Steering control device and method of vessel, and vessel

Abstract

To suppress a sense of incongruity on steering operation after release of an automatic steering operation mode without the steering operation.SOLUTION: A rotatable angle of a steering wheel 18 is regulated. It is determined whether or not rotation of the steering wheel 18 is being stopped, on the basis of a rotation angle position of the steering wheel 18. When rotation of the steering hole 18 is stopped in return control of shifting to a normal steering operation mode from an automatic steering operation mode, a controller 30 executes first control of controlling a steering actuator 37 so that a deviation between a steering angle corresponding to the rotation angle position of the steering wheel 18 and an actual steering angle of an outboard motor 15 becomes small.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a steering control device and method for a ship, and a ship. [Background technology]

[0002] Some ships have an automatic ship steering mode that automatically controls the course without steering operation. In ships equipped with a steering wheel whose rotation angle is restricted, there is a concept of a neutral position in the rotation angle position of the steering wheel, and the rudder angle of the propulsion unit corresponds to the rotation angle position.

[0003] In such a vessel, when the automatic steering mode is released and the normal steering mode is entered, there may be a discrepancy between the current rotation angle position of the steering wheel and the current actual steering angle of the propulsion unit. If this discrepancy remains, an uncomfortable feeling occurs when steering.

[0004] Therefore, Patent Document 1 discloses a technology that gradually reduces the above-mentioned deviation by correcting the amount of change in the steering angle of the propulsion unit in response to a steering operation depending on the difference between the direction of steering rotation and the direction of the current actual steering angle of the propulsion unit. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] U.S. Pat. No. 10,196,122 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in Patent Document 1, the deviation does not decrease while the steering rotation is stopped. For example, if a release command is given by a button operation or the like while the deviation is occurring, and then no steering operation is performed, the deviation remains. Therefore, there is room for improvement in terms of suppressing the discomfort in steering operation when transitioning from the automatic ship-steering mode to the normal ship-steering mode, taking into consideration the case where no steering operation is performed.

[0007] An object of the present invention is to provide a steering control device for a ship that can suppress any discomfort felt in steering operation after an automatic ship-steering mode is released, even if no steering operation is performed. [Means for solving the problem]

[0008] A ship steering control device according to one embodiment of the present invention has a steering wheel whose rotational angle is restricted, a steering drive unit that changes the steering angle of a propulsion unit that propels the hull, a control unit that controls steering modes between a normal ship steering mode in which the ship is steered in accordance with a rotational operation of the steering wheel and an automatic ship steering mode in which the ship is steered automatically without a rotational operation of the steering wheel, a first acquisition unit that acquires a rotational angle position of the steering wheel, a second acquisition unit that acquires an actual steering angle of the propulsion unit, and a judgment unit that judges whether or not the rotation of the steering wheel is stopped based on the rotational angle position acquired by the first acquisition unit, and in return control to transition from the automatic ship steering mode to the normal ship steering mode, if the judgment unit determines that the steering wheel is stopped, the control unit executes a first control to control the steering drive unit so as to reduce the deviation between the steering angle corresponding to the rotational angle position acquired by the first acquisition unit and the actual steering angle acquired by the second acquisition unit.

[0009] According to this configuration, the rotatable angle of the steering is restricted. The steering angle of the propulsion unit that propels the hull is changed by the steering drive unit. As the steering mode, a normal steering mode in which the ship is steered in response to a rotational operation of the steering wheel, and an automatic steering mode in which the ship is steered automatically without a rotational operation of the steering wheel are controlled. Whether or not the rotation of the steering wheel is stopped is determined based on the acquired rotation angle position. In return control for transitioning from the automatic ship steering mode to the normal ship steering mode, if the determination by the determination unit indicates that the steering wheel is stopped, a first control is executed to control the steering drive unit so as to reduce a deviation between the steering angle corresponding to the acquired rotation angle position and the acquired actual steering angle. Effect of the Invention

[0010] According to the present invention, it is possible to suppress the discomfort felt in steering operation after the automatic ship steering mode is cancelled, even if no steering operation is performed. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a top view of a ship to which a steering control device is applied. [Diagram 2] FIG. 2 is a block diagram of a ship steering system. [Diagram 3] FIG. 2 is a view of the steering wheel seen substantially from the front. [Figure 4] 4 is a timing chart showing transition of a vessel maneuvering mode. [Diagram 5] FIG. 2 is a diagram showing a first functional block for realizing control in the normal marine vessel maneuvering mode, and a second functional block for realizing a return process for returning from the AP mode to the normal marine vessel maneuvering mode. [Figure 6] 13 is a flowchart of a mode switching process. [Figure 7] 13 is a flowchart of a process during an AP mode. [Figure 8] 13 is a flowchart of a normal marine vessel maneuvering mode return process; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] 1 is a top view of a boat to which a steering control device according to one embodiment of the present invention is applied. The boat 11 is equipped with a hull 13 and a plurality of (for example, a pair of) outboard motors 15 (15A, 15B) as propulsion devices for propelling the hull 13. A central unit 10, a steering wheel 18, and a remote control unit 12 are provided near the helm of the hull 13.

[0014] In the following description, the front-rear, left-right, up-down directions refer to the front-rear, left-right, up-down directions of the hull 13. For example, as shown in FIG. 1, a center line C1 extending in the front-rear direction of the hull 13 passes through the center of gravity G of the ship 11. The front-rear direction is a direction parallel to the center line C1. The front is the direction upward along the center line C1 in FIG. 1. The rear is the direction downward along the center line C1 in FIG. The left-right direction is based on the case where the hull 13 is viewed from the rear. The vertical direction is a direction perpendicular to the front-rear and left-right directions.

[0015] The two outboard motors 15 are mounted side by side at the stern of the hull 13. When distinguishing between the two outboard motors 15, the one mounted on the port side will be referred to as the "outboard motor 15A" and the one mounted on the starboard side will be referred to as the "outboard motor 15B." The outboard motors 15A, 15B are each mounted to the hull 13 via mounting units 14 (14A, 14B). The outboard motors 15A, 15B each have an engine 16 (16A, 16B) that serves as a drive source.

[0016] Each outboard motor 15 obtains propulsion force from a propeller (not shown) rotated by the driving force of the corresponding engine 16. When distinguishing between the mounting units 14, the engines 16, etc. corresponding to the outboard motors 15A and 15B, they will be referred to as mounting units 14A and 14B and engines 16A and 16B, respectively.

[0017] The remote control unit 12 includes two throttle levers, which are operated to adjust the output of the engines 16A and 16B and to switch between forward and reverse. Each throttle lever can be operated in the forward and reverse directions from a zero operation position.

[0018] The outboard motors 15A, 15B have a common structure, so only one outboard motor 15 will be described. The outboard motor 15 includes a mounting unit 14 for mounting the outboard motor body to the hull 13, and a steering shaft (not shown). The steering shaft is provided on the outboard motor body and supported by the mounting unit 14. The outboard motor body is configured to be steerable left and right about the steering shaft. The outboard motor body is mounted to the rear of the hull 13 via the steering shaft and the mounting unit 14. By operating the steering wheel 18, the outboard motor body rotates left and right (in the R1 direction) about the rotation center C2. This steers the boat 11. The outboard motor body is also rotatable about a tilt shaft (not shown) via the mounting unit 14.

[0019] 2 is a block diagram of a ship steering system in the ship 11. This ship steering system includes the steering control device of this embodiment.

[0020] The ship maneuvering system includes a controller 30, engines 16A, 16B, as well as a rotation angle sensor 31, a steering angle sensor 32, various sensors 33, various operators 34, a load generating unit 35, a display unit 36, and a steering actuator 37.

[0021] The controller 30 includes a CPU 38, a ROM 39, a RAM 40, and a timer (not shown). The ROM 39 stores a control program. The CPU 38 loads the control program stored in the ROM 39 into the RAM 40 and executes it to realize various control processes. The RAM 40 provides a work area when the CPU 38 executes the control program.

[0022] The steering actuator 37 is provided corresponding to the outboard motors 15A, 15B. The steering actuator 37 rotates the corresponding outboard motor 15 relative to the hull 13 around the rotation center C2 (FIG. 1). Therefore, the steering actuator 37 as a steering drive section changes the steering angle of the corresponding outboard motor 15. By rotating each of the outboard motors 15A, 15B around the rotation center C2, it is possible to change the direction in which the propulsive force acts relative to the center line C1 of the hull 13.

[0023] The steering angle sensor 32 is provided corresponding to the outboard motor 15A, 15B and detects the actual steering angle of the corresponding outboard motor 15A, 15B. The controller 30 may obtain the actual steering angle from the steering command value output to the steering actuator 37.

[0024] The rotation angle sensor 31 detects the rotation angle position of the steering wheel 18. The various sensors 33 include a throttle opening sensor, a throttle sensor, an engine RPM sensor, a hull speed sensor, a hull acceleration sensor, a direction sensor, a distance sensor, an attitude sensor, a position sensor, a GPS sensor, etc. Detection signals by the rotation angle sensor 31 and the various sensors 56 are supplied to the controller 30. The throttle opening sensor and the engine RPM sensor are provided in the corresponding outboard motors 15. The hull speed sensor, the hull acceleration sensor, the direction sensor, the distance sensor, the attitude sensor, and the position sensor are, for example, included in the central unit 10 or disposed in the vicinity of the central unit 10.

[0025] The engine speed sensor detects the number of rotations per unit time of the corresponding engine 16. The throttle opening sensor detects the opening of a throttle valve (not shown). The hull speed sensor and hull acceleration sensor detect the sailing speed (ship speed) and acceleration, respectively, of the ship 11 (hull 13). The attitude sensor includes, for example, a gyro sensor and a magnetic direction sensor. The ship speed and hull acceleration may be obtained from a GPS signal received by a GPS sensor.

[0026] The various operators 34 include operators for performing operations related to maneuvering the vessel, setting operators for performing various settings, and input operators for inputting various instructions. The various operators 34 are included in the central unit 10 or disposed in the vicinity of the central unit 10, and some of them may be disposed on the steering wheel 18. The various operators 34 are operated by the vessel operator, and the operation signals thereof are supplied to the controller 30.

[0027] The controller 30 may establish predetermined communications with the rotation angle sensor 31, the steering angle sensor 32, the various sensors 33, the various operators 34, etc. The display unit 36 ​​displays various types of information.

[0028] One example of the load generating unit 35 is an electromagnetic brake that generates a load in response to the rotational operation of the steering wheel 18. For example, when the electromagnetic brake is in a non-energized state, the rotational load in response to the rotational torque of the steering wheel 18 is very small or zero, and when the electromagnetic brake is in a powered state, a large rotational load acts. Note that the load generating unit 35 may have any configuration as long as it generates a load in response to the rotational operation of the steering wheel 18, and other configurations may also be used.

[0029] In addition, a power trim and tilt mechanism (PTT mechanism) for rotating the outboard motor 15 around a tilt axis, a trim tab actuator for driving the tab main body, and the like may be provided.

[0030] The controller 30 may control each engine 16 via an outboard motor ECU (not shown) provided in each outboard motor 15. It is not essential to provide all of the above-mentioned sensors.

[0031] 3 is a view of the steering wheel 18 seen substantially from the front. The steering wheel 18 has a central portion 44, an annular wheel portion 43, and three spoke portions (a first spoke portion 45, a second spoke portion 46, and a third spoke portion 47). The steering wheel 18 is supported by the hull 13 so as to be rotatable around a rotation fulcrum C0, which is the axis of a steering shaft 42.

[0032] When viewed from the axial direction of the rotation fulcrum C0, an imaginary line passing through the widthwise center position of the spoke portion 47 and the rotation fulcrum C0 is defined as an imaginary line L0. The rotation angle of the steering wheel 18 is finite, and there is a concept of a neutral position within the rotation range. In FIG. 3, the steering wheel 18 is in the neutral position. In the neutral position, point P0 on the imaginary line L0 of the wheel portion 43 is located directly above the rotation fulcrum C0 when viewed from the front. The neutral position is the rotation position of the steering wheel 18 when the hull 13 is moving straight ahead.

[0033] The steering wheel 18 can rotate from the neutral position by an angle θ11 to the left and an angle θ12 to the right. Both angles θ11 and θ12 are 135°. That is, the rotatable angle θ10 of the steering wheel 18 is restricted to a first angular position θL, which is a rotation end position in the left rotation direction, and is restricted to a second angular position θR, which is a rotation end position in the right rotation direction, with respect to the neutral position. As an example, if the angular position of the neutral position is zero, the first angular position θL is -135° and the second angular position θR is +135°.

[0034] The meanings of the "transition prohibited range" and "transition possible range" will be described later with reference to FIG. 4 and subsequent figures. The rotation range from the first angular position θL to the first predetermined difference in the clockwise direction is the transition prohibited range θ13. The rotation range from the second angular position θR to the second predetermined difference in the counterclockwise direction is the transition prohibited range θ15. As an example, the first predetermined difference and the second predetermined difference are both 45°. Therefore, both of the transition prohibited ranges θ13 and θ15 are within a range of 45° from the end position of the rotation possible angle θ10 in the neutral direction. The range of angles θ14 and θ16 is the transition possible range. Both angles θ14 and θ16 are 90°, and therefore the transition possible range is 180°.

[0035] The values ​​of θ10 to θ16 are not limited to the values ​​given as examples. The values ​​of θ11 and θ12, the values ​​of θ13 and θ15, and the values ​​of θ14 and θ16 may be different from each other.

[0036] The steering wheel 18 includes a number of switches. For example, a changeover switch 59, a left switch 53, and a right switch 54 are arranged on the surface of the steering wheel 18. These switches are included in the various controls 34 (FIG. 2).

[0037] Here, the ship maneuvering modes will be explained. The ship maneuvering modes are roughly classified into a "normal ship maneuvering mode" and an "automatic ship maneuvering mode". Hereinafter, the automatic ship maneuvering mode will be referred to as an "AP mode". Every time the changeover switch 59 is pressed, the ship maneuvering mode is switched.

[0038] The normal ship-steering mode is a mode in which the ship is steered in response to the rotational operation of the steering wheel 18. For example, in the normal ship-steering mode, the controller 30 controls the rotational speed and rotational direction of the engines 16L, 16R and the steering angle by the steering actuator 37 in response to the amount and direction of operation of the throttle lever in the remote control unit 12 and further the rotational angle position of the steering wheel 18.

[0039] The AP mode is a mode in which the ship is steered automatically without rotating the steering wheel 18. For example, the AP mode includes a plurality of types of modes, such as course maintenance traveling, in which a fixed course is maintained, heading maintenance traveling, in which a fixed heading is maintained, as well as lateral movement, diagonal movement, and turning on the spot. The type of AP mode is specified according to the operation of the setting operators and input operators in the various operators 34. The controller 30 realizes the specified type of AP mode by controlling the steering angles, shift positions, engine speeds, and the like of the two outboard motors 15.

[0040] Note that, in the AP mode, a predetermined operation may be executed when a predetermined operator among the various operators 34 is operated. For example, the controller 30 may perform control so as to temporarily move the hull 13 laterally to the left or right when the left switch 53 or the right switch 54 is operated.

[0041] Fig. 4 is a timing chart showing the transition of the maneuvering modes. The horizontal axis represents time, and the vertical axis represents the rotational angle position of the steering wheel 18 (hereinafter sometimes abbreviated as steering angle) and the actual steering angles of the outboard motors 15A and 15B. Note that, since it is assumed here that the boat will proceed straight in the commanded direction, the actual steering angles (solid lines) of the outboard motors 15A and 15B are the same for both. The steering angles are indicated by dotted lines.

[0042] The controller 30 switches the vessel maneuvering mode to the AP mode in response to receiving an instruction to start the AP mode by operating the selector switch 59 during the normal vessel maneuvering mode, for example. The controller 30 starts a normal vessel maneuvering mode return process (return control) in response to receiving an instruction to cancel the AP mode during the AP mode. There is one or more ways to cancel the AP mode, and a typical way among them is to change the steering angle beyond a threshold angle TH (for example, ±10°). This is because if the steering angle changes beyond the threshold angle TH, it is considered that there is an intention to resume manual vessel maneuvering.

[0043] Here, when the start of AP mode is instructed during normal maneuvering mode, the controller 30 switches to AP mode if the steering angle is within the transition-allowed range (angles θ14 and θ16), and does not switch to AP mode if the steering angle is within the transition-prohibited ranges θ13 and θ15.

[0044] Suppose that the mode is switched to AP mode even when the steering angle is within the transition prohibition ranges θ13 and θ15. In this case, even if the operator intends to resume manual operation with the steering angle remaining the same as when the mode was switched to AP mode, there is a possibility that the steering angle cannot be changed beyond the threshold angle TH. For example, when the steering angle is near the left rotation end position, there is little room to further rotate the steering wheel 18 to the left. In order to prevent such a case, the transition prohibition ranges θ13 and θ15 are provided.

[0045] At time T0 in Fig. 4, the system is started and the normal ship maneuvering mode is initiated. At time T1, an attempt is made to start the AP mode in response to an instruction to start the AP mode. If the conditions for transition to the AP mode are met, such as the steering angle being within a transitionable range, the mode switches to the AP mode. Details of the process for starting the AP mode, including determining whether the conditions for transition to the AP mode are met, will be mainly described in Fig. 6.

[0046] Processing during the AP mode will be mainly described with reference to Fig. 7. During the AP mode, when the hull 13 starts moving straight in the commanded heading, the actual steering angle converges to zero. During the AP mode, a notification is issued to return the steering wheel 18 to the neutral position. When the operator responds by returning the steering wheel 18 to the neutral position, the steering angle ideally coincides with the actual steering angle (time T2).

[0047] At time T3, a command to cancel the AP mode is issued. At this time, for some reason, the steering angle may not match the actual steering angle, causing a discrepancy between the two. If there is a difference between the steering angle and the actual steering angle that is equal to or greater than a predetermined value, the controller 30 determines that there is a discrepancy. If there is a discrepancy, the controller 30 reduces the discrepancy and then starts the normal ship maneuvering mode. The control process during this period (times T3 to T6) is the "return process" to the normal ship maneuvering mode (which will be mainly described with reference to FIG. 8).

[0048] In this return process, if the steering wheel 18 is stopped from rotating (the steering angle has not changed beyond a predetermined angle since the previous acquisition), the controller 30 executes "stop control (first control)".

[0049] To explain briefly, in the stop control, the controller 30 controls the steering actuator 37 so as to reduce the difference between the steering angle corresponding to the steering angle and the actual steering angle. Here, the "steering angle corresponding to the steering angle" refers to the commanded steering angle determined by the current rotation angle position of the steering wheel 18 in the normal marine vessel maneuvering mode. By reducing the difference at the start of the normal marine vessel maneuvering mode, it is possible to suppress the discomfort in the steering operation. For example, the stop control is applied from time T5 to time T6, and the difference is eliminated at time T6. Therefore, the discomfort in the steering operation at the start of the normal marine vessel maneuvering mode is suppressed without the need for a rotation operation to reduce the difference during the AP mode.

[0050] On the other hand, in the return process, if the steering wheel 18 is rotating (the steering angle has changed beyond a predetermined angle since the previous acquisition), the controller 30 executes "during rotation control (second control)".

[0051] In the control during rotation, the amount of change in the actual steering angle corresponding to the amount of rotation of steering wheel 18 is corrected depending on the relationship between the rotation direction of steering wheel 18 and the actual steering angle. For example, when steering wheel 18 is rotating in a direction in which the steering angle corresponding to the steering angle approaches the actual steering angle, controller 30 changes the actual steering angle by a value obtained by correcting the steering angle corresponding to the amount of rotation of steering wheel 18 to a smaller value. This control is applied from time T4 to time T5, and the change in the actual steering angle is smaller than the change in the steering angle corresponding to the steering angle. The directions of both changes are the same.

[0052] On the other hand, when the steering wheel 18 is rotated in a direction in which the steering angle corresponding to the steering angle moves away from the actual steering angle during the control during rotation, the controller 30 changes the actual steering angle by a value obtained by correcting the steering angle corresponding to the amount of rotation of the steering wheel 18 to a larger value. This control is applied from time T3 to time T4, and the change in the actual steering angle is larger than the change in the steering angle corresponding to the steering angle. The direction of both changes is the same.

[0053] In this way, according to the control during rotation, even if the steering wheel 18 is rotated during the AP mode, the deviation becomes smaller, so that the uncomfortable feeling caused by the steering operation at the start of the normal marine vessel maneuvering mode can be suppressed.

[0054] Fig. 5(a) is a diagram showing a first functional block for realizing control during the normal marine vessel maneuvering mode. Fig. 5(b) is a diagram showing a second functional block for realizing a return process for returning from the AP mode to the normal marine vessel maneuvering mode. Note that it is not essential to provide both the functional blocks shown in Fig. 5(a) and (b), and it is sufficient to provide them according to the control to be realized.

[0055] The first functional block (FIG. 5(a)) includes, as functional units, a first acquisition unit 61, a second acquisition unit 62, and a control unit 63. The second functional block (FIG. 5(b)) includes, as functional units, a first acquisition unit 64, a second acquisition unit 65, a determination unit 66, and a control unit 67. The functional units of the first functional block and the second functional block are mainly realized by cooperation between the components 31-37, the engine 16, and the controller 30.

[0056] First, in the first functional block (FIG. 5(a)), the function of the first acquisition unit 61 is mainly realized by the rotation angle sensor 31 and the controller 30. The first acquisition unit 61 acquires the rotation angle position (steering angle) of the steering wheel 18 from the rotation angle sensor 31.

[0057] The function of the second acquisition unit 62 is mainly realized by the changeover switch 59 and the controller 30. The second acquisition unit 62 acquires an instruction to start the AP mode from an operation signal of the changeover switch 59.

[0058] The functions of the control unit 63 are mainly realized by the controller 30. The control unit 63 controls the mode to transition to the AP mode in response to an instruction to start the AP mode being acquired in the normal marine vessel maneuvering mode, and transition to the normal marine vessel maneuvering mode in response to the steering angle changing beyond the threshold angle TH in the AP mode. Furthermore, the control unit 63 does not switch to the AP mode in the normal marine vessel maneuvering mode when the steering angle is within the transition prohibition ranges θ13, θ15. That is, the control unit 63 does not switch to the AP mode even if an instruction to start the AP mode is issued when the difference between the acquired steering angle and the first angular position θL is smaller than a first predetermined difference, or when the difference between the acquired steering angle and the second angular position θR is smaller than a second predetermined difference.

[0059] Next, in the second functional block (FIG. 5(b)), the function of the first acquisition unit 64 is similar to the function of the first acquisition unit 61. The function of the second acquisition unit 65 is similar to the function of the second acquisition unit 62.

[0060] The function of the determination unit 66 is mainly realized by the controller 30. The determination unit 66 determines whether or not the rotation of the steering wheel 18 is stopped, based on the rotation angle position (steering angle) of the steering wheel 18 acquired by the first acquisition unit 64.

[0061] The functions of the control unit 67 are mainly realized by the controller 30. In the above-mentioned return process, the control unit 67 executes the above-mentioned stop control or the above-mentioned rotation control based on whether the rotation of the steering wheel 18 is stopped or not and the relationship between the rotation direction of the steering wheel 18 and the actual steering angle.

[0062] 6 is a flowchart of the mode switching process. This process is realized by the CPU 38 loading a program stored in the ROM 39 into the RAM 40 and executing it. This process is started, for example, when the boat maneuvering system is started.

[0063] Fig. 7 is a flowchart of the AP mode process executed in step S107 in Fig. 6. Fig. 8 is a flowchart of the normal marine vessel maneuvering mode return process executed in step S207 in Fig. 7. The mode switching process will be described with reference to Fig. 4 as well.

[0064] Immediately after the mode switching process in Fig. 6 is started, initialization is performed and the maneuvering mode is set to the normal maneuvering mode (time T0 in Fig. 4). Also, communication with sensors and operators is established to enable information acquisition and command output.

[0065] In step S101, the controller 30 executes other processes. Here, the controller 30 executes processes such as starting a timer to measure time, and establishing communication if communication is interrupted. In addition, the controller 30 may end the mode switching process of FIG. 6 if a forced termination command is input.

[0066] In step S102, the controller 30 judges whether or not the state has returned from a state in which communication has been cut off for less than a first predetermined time (for example, 1 second). For example, if the state has returned to a state in which the detection result of the rotation angle position of the steering wheel 18 (steering angle) from the rotation angle sensor 31 or the actual steering angle from the steering angle sensor 32 cannot be obtained before the first predetermined time (1 second) has elapsed after the state has been reached, the judgment is Yes. In such a situation, there is a possibility that a deviation has occurred between the steering angle and the actual steering angle. Therefore, the controller 30 proceeds to step S207 in FIG. 7 (normal marine vessel maneuvering mode return process in FIG. 8) in order to execute a return process (time T3). Note that, if the state in which the actual steering angle or the steering angle cannot be obtained continues for more than a first predetermined time due to a continued communication cutoff state or the like, the controller 30 may notify an error and stop the marine vessel.

[0067] On the other hand, if the state does not correspond to a state in which communication has been cut off for less than the first predetermined time and then recovered, the controller 30 proceeds to step S103. In step S103, the controller 30 determines whether or not an instruction to start the AP mode has been acquired by receiving an operation signal from the changeover switch 59, etc. If an instruction to start the AP mode has not been acquired, the controller 30 returns to step S101, and if an instruction to start the AP mode has been acquired, the controller 30 proceeds to step S104.

[0068] In step S104, the controller 30 determines the transition prohibition ranges θ13, θ15. As an example, the controller 30 determines the first predetermined difference from the first angular position θL and the second predetermined difference from the second angular position θR based on at least one of the boat speed detected by a boat speed sensor of the various sensors 33 or the engine speed detected by an engine speed sensor of the various sensors 33. This determines the transition prohibition ranges θ13, θ15. For example, the faster the boat speed, the wider the transition prohibition ranges θ13, θ15, and the faster the engine speed, the wider the transition prohibition ranges θ13, θ15.

[0069] In this embodiment, the transition prohibition ranges θ13 and θ15 are dynamically changed, but they may be fixed values, in which case the process of step S104 may be omitted.

[0070] In step S105, the controller 30 determines whether or not a transition condition to the AP mode is satisfied. For example, the transition condition to the AP mode is that the current steering angle does not belong to the transition prohibited ranges θ13 and θ15, but belongs to the transition possible range. In addition to this, the transition condition may be that the yaw rate acquired by the detection signal from the attitude sensor of the various sensors 33 is within a predetermined range.

[0071] If the condition for transition to the AP mode is not satisfied, the controller 30 proceeds to step S108 and executes a notification process. This notification process may be executed by at least one of displaying a message using the display unit 36, lighting an LED (not shown), and issuing a voice message using a sound generator (not shown) (the same applies below). In this notification process, for example, the controller 30 notifies the driver that transition to the AP mode is not possible. Furthermore, the controller 30 may notify the driver to return the steering wheel 18 to the neutral position. In response to the notification to return the steering wheel 18 to the neutral position, the driver may rotate the steering wheel 18 toward the neutral position, which may cause the steering angle to deviate from the transition prohibited ranges θ13 and θ15 and fall within the transition permitted range.

[0072] In step S109, the controller 30 determines whether or not a second predetermined time has elapsed since the start of the notification process in the first step S108. If the second predetermined time has not elapsed, the controller 30 returns to step S105, and if the second predetermined time has elapsed, the controller 30 proceeds to step S110.

[0073] In step S110, since the condition for transition to the AP mode is not satisfied even after the second predetermined time has elapsed, the controller 30 executes a notification process and then returns to step S101. In this notification process, the controller 30 notifies the user that transition to the AP mode has not been possible. In addition, the controller 30 may notify the user to return the steering wheel 18 to the neutral position. In response to the notification to return the steering wheel 18 to the neutral position, the vessel operator may rotate the steering wheel 18 toward the neutral position, which may cause the steering angle to deviate from the transition prohibited ranges θ13 and θ15 and fall within the transition possible range. In this case, if the vessel operator again instructs the vessel operator to start the AP mode in the resumed process from step S101 onwards, there is a possibility that transition to the AP mode can be made.

[0074] If the result of the determination in step S105 is that the condition for transition to the AP mode is satisfied, the controller 30 proceeds to step S106. Also, if the condition for transition to the AP mode is satisfied during the loop of steps S105, S108, and S109, the controller 30 transitions from step S105 to step S106. For example, when the helmsman rotates the steering wheel 18 toward the neutral position so that the steering angle falls within the transitionable range, the controller 30 can transition to step S106. In this case, the helmsman can transition to the AP mode without issuing another command to start the AP mode. Note that it is not essential to provide steps S108 and S109.

[0075] In step S106, the controller 30 starts the AP mode (time point T1). In step S107, the controller 30 executes the AP mode process (FIG. 7) (time point T1 to time point T3). After step S107, the controller 30 returns to step S101.

[0076] 7, the controller 30 starts a notification process. In this notification process, the controller 30 notifies the driver that the mode has been changed to the AP mode, for example. Furthermore, the controller 30 may notify the driver to return the steering wheel 18 to the neutral position.

[0077] In step S202, the controller 30 executes other processes. Here, the controller 30 acquires various detection values ​​such as the steering angle, and starts timing using a timer. The controller 30 sets and updates the currently acquired steering angle as a reference position. In other processes, the controller 30 also executes processes such as establishing communication when communication is cut off. Note that if the communication cut-off state continues for a first predetermined time or longer, the controller 30 may report an error and stop the ship. Furthermore, the controller 30 may end the mode switching process (FIG. 6) when a forced termination command is input.

[0078] In step S203, the controller 30 determines whether or not the AP mode cancellation condition is satisfied. As described above, one of the AP mode cancellation conditions includes that the steering angle has changed beyond the threshold angle TH. In addition, one of the AP mode cancellation conditions includes that the changeover switch 59 has been operated (pressed again during AP mode). Therefore, if the steering angle has changed from the reference position set in step S202 beyond the threshold angle TH or if the changeover switch 59 has been pressed, the AP mode cancellation condition is satisfied. This is because in such a case, it is considered that there is an intention to operate the vessel manually. In addition, the operation of other controls such as the left switch 53 and the right switch 54 may also be included as one of the AP mode cancellation conditions.

[0079] If the AP mode cancellation condition is met, the controller 30 proceeds to step S207 (time T3), executes normal marine vessel maneuvering mode return processing (FIG. 8), and then ends the AP mode processing (FIG. 7). On the other hand, if the AP mode cancellation condition is not met, the controller 30 proceeds to step S204.

[0080] As described above, if the operator returns the steering wheel 18 to the neutral position before the AP mode release condition is satisfied, it is expected that the difference between the steering angle at the time of returning to the normal maneuvering mode and the actual steering angle will be small. This prevents abrupt changes in the steering angle when returning to the normal maneuvering mode, and suppresses any sense of discomfort. Furthermore, since the steering wheel 18 is in the neutral position, the current positions of the controls on the steering wheel 18 are easy to see, making it easier to operate the switches during the AP mode. For example, the left switch 53 and the right switch 54 are located at their proper left and right positions, respectively, making them easy to operate.

[0081] In step S204, the controller 30 determines whether the last acquired steering angle falls within the neutral range (predetermined range). Here, the neutral range is a predetermined angle range (e.g., ±10°) from the neutral position, and is determined in advance. If the last acquired steering angle falls within the neutral range, the controller 30 proceeds to step S205 and stops the notification process started in step S201. This is because, if the steering angle is within the neutral range, it is considered that the deviation between the steering angle at the time of returning to the normal marine vessel maneuvering mode and the actual steering angle will be small.

[0082] In step S206, the controller 30 turns on the bidirectional load. Specifically, the controller 30 drives the load generating unit 35 to generate a load (friction) against the rotation operation of the steering wheel 18 regardless of the rotation direction. This has the effect of tactilely encouraging the operator to keep the steering wheel 18 in the neutral range in either the left or right direction because a load is applied when the steering wheel 18, which is in the neutral range, is rotated in either the left or right direction. Note that the bidirectional load is released when the AP mode processing is terminated. After step S206, the controller 30 returns to step S202.

[0083] In step S206, the load is controlled to be larger than when the steering angle is not in the neutral range. Therefore, the load when the steering angle is not in the neutral range may be larger than zero.

[0084] If it is determined in step S204 that the last acquired steering angle does not fall within the neutral range, the controller 30 proceeds to step S208. In step S208, the controller 30 determines whether or not there has been a steering rotation operation in a direction away from the neutral range. This is determined from the previously acquired value and the currently acquired value of the steering angle. If there has been a steering rotation operation in a direction away from the neutral range, the controller 30 proceeds to step S209, and if there has not been a steering rotation operation in a direction away from the neutral range, the controller 30 proceeds to step S210.

[0085] In step S209, the controller 30 turns on the load. Specifically, the controller 30 drives the load generating unit 35 to generate a load in response to the rotation of the steering wheel 18 in a direction away from the neutral range. On the other hand, in step S210, the controller 30 turns off the load. Therefore, no load is generated in response to the rotation of the steering wheel 18. This so-called one-way brake process has the effect of tactilely encouraging the boat operator to keep the steering wheel 18 in the neutral range.

[0086] Note that the load may be controlled to be larger when the steering wheel is rotated away from the neutral range than when the steering wheel is rotated toward the neutral range, and therefore the load when the steering wheel is rotated toward the neutral range may be larger than zero.

[0087] After steps S209 and S210, the controller 30 returns to step S202.

[0088] In step S301 of FIG. 8, the controller 30 executes other processes. Here, the controller 30 acquires various detection values ​​such as the actual steering angle, and starts time measurement by a timer. The controller 30 also waits for a certain period of time to ensure a period of time for acquiring the steering angle used to determine whether the steering wheel 18 is stopped rotating in step S304 described later. The controller 30 also executes processes such as establishing communication when communication is cut off. Note that if the communication cut off state continues for a first predetermined time or longer, the controller 30 may report an error and stop the ship. The controller 30 may also end the mode switching process (FIG. 6) when a forced termination command is input.

[0089] In step S302, the controller 30 acquires the steering angle. In step S303, the controller 30 determines whether or not there is a deviation between the acquired steering angle and the actual turning angle (a difference of a predetermined value or more). If there is a deviation, the controller 30 proceeds to step S304.

[0090] In step S304, the controller 30 determines whether the steering wheel 18 is stopped from rotating. This is determined from the previous value and the current value of the steering angle, and if the difference between the two is less than a predetermined angle difference, it is determined that the steering wheel 18 is stopped from rotating. If the steering wheel 18 is stopped from rotating, the controller 30 proceeds to step S305, and if the steering wheel 18 is not stopped from rotating, the controller 30 proceeds to step S306.

[0091] In step S305, as described above, the controller 30 executes the stop control (first control) (times T5 to T6). There are two possible methods for the stop control, which will be described below, and one of them is adopted. Note that the method to be adopted may be determined by the vessel operator.

[0092] First, in a first technique of control during a stop, the controller 30 determines the amount of change Δ per time in the steering angle of the outboard motor 15 when controlling the steering actuator 37 to reduce the deviation, based on the amount of deviation. For example, the greater the amount of deviation, the faster the steering angle of the outboard motor 15 is changed. In addition, at this time, the controller 30 may determine the amount of change Δ so that the deviation is eliminated within a target time (e.g., 10 seconds). By determining the amount of change Δ in this manner, it is possible to eliminate the sense of discomfort at an appropriate speed and within the target time.

[0093] In the second method of control during a stop, the controller 30 determines the amount of change Δ based on at least one of the boat speed and the engine speed. For example, the faster the boat speed, the smaller the amount of change Δ is set to. This makes it possible to prevent a sudden change in the steering angle when returning to the normal boat maneuvering mode without the need for a rotation operation, and makes it possible to smoothly transition to the normal boat maneuvering mode.

[0094] It should be noted that the controller 30 may determine the amount of change Δ based on at least one of the amount of deviation, the boat speed, or the engine speed, without setting a target time.

[0095] In step S306, as described above, controller 30 executes the control during rotation (second control) (times T3 to T5). When steering wheel 18 is rotating in a direction in which the turning angle corresponding to the steering angle moves away from / approaches the actual turning angle, controller 30 changes the actual turning angle by a value obtained by correcting the turning angle corresponding to the amount of rotation of steering wheel 18 to a larger / smaller value.

[0096] The correction rate for correcting the steering angle corresponding to the amount of rotation of the steering wheel 18 may be a fixed value. Alternatively, the correction rate may be determined based on at least one of the amount of deviation, the boat speed, or the engine speed. This reduces the deviation even when the steering wheel 18 is rotated, so that a sudden change in the steering angle can be prevented when returning to the normal boat maneuvering mode, and a smooth transition to the normal boat maneuvering mode can be achieved.

[0097] After steps S305 and S306, the controller 30 returns to step S301.

[0098] If the result of the determination in step S303 is that there is no discrepancy between the acquired steering angle and the actual rudder angle, the process proceeds to step S307. In step S307, the controller 30 starts the normal ship maneuvering mode (time point T6). Therefore, if the process proceeds to step S307 via step S304, the normal ship maneuvering mode is started after the discrepancy is eliminated by control to reduce the discrepancy. This makes it possible to suppress any discomfort in steering operation when the normal ship maneuvering mode is started.

[0099] When the normal marine vessel maneuvering mode has been started, the controller 30 notifies the user of this in step S308. This makes it possible to notify the user of the return to the normal marine vessel maneuvering mode. After step S308, the controller 30 ends the normal marine vessel maneuvering mode return process (FIG. 8).

[0100] According to the normal marine vessel maneuvering mode return process, if the steering wheel 18 is rotating after the start of the stop control but before the deviation is eliminated, the stop control is ended and the rotating control is executed (S304 after S305 -> S306). On the other hand, if the steering wheel 18 is stopped from rotating after the start of the rotating control but before the deviation is eliminated, the rotating control is ended and the stop control is executed (S304 after S306 -> S305). Therefore, even if the steering wheel 18 is repeatedly rotated and stopped, the deviation is eliminated, and thus the uncomfortable feeling in the steering operation at the start of the normal marine vessel maneuvering mode can be suppressed.

[0101] According to this embodiment, the rotatable angle of the steering wheel 18 in the left rotation direction is restricted to a first angle position θL, and the rotatable angle of the steering wheel 18 in the right rotation direction is restricted to a second angle position θR. The controller 30 controls the mode to transition to the normal ship maneuvering mode when the steering angle has changed beyond the threshold angle TH in the AP mode (S207). In the normal ship maneuvering mode, when the steering angle is within the transition range (angles θ14 and θ16), the mode is switched to the AP mode, and when the steering angle is within the transition prohibited ranges θ13 and θ15, the mode is not switched to the AP mode (S105). This ensures that the rotation operation exceeds the threshold angle TH in the AP mode. Therefore, in the AP mode, the AP mode can always be released by rotating the steering wheel 18.

[0102] Furthermore, when an instruction to start the AP mode is acquired, if the AP transition condition is not satisfied and transition to the AP mode is not possible, a notification to that effect is given (S108, S110), so that the operator can be informed that transition to the AP mode is not possible. At that time, a notification is given to return the steering wheel 18 to the neutral position, and if the AP transition condition is subsequently satisfied within a second predetermined time, transition to the AP mode is made. Therefore, if the steering wheel 18 is positioned within the transition possible range within the second predetermined time, transition to the AP mode can be made without another start instruction (S109 → S105 → S106).

[0103] Furthermore, since the transition prohibition range is determined based on at least one of the boat speed and the engine speed (S104), transition to the AP mode can be made smooth.

[0104] In addition, when notifying the user of the transition to the AP mode, the user is notified to return the steering wheel 18 to the neutral position (S201), which is expected to reduce the difference between the steering angle corresponding to the steering angle and the actual steering angle of the outboard motor 15. This makes it possible to reduce any discomfort felt in steering operation when returning to the normal maneuvering mode. Moreover, it becomes easier to operate the controls arranged on the steering wheel 18 during the AP mode.

[0105] In addition, during AP mode, when the steering wheel 18 is located in the neutral range, the load on the rotation operation is controlled to be greater than when the steering wheel 18 is not located in the neutral range (S206), making it easier to maintain the steering wheel 18 in the neutral range.

[0106] In addition, during the AP mode, when the steering wheel 18 is rotated in a direction away from the neutral range, the load generated is larger than when the steering wheel 18 is rotated in a direction toward the neutral range (S209, S210). This provides a tactile prompt to return the steering wheel 18 to the neutral range.

[0107] Furthermore, according to this embodiment, in the return process for transitioning from the AP mode to the normal maneuvering mode, if the steering wheel 18 is stopped from rotating, the steering actuator 37 is controlled so as to reduce the deviation between the steering angle corresponding to the steering angle and the actual steering angle of the outboard motor 15 (stop-state control (first control); S305).

[0108] As a result, even if no steering operation is performed, the deviation is small when returning to the normal marine vessel maneuvering mode, so that the sense of discomfort felt in steering operation after the AP mode is released can be suppressed.

[0109] In addition, in the stop control (S305), the change amount Δ per unit time in the steering angle of the outboard motor 15 is determined based on the amount of deviation, so that the sense of incongruity can be eliminated at an appropriate speed. Moreover, by determining the change amount Δ so that the deviation disappears within the target time, the sense of incongruity can be eliminated within the target time.

[0110] Alternatively, in the stop state control (S305), the amount of change Δ is determined based on at least one of the vessel speed and the engine speed, thereby making it possible to smoothly transition to the normal vessel maneuvering mode.

[0111] Furthermore, after the start of the normal marine vessel maneuvering mode return process (FIG. 8), if the deviation disappears, the return process is ended and the normal marine vessel maneuvering mode is started (S307), so that a sense of discomfort when the normal marine vessel maneuvering mode is started can be suppressed.

[0112] Furthermore, when the normal marine vessel maneuvering mode is started, a notice to that effect (S308) can be given to inform the user of the return to the normal marine vessel maneuvering mode.

[0113] Furthermore, if the steering wheel 18 is not stopped from rotating, the controller 30 executes during-rotation control (second control; S306). In the during-rotation control, if the steering wheel 18 is rotating in a direction in which the steering angle corresponding to the steering angle moves away from / closer to the actual steering angle, the controller 30 changes the actual steering angle by a value obtained by correcting the steering angle corresponding to the amount of rotation of the steering wheel 18 to a larger / smaller value. This makes it possible to smoothly transition to the normal marine vessel maneuvering mode.

[0114] Furthermore, even if the steering wheel 18 is repeatedly rotated and stopped during the normal marine vessel maneuvering mode return process, the control is switched between the stopped control and the rotating control, and the discrepancy is appropriately eliminated (S304 to S306). This makes it possible to suppress any discomfort felt in steering operation when the normal marine vessel maneuvering mode is started.

[0115] Furthermore, in response to an instruction to cancel the AP mode or when the steering angle has changed beyond the threshold angle TH, the normal ship maneuvering mode return process (FIG. 8) is started (S203→S207). Therefore, the return process is started in a situation where there is an intention to maneuver the ship manually and there is a possibility that a deviation has occurred, and the deviation can be reduced.

[0116] Furthermore, after the steering angle or actual turning angle cannot be obtained during the normal marine vessel maneuvering mode, the normal marine vessel maneuvering mode return process (FIG. 8) is started in response to the return to a state in which both can be obtained before the first predetermined time has elapsed (S102→S207). This allows the return process to be started in a situation in which there is a possibility of a deviation, and makes it possible to reduce the deviation.

[0117] The present invention has been described above in detail based on its preferred embodiments, but the present invention is not limited to these specific embodiments, and various forms that do not deviate from the gist of the present invention are also included in the present invention.

[0118] The present invention can also be realized by supplying a program that realizes one or more of the functions of the above-mentioned embodiments to a system or device via a network or a non-transitory storage medium, and having one or more processors of a computer in the system or device read and execute the program. The above program and the storage medium that stores the above program constitute the present invention. The present invention can also be realized by a circuit (e.g., ASIC) that realizes one or more of the functions.

[0119] The propulsion device is not limited to one having an engine as a power source, but may be one using an electric motor.

[0120] The watercraft to which the present invention is applied may be a watercraft equipped with an inboard engine or an inboard / outboard engine, or a jet boat. [Explanation of symbols]

[0121] 13 Hull, 15A, 15B Outboard motor, 18 Steering wheel, 30 Controller, 31 Rotation angle sensor, 32 Steering angle sensor, 37 Steering actuator, 64 First acquisition unit, 65 Second acquisition unit, 66 Determination unit, 67 Control unit

Claims

1. A steering wheel whose rotation angle is restricted; A steering drive unit that changes the steering angle of a propulsion unit that propels the hull; a control unit that controls, as maneuvering modes, a normal maneuvering mode in which the ship is steered in response to a rotational operation of the steering wheel and an automatic maneuvering mode in which the ship is steered automatically without being steered by a rotational operation of the steering wheel; A first acquisition unit that acquires a rotation angle position of the steering wheel; A second acquisition unit that acquires an actual steering angle of the propulsion unit; a determination unit that determines whether or not the rotation of the steering wheel is stopped based on the rotation angle position acquired by the first acquisition unit, A steering control device for a ship, wherein, during return control to transition from the automatic steering mode to the normal steering mode, when the determination unit determines that the steering is stopped rotating, the control unit executes a first control to control the steering drive unit so as to reduce the deviation between the steering angle corresponding to the rotation angle position acquired by the first acquisition unit and the actual steering angle acquired by the second acquisition unit.

2. 2. The steering control device for a ship according to claim 1, wherein in the first control, the control unit determines an amount of change per unit time in a steering angle of the propulsion unit based on an amount of the deviation.

3. The steering control device for a ship according to claim 2 , wherein the control unit, in the first control, determines the amount of change such that the deviation disappears within a target time.

4. 2. The steering control device for a ship according to claim 1, wherein, in the first control, the control unit determines an amount of change per unit time in the steering angle of the propulsion unit based on at least one of a ship speed or a rotation speed of a drive source in the propulsion unit.

5. The steering control device for a ship according to claim 1 , wherein the control unit ends the return control and starts the normal ship maneuvering mode when the deviation disappears after the start of the return control.

6. The steering control device for a ship according to claim 5 , wherein the control unit, when the normal ship maneuvering mode is started, notifies the user of the start of the normal ship maneuvering mode.

7. The control unit executes a second control when the steering wheel is rotating as a result of the determination by the determination unit in the return control, and 2. A ship steering control device according to claim 1, wherein, in the second control, when the steering wheel is rotating in a direction in which the steering angle corresponding to the rotation angle position approaches the actual steering angle, the control unit changes the steering angle of the propulsion unit by a value obtained by correcting the steering angle corresponding to the amount of steering rotation to a smaller value, and when the steering wheel is rotating in a direction in which the steering angle corresponding to the rotation angle position moves away from the actual steering angle, the control unit changes the steering angle of the propulsion unit by a value obtained by correcting the steering angle corresponding to the amount of steering rotation to a larger value.

8. 8. The steering control device for a ship according to claim 7, wherein the control unit terminates the first control and executes the second control if the steering starts to rotate before the deviation disappears after the first control is started.

9. 8. The steering control device for a ship according to claim 7, wherein the control unit terminates the second control and executes the first control if the steering stops rotating before the deviation disappears after the second control is started.

10. The steering control device for a ship according to claim 1 , wherein the control unit starts the return control in response to an instruction to cancel the automatic ship-steering mode.

11. The steering control device for a ship according to claim 1 , wherein the control unit starts the return control in response to a change in a rotation angle of the steering wheel exceeding a threshold angle in the automatic ship-steering mode.

12. 2. A ship steering control device as described in claim 1, wherein the control unit starts the return control in response to a return to a state in which both the rotational angle position and the actual steering angle can be acquired before a predetermined time has elapsed after the first acquisition unit is unable to acquire the rotational angle position or the second acquisition unit is unable to acquire the actual steering angle during the normal ship maneuvering mode.

13. A ship comprising a ship steering control device according to any one of claims 1 to 12.

14. A steering control method for a ship including a steering wheel whose rotation angle is restricted and a steering drive unit that changes a steering angle of a propulsion unit that propels a hull, comprising: a normal ship-steering mode in which the ship is steered in response to a rotational operation of the steering wheel, and an automatic ship-steering mode in which the ship is steered automatically without being steered by a rotational operation of the steering wheel; Acquire a rotation angle position of the steering wheel; An actual steering angle of the propulsion unit is acquired, determining whether or not the rotation of the steering wheel is stopped based on the acquired rotation angle position; A ship steering control method comprising: when controlling the ship steering mode, if it is determined that the steering is stopped rotating during return control for transitioning from the automatic ship steering mode to the normal ship steering mode, a first control is executed to control the steering drive unit so as to reduce the deviation between the steering angle corresponding to the acquired rotation angle position and the acquired actual steering angle.

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