Ship propulsion system and ship

Abstract

To provide a ship propulsion system and a ship which efficiently actuate a bow thruster and can achieve an adequate azimuth holding operation.SOLUTION: A ship propulsion system 100 includes a bow thruster BT, an outboard motor OM as a propulsion machine, and steering devices (steering actuator 25 and steering mechanism 26). The ship propulsion system includes a joy stick unit 18 having a joy stick 8, and a main controller 50 for controlling the bow thruster, the outboard motor and the steering actuator, in accordance with operation of the joy stick. When a longitudinal direction command is given to the main controller by the operation of the joy stick, the main controller controls the bow thruster and executes azimuth holding control. When the joy stick becomes at a neutral position and the longitudinal direction command is not found during the azimuth holding control, the main controller continues the azimuth holding control for a predetermined time or more, and then stops the azimuth holding control.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a boat propulsion system and a boat equipped with the same. [Background technology]

[0002] Patent Document 1 discloses an automatic ship-steering device that commands the direction and speed of movement of the hull with a joystick lever and commands the direction and speed of turning of the hull with a steering dial. When the joystick lever and the steering dial are both in the neutral position, the thrust distribution amount of the rudder, bow thruster, stern thruster and propeller is calculated, and a heading holding operation is performed to hold the heading of the ship. When the joystick lever is in a non-neutral position and the steering dial is in the neutral position, an operation is performed to move the hull in parallel while maintaining the heading of the ship. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 3057413 Summary of the Invention [Problem to be solved by the invention]

[0004] In the prior art of Patent Document 1, when the joystick lever is in the neutral position, the operation to maintain the heading of the ship continues. However, constantly continuing the heading maintenance operation when the joystick lever is in the neutral position may result in the bow thruster and the like being operated more than necessary.

[0005] For example, when an electric bow thruster is used, it is preferable to operate the bow thruster efficiently when necessary, taking into consideration battery consumption, heat generation due to continuous operation, etc. Therefore, there is room for improvement in the above-mentioned prior art.

[0006] Therefore, one embodiment of the present invention provides a vessel propulsion system and a vessel that can efficiently operate a bow thruster to achieve appropriate heading maintenance operation. [Means for solving the problem]

[0007] One embodiment of the present invention provides a ship propulsion system including a bow thruster arranged at a bow of a hull and capable of generating a propulsive force in the left-right direction of the hull, a propulsion unit mounted on the hull and capable of generating a propulsive force in the longitudinal direction of the hull, and a steering device for changing the course of the hull. The ship propulsion system includes a joystick unit having a joystick that is operated by a ship steerer to command the traveling direction of the hull and can be tilted in all directions from a neutral position, and a controller that controls the bow thruster, the propulsion unit, and the steering device in response to the operation of the joystick. When a longitudinal direction command is given by the operation of the joystick to command a traveling direction parallel to the longitudinal direction of the hull, the controller controls the bow thruster to execute heading maintenance control for maintaining the heading of the hull. When the joystick is placed in a neutral position during the heading maintenance control and the longitudinal direction command is no longer present, the controller continues the heading maintenance control for a certain period of time and then stops the heading maintenance control.

[0008] According to this configuration, when a forward / reverse command is given to the controller by operating the joystick, heading control is executed using the left / right propulsive force of the bow thruster. This reduces the operation of the operator to resist fluctuations in the heading due to disturbances or the like. This heading control continues even when the joystick is in the neutral position and the forward / reverse command is no longer present. Therefore, the heading of the hull is maintained even while the hull is coasting forward or backward, so that the operator's operation to correct unintended fluctuations in the heading is reduced. On the other hand, the heading control continues for a certain period of time and is stopped thereafter, so that the bow thruster is prevented from being driven for an unnecessarily long period of time. In this way, a ship propulsion system can be provided that can efficiently operate the bow thruster to achieve appropriate heading maintenance.

[0009] The heading keeping control is typically a control for keeping the vessel heading at the time when the heading keeping control is started.

[0010] In one embodiment of the present invention, when the forward / backward direction command is again given by operating the joystick while the heading holding control is continuing for the fixed period of time, the controller cancels the counting of the fixed period of time and executes the heading holding control.

[0011] According to this configuration, if the joystick is operated again to give a forward / reverse direction command while the heading maintenance control is continuing after the joystick is in the neutral position and the forward / reverse direction command is no longer present, the heading maintenance control is resumed. Therefore, the heading maintenance control can be substantially extended by operating the joystick. This allows the bow thruster to be efficiently operated in accordance with the intention of the vessel operator to perform the heading maintenance operation appropriately.

[0012] In a preferred embodiment of the present invention, the marine vessel propulsion system further includes a rotation operation unit that is operated by a vessel operator to issue a command to turn the hull and that is rotatable left and right from a neutral rotation position. The controller does not start the heading maintenance control when a turning command is input from the rotation operation unit, and stops the heading maintenance control when a turning command is input from the rotation operation unit during the heading maintenance control.

[0013] According to this configuration, the vessel operator can turn the vessel by rotating the turning operation unit to the left or right. When a turning command from the turning operation unit is input to the controller, the heading maintenance control is not executed, and when a turning command is input to the controller during the heading maintenance control, the heading maintenance control is stopped. This makes it possible to prevent the heading maintenance control from interfering with the turning command, and therefore makes it possible to efficiently utilize the propulsive force of the bow thruster.

[0014] The joystick unit may also function as a rotation operation unit. That is, the joystick may be configured to be tiltable and rotatable (twistable). The joystick unit may be configured to output a travel direction command and a turning command in response to the tilt operation.

[0015] In one embodiment of the present invention, the controller does not start the heading maintenance control when a traveling direction that is not parallel to the fore-aft direction of the hull is commanded by operation of the joystick, and the controller stops the heading maintenance control when a traveling direction that is not parallel to the fore-aft direction of the hull is commanded by operation of the joystick during the heading maintenance control.

[0016] According to this configuration, since the heading control is not executed when a traveling direction that is not parallel to the fore-aft direction is commanded, it is possible to prevent the heading control from interfering with the movement of the vessel (especially the movement involving turning), thereby making it possible to efficiently utilize the propulsive force of the bow thruster.

[0017] One embodiment of the present invention provides a ship propulsion system including a bow thruster arranged at a bow of a hull and capable of generating propulsive force in the left and right directions of the hull, a heading command device operated by a ship operator to command the heading direction of the hull, and a controller, when the heading command device outputs a longitudinal direction command commanding a heading direction parallel to the longitudinal direction of the hull, the controller controls the bow thruster to execute heading maintenance control for maintaining the heading of the hull, and when the longitudinal direction command is no longer present during the heading maintenance control, the controller continues the heading maintenance control for a certain period of time and then stops the heading maintenance control.

[0018] According to this configuration, when a longitudinal command is given to the controller by operating the heading command device, heading control is executed using the lateral propulsive force of the bow thruster. This reduces the operation of the operator to resist fluctuations in the heading caused by disturbances and the like. This heading control continues even when the longitudinal command is no longer present. Therefore, the heading of the hull is maintained even while the hull is coasting forward or backward, so that the operator's operation to correct unintended fluctuations in the heading is reduced. On the other hand, the heading control continues for a certain period of time, and the heading control is stopped thereafter, so that it is possible to avoid the bow thruster being driven for an unnecessarily long period of time. In this way, a ship propulsion system can be provided that can efficiently operate the bow thruster to achieve appropriate heading maintenance.

[0019] In one embodiment of the present invention, the bow thruster is fixed to the hull so as not to be steerable.

[0020] One embodiment of the present invention provides a vessel including a hull and a vessel propulsion system having the above-described configuration. Effect of the Invention

[0021] According to the present invention, it is possible to provide a vessel propulsion system and a vessel that can efficiently operate the bow thruster to achieve appropriate heading maintenance operation. [Brief description of the drawings]

[0022] [Figure 1] FIG. 1 is a plan view for explaining an example of the configuration of a ship equipped with a ship propulsion system according to a preferred embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram for explaining an example configuration of the vessel propulsion system. [Diagram 3] FIG. 3 is a perspective view for explaining an example of the configuration of the joystick unit. [Figure 4] FIG. 4 is a diagram for explaining the neutral mode and the forward / backward mode, which are sub-modes of the joystick mode. [Diagram 5] FIG. 5 is a diagram for explaining the neutral mode and the turning mode, which are sub-modes of the joystick mode. [Figure 6] FIG. 6 is a diagram showing the front-back and left-right dead zones of a joystick. [Figure 7] FIG. 7 is a diagram for explaining features related to heading maintenance control of the marine vessel propulsion system, showing an example of joystick operation and the corresponding behavior of the hull. [Figure 8A] FIG. 8A is a flowchart illustrating an example of a process executed by the main controller in response to a forward / rearward direction command. [Figure 8B] FIG. 8B is a flowchart illustrating an example of a process executed by the main controller in response to a forward / rearward direction command. [Figure 9] FIG. 9 is a diagram illustrating the configuration of a marine vessel propulsion system according to another preferred embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0024] 1 is a plan view for explaining an example of the configuration of a boat 1 equipped with a boat propulsion system 100 according to one embodiment of the present invention. The boat 1 includes a hull 2, a bow thruster BT provided at the bow of the hull 2 ​​to generate propulsive force in the lateral direction, and an outboard motor OM, which is an example of a propulsion unit with a variable steering angle, provided at the stern 3 of the hull 2. In this embodiment, an example is shown in which one outboard motor OM is provided on a center line 2a extending in the fore-aft direction of the hull 2, but multiple outboard motors, more specifically, two or more outboard motors OM may be provided at the stern 3.

[0025] The outboard motor OM is equipped with a propeller 20 disposed underwater, and is configured to generate thrust by rotation of the propeller 20 and provide the thrust to the hull 2. The outboard motor OM is attached to the stern 3 so as to be rotatable left and right, thereby changing the direction of the thrust generated by the propeller 20 from left to right. For example, the steering angle is defined as the angle between the forward and backward direction parallel to the center line 2a and the direction of the thrust generated by the propeller 20 relative to the forward and backward direction. The outboard motor OM is configured to be rotated left and right by an attached steering mechanism 26 (see FIG. 2), thereby changing the steering angle. The steering angle may be expressed by taking the angle parallel to the forward and backward direction as zero, giving a positive sign to a steering angle in a direction in which the rear end of the outboard motor OM is turned to the right, and giving a negative sign to a steering angle in a direction in which the rear end of the outboard motor OM is turned to the left.

[0026] The bow thruster BT is equipped with a propeller 40 arranged in a cylindrical tunnel 41 that penetrates the hull 2 ​​from left to right at the bow of the hull 2. For example, a structure in which two propellers 40 are coupled to both ends of a rotating shaft may be used. The propeller 40 is rotatable in both forward and reverse directions, that is, in both directions, and thus the bow thruster BT can apply a propulsive force to the hull 2 ​​in the rightward or leftward direction. In this embodiment, the direction of the propulsive force generated by the bow thruster BT cannot be set other than to the left and right directions. That is, in this embodiment, the bow thruster BT is fixed to the hull 2 ​​so as not to be steerable.

[0027] A living space 4 for passengers is provided inside the hull 2. A pilot's seat 5 is provided within this living space 4. The pilot's seat 5 is equipped with a steering wheel 6, a remote control lever 7, a joystick 8, a gauge 9 (display panel), and the like. The steering wheel 6 is an operator operated by the user to change the course of the boat 1. The remote control lever 7 is an operator operated by the user to change the magnitude (output) of the thrust of the outboard motor OM and its direction (forward or reverse), and corresponds to an accelerator operator. The joystick 8 is an operator operated by the user to steer the boat, instead of the steering wheel 6 and the remote control lever 7. In addition to these operators, a dedicated operator 45 (see FIG. 2) for operating the bow thruster BT may be provided.

[0028] Fig. 2 is a block diagram for explaining an example of the configuration of a boat propulsion system 100 provided on the boat 1. The boat propulsion system 100 includes an outboard motor OM and a bow thruster BT. The outboard motor OM may be in the form of either an engine outboard motor or an electric outboard motor. Fig. 2 shows an example of an engine outboard motor.

[0029] The outboard motor OM includes an engine ECU (electronic control unit) 21, a steering ECU 22, an engine 23, a shift mechanism 24, a propeller 20, a steering mechanism 26, etc. Power generated by the engine 23 is transmitted to the propeller 20 via the shift mechanism 24. The steering mechanism 26 is a mechanism for changing the direction of the propulsive force generated by the outboard motor OM to the left or right, and turns the body of the outboard motor OM to the left or right relative to the hull 2 ​​(see FIG. 1). The shift mechanism 24 is configured to be able to select one of a forward position, a reverse position, and a neutral position. When the shift position is in the forward position, the propeller 20 rotates in the forward direction by transmitting the rotation of the engine 23, and the outboard motor OM is in a forward operation state in which it generates a propulsive force in the forward direction. When the shift position is in the reverse position, the propeller 20 rotates in the reverse direction by transmitting the rotation of the engine 23, and the outboard motor OM is in a reverse operation state in which it generates a propulsive force in the reverse direction. When in the neutral position, power transmission between the engine 23 and the propeller 20 is interrupted, and the outboard motor OM is in an idling state.

[0030] The outboard motor OM further includes a throttle actuator 27 and a shift actuator 28, which are controlled by the engine ECU 21. The throttle actuator 27 is an electric actuator (typically including an electric motor) that operates a throttle valve (not shown) of the engine 23. The shift actuator 28 is an actuator for operating the shift mechanism 24. The outboard motor OM further includes a steering actuator 25 controlled by the steering ECU 22. The steering actuator 25 is a drive source for the steering mechanism 26, and typically includes an electric motor. The steering actuator 25 may include an electric pump type hydraulic device. The steering actuator 25 and the steering mechanism 26 constitute an example of a steering device for changing the course of the hull 2.

[0031] The bow thruster BT includes a propeller 40, an electric motor 42 that drives the propeller 40, and a motor controller 43 that controls the electric motor 42.

[0032] The marine vessel propulsion system 100 further includes a main controller 50. The main controller 50 includes a processor 50a and a memory 50b, and is configured to achieve a plurality of functions by the processor 50a executing a program stored in the memory 50b. The main controller 50 is connected to an in-ship network 55 (CAN: Control Area Network) constructed in the hull 2. The in-ship network 55 is connected to a remote control unit 17, a remote control ECU 51, a joystick unit 18, a GPS (Global Positioning System) receiver 52, a direction sensor 53, etc.

[0033] A remote control ECU 51 corresponding to the outboard motor OM is connected to the inboard network 55. The engine ECU 21 and steering ECU 22 of the outboard motor OM are connected to the remote control ECU 51 via an outboard motor control network 56. The main controller 50 exchanges signals with various units connected to the inboard network 55, thereby controlling the outboard motor OM and the bow thruster BT, as well as other units. The main controller 50 has a plurality of control modes, and controls each unit in a predetermined manner according to each control mode.

[0034] The steering wheel unit 16 is connected to the outboard motor control network 56. The steering wheel unit 16 outputs an operation angle signal indicating the operation angle of the steering wheel 6 to the outboard motor control network 56. The operation angle signal is received by the remote control ECU 51 and the steering ECU 22. The steering ECU 22 responds to the operation angle signal generated by the steering wheel unit 16 or the steering angle command generated by the remote control ECU 51, and controls the steering actuator 25 in accordance with either one, thereby controlling the steering angle of the outboard motor OM.

[0035] The remote control unit 17 generates an operation position signal that indicates the operation position of the remote control lever 7 .

[0036] The joystick unit 18 generates an operation position signal that indicates the operation position of the joystick 8 , and also generates an operation signal for an operation button 180 provided on the joystick unit 18 .

[0037] The remote control ECU 51 sends a thrust command to the engine ECU 21 via the outboard motor control network 56. The thrust command includes a shift command for commanding a shift position and an output command for commanding an engine output (specifically, an engine rotation speed). The remote control ECU 51 also sends a steering angle command to the steering ECU 22 via the outboard motor control network 56. A detection signal of a steering angle sensor (not shown) that detects the steering angle of the steering mechanism 26 is input to the steering ECU 22. The steering ECU 22 controls the steering actuator 25 so that the actual steering angle detected by the steering angle sensor coincides with the steering angle command commanded by the remote control ECU 51. The actual steering angle detected by the steering angle sensor is sent from the steering ECU 22 to the remote control ECU 51, and further sent from the remote control ECU 51 to the main controller 50.

[0038] The remote control ECU 51 executes different control operations according to the control mode of the main controller 50. For example, in a control mode for maneuvering the ship using the steering wheel 6 and the remote control lever 7, the remote control ECU 51 gives the engine ECU 21 a propulsive force command (shift command and output command) corresponding to the operation position signal generated by the remote control unit 17. The remote control ECU 51 also commands the steering ECU 22 to follow the operation angle signal generated by the steering wheel unit 16. On the other hand, in a control mode for maneuvering the ship without the operation of the steering wheel 6 and the remote control lever 7, the remote control ECU 51 follows the command of the main controller 50. That is, the remote control ECU 51 sends a propulsive force command (shift command and output command) to the engine ECU 21 and sends a steering angle command to the steering ECU 22 according to the propulsive force command (shift command and output command) and the steering angle command generated by the main controller 50. For example, in a control mode (joystick mode) for maneuvering with the joystick 8, the main controller 50 generates a propulsive force command (shift command and output command) and a steering angle command in response to signals generated by the joystick unit 18. In accordance with these, the magnitude and direction (forward or reverse) of the propulsive force of the outboard motor OM and the steering angle are controlled.

[0039] The engine ECU 21 drives the shift actuator 28 in response to a shift command to control the shift position, and drives the throttle actuator 27 in response to an output command to control the throttle opening. The steering ECU 22 controls the steering actuator 25 in response to a steering angle command to control the steering angle of the outboard motor OM.

[0040] The motor controller 43 of the bow thruster BT is connected to the in-ship network 55 and is configured to operate the electric motor 42 in response to a command from the main controller 50. The motor controller 43 may be connected to the in-ship network 55 via a gateway (not shown). The main controller 50 issues a thrust command to the motor controller 43. The thrust command includes a shift command (rotation direction command) and an output command (rotation speed command). The shift command is a rotation direction command that commands the propeller 40 to stop, rotate forward, or rotate backward. The output command is a command for the thrust to be generated, specifically, a target value of the rotation speed. The motor controller 43 controls the rotation direction and rotation speed of the electric motor 42 in response to the shift command (rotation direction command) and the output command.

[0041] In this example, a dedicated operator 45 for the bow thruster BT is connected to the motor controller 43. A user can also operate the operator 45 to adjust the rotation direction and rotation speed of the bow thruster BT.

[0042] The GPS receiver 52 is an example of a position detection device that receives radio waves from artificial satellites orbiting the Earth to identify the position of the ship 1 and outputs position data indicating the position of the ship 1 and speed data indicating the moving speed of the ship 1. These data are acquired by the main controller 50 and used for displaying and controlling the position and / or direction of the ship 1. GPS is a specific example of a GNSS (Global Navigation Satellite System).

[0043] The orientation sensor 53 detects the orientation of the ship 1 and generates orientation data. The orientation data is used by the main controller 50.

[0044] The inboard network 55 is further connected to a gauge 9. The gauge 9 is a display device for displaying various pieces of information for maneuvering the ship. The gauge 9 can communicate with, for example, the main controller 50, the remote control ECU 51, and the motor controller 43. As a result, the gauge 9 can display information such as the operating state of the outboard motor OM, the operating state of the bow thruster BT, and the position and / or direction of the ship 1. The gauge 9 may be provided with an input device 10 such as a touch panel or a button. When a user operates the input device 10, an operation signal may be sent to the inboard network 55, allowing various settings and commands to be performed. A network separate from the inboard network 55 may be constructed to transmit a display control signal related to the gauge 9.

[0045] An application switch panel 60 is further connected to the in-ship network 55. The application switch panel 60 includes a plurality of function switches 61 for commanding the execution of predefined functions. For example, the function switch 61 may include a switch for commanding automatic ship steering. More specifically, one function switch 61 may be assigned to command a heading hold mode (Heading Hold) for performing automatic steering to maintain the heading while moving forward. Another function switch 61 may be assigned to command a straight line hold mode (Course Hold) for performing automatic steering to maintain the heading while moving forward and to maintain a straight course. Still another function switch 61 may be assigned to command a way point tracking mode (Track Point) for performing automatic steering to navigate according to a route that passes through a plurality of designated way points in order. Still another function switch 61 may be assigned to command a pattern sailing mode (Pattern Steer) for performing automatic steering to navigate according to a predetermined sailing pattern (zigzag pattern, spiral pattern, etc.).

[0046] 3 is a perspective view for explaining a configuration example of the joystick unit 18. The joystick unit 18 includes a joystick 8 that can be tilted forward, backward, left, right (i.e., in all directions of 360 degrees) from a neutral position, and can also be twisted to rotate left and right about an axis from a neutral rotation position. In this example, the joystick unit 18 further includes a plurality of operation buttons 180. The plurality of operation buttons 180 includes a joystick button 181 and hold mode setting buttons 182 to 184.

[0047] The joystick button 181 is an operator that is operated by the boat operator when selecting a control mode (boat maneuvering mode) that uses the joystick 8, that is, the joystick mode.

[0048] The hold mode setting buttons 182, 183, 184 are operation buttons operated by the user to set a control mode (one of the automatic ship steering modes) of the position / heading hold system. More specifically, the hold mode setting button 182 is operated to set a fixed point hold mode (Stay Point) that holds the position and heading (or stern heading) of the ship 1. The hold mode setting button 183 is operated to set a position hold mode (Fish Point) that holds the position of the ship 1 but does not hold the heading (or stern heading). The hold mode setting button 184 is operated to set a heading hold mode (Drift Point) that holds the heading (or stern heading) but does not hold the position.

[0049] From the viewpoint of the operation system, the control modes of the main controller 50 can be classified into a normal mode, a joystick mode, and an automatic ship-piloting mode.

[0050] The normal mode is a control mode in which steering control is performed according to an operation angle signal generated by the steering wheel unit 16, and propulsion control is performed according to an operation signal (operation position signal) of the remote control lever 7. In this embodiment, the normal mode is a default control mode of the main controller 50. The steering control specifically refers to a control operation in which the steering ECU 22 drives the steering actuator 25 according to an operation angle signal generated by the steering wheel unit 16 or a steering angle command generated by the remote control ECU 51. As a result, the body of the outboard motor OM is steered left and right, and the direction of the propulsion force relative to the hull 2 ​​changes left and right. The propulsion force control specifically refers to a control operation in which the engine ECU 21 drives the shift actuator 28 and the throttle actuator 27 according to a propulsion force command (shift command and output command) given to the engine ECU 21 by the remote control ECU 51. As a result, the shift position of the outboard motor OM is set to a forward position, a reverse position, or a neutral position, and the engine output (specifically, the engine rotation speed) changes.

[0051] The joystick mode is a control mode in which steering control and propulsion force control are performed in response to an operation signal from the joystick 8 of the joystick unit 18.

[0052] In the joystick mode, the steering control and the propulsive force control of the outboard motor OM are performed. That is, the main controller 50 provides a steering angle command and a propulsive force command to the remote control ECU 51, and the remote control ECU 51 provides them to the steering ECU 22 and the engine ECU 21.

[0053] The automatic ship-steering mode is a control mode in which steering control and / or propulsion control are performed automatically by the main controller 50 and the like, without operation of the steering wheel 6, the remote control lever 7, and the joystick 8. In other words, automatic ship steering is performed. There are automatic ship steering of a navigation system used when sailing, and automatic ship steering of a position / heading holding system that maintains one or both of the position and the heading. An example of automatic ship steering of a navigation system is the aforementioned automatic steering commanded by operation of the function switch 61. Automatic ship steering of a position / holding system includes ship steering in a fixed position holding mode, a position holding mode, and a heading holding mode commanded by operation of the holding mode setting buttons 182, 183, and 184.

[0054] In this embodiment, further, in the joystick mode and the automatic ship-steering mode, a cooperation mode in which the outboard motor OM and the bow thruster BT are cooperated to achieve a desired hull behavior, and a non-cooperation mode in which such cooperation is not performed can be selected. A selection operator operated by the user to select the cooperation mode / non-cooperation mode may be assigned to, for example, any of the function switches 61 of the application switch panel 60. Also, the cooperation mode / non-cooperation mode may be selected by operating the input device 10 of the gauge 9. In the cooperation mode, the main controller 50 executes the propulsion force control for the bow thruster BT in addition to the steering control and propulsion force control for the outboard motor OM.

[0055] 4 and 5 are diagrams for explaining the joystick mode in the cooperation mode, and show the operation of the joystick 8 and the corresponding behavior of the hull 2. In the joystick mode, the main controller 50 has a plurality of sub-modes (control modes) including a neutral mode in which no propulsive force is applied to the hull 2, a stem turning mode in which the hull 2 ​​is turned, and a longitudinal mode in which the hull 2 ​​is moved forward and backward. The main controller 50 is in the neutral mode when the joystick 8 is in the neutral position and the neutral rotation position. In the neutral mode, the main controller 50 sets the propulsive force of the bow thruster BT to zero, sets the shift position of the outboard motor OM to the neutral position N, and sets the steering angle of the outboard motor OM to zero. When the joystick 8 is tilted from the neutral position with the joystick 8 in the neutral rotation position, the main controller 50 transitions from the neutral mode to the longitudinal mode. The operation in this case is shown in FIG. 4. Furthermore, when the joystick 8 is twisted from the neutral rotation position while in the neutral position, the main controller 50 transitions from the neutral mode to the turning mode. The operation in this case is shown in FIG.

[0056] 4, when the joystick 8 is operated in the forward / backward direction in the neutral mode, the main controller 50 transitions to the forward / backward mode. The main controller 50 determines that the joystick 8 has been operated in the forward / backward direction when the forward / backward component of the tilt operation amount (hereinafter simply referred to as "tilt operation amount") from the neutral position 80 (see FIG. 6) of the joystick 8 is outside a predetermined forward / backward dead zone 81 (see FIG. 6). The main controller 50 also determines that the joystick 8 has been operated in the left / right direction when the left / right component of the tilt operation amount of the joystick 8 is outside a left / right dead zone 82 (see FIG. 6).

[0057] In the forward / rearward mode, the main controller 50 causes the bow thruster BT to generate a propulsive force corresponding to the left / right component of the tilt operation amount of the joystick 8. The main controller 50 also causes the outboard motor OM to generate a propulsive force corresponding to the front / rear component of the tilt operation amount of the joystick 8. Furthermore, the main controller 50 controls the steering actuator 25 to drive the steering mechanism 26 in accordance with the twisting operation of the joystick 8, thereby controlling the steering angle of the outboard motor OM.

[0058] More specifically, when the joystick 8 is tilted straight forward from the neutral position, the main controller 50 sets the propulsive force of the bow thruster BT to zero, sets the shift position of the outboard motor OM to the forward position F, sets the magnitude of the propulsive force of the outboard motor OM to correspond to the amount of operation of the joystick 8, and sets the steering angle of the outboard motor OM to zero. When a twisting operation is then performed on the joystick 8, the main controller 50 steers the outboard motor OM so as to encourage the turning of the hull 2 ​​in the direction of the twisting operation (direction of rotation operation). In other words, the steering direction of the outboard motor OM corresponds to the direction of the twisting operation, and the steering amount of the outboard motor OM corresponds to the amount of operation of the twisting operation (amount of rotation operation). The amount of operation of the twisting operation is the amount of operation from the neutral rotation position (same below). The propulsive force of the bow thruster BT remains zero. Therefore, the operator can adjust the thrust of the outboard motor OM by tilting the joystick 8 forward, while adjusting the steering of the outboard motor OM by twisting the joystick 8.

[0059] When the joystick 8 is tilted diagonally forward to the right, the main controller 50 generates a rightward propulsive force from the bow thruster BT and makes the magnitude of the propulsive force correspond to the left-right component of the tilt operation amount of the joystick 8. The main controller 50 also sets the shift position of the outboard motor OM to the forward position F, makes the magnitude of the propulsive force of the outboard motor OM correspond to the front-rear component of the tilt operation amount of the joystick 8, and sets the steering angle of the outboard motor OM to zero. When a twisting operation is then performed on the joystick 8, the main controller 50 steers the outboard motor OM so that the hull 2 ​​is urged to turn in the direction of the twisting operation. In other words, the steering direction of the outboard motor OM corresponds to the direction of the twisting operation, and the steering amount of the outboard motor OM corresponds to the operation amount of the twisting operation. The rightward propulsive force generated by the bow thruster BT applies a rightward turning moment to the hull 2. Therefore, when the joystick 8 is twisted counterclockwise, the outboard motor OM is steered to the left relative to the neutral position (position where the steering angle is zero), and the propulsive force of the outboard motor OM applies a counterclockwise turning moment to the hull 2, so that the clockwise turning moment due to the propulsive force of the bow thruster BT can be reduced. When the joystick 8 is twisted clockwise, the outboard motor OM is steered to the right relative to the neutral position, and the propulsive force of the outboard motor OM applies a clockwise turning moment to the hull 2. Therefore, a clockwise turning moment can be added to the clockwise turning moment due to the propulsive force of the bow thruster BT. In this way, the boat operator can move the hull 2 ​​diagonally forward to the right by tilting the joystick 8, and adjust the turning of the hull 2 ​​by twisting the joystick 8. For example, while operating the joystick 8, the operator can find a twisting operation position at which the hull 2 ​​does not turn, thereby causing the hull 2 ​​to move diagonally in parallel to the right front.

[0060] When the joystick 8 is tilted diagonally forward to the left, the main controller 50 generates a leftward propulsive force from the bow thruster BT and makes the magnitude of the propulsive force correspond to the left-right component of the tilt operation amount of the joystick 8. The main controller 50 also sets the shift position of the outboard motor OM to the forward position F, makes the magnitude of the propulsive force of the outboard motor OM correspond to the front-rear component of the tilt operation amount of the joystick 8, and sets the steering angle of the outboard motor OM to zero. When a twisting operation is then performed on the joystick 8, the main controller 50 steers the outboard motor OM so that the hull 2 ​​is urged to turn in the direction of the twisting operation. In other words, the steering direction of the outboard motor OM corresponds to the direction of the twisting operation, and the steering amount of the outboard motor OM corresponds to the operation amount of the twisting operation. The leftward propulsive force generated by the bow thruster BT applies a leftward turning moment to the hull 2. Therefore, when the joystick 8 is twisted in the clockwise direction, the outboard motor OM is steered to the right with respect to the neutral position, and the propulsive force of the outboard motor OM applies a clockwise turning moment to the hull 2, so that the counterclockwise turning moment due to the propulsive force of the bow thruster BT can be reduced. When the joystick 8 is twisted in the counterclockwise direction, the outboard motor OM is steered to the left with respect to the neutral position, and the propulsive force of the outboard motor OM applies a counterclockwise turning moment to the hull 2. Thus, a counterclockwise turning moment can be added to the counterclockwise turning moment due to the propulsive force of the bow thruster BT. In this way, the helmsman can move the hull 2 ​​diagonally to the left front by tilting the joystick 8, and adjust the turning of the hull 2 ​​by twisting the joystick 8. For example, the helmsman can find a twisting operation position at which the hull 2 ​​does not turn while operating the joystick 8, and thereby move the hull 2 ​​diagonally in parallel to the left front.

[0061] When the joystick 8 is tilted straight backward from the neutral position, the main controller 50 sets the propulsive force of the bow thruster BT to zero, sets the shift position of the outboard motor OM to the reverse drive position R, makes the magnitude of the propulsive force of the outboard motor OM correspond to the amount of operation of the joystick 8, and sets the steering angle of the outboard motor OM to zero. When the joystick 8 is subsequently twisted, the main controller 50 steers the outboard motor OM so as to encourage the turning of the hull 2 ​​in the direction of the twisting operation. In other words, the steering direction of the outboard motor OM is opposite to the direction of the twisting operation, and the steering amount of the outboard motor OM corresponds to the amount of operation of the twisting operation. The propulsive force of the bow thruster BT remains zero. This allows the boat operator to adjust the propulsive force of the outboard motor OM by the amount of rearward tilt of the joystick 8, while adjusting the steering of the outboard motor OM by twisting the joystick 8.

[0062] When the joystick 8 is tilted diagonally backward to the right, the main controller 50 generates a rightward propulsive force from the bow thruster BT and makes the magnitude of the propulsive force correspond to the left-right component of the tilt operation amount of the joystick 8. The main controller 50 also sets the shift position of the outboard motor OM to the reverse drive position R, makes the magnitude of the propulsive force of the outboard motor OM correspond to the front-rear component of the tilt operation amount of the joystick 8, and sets the steering angle of the outboard motor OM to zero. After that, when a twisting operation is performed on the joystick 8, the main controller 50 steers the outboard motor OM so that the hull 2 ​​is urged to turn in the direction of the twisting operation. In other words, the steering direction of the outboard motor OM is opposite to the twisting operation, and the steering amount of the outboard motor OM corresponds to the operation amount of the twisting operation. The rightward propulsive force generated by the bow thruster BT applies a rightward turning moment to the hull 2. Therefore, when the joystick 8 is twisted counterclockwise, the outboard motor OM is steered to the right with respect to the neutral position, and the propulsive force of the outboard motor OM applies a counterclockwise turning moment to the hull 2, so that the clockwise turning moment due to the propulsive force of the bow thruster BT can be reduced. When the joystick 8 is twisted clockwise, the outboard motor OM is steered to the left, and the propulsive force of the outboard motor OM applies a clockwise turning moment to the hull 2. Thus, a clockwise turning moment can be added to the clockwise turning moment due to the propulsive force of the bow thruster BT. In this way, the helmsman can move the hull 2 ​​diagonally to the right rear by tilting the joystick 8, and adjust the turning of the hull 2 ​​by twisting the joystick 8. For example, the helmsman can find a twisting position at which the hull 2 ​​does not turn while operating the joystick 8, and can thereby move the hull 2 ​​diagonally in parallel to the right rear.

[0063] When the joystick 8 is tilted diagonally backward to the left, the main controller 50 generates a leftward propulsive force from the bow thruster BT and makes the magnitude of the propulsive force correspond to the left-right component of the tilt operation amount of the joystick 8. The main controller 50 also sets the shift position of the outboard motor OM to the reverse drive position R, makes the magnitude of the propulsive force of the outboard motor OM correspond to the front-rear component of the tilt operation amount of the joystick 8, and sets the steering angle of the outboard motor OM to zero. When a twisting operation is then performed on the joystick 8, the main controller 50 steers the outboard motor OM so that the hull 2 ​​is urged to turn in the direction of the twisting operation. In other words, the steering direction of the outboard motor OM is opposite to the direction of the twisting operation, and the steering amount of the outboard motor OM corresponds to the operation amount of the twisting operation. The leftward propulsive force generated by the bow thruster BT applies a leftward turning moment to the hull 2. Therefore, when the joystick 8 is twisted in the clockwise direction, the outboard motor OM is steered to the left relative to the neutral position, and the propulsive force of the outboard motor OM applies a clockwise turning moment to the hull 2, so that the counterclockwise turning moment due to the propulsive force of the bow thruster BT can be reduced. When the joystick 8 is twisted in the counterclockwise direction, the outboard motor OM is steered to the right relative to the neutral position, and the propulsive force of the outboard motor OM applies a counterclockwise turning moment to the hull 2. Thus, a counterclockwise turning moment can be added to the counterclockwise turning moment due to the propulsive force of the bow thruster BT. In this way, the helmsman can move the hull 2 ​​diagonally to the left rear by tilting the joystick 8, and adjust the turning of the hull 2 ​​by twisting the joystick 8. For example, the helmsman can find a twisting operation position at which the hull 2 ​​does not turn while operating the joystick 8, and thereby move the hull 2 ​​diagonally in parallel to the left rear.

[0064] During the forward / backward mode, even if the forward / backward component of the tilt operation amount of the joystick 8 is within the forward / backward insensitive zone 81 (see FIG. 6), the forward / backward mode is maintained as long as the left / right component is outside the left / right insensitive zone 82 (see FIG. 6). This feature is not shown in FIG. 4 to avoid complexity.

[0065] When the longitudinal component of the tilt operation amount of the joystick 8 is within the longitudinal dead zone 81 (see FIG. 6), even if the lateral component of the tilt operation amount is outside the lateral dead zone 82 (see FIG. 6), the main controller 50 maintains the neutral mode and controls the propulsive forces of the bow thruster BT and the outboard motor OM to zero. In other words, the bow thruster BT is not driven, and the shift position of the outboard motor OM is set to the neutral position N.

[0066] The main controller 50 determines that the joystick 8 is in the neutral position when the forward / backward component of the tilt operation amount of the joystick 8 is within the forward / backward insensitive zone 81 (see FIG. 6) and the left / right component is within the left / right insensitive zone 82 (see FIG. 6). The main controller 50 determines that the joystick 8 is in the neutral rotation position when the rotation operation amount of the joystick 8 is within a predetermined rotation insensitive zone. The main controller 50 is in the neutral mode when the joystick 8 is in the neutral position and the neutral rotation position. In the neutral mode, the main controller 50 maintains the neutral mode when the forward / backward component of the tilt operation amount of the joystick 8 is within the forward / backward insensitive zone 81 (see FIG. 6), even if the joystick 8 is tilted left / right from the neutral position beyond the left / right insensitive zone 82 (see FIG. 6).

[0067] Next, referring to FIG. 5, when the joystick 8 is rotated while in the neutral mode, the main controller 50 transitions to the turning mode.

[0068] In the stem turning mode, the main controller 50 causes the bow thruster BT to generate a propulsive force corresponding to the twisting operation of the joystick 8. The main controller 50 also steers the outboard motor OM in response to the twisting operation of the joystick 8, and causes the outboard motor OM to generate a propulsive force corresponding to the longitudinal component of the tilt operation amount of the joystick 8.

[0069] More specifically, when the joystick 8 is twisted from the neutral rotation position, the main controller 50 drives the bow thruster BT so as to encourage the turning of the hull 2 ​​in the direction of the twisting operation. That is, when the joystick 8 is twisted rightward from the neutral rotation position, the main controller 50 generates a rightward propulsive force from the bow thruster BT, and the magnitude of the force corresponds to the amount of rotation operation from the neutral rotation position of the joystick 8. As a result, a turning moment in the clockwise direction is applied to the hull 2. Also, when the joystick 8 is twisted leftward from the neutral rotation position, the main controller 50 generates a leftward propulsive force from the bow thruster BT, and the magnitude of the force corresponds to the amount of rotation operation from the neutral rotation position of the joystick 8. As a result, a turning moment in the counterclockwise direction is applied to the hull 2. As long as the fore-aft component of the tilt operation amount of the joystick 8 is within the fore-aft dead zone 81 (see FIG. 6), the main controller 50 sets the shift position of the outboard motor OM to the neutral position N, and does not generate propulsive force from the outboard motor OM. In this way, it is possible to perform on-the-spot turning using only the propulsive force of the bow thruster BT. However, the main controller 50 may also control the steering angle of the outboard motor OM in response to the twisting operation of the joystick 8 in the turning mode. The content of this steering angle control may be the same as when the joystick 8 is tilted forward in the fore-aft mode.

[0070] When the joystick 8 is further tilted straight forward while rotated to the right from the neutral position, the main controller 50 sets the shift position of the outboard motor OM to the forward position F, and causes the outboard motor OM to generate a propulsive force of a magnitude corresponding to the fore-aft component of the tilt operation amount. At this time, the main controller 50 steers the outboard motor OM in a direction corresponding to the twisting operation of the joystick 8, that is, to the right from the neutral position. The amount of steering corresponds to the amount of rotation operation from the neutral rotation position. As a result, the propulsive force of the outboard motor OM applies a rightward stemming moment to the hull 2, similar to the propulsive force of the bow thruster BT.

[0071] On the other hand, when the joystick 8 is rotated to the right from the neutral rotation position and the joystick 8 is further tilted straight rearward, the main controller 50 sets the shift position of the outboard motor OM to the reverse drive position R, and causes the outboard motor OM to generate a propulsive force of a magnitude corresponding to the fore-aft component of the tilt operation amount. At this time, the main controller 50 steers the outboard motor OM in the direction opposite to the twisting operation of the joystick 8, that is, to the left of the neutral position. The amount of steering corresponds to the amount of rotation operation from the neutral rotation position. As a result, the propulsive force of the outboard motor OM applies a rightward stemming moment to the hull 2, similar to the propulsive force of the bow thruster BT.

[0072] When the joystick 8 is further tilted straight forward while rotated left from the neutral position, the main controller 50 sets the shift position of the outboard motor OM to the forward position F, and causes the outboard motor OM to generate a propulsive force of a magnitude corresponding to the fore-aft component of the tilt operation amount. At this time, the main controller 50 steers the outboard motor OM in a direction corresponding to the twisting operation of the joystick 8, that is, to the left from the neutral position. The amount of steering corresponds to the amount of rotation operation from the neutral rotation position. As a result, the propulsive force of the outboard motor OM applies a counterclockwise turning moment to the hull 2, similar to the propulsive force of the bow thruster BT.

[0073] On the other hand, when the joystick 8 is further tilted straight rearward while rotated left from the neutral position, the main controller 50 sets the shift position of the outboard motor OM to the reverse drive position R, and causes the outboard motor OM to generate a propulsive force of a magnitude corresponding to the fore-aft component of the tilt operation amount. At this time, the main controller 50 steers the outboard motor OM in the direction opposite to the twisting operation of the joystick 8, that is, to the right from the neutral position. The amount of steering corresponds to the amount of rotation operation from the neutral rotation position. As a result, the propulsive force of the outboard motor OM applies a counterclockwise turning moment to the hull 2, similar to the propulsive force of the bow thruster BT.

[0074] In the heading mode, when the joystick 8 is tilted diagonally, that is, to the right front, right rear, left front, or left rear, the main controller 50 transitions to the forward / rearward mode. In the heading mode, as in the forward / rearward mode, steering control of the outboard motor OM is performed in response to twisting of the joystick 8, so that even if a transition occurs from the heading mode to the forward / rearward mode, the continuity of the maneuvering feeling is not lost.

[0075] FIG. 7 is a diagram for explaining characteristics of the heading keeping control of the marine vessel propulsion system 100, and shows an example of the operation of the joystick 8 and the corresponding behavior of the hull 2.

[0076] The joystick unit 18 is an example of a heading command device that generates a heading command that commands the heading direction of the hull 2 ​​according to the tilt direction of the joystick 8. The joystick unit 18 is also an example of a thrust command device that generates a thrust command according to the amount of tilt operation of the joystick 8. In addition, the joystick unit 18 is an example of a rotation operation unit that generates a turning command that commands the turning of the hull 2 ​​according to a rotation operation (twisting operation) of the joystick 8.

[0077] In this embodiment, when a longitudinal direction command is given from the joystick unit 18 to command a traveling direction parallel to the longitudinal direction of the hull 2, the main controller 50 controls the bow thruster BT to execute heading maintenance control to maintain the heading of the hull 2. When the longitudinal direction component of the tilt operation amount of the joystick 8 is outside the longitudinal dead zone 81 (see FIG. 6) and the lateral direction component of the tilt operation amount of the joystick 8 is within the lateral dead zone 82 (see FIG. 6), the main controller 50 interprets the output of the joystick unit 18 as a longitudinal direction command. That is, a longitudinal direction command can be given to the main controller 50 by tilting the joystick 8 straight forward or straight backward.

[0078] The main controller 50 does not execute heading maintenance control when a heading command is input from the joystick unit 18. The main controller 50 determines that there is no heading maintenance command when the amount of rotation operation of the joystick 8 from the neutral rotation position is within the rotation dead zone, and determines that a heading maintenance command is input when the amount of rotation operation of the joystick 8 from the neutral rotation position is outside the rotation dead zone. Therefore, the heading maintenance control is enabled by tilting the joystick 8 straight forward or straight backward without applying a twisting operation.

[0079] To explain a specific example with reference to Fig. 7, when the joystick 8 is tilted straight forward without being twisted (reference symbol A1), a longitudinal direction command to move forward straight is given to the main controller 50. In response to this, the main controller 50 gives a thrust command and a steering angle command to the outboard motor OM to move forward straight. As a result, the shift position of the outboard motor OM is controlled to the forward position F, the output (engine rotation speed) of the engine 23 is controlled in accordance with the longitudinal component of the tilt operation amount of the joystick 8, and the steering angle of the outboard motor OM is controlled to zero (neutral position).

[0080] Furthermore, the main controller 50 acquires the output of the orientation sensor 53 when the longitudinal direction command is given, sets it to a target orientation, and performs orientation maintenance control to maintain the hull orientation at the target orientation (reference symbol A2). That is, the main controller 50 gives a thrust command to the bow thruster BT so as to cancel the error (orientation deviation) of the hull orientation detected thereafter by the orientation sensor 53 from the target orientation. This allows the hull 2 ​​to move straight while maintaining the hull orientation using the thrust of the bow thruster BT. That is, even if the hull orientation is deviated by the disturbance 70, the orientation deviation is automatically eliminated without the need for an operation by the operator to cancel it.

[0081] Thereafter, when the operator twists the joystick 8 to turn the hull 2 ​​while still tilting the joystick 8 forward (reference symbol A3), the main controller 50 executes control to turn the hull 2. That is, the main controller 50 gives a steering angle command to the outboard motor OM based on a heading command given by the rotation of the joystick 8. As a result, the outboard motor OM is steered, a turning moment is applied to the hull 2, and the hull 2 ​​moves forward while turning (reference symbol A4). As a result of the twisting operation of the joystick 8, a heading command is input to the main controller 50, and the main controller 50 stops the heading holding control.

[0082] To finish turning the hull 2, the vessel operator stops twisting the joystick 8 (reference symbol A5). When the amount of rotation of the joystick 8 thereby falls within the rotation dead zone, the input of the turning command disappears, and the main controller 50 starts heading maintenance control (reference symbol A6). Therefore, thereafter, heading maintenance control is performed using the propulsive force of the bow thruster BT, with the hull heading after turning set as the target position.

[0083] When the boat operator stops tilting the joystick 8, the joystick 8 returns to the neutral position. In other words, the longitudinal component of the tilt operation amount of the joystick 8 falls within the longitudinal dead zone 81 (see FIG. 6), and the longitudinal direction command is no longer input to the main controller 50 (reference symbol A7). In response to this, the main controller 50 generates a propulsive force command to stop the propulsive force output of the outboard motor OM. In response, the shift position of the outboard motor OM is controlled to the neutral position N, and the outboard motor OM stops outputting propulsive force. At this time, the hull 2 ​​continues to move in the same direction by inertia.

[0084] Even if the input of the longitudinal direction command is no longer received, the main controller 50 continues the heading maintenance control for a certain period of time (for example, 10 seconds) (reference symbol A8), and stops the heading maintenance control after the certain period of time. As a result, the hull heading is maintained even while the hull 2 ​​is coasting, so the operator does not need to perform any operation to correct the heading.

[0085] When the forward / reverse direction command is no longer present, the main controller 50 starts timing the fixed time, but if a forward / reverse direction command is given again before the timing ends (reference symbol A9), the main controller 50 cancels the timing. This restarts the heading hold control, and the duration of the heading hold control is effectively extended (reference symbol A10). When the heading hold control is restarted before the timing of the fixed time ends, the previous target heading may be used as is. Alternatively, a new target heading may be set based on the output signal of the heading sensor 53 when the heading hold control is restarted. Even in this case, a target heading that is approximately the same as the previous target heading is set for the heading hold control that has been performed up until that point.

[0086] 8A and 8B are flow charts for explaining an example of processing executed by the main controller 50 in response to a longitudinal direction command. The main controller 50 judges one or more (preferably all) of the preconditions that the mode is the cooperation mode, that the orientation sensor 53 is not reporting an error, and that the function of executing the orientation maintenance control during longitudinal movement is enabled (for example, by operating the input device 10 of the gauge 9) (step S1). If the precondition is not satisfied (step S1: NO), the processing ends. If the precondition is satisfied (step S1: YES) and a longitudinal direction command is input (step S2: YES), the main controller 50 goes into the longitudinal mode (step S3) and judges whether a turning command is input (step S7) and whether the yaw rate of the hull 2 ​​is equal to or lower than a predetermined threshold value for a certain period of time or more (step S8). The main controller 50 determines that a heading command has not been input if the torsional operation amount of the joystick 8 is within the rotation dead zone, and determines that a heading command has been input if the torsional operation amount is outside the rotation dead zone. The yaw rate of the hull 2 ​​can be obtained, for example, by time-differentiating the direction detected by the direction sensor 53.

[0087] In the forward / reverse mode, if there is no input of a turning command (step S7: NO) and the yaw rate is equal to or lower than a predetermined threshold for a certain period of time (step S8: YES), the main controller 50 determines that the trigger condition for starting heading maintenance control is satisfied. When the trigger condition is satisfied, the main controller 50 sets the hull heading output by the heading sensor 53 at that time as the target heading (step S9) and controls the bow thruster BT for heading maintenance control (step S10).

[0088] When the forward / reverse direction command is no longer given (step S2: NO), the main controller 50 goes into neutral mode (step S13). At this time, if the heading maintenance control is being executed (step S14: YES), the main controller 50 checks whether the timer for timing the aforementioned fixed time (for example, 10 seconds) is timing (step S18), and if not, starts the timer (step S19). If the timer is timing (step S18: YES), the main controller 50 checks whether the timer has finished timing the above-mentioned fixed time (step S20). When the timer is started (step S19) or before the timer has timed the fixed time (step S20: NO), the process from step S10 is performed. In these cases, the main controller 50 determines that the continuation condition for continuing the heading maintenance control is satisfied, and continues the heading maintenance control with the previous target heading (step S10).

[0089] When a certain time has elapsed since the forward / reverse commands were removed and the mode transitioned to neutral mode (step S20: YES), the main controller 50 determines that the conditions for releasing the heading hold control have been satisfied, and stops the heading hold control (step S21).

[0090] If the timer continues to count a certain period of time and thus the heading holding control continues after the input of the forward / reverse direction command is no longer made, when a forward / reverse direction command is input again (step S2: YES), the main controller 50 leaves the neutral mode and enters the forward / reverse mode (step S3). At this time, since the timer is counting (step S4: YES), the main controller 50 cancels the counting by stopping and resetting the timer (step S5). Thereafter, the main controller 50 does not increment the timer until the mode transitions to the neutral mode again. In this case, the heading holding control continues with the previous target heading (step S6: YES) (step S10). At this time, as described above, a new target heading may be set and heading holding control based on the new target heading may be started. The timer may be reset immediately before the timer is started (step S19).

[0091] The main controller 50 does not start the heading maintenance control when a turning command is input (step S7: YES) or the yaw rate exceeds a predetermined threshold for a certain period of time or more (step S8: NO). Also, during the heading maintenance control (steps S6, S14: YES), if the yaw rate exceeds the predetermined threshold for a certain period of time or more (steps S11, S16: YES), the main controller 50 determines that the cancellation condition is satisfied and stops the heading maintenance control (step S21). Also, during the heading maintenance control (steps S6, S14: YES), if the heading deviation is equal to or greater than the threshold for a certain period of time or more (steps S12, S17: YES), the main controller 50 determines that the cancellation condition is satisfied and stops the heading maintenance control (step S21).

[0092] Furthermore, when a traveling direction not parallel to the fore-aft direction of the hull 2 ​​is commanded by operation of the joystick 8 (step S2: NO, step S14: NO), the main controller 50 does not start heading maintenance control. Furthermore, when a traveling direction not parallel to the fore-aft direction of the hull 2 ​​is commanded by operation of the joystick 8 (step S15: YES) during heading maintenance control (step S14: YES), the main controller 50 determines that the release condition is satisfied and stops the heading maintenance control (step S21).

[0093] As described above, according to this embodiment, when a longitudinal command is given to the main controller 50 by operating the joystick 8, heading control is executed using the left and right propulsive force of the bow thruster BT. This reduces the operation of the operator to resist fluctuations in the bow heading due to disturbances and the like. This heading control continues even when the joystick 8 is in the neutral position and the longitudinal command is no longer present. Therefore, the heading of the hull 2 ​​is maintained even while the hull 2 ​​is coasting forward or backward, so that the operator's operation to correct unintended fluctuations in the bow heading continues to be reduced. On the other hand, the heading control continues for a certain period of time, and the heading control is stopped thereafter, so that it is possible to prevent the bow thruster BT from being driven for an unnecessarily long period of time. In this way, it is possible to provide a ship propulsion system 100 that can efficiently operate the bow thruster BT to realize appropriate heading operation. The efficient operation of the bow thruster BT can suppress consumption of the battery that supplies power to the bow thruster BT. In addition, heat generation from the electric motor 42, which is the power source for the bow thruster BT, can be suppressed.

[0094] Furthermore, in this embodiment, if a forward / reverse direction command is given again by operating the joystick 8 while the heading keeping control is continuing for a certain period of time, the main controller 50 cancels the counting of the certain period of time and continues the heading keeping control. As a result, if the joystick 8 is operated again to give a forward / reverse direction command while the heading keeping control is continuing after the joystick 8 is in the neutral position and the forward / reverse direction command is no longer present, the heading keeping control is resumed. Therefore, the heading keeping control can be substantially extended by operating the joystick 8. As a result, the bow thruster BT can be efficiently operated in accordance with the intention of the vessel operator to perform the heading keeping operation appropriately.

[0095] In this embodiment, when a heading turning command is input from the joystick 8 unit 18 by twisting the joystick 8, the main controller 50 does not start heading maintenance control. Also, when a heading turning command is input during heading maintenance control, the main controller 50 stops the heading maintenance control. This makes it possible to prevent the heading maintenance control from interfering with the heading command, and allows the ship to be steered, such as turning or turning on the spot, by twisting the joystick 8.

[0096] Furthermore, in this embodiment, when a traveling direction that is not parallel to the fore-aft direction of the hull 2 ​​is commanded by operation of the joystick 8, the main controller 50 does not start heading maintenance control. Furthermore, when a traveling direction that is not parallel to the fore-aft direction of the hull 2 ​​is commanded by operation of the joystick 8 during heading maintenance control, the main controller 50 stops the ongoing heading maintenance control. This makes it possible to prevent the heading maintenance control from interfering with the movement of the hull 2 ​​(especially movement involving turning).

[0097] Fig. 9 is a diagram for explaining the configuration of a marine vessel propulsion system according to another embodiment of the present invention. In the above-described embodiment, a configuration in which a single propulsion unit (a single outboard motor OM) is provided at the stern has been described, but the above-described embodiment may be applied to a configuration in which multiple propulsion units provided at the stern of the hull 2 ​​are steered at the same rudder angle. In the example shown in Fig. 9, steering levers 90 of multiple outboard motors OM provided at the stern are mechanically connected by a link 91, and multiple outboard motors OM (two in this example) are steered synchronously by one steering device, i.e., at the same rudder angle. In this example, the steering device includes a steering actuator 25 and a steering mechanism 26 driven thereby.

[0098] Multiple propulsion units configured to be steered at the same rudder angle are equivalent to a single propulsion unit in that they apply propulsive forces in the same direction to the hull 2 ​​and cannot simultaneously apply propulsive forces in multiple directions to the hull 2. In this way, the above-described embodiment can be applied to a ship propulsion system configured such that a propulsion unit that cannot simultaneously apply propulsive forces in multiple directions to the hull 2 ​​is provided at the stern and a bow thruster BT is provided at the bow.

[0099] Although the embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0100] For example, in the above-described embodiment, the bow thruster BT is fixed to the hull 2 ​​so that it cannot be steered, but a steerable propulsion device such as a trolling motor can also be used as the bow thruster BT, and in that case the above-described embodiment can also be applied.

[0101] In addition, the above-described embodiments show examples in which a single propulsion unit is provided on the hull, and examples in which the hull is provided with multiple propulsion units that can be steered at the same rudder angle, but the above embodiments may also be applied to a ship propulsion system in which the hull is provided with multiple propulsion units that can be steered at different rudder angles.

[0102] In addition, in the above embodiment, an outboard motor has been described as an example of a propulsion unit, but the propulsion unit may be in other forms, such as an inboard motor, an inboard-outboard motor, a water jet propulsion unit, etc. Furthermore, the propulsion unit may be mounted on the hull at an appropriate position other than the stern.

[0103] In the above embodiment, the joystick unit 18 also functions as a rotation operation unit, but a rotation operation unit other than the joystick unit may be provided. Also, a travel direction command device other than a joystick unit may be used.

[0104] In addition, various design modifications can be made within the scope of the claims. [Explanation of symbols]

[0105] 1: ship, 2: hull, 3: stern, 8: joystick, 18: joystick unit, 25: steering actuator, 26: steering mechanism, 50: main controller, 100: ship propulsion system, BT: bow thruster, OM: outboard motor

Claims

1. A bow thruster positioned at the bow of the hull and capable of generating propulsion force in the lateral direction of the hull, A propulsion system mounted on the hull and capable of generating thrust in the longitudinal direction of the hull, The steering device for changing the course of the hull, A joystick unit having a joystick that is operated by the helmsman to command the direction of the ship's movement and can be tilted in all directions from a neutral position, The system includes a controller that controls the bow thruster, the propulsion system, and the steering device in response to the operation of the joystick, A ship propulsion system comprising: a controller that, when a longitudinal command is given by the operation of the joystick to command a direction of travel parallel to the longitudinal direction of the ship, executes heading-holding control to control the bow thruster and maintain the heading of the ship; and when the joystick is returned to the neutral position and the longitudinal command ceases during the heading-holding control, the heading-holding control is continued for a certain period of time and then stopped.

2. The ship propulsion system according to claim 1, wherein the controller, when a forward / reverse direction command is again given by the operation of the joystick during the continuation of the heading-holding control for a certain period of time, discards the timing of the certain period of time and executes the heading-holding control.

3. The vessel further includes a rotation control unit that is operated by the helmsman to command the turning of the hull and is rotatable from a neutral rotation position to the left and right, The ship propulsion system according to claim 1 or 2, wherein the controller does not start the heading-holding control when a turning command is input from the rotation operation unit, and stops the heading-holding control when a turning command is input from the rotation operation unit during the heading-holding control.

4. The ship propulsion system according to claim 1 or 2, wherein the controller does not start the heading-holding control when a direction of travel not parallel to the longitudinal direction of the ship is commanded by the operation of the joystick, and stops the heading-holding control when a direction of travel not parallel to the longitudinal direction of the ship is commanded by the operation of the joystick during the heading-holding control.

5. A bow thruster positioned at the bow of the hull and capable of generating propulsion force in the lateral direction of the hull, A direction commander operated by the helmsman to command the direction of the ship's movement, A ship propulsion system comprising: a controller that, when the direction of travel commander outputs a longitudinal command that commands a direction of travel parallel to the longitudinal direction of the ship's hull, controls the bow thruster to perform heading-holding control to maintain the ship's heading, and when the longitudinal command ceases during the heading-holding control, continues the heading-holding control for a certain period of time and then stops the heading-holding control.

6. The ship propulsion system according to claim 1 or 5, wherein the bow thruster is fixed to the hull in a manner that prevents steering.

7. The hull and, A ship comprising the ship propulsion system according to claim 1 or 5.

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