Ship propulsion system and ship

Abstract

To provide a ship propulsion system and a ship which have specific configurations for achieving traverse movement of a hull.SOLUTION: A ship propulsion system 100 includes a bow thruster BT capable of generating propulsion power in a right-and-left direction of a hull, an outboard motor OM as a propulsion machine capable of generating propulsion power in a front-and-back direction of the hull, and steering devices (steering actuator 25 and steering mechanism 26) for changing a course of the hull. A main controller 50 sets two parallel reference lines at an interval in the front-and-back direction of the hull along the right-and-left direction of the hull, in response to a traverse movement instruction. The main controller controls the bow thruster, the outboard motor and the steering actuator so that the hull moves in a zigzag manner toward a direction instructed by the traverse movement instruction between the two reference lines, while holding an azimuth of the hull.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] In the parallel movement straight aside, the bow thruster generates a lateral thrust, while the outboard motor is controlled to alternate between generating a diagonally forward thrust and a diagonally rearward thrust, causing the hull to move laterally while alternately moving diagonally forward and diagonally rearward. [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] Patent Document 1 describes translation to the side, but does not provide detailed descriptions of specific control contents, etc., and there is room for further consideration in terms of realizing this.

[0006] One embodiment of the present invention provides a vessel propulsion system and a vessel having a specific configuration for achieving lateral movement of a hull. [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 propulsive force in the lateral direction of the hull, a propulsion unit mounted on the hull and capable of generating propulsive force in the longitudinal direction of the hull, and a steering device for changing the course of the hull. The ship propulsion system includes a controller that, in response to a lateral movement command, sets two parallel reference lines along the lateral direction of the hull and spaced apart in the longitudinal direction of the hull, and controls the bow thruster, the propulsion unit, and the steering device so that the hull moves in a zigzag pattern between the two reference lines toward the direction commanded by the lateral movement command while maintaining the orientation of the hull.

[0008] According to this configuration, in response to a lateral movement command, two parallel reference lines spaced apart in the fore-and-aft direction of the hull are set. These reference lines are aligned along the left-right direction of the hull. The controller controls the bow thruster, the propulsion unit, and the steering device so that the hull moves (preferably translates) in a zigzag pattern between the two reference lines toward the lateral direction (rightward or leftward) commanded by the lateral movement command. Thus, the zigzag movement between the two reference lines can move the hull in the lateral direction commanded by the lateral movement command. In this way, a ship propulsion system having a specific configuration for realizing lateral movement of the hull can be provided.

[0009] The reference line is preferably a ground reference line that is set along the left-right direction of the hull when a lateral movement command is given, thereby enabling lateral movement of the ground reference line to be achieved regardless of changes in the hull's heading.

[0010] In one embodiment of the invention, the zigzag hull movement includes at least one first movement, which is a diagonal movement including a lateral component commanded by the lateral movement command and one of a forward and aft component, and a second movement including the other of the forward and aft components.

[0011] Typically, the first movement and the second movement are repeatedly executed alternately. More specifically, when one of the two reference lines is reached by the first movement, the second movement is executed. When the other of the two reference lines is reached by the second movement, the first movement is executed. Either the first movement or the second movement may be executed first.

[0012] The second movement may or may not include a lateral component. If the second movement does not include a lateral component, the hull will move along a sawtooth path. Such a movement along a sawtooth path is an example of a zigzag hull movement. The second movement preferably includes a lateral component commanded by the lateral movement command. In this way, in both the first movement and the second movement, the hull moves in the lateral direction commanded by the lateral movement command, thereby realizing a smooth lateral movement. The second movement may include a lateral component opposite to the lateral movement command, but the opposite lateral component should be smaller than the lateral component included in the first movement.

[0013] In one embodiment of the invention, the controller controls the bow thruster, the propulsion unit and the steering device so that the hull alternates between a first movement, which is a diagonally forward movement (preferably translation) including a lateral component commanded by the lateral movement command, and a second movement, which is a diagonally backward movement (preferably translation) including a lateral component commanded by the lateral movement command, between the two reference lines.

[0014] According to this configuration, in both the first movement and the second movement, the hull moves in the lateral direction commanded by the lateral movement command, so that smooth lateral movement can be achieved by alternately repeating them. Either the first movement or the second movement can be executed first.

[0015] It is preferable that the first movement and the second movement are parallel movements (i.e., translation) that do not cause the hull to turn. That is, it is preferable that the controller controls the bow thruster, the propulsion unit, and the steering device so that the first movement and the second movement are parallel movements (i.e., translation) that do not cause the hull to turn. However, despite such control, the hull may turn due to disturbances such as tides and wind. In such cases, the ship operator may add a manual operation to suppress the turning. Also, the controller may perform heading assist control to automatically suppress the turning of the hull due to disturbances during the first movement and the second movement.

[0016] In one embodiment of the present invention, the controller executes orientation maintenance control for maintaining the orientation of the hull during a switching period when the first movement and the second movement are switched. With this configuration, it is possible to suppress changes in the orientation of the hull when switching between the first movement and the second movement, so that the hull can be moved laterally while maintaining the orientation of the hull.

[0017] In one embodiment of the present invention, the two reference lines are set to be located forward and aft of the center of gravity of the hull, respectively. With this configuration, the hull can be moved laterally while moving forward and backward near the center of gravity of the hull when a lateral movement command is given.

[0018] In one embodiment of the present invention, both of the two reference lines are set to be located forward or rearward (preferably forward) of the center of gravity of the hull. With this configuration, the hull can be moved laterally while moving forward and backward in front of or behind the center of gravity of the hull when a lateral movement command is given.

[0019] 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.

[0020] 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 manner, 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, the hull can be moved in a lateral direction in accordance with a lateral movement command while moving in a zigzag pattern.

[0021] In a preferred embodiment of the present invention, the marine vessel propulsion system further includes a lateral movement operating device that is operated by a user and inputs the lateral movement command to the controller.

[0022] One example of a lateral movement controller is a joystick unit having a joystick that can be tilted in all directions. In this case, when the joystick is tilted laterally (left and right), the joystick unit inputs a lateral movement command to the controller. Another example of a lateral movement controller is a lever unit having a lever that can be tilted left and right. Yet another example of a lateral movement controller is a left and right operator unit that has individual left and right operators. The individual left and right operators may have the form of paddle levers that are arranged to rotate together with the steering wheel. It is preferable that the lateral movement controller is configured so that the lateral movement command changes depending on the amount of operation.

[0023] In one embodiment of the present invention, the controller controls the bow thruster, the propulsion unit, and the steering device so that the lateral thrust force commanded by the lateral movement command changes in accordance with the amount of operation of the lateral movement operation device.

[0024] With this configuration, the ship operator can adjust the lateral movement speed by the amount of operation of the lateral movement operation device. For example, the smaller the amount of operation, the smaller the lateral propulsive force, and the larger the amount of operation, the greater the lateral propulsive force. In this case, the ship operator can increase the amount of operation of the lateral movement operation device to move the ship lateral quickly when the distance to the berthing target position is long, and decrease the amount of operation of the lateral movement operation device to move the ship lateral slowly when the ship approaches the berthing target position.

[0025] In one embodiment of the present invention, the controller changes the distance between the two reference lines in accordance with an amount of operation of the lateral movement operation device.

[0026] Specifically, the smaller the amount of operation, the shorter the distance between the two reference lines may be, and the larger the amount of operation, the longer the distance between the two reference lines may be. In this case, the ship operator can accurately move the ship closer to the berthing target position by, for example, decreasing the amount of operation of the lateral movement operation device as the ship approaches the berthing target position.

[0027] In one embodiment of the present invention, the controller controls the bow thruster, the propulsion unit and the steering device so that, at an initial stage of operation of the lateral movement control device, maintaining the hull's heading is given priority over lateral movement.

[0028] According to this configuration, deviation of the hull's heading when starting lateral movement can be suppressed. Priority of heading maintenance may be achieved, for example, by gradually increasing the lateral propulsive force by gradually changing one or more of the propulsive force of the bow thruster, the propulsive force of the propulsion unit, and the steering angle of the steering device. This can suppress delays in bow or stern movement that cause the hull to turn during the transitional period when the propulsive force of the bow thruster or the propulsion unit is building up.

[0029] In one embodiment of the invention, the lateral movement commands are generated by a position and heading keeping control which maintains the heading and position of the vessel.

[0030] Typically, position and heading maintenance control displaces the hull to correct its position when its position is shifted, and turns the hull to correct its heading when its heading is shifted. By using a lateral movement command as a position correction command, the position can be corrected while maintaining the heading of the hull.

[0031] In one embodiment of the present invention, the bow thruster is fixed to the hull so as not to be steerable.

[0032] One embodiment of the present invention provides a ship propulsion system including a propulsion unit (such as a bow thruster, outboard motor, or trolling motor) that provides propulsive force to a hull, and a controller that controls the propulsion unit in response to a lateral movement command to move (preferably translate) the hull in a zigzag manner toward a direction commanded by the lateral movement command while maintaining the orientation of the hull, between two parallel reference lines (preferably ground reference lines) that are spaced apart in the fore-aft direction of the hull along the left-right direction of the hull.

[0033] According to this configuration, in response to a lateral movement command, two parallel reference lines spaced apart in the fore-and-aft direction of the hull are set. These reference lines are aligned along the left-right direction of the hull. The controller controls the bow thruster, the propulsion unit, and the steering device so that the hull moves (preferably translates) in a zigzag pattern between the two reference lines toward the lateral direction (rightward or leftward) commanded by the lateral movement command. Thus, the zigzag movement between the two reference lines can move the hull in the lateral direction commanded by the lateral movement command. In this way, a ship propulsion system having a specific configuration for realizing lateral movement of the hull can be provided.

[0034] The reference line is preferably a ground reference line that is set along the left-right direction of the hull when a lateral movement command is given, thereby enabling lateral movement of the ground reference line to be achieved regardless of changes in the hull's heading.

[0035] 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

[0036] According to the present invention, it is possible to provide a vessel propulsion system and a vessel that have a specific configuration for realizing lateral movement of the hull. [Brief description of the drawings]

[0037] [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 a configuration example 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 12A-12B] 12A and 12B show an example of the operation when a lateral movement command is given. [Figure 13] FIG. 13 is a flowchart for explaining an example of processing by the main controller in response to a lateral movement command. [Figure 14] FIG. 14 is a diagram illustrating the configuration of a marine vessel propulsion system according to another preferred embodiment of the present invention. [Figure 15A-15B] 15A and 15B show another example of the operation when a lateral movement command is given. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0038] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] The remote control unit 17 generates an operation position signal that indicates the operation position of the remote control lever 7 .

[0051] 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 .

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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).

[0058] 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.

[0059] 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.

[0060] 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.).

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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).

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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).

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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).

[0096] 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.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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; rightward or leftward). Therefore, in this embodiment, the joystick 8 is designed to alternately move diagonally forward and backward when the joystick 8 is tilted straight aside (right or left). Specifically, when the joystick 8 is tilted to the right within the front-rear dead zone, the hull 2 ​​moves laterally to the right by tracing a zigzag path, by alternately repeating translational movement diagonally forward to the right and translational movement diagonally backward to the right. Similarly, when the joystick 8 is tilted to the left within the front-rear dead zone, the hull 2 ​​moves laterally to the left by tracing a zigzag path, by alternately repeating translational movement diagonally forward to the left and translational movement diagonally backward to the left. Details of these operations will be described later.

[0102] For appropriate thrust distribution for translational movement, the following control parameters are stored in advance in the memory 50b of the main controller 50.

[0103] <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

[0104] <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

[0105] <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

[0106] <Control parameters for left diagonal backward translation> Ratio of outboard engine lateral thrust to bow thruster power for left diagonal rear translation Maximum outboard engine thrust for left diagonal rear translation Steering angle for left diagonal backward translation

[0107] 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.

[0108] 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.

[0109] 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).

[0110] 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.

[0111] FIG. 8 is a flowchart showing an example of processing by the main controller 50 related to the calibration of diagonal translation.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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).

[0118] 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).

[0119] 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.

[0120] 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.

[0121] 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."

[0122] 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".

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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).

[0127] 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).

[0128] When the hull 2 ​​turns, the operator performs a twisting operation on 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] 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.

[0133] 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.

[0134] 12A and 12B show an example of operation when the joystick 8 is operated straight to the side and a translation command (hereinafter referred to as a "lateral movement command") is given from the joystick unit 18 to command lateral movement in a lateral direction (right or left).

[0135] In response to the lateral movement command, the main controller 50 sets two parallel reference lines R1, R2 along the left-right direction of the hull 2 ​​and spaced apart in the fore-aft direction of the hull 2. These reference lines R1, R2 are ground reference lines. That is, the main controller 50 acquires the hull position (typically the position of the center of gravity of the hull 2) and hull heading when the lateral movement command is given from the GPS receiver 52 and the heading sensor 53, respectively. Then, the main controller 50 sets a horizontal straight line that passes through the acquired hull position and is perpendicular to the acquired hull heading as a target line OL. Furthermore, the main controller 50 sets two parallel reference lines R1, R2 that are parallel to the target line OL and spaced apart in the fore-aft direction of the hull 2.

[0136] In the example of FIG. 12A, the two reference lines R1, R2 are set forward and aft of the target line OL, respectively, and are therefore located forward of the center of gravity of the hull 2 ​​and aft of the center of gravity of the hull 2, respectively. Also, in the example of FIG. 12B, both of the two reference lines R1, R2 are set forward of the target line OL, and therefore both are located forward of the center of gravity of the hull 2. Although not shown in the figure, both of the two reference lines R1, R2 may be set aft of the target line OL, and therefore both of the reference lines R1, R2 may be located aft of the center of gravity of the hull 2. Also, one of the two reference lines R1, R2 may coincide with the target line OL.

[0137] When a lateral movement command is given, the main controller 50 controls the output of the bow thruster BT, the propulsive force of the outboard motor OM, and the steering angle so that the hull 2 ​​moves in a zigzag pattern between the two reference lines R1, R2 in the direction commanded by the lateral movement command while maintaining the orientation of the hull 2. The control of the steering angle is, specifically, the control of the steering actuator 25.

[0138] The zigzag hull movement includes a first movement M1 toward one of the two reference lines R1, R2, and a second movement M2 toward the other of the two reference lines R1, R2. The first movement M1 is a diagonal movement including a lateral component (rightward in Figs. 12A and 12B) commanded by the lateral movement command and one of the forward and rearward components (the forward component in Figs. 12A and 12B). The second movement M2 includes the other of the forward and rearward components (the rearward component in Figs. 12A and 12B).

[0139] In the specific example shown in FIG. 12A and FIG. 12B, the first movement M1 is a diagonally forward movement (translation to the right diagonally forward in this example) between the two reference lines R1, R2 including a lateral component (to the right in this example) commanded by the lateral movement command. The second movement M2 is a diagonally backward movement (translation to the right diagonally backward in this example) including a lateral component (to the right in this example) commanded by the lateral movement command. The main controller 50 controls the output of the bow thruster BT, the propulsive force of the outboard motor OM, and the steering angle of the outboard motor OM so as to alternately repeat the first movement M1 and the second movement M2. That is, when the first movement M1 reaches one of the two reference lines R1, R2, it is switched to the second movement M2. When the second movement M2 reaches the other of the two reference lines R1, R2, it is switched to the first movement M1. 12A and 12B show an example in which the first movement M1 is performed first, but either the first movement M1 or the second movement M2 may be performed first.

[0140] In this way, the hull 2 ​​moves laterally along the target line OL while moving translationally in a zigzag manner between the two reference lines R1, R2.

[0141] 13 is a flowchart for explaining an example of processing by the main controller 50 in response to a lateral movement command. When a lateral movement command is input (step S61: YES), the main controller 50 acquires the hull position and hull heading from the GPS receiver 52 and heading sensor 53, respectively (step S62). Then, the main controller 50 sets a horizontal straight line that passes through the acquired hull position and is perpendicular to the acquired hull heading as a target line OL (step S63).

[0142] Furthermore, the main controller 50 sets two parallel reference lines R1, R2 that are parallel to the target line OL and spaced apart in the fore-aft direction of the hull 2 ​​(step S64). At this time, the main controller 50 sets the interval between the two reference lines R1, R2 in accordance with the left-right component of the lateral movement command. Specifically, the main controller 50 sets the two reference lines R1, R2 so that the interval is narrower as the left-right component of the lateral movement command is smaller, and is wider as the left-right component is larger. When the lateral movement command is given from the joystick unit 18, the left-right component corresponds to the left-right component of the tilt operation amount of the joystick 8.

[0143] Based on the two reference lines R1, R2 thus set, the main controller 50 executes control for zigzag lateral movement. Specifically, the main controller 50 controls the output of the bow thruster BT and the propulsive force and steering angle of the outboard motor OM for the first movement M1 (e.g., diagonal forward translation) including a lateral (right or left) component commanded by the lateral movement command (step S65). Then, when the hull 2 ​​reaches one of the two reference lines R1, R2 (e.g., the forward reference line R1) (step S66), the main controller 50 controls the output of the bow thruster BT and the propulsive force and steering angle of the outboard motor OM for the second movement M2 (e.g., diagonal rearward translation) including a lateral (right or left) component commanded by the lateral movement command (step S69). Then, when the hull 2 ​​reaches the other of the two reference lines R1, R2 (for example, the aft reference line R2) (step S70), the main controller 50 again executes control for the first movement M1 (step S65). By repeating the controls for the first movement M1 and the second movement M2, zigzag lateral movement along the target line OL is achieved (see Figures 12A and 12B).

[0144] Whether the hull 2 ​​has reached the reference lines R1, R2 can be determined based on the current position of the hull 2 ​​obtained from the GPS receiver 52. While the hull 2 ​​has not yet reached the reference lines R1, R2 (steps S66, S70: NO), if the lateral movement command continues (steps S67, S71: YES), control for the first movement M1 or the second movement M2 continues.

[0145] In this example, the first movement M1 and the second movement M2 are translations diagonally forward and backward, respectively, and are substantially similar to the control for translations diagonally forward and backward in the second joystick mode. Therefore, if the above-mentioned calibration has been performed in advance, the hull 2 ​​translates diagonally without turning.

[0146] When switching between the first movement M1 and the second movement M2, heading maintenance control (steps S68, S72) is performed to maintain the hull heading acquired in step S62. This makes it possible to suppress deviation of the hull heading during the period of switching between the diagonally forward translation (first movement M1) and the diagonally backward translation (second movement M2). The heading maintenance control may be achieved by feedback controlling the bow thruster BT so that the hull heading output by the heading sensor 53 coincides with the hull heading acquired in step S62. As can be seen from FIG. 7, when switching between the diagonally forward translation and the diagonally backward translation, the shift position of the outboard motor OM is switched between the forward position and the reverse position, and the outboard motor OM is steered in the opposite direction to the neutral position. Therefore, the switching period occurs mainly according to the waiting time for steering the outboard motor OM. During this period, the hull heading is maintained by the propulsive force of the bow thruster BT, so that the hull 2 ​​can continue to move laterally without having to perform a turning operation to correct the hull heading midway.

[0147] During the execution of the first movement M1 and the second movement M2, the main controller 50 adjusts the left-right component of the propulsive force applied to the hull 2 ​​according to the left-right component of the lateral movement command. As a result, the greater the magnitude of the left-right component of the lateral movement command, the greater the lateral movement speed of the hull 2. Accordingly, the lateral component commanded by the lateral movement command changes in the first movement M1 and the second movement M2. Also, during the execution of the first movement M1 and the second movement M2, the main controller 50 changes the interval between the two reference lines R1, R2 according to the magnitude of the left-right component of the lateral movement command. Specifically, the greater the magnitude of the left-right component of the movement command, the greater the interval is made, and the smaller the magnitude of the left-right component, the smaller the interval is made. Therefore, when the magnitude of the left-right component of the movement command is small, the hull 2 ​​moves zigzag laterally along the target line OL while moving in small steps in the fore-aft and aft diagonal directions, making it easier to guide the hull 2 ​​to the target position.

[0148] At the beginning of the first movement M1, it is preferable that the main controller 50 prioritizes maintaining the heading of the hull 2 ​​over the movement in the lateral direction (first movement M1). Similarly, at the beginning of the second movement M2, it is preferable that the main controller 50 prioritizes maintaining the heading of the hull 2 ​​over the movement in the lateral direction (second movement M2). Specifically, the priority of maintaining the heading may be achieved by gradually increasing the output of the bow thruster BT and the propulsive force of the outboard motor OM and gradually increasing the absolute value of the steering angle of the outboard motor OM, thereby gradually increasing the propulsive force in the lateral direction. This makes it possible to suppress the bow or stern from moving late and causing the hull 2 ​​to turn at the beginning of the first movement M1 and the second movement M2 (particularly, during the transitional period when the output of the bow thruster BT and the propulsive force of the outboard motor OM are rising).

[0149] During the first movement M1 and the second movement M2, the hull 2 ​​may turn due to the influence of disturbances such as tides and wind. In that case, the operator can suppress the turning of the hull 2 ​​by giving a turning command by twisting the joystick 8 as necessary. In this case, the main controller 50 changes the output of the bow thruster BT, the propulsive force of the outboard motor OM, and the steering angle of the outboard motor OM in response to the turning command. The main controller 50 may execute a heading assist control to automatically suppress the turning of the hull 2 ​​due to such disturbances. Specifically, when the amount of change or rate of change of the hull heading detected by the heading sensor 53 exceeds a predetermined threshold, the main controller 50 may determine that the hull 2 ​​is turning, and may internally generate a turning command to suppress or cancel the turning. Based on this internally generated turning command, the main controller 50 changes the output of the bow thruster BT, the propulsive force of the outboard motor OM, and the steering angle of the outboard motor OM. In this way, the turning of the hull 2 ​​due to disturbances can be automatically suppressed.

[0150] The heading maintenance control (steps S68, S72) mainly using the propulsive force of the bow thruster BT may be performed at all times while the lateral movement command is given. The allowable error in this heading maintenance control does not need to be constant, and the main controller 50 may vary the allowable error of heading maintenance according to the situation. The priority of heading maintenance is increased by reducing the allowable error. At the beginning of the first movement M1 and the second movement M2, the priority of heading maintenance can be increased by reducing the allowable error. Also, for example, the main controller 50 may reduce the allowable error to increase the priority of heading maintenance when the magnitude of the lateral movement command is small, and increase the allowable error to decrease the priority of heading maintenance when the magnitude of the lateral movement command is large, thereby prioritizing the movement of the hull 2.

[0151] The processing of the main controller 50 described with reference to Fig. 13 may also be used in automatic ship steering control for a fixed point mode (Stay Point) in which the position and bow heading (or stern heading) of the hull 2 ​​are maintained. In this case, when the hull position (current position) generated by the GPS receiver 52 deviates from the target position, the main controller 50 internally generates a movement command to eliminate the error (position error) of the hull position relative to the target position. When this movement command is a lateral movement command instructing the hull 2 ​​to move straight alongside, the processing shown in Fig. 13 is executed by the main controller 50. As a result, the hull 2 ​​moves laterally in a zigzag manner while maintaining its heading, and is guided to the target position.

[0152] As described above, according to this embodiment, the main controller 50 sets two parallel reference lines R1, R2 spaced apart in the fore-aft direction of the hull 2 ​​in response to a lateral movement command. These reference lines R1, R2 are aligned along the left-right direction of the hull 2. The main controller 50 controls the output of the bow thruster BT, the propulsive force of the outboard motor OM, and the steering actuator 25 so that the hull 2 ​​moves in a zigzag pattern (translation in this embodiment) between the two reference lines R1, R2 in the lateral direction (rightward or leftward) commanded by the lateral movement command. Therefore, the zigzag movement between the two reference lines R1, R2 allows the hull 2 ​​to move in the lateral direction commanded by the lateral movement command. In this way, a vessel propulsion system having a specific configuration for realizing the lateral movement of the hull 2 ​​can be provided.

[0153] In this embodiment, the zigzag lateral movement alternates between a first movement M1, which is a movement diagonally forward (translation in this embodiment), and a second movement M2, which is a movement diagonally backward (translation in this embodiment). Both the first movement M1 and the second movement M2 include a lateral component commanded by the lateral movement command. Therefore, in both the first movement M1 and the second movement M2, the hull 2 ​​moves in the lateral direction commanded by the lateral movement command, and by alternately repeating them, smooth lateral movement can be achieved.

[0154] In this embodiment, the main controller 50 executes orientation maintenance control for maintaining the orientation of the hull 2 ​​during a switching period between the first movement M1 and the second movement M2. This makes it possible to prevent the orientation of the hull 2 ​​from changing when switching between the first movement M1 and the second movement M2, and therefore allows the hull 2 ​​to move laterally while maintaining the orientation of the hull 2.

[0155] 12A, the two reference lines R1, R2 are set to be located respectively forward and aft of the center of gravity of the hull 2. This allows the hull 2 ​​to move laterally while moving back and forth near the center of gravity of the hull 2 ​​when a lateral movement command is given.

[0156] 12B, both of the two reference lines R1, R2 may be set to be located forward or rearward (forward in the example of FIG. 12B) of the center of gravity of the hull 2. In this case, the hull 2 ​​can be moved laterally while moving forward or backward in front of or behind the center of gravity of the hull 2 ​​when a lateral movement command is given.

[0157] In this embodiment, a joystick unit 18 having a joystick 8 operated by a user is an example of a lateral movement controller that inputs lateral movement commands to the main controller 50 .

[0158] The lateral movement command generated by the joystick unit 18 changes according to the left-right component of the tilt operation amount of the joystick 8, and the main controller 50 changes the lateral component (left-right component) of the propulsive force applied to the hull 2 ​​accordingly. As a result, the helmsman can adjust the lateral movement speed by the left-right tilt operation amount of the joystick 8. The main controller 50 reduces the lateral component of the propulsive force applied to the hull 2 ​​as the left-right component of the tilt operation amount decreases, and increases the lateral component of the propulsive force applied to the hull 2 ​​as the left-right component of the tilt operation amount increases. As a result, the lateral components of the first movement M1 and the second movement M2 become larger. For example, when the distance to the berthing target position is long, the helmsman can increase the left-right tilt operation amount of the joystick 8 to move the hull 2 ​​laterally quickly. Then, when the helmsman approaches the berthing target position, he or she can decrease the operation amount of the joystick 8, thereby moving the hull 2 ​​laterally slowly.

[0159] Furthermore, the lateral movement command generated by the joystick unit 18 changes according to the left-right component of the tilt operation amount of the joystick 8, and the main controller 50 changes the distance between the two reference lines R1, R2 accordingly. Specifically, the main controller 50 shortens the distance between the two reference lines R1, R2 as the left-right tilt operation amount of the joystick 8 decreases, and lengthens the distance between the two reference lines R1, R2 as the left-right tilt operation amount of the joystick 8 increases. Thus, the vessel operator can accurately approach the berthing target position by, for example, decreasing the left-right tilt operation amount of the joystick 8 as the vessel approaches the berthing target position.

[0160] Fig. 14 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. 14, 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.

[0161] Multiple 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 makes it possible to move the hull 2 ​​in a zigzag manner while moving it in a lateral direction in accordance with a lateral movement command.

[0162] Although the embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0163] For example, in the above-mentioned embodiment, both the first movement M1 and the second movement M2 during the zigzag lateral movement include a lateral component commanded by the lateral movement command (see Figs. 12A and 12B). However, the zigzag movement of the hull 2 ​​may include the first movement M1, which is a diagonal movement including a lateral component commanded by the lateral movement command and one of the forward and rearward components, and the second movement M2 including the other of the forward and rearward components. That is, the second movement M2 may or may not include a lateral component. If the second movement M2 does not include a lateral component, the hull 2 ​​moves along a sawtooth path as shown in Figs. 15A and 15B. In the example of Fig. 15A, the first movement M1 is a translation diagonally forward, and the second movement M2 is a translation straight backward. In the example of Fig. 15B, the first movement M1 is a translation diagonally backward, and the second movement M2 is a translation straight forward. Such a movement following a sawtooth path is an example of a zigzag vessel movement. The second movement M2 may include a lateral component opposite to the lateral movement command, but the opposite lateral component should be smaller than the lateral component included in the first movement M1.

[0164] In the above embodiment, the joystick unit 18 having the joystick 8 that can be tilted in all directions has been described as an example of the lateral movement operation device. However, the lateral movement operation device may be something other than a joystick. For example, the lateral movement operation device may be a lever unit having a lever that can be tilted in the left and right directions. The lateral movement operation device may also be a left and right operation device unit having separate left and right operation devices. More specifically, left and right paddle levers that are provided to rotate together with the steering wheel can also be used as the lateral movement operation device. It is preferable that the lateral movement operation device is configured such that the lateral movement command changes according to the amount of operation. This makes it possible to change the speed of lateral movement and the interval between the reference lines R1 and R2 according to the amount of operation.

[0165] In addition, 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, and in that case the above-described embodiment can also be applied.

[0166] 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.

[0167] The bow thruster and the propulsion device are both examples of propulsion units that provide a propulsive force to the hull. The above-described embodiment can be applied to a ship propulsion system including any type of propulsion unit in any combination, and the lateral movement of the hull can be achieved by the zigzag lateral movement.

[0168] In addition, various design modifications can be made within the scope of the claims. [Explanation of symbols]

[0169] 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, BT: bow thruster, OM: outboard motor, R1, R2: reference line, M1: first movement, M2: second movement

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 ship propulsion system comprising: a controller that, in response to a lateral movement command, sets two parallel reference lines along the left-right direction of the hull and spaced apart in the fore-aft direction of the hull, and controls the bow thruster, the propulsion engine and the steering device so that the hull moves in a zigzag pattern between the two reference lines in the direction commanded by the lateral movement command, while maintaining the bearing of the hull.

2. The ship propulsion system according to claim 1, wherein the zigzag movement of the hull comprises at least one first movement which is a diagonal movement including a lateral component and one of forward and aft components, and at least one second movement which includes the other of forward and aft components.

3. The ship propulsion system according to claim 1, wherein the controller controls the bow thruster, the propulsion engine, and the steering device so that the ship's hull alternately repeats a first movement, which is a diagonal forward movement including a lateral component commanded by the lateral movement command, and a second movement, which is a diagonal backward movement including a lateral component commanded by the lateral movement command, between the two reference lines.

4. The ship propulsion system according to claim 2, wherein the controller performs heading-holding control to maintain the heading of the ship during the switching period between the first movement and the second movement.

5. The ship propulsion system according to claim 1, wherein the two reference lines are set to be located forward of the center of gravity of the hull and aft of the center of gravity of the hull, respectively.

6. The ship propulsion system according to claim 1, wherein both of the two reference lines are set to be located forward or aft of the center of gravity of the ship.

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

8. The ship propulsion system according to claim 1, further comprising a lateral movement control device operated by a user for inputting the lateral movement command to the controller.

9. The ship propulsion system according to claim 8, wherein the controller controls the bow thruster, the propulsion engine, and the steering device such that the lateral thrust force commanded by the lateral movement command changes according to the amount of operation of the lateral movement control device.

10. The ship propulsion system according to claim 8, wherein the controller changes the distance between the two reference lines in accordance with the amount of operation of the lateral movement control device.

11. The ship propulsion system according to claim 8, wherein the controller controls the bow thruster, the propulsion engine and the steering device to prioritize maintaining the ship's heading over lateral movement during the initial operation of the lateral movement control device.

12. The ship propulsion system according to claim 1, wherein the lateral movement command is generated by position and heading holding control that maintains the bearing and position of the ship's hull.

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

14. A propulsion unit that provides thrust to the hull, A ship propulsion system including a controller that controls the propulsion unit to move the ship in a zigzag pattern in the direction commanded by the lateral movement command, while maintaining the ship's bearing, between two parallel reference lines spaced apart in the longitudinal direction of the ship along the left-right direction of the ship.

15. The hull and, A ship comprising a ship propulsion system according to any one of claims 1 to 14.

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