration, corresponds to the recognition information C1 and C2 in the example of the three-propulsion machine configuration, and corresponds to the recognition information E1 to E3 in the example of the four-propulsion machine configuration. Note that the recognition information based on the recognition result may be a recognition result of the two propulsion machines 10 themselves (see, for example, the recognition information A1), or may be information obtained by adding a recognition result output from another marine controller 11 to the above-described recognition result (see, for example, the recognition information C1, C2, and E1 to E3).

According to the control system 1 of this embodiment, at least one of the gateway device 21 (the gateway controller 22) and the marine controller 11 can determine a configuration (the total number and relative positions) of a plurality of propulsion machines 10 by the above-described method. Therefore, for example, after an operator performs the system assembly operation (S1) including various settings and wire connections, by causing the propulsion machine position determiner 20 to automatically determine a configuration of the plurality of propulsion machines 10 (S2, S3), it is possible to immediately find an erroneous setting and an erroneous wire connection if any. For example, in a case where the propulsion machine position determiner 20 detects the two-propulsion machine configuration even though the operator has set the three-propulsion machine configuration to the system, it is considered that some erroneous setting or erroneous connection has occurred. For example, in the three-propulsion machine configuration, when a propulsion machine 10 at a center is not detected, a detection result is not displayed on at least the display 40 corresponding to the propulsion machine 10. Therefore, in this case, the operator can immediately review or correct the setting, or can immediately confirm and repair the erroneous connection around the central propulsion machine 10. In this way, since the erroneous setting can be immediately found and coped with, a risk of operation failure due to an erroneous setting can be reduced. In addition, since the propulsion machine position determiner 20 recognizes the presence or absence of the individual propulsion machines 10, it is easy to specify a portion where a failure has occurred, such as a portion in the vicinity of the propulsion machine 10 that has not been recognized. Therefore, it is not necessary to spend a large amount of labor to find the erroneous connection of wiring.

Furthermore, as illustrated in FIGS. 3 and 9, the gateway device 21 may include a plurality of gateway controllers 22. Then first one of the gateway controllers 22 (for example, the first gateway controller 22a) may receive a recognition result (for example, the recognition result B2) output from a second one of the other gateway controllers 22 (for example, the second gateway controller 22b) via the communication bus 1a (for example, refer to FIG. 10). In this case, the recognition result (for example, the recognition result B2) includes a result of recognition of the presence or absence (connection) of the individual propulsion machines 10 having the marine controllers 11 (for example, the second marine controller 11b and the third marine controller 11c) connected to the second one of the gateway controllers 22 (for example, the second gateway controller 22b) (for example, see FIG. 10).

The first one of the gateway controllers 22 (for example, the first gateway controller 22a) can determine relative positions of the plurality of propulsion machines 10 including the propulsion machines 10 having the marine controllers 11 (for example, the second marine controller 11b and the third marine controller 11c) connected to the second one of the gateway controllers 22 (for example, the second gateway controller 22b) based on the recognition result B2 input from the second one of the gateway controllers 22. Furthermore, the first gateway controller 22 can output, to the marine controllers 11 (for example, the first marine controller 11a and the second marine controller 11b) connected to the first gateway controller 22, information obtained by adding the recognition result B2 of the second gateway controller 22 to the recognition result B1 of the first gateway controller 22 as the recognition information C1 (see FIGS. 11 and 12). Thus, the marine controller 11 connected to the first gateway controller 22 can determine relative positions of the plurality of propulsion machines 10 based on the recognition information C1.

Furthermore, as illustrated in FIGS. 3, 9, and so on, in the configuration in which the plurality of gateway controllers 22 are connected in series via the connection ports (the first connection port P1 and the second connection port P2) and the communication bus 1a, the propulsion machine position determiner 20 may perform the following determination. That is, the propulsion machine position determiner 20 may determine the total number of propulsion machines 10 arranged in one direction (for example, a right-left direction) and determine relative positions of the plurality of propulsion machines 10 in the one direction by sharing the recognition results (for example, the recognition results B1 and B2) of the propulsion machines 10 in the individual gateway controllers 22 through communication (for example, see FIG. 10). In this case, it is possible to determine relative positions (for example, the port side, the center port side, the center starboard side, or the starboard side in the four-propulsion machine configuration) of the individual propulsion machines 10 among all the (plurality of) propulsion machines 10.

As illustrated in FIGS. 2 to 4, the control system 1 of this embodiment may include the inputters 50. The inputters 50 are receivers that receive an instruction input for configuration detection including a determination of relative positions of the plurality of propulsion machines 10. As illustrated in the flow of FIG. 19, the propulsion machine position determiner 20 may start the configuration detection (S2, S3) when the inputters 50 receive the above-described instruction input (when a touch operation on the display 40 is received in the case of a touch panel). In this case, the operator can cause the propulsion machine position determiner 20 to start the configuration detection by inputting an instruction for the configuration detection at an arbitrary timing through the inputters 50. In other words, the propulsion machine position determiner 20 can start the configuration detection with the input of the instruction for the configuration detection by the operator as a trigger.

As illustrated in FIG. 20, the control system 1 of this embodiment preferably further includes the displays 40 that display a detection result obtained by the propulsion machine position determiner 20. In this case, the operator can visually check the detection result (display in step S4 in FIG. 19) displayed on the displays 40, and can easily check the detection result.

As illustrated in FIG. 20, the displays 40 may selectably display a correction instruction button 44 for receiving an instruction to correct a setting corresponding to the detection result. In this case, the operator can select (for example, touch) the correction instruction button 44 as necessary to correct the setting (for example, to change the setting from the three-propulsion machine configuration to the four-propulsion machine configuration) (S11 in FIG. 19).

As illustrated in FIG. 20, the display 40 may selectably display the approval button 43 for accepting approval of the detection result obtained by the propulsion machine position determiner 20. In this case, by selecting (for example, touching) the approval button 43 when the detection result displayed on the displays 40 is appropriate, the operator can reflect, in the setting, that the configuration (total number and relative positions) of the propulsion machines 10 does not have a problem.

When receiving the approval of the detection result by the approval button 43, the plurality of marine controllers 11 may determine a configuration of the plurality of propulsion machines 10 to be the configuration indicated by the detection result, and may start control of the plurality of propulsion machines 10 in accordance with the determined configuration (S5 to S10 in FIG. 19). In this case, appropriate control corresponding to the configuration of the plurality of propulsion machines 10 can be performed. For example, in the case of a four-propulsion machine configuration, the individual four propulsion machines 10 can be appropriately controlled in accordance with respective positions.

The propulsion machine position determiner 20 may further determine whether the detection result corresponds to an approval prohibition item in step S6 of FIG. 19, and the displays 40 may display that approval is prohibited when the detection result corresponds to the approval prohibition item (S12). When the detection result corresponds to the approval prohibition item, it is displayed on the displays 40 to prompt the operator to confirm the setting.

The control system 1 of this embodiment includes the storage 60 illustrated in FIG. 2 and so on. The storage 60 functions as a configuration information storage that stores configuration information of the plurality of propulsion machines 10 indicated by the detection result approved by the selection of the approval button 43 (S5 and S8 in FIG. 19). In this case, the marine controllers 11 can read the approved configuration information of the plurality of propulsion machines 10 from the storage 60 at an appropriate timing and execute appropriate control according to the configuration of the plurality of propulsion machines 10.

6. Control Start Prohibition Item

In step S9 of FIG. 19, the plurality of marine controllers 11 may prohibit the start of the control of the plurality of propulsion machines 10 reflecting the configuration information stored in the storage 60 in accordance with driving states of the propulsion machines 10 (S13). For example, the plurality of marine controllers 11 may prohibit the start of the control reflecting the configuration information while the propulsion machines 10 are being driven.

During driving of the propulsion machines 10, it is assumed that the ship 100 including the control system 1 is sailing. When the control of the propulsion machines 10 is suddenly changed during sailing, safe sailing may be hindered. Since the start of control of the propulsion machines 10 that reflect the detection result (configuration information) is prohibited while the propulsion machines 10 are being driven, the safety of navigation can be ensured.

As in this embodiment, in a configuration in which the control system 1 includes the operation acceptor 30 that accepts an operation for driving the plurality of propulsion machines 10, the plurality of marine controllers 11 may perform the following control. That is, the plurality of marine controllers 11 may prohibit the start of the control of the plurality of propulsion machines 10 reflecting the configuration information stored in the storage 60 in accordance with an operation state of the operation acceptor 30.

For example, in a configuration in which the operation acceptor 30 includes the control head 32 (see FIG. 2 and so on), the plurality of marine controllers 11 may prohibit the start of the control that reflects the configuration information when the control head 32 is at a position other than a neutral position. Furthermore, in a configuration in which the operation acceptor 30 includes the joystick 31, the plurality of marine controllers 11 may prohibit the start of the control reflecting the configuration information when the joystick 31 is at a position other than the neutral position. Moreover, in the configuration in which the operation acceptor 30 includes the autopilot device 34, the plurality of marine controllers 11 may prohibit the start of the control reflecting the configuration information during the operation of the autopilot device 34.

During operation of the operation acceptor 30 (the joystick 31, the control head 32, and the autopilot device 34), it is assumed that the ship 100 including the control system 1 is sailing. When the control of the propulsion machines 10 is suddenly changed during sailing, safe sailing may be hindered. By prohibiting the start of control of the propulsion machines 10 that reflect the detection result (configuration information) while the operation acceptor 30 is being operated, the safety of navigation can be ensured.

FIG. 21A is a diagram schematically illustrating a configuration of the ship 100 that can be steered by a joystick. FIG. 21B is a diagram schematically illustrating a configuration of the ship 100 that may not be steered by a joystick. The ship 100 that can be steered by a joystick is an in-board vessel in which the operation acceptor 30 includes the joystick 31 and the propulsion machines 10 includes a lateral propulsion machine 10a. The lateral propulsion machine 10a is capable of propulsion in the lateral direction, that is, propulsion in a direction intersecting with an axis connecting a bow and a stem when viewed from above, and is also referred to as a thruster (bow thruster or stern thruster). The in-board vessel includes a prime mover inside the vessel and a plurality of propulsion machines 10 to which power from the prime mover is transmitted generate only propulsive force in a straight traveling direction. Therefore, the in-board vessel is separately provided with a rudder for changing a traveling direction. On the other hand, the ship 100 that may not be operated by a joystick refers to an in-board vessel which does not have a lateral propulsion machine as illustrated in FIG. 21B.

The joystick 31 is generally used in the ship 100 capable of lateral propulsion, as illustrated in FIG. 21A. That is, by an operation of tilting a lever of the joystick 31 to the right or to the left, the lateral propulsion machine 10a is driven, and the ship 100 advances in the lateral direction by lateral propulsive force. Therefore, as illustrated in FIG. 21B, in the ship 100 without the lateral propulsion machine 10a, since the ship 100 may not be propelled in the lateral direction by tilting the lever of the joystick 31 in the lateral direction, the joystick 31 is not used. That is, in a case where the joystick 31 is used as the operation acceptor 30 but the lateral propulsion machine 10a is not provided, it can be considered that the combination of the devices is inconsistent.

When the combination of the devices is inconsistent, in order to reduce the possibility of occurrence of a failure or the like due to the inconsistency, even when a detection result obtained by the propulsion machine position determiner 20 is approved, it is desirable to prohibit start of control reflecting the approved detection result (configuration information). In this respect, it is desirable that the plurality of marine controllers 11 perform the following control. That is, in the configuration in which the operation acceptor 30 includes the joystick 31, it is desirable that the plurality of marine controllers 11 determine whether to prohibit the start of control reflecting configuration information stored in the storage 60 in accordance with the presence or absence of the lateral propulsion machine 10a capable of propulsion in the lateral direction. Specifically, it is desirable that the plurality of marine controllers 11 prohibit the start of control reflecting the configuration information when there is no lateral propulsion machine 10a. Furthermore, in a configuration without the lateral propulsion machine 10a, the setting with a joystick may not be performed.

7. Determination of Relative Positions of Propulsion Machines with Respect To One End of Communication Bus

FIG. 22 is a diagram schematically illustrating a connection relationship between the plurality of gateway controllers 22 and the plurality of propulsion machines 10 (including the respective marine controllers 11) in the four-propulsion machine configuration. For convenience of the following description, the four propulsion machines 10 are referred to as a first propulsion machine 101, a second propulsion machine 102, a third propulsion machine 103, and a fourth propulsion machine 104.

The propulsion machine position determiner 20 may determine relative positions of the plurality of propulsion machines 10 as follows. That is, the propulsion machine position determiner 20 may determine, based on one of the plurality of propulsion machines 10 which has the marine controller 11 connected to only one of the connection ports (the first connection port P1 or the second connection port P2) of one of the gateway controllers 22 via the communication bus 1a, relative positions of the other propulsion machines 10. For example, in the example of FIG. 22, the propulsion machine 10 which has the marine controller 11 connected only to one connection port of one of the gateway controllers 22 via the communication bus 1a is either the first propulsion machine 101 or the fourth propulsion machine 104. Therefore, the propulsion machine position determiner 20 (the gateway controller 22 or the marine controllers of the individual propulsion machines 10) determines relative positions of the other three propulsion machines 10 with reference to the first propulsion machine 101 (or the fourth propulsion machine 104).

Here, a method for determining relative positions is the same as the method described with reference to FIGS. 5 to 18. For example, in the case of the four-propulsion machine configuration, in the example illustrated in FIGS. 12 to 18, the relative positions of the four propulsion machines 10 are determined in four positions, that is, the port side, the center port side, the center starboard side, and the starboard side. In contrast, in the example of FIG. 22, with the first propulsion machine 101 on the port side as a reference, the second propulsion machine 102 on the center port side is determined as a propulsion machine 10 positioned second with the first propulsion machine 101 as a reference, the third propulsion machine 103 on the center starboard side is determined as a propulsion machine 10 positioned third with the first propulsion machine 101 as a reference, and the fourth propulsion machine 104 on the starboard side is determined as a propulsion machine 10 positioned fourth with the first propulsion machine 101 as a reference. In FIG. 22, for convenience, the first propulsion machine 101 serving as a reference is denoted by “1”, and the relative positions of the second propulsion machine 102, the third propulsion machine 103, and the fourth propulsion machine 104 are denoted by “2”, “3”, and “4”, respectively.

In this way, since the propulsion machine position determiner 20 determines, based on one of the propulsion machines 10 connected to one end of the communication bus 1a, relative positions of the other propulsion machines 10, it is possible to determine the relative positions by freely setting the propulsion machine 10 serving as a reference for determination. In other words, the communication bus 1a that connects the propulsion machines 10 to one another may be freely disposed. For example, the communication bus 1a may be disposed as follows.

FIG. 23A, FIG. 23B, and FIG. 23C are diagrams each of which schematically illustrates, with respect to one of the four propulsion machines 10, relative positions of the other propulsion machines 10. Note that, in these drawings, the gateway controller 22 connected between the two propulsion machines 10 is not illustrated for convenience.

FIG. 23A corresponds to the laying of the communication bus 1a in FIG. 22, and shows, when the first propulsion machine 101 positioned on the port side is taken as a reference (“1”), relative positions (“2” to “4”) of the other second propulsion machine 102 to fourth propulsion machine 104. FIG. 23B is a diagram schematically illustrating relative positions of the first propulsion machine 101 to the third propulsion machine 103 with respect to the fourth propulsion machine 104 positioned on the starboard side. FIG. 23C is a diagram schematically illustrating relative positions of the propulsion machines 10 when the second propulsion machine 102 located on the center port side is used as a reference (the second propulsion machine 102 on the center port side is connected to one end of the communication bus 1a), and the third propulsion machine 103, the first propulsion machine 101, and the fourth propulsion machine 104 are connected to the second propulsion machine 102 via the communication bus 1a in the order of the center starboard, the port, and the starboard. In this way, by appropriately setting the propulsion machine 10 connected to one end of the communication bus 1a, that is, the propulsion machine 10 serving as a reference, it is possible to obtain relative positions of the other propulsion machines 10 with respect to the set reference propulsion machine 10.

Furthermore, the use of this method enables determination of relative positions in the same manner even when the plurality of propulsion machines 10 are the lateral propulsion machines 10a. FIG. 24 is a block diagram schematically illustrating another configuration of the control system 1. The control system 1 of FIG. 24 has the same configuration as that of FIG. 4 except that the plurality of propulsion machines 10 are replaced with the lateral propulsion machines 10a and the marine controllers 11 is replaced with the thruster controllers 111 in the control system 1 of the four-propulsion machine configuration illustrated in FIG. 4. Note that, in FIG. 24, for convenience, the lateral propulsion machines are denoted by “TH”, and the thruster controllers are denoted by “TH-ECU”. Furthermore, four lateral propulsion machines 10a are also referred to as lateral propulsion machines 10a-1, 10a-2, 10a-3, and 10a-4.

FIG. 25A and FIG. 25B are diagrams schematically illustrating one of the lateral propulsion machines 10a as a reference and relative positions of the other lateral propulsion machines 10a among the four lateral propulsion machines 10a arranged from the bow side to the stern side. Note that, in these drawings, the gateway controller 22 connected between the two lateral propulsion machines 10a is not illustrated for convenience. Two bow-side lateral propulsion machines 10a are also referred to as bow thrusters, and the two stern-side lateral propulsion machines 10a are also referred to as stern thrusters.

FIG. 25A is a diagram illustrating relative positions (“2” to “4”) of the other lateral propulsion machines 10a-2 to 10a-4 when the lateral propulsion machine 10a-1 positioned closest to the bow side is set as a reference (“1”). FIG. 25B is a diagram illustrating relative positions (“2” to “4”) of the other lateral propulsion machines 10a-1 to 10a-3 when the lateral propulsion machine 10a-4 positioned on the most stern side is set as a reference (“1”). In this way, by appropriately setting the lateral propulsion machine 10a connected to one end of the communication bus 1a, that is, the propulsion machine 10a serving as a reference, it is possible to obtain relative positions of the other lateral propulsion machines 10a with respect to the set reference propulsion machine 10a.

Furthermore, the method for determining the relative positions of the plurality of lateral propulsion machines 10a may also be applied to a multi-hulled ship (for example, a catamaran) having the lateral propulsion machines 10a. FIG. 26A and FIG. 26B are diagrams schematically illustrating relative positions of the lateral propulsion machines 10a in the ship 100 (catamaran) having lateral propulsion machines 10a-5 and 10a-6 on the bow side and the stern side of a left hull 201L, respectively, and lateral propulsion machines 10a-7 and 10a-8 on the bow side and the stern side of a right hull 201R, respectively. In FIG. 26A, the lateral propulsion machines 10a-5, 10a-6, 10a-7, and 10a-8 are connected in this order via the communication bus 1a. Furthermore, in FIG. 26B, the lateral propulsion machines 10a-5, 10a-6, 10a-8, and 10a-7 are connected in this order via the communication bus 1a. In both FIG. 26A and FIG. 26B, the lateral propulsion machine 10a-5 is set as a reference (“1”), and the relative positions of the other lateral propulsion machines 10a-6 to 10a-8 are indicated by “2” to “4”. It is also possible to obtain relative positions of the individual lateral propulsion machines 10a by laying the communication bus 1a as illustrated in FIGS. 26A and 26B.

In the catamaran, the relative positions of the lateral propulsion machines 10a may be determined separately for the right hull 201R and the left hull 201L. FIG. 27A is a diagram illustrating a relative position (“2”) of the lateral propulsion machine 10a-6 on the stern side when the lateral propulsion machine 10a-5 on the bow side is set as a reference (“1”) in the left hull 201L of the catamaran, and illustrating a relative position (“2”) of the lateral propulsion machine 10a-8 on the stern side when the lateral propulsion machine 10a-7 on the bow side is set as a reference (“1”) in the right hull 201R. Furthermore, FIG. 27B is a diagram illustrating a relative position (“2”) of the lateral propulsion machine 10a-5 on the bow side when the lateral propulsion machine 10a-6 on the stern side is set as a reference (“1”) in the left hull 201L of the catamaran, and illustrating a relative position (“2”) of the lateral propulsion machine 10a-7 on the bow side when the lateral propulsion machine 10a-8 on the stern side is set as a reference (“1”) in the right hull 201R. In this way, the relative positions of the plurality of lateral propulsion machines 10a can be obtained separately for the right hull 201R and the left hull 201L.

8. Appendices

The control system and the ship described in this embodiment can be expressed as in the following appendices.

A control system according to Appendix (1), comprising:

• • a plurality of propulsion machines; and
  • a propulsion machine position determiner that determines relative positions of the plurality of propulsion machines, wherein
  • the plurality of propulsion machines include respective propulsion machine controllers,
  • the propulsion machine position determiner includes the propulsion machine controllers and a gateway device,
  • the gateway device has a plurality of connection ports to which a communication bus is connected and includes a single or a plurality of gateway controllers connected in series via the connection ports and the communication bus,
  • the propulsion machine controllers of two of the plurality of propulsion machines are communicably connected to different connection ports of one of the gateway controllers which corresponds to the pair of the two propulsion machines, and
  • the gateway controller communicates with each of the two propulsion machine controllers connected to the connection ports to recognize the presence or absence of the propulsion machines having the propulsion machine controllers, and outputs recognition information based on recognition results of the propulsion machines from the different connection ports.

A control system of Appendix (2), wherein in the control system according to Appendix (1),

• • the gateway device includes the plurality of the gateway controllers,
  • one of the plurality of gateway controllers receives the recognition result output from one of the other gateway controllers via the communication bus, and
  • the recognition result includes a result of recognition of the presence or absence of a propulsion machine having a propulsion machine controller connected to the one of the other gateway controllers.

A control system of Appendix (3), wherein in the control system according to Appendix (1) or (2),

• • the plurality of gateway controllers are connected in series via the connection ports and the communication bus, and
  • the propulsion machine position determiner determines the total number of propulsion machines arranged in one direction and determines relative positions of the plurality of propulsion machines in the one direction by sharing the recognition results of the propulsion machines in the individual gateway controllers through communication.

A control system of Appendix (4), wherein in the control system according to Appendix (1) or (2), the propulsion machine position determiner determines, based on one of the plurality of propulsion machines which has a propulsion machine controller connected to only one of the connection ports of one of the gateway controllers, via the communication bus, relative positions of the other propulsion machines.

A control system of Appendix (5) further comprising, in the control system according to any one of Appendix (1) to Appendix (4):

• • a receiver that receives an instruction input for configuration detection including a determination of relative positions of the plurality of propulsion machines, wherein
  • the propulsion machine position determiner starts the configuration detection when the receiver receives the instruction input.

A control system of Appendix (6) further comprising, in the control system according to Appendix (5):

• • a display that displays a detection result obtained by the propulsion machine position determiner.

A control system of Appendix (7), wherein in the control system according to Appendix (6),

• • the display selectably displays a correction instruction button for receiving an instruction to correct a setting corresponding to the detection result.

A control system of Appendix (8), wherein in the control system according to Appendix (7),

• • the display selectably displays an approval button for accepting approval of the detection result obtained by the propulsion machine position determiner.

A control system of Appendix (9), wherein in the control system according to Appendix (8),

• • the plurality of propulsion machine controllers determine a configuration indicated by the detection result as a configuration of the plurality of propulsion machines when receiving the approval of the detection result performed by the approval button, and start control of the plurality of propulsion machines in accordance with the determined configuration.

A control system of Appendix (10), wherein in the control system according to Appendix (6),

• • the propulsion machine position determiner further determines whether the detection result corresponds to an approval prohibition item, and
  • when the detection result corresponds to the approval prohibition item, the display displays prohibition of approval.

A control system of Appendix (11) further comprising, in the control system according to Appendix (8):

• • a configuration information storage that stores configuration information of the plurality of propulsion machines indicated by the detection result approved by a selection of the approval button.

A control system of Appendix (12), wherein in the control system according to Appendix (11),

• • the plurality of propulsion machine controllers prohibit start of control of the plurality of propulsion machines reflecting the configuration information stored in the configuration information storage, in accordance with driving states of the propulsion machines.

A control system of Appendix (13), wherein in the control system according to Appendix (12),

• • the plurality of propulsion machine controllers prohibit start of the control reflecting the configuration information while the propulsion machines are being driven.

A control system of Appendix (14) further comprising, in the control system according to any one of Appendix (11) to Appendix (13):

• • an operation acceptor that accepts an operation for driving the plurality of propulsion machines, wherein
  • the plurality of propulsion machine controllers prohibit start of control of the plurality of propulsion machines reflecting the configuration information stored in the configuration information storage in accordance with an operation state of the operation acceptor.

A control system of Appendix (15), wherein in the control system according to Appendix (14),

• • the operation acceptor includes a control head, and
  • the plurality of propulsion machine controllers prohibit start of the control reflecting the configuration information when the control head is at a position other than a neutral position.

A control system of Appendix (16), wherein in the control system according to Appendix (14) or Appendix (15),

• • the operation acceptor includes a joystick, and
  • the plurality of propulsion machine controllers prohibit start of the control reflecting the configuration information when the joystick is at a position other than a neutral position.

A control system of Appendix (17), wherein in the control system according to any one of Appendix (14) to Appendix (16),

• • the operation acceptor includes an autopilot device, and
  • the plurality of propulsion machine controllers prohibit start of the control reflecting the configuration information during operation of the autopilot device.

A control system of Appendix (18), wherein in the control system according to any one of Appendix (14) to Appendix (17),

• • the operation acceptor includes a joystick, and
  • the plurality of propulsion machine controllers determine whether start of the control reflecting the configuration information is to be prohibited in accordance with the presence or absence of a lateral propulsion machine capable of propulsion in a lateral direction.

A control system of Appendix (19), wherein in the control system according to Appendix (18),

• • the plurality of propulsion machine controllers prohibit start of the control reflecting the configuration information when the lateral propulsion machine does not exist.

A ship according to Appendix (2) comprising:

• • the control system according to any one of Appendix (1) to Appendix (19), and
  • a hull including the control system.

Although an embodiment of the present invention has been described above, the scope of the present invention is not limited to the embodiment. The present invention can be implemented by being expanded or changed within a scope not departing from the gist of the invention.

INDUSTRIAL APPLICABILITY

The control system of the present invention is applicable to, for example, a ship.

REFERENCE SIGNS LIST

• • 1 control system
  • 1a communication bus
  • 10 propulsion machine
  • 10a lateral propulsion machine
  • 11 marine controller (propulsion machine controller)
  • 11a first marine controller (propulsion machine controller)
  • 11b second marine controller (propulsion machine controller)
  • 11c third marine controller (propulsion machine controller)
  • 11d fourth marine controller (propulsion machine controller)
  • 20 propulsion machine position determiner
  • 21 gateway device
  • 22 gateway controller
  • 22a first gateway controller
  • 22b second gateway controller
  • 22c third gateway controller
  • 30 operation acceptor
  • 31 joystick
  • 32 control head
  • 34 autopilot device
  • 40 display
  • 43 approval button
  • 44 correction instruction button
  • 50 inputter (receiver)
  • 60 storage (configuration information storage)
  • 100 ship
  • 100a hull
  • 101 first propulsion machine
  • 102 second propulsion machine
  • 103 third propulsion machine
  • 104 fourth propulsion machine
  • A1, A11, A12 recognition information
  • B1, B2 recognition result
  • C1, C2, C11, C12, C21, C22 recognition information
  • D1, D2, D3 recognition result
  • E1, E2, E3 recognition information
  • E11, E12, E21, E22, E31, E32 recognition information
  • P1 first connection port
  • P2 second connection port