Hull control device, hull control method, and hull control program

Abstract

To easily and intuitively carry out setting of automatic navigation at a low speed by utilizing a joy stick used in operation at a low speed.SOLUTION: A hull control device includes: an input unit capable of acquiring an operation input from each of a first actuator used in a low speed navigation control mode and a second actuator used in a high speed navigation control mode; and a controller for determining a target azimuth and a throttle opening in azimuth control during navigation based on the operation input acquired at the input unit. A low speed navigation control mode has a manual operation control mode by operation of the first actuator and an automatic navigation control mode for maintaining course-keeping using the target azimuth or the throttle opening. The controller includes a setting unit for setting the target azimuth and the throttle opening used in automatic navigation based on the operation input to the first actuator in the automatic navigation mode.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to ship steering control at low speed for a ship hull. [Background technology]

[0002] Conventionally, various high-speed autocruise functions have been devised that automatically navigate a preset route at a speed above a certain speed (high-speed mode). In addition, there are techniques using steering wheels, levers, and joysticks as manual operations that are different from automatic navigation, as shown in Patent Documents 1, 2, and 3. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-139744 A [Patent Document 2] JP 2022-085659 A [Patent Document 3] Patent Publication No. 2022-088152 Summary of the Invention [Problem to be solved by the invention]

[0004] In addition to the high-speed navigation described in the Background Art, there are cases where the ship is controlled at low speeds, such as when docking or drifting while fishing. In these cases, a joystick may be used for operation (steerage). Automatic navigation is also required for such low-speed ship control.

[0005] However, when performing automatic navigation at low speeds, it has not been possible to easily and intuitively set the throttle opening and heading (rudder angle) used for automatic navigation.

[0006] Therefore, an object of the present invention is to easily and intuitively perform settings for automatic navigation at low speeds by utilizing a joystick that is used for operation at low speeds. [Means for solving the problem]

[0007] The hull control device of the present invention comprises an input unit capable of receiving operation inputs from a first operating device used in a low-speed navigation control mode and a second operating device used in a high-speed navigation control mode, and a control unit that determines a target heading and a throttle opening for heading control during navigation based on the operation input received by the input unit. The low-speed navigation control mode has a manual operation control mode in which the first operating device is operated, and an automatic navigation control mode in which course keeping using the target heading or throttle opening is maintained. The control unit comprises a setting unit that sets the target heading and throttle opening to be used for automatic navigation based on the operation input to the first operating device in the automatic navigation control mode.

[0008] In this configuration, the target heading and throttle opening during low-speed automatic navigation control are set by the first controller used in the low-speed manual operation control mode. This allows easy and intuitive settings for low-speed automatic navigation by utilizing the first controller used for low-speed operation.

[0009] In the hull control device of the present invention, the first operating device includes a joystick and an operation button. The setting unit switches from a manual operation control mode to an automatic navigation control mode, which maintains a course or throttle opening using a target heading at the time of the operation input, based on an operation input to the operation button. After switching to the automatic navigation control mode, the setting unit sets a target heading and throttle opening to be used for automatic navigation, based on an operation input to the joystick that satisfies a predetermined condition.

[0010] With this configuration, depending on the selected state of the manual operation control mode and the automatic navigation control mode, operations and settings can be more reliably performed by the first operating device that is used in common for these modes.

[0011] In the hull control device of the present invention, the first operating device includes a joystick that receives an operation input by a first tilt and twist of the shaft in the left-right direction of the hull. The setting unit includes a target orientation setting unit that sets a target orientation based on the first tilt or twist.

[0012] The target heading is related to the turning (pronging) of the hull, and by assigning a first tilt or twist of the hull to the left or right, for example, to adjusting (increasing or decreasing, changing) the target heading, the target heading can be set more intuitively.

[0013] In addition, in the hull control device of the present invention, after switching to the automatic navigation control mode, the control unit performs heading control by changing the command rudder angle based on the first tilt or twist operation of the joystick, and when it detects that the first tilt or twist operation of the joystick has stopped, it obtains the bow heading at that point. The target heading setting unit sets the bow heading at the time when the first tilt or twist operation of the joystick has stopped as the target heading.

[0014] In this configuration, the user can control the hull to a heading desired by the user during the automatic navigation control mode. Then, the bow heading when the hull is in the desired heading is set as the target heading thereafter, so that automatic course keeping to the desired heading can be resumed.

[0015] Also, in the hull control device of the present invention, the control unit sets a command rudder angle that is proportional to the magnitude of the first inclination or the magnitude of the twist.

[0016] With this configuration, the user can intuitively set the command steering angle when steering.

[0017] In the hull control device of the present invention, the control unit sets a first range in which the commanded rudder angle assigned to the first inclination magnitude or twist magnitude increases gradually, and a second range in which the commanded rudder angle assigned to the first inclination magnitude or twist magnitude increases steeply. The control unit sets the range of the first inclination magnitude or twist magnitude in the first range to be larger than the range of the first inclination magnitude or twist magnitude in the second range.

[0018] With this configuration, the relationship between the magnitude of the first tilt or the magnitude of twist and the commanded rudder angle can be prepared in a number of patterns according to the operation conditions of the hull, making it possible to adjust the commanded rudder angle according to the operation conditions.

[0019] In the hull control device of the present invention, the first range is a range in which the magnitude of the first inclination or the magnitude of twist is smaller than that in the second range.

[0020] With this configuration, it is easier to adjust the commanded rudder angle more finely during course-keeping control, where the steering amount is relatively small, and undesirable sudden steering can be suppressed.

[0021] Furthermore, in the hull control device of the present invention, if the first tilt or twist operation of the joystick is not performed for a predetermined period of time or longer, the halt of the first tilt or twist operation is detected.

[0022] In this configuration, the first tilt or twist operation can be stopped in a simple manner without requiring any other operating element or the like for stopping the operation.

[0023] Furthermore, in the hull control device of the present invention, the target orientation setting section gives priority to the first inclination over twist when setting the target orientation.

[0024] In a situation where the user is holding the joystick, there is a possibility that the user will twist the joystick undesirably. Therefore, by giving priority to the first tilt, it is possible to more reliably set the target orientation according to the user's intention.

[0025] Also, in the hull control device of the present invention, the target heading setting section includes a change rate setting section that sets the change rate of the target heading based on the magnitude of the first inclination or the magnitude of the twist.

[0026] This configuration allows the user to more intuitively set the magnitude of the change in the target orientation.

[0027] Furthermore, in the hull control device of the present invention, the target heading setting section sets the rate of change of the target heading as a discrete value.

[0028] This configuration allows the user to set the target orientation more simply.

[0029] In the hull control device of the present invention, the first operating device includes a joystick, and the control unit stops the automatic navigation control mode and switches to a manual operation control mode when a second tilt of the joystick shaft in the fore-aft direction of the hull is within a cancellation range of the automatic navigation control mode.

[0030] In this configuration, a simple operation on the joystick can disable the automatic flight control mode and switch to manual flight control mode.

[0031] In the hull control device of the present invention, the first operating device receives an operation input for enabling the intermittent throttle control. The control unit includes an intermittent throttle signal generating unit that generates an intermittent throttle signal having a Hi level and a Low level when the intermittent throttle control is enabled.

[0032] This configuration makes it easy to implement intermittent throttling, which allows slower navigation in the low-speed automatic navigation control mode.

[0033] In addition, in the hull control device of the present invention, the first operating device receives an operational input to set intermittent throttle control, and the intermittent throttle signal generating unit includes an intermittent throttle setting unit that sets at least either the duty ratio or the frequency of the intermittent throttle signal based on the operational input to set the intermittent throttle.

[0034] In this configuration, the intermittent slots can be easily set.

[0035] In the hull control device of the present invention, the first operating device includes a throttle range selection button for selecting from a plurality of candidates a throttle range indicating a range in which the throttle opening can be set by an operational input of a second tilt of the joystick shaft in the fore-aft direction of the hull. The control unit includes a throttle range setting unit for selecting and setting one throttle range from the plurality of candidates based on the operational input to the throttle range selection button.

[0036] This configuration allows the user to easily select the throttle opening setting range in the slow manual operation control mode.

[0037] Furthermore, in the hull control device of the present invention, the throttle range setting section sets the forward throttle range and the reverse throttle range to be different from each other.

[0038] In this configuration, the throttle ranges suitable for forward and reverse travel can be set separately.

[0039] Also, in the hull control device of the present invention, the control unit includes a throttle opening adjustment unit that adjusts the throttle opening based on the magnitude of twist operated when the second tilt is at its maximum.

[0040] This configuration allows easy adjustment of the throttle opening. [Brief description of the drawings]

[0041] [Figure 1] FIG. 1 is a functional block diagram showing an example of the configuration of a hull control system including a hull control device according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a perspective view of the appearance of the joystick. [Diagram 3]3(A), 3(B), and 3(C) are diagrams for explaining the behavior of the joystick. [Figure 4] FIG. 4 is a diagram showing an example of a plurality of operation buttons. [Diagram 5] FIG. 5(A) is a diagram showing an example of the relationship between the position of the head when viewed in a plane and the value of the operation input value (x) and the value of the operation input value (y), and FIG. 5(B) is a diagram showing an example of the relationship between the amount of rotation of the head and the value of the operation input value (z). [Figure 6] FIG. 6(A) is a table showing an example of the relationship between the operation input value (x), shift, and throttle opening in the manual operation control mode, and FIG. 6(B) is a table showing an example of the relationship between the operation input value (y) and command steering angle in the manual operation control mode. [Figure 7] FIG. 7(A) is a table showing an example of the relationship between the operation input value (y) in the automatic navigation control mode in the low-speed navigation control mode and the rate of change of the target heading, and FIG. 7(B) is a table showing an example of the relationship between the operation input value (z) in the automatic navigation control mode in the low-speed navigation control mode and the rate of change of the target heading. [Figure 8] FIG. 8 is a table showing an example of the relationship between the operation input value (x) in the automatic navigation control mode and the rate of change of the throttle opening in the low speed navigation control mode. [Figure 9] FIG. 9 is a diagram showing an example of a change in duty ratio in the intermittent throttle control in the automatic navigation control mode of the low speed navigation control mode. [Figure 10] FIG. 10 is a table showing an example of range level settings of the throttle opening in the manual operation control mode. [Figure 11] FIG. 11 is a flowchart showing an outline of the process of the hull control method according to the embodiment of the present invention. [Figure 12] FIG. 12 is a flowchart showing an example of control regarding permission to set the target heading and the throttle opening in the automatic navigation control mode of the low-speed navigation control mode. [Figure 13] FIG. 13 is a flowchart showing an example of a method for setting a target heading in the automatic navigation control mode of the low-speed navigation control mode. [Figure 14] FIG. 14 is a flowchart showing an example of a method for setting the throttle opening in the automatic navigation control mode in the low speed navigation control mode and an example of a method for canceling the automatic navigation control mode. [Figure 15] FIG. 15 is a flowchart showing an example of intermittent throttle control. [Figure 16] FIG. 16 is a flowchart showing an example of adjustment control of the throttle range. [Figure 17] FIG. 17 is a flowchart showing an example of a method for adjusting the target heading and the slot opening in the automatic navigation control mode in the low speed navigation control mode. [Figure 18] FIG. 18 is a diagram showing an image of adjustment of the target heading and the slot opening in the automatic navigation control mode in the low speed navigation control mode. [Figure 19] FIG. 19 is a graph showing an example of the relationship between the operation input value and the command steering angle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0042] A hull control technique (hull control device, hull control method, and hull control program) according to an embodiment of the present invention will be described with reference to the drawings. Fig. 1 is a functional block diagram showing an example of the configuration of a hull control system including a hull control device according to an embodiment of the present invention.

[0043] (Configuration of hull control system 1 and hull control device 10) 1, the hull control system 1 includes a hull control device 10, a first operation device 30, a second operation device 40, a thrust generating unit 91, a steering gear 92, and a rudder angle sensor 920. The hull control device 10 includes a control unit 20, an AP operation unit 50, a sensor 60, a display unit 70, a switching unit 200, and an input unit IF. The hull control system 1 is mounted on, for example, a hull 90 of a ship that performs autopilot control (automatic navigation control).

[0044] The control unit 20, the AP operation unit 50, the sensor 60, and the display unit 70 are connected to one another, for example, via a data communication network 100 for the vessel.

[0045] The control unit 20 is realized by, for example, a program for executing the functions described below, a storage medium for storing the program, and an arithmetic processing device for executing the program. The control unit 20 includes a setting unit 21, an intermittent throttle signal generating unit 22, a throttle range setting unit 23, and a throttle opening adjusting unit 24. The setting unit 21 includes a target direction setting unit 211, and the target direction setting unit 211 includes a rate of change setting unit 212. The intermittent throttle signal generating unit 22 includes an intermittent throttle setting unit 220. In the following description, except for specific descriptions of the multiple functions executed by the control unit 20, the "control unit 20" will be described as an executing unit of the functions.

[0046] The first operating device 30 and the second operating device 40 are provided, for example, in a wheelhouse of the hull 90.

[0047] The first controller 30 is connected to the control unit 20. The first controller 30 includes a joystick, and is composed of the joystick and a plurality of operation buttons arranged around the joystick. The first controller 30 generates an operation input value based on an operation input from a user (a specific example will be described later), and outputs the value to the control unit 20 via the input unit IF.

[0048] The second operating device 40 is connected to the switching unit 200 through the input unit IF. The second operating device 40 is, for example, a throttle lever or a steering wheel. The second operating device 40 generates an operation input value based on an operation input from a user, and outputs the operation input value to the switching unit 200 through the input unit IF.

[0049] The AP operation unit 50 is realized by, for example, a touch panel, a physical button or a switch, etc. The AP operation unit 50 outputs to the control unit 20 settings related to high-speed automatic flight (autopilot) control.

[0050] The sensor 60 measures the position of the hull 90 of the ship equipped with the hull control device 10 and the state of the ship, such as the bow direction and ship speed, and outputs the results to the control unit 20. For example, the sensor 60 is realized by a positioning sensor that uses a positioning signal from a GNSS (e.g., GPS), an inertial sensor (a speed sensor, an acceleration sensor, an angular velocity sensor, etc.), a magnetic sensor, etc.

[0051] The display unit 70 is realized by, for example, a liquid crystal panel. The display unit 70 displays various information related to hull control, the state of the ship, etc. Note that the display unit 70 can be omitted, but it is preferable to have the display unit 70. The presence of the display unit 70 enables the user to easily grasp the state of hull control, the state of the ship, the control state of the ship, etc.

[0052] The thrust generating unit 91, the steering wheel 92, and the rudder angle sensor 920 are connected to the control unit 20. The control unit 20 and the thrust generating unit 91 are connected, for example, through the switching unit 200 and a thrust communication network (such as CAN). The control unit 20 and the steering wheel 92 are connected, for example, through the switching unit 200 and an analog or digital communication line. The control unit 20 and the rudder angle sensor 920 are connected, for example, through an analog or digital communication line.

[0053] The thrust generating unit 91 and the steering gear 92 are provided in various types of propulsion devices, for example, outboard motors, inboard motors, inboard-outboard motors, etc. The steering gear 92 rotates the rudder by, for example, a hydraulic drive system, and adjusts the rudder angle.

[0054] For example, one propulsion generating unit 91 and one steering gear 92 are provided on the ship. That is, the ship 90 on which the ship control device 10 of this embodiment is installed is a so-called one-shaft, one-rudder ship. Note that a one-shaft, one-rudder ship includes a ship (ship) having equipment in which there is one command system even if multiple engines are installed, and the rudder angle and the shift / throttle operations are synchronized.

[0055] The steering angle sensor 920 measures the steering angle (actual steering angle) of the steering 92 and outputs it to the control unit 20.

[0056] (Navigation control mode) The hull control device 10 has a high-speed navigation control mode and a low-speed navigation control mode. The high-speed navigation control mode and the low-speed navigation control mode can be switched, for example, by operating the operation button 331 (FIG. 4). A specific example of switching between the high-speed navigation control mode and the low-speed navigation control mode using the operation button 331 will be described later in the description of the operation button 331.

[0057] In manual operation (manual ship steering) in the high-speed navigation control mode, the second controller 40 is used. The second controller 40 outputs a throttle command signal in an operation input value based on an operation input from the user to the thrust generating unit 91 via the switching unit 200. The second controller 40 outputs a command rudder angle in an operation input value based on an operation input from the user to the steering wheel 92 via the switching unit 200. The throttle command signal in manual operation is a signal that specifies the shift setting (F / N / R) and throttle opening in the thrust generating unit 91. The command rudder angle in manual operation directly specifies the amount of steering of the steering wheel 92.

[0058] In the automatic navigation in the high-speed navigation control mode, the control unit 20 executes high-speed automatic navigation (autopilot) control based on the settings from the AP operation unit 50. The control unit 20 generates a throttle command signal and a command rudder angle for high-speed automatic navigation control based on the settings for high-speed autopilot control from the AP operation unit 50. The control unit 20 outputs the throttle command signal for high-speed automatic navigation control to the propulsion force generation unit 91 via the switching unit 200. The control unit 20 adjusts the throttle command signal for high-speed self-propelled navigation control based on the vessel speed measured by the sensor 60 so as to maintain the set vessel speed.

[0059] The control unit 20 generates a rudder angle command signal for high-speed automatic navigation control from the difference between the actual rudder angle measured by the rudder angle sensor 920 and the command rudder angle. The control unit 20 outputs the rudder angle command signal for high-speed automatic navigation control to the steering 92 via the switching unit 200.

[0060] In the low-speed navigation control mode, for example, the manual operation (manual ship steering) mode or the low-speed automatic navigation control mode is selected based on an operation input to an operation button on the first controller 30 that detects the start or stop of low-speed automatic navigation (details will be described later).

[0061] In the manual operation control mode of the low speed navigation control mode, the control unit 20 generates a throttle command signal and a command rudder angle in the manual operation control mode based on an operation input value from the first operating device 30. The throttle command signal in manual operation is a signal that specifies the shift setting (F / N / R) and throttle opening in the thrust generating unit 91. The command rudder angle in manual operation directly specifies the amount of steering of the steering wheel 92.

[0062] In the low-speed navigation control mode, the control unit 20 switches from the manual operation control mode to the automatic navigation control mode based on the operation input from the first operation device 30. Furthermore, after this switching, the control unit 20 sets the throttle opening and target heading, which are control parameters for the automatic navigation control mode, based on the operation input value from the first operation device 30.

[0063] In the automatic navigation control mode, the control unit 20 generates a throttle command signal based on the set throttle opening so as to maintain a constant boat speed, and outputs the signal to the thrust generating unit 91 via the switching unit 200.

[0064] In the automatic navigation control mode, the control unit 20 generates a command rudder angle based on the set target heading in order to perform automatic course-keeping control. The control unit 20 generates a rudder angle command signal for the automatic navigation control mode from the difference between the actual rudder angle measured by the rudder angle sensor 920 and the command rudder angle. The control unit 20 outputs the rudder angle command signal for the automatic navigation control mode to the steering 92 via the switching unit 200.

[0065] (Structure of the first actuator 30 and concept of determining the operation input value) Fig. 2 is a perspective view of the appearance of a joystick. Fig. 3(A), Fig. 3(B), and Fig. 3(C) are diagrams for explaining the behavior of the joystick, Fig. 3(A) is a plan view, and Fig. 3(B) and Fig. 3(C) are side views. Fig. 4 is a diagram showing an example of a plurality of operation buttons.

[0066] 2, the first controller 30 includes a joystick (a head 31 and a shaft 32) and a button group 33. The button group 33 includes a plurality of operation buttons 331-334 (331, 332, 333, 334).

[0067] (Operation input via joystick) The base of the shaft 32 is fixed to a base (for example, the deck of the wheelhouse of the hull 90) so that the planar position does not change. A head 31 is attached to the tip of the shaft 32. A plurality of operation buttons 331-334 constituting the button group 33 are arranged on the base near the base of the shaft 32.

[0068] The position of the tip of the shaft 32, i.e., the position of the head 31, changes with respect to the base of the shaft 32 due to the user's operation of the head 31. Specifically, as shown in Figures 3(B) and 3(C), a two-dimensional plane perpendicular to the axis of the shaft 32 is set with the base position of the shaft 32 in the default state (a state in which the user is not operating the head 31) as the reference point Po. The position of the head 31 changes on this two-dimensional plane due to the user's operation (steerage).

[0069] For example, the user pushes or pulls the head 31 to tilt the shaft 32, thereby changing the position of the head 31. Furthermore, as shown in FIG. 3A, the head 31 is structured to be rotatable around the axis of the shaft 32.

[0070] The plurality of operation buttons 331-334 can be operated by the user's finger touch.

[0071] The first operating device 30 includes an operation input value generating unit (not shown). The operation input value generating unit is, for example, a sensor that detects the position of the head 31 on a two-dimensional plane and the amount of rotation of the head 31. The operation input value generating unit generates an operation input value according to the position of the head 31 and the amount of rotation of the head 31.

[0072] Specifically, the operation input value generating unit detects the position of the head 31 in a direction parallel to the bow-stern direction as a position in the x-axis direction, and generates an operation input value (x) based on this position. In this case, for example, the joystick value generating unit defines the forward direction as the +x direction and the reverse direction as the -x direction, as shown in Fig. 3(B).

[0073] The operation input value generating unit detects the position of the head 31 in the direction perpendicular to the bow-stern direction (starboard direction) as the position in the y-axis direction, and generates an operation input value (y) based on this position. In this case, for example, the joystick value generating unit defines the starboard direction (right-handed direction) as the +y direction, and the port direction (left-handed direction) as the -y direction, as shown in Fig. 3(C).

[0074] The operation input value generation unit detects the rotation direction and rotation angle (amount of rotation) of the head 31, and generates an operation input value (z) based on the rotation direction and rotation angle. More specifically, the operation input value generation unit detects the rotation direction of the head 31 with a state in which the head 31 is not rotated taken as a reference state, and for example, as shown in Fig. 3(A), the joystick value generation unit detects the amount of rotation from the reference state with right rotation (clockwise) taken as the +z direction and left rotation (counterclockwise) taken as the -z direction, and generates the operation input value (z).

[0075] The operation input value generating unit outputs the operation input value (x), the operation input value (y), and the operation input value (z) to the control unit 20.

[0076] (Operation input via operation buttons) The operation button 331 is a button for selecting whether to enable or disable the joystick. The operation button 332 is a button for specifying an increase or decrease in a setting value set by other operation buttons, etc. The operation button 333 is a button for selecting whether to enable or disable the low-speed automatic navigation control mode. The operation button 334 is a button for selecting whether to enable or disable the intermittent slot in the low-speed automatic navigation control mode.

[0077] The operation input value generating unit detects operations on the multiple operation buttons 331-334, and generates an operation input value according to the operations.

[0078] (operation input value (x), operation input value (y), operation input value (z)) FIG. 5(A) is a diagram showing an example of the relationship between the position of the head when viewed in a plane and the value of the operation input value (x) and the value of the operation input value (y), and FIG. 5(B) is a diagram showing an example of the relationship between the amount of rotation of the head and the value of the operation input value (z).

[0079] 5(A), the operation input value (x) is x=0 (coordinate origin) when the head 31 is in the default state (shift N). The operation input value (x) is a maximum value of +100 when the head 31 is farthest from the default position in the forward direction. The operation input value (x) is set so that the value increases as the position of the head 31 moves farther from the default position in the +x direction on the two-dimensional plane.

[0080] The operation input value (x) is the minimum value -100 when it is farthest from the default position in the backward direction. The operation input value (x) is set so that the value decreases as the position of the head 31 moves away from the default position in the -x direction on the two-dimensional plane.

[0081] 5(A), the operation input value (y) is a maximum value of +100 when the head 31 is farthest from the default position in the starboard direction. The operation input value (y) is set so that the value increases as the position of the head 31 moves farther from the default position in the +y direction on the two-dimensional plane.

[0082] The operation input value (y) is a minimum value of -100 when the head 31 is farthest from the default position in the port direction. The operation input value (y) is set so that the value decreases as the position of the head 31 moves away from the default position in the -y direction on the two-dimensional plane.

[0083] 5(B), the operation input value (z) represents the rotation state (rotation direction and amount of rotation) of the head 31, and has a maximum value z=+100 when the head 31 has rotated the most from the default position in the clockwise direction as viewed from the tip side of the head 31. During clockwise rotation, the operation input value (z) is set to a larger value as the amount of rotation from the default state (absolute value of the rotation angle) increases.

[0084] The operation input value (z) is a minimum value of -100 when the head 31 is rotated the furthest from the default position in the counterclockwise direction as viewed from the tip side of the head 31. During counterclockwise rotation, the operation input value (z) is set to a smaller value as the amount of rotation from the default state (absolute value of the rotation angle) increases.

[0085] (Multiple operation buttons) The operation button 331 is a button for selecting whether to enable or disable the joystick. For example, when the operation button 331 is operated (e.g., touched or pressed) while the joystick is in an disabled state, the joystick is enabled. Operation of this operation button 331 is possible when the boat speed is equal to or lower than the switching threshold value and the throttle lever and joystick are in shift N (neutral). On the other hand, when the operation button 331 is operated while the joystick is in an enabled state, the joystick is disabled.

[0086] The operation button 332 is a button for adjusting the set value. Each time the operation button 332 is operated, the set value is changed in sequence. For example, each time the operation button 332 is operated, the set value is set to decrease in sequence from the maximum value. Also, when the set value reaches the minimum value and the operation button 332 is further operated, the set value is set to increase in sequence from the minimum value.

[0087] The operation button 333 is a button for selecting the automatic navigation control mode in the low-speed navigation control mode. For example, in the manual operation control mode of the low-speed navigation control mode, when the hull is moving forward, the operation button 333 is operated (e.g., touched or pressed). This causes the control unit 20 to start the automatic navigation control mode with the ship speed and bow heading at that time as initial values.

[0088] Then, after starting the automatic navigation control mode, by returning the joystick to within the DB range (within the shift N (neutral) range) (for example, by returning the head 31 to the position of the coordinate origin), it becomes possible to set the target heading and throttle opening using the joystick in the automatic navigation control mode.

[0089] Furthermore, when the operation button 333 is operated during the automatic navigation control mode, the automatic navigation control mode is cancelled and the mode is switched to the manual operation control mode.

[0090] Operation button 334 is a button for triggering intermittent throttle control. Operation button 334 is set so that intermittent throttle control can be switched between on (operated) and off (non-operated) each time it is operated. When control unit 20 detects operation of operation button 334 while intermittent throttle control is off, it starts intermittent throttle control. When control unit 20 detects operation of operation button 334 while intermittent throttle control is on, it stops intermittent throttle control.

[0091] (Example of use of operation input values ​​in manual operation control mode in low speed navigation control mode) FIG. 6(A) is a table showing an example of the relationship between the operation input value (x), shift, and throttle opening in the manual operation control mode, and FIG. 6(B) is a table showing an example of the relationship between the operation input value (y) and command steering angle in the manual operation control mode.

[0092] In the manual operation control mode in the low speed navigation control mode, the control unit 20 sets the throttle opening based on the operation input value (x). For example, generally, the control unit 20 sets the throttle opening so that the larger the operation input value (x), the larger the throttle opening.

[0093] More specifically, when the operation input value (x) is within the DB range (see FIG. 5(A)) near 0, the control unit 20 sets the shift to N (neutral) and sets the throttle opening to 0. When the operation input value (x) is outside the DB range and is a positive value (+ value), the control unit 20 sets the shift to F (forward), and sets the throttle opening to be larger as the absolute value of the operation input value (x) becomes larger.

[0094] When the operation input value (x) is outside the DB range and is a negative value (-value), the control unit 20 sets the shift to R (reverse), and sets the throttle opening to be larger as the absolute value of the operation input value (x) becomes larger.

[0095] In the manual operation control mode in the low speed navigation control mode, the control unit 20 sets the commanded rudder angle based on the operation input value (y). For example, generally, the control unit 20 sets the commanded rudder angle so that the larger the operation input value (y), the larger the commanded rudder angle becomes.

[0096] More specifically, when the operation input value (y) is within the DB range (see FIG. 5(A)) near 0, the control unit 20 sets the steering angle dead zone and sets the command steering angle to 0°. When the operation input value (y) is outside the DB range and is a positive value (+ value), the control unit 20 sets the steering angle to the right, and sets the command steering angle to be larger as the absolute value of the operation input value (y) becomes larger.

[0097] When the operation input value (y) is outside the DB range and is a negative value (- value), the control unit 20 sets the steering angle to the left, and sets the command steering angle to be larger as the absolute value of the operation input value (y) becomes larger.

[0098] In the manual operation control mode in the low speed navigation control mode, the control unit 20 adjusts the maximum value of the throttle opening based on the operation input value (z).

[0099] (Example of use of operation input values ​​in automatic navigation control mode in low-speed navigation control mode) (Target direction) FIG. 7(A) is a table showing an example of the relationship between the operation input value (y) in the automatic navigation control mode in the low-speed navigation control mode and the rate of change of the target heading, and FIG. 7(B) is a table showing an example of the relationship between the operation input value (z) in the automatic navigation control mode in the low-speed navigation control mode and the rate of change of the target heading.

[0100] The change rate setting unit 212 of the target heading setting unit 211 of the setting unit 21 of the control unit 20 sets the change rate of the target heading based on the operation input value (y). The change rate of the target heading means the amount of change of the target heading per second. When the change rate is a positive value, it corresponds to a right-turn steering angle, and when the change rate is a negative value, it corresponds to a left-turn steering angle.

[0101] 7(A), the change rate setting unit 212 sets a number of ranges for the operation input value (y). If the operation input value (y) is in the range of +85 to +100, the change rate setting unit 212 sets the change rate of the target orientation to +5° / sec. If the operation input value (y) is in the range of 0 to +85, the change rate setting unit 212 sets the change rate of the target orientation to +1° / sec.

[0102] The change rate setting unit 212 sets the change rate of the target orientation to -1° / sec if the operation input value (y) is in the range of -85 to 0. The change rate setting unit 212 sets the change rate of the target orientation to -5° / sec if the operation input value (y) is in the range of -100 to -85.

[0103] 7(B), the change rate setting unit 212 sets a number of ranges for the operation input value (z). If the operation input value (z) is in the range of +85 to +100, the change rate setting unit 212 sets the change rate of the target orientation to +5° / sec. If the operation input value (z) is in the range of 0 to +85, the change rate setting unit 212 sets the change rate of the target orientation to +1° / sec.

[0104] The change rate setting unit 212 sets the change rate of the target orientation to -1° / sec if the operation input value (z) is in the range of -85 to 0. The change rate setting unit 212 sets the change rate of the target orientation to -5° / sec if the operation input value (z) is in the range of -100 to -85.

[0105] In this way, in the control unit 20, the change rate setting unit 212 sets the change rate of the target heading used in the automatic navigation control mode in the low-speed navigation control mode based on the operation input value (y) or the operation input value (z), and the target heading can be set in the target heading setting unit 211 of the setting unit 21. That is, the control unit 20 can set the target heading used in the automatic navigation control mode in the low-speed navigation control mode based on the left-right tilt of the shaft 32 of the joystick or the twist of the head 31.

[0106] The target heading is related to the turning (heading) of the hull. Therefore, by assigning the left-right tilt (first tilt) or twist of the hull to the target heading, the user can set the target heading more intuitively. In addition, by adopting two types of operation for setting the target heading, the user can set the target heading more intuitively even when he or she is unsure of how to operate.

[0107] In addition, when the control unit 20 acquires both the tilt-based operation input value (y) and the twist-based operation input value (z), the control unit 20 preferentially adopts the tilt-based operation input value (y). This makes it possible to prevent erroneous setting of the target orientation due to an undesired twist operation of the joystick by the user.

[0108] That is, when the user is holding the joystick, there is a possibility that the user will twist the joystick undesirably. Therefore, the control unit 20 can more reliably set the target orientation according to the user's intention by prioritizing the operation input value (y) based on the tilt.

[0109] In addition, the rate of change of the target azimuth is set as a discrete value, so that the user can set the target azimuth more simply. For example, if the rate of change of the target azimuth is changed continuously with respect to the amount of tilt or twist, detailed setting becomes possible, but setting becomes difficult.

[0110] However, by setting the rate of change of the target heading as a discrete value, the user can set the rate of change of the target heading close to the desired value with a simple operation. In particular, in the case of a ship, the bow heading does not change suddenly, so even if the rate of change of the target heading is set as a discrete value, the user can set the rate of change of the target heading that is almost the desired one from the viewpoint of sensation. Note that the number of discrete values ​​is not limited to the above-mentioned embodiment, and can be set as appropriate.

[0111] (Throttle opening and automatic flight control mode cancellation) FIG. 8 is a table showing an example of the relationship between the operation input value (x) in the automatic navigation control mode and the rate of change of the throttle opening in the low speed navigation control mode.

[0112] The intermittent throttle setting unit 220 of the intermittent throttle signal generating unit 22 of the control unit 20 sets the rate of change of the throttle opening based on the operation input value (x). The rate of change of the throttle opening means the amount of change of the throttle opening per second. When the rate of change is a positive value, it corresponds to an increase in the throttle opening, and when the rate of change is a negative value, it corresponds to a decrease in the throttle opening. Furthermore, the control unit 20 cancels the automatic flight control mode based on the operation input value (x).

[0113] Specifically, as shown in FIG. 8, the intermittent throttle setting unit 220 sets a plurality of ranges for the operation input value (x). If the operation input value (x) is in the range from the maximum value of the DB range to +100, the intermittent throttle setting unit 220 sets the change rate of the throttle opening to +5% / sec. At this time, the change resolution is, for example, ±1%. If the operation input value (x) is in the range from -85 to the minimum value of the DB range, the intermittent throttle setting unit 220 sets the change rate of the target heading to -5% / sec. At this time, the change resolution is, for example, ±1%. If the operation input value (x) is in the range from -100 to -85, the intermittent throttle setting unit 220 sets the automatic flight control mode to be released. Note that the change rate of the throttle opening is not limited to 5% / sec. and can be set appropriately by the user.

[0114] In this way, the control unit 20 can set the throttle opening used for the automatic navigation control mode in the low-speed navigation control mode and cancel the automatic navigation control mode based on the operation input value (x). That is, the control unit 20 can set the throttle opening used for the automatic navigation control mode in the low-speed navigation control mode and cancel the automatic navigation control mode based on the inclination of the joystick shaft 32 in the forward / rearward direction.

[0115] The throttle opening is related to the propulsive force of the hull, i.e., the behavior in the fore-aft direction. Therefore, by allocating the fore-aft inclination of the hull (second inclination) to the throttle opening, the user can set the throttle opening more intuitively.

[0116] In addition to re-operating the operation button 333 as described above, by assigning the cancellation of the automatic navigation control mode to the simple action of pulling the joystick shaft 32 all the way to the rear, the user can intuitively and easily switch from the automatic navigation control mode to the manual operation control mode using the joystick.

[0117] In addition, the user can intuitively pull the joystick shaft 32 all the way to the rear. This allows the user to quickly switch from the automatic navigation control mode to the manual operation control mode, for example, when suddenly sensing a danger, to prevent erroneous operation.

[0118] At this time, the control unit 20 cancels the automatic navigation control mode only when it detects that the operation input value (x) is within the setting range for canceling the automatic navigation control mode (-95>x>-100) for a predetermined time (e.g., 1 second). This makes it possible to prevent the automatic navigation control mode from being cancelled due to an erroneous operation by the user.

[0119] Furthermore, since the rate of change of the throttle opening is set as a discrete value, the user can set the throttle opening more simply. For example, if the rate of change of the throttle opening is changed continuously with respect to the amount of inclination, detailed setting becomes possible, but the setting becomes difficult. However, since the rate of change of the throttle opening is a discrete value, the user can set the rate of change of the throttle opening close to a desired value with a simple operation. In particular, in the case of a hull, since the boat speed does not change suddenly, even if the rate of change of the throttle opening is set as a discrete value, the user can set the rate of change of the throttle opening that is approximately the desired value from the user's point of view. Note that the number of discrete values ​​is not limited to the above-mentioned embodiment, and can be set as appropriate.

[0120] Furthermore, in this embodiment, the rate of change of the throttle opening is set to either increasing or decreasing the throttle opening, which allows the user to set the rate of change of the throttle opening with an even simpler operation.

[0121] (Intermittent throttle control setting) The intermittent throttle control is only executable in the automatic flight control mode, i.e., when the automatic flight control mode is selected, the intermittent throttle control is executable, and when the automatic flight control mode is deactivated, the intermittent throttle control is also deactivated.

[0122] FIG. 9 is a diagram showing an example of a change in duty ratio in the intermittent throttle control in the automatic navigation control mode of the low speed navigation control mode.

[0123] As shown in FIG. 9, the intermittent throttle control is a control in which two values, the throttle opening being set by the joystick operation and the throttle opening at shift N (dead slow), are set in one cycle and this is repeated. This allows the time-average throttle opening to be smaller than the minimum throttle opening that can be set by the joystick operation. In other words, slower automatic navigation can be realized. More specifically, the control unit 20 performs the intermittent throttle control by outputting an intermittent throttle signal having two values, Hi level and Low level, to the thrust generating unit 91 as a function of the intermittent throttle signal generating unit 22. The Hi level of the intermittent throttle signal corresponds to the ON state (the throttle opening set by the intermittent throttle setting unit 220 by the joystick operation), and the Low level corresponds to the OFF state (the throttle opening at shift N (dead slow)).

[0124] Intermittent throttle control is set to three states: high, medium, and low. The on-time (Ton) of each of the high, medium, and low states is the same. The off-time (Toff1) in the high state is shorter than the off-time (Toff2) in the medium state. The off-time (Toff3) in the medium state is shorter than the off-time (Toff2) in the low state.

[0125] In this way, the intermittent throttle control changes the duty ratio of one cycle by varying the off time while keeping the on time (Ton) constant in multiple states. In other words, the cycle (frequency) of the intermittent throttle control is different for the high, medium, and low states.

[0126] The duty ratio of the intermittent throttle control is adjusted (switched between a plurality of states) by operating the operation button 332 when the intermittent throttle control is in the ON state by the operation button 334.

[0127] Specifically, for example, by operating the operation button 332 in sequence, the control unit 20 selects the intermittent throttle control in the order of high, medium, and low (changes in the [-] direction in FIG. 9). Furthermore, by operating the operation button 332 in sequence, the control unit 20 selects the intermittent throttle control in the order of low, medium, and high (changes in the [+] direction in FIG. 9). Thereafter, each time the operation button 332 is operated, the above-mentioned changes are repeated.

[0128] That is, by adjusting the OFF time by sequentially operating the operation button 332, the ON duty ratio can be adjusted, and the effective throttle strength can be adjusted.

[0129] This allows the user to easily set the duty ratio of the intermittent throttle control.

[0130] In this embodiment, the intermittent throttle control is set in three stages, but the number of stages is not limited to three, and the control can be set in a predetermined number of stages.

[0131] (Throttle range setting) FIG. 10 is a table showing an example of the range level setting of the throttle opening in the manual operation control mode. As shown in FIG. 10, the range level sets the setting range of the throttle opening by joystick operation in the manual operation control mode. In this case, the range level has different setting ranges for the F shift (more positive value side than the DB range) and the R shift (more negative value side than the DB range). The MIDDLE range level has a larger maximum throttle opening than the LOW range level, and the HIGH range level has a larger maximum throttle opening than the MIDDLE range level. Furthermore, for each range level, the R shift has a larger minimum and maximum settable throttle opening than the F shift.

[0132] In the manual operation control mode in the low speed navigation control mode, the control unit 20 sets the range level of the throttle opening. Specifically, the range level of the throttle opening is set by operating the operation button 332 when the joystick is within the DB range (shift N).

[0133] Specifically, for example, by operating the operation button 332 in sequence, the throttle range setting unit 23 of the control unit 20 selects the range levels in the order of LOW, MIDDLE, and HIGH (a change from top to bottom in the table of FIG. 10). Furthermore, by operating the operation button 332 in sequence, the throttle range setting unit 23 selects the range levels in the order of HIGH, MIDDLE, and LOW (a change from top to bottom in the table of FIG. 10). Thereafter, each time the operation button 332 is operated, the above-mentioned change is repeated.

[0134] In this way, by setting the range level, the user can select the range within which the throttle opening can be set in the manual operation control mode. The throttle opening range can be easily set by operating the buttons. The range level can also be set when the automatic flight control mode is selected and the intermittent throttle control is not selected.

[0135] Although not shown in the figure, the throttle opening adjustment unit 24 of the control unit 20 adjusts the throttle opening within the range set by the range level by changing the amount of twisting of the head 31 (operation input value (x) = +100) with the shaft 32 inclined forward to the maximum (operation input value (x) = +100). For example, the throttle opening is reduced by twisting the head 31 to the left (-z direction), and the throttle opening is set to the lower limit of the range level by twisting until the operation input value (z) becomes the minimum value. On the other hand, the throttle opening is increased by twisting the head 31 to the right (+z direction), and the throttle opening adjustment unit 24 of the control unit 20 sets the throttle opening to the upper limit of the range level by twisting until the operation input value (z) becomes the maximum value. This allows the user to achieve a more desired throttle opening.

[0136] (Hull control method) Fig. 11 is a flowchart showing an outline of the process of the hull control method according to the embodiment of the present invention. In the explanation of each control (process) shown in each figure after Fig. 11, the contents explained in the above configuration will be omitted. In addition, in each figure after Fig. 11, "AC" stands for the automatic navigation control mode of the low-speed navigation control mode, and "JS" stands for the joystick.

[0137] In addition, in the explanation of FIG. 11, the subject of the processing is mainly the "hull control device 10" or the "control unit 20", but in more detail, the processing is executed by each of the functional units described above.

[0138] The hull control device 10 executes control in normal operation control (high-speed navigation control mode) (S11). At this time, the throttle lever and steering wheel are used.

[0139] When the hull control device 10 detects an operation start input (operation button 331) on the joystick (S12: YES), it transitions to the low-speed navigation control mode. At this time, the hull control device 10 accepts operation of the operation button 331 only when the throttle lever and the joystick are in the N shift position. This enables the hull control device 10 to prevent unintentional transition to the low-speed navigation control mode due to undesired operation of the operation button 331. If the hull control device 10 does not accept an operation start input (operation button 331) on the joystick (S12: NO), it maintains the high-speed navigation control mode.

[0140] When the hull control device 10 detects an operation input (operation button 333) for starting the automatic navigation control mode in the low speed navigation control mode (S13: YES), it transitions to the automatic navigation control mode (S14). If the hull control device 10 does not accept an operation input (operation button 333) for the automatic navigation control mode (S13: NO), it executes a manual operation control mode using a joystick (S15).

[0141] When the hull control device 10 detects an operation input to cancel the automatic navigation control mode (re-operation of the operation button 333, or maintaining the maximum rearward tilt operation of the joystick for a predetermined period of time) (S16: YES), it cancels the automatic navigation control mode (S160).

[0142] When the hull control device 10 detects an operation input to cancel the low-speed navigation control mode using the joystick (re-operation of the operation button 331) (S17: YES), it cancels the low-speed navigation control mode using the joystick (S170) and switches to the high-speed navigation control mode. At this time, the hull control device 10 switches to the high-speed navigation control mode only when the throttle lever is in shift N. This allows the hull control device 10 to prevent sudden forward and reverse movement after switching to the high-speed navigation control mode.

[0143] The hull control device 10 maintains the low speed navigation control mode until it detects an operation input using the joystick to release the low speed navigation control mode (re-operation of the operation button 331) (S17: NO).

[0144] (How to enable settings in low-speed navigation control mode) FIG. 12 is a flowchart showing an example of control regarding permission to set the target heading and the throttle opening in the automatic navigation control mode of the low-speed navigation control mode.

[0145] After the automatic navigation control mode is started in the low-speed navigation control mode, the control unit 20 detects whether or not the position coordinates of the joystick (JS coordinates) are within the DB range.

[0146] If the JS coordinate is not within the DB range (S41: NO), the control unit 20 does not permit the start of setting the target heading and throttle opening. If the JS coordinate is within the DB range (S41: YES), the control unit 20 permits the start of setting the target heading and throttle opening (setting possible state for low-speed navigation control mode) (S42).

[0147] If there is no operation input to cancel the automatic navigation control mode (S16: NO), the control unit 20 maintains the setting permission state of the target heading and throttle opening (setting possible state for low-speed navigation control mode). More specifically, in the setting permission state, if the JS coordinate is within the DB range (returned), a flag is generated that enables the setting of the target heading and throttle opening, and the setting of the target heading and throttle opening becomes possible.

[0148] When an operation input to cancel the automatic navigation control mode is received (S16: YES), the control unit 20 cancels the automatic navigation control mode and cancels the setting permission state of the target heading and throttle opening (setting permission state for low-speed navigation control mode) (S61).

[0149] (Method of setting target heading in automatic navigation control mode of low-speed navigation control mode) FIG. 13 is a flowchart showing an example of a method for setting a target heading in the automatic navigation control mode of the low-speed navigation control mode.

[0150] The control unit 20 detects an operation input value (y) due to a y operation (tilt in the lateral direction) of the joystick and an operation input value (z) due to a z operation (twist). When the control unit 20 detects an operation input value (y) that is valid for setting (S411: YES), it sets the target orientation based on the operation input value (y) (S413).

[0151] If the control unit 20 cannot detect a valid operation input value (y) for setting (S411: NO) but detects a valid operation input value (z) for setting (S412: YES), it sets the target azimuth based on the operation input value (z) (S414).

[0152] (Setting the throttle opening in the automatic navigation control mode in the low-speed navigation control mode and the method for canceling the automatic navigation control mode) FIG. 14 is a flowchart showing an example of a method for setting the throttle opening in the automatic navigation control mode in the low speed navigation control mode and an example of a method for canceling the automatic navigation control mode.

[0153] The control unit 20 sets a range level (HIGH / MIDDLE / LOW) (S420). As described above, the range level can be changed by an operational input to the operation button 332. By being able to change the range level by an operational input to the operation button 332, the throttle opening can be changed by an operational input to the operation button 332 without operating the joystick.

[0154] The control unit 20 detects the x operation (forward / rearward tilt) of the joystick. When the control unit 20 detects an operation input value (x) that is valid for setting the throttle opening (S421: YES), it detects whether the operation input value (x) is a positive value or a negative value.

[0155] If the value is positive (S422: YES), the control unit 20 increases the throttle opening within the range level (S423). If the value is negative (S422: NO), the control unit 20 decreases the throttle opening within the range level (S424).

[0156] If the control unit 20 does not detect an operational input value (x) that is valid for setting the throttle opening (S421: NO) and detects that the operational input value (x) is within the range for canceling the automatic navigation control mode (S16: YES), the control unit 20 cancels the automatic navigation control mode (S160).

[0157] (Intermittent throttle control method) FIG. 15 is a flowchart showing an example of intermittent throttle control.

[0158] When the automatic flight control mode is selected (S430) and an operation input (operation button 334) to start intermittent throttle control is detected (S431: YES), the control unit 20 starts intermittent throttle control with a default duty ratio (S432).

[0159] When the control unit 20 detects an adjustment input (operation button 332) for the duty ratio (S433: YES), it adjusts the duty ratio based on the input (S434). When the control unit 20 does not detect an adjustment input for the duty ratio (operation button 332) (S433: NO), it maintains the duty ratio at that time.

[0160] The control unit 20 maintains the intermittent throttle control until it detects an operation input (operation button 334) to cancel the intermittent throttle control (S435: NO). When it detects an operation input (operation button 334) to cancel the intermittent throttle control (S435: YES), the control unit 20 cancels the intermittent throttle control (S436). In addition, when cancellation of the automatic navigation control mode is selected, the control unit 20 cancels the intermittent throttle control together with the cancellation of the automatic navigation control mode.

[0161] (How to adjust the throttle range) FIG. 16 is a flowchart showing an example of adjustment control of the throttle range.

[0162] When in the manual operation control mode of the low-speed navigation control mode or in the automatic navigation control mode with intermittent throttle control not enabled, if the JS coordinate is within the DB range (S501: YES), the control unit 20 detects whether or not an operation input for setting the throttle range has been made.

[0163] If there is an operation input (operation button 332) for setting the throttle range (S502: YES), the control unit 20 sets the range based on the input (S503). If there is no operation input (operation button 332) for setting the throttle range (S502: NO), the control unit 20 maintains the throttle range level at that time.

[0164] The control unit 20 adjusts the throttle opening based on the set throttle range level and the joystick operation (operation input value (x)) (S504).

[0165] (Method of adjusting target heading and slot opening in automatic navigation control mode in low-speed navigation control mode) FIG. 17 is a flowchart showing an example of a method for adjusting the target heading and the slot opening in the automatic navigation control mode in the low speed navigation control mode.

[0166] When the control unit 20 detects an operation start input (operation button 331) with the joystick (see, for example, the description of step S12 in FIG. 11), it executes a low-speed navigation control mode for manual operation using the joystick (S601).

[0167] The control unit 20 continues the low-speed navigation control mode operated manually using a joystick until it receives an input to start the automatic navigation control mode (for example, an input from the operation button 333) (S602: NO). When it receives an input to start the automatic navigation control mode (S602: YES), the control unit 20 starts the automatic navigation control mode in the low-speed navigation control mode.

[0168] When the control unit 20 is set to the automatic navigation control mode in the low speed navigation control mode, it acquires the bow direction at this time from the sensor 60. The control unit 20 sets the acquired bow direction at this time as the target heading for automatic course-keeping control (S603). The automatic course-keeping control is a control that automatically adjusts the rudder angle so as to maintain the set target heading.

[0169] The control unit 20 detects an operation input value (y) due to a y operation (tilt in the lateral direction) of the joystick and an operation input value (z) due to a z operation (twist). When the control unit 20 detects a y operation or a z operation (YES in S604), it sets a command rudder angle proportional to the operation input value (S606). Specifically, the control unit 20 sets the command rudder angle so that the command rudder angle becomes larger as the operation input value increases and the command rudder angle becomes smaller as the operation input value decreases.

[0170] Here, "proportional" does not necessarily mean that the operation input amount and the commanded steering angle have a linear function relationship. However, if the operation input amount and the commanded steering angle have a linear function relationship, the user can adjust the commanded steering angle more intuitively.

[0171] When the control unit 20 detects the stop of the y operation or z operation of the joystick after the y operation or z operation has been performed (S605: YES), the control unit 20 returns to the automatic course-keeping control (S607).

[0172] Specifically, if the joystick is not operated in the y-direction or z-direction for a predetermined period of time (e.g., 3 seconds) or more, the control unit 20 detects the stop of the y-direction or z-direction. The control unit 20 acquires the heading direction at the time of detecting the stop of the y-direction or z-direction, sets the acquired heading direction as the target heading, and executes automatic course-keeping control.

[0173] When this command rudder angle is set, if no x operation is performed, the control unit 20 maintains the throttle opening degree at the start of the autonomous navigation control mode (S608).

[0174] When the control unit 20 detects an operation input value (x) due to an x ​​operation (tilt in the forward / backward direction) of the joystick (S609: YES), it adjusts the holding value of the throttle opening in the automatic course-keeping control based on the operation input value (x) (S610).

[0175] If the control unit 20 does not detect an operation input value (x) due to an x ​​operation (tilt in the forward / backward direction) of the joystick (S609: NO), the control unit 20 maintains the throttle opening that has already been set.

[0176] The control unit 20 continues the automatic navigation control mode including the automatic course keeping control described above until it receives input to cancel the automatic navigation control mode (for example, by again operating the operation button 333 or by maintaining the maximum rearward tilt operation of the joystick for a predetermined period of time) (S611: NO).

[0177] When the control unit 20 receives an input to cancel the automatic navigation control mode (S611: YES), the control unit 20 ends the automatic navigation control mode and transitions to a low-speed navigation control mode that is manually operated using a joystick.

[0178] By performing such control, for example, the following maneuvering becomes possible: Figure 18 is a diagram showing an image of adjustment of the target heading and the slot opening in the automatic navigation control mode in the low speed navigation control mode.

[0179] The user manually navigates at low speed using the joystick of the first controller 30 (Fig. 18: Pa). At this time, the user manually navigates at low speed using the joystick to orient the bow to the target heading at that time and achieves the desired boat speed.

[0180] When the user reaches the desired bow heading and desired ship speed, he / she inputs the start of the automatic navigation control mode. This starts the self-propelled navigation control mode in the low-speed navigation control mode (Fig. 18: Pb). The control unit 20 sets the bow heading at this point to the target heading (the target heading at the start of low-speed AC in Fig. 18) and maintains the throttle opening at this point. The control unit 20 performs automatic course-keeping control to maintain the target heading. Note that the ship speed can be used instead of the throttle opening. In this case, the control unit 20 adjusts the throttle opening to maintain the target ship speed.

[0181] When the user attempts to change the sailing direction of the hull 90 during automatic course-keeping control, the user performs a y or z operation on the joystick (Fig. 18: Pc). When the control unit 20 detects this operation, it changes the rudder angle based on the y operation input value or the z operation input value. This allows the user to change the sailing direction of the hull 90 to the desired direction.

[0182] When the user reaches the desired heading and speed, he or she stops the y or z operation of the joystick (Fig. 18: Pd). When the control unit 20 detects the halt of this operation, it sets the heading at this point to the target heading (the target heading after changing course in Fig. 18).

[0183] In this way, the user can easily and intuitively change the target heading during automatic course-keeping control. At the same time, the ship's speed can be maintained. Note that the ship's speed can be adjusted by operating the joystick x as described above, even during automatic course-keeping control.

[0184] In the above description, an example has been shown in which the operation input value and the command steering angle are set by one linear function for the entire operation input value for the y operation and the z operation. However, the range of the operation input value for the y operation input value or the z operation input value may be divided into a plurality of ranges, and a different linear function may be set for each range.

[0185] Fig. 19 is a graph showing an example of the relationship between the operation input value and the command steering angle, in which RUDmax is the maximum effective steering angle.

[0186] 19, the y operation input value (z operation input value) is divided into a first range from DB to 100×(2 / 3), and a second range from 100×(2 / 3) to 100. When the y operation input value (z operation input value) is within DB, the command steering angle is set to 0°.

[0187] In the first range, the y operation input value (z operation input value) changes from the maximum value of DB to 100×(2 / 3), whereas the command rudder angle changes linearly from 0° to RUDmax / 3.

[0188] In the second range, the y operation input value (z operation input value) changes from 100×(2 / 3) to 100, whereas the command rudder angle changes linearly from RUDmax / 3 to RUDmax.

[0189] In this way, in the first range, the change in the commanded steering angle with respect to the change in the y operation input value (z operation input value) is more gradual than in the second range. Conversely, in the second range, the change in the commanded steering angle with respect to the change in the y operation input value (z operation input value) is more abrupt than in the first range.

[0190] As a result, in the first range where the commanded steering angle is small, the amount of change in the commanded steering angle relative to a change in the y operation input value (z operation input value) can be made small. In the second range where the commanded steering angle is large, the amount of change in the commanded steering angle relative to a change in the y operation input value (z operation input value) can be made large.

[0191] Moreover, the range of possible values ​​of the y operation input value (z operation input value) in the first range is larger than the range of possible values ​​of the y operation input value (z operation input value) in the second range.

[0192] By making such settings, the following effects can be obtained.

[0193] In order to operate the hull at the will of the user by operating a joystick, it is preferable to have a fast steering response speed. On the other hand, if the steering amount (change in commanded rudder angle) is large relative to the operation input value, the bow will wobble significantly when keeping course.

[0194] For this reason, based on experience that the amount of steering when performing course-keeping operations is about ±10°, the amount of change in the commanded rudder angle in the first range where the operation input value is small is reduced. This makes it possible to suppress bow sway during course-keeping operations and improve the stability of course-keeping operations.

[0195] On the other hand, the steering response speed can be increased by increasing the amount of change in the commanded rudder angle in the second range where the operation input value is large. For example, when a sudden turn is required, the user tilts the joystick all the way to the left or right (y direction) or twists the head all the way. In this case, the operation input value falls within the second range. Therefore, in such a case, it becomes possible to operate the hull quickly, and a decrease in operability during sudden turning, etc. can be suppressed.

[0196] Furthermore, by setting the first range larger than the second range, it is possible to prevent an undesired large steering command from being instructed by mistake during course-keeping operations. Also, since the range of operation input values ​​in the first range is larger, the amount of steering can be adjusted more finely. This makes it easier to align the bow heading with the desired target heading, and improves the stability of course-keeping operations.

[0197] <1> an input unit capable of receiving operation inputs from a first controller used in a low-speed navigation control mode and a second controller used in a high-speed navigation control mode; a control unit that determines a target heading or a throttle opening in heading control during navigation based on the operation input acquired by the input unit; Equipped with The low speed navigation control mode includes: a manual operation control mode by operating the first operating device; an automatic navigation control mode in which the course is kept using the target heading or the throttle opening is maintained; The control unit of the hull control device includes a setting unit that sets the target heading or the throttle opening to be used for the automatic navigation based on an operation input to the first operating device in the automatic navigation control mode.

[0198] <2> <1> A hull control device comprising: the first controller includes a joystick and an operation button; The setting unit is switching from the manual operation control mode to the automatic navigation control mode in which a course is kept using a target heading or a throttle opening is maintained based on an operation input to the operation button; a hull control device that, after switching to the automatic navigation control mode, sets the target heading and the throttle opening to be used for the automatic navigation based on an operation input to the joystick that satisfies predetermined conditions.

[0199] <3> <1> or <2> A hull control device comprising: the first controller includes a joystick; the joystick receives an operation input by a first tilt of the shaft in the left-right direction of the hull and a twist of the head; The setting unit includes a target orientation setting unit that sets the target orientation based on the first inclination or the twist.

[0200] <4> <3> A hull control device comprising: The control unit is After switching to the automatic navigation control mode, the azimuth control is performed by changing the command rudder angle based on the operation of the first tilt or the twist of the joystick; When the stop of the first tilt or twist operation of the joystick is detected, the heading at this time is obtained; The target heading setting unit sets the bow heading at the end of the first tilt or twist operation of the joystick to the target heading.

[0201] <5> <4> A hull control device comprising: The control unit sets the command rudder angle proportional to the magnitude of the first inclination or the magnitude of the twist.

[0202] <6> <5> A hull control device comprising: The control unit is A first range is set in which the command steering angle to be assigned to the first tilt magnitude or the twist magnitude increases gradually, and a second range is set in which the command steering angle to be assigned to the first tilt magnitude or the twist magnitude increases sharply, A hull control device, wherein the range of the first inclination magnitude or the twist magnitude in the first range is greater than the range of the first inclination magnitude or the twist magnitude in the second range.

[0203] <7> <6> A hull control device comprising: The first range is a range in which the magnitude of the first inclination or the magnitude of the twist is smaller than that of the second range.

[0204] <8> <4> A hull control device comprising: A hull control device that detects the cessation of the operation of the first tilt or the twist if the operation of the first tilt or the twist of the joystick is not performed for a predetermined period of time or longer.

[0205] <9> <3> A hull control device comprising: The target orientation setting unit gives priority to the first tilt over the twist when setting the target orientation.

[0206] <10> <3> or <4> A hull control device comprising: A hull control device, wherein the target orientation setting unit includes a change rate setting unit that sets a change rate of the target orientation based on the magnitude of the first tilt or the magnitude of the twist.

[0207] <11> <10> A hull control device comprising: The target heading setting unit sets the rate of change of the target heading as a discrete value.

[0208] <12> <1> ~ <11> Any one of the above hull control devices, the first controller includes a joystick; the control unit stops the automatic navigation control mode and switches to the manual operation control mode if a second tilt of the joystick shaft in the fore-aft direction of the hull is within a cancellation range of the automatic navigation control mode. Hull control device.

[0209] <13> <1> ~ <12> Any one of the above hull control devices, The first operating device receives an operation input for enabling intermittent throttle control, The control unit includes an intermittent throttle signal generating unit that generates an intermittent throttle signal having a Hi level and a Low level when the intermittent throttle control is enabled.

[0210] <14> <13> A hull control device comprising: the first operating device accepts an operation input for setting the intermittent throttle control, The intermittent throttle signal generating unit includes an intermittent throttle setting unit that sets at least one of a duty ratio and a frequency of the intermittent throttle signal based on an operation input that sets the intermittent throttle.

[0211] <15> <1> ~ <14> A hull control device according to any one of the above, the first controller includes a throttle range selection button for selecting from a plurality of throttle range candidates, the throttle range indicating a range in which the throttle opening can be set by an operation input of a second tilt of a joystick shaft in the fore-aft direction of the hull; The control unit includes a throttle range setting unit that selects and sets one throttle range from the multiple throttle range candidates based on an operational input to the throttle range selection button.

[0212] <16> <15> A hull control device comprising: The throttle range setting unit sets a forward throttle range and a reverse throttle range so that they are different from each other.

[0213] <17> <15> or <16> A hull control device comprising: The control unit includes a throttle opening adjustment unit that adjusts the throttle opening based on the magnitude of the twist operated when the second tilt is at its maximum. [Explanation of symbols]

[0214] 1: Ship control system 10: Hull control device 20: Control unit 21: Setting section 211: Target direction setting section 212: Change rate setting section 22: Intermittent throttle signal generator 220: Intermittent throttle setting section 23: Throttle range setting section 24: Throttle opening adjustment section 30: 1st controller 31: Head 32: Shaft 33: Buttons 40:Second controller 50:AP operation section 60: Sensor 70: Display section 90: Hull 91: Thrust generation section 92: Rudder gear 100: Data communication network 200: Switching section 331, 332, 333, 334: Operation buttons 920: Steering angle sensor

Claims

1. an input unit capable of receiving operation inputs from a first controller used in a low-speed navigation control mode and a second controller used in a high-speed navigation control mode; a control unit that determines a target heading or a throttle opening in heading control during navigation based on the operation input acquired by the input unit; Equipped with The low speed navigation control mode includes: a manual operation control mode by operating the first operating device; an automatic navigation control mode in which the course is kept using the target heading or the throttle opening is maintained; The control unit includes a setting unit that sets the target heading or the throttle opening degree to be used for the automatic navigation based on an operation input to the first operating device in the automatic navigation control mode. Hull control device.

2. The hull control device according to claim 1, the first controller includes a joystick and an operation button; The setting unit is switching from the manual operation control mode to the automatic navigation control mode in which a course is kept using a target heading or a throttle opening is maintained based on an operation input to the operation button; after switching to the automatic navigation control mode, setting the target heading and the throttle opening to be used for the automatic navigation based on an operation input to the joystick that satisfies a predetermined condition; Hull control device.

3. The hull control device according to claim 1, the first controller includes a joystick; the joystick receives an operation input by a first tilt of the shaft in the left-right direction of the hull and a twist of the head, The setting unit includes a target orientation setting unit that sets the target orientation based on the first tilt or the twist. Hull control device.

4. The hull control device according to claim 3, The control unit is After switching to the automatic navigation control mode, the azimuth control is performed by changing the command rudder angle based on the operation of the first tilt or the twist of the joystick; When the stop of the first tilt or twist operation of the joystick is detected, the heading at this time is obtained; the target heading setting unit sets the bow heading at the time when the operation of the first tilt or twist of the joystick is stopped to the target heading. Hull control device.

5. The hull control device according to claim 4, The control unit sets the command steering angle proportional to the magnitude of the first tilt or the magnitude of the twist. Hull control device.

6. The hull control device according to claim 5, The control unit is a first range in which the command steering angle to be assigned to the first tilt magnitude or the twist magnitude increases gradually, and a second range in which the command steering angle to be assigned to the first tilt magnitude or the twist magnitude increases steeply; a range of the magnitude of the first tilt or the magnitude of the twist in the first range is greater than a range of the magnitude of the first tilt or the magnitude of the twist in the second range; Hull control device.

7. The hull control device according to claim 6, The first range is a range in which the magnitude of the first inclination or the magnitude of the twist is smaller than that of the second range. Hull control device.

8. The hull control device according to claim 4, if the first tilt or twist operation of the joystick is not performed for a predetermined period of time or more, detection is made of the stop of the first tilt or twist operation. Hull control device.

9. The hull control device according to claim 3, the target orientation setting unit adopts the first tilt in preference to the twist in setting the target orientation; Hull control device.

10. The hull control device according to claim 3, The target orientation setting unit includes a change rate setting unit that sets a change rate of the target orientation based on the magnitude of the first tilt or the magnitude of the twist. Hull control device.

11. The hull control device according to claim 10, The target orientation setting unit sets a rate of change of the target orientation as a discrete value. Hull control device.

12. The hull control device according to claim 1, the first controller includes a joystick; the control unit stops the automatic navigation control mode and switches to the manual operation control mode if a second tilt of the joystick shaft in the fore-aft direction of the hull is within a cancellation range of the automatic navigation control mode. Hull control device.

13. The hull control device according to claim 1, The first operating device receives an operation input for enabling intermittent throttle control, The control unit includes an intermittent throttle signal generating unit that generates an intermittent throttle signal having a Hi level and a Low level when the intermittent throttle control is enabled. Hull control device.

14. The hull control device according to claim 13, the first operating device accepts an operation input for setting the intermittent throttle control, The intermittent throttle signal generating unit includes an intermittent throttle setting unit that sets at least one of a duty ratio and a frequency of the intermittent throttle signal based on an operation input that sets the intermittent throttle. Hull control device.

15. The hull control device according to claim 3, the first controller includes a throttle range selection button for selecting from a plurality of candidates a throttle range indicating a range in which the throttle opening can be set by an operational input of a second tilt of the joystick shaft in the fore-aft direction of the hull, the control unit includes a throttle range setting unit that selects and sets one throttle range from the plurality of throttle range candidates based on an operation input to the throttle range selection button, Hull control device.

16. The hull control device according to claim 15, The throttle range setting unit sets a forward throttle range and a reverse throttle range so as to be different from each other. Hull control device.

17. The hull control device according to claim 15, The control unit includes a throttle opening adjustment unit that adjusts the throttle opening based on the magnitude of the twist operated when the second tilt is at a maximum. Hull control device.

18. acquiring operation inputs from a first controller used in a low-speed navigation control mode and a second controller used in a high-speed navigation control mode; Determine a target heading or throttle opening for heading control during navigation based on the acquired operation input; The low speed navigation control mode includes: a manual operation control mode by operating the first operating device; an automatic navigation control mode in which the course is kept using the target heading or the throttle opening is maintained; In the automatic flight control mode, setting the target heading or the throttle opening to be used for the automatic navigation based on an operation input to the first operating device; Hull control method.

19. A process of acquiring operation inputs from a first controller used in a low-speed navigation control mode and a second controller used in a high-speed navigation control mode; A process for determining a target heading or a throttle opening in heading control during navigation based on the acquired operation input; The low speed navigation control mode includes: a manual operation control mode by operating the first operating device; an automatic navigation control mode in which the course is kept using the target heading or the throttle opening is maintained; a process of setting the target heading or the throttle opening degree to be used for the automatic navigation based on an operation input to the first operating device in the automatic navigation control mode; A hull control program that causes a processor to execute the above.

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