Ship propulsion system and ship

Abstract

To provide a ship propulsion system and a ship which have configurations for calibration to an oblique movement instruction.SOLUTION: A ship propulsion system 100 includes a bow thruster BT, an outboard motor OM, a steering mechanism 26, a steering actuator 25, and a main controller 50. The main controller controls the bow thruster, the outboard motor and the steering actuator, in response to an oblique movement instruction, and controls output of the bow thruster, propulsion power of the outboard motor and a steering angle. The main controller has a calibration mode for the oblique movement instruction. In the calibration mode, when a turning round promotion instruction of instructing turning round in the movement direction is given to the main controller together with the oblique movement instruction, the main controller increases output of the bow thruster. When the turning round promotion instruction is given to the main controller even if output of the bow thruster reaches an upper limit, the main controller decreases the propulsion power of the outboard machine.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 a propulsion control device for a ship equipped with a bow thruster and one outboard motor. A maneuvering pattern can be selected and set in advance for the operation of a lever (joystick) provided on a joystick unit. Specifically, for left and right tilting of the joystick, one of the following maneuvering patterns can be selected: turning while moving in an arc, translation diagonally forward, translation diagonally backward, turning in place, and translation straight to the side. For forward and backward tilting of the joystick, only one maneuvering pattern of movement in the forward and backward directions is available.

[0003] It is explained that when the joystick is tilted diagonally, the maneuvering pattern may be a combination of a maneuvering pattern for forward / reverse operation and a maneuvering pattern for left / right operation. More specifically, it is described that the amount of tilt of the joystick may be decomposed into a forward / reverse component and a left / right component, the magnitude of the propulsive force of the outboard motor may be determined according to the forward / reverse component, and the magnitude of the propulsive force of the bow thruster may be determined according to the left / right component. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2014-34269 A (Fig. 7) Summary of the Invention [Problem to be solved by the invention]

[0005] Boat builders build ships by selecting the hull and outfitting in response to individual customer requests, so the configuration of each ship is different. Specifically, the size and shape of the hull, the type of bow thruster and its mounting position on the hull, the type and mounting position of the propulsion unit (outboard motor, etc.), etc. vary from ship to ship. Therefore, the action of the propulsive force of the bow thruster and propulsion unit (outboard motor, etc.) on the hull differs from ship to ship, and calibration is required for individual adjustment. Patent Document 1 does not mention such calibration, and there is room for further study.

[0006] One embodiment of the present invention provides a marine vessel propulsion system and a marine vessel with an arrangement for calibration to a diagonal movement command. [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 unit for changing the course of the hull. The ship propulsion system includes a controller that controls the bow thruster, the propulsion unit, and the steering unit in response to an oblique movement command, and controls the output (propulsive force) of the bow thruster, the propulsion unit, and the steering unit, and controls the steering angle of the steering unit. The controller has a calibration mode for setting a calibration value (control reference value) used when controlling the bow thruster, the propulsion unit, and the steering unit in response to the oblique movement command. In the calibration mode, the controller increases the output of the bow thruster when a turning promotion command is given together with the oblique movement command to command turning in the movement direction according to the oblique movement command. The controller reduces the thrust of the propulsion unit when a turning promotion command is given even if the output of the bow thruster reaches an upper limit.

[0008] With this configuration, it is possible to provide a marine vessel propulsion system having a configuration for calibration in response to a diagonal movement command. In response to a turning promotion command during calibration, the output of the bow thruster is first increased and then the thrust force of the propulsion unit is reduced, so that calibration can be performed to maximize the thrust force of the propulsion unit. This makes it possible to maximize the overall thrust force for the diagonal movement.

[0009] In one embodiment of the present invention, in the calibration mode, the controller reduces the absolute value of the steering angle of the steering device when a turning promotion command is given even if the thrust of the propulsion unit is reduced to a lower limit.

[0010] In this configuration, when the thrust of the propulsion unit is reduced to the lower limit, the absolute value of the steering angle of the steering device is then reduced. Therefore, calibration can be performed to increase the absolute value of the steering angle as much as possible. This makes it possible to increase the left-right component of the thrust generated by the propulsion unit as much as possible, so that calibration can be performed to increase the overall thrust for diagonal movement as much as possible.

[0011] In one embodiment of the present invention, when a turning suppression command for commanding turning in a direction opposite to the movement direction of the oblique movement command is given together with the oblique movement command in the calibration mode, the controller increases the absolute value of the steering angle of the steering device. The controller increases the thrust of the propulsion unit when a turning suppression command is given even if the absolute value of the steering angle has reached an upper limit. The controller reduces the output of the bow thruster when a turning suppression command is given even if the thrust of the propulsion unit has reached an upper limit.

[0012] According to this configuration, in response to a turning suppression command during calibration, first, the absolute value of the steering angle of the steering device is increased, then the thrust of the propulsion unit is increased, and then the output of the bow thruster is decreased. This makes it possible to execute a calibration that makes the absolute value of the steering angle as large as possible and the thrust of the propulsion unit as large as possible. This makes it possible to make the thrust of the propulsion unit, particularly its lateral component, as large as possible, thereby realizing a calibration that makes the overall thrust for oblique movement as large as possible.

[0013] In a embodiment of the present invention, the calibration value includes a ratio between a lateral component of the thrust of the propulsion unit and an output of the bow thruster, and a steering angle of the steering device.

[0014] The controller can, for example, calculate the thrust of the propulsion unit based on the diagonal movement command, and calculate the left-right component of the thrust based on the thrust and the steering angle (calibration value). Furthermore, the controller can multiply the calculated left-right component by the ratio (calibration value) to calculate the output of the bow thruster.

[0015] In one embodiment of the present invention, the calibration value further includes a maximum value of the thrust generated by the propulsion unit. The controller can determine the maximum value of the thrust of the propulsion unit (calibration value) based on, for example, an upper limit value of the output of the bow thruster, the above ratio, and the steering angle (calibration value). This value corresponds to the thrust of the propulsion unit when a turning moment is generated that prevents the turning of the hull against the turning moment due to the thrust of the bow thruster when the output of the bow thruster is at the upper limit value.

[0016] In one embodiment of the present invention, the calibration values ​​include calibration values ​​for a right front diagonal movement command, a right rear diagonal movement command, a left front diagonal movement command, and a left rear diagonal movement command. By having separate calibration values ​​for movement in four diagonal directions, the hull can be moved with high precision in accordance with the movement command in any diagonal direction.

[0017] In one embodiment of the present invention, when a calibration value is set for at least one of a right forward diagonal movement command, a right backward diagonal movement command, a left forward diagonal movement command, and a left backward diagonal movement command, the controller calculates calibration values ​​for the other unset diagonal movement commands based on the set calibration value.

[0018] With this configuration, when calibration for movement in any diagonal direction is completed, calibration values ​​for movement in other diagonal directions for which calibration has not been completed are automatically calculated. This makes it unnecessary to perform calibration for all directions. Furthermore, when performing calibration for a diagonal direction for which calibration has not been completed, if a calibration value that is reasonably appropriate has already been set, calibration is easy, and by performing calibration, a more accurate calibration value can be obtained.

[0019] In one embodiment of the present invention, the calibration mode is terminated by a calibration end operator. The controller generates the calibration values ​​based on the control states of the bow thruster, the propulsion unit, and the steering device when the calibration end operator is operated, and stores the generated calibration values ​​in a memory. The calibration values ​​thus stored in the memory can be used to perform control in response to a diagonal movement command.

[0020] In one embodiment of the present invention, the propulsion unit includes a single propulsion unit provided at the stern of the hull, or a plurality of propulsion units provided at the stern of the hull and configured to be steered at the same rudder angle.

[0021] A plurality of propulsion units configured to be steered at the same rudder angle is equivalent to a single propulsion unit in that they apply propulsive forces in the same direction to the hull and cannot simultaneously apply propulsive forces in multiple directions to the hull. In this way, calibration can be performed in response to a diagonal movement command in a configuration in which a propulsion unit that cannot simultaneously apply propulsive forces in multiple directions to the hull is provided at the stern and a bow thruster is provided at the bow. This makes it possible to appropriately operate the bow thruster, the propulsion unit, and the steering device in response to the diagonal movement command, thereby achieving appropriate hull behavior.

[0022] In one embodiment of the present invention, the bow thruster is fixed to the hull so as not to be steerable.

[0023] One embodiment of the present invention provides a vessel including a hull and a vessel propulsion system configured as described above. Effect of the Invention

[0024] According to the present invention, it is possible to provide a vessel propulsion system and a vessel that are provided with a configuration for calibration in response to a diagonal movement command. [Brief description of the drawings]

[0025] [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 first joystick mode. [Diagram 5] FIG. 5 is a diagram for explaining the neutral mode and the turning mode which are sub-modes of the first 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 the second joystick mode, showing the operation of the joystick and the corresponding behavior of the hull. [Figure 8] FIG. 8 is a flowchart showing an example of processing by the main controller related to the calibration of diagonal translation. [Figure 9] FIG. 9 is a flowchart showing an example of control in response to a translation command and a turning command in the calibration mode. [Figure 10A-10D] 10A to 10D show an example of the operation when a turning promotion command is given in the calibration mode. [Figures 11A-11D] 11A to 11D show an example of the operation when a turning suppression command is given in the calibration mode. [Figure 12] FIG. 12 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

[0026] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] The remote control unit 17 generates an operation position signal that indicates the operation position of the remote control lever 7 .

[0039] 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 .

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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).

[0046] 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.

[0047] 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.

[0048] 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.).

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 4 and 5 are diagrams for explaining the first joystick mode in the cooperation mode, and show the operation of the joystick 8 and the corresponding behavior of the hull 2. In the first 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 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.

[0059] 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).

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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).

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 7 is a diagram for explaining the second joystick mode in the linked mode, showing the operation of the joystick 8 and the corresponding behavior of the hull 2. Either the first joystick mode described above or the second joystick mode described below can be selected, for example, by operating the input device 10. When the joystick mode is commanded by the joystick button 181, the main controller 50 executes processing according to the first joystick mode or the second joystick mode in accordance with the above selection.

[0079] In the second joystick mode, the main controller 50 interprets the tilt of the joystick 8 as a translation command. Specifically, it interprets the tilt direction of the joystick 8 as a travel direction command, and the tilt amount of the joystick 8 as a command for the magnitude of the propulsive force in that direction. The main controller 50 also interprets the rotation operation (twist operation) of the joystick 8 around its axis as a turning command. Specifically, it interprets the rotation direction of the joystick 8 around its axis (rotation direction based on the neutral position) as a turning direction command, and the rotation amount (rotation amount based on the neutral position) as a turning speed command. Then, in order to realize these commands, the main controller 50 inputs a steering angle command and a propulsive force command to the remote control ECU 51, and inputs a propulsive force command to the motor controller 43 of the bow thruster BT.

[0080] The remote control ECU 51 transmits a steering angle command and a propulsive force command to the steering ECU 22 and the engine ECU 21 of the outboard motor OM, respectively. As a result, the outboard motor OM is steered to the commanded steering angle and the shift position and engine rotation speed are controlled so as to generate the commanded propulsive force. The motor controller 43 also controls the rotation direction and rotation speed of the electric motor 42 so as to generate a propulsive force of the commanded direction and magnitude.

[0081] In this embodiment, the joystick 8 is an example of a translation / turning control that is operated by a user to command the translation and turning of the hull 2.

[0082] In the second joystick mode, when the joystick 8 is tilted without being rotated, the hull 2 ​​moves in the tilt direction of the joystick 8 without turning, i.e., while maintaining its heading. In other words, the hull 2 ​​moves translationally. An example of this translational movement is shown in Figure 7. The control mode of the main controller 50 for achieving the translational movement shown in Figure 7 in response to the operation (tilting operation) of the joystick 8 is, so to speak, a translational ship steering mode.

[0083] The translational movement is achieved by moving the hull 2 ​​in a state in which the turning moment applied to the hull 2 ​​by the bow thruster BT and the turning moment applied to the hull 2 ​​by the outboard motor OM cancel each other out (a state in which the total turning moment is zero).

[0084] When the joystick 8 is tilted straight forward, the main controller 50 sets the shift position of the outboard motor OM to the forward position F and sets the propulsive force of the bow thruster BT to zero. When the joystick 8 is tilted straight rearward, the main controller 50 sets the shift position of the outboard motor OM to the reverse position R and sets the propulsive force of the bow thruster BT to zero. The propulsive force generated by the outboard motor OM is determined based on the amount of tilt of the joystick 8. In this way, the hull 2 ​​can be translated forward or rearward in response to the operation of the joystick 8.

[0085] 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 sets the shift position of the outboard motor OM to the forward position F. The main controller 50 also controls the steering angle so that the outboard motor OM is steered to the left relative to the neutral position (position of zero steering angle). Then, the propulsive force of the bow thruster BT applies a rightward turning moment to the hull 2, and the propulsive force of the outboard motor OM applies a leftward turning moment to the hull 2, so that these cancel each other out and the hull 2 ​​can be translated diagonally forward to the right. The propulsive force of the outboard motor OM is determined based on the amount of tilt of the joystick 8, and further the output of the bow thruster BT is determined by multiplying the left-right component of the propulsive force of the outboard motor OM by a predetermined ratio.

[0086] 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 sets the shift position of the outboard motor OM to the forward position F. The main controller 50 also controls the steering angle so that the outboard motor OM is steered to the right with respect to the neutral position (position of zero steering angle). Then, the propulsive force of the bow thruster BT applies a leftward turning moment to the hull 2, and the propulsive force of the outboard motor OM applies a rightward turning moment to the hull 2, so that these cancel each other out and the hull 2 ​​can be translated diagonally forward to the left. The propulsive force of the outboard motor OM is determined based on the amount of tilting of the joystick 8, and further the output of the bow thruster BT is determined by multiplying the left-right component of the propulsive force of the outboard motor OM by a predetermined ratio.

[0087] When the joystick 8 is tilted diagonally rearward to the right, the main controller 50 generates a rightward propulsive force from the bow thruster BT and sets the shift position of the outboard motor OM to the reverse drive position R. The main controller 50 also controls the steering angle so that the outboard motor OM is steered to the right with respect to the neutral position (position of zero steering angle). Then, the propulsive force of the bow thruster BT applies a rightward turning moment to the hull 2, and the propulsive force of the outboard motor OM applies a leftward turning moment to the hull 2, so that these cancel each other out and the hull 2 ​​can be translated diagonally rearward to the right. The propulsive force of the outboard motor OM is determined based on the amount of tilting of the joystick 8, and further the output of the bow thruster BT is determined by multiplying the left-right component of the propulsive force of the outboard motor OM by a predetermined ratio.

[0088] When the joystick 8 is tilted diagonally rearward to the left, the main controller 50 generates a leftward propulsive force from the bow thruster BT and sets the shift position of the outboard motor OM to the reverse drive position R. The main controller 50 also controls the steering angle so that the outboard motor OM is steered to the left relative to the neutral position (position of zero steering angle). Then, the propulsive force of the bow thruster BT applies a leftward turning moment to the hull 2, and the propulsive force of the outboard motor OM applies a rightward turning moment to the hull 2, so that these cancel each other out and the hull 2 ​​can be translated diagonally rearward to the left. The propulsive force of the outboard motor OM is determined based on the amount of tilt of the joystick 8, and further the output of the bow thruster BT is determined by multiplying the left-right component of the propulsive force of the outboard motor OM by a predetermined ratio.

[0089] Since the steering angle of the outboard motor OM is less than 90 degrees to the left and right (for example, about 30 degrees), the combined thrust of one outboard motor OM and bow thruster BT cannot be directed straight aside (horizontally perpendicular to the centerline of the hull; to the right or left). Therefore, in this embodiment, the joystick 8 is designed not to respond to a straight aside operation. This is the same as in the first joystick mode described above. However, by alternately repeating translational movements diagonally forward to the right and translational movements diagonally backward to the right, the hull 2 ​​can be moved substantially laterally to the right, following a zigzag path. Similarly, by alternately repeating translational movements diagonally forward to the left and translational movements diagonally backward to the left, the hull 2 ​​can be moved substantially laterally to the left, following a zigzag path.

[0090] For appropriate thrust distribution for translational movement, the following control parameters are stored in advance in the memory 50b of the main controller 50.

[0091] <Control parameters for right forward diagonal translation> Ratio of outboard engine lateral thrust to bow thruster power for right diagonal forward translation Maximum outboard engine thrust for right diagonal forward translation Steering angle for right forward parallel movement

[0092] <Control parameters for left forward diagonal translation> Ratio of outboard engine lateral thrust to bow thruster power for left diagonal forward translation Maximum outboard thrust for left forward translation Steering angle for left forward translation

[0093] <Control parameters for right diagonal backward translation> Ratio of outboard engine lateral thrust to bow thruster power for right diagonal rear translation Maximum outboard engine thrust for right diagonal rear translation Steering angle for right rearward translation

[0094] <Control parameters for left diagonal backward translation> Ratio of outboard engine lateral thrust to bow thruster power for left diagonal rear translation Maximum outboard thrust for left diagonal backward translation Steering angle for left diagonal backward translation

[0095] The main controller 50 determines a target propulsive force of the outboard motor OM according to the amount of tilting of the joystick 8. Then, the output (target value) of the bow thruster BT is determined by multiplying the left-right component of the target propulsive force (outboard motor lateral thrust, corresponding to the left-right component of the amount of tilting) by the "ratio of outboard motor lateral thrust to bow thruster output." The "maximum outboard motor thrust" is the upper limit of the absolute value of the propulsive force permitted to be generated in the outboard motor OM, and is determined so that the turning moment applied to the hull 2 ​​by the outboard motor OM can be countered by the turning moment applied to the hull 2 ​​by the bow thruster BT. The "steering angle" is the steering angle (target value) of the outboard motor OM during translational movement.

[0096] Each control parameter may be given a default value (initial value) when the main controller 50 is shipped from the factory. However, the conditions for translational movement differ for each individual boat 1, and depend on the shape and size of the hull 2, the model and mounting position of the bow thruster BT, the model (type) and mounting position of the outboard motor OM, the arrangement of other equipment, cargo, etc. Therefore, calibration is performed for each individual boat 1, and appropriate control parameters (calibration values) are determined and stored in the memory 50b.

[0097] Specifically, calibration refers to finding control parameters that appropriately achieve translation of the hull 2 ​​diagonally forward right, diagonally forward left, diagonally backward right, and diagonal backward left, i.e., diagonal parallel movement without turning, and storing these as calibration values ​​in memory 50b. By performing calibration, translational movement intended by the operator becomes possible in response to operation of the joystick 8. Typically, calibration is performed for each of the diagonal forward right translation, diagonal forward left translation, diagonal backward right translation, and diagonal backward left translation, and the respective calibration values ​​are generated and stored in memory 50b (see FIG. 2).

[0098] A specific procedure for the calibration and a specific example of the processing of the main controller 50 are as follows. The calibration for right front diagonal translation, left front diagonal translation, right rear diagonal translation, and left rear diagonal translation can be performed in any order. The procedure and processing for performing the calibration for right front diagonal translation, left front diagonal translation, right rear diagonal translation, and left rear diagonal translation in that order will be described below.

[0099] FIG. 8 is a flowchart showing an example of processing by the main controller 50 related to the calibration of diagonal translation.

[0100] Calibration can be started by an operator performing a predetermined calibration start operation to give a calibration mode command to the main controller 50. In this case, the operator may be the user, or a boat builder or a dealer's worker. For example, the calibration start operation may be a long press of the joystick button 181. When the calibration start operation is performed (step S1: YES), the control mode of the main controller 50 transitions to the calibration mode (step S2). The calibration mode may be notified to the operator by an indicator (not shown), such as an LED lamp, provided on the joystick unit 18.

[0101] When the mode transitions to the calibration mode, the main controller 50 reads out the previous stored values ​​of the control parameters (previous calibration values) from the memory 50b, and when the operator operates the joystick 8, the read out control parameters are applied to generate a thrust command and a steering angle command (step S3). The applied control parameters are default values ​​written in advance in the memory 50b if no calibration has been performed. If calibration has been performed previously, the applied control parameters are the setting values ​​set by that calibration. However, the set calibration values ​​can be returned to the default values ​​by a reset operation described later.

[0102] In the calibration mode, the operator performs an operation for diagonal translation for calibration. Here, as an example, right diagonal forward translation, that is, an operation of tilting the joystick 8 diagonally forward to the right, is performed. The operator observes the behavior of the hull 2, and if the hull 2 ​​turns left, the operator performs a counter operation of twisting the joystick 8 right to correct this. If the hull 2 ​​turns right, the operator performs a counter operation of twisting the joystick 8 left to correct this.

[0103] In response to such operation of the joystick 8, the operation signal is input from the joystick unit 18 to the main controller 50. The main controller 50 changes the propulsive force command for the bow thruster BT, and the propulsive force command and steering angle command for the outboard motor OM accordingly (step S4). When an operating state is thus reached in which the hull 2 ​​achieves a behavior of translation diagonally forward to the right, the operator performs a confirmation operation (step S5: YES). The confirmation operation may be, for example, an operation of pressing the joystick button 181. In this case, the joystick button 181 is an example of a calibration end operator.

[0104] In response to the determination operation, the main controller 50 judges whether the joystick 8 is in the neutral position (step S6), and if it is not in the neutral position, writes and sets a calibration value (appropriate control parameter) for right oblique forward translation in the memory 50b (step S7). The calibration value written in the memory 50b is used thereafter when the main controller 50 calculates a propulsive force command and a steering angle command in response to the operation of the joystick 8 during maneuvering using the joystick 8. The calibration value for right oblique translation is used to calculate a propulsive force command and a steering angle command when the joystick 8 is tilted diagonally forward to the right in the second joystick mode.

[0105] The calibration value is calculated by the main controller 50 based on the control state of the bow thruster BT and the outboard motor OM when the decision operation (step S5) is performed, and written to the memory 50b. Specifically, the steering angle when the decision operation is performed is stored as it is in the memory 50b as the calibration value. Furthermore, the main controller 50 obtains the ratio between the outboard motor lateral thrust and the bow thruster output when the decision operation is performed, and stores it in the memory 50b as the calibration value. The main controller 50 also obtains the outboard motor thrust maximum value (calibration value) based on the upper limit value of the output of the bow thruster BT, the above ratio, and the steering angle (calibration value), and stores it in the memory 50b. This value corresponds to the propulsive force of the outboard motor OM when a turning moment that prevents the turning of the hull 2 ​​against the turning moment due to the propulsive force of the bow thruster BT is generated when the output of the bow thruster BT is at the upper limit value. After that, the control mode transitions to the joystick mode (second joystick mode) (step S8).

[0106] If the joystick 8 is in the neutral position when the confirm operation (step S5) is performed (step S6: YES), the main controller 50 determines that a reset operation has been performed to reset the calibration value to a default value. In this case, the main controller 50 resets the calibration value to the default value (step S9). After that, the control mode transitions to the joystick mode (second joystick mode) (step S8).

[0107] Thereafter, calibrations for left front translation, right rear translation and left rear translation can be performed in the same manner, and the respective calibration values ​​can be stored in memory 50b.

[0108] The main controller 50 may write calibration status data to the memory 50b. The calibration status data indicates whether the calibration for each of the right oblique forward translation, the left oblique forward translation, the right oblique backward translation, and the left oblique backward translation is completed or not.

[0109] When the main controller 50 completes calibration for any one of the right diagonal forward translation, left diagonal forward translation, right diagonal backward translation, and left diagonal backward translation, the main controller 50 sets the calibration status data for the completed calibration to a value indicating "completed."

[0110] The main controller 50 may perform an estimation calculation of the calibration values ​​of other control parameters whose calibration status data is "incomplete" based on a group of calibration values ​​whose calibration status data is "completed".

[0111] For example, when calibration for right front diagonal translation is performed and the calibration value is stored in the memory 50b, the main controller 50 may estimate calibration values ​​for left front diagonal translation, right rear diagonal translation, and left rear diagonal translation based on the calibration value and store the calibration values ​​in the memory 50b. At this time, the calibration status data corresponding to the estimated calibration values ​​is set to "not completed". Therefore, by performing calibration for at least one of right front diagonal translation, left front diagonal translation, right rear diagonal translation, and left rear diagonal translation, it is possible to store a calibration value (estimated value) that is reasonably appropriate for the diagonal translation in the other directions in the memory 50b. Of course, by performing calibration for diagonal translation in two or more directions (preferably all four directions), it is possible to store a highly accurate calibration value in the memory 50b.

[0112] The estimation of the calibration values ​​can typically be performed by utilizing symmetry between the left and right sides and the front and rear sides. Specifically, with regard to the ratio between the outboard motor lateral thrust and the bow thruster output, the calibration value for right oblique forward translation may be assumed to be equal to the calibration value for left oblique forward translation. Also, a value obtained by inverting the sign of the ratio may be assumed to be equal to the calibration values ​​for right oblique rearward translation and left oblique rearward translation. Furthermore, with regard to the maximum outboard motor thrust, the calibration value for right oblique forward translation may be assumed to be equal to the calibration values ​​for left oblique forward translation, right oblique rearward translation and left oblique rearward translation. And with regard to the steering angle, the calibration value for right oblique forward translation may be assumed to be equal to the calibration value for left oblique rearward translation. Also, a value obtained by inverting the sign of the ratio may be assumed to be equal to the calibration values ​​for left oblique forward translation and right oblique rearward translation. Of course, each calibration value may be estimated by applying correction using an appropriate correction coefficient or the like.

[0113] FIG. 9 is a flowchart showing an example of control in response to a translation command and a turning command in the calibration mode, and shows an example of the processing content of step S4 in FIG.

[0114] When the calibration mode is started, the boat operator tilts the joystick 8 diagonally forward or diagonally backward. In response to this, a translation command is given from the joystick unit 18 to the main controller 50. The main controller 50 then reads out the control parameters (previous calibration values ​​or default values) stored in the memory 50b according to the operation direction of the joystick 8 (diagonally forward right, diagonally forward left, diagonally backward right, diagonally backward left), and controls the steering actuator 25 based on the "steering angle" therein to steer the outboard motor OM (step S41).

[0115] Furthermore, the main controller 50 calculates a target propulsive force to be generated by the outboard motor OM based on the amount of tilt operation of the joystick 8 (step S42). The main controller 50 further issues a propulsive force command to the outboard motor OM, which commands the shift position and output of the outboard motor OM, based on the target propulsive force (step S45). Furthermore, the main controller 50 determines a lateral component of the target propulsive force based on the target propulsive force and the steering angle (step S43). The main controller 50 multiplies this by the "ratio between the outboard motor lateral thrust and the bow thruster output," which is one of the control parameters, to determine the output of the bow thruster BT (step S44), and issues a propulsive force command to the bow thruster BT to command that output (step S46).

[0116] When the hull 2 ​​turns, the operator twists the joystick 8 to suppress the turning. When the turning command given by this twisting operation is a turning promotion command (a command to promote turning in the translation direction) that commands the turning of the bow in the hull movement direction commanded by the translation command (step S47), the main controller 50 increases the output of the bow thruster BT (step S48). Specifically, as shown in FIG. 10A, when the hull 2 ​​turns counterclockwise when a translation command diagonally forward to the right is given, the operator applies a right twisting operation to the joystick 8. Thereby, as shown in FIG. 10B, the output of the bow thruster BT is increased, the propulsive force in the right direction is increased, the turning of the hull 2 ​​to the right is promoted, and the turning of the hull 2 ​​to the left is suppressed accordingly. During this time, the steering angle of the outboard motor OM is not changed.

[0117] When the turning promotion command is given even when the output of the bow thruster BT reaches the upper limit (step S49: YES), the main controller 50 reduces the propulsive force of the outboard motor OM while maintaining the steering angle of the outboard motor OM (step S50, see FIG. 10C). This reduces the turning moment that the outboard motor OM applies to the hull 2. When the turning promotion command is given even when the propulsive force of the outboard motor OM reaches a predetermined lower limit (step S51: YES), the main controller 50 reduces the absolute value of the steering angle of the outboard motor OM (step S52). That is, the steering angle is changed so that the direction of the propulsive force of the outboard motor OM approaches the turning center 2c of the hull 2 ​​(see FIG. 10D). During this time, the output of the bow thruster BT remains at the upper limit, and the propulsive force of the outboard motor OM remains at the lower limit.

[0118] On the other hand, when the turning command given by twisting the joystick 8 is a turning suppression command (a command to suppress turning in the translation direction) that commands turning of the bow in the direction opposite to the hull movement direction commanded by the translation command (step S47), the main controller 50 increases the absolute value of the steering angle of the outboard motor OM (step S53). Specifically, as shown in FIG. 11A, when the hull 2 ​​turns clockwise when a translation command diagonally forward to the right is given, the operator applies a counterclockwise twisting operation to the joystick 8. As a result, as shown in FIG. 11B, the main controller 50 changes the steering angle so that the direction of the propulsive force of the outboard motor OM moves away from the turning center 2c. In response to this, the counterclockwise turning moment that the outboard motor OM applies to the hull 2 ​​increases, so that the counterclockwise turning of the hull 2 ​​is promoted, and the clockwise turning of the hull 2 ​​is suppressed accordingly. During this time, the output of the bow thruster BT and the propulsive force of the outboard motor OM are not changed.

[0119] When a turning suppression command is given even when the absolute value of the steering angle has reached the upper limit (step S54: YES), the main controller 50 increases the propulsive force of the outboard motor OM while maintaining the steering angle of the outboard motor OM (step S55, see FIG. 11C). This increases the turning moment that the outboard motor OM applies to the hull 2. When a turning suppression command is given even when the propulsive force of the outboard motor OM has reached a predetermined upper limit (step S56: YES), the main controller 50 reduces the output of the bow thruster BT (step S57, see FIG. 11D). This reduces the turning moment that the bow thruster BT applies to the hull 2. During this time, the absolute value of the steering angle remains at the upper limit, and the propulsive force of the outboard motor OM remains at the upper limit.

[0120] In this way, the output of the bow thruster BT, the propulsive force of the outboard motor OM, and the steering angle are changed in this order in response to a turning promotion command given by twisting the joystick 8. Also, the steering angle, the propulsive force of the outboard motor OM, and the output of the bow thruster BT are changed in this order in response to a turning inhibition command given by twisting the joystick 8. This allows the hull 2 ​​to reach a state in which it does not turn. When a satisfactory hull behavior cannot be obtained by a single calibration operation, the hull behavior intended by the operator can be approached by repeating a similar calibration operation. Also, by giving priority to adjustment of the output of the bow thruster BT in response to a turning promotion command and giving priority to adjustment of the steering angle in response to a turning inhibition command, the absolute value of the steering angle can be made as large as possible. This allows the steering angle for diagonal translation to be calibrated so that the left-right component of the propulsive force generated by the outboard motor OM can be effectively used, and therefore the hull behavior during diagonal translation can be promoted.

[0121] In the second joystick mode, when a translation command is given from the joystick unit 18, the main controller 50 controls the output of the bow thruster BT and the propulsive force and steering angle of the outboard motor OM based on the calibration value. When the joystick 8 is twisted to give a turning command from the joystick unit 18, the main controller 50 changes one or both of the steering angle of the outboard motor OM and the output of the bow thruster BT to encourage the turning of the hull 2 ​​in the direction of the turning command. Therefore, the hull 2 ​​can be turned on the spot, or can be turned while moving the hull 2 ​​in an oblique direction.

[0122] As described above, according to this embodiment, it is possible to provide a marine vessel propulsion system 100 having a configuration for calibration in response to a diagonal movement command. In response to a turning promotion command during calibration, the output of the bow thruster BT is first increased and then the propulsive force of the outboard motor OM, which is an example of a propulsion unit, is reduced, so that calibration can be performed to maximize the propulsive force of the outboard motor OM. This makes it possible to maximize the overall propulsive force for the diagonal movement.

[0123] Furthermore, when a turning promotion command is given even if the propulsive force of the outboard motor OM has reached its lower limit, the absolute value of the steering angle is then decreased. Therefore, calibration can be performed to make the absolute value of the steering angle as large as possible. This makes it possible to make the lateral component of the propulsive force generated by the outboard motor OM as large as possible, so that calibration can be performed to make the overall propulsive force for oblique movement as large as possible.

[0124] On the other hand, in response to a turning suppression command during calibration, first the absolute value of the steering angle is increased, then the propulsive force of the outboard motor OM is increased, and then the output of the bow thruster BT is decreased. This makes it possible to execute a calibration that makes the absolute value of the steering angle as large as possible and the propulsive force of the outboard motor OM as large as possible. This makes it possible to make the propulsive force of the outboard motor OM, particularly its lateral component, as large as possible, thereby realizing a calibration that makes the overall propulsive force for oblique movement as large as possible.

[0125] In this embodiment, the calibration values ​​include calibration values ​​for a right front diagonal movement command, a right rear diagonal movement command, a left front diagonal movement command, and a left rear diagonal movement command. In this way, by having individual calibration values ​​for movement in four diagonal directions, the hull 2 ​​can be moved with high precision according to the intention of the boat operator in any diagonal direction.

[0126] Fig. 12 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. 12, 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.

[0127] A plurality of propulsion units configured to be steered with 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. This allows the bow thruster BT, the propulsion unit and the steering device to be appropriately operated in appropriate response to tilting and twisting operations of the joystick 8, thereby realizing hull behavior that meets the intentions of the ship operator.

[0128] Although the embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0129] 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.

[0130] In addition, in the above embodiment, the outboard motor OM 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.

[0131] In the above embodiment, the case where the diagonal movement command is given from the joystick unit 18 to the main controller 50 has been mainly described, but for example, in an automatic ship maneuvering mode such as position holding, the main controller 50 may internally generate the diagonal movement command. Also, the diagonal movement command may be generated by an autopilot device or the like separate from the main controller 50.

[0132] In addition, various design modifications can be made within the scope of the claims. [Explanation of symbols]

[0133] 1: ship, 2: hull, 3: stern, 8: joystick, 18: joystick unit, 25: steering actuator, 26: steering mechanism, 50: main controller, 50a: processor, 50b: memory, 100: ship propulsion system, 181: joystick button, 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 controller that controls the bow thruster, the propulsion system and the steering device in response to an oblique movement command, and controls the output of the bow thruster, the thrust force generated by the propulsion system and the steering angle of the steering device, The controller has a calibration mode for setting calibration values ​​used when controlling the bow thruster, the propeller and the steering device in response to the oblique movement command, and in the calibration mode, when a turn-accelerating command is given along with the oblique movement command to command turning in the direction of movement by the oblique movement command, the output of the bow thruster is increased, and when the output of the bow thruster reaches its upper limit and a turn-accelerating command is given, the propulsive force of the propeller is reduced, a ship propulsion system.

2. The ship propulsion system according to claim 1, wherein the controller, in the calibration mode, reduces the absolute value of the steering angle of the steering device when a turning acceleration command is given even if the thrust of the propulsion machine is reduced to a lower limit.

3. The ship propulsion system according to claim 1, wherein, in the calibration mode, when the controller is given a turning suppression command that commands turning in the opposite direction to the direction of movement by the diagonal movement command along with the diagonal movement command, the controller increases the absolute value of the steering angle of the steering device, and when the absolute value of the steering angle reaches the upper limit, when the turning suppression command is given, the thrust force of the propulsion machine increases, and when the thrust force of the propulsion machine reaches the upper limit, when the turning suppression command is given, the output of the bow thruster decreases.

4. The ship propulsion system according to claim 1 or 3, wherein the calibration value includes the ratio of the lateral component of the thrust force of the propulsion machine to the output of the bow thruster, and the steering angle of the steering device.

5. The ship propulsion system according to claim 4, wherein the calibration value further includes the maximum value of the propulsion force generated by the propulsion machine.

6. The ship propulsion system according to claim 1 or 3, wherein the calibration values ​​include calibration values ​​for a command to move diagonally forward to the right, a command to move diagonally backward to the right, a command to move diagonally forward to the left, and a command to move diagonally backward to the left.

7. The ship propulsion system according to claim 6, wherein when a calibration value is set for at least one of the diagonal movement commands to the right forward, right rearward, left forward, and left rearward, the controller calculates calibration values ​​for the other unset diagonal movement commands based on the set calibration value.

8. The system further includes a calibration termination operator operated by the operator to terminate the calibration mode, The ship propulsion system according to claim 1 or 3, wherein the controller generates the calibration value based on the control state of the bow thruster, the propulsion system, and the steering device when the calibration completion operator is operated, and stores it in memory.

9. The ship propulsion system according to claim 1 or 3, wherein the propulsion system includes a single propulsion system located at the stern of the hull, or a plurality of propulsion systems located at the stern of the hull and configured to steer at the same rudder angle.

10. The ship propulsion system according to claim 1 or 3, wherein the bow thruster is fixed to the hull in a manner that prevents steering.

11. The hull and, A ship comprising the ship propulsion system according to claim 1 or 3.

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