Boat control system and boat

Abstract

To provide a boat control system that facilitates the steering of boats as intended by the steering person.SOLUTION: A boat control system is provided with: a plurality of boat propulsion devices each being steerable by 180 degrees or more about a steering axis; a controller that controls a thrust and a steering angle of each of the boat propulsion devices; an operation device that accepts operation of moving a boat body and outputs an operation signal to the controller; and a sensor that detects turning of the boat body and outputs a detection signal to the controller. When the sensor detects the turning of the boat body, in a state where the operation device is not accepting the operation of turning the boat body, the controller performs a steering angle change process for changing the steering angle of at least one of the boat propulsion devices to cancel the turning of the boat body.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The technology disclosed in this specification relates to a ship control system and ships.

Background Art

[0002] A system for controlling the movement of a ship, comprising a plurality of ship propulsion units and a controller for controlling the thrust and rudder angle of each of the plurality of ship propulsion units, is known. For example, a system has been proposed in which the rudder angle is set to a preset default angle to start the movement of the ship, the error between the desired operation and the actual operation of the ship is detected, and a correction angle is determined to reduce the error and correct the rudder angle (see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above prior art, the control system tends to become complicated, and there is room for improvement in terms of simplification.

[0005] This specification discloses a technology capable of solving the above problems.

Means for Solving the Problems

[0006] The technology disclosed in this specification can be realized, for example, in the following forms. (1) The ship control system disclosed in this specification is a system for controlling a ship equipped with a hull, comprising a plurality of ship propulsion units configured to be capable of steering by 180 degrees or more around a steering axis, a controller for controlling the thrust and the steering angle of the ship propulsion units, an operating device for receiving an operation for moving the hull and outputting an operation signal to the controller, and a sensor for detecting the turning of the hull and outputting a detection signal to the controller. When the sensor detects the turning of the hull in a state where the operating device has not received an operation for turning the hull, the controller is configured to perform a steering angle change process for canceling the turning by changing the steering angle of at least one of the ship propulsion units.

[0007] According to the above configuration, when an unintended turning of the hull by the operator is started, the movement of the hull can be automatically corrected, making it easier to operate the ship as intended by the operator.

[0008] (2) In the ship control system described in (1) above, the operating device includes a joystick and a mode switching device for receiving an operation for switching on and off a joystick mode in which the joystick can receive an operation for moving the hull. When the mode switching device receives an operation for switching the joystick mode from off to on, the controller may perform the steering angle change process.

[0009] When performing an operation for switching the joystick mode from off to on, an unintended turning of the hull by the operator may occur. In such a case, the above configuration can be preferably applied.

[0010] (3) In the ship control system described in (1) or (2) above, the controller may perform the steering angle change process when performing holding control for holding the hull in a specific direction.

[0011] When performing holding control to hold the hull in a specific direction, the hull may turn unintentionally by the operator. In such a case, the above configuration can be preferably applied.

[0012] (4) In the ship control system according to (3) above, the controller stores the initial orientation, which is the orientation of the hull when the holding control is started, and when the sensor detects that the orientation of the hull has returned to the initial orientation after the start of the rudder angle change process, the controller may end the rudder angle change process.

[0013] According to such a configuration, the timing to end the rudder angle change process can be easily set.

[0014] (5) In the ship control system according to any one of (1) to (3) above, when the sensor detects that the turning of the hull has stopped, the controller may end the rudder angle change process.

[0015] According to such a configuration, the timing to end the rudder angle change process can be easily set.

[0016] (6) In the ship control system according to any one of (1) to (5) above, while the controller is performing the rudder angle change process, the controller may control to keep the magnitude of the thrust of the ship propulsion unit constant.

[0017] According to such a configuration, unintentional movement of the hull can be suppressed.

[0018] (7) In the ship control system according to any one of (1) to (6) above, in the rudder angle change process, the controller may change the rudder angle so as not to exceed a preset maximum value of the change amount of the rudder angle.

[0019] According to such a configuration, after the rudder angle change process is completed, it is possible to quickly shift to the next ship operation.

[0020] (8) In the ship control system according to any one of (1) to (7) above, the plurality of ship propulsion machines include a first ship propulsion machine, a second ship propulsion machine, and a third ship propulsion machine arranged between the first ship propulsion machine and the second ship propulsion machine, and the rudder angle change process may be a process of changing the rudder angle of at least one of the first ship propulsion machine and the second ship propulsion machine.

[0021] When three or more ship propulsion machines are provided, by using the two outer ship propulsion machines for the rudder angle change process, the movement of the hull can be efficiently corrected.

[0022] (9) In the ship control system according to (8) above, in the rudder angle change process, the controller may steer the third ship propulsion machine in the direction in which the hull is turning.

[0023] According to such a configuration, the third ship propulsion machine acts as a resistance to the water flow acting on the hull when the hull is turning, so that the movement of the hull can be quickly corrected.

[0024] (10) The ship disclosed in this specification includes any one of the ship control systems of (1) to (9) above.

[0025] According to such a configuration, when an unintended turning of the hull is started by the operator, the movement of the hull can be automatically corrected, and it becomes easier to operate the ship as intended by the operator.

[0026] The technology disclosed by this specification can be realized in various forms. For example, it can be realized in the form of a ship, a control device provided on the ship, a ship control method, a computer program for realizing the functions of those devices or methods, a recording medium recording the computer program, and the like.

Effects of the Invention

[0027] According to the technology disclosed by this specification, with a simple configuration, it becomes easier to operate the ship as the operator intends.

Brief Explanation of Drawings

[0028]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Mode for Carrying Out the Invention

[0029] A. First Embodiment: A-1. Configuration of Ship 1A: The first embodiment will be described with reference to FIGS. 1 to 11. As shown in FIGS. 1 and 4, the ship 1A of the first embodiment includes a hull 10, a first outboard motor 100P (an example of a ship propulsion machine, an example of a first ship propulsion machine), a second outboard motor 100S (an example of a ship propulsion machine, an example of a second ship propulsion machine), a control device 200 (an example of an operating device) that receives an operation for controlling the ship 1A, a controller 300 that controls the thrust and rudder angle of the outboard motors 100P and 100S, a position sensor 260 for detecting the position of the hull 10, and a direction sensor 270 (an example of a sensor) for detecting the turning of the hull 10. The outboard motors 100P and 100S, the control device 200, the controller 300, the position sensor 260, and the direction sensor 270 constitute a ship control system 400A.

[0030] In FIGS. 1 and other drawings described later, arrows indicating each direction based on the position of the ship 1A are shown. More specifically, each figure shows arrows representing forward (FRONT), rear (REAR), left (LEFT), right (RIGHT), upper (UPPER), and lower (LOWER) respectively. The front-rear direction, the left-right direction, and the up-down direction (vertical direction) are directions perpendicular to each other.

[0031] (Hull 10) The hull 10 is the part where passengers board the ship 1A. As shown in FIG. 1, the hull 10 includes a cockpit 12.

[0032] (Outboard motors 100P, 100S) The outboard motors 100P and 100S are devices that are attached to the stern of the hull 10 and create the thrust to propel the hull 10. As shown in FIG. 1, the first outboard motor 100P is arranged on the port side of the hull 10, and the second outboard motor 100S is arranged on the starboard side of the hull 10. Hereinafter, the configuration of the first outboard motor 100P will be described in detail. Since the second outboard motor 100S has the same structure as the first outboard motor 100P, the same members will be denoted by the same reference numerals and the description thereof will be omitted. When distinguishing between the elements provided in the first outboard motor 100P and the elements provided in the second outboard motor 100S, "P" is appended to the end of the reference numeral of the element provided in the first outboard motor 100P, and "S" is appended to the end of the reference numeral of the element provided in the second outboard motor 100S.

[0033] (Configuration of the First Outboard Motor 100P) The first outboard motor 100P is attached to the stern of the hull 10 via a bracket 180. The outboard motor 100P is supported by the bracket 180 so as to be displaceable within a range from a tilt-down state in which the propeller 140 described later is located underwater to a tilt-up state in which the propeller 140 is located above the water surface. Hereinafter, unless otherwise specified, the outboard motor 100P in the reference posture (the posture shown in FIG. 2) will be described. The reference posture is a posture in which the rotation axis line Ad of the drive shaft 124 described later extends in the vertical direction and the rotation axis line Ap of the propeller shaft 142 extends in the front-rear direction.

[0034] As shown in FIG. 2, the outboard motor 100P includes an upper unit 110 attached to the hull 10 via a bracket 180, a lower unit 130 disposed below the upper unit 110, and a steering mechanism 160P interposed between the upper unit 110 and the lower unit 130.

[0035] (Upper Unit 110) As shown in FIG. 2, the upper unit 110 includes a cowl 112, an upper case 114, an engine 120, a drive shaft 124, and an ECU (Electronic Control Unit) 190P.

[0036] The cowl 112 is a housing disposed at the upper part of the outboard motor 100P. The upper case 114 is a housing disposed below the cowl 112 and is attached to the hull 10 via the bracket 180.

[0037] The engine 120 is a prime mover for generating power to drive the outboard motor 100P and is disposed inside the cowl 112. The engine 120 includes an engine body 121 and an intake device 125. The engine body 121 includes a cylinder block (not shown) having a plurality of cylinders (not shown), a piston (not shown) disposed inside each cylinder and reciprocating with the combustion of a mixture containing fuel and air, and a crankshaft 122 that rotates with the reciprocation of the piston, and has a known configuration. As shown in FIG. 2, the crankshaft 122 is disposed in a posture extending in the vertical direction. The intake device 125 includes an intake passage 126 that supplies air to the inside of the cylinder block, a throttle valve 127P disposed in the intake passage 126, and a throttle actuator 128P that controls the opening degree (throttle opening degree) of the throttle valve 127P, and has a known configuration. The throttle actuator 128P is, for example, an electric motor. The throttle actuator 128P operates the throttle valve 127P to change the throttle opening degree. When the throttle opening degree changes, the flow rate of air supplied to the inside of the cylinder block changes, and the output of the engine 120 (the rotational speed of the crankshaft 122) changes. The throttle actuator 128P is communicably connected to the ECU 190P.

[0038] The drive shaft 124 is a rod-shaped member, is connected to the lower end of the crankshaft 122, and is disposed in a posture in which its rotation axis Ad extends in the vertical direction. The drive shaft 124 rotates with the rotation of the crankshaft 122. Most of the drive shaft 124 is disposed inside the cowl 112 and the upper case 114. The lower end portion of the drive shaft 124 projects downward from the upper case 114 and extends into the lower unit 130.

[0039] The ECU 190P is disposed inside the cowl 112. The ECU 190P includes a processor such as a CPU (Central Processing Unit) and a storage device such as a ROM (Read Only Memory) and a RAM (Random Access Memory). Various programs and data for controlling the outboard motor 100P are stored in the storage device.

[0040] (Lower unit 130) As shown in FIG. 2, the lower unit 130 includes a lower case 132, a propeller 140, a propeller shaft 142, and a shift mechanism 150P.

[0041] The lower case 132 is a housing disposed below the upper case 114.

[0042] The propeller 140 is a rotating body having a plurality of blades and generates thrust by rotating. The propeller shaft 142 is a rod-shaped member and is arranged in a posture extending in the front-rear direction. The rear end portion of the propeller shaft 142 protrudes outside the lower case 132, and the remaining portion is housed inside the lower case 132. The propeller 140 is attached to the rear end portion of the propeller shaft 142. As the propeller shaft 142 rotates about the rotation axis Ap, the propeller 140 also rotates.

[0043] The shift mechanism 150P is connected to the lower end portion of the drive shaft 124 and also connected to the front end portion of the propeller shaft 142. The shift mechanism 150P has a known configuration including, for example, a forward gear, a reverse gear, and a clutch. By switching the engagement of the clutch with respect to the two gears, the rotation direction transmitted from the drive shaft 124 to the propeller shaft 142 is switched.

[0044] The lower unit 130 further includes a shift actuator 152P that switches the shift state of the outboard motor 100P. The shift actuator 152P is, for example, an electric motor. The shift actuator 152P is connected to a clutch provided in the shift mechanism 150P, and is configured to switch the shift state of the outboard motor 100P between a forward state, a reverse state, and a neutral state by operating the clutch to switch the engagement with the forward gear and the reverse gear. The forward state is a state in which the rotation of the drive shaft 124 is transmitted to the propeller shaft 142 as a forward rotation by the clutch engaging with the forward gear, and the propeller 140 rotating in the forward direction together with the propeller shaft 142 generates a forward thrust. The reverse state is a state in which the rotation of the drive shaft 124 is transmitted to the propeller shaft 142 as a reverse rotation by the clutch engaging with the reverse gear, and the propeller 140 rotating in the reverse direction together with the propeller shaft 142 generates a reverse thrust. The neutral state is a state in which the rotation of the drive shaft 124 is not transmitted to the propeller shaft 142 and the propeller 140 does not generate a thrust because the clutch is not engaged with either the forward gear or the reverse gear. The shift actuator 152P is communicably connected to the ECU 190P.

[0045] (Steering mechanism 160P) The steering mechanism 160P is a mechanism for changing the direction of the thrust generated by the outboard motor 100P, and is configured to rotate the lower unit 130 relative to the upper unit 110. The steering mechanism 160P includes, for example, as shown in FIG. 2, a pinion 161 that rotates together with the lower unit 130, a steering shaft 162 attached to the pinion 161 and through which the drive shaft 124 can be inserted, and a rack 163 that meshes with the pinion 161 and moves linearly, and has a known configuration. The steering mechanism 160P is driven by a steering actuator 164P (see also FIG. 4). The steering actuator 164P is a driving device for linearly moving the rack 163, and is, for example, an electric motor. When the rack 163 linearly moves by the driving force of the steering actuator 164P, the pinion 161 rotates. Along with this rotation, the lower unit 130 rotates around the rotation axis Ad of the drive shaft 124 with the rotation axis as the steering axis. Along with this, the propeller shaft 142 rotates around the rotation axis Ad. The steering actuator 164P is communicably connected to the ECU 190P.

[0046] In this specification, the steering angle is defined as follows. As shown in FIG. 5, when the direction of the lower unit 130 is such that the rotation axis Ap of the propeller shaft 142 is parallel to the center line C of the hull 10 and the propeller 140 is located rearward, the steering angle is 0°. And, the clockwise (right-handed) rotation of the lower unit 130 when viewed from above is defined as positive-direction steering, and the counterclockwise (left-handed) rotation is defined as negative-direction steering. Also, the rotation angle of the propeller shaft 142 from the position where the steering angle is 0° is defined as the steering angle. The lower unit 130 can be steered ±180° from the position where the steering angle is 0°, that is, 180° in each of the clockwise and counterclockwise directions. In other words, the lower unit 130 can return from the state where the steering angle is +180° to the steering angle of 0°, and further steer to the steering angle of -180°, and can return from the state where the steering angle is -180° to the steering angle of 0°, and further steer to the steering angle of +180°. That is, the maximum range (total steering angle) that the lower unit 130 can steer is 360°.

[0047] (Control device 200) The control device 200 is a device installed on the operator's seat 12 and receives operations for controlling the movement of the hull 10 by the operator. As shown in FIGS. 1 and 4, the control device 200 includes a steering wheel 210, shift throttle levers 220P, 220S, and a joystick device 230.

[0048] The steering wheel 210 is a device that receives an operation for instructing the turning direction of the hull 10 by the operator and is configured to be rotatable. As shown in FIG. 4, a steering sensor 212 is connected to the steering wheel 210. The steering sensor 212 outputs a steering signal indicating the rotation direction and rotation angle of the steering wheel 210.

[0049] The shift throttle levers 220P, 220S are devices that receive operations for instructing the magnitude of the thrust of each of the two outboard motors 100P, 100S and the switching of the shift state by the operator. The shift throttle levers 220P, 220S can be moved in the front-rear direction from the neutral position. As shown in FIG. 4, throttle sensors 222P, 222S are connected to the shift throttle levers 220P, 220S, respectively. The throttle sensors 222P, 222S output throttle signals indicating the operation direction and operation amount of the shift throttle levers 220P, 220S, respectively.

[0050] As shown in FIG. 3, the joystick device 230 includes a rod-shaped joystick 232 that receives an operation for controlling the operation of the hull 10 by an operator, and a joystick base 234 (an example of a mode switching device) that supports the joystick 232 so as to be tiltable and rotatable. The joystick 232 is biased by a biasing member such as a spring so as to automatically return to a default position (a position where the joystick 232 stands upright) when no operating force is applied. The joystick 232 can be tilted in any of the forward, rearward, leftward, rightward, and diagonal directions from the default position, can be rotated clockwise and counterclockwise, and can also be tilted while being rotated.

[0051] The joystick base 234 includes a joystick button 240, a stay point button 241, a drift point button 242, and a fish point button 243. The joystick button 240 is a button for switching the steering mode between a normal steering mode in which steering is performed using the steering wheel 210 and the shift throttle levers 220P, 220S, and a joystick mode in which steering is performed using the joystick device 230. The stay point button 241, the drift point button 242, and the fish point button 243 are buttons for performing an operation for shifting to a set point mode described later.

[0052] The joystick base 234 further includes a joystick sensor 250 connected to the joystick 232 (see FIG. 4). The joystick sensor 250 outputs a joystick signal indicating the tilt direction and tilt amount (for example, tilt angle) of the joystick 232, and the rotation direction and rotation amount (for example, twist angle). The joystick sensor 250 further outputs an operation signal indicating that any of the buttons 240, 241, 242, 243 has been operated.

[0053] (Position sensor 260) The position sensor 260 is a sensor for detecting the position of the hull 10. The position sensor 260 is a receiver of GNSS (Global Navigation Satellite System) such as GPS (Global Positioning System), for example. The position sensor 260 detects the position of the hull 10 and outputs a position signal indicating the position of the hull 10.

[0054] (Azimuth sensor 270) The azimuth sensor 270 is a sensor for detecting the azimuth of the hull 10. The azimuth sensor 270 is, for example, an IMU (inertial measurement unit). The azimuth sensor 270 detects the azimuth of the hull 10 and outputs an azimuth signal (an example of a detection signal) indicating the azimuth of the hull 10.

[0055] (Controller 300) The controller 300 is configured using, for example, a CPU, a multi-core CPU, a programmable device (e.g., an FGPA (Field Programmable Gate Array), a PLD (Programmable Logic Device)). The controller 300 controls the operation of the hull 10. That is, the controller 300 controls the magnitude and direction of the thrust of each of the outboard motors 100P and 100S according to the operation received by the steering device 200.

[0056] The controller 300 includes a storage device. The storage device is composed of, for example, ROM, RAM, HDD (hard disk drive), and SSD (solid-state drive). The storage device is used to store various programs and data, or as a working area and data storage area when executing various processes. For example, a computer program for executing the rudder angle change process described later is stored in the storage device. This computer program is provided, for example, in a state stored in a computer-readable recording medium (not shown) such as a CD-ROM, DVD-ROM, or USB memory, or is provided in a state that can be acquired from an external device (for example, a server on the cloud) via a communication interface (not shown), and is stored in the storage device in a state operable on the ship control system 400A.

[0057] The controller 300 is communicably connected to the ECUs 190P, 190S, the position sensor 260, the azimuth sensor 270, the steering sensor 212, the throttle sensors 222P, 222S, and the joystick sensor 250.

[0058] The controller 300 acquires the position and speed of the hull 10 by receiving the position signal from the position sensor 260. The controller 300 acquires the azimuth of the hull 10 by receiving the azimuth signal from the azimuth sensor 270.

[0059] The controller 300 receives a steering signal from the steering sensor 212, throttle signals from the throttle sensors 222P and 222S, and a joystick signal and an operation signal from the joystick sensor 250. Based on these signals, the controller 300 outputs command signals to the ECUs 190P and 190S. The ECU 190P outputs command signals to the throttle actuator 128P, the shift actuator 152P, and the steering actuator 164P according to the command signals from the controller 300. The ECU 190S outputs command signals to the throttle actuator 128S, the shift actuator 152S, and the steering actuator 164S according to the command signals from the controller 300.

[0060] A-2. Basic operation of Ship 1A: In this embodiment, the controller 300 sets the navigation mode to the normal navigation mode by default. The normal navigation mode is a mode in which navigation is mainly performed using the steering wheel 210 and the shift throttle levers 220P and 220S.

[0061] In the normal navigation mode, the controller 300 receives a steering signal from the steering sensor 212 and throttle signals from the throttle sensors 222P and 222S. Based on these signals, the controller 300 outputs command signals to the throttle actuators 128P and 128S, the shift actuators 152P and 152S, and the steering actuators 164P and 164S via the ECUs 190P and 190S.

[0062] For example, the controller 300 outputs a command signal corresponding to the operation direction of the shift throttle lever 220P to the shift actuator 152P. Based on the received command signal, the shift actuator 152P operates the clutch of the shift mechanism 150P and switches the engagement of the clutch with respect to the forward gear and the reverse gear. As a result, the shift state of the first outboard motor 100P is switched among the forward state, the reverse state, and the neutral state. Similarly, the controller 300 outputs a command signal corresponding to the operation direction of the shift throttle lever 220S to the shift actuator 152S. Based on the received command signal, the shift actuator 152S operates the clutch of the shift mechanism 150S and switches the engagement of the clutch with respect to the forward gear and the reverse gear. As a result, the shift state of the second outboard motor 100S is switched among the forward state, the reverse state, and the neutral state.

[0063] In addition, the controller 300 outputs a command signal corresponding to the operation amount of the shift throttle lever 220P to the throttle actuator 128P. Based on the received command signal, the throttle actuator 128P changes the opening degree of the throttle valve 127P. As a result, the rotational speed of the crankshaft 122 changes, the rotational speeds of the propeller shaft 142 and the propeller 140 also change, and the magnitude of the thrust generated by the first outboard motor 100P changes. Similarly, the controller 300 outputs a command signal corresponding to the operation amount of the shift throttle lever 220S to the throttle actuator 128S. Based on the received command signal, the throttle actuator 128S changes the opening degree of the throttle valve 127S. As a result, the magnitude of the thrust generated by the second outboard motor 100S changes.

[0064] Further, the controller 300 outputs a command signal corresponding to the rotation direction and rotation amount of the steering wheel 210 to the steering actuators 164P and 164S via the ECUs 190P and 190S. The steering actuator 164P controls the steering mechanism 160P based on the received command signal, and changes the orientation of the lower unit 130, that is, the steering angle of the first outboard motor 100P. Thereby, the direction of the thrust of the first outboard motor 100P changes. Similarly, the steering actuator 164S controls the steering mechanism 160S based on the received command signal, and changes the orientation of the lower unit 130, that is, the steering angle of the second outboard motor 100S. Thereby, the direction of the thrust of the second outboard motor 100S changes. In this way, the orientation of the hull 10 is controlled.

[0065] For example, when the steering wheel 210 is rotated leftward from the neutral position, the controller 300 outputs a command signal to the steering actuators 164P and 164S, and steers the lower units 130 of the two outboard motors 100P and 100S clockwise from the position of the steering angle of 0°. Thereby, the hull 10 turns leftward. When the steering wheel 210 is rotated rightward from the neutral position, the controller 300 outputs a command signal to the steering actuators 164P and 164S, and steers the lower units 130 of the two outboard motors 100P and 100S counterclockwise from the position of the steering angle of 0°. Thereby, the hull 10 turns rightward.

[0066] When the joystick device 230 receives an operation for switching the joystick mode from off to on (joystick mode start operation), the controller 300 receives an operation signal from the joystick sensor 250 and switches the steering mode from the normal steering mode to the joystick mode. The joystick mode start operation is, for example, a short press of the joystick button 240 by the operator. Also, when the joystick device 230 receives an operation for switching the joystick mode from on to off (joystick mode release operation), the controller 300 receives an operation signal from the joystick sensor 250 and switches the steering mode from the joystick mode to the normal steering mode. The joystick mode release operation is, for example, a long press of the joystick button 240 by the operator.

[0067] When the ship 1A is being controlled in the joystick mode, the controller 300 receives a joystick signal from the joystick sensor 250. Based on these signals, the controller 300 outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S via the ECUs 190P, 190S.

[0068] For example, when an operation of tilting the joystick 232 is performed, the controller 300 outputs command signals to the throttle actuators 128P and 128S, the shift actuators 152P and 152S, and the steering actuators 164P and 164S so that the hull 10 moves forward at a speed corresponding to the tilting amount of the joystick 232 in the direction in which the joystick 232 is tilted. Further, when an operation of twisting (rotating) the joystick 232 is performed, the controller 300 outputs command signals to the throttle actuators 128P and 128S, the shift actuators 152P and 152S, and the steering actuators 164P and 164S so that the hull 10 turns at an angular velocity corresponding to the amount of twist in the direction in which the joystick 232 is twisted. Based on the output command signals, the thrust magnitude, shift state, and rudder angle of the outboard motors 100P and 100S are controlled.

[0069] In the present embodiment, a setpoint mode is set as the navigation mode. The setpoint mode includes a stay point mode, a drift point mode, and a fish point mode. The stay point mode (an example of holding control) is a mode for holding the position and orientation of the hull 10, the fish point mode is a mode for holding the position of the hull 10, and the drift point mode (an example of holding control) is a mode for holding the orientation of the hull 10.

[0070] When the ship 1A is being controlled in the joystick mode and the joystick device 230 receives a depression of the stay point button 241 by the operator, the controller 300 receives an operation signal from the joystick sensor 250 and switches the navigation mode to the stay point mode. Further, when the ship 1A is being controlled in the stay point mode and the joystick device 230 receives a depression of the stay point button 241 by the operator, the controller 300 receives an operation signal from the joystick sensor 250 and releases the stay point mode. The same applies to the fish point mode and the drift point mode.

[0071] For example, when the ship 1A is controlled in the stay point mode, the controller 300 receives signals from the azimuth sensor 270 and the position sensor 260 to obtain the current position and azimuth of the hull 10, and outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S so that the hull 10 is held at that position and azimuth. Also, when the ship 1A is controlled in the fish point mode, the controller 300 receives a signal from the position sensor 260 to obtain the current position of the hull 10, and outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S so that the hull 10 is held at that position. Further, when the ship 1A is controlled in the drift point mode, the controller 300 receives a signal from the azimuth sensor 270 to obtain the current azimuth of the hull 10, and outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S so that the hull 10 is held at that azimuth. Based on the output command signals, the thrust magnitude, shift state, and rudder angle of the outboard motors 100P, 100S are controlled.

[0072] A-3. Procedure for controlling the outboard motors 100P, 100S by the ship control system 400A when a joystick mode start operation is performed: The procedure for controlling the outboard motors 100P, 100S by the ship control system 400A when a joystick mode start operation is performed during the travel of the ship 1A will be described with reference to FIGS. 6 to 8. As described above, when the joystick device 230 receives a joystick mode start operation, the controller 300 switches the steering mode from the normal steering mode to the joystick mode.

[0073] When the operation in the joystick mode is started, the controller 300 determines whether the joystick 232 is in the default position (S110). The determination is made based on the joystick signal received from the joystick sensor 250.

[0074] If the controller 300 determines that the joystick 232 is not in the default position, it executes step S200. In step S200, the controller 300 outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S so that the hull 10 moves forward at a speed corresponding to the amount of tilt or twist in the direction in which the joystick 232 is tilted or twisted. Based on the output command signals, the thrust magnitude, shift state, and rudder angle of the outboard motors 100P, 100S are controlled. After the end of step S200, the controller 300 returns to step S110 and repeats the process.

[0075] If the controller 300 determines that the joystick 232 is in the default position, it turns the rudder angles of the outboard motors 100P, 100S to the default rudder angle (S120). The default rudder angle is the rudder angle at which the lower units 130 of the outboard motors 100P, 100S face each other. That is, the rudder angle of the first outboard motor 100P is +90°, and the rudder angle of the second outboard motor 100S is -90° (see the left figure in Fig. 7). At this time, the outboard motors 100P, 100S are idling, and the engines 120 of both outboard motors 100P, 100S are rotating at a low speed so that the ship 1A does not start moving. By setting the rudder angle to the default rudder angle as described above, the thrusts generated by the two outboard motors 100P, 100S cancel each other out, and the hull 10 stays in place.

[0076] When step S120 ends, the controller 300 receives an azimuth signal from the azimuth sensor 270 and calculates the turning speed of the hull 10 (S130). In this specification, when the hull 10 turns to the starboard side, that is, turns clockwise when viewed from above, it is said to turn in the positive direction, and the turning speed is represented by a positive value. Also, when the hull 10 turns to the port side, that is, turns counterclockwise when viewed from above, it is said to turn in the negative direction, and the turning speed is represented by a negative value (see Fig. 5).

[0077] When step S130 ends, the controller 300 determines whether the joystick 232 is in the default position (S140). When the controller 300 determines that the joystick 232 is not in the default position, similar to step S200, it controls the magnitude and direction of the thrust of the two outboard motors 100P and 100S so that the hull 10 moves at a speed corresponding to the operation direction and operation amount of the joystick 232 (S210). After step S210 ends, the controller 300 returns to step S130 to repeat the process.

[0078] When the controller 300 determines that the joystick 232 is in the default position, it determines whether the turning speed calculated in step S130 is equal to or greater than the reference value RV1 (S150). The reference value RV1 is a positive value, and the turning speed being equal to or greater than the reference value RV1 means that the hull 10 is turning in the positive direction (clockwise) at a certain speed or more (see the left figure in Fig. 7).

[0079] When it is determined in step S150 that the turning speed is less than the reference value RV1, the controller 300 determines whether the turning speed obtained in step S130 is equal to or less than the reference value RV2 (S220). The reference value RV2 is a negative value, and the turning speed being equal to or less than the reference value RV2 means that the hull 10 is turning in the negative direction (counterclockwise) at a certain speed or more (see the left figure in Fig. 8).

[0080] As described above, when the joystick 232 is in the default position, the rudder angles of the two outboard motors 100P and 100S are set to the default rudder angles, so that the thrusts generated by the two outboard motors 100P and 100S cancel each other out. However, due to the mounting positions of the outboard motors 100P and 100S, the shape of the hull 10, and the influence of disturbances such as wind and tide, the hull 10 may turn unintentionally even though the joystick device 230 has not received an operation to turn the hull 10.

[0081] If it is determined in step S220 that the turning speed exceeds the reference value RV2, the controller 300 returns to step S130 and repeats the process. Here, since the hull 10 is affected by disturbances such as wind and tide, it is rare for the turning of the hull 10 to completely stop. Therefore, when the value of the turning speed exceeds the reference value RV2 and is less than the reference value RV1, that is, when the turning speed is small enough not to cause a problem in ship operation, it is regarded that the hull 10 is not substantially turning, and no control is particularly performed to correct the movement of the hull 10. This avoids unnecessary control of the hull 10 and enables efficient ship operation.

[0082] When it is determined in step S150 that the turning speed is equal to or higher than the reference value RV1, the controller 300 executes step S160. In step S160, the controller 300 turns the two outboard motors 100P and 100S in the plus direction (clockwise) respectively (rudder angle change process: refer to the right figure of FIG. 7). That is, the rudder angle of the first outboard motor 100P becomes slightly larger than +90°, and the rudder angle of the second outboard motor 100S becomes slightly smaller than -90°. At this time, the thrust of the first outboard motor 100P can be decomposed into components in the rearward and rightward directions, and the thrust of the second outboard motor 100S can be decomposed into components in the forward and leftward directions. Since the rightward component of the first outboard motor 100P and the leftward component of the second outboard motor 100S cancel each other out, a rearward thrust acts on the left side of the hull 10, and a forward thrust acts on the right side of the hull 10, and a force to turn the hull 10 in the minus direction (counterclockwise) is applied. As a result, the turning in the plus direction (clockwise) is canceled, and the turning stops.

[0083] When it is determined in step S220 that the turning speed is equal to or lower than the reference value RV2, the controller 300 executes step S230. In step S230, the controller 300 turns the two outboard motors 100P and 100S in the minus direction (counterclockwise) respectively (rudder angle change process: refer to the right figure of FIG. 8). That is, the rudder angle of the first outboard motor 100P becomes slightly smaller than +90°, and the rudder angle of the second outboard motor 100S becomes slightly larger than -90°. At this time, the thrust of the first outboard motor 100P can be decomposed into components in the forward and rightward directions, and the thrust of the second outboard motor 100S can be decomposed into components in the rearward and leftward directions. Since the rightward component of the first outboard motor 100P and the leftward component of the second outboard motor 100S cancel each other out, a forward thrust acts on the left side of the hull 10, and a rearward thrust acts on the right side of the hull 10, and a force to turn the hull 10 in the plus direction (clockwise) is applied. As a result, the turning in the minus direction (counterclockwise) is canceled, and the turning stops.

[0084] During the rudder angle change processing in steps S160 and S230, the controller 300 controls so that the magnitudes of the thrusts generated by the two outboard motors 100P and 100S are kept constant. More specifically, the controller 300 keeps the throttle opening degrees of the two outboard motors 100P and 100S constant, thereby keeping the rotational speeds of the engines 120 (the rotational speeds of the crankshafts 122) provided in the two outboard motors 100P and 100S constant. The magnitudes of the thrusts of the two outboard motors 100P and 100S are preferably kept at the magnitude of idling operation. Thereby, unintended movement of the hull 10 can be suppressed. Also, in this rudder angle change processing, the controller 300 controls so that the change amounts of the rudder angles of the two outboard motors 100P and 100S do not exceed a preset maximum value. Thereby, after the rudder angle change processing ends, it is possible to quickly shift to the next boating operation.

[0085] After the end of step S160 or step S230, the controller 300 receives an azimuth signal from the azimuth sensor 270 and calculates the turning speed of the hull 10 (S170).

[0086] After calculating the turning speed, the controller 300 determines whether or not the hull 10 has stopped turning (S180). For example, when the turning speed calculated in step S170 is greater than or equal to the reference value RV1 or less than or equal to the reference value RV2, the controller 300 determines that the hull 10 has not stopped turning and returns to step S150 to repeat the processing. When the turning speed exceeds the reference value RV2 and is less than the reference value RV1, the controller 300 regards that the hull 10 has substantially stopped turning and ends the rudder angle change processing. After the end of the rudder angle change processing, the controller 300 proceeds to step S190.

[0087] In step S190, the controller 300 determines whether the joystick mode has been released. When the controller 300 receives an operation signal from the joystick sensor 250 associated with the operator's joystick mode release operation, the controller 300 determines that the joystick mode has been released and switches the steering mode to the normal steering mode. When the controller 300 has not received an operation signal associated with the joystick mode release operation, the controller 300 determines that the joystick mode has not been released, returns to step S130, and repeats the process.

[0088] A-4. Procedure for controlling the outboard motors 100P and 100S by the ship control system 400A when the ship 1A is controlled in the stay point mode: The procedure for controlling the outboard motors 100P and 100S by the ship control system 400A when the above-mentioned ship 1A is controlled in the joystick mode and a stay point mode start operation is performed will be described with reference to FIGS. 9 to 11. As described above, when the joystick device 230 receives a stay point mode start operation, the controller 300 switches the steering mode to the stay point mode.

[0089] When the steering in the stay point mode starts, the controller 300 executes step S310. In step S310, the controller 300 receives a position signal corresponding to the position of the hull 10 at the start of steering in the stay point mode from the position sensor 260 and stores it as the target position. Further, the controller 300 receives an azimuth signal corresponding to the azimuth of the hull 10 at the start of steering in the stay point mode from the azimuth sensor 270 and stores it as the target azimuth θ0 (an example of the initial azimuth). In this specification, the azimuth of the hull 10 is represented by the clockwise angle of the center line C of the hull 10 at the measurement time with respect to the reference direction D0. In FIGS. 10 and 11, the reference direction D0 is indicated by a broken line. Also, the position of the center line C0 of the hull 10 at the time of measuring the target azimuth θ0 is indicated by a two-dot chain line.

[0090] After the completion of step S310, the controller 300 turns the rudder angles of the outboard motors 100P and 100S to the default rudder angle (S320).

[0091] When step S320 is completed, the controller 300 acquires the position and orientation of the hull 10 (S330). The controller 300 receives a position signal from the position sensor 260 and stores it as the current position. Also, the controller 300 receives an orientation signal from the orientation sensor 270 and stores it as the current orientation θ.

[0092] When step S330 is completed, the controller 300 determines whether there is a deviation between the current orientation θ acquired in step S330 and the target orientation θ0 (S340).

[0093] If the controller 300 determines in step S340 that there is no deviation between the current orientation θ and the target orientation θ0, then subsequently, the controller 300 determines whether there is a deviation between the current position and the target position (S400). If the controller 300 determines in step S400 that there is no deviation between the current position and the target position, it returns to S330 to repeat the process.

[0094] If the controller 300 determines in step S400 that there is a deviation between the current position and the target position, it outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S so that the position deviation is corrected. Based on the output command signals, the magnitude of the thrust, the shift state, and the rudder angle of the outboard motors 100P, 100S are controlled, and the position of the hull 10 is corrected (S410). After the completion of step S410, the controller 300 returns to step S330 to repeat the process.

[0095] When the controller 300 determines in step S340 that there is a deviation between the current orientation θ and the target orientation θ0, it determines whether the value of (current orientation θ - target orientation θ0) is positive (S350). When the value of (current orientation θ - target orientation θ0) is positive, the hull 10 is turning in the positive direction (clockwise) from the start of steering in the stay point mode (see the left figure in Fig. 10). When the value of (current orientation θ - target orientation θ0) is negative, the hull 10 is turning in the negative direction (counterclockwise) from the start of steering in the stay point mode (see the left figure in Fig. 11).

[0096] In step S350, when it is determined that the value of (current orientation θ - target orientation θ0) is positive, the controller 300 executes step S360. In step S360, the controller 300 steers the two outboard motors 100P and 100S in the positive direction (clockwise) respectively (rudder angle change process: see Fig. 10). As a result, similar to step S160 above, a backward thrust acts on the left side of the hull 10 and a forward thrust acts on the right side. This force overcomes the force trying to turn the hull 10 in the positive direction (clockwise), and the hull 10 turns in the negative direction (counterclockwise) and returns to the target orientation θ0.

[0097] In step S350, when it is determined that the value of (current orientation θ - target orientation θ0) is negative, the controller 300 executes step S420. In step S420, the controller 300 steers the two outboard motors 100P and 100S in the negative direction (counterclockwise) respectively (rudder angle change process: see Fig. 11). As a result, similar to step S230 above, a backward thrust acts on the left side of the hull 10 and a forward thrust acts on the right side. This force overcomes the force trying to turn the hull 10 in the negative direction (counterclockwise), and the hull 10 turns in the positive direction (clockwise) and returns to the target orientation θ0.

[0098] Note that, similar to the above-described steps S160 and S230, while performing the rudder angle change processing in steps S360 and S420, the controller 300 controls so that the outputs (rotation speeds of the crankshafts 122) of the two outboard motors 100P and 100S are kept constant. Further, the controller 300 controls so that the change amount of the respective rudder angles of the two outboard motors 100P and 100S does not exceed a preset maximum value.

[0099] After the end of step S360 or S420, the controller 300 receives an azimuth signal from the azimuth sensor 270 again and stores it as the current azimuth θ (S370). Next, the controller 300 determines whether or not the current azimuth θ acquired in step S370 matches the target azimuth θ0 (S380).

[0100] In step S380, if it is determined that the current azimuth θ does not match the target azimuth θ0, the controller 300 returns to step S350 and repeats the process. In step S380, if it is determined that the current azimuth θ matches the target azimuth θ0, the controller 300 proceeds to step S390. Note that even if the current azimuth θ and the target azimuth θ0 do not exactly match, if the difference is slight enough not to affect the ship operation, the controller 300 may be set to determine that the current azimuth θ substantially matches the target azimuth θ0 and proceed to the next step.

[0101] In step S390, the controller 300 determines whether or not the stay point mode has been released. When receiving an operation signal from the joystick sensor 250 accompanying the operator's stay point mode release operation, the controller 300 determines that the stay point mode has been released and switches the ship operation mode to the joystick ship operation mode. When not receiving the operation signal accompanying the stay point mode release operation, the controller 300 determines that the stay point mode has not been released and returns to step S330 to repeat the process.

[0102] A-5. Effects of this embodiment: As described above, the ship 1A of the present embodiment includes a hull 10 and a ship control system 400A. The ship control system 400A includes a first outboard motor 100P and a second outboard motor 100S configured to be steerable by 180 degrees or more around the steering axis, a controller 300 that controls the thrust and the steering angle of the first outboard motor 100P and the second outboard motor 100S, a steering device 200 that receives an operation for moving the hull 10 and outputs an operation signal to the controller 300, and a direction sensor 270 that detects the turning of the hull 10 and outputs a direction signal to the controller 300. When the direction sensor 270 detects the turning of the hull 10 while the steering device 200 is not receiving an operation for turning the hull 10, the controller 300 is configured to perform a steering angle change process to cancel the turning by changing the steering angles of the first outboard motor 100P and the second outboard motor 100S.

[0103] According to the above configuration, when the hull 10 starts to turn unintentionally by the operator, the movement of the hull 10 can be automatically corrected, making it easier to operate the ship as intended by the operator.

[0104] The steering device 200 includes a joystick 232 and a joystick base 234 that receives an operation for switching on and off the joystick mode in which the joystick 232 can receive an operation for moving the hull 10. When the joystick base 234 receives an operation for switching the joystick mode from off to on, the controller 300 performs a steering angle change process.

[0105] When performing an operation for switching the joystick mode from off to on, the hull 10 may turn unintentionally by the operator. In such a case, the above configuration can be preferably applied.

[0106] When the controller 300 detects that the turning of the hull 10 has stopped by the direction sensor 270, the controller 300 ends the steering angle change process.

[0107] According to such a configuration, the timing to end the rudder angle change process can be easily set.

[0108] In addition, when the controller 300 performs control in the stay point mode of holding the hull 10 in a specific direction, the rudder angle change process is performed.

[0109] When performing control in the stay point mode of holding the hull 10 in a specific direction, there may be a situation where the hull 10 turns around unintentionally by the operator. In such a case, the above configuration can be preferably applied.

[0110] In addition, the controller 300 stores the target azimuth θ0 which is the direction of the hull 10 when the control in the stay point mode is started, and when the azimuth sensor 270 detects that the direction of the hull 10 has returned to the target azimuth θ0 after the start of the rudder angle change process, the rudder angle change process is ended.

[0111] According to such a configuration, the timing to end the rudder angle change process can be easily set.

[0112] In addition, while the controller 300 is performing the rudder angle change process, the magnitudes of the thrusts of the outboard motors 100P and 100S are kept constant.

[0113] According to such a configuration, the unintentional movement of the hull 10 can be suppressed.

[0114] In addition, in the rudder angle change process, the controller 300 changes the rudder angle so as not to exceed the maximum value of the preset change amount of the rudder angle.

[0115] According to such a configuration, after the rudder angle change process ends, it is possible to quickly shift to the next ship operation.

[0116] B. Second Embodiment: B-1. Configuration of Ship 1B: The second embodiment will be described with reference to FIGS. 12 to 14. The ship 1B of the second embodiment further includes a third outboard motor 100C (a ship propulsion device, an example of a third ship propulsion device). The third outboard motor 100C is arranged between the first outboard motor 100P and the second outboard motor 100S at the stern of the hull 10 (see FIG. 13). More specifically, the third outboard motor 100C is arranged on the center line C of the hull 10. As shown in FIG. 12, the third outboard motor 100C includes a steering mechanism 160C, a steering actuator 164C, an ECU 190C, and the like. Since the configuration of the third outboard motor 100C is the same as that of the first outboard motor 100P, the same elements are denoted by the same reference numerals and detailed description thereof is omitted. When the elements provided in the third outboard motor 100C are described separately from the elements provided in the first outboard motor 100P, "C" is added to the end of the reference numerals of the elements provided in the third outboard motor 100C. Similar to the first outboard motor 100P, the third outboard motor 100C is configured to change the rudder angle by rotating the lower unit 130 relative to the upper unit 110. The controller 300 outputs a command signal to the steering actuator 164C via the ECU 190C. The steering actuator 164C controls the steering mechanism 160C based on the received command signal, and changes the orientation of the lower unit 130, that is, the rudder angle of the outboard motor 100C. The outboard motors 100P, 100S, 100C, the steering device 200, the controller 300, the position sensor 260, and the azimuth sensor 270 constitute a ship control system 400B.

[0117] B-2. Control procedure of the outboard motors 100P, 100S, 100C by the ship control system 400B: The control procedure of the outboard motors 100P, 100S, 100C by the ship control system 400B when a joystick mode start operation is performed during the running of the ship 1B will be described. In the following description, only the procedures different from those of the first embodiment will be described, and the same procedures will be omitted.

[0118] Similar to the first embodiment, when it is determined in step S150 that the turning speed is equal to or higher than the reference value RV1, that is, when the hull 10 is turning in the plus direction (clockwise), the controller 300 executes step S160. In step S160, the controller 300 turns the two outboard motors 100P and 100S in the minus direction, respectively, in the same manner as in the first embodiment (rudder angle change process: see FIG. 13). At this time, the third outboard motor 100C is turned in the direction in which the hull 10 is turning, that is, in the plus direction (clockwise). When the hull 10 is turning in the plus direction (clockwise), the water flow acts on the hull 10 relatively counterclockwise. By acting as a resistance to this water flow, the third outboard motor 100C turned in the plus direction (clockwise) can quickly stop the turning.

[0119] Also, similar to the first embodiment, when it is determined in step S220 that the turning speed is equal to or lower than the reference value RV2, that is, when the hull 10 is turning in the minus direction (counterclockwise), the controller 300 executes step S230. In step S230, the controller 300 turns the two outboard motors 100P and 100S in the plus direction, respectively, in the same manner as in the first embodiment (rudder angle change process: see FIG. 14). At this time, the third outboard motor 100C is turned in the direction in which the hull 10 is turning, that is, in the minus direction (counterclockwise). When the hull 10 is turning in the minus direction (counterclockwise), the water flow acts on the hull 10 relatively clockwise. By acting as a resistance to this water flow, the third outboard motor 100C turned in the minus direction (counterclockwise) can quickly stop the turning.

[0120] Note that it is preferable to set the shift state of the third outboard motor 100C to neutral and not generate thrust while the rudder angle change process is being performed. Thereby, unintended movement of the hull 10 can be suppressed.

[0121] B-3. Effects of this embodiment: According to the present embodiment as described above, the ship 1B includes the first outboard motor 100P, the second outboard motor 100S, and the third outboard motor 100C disposed between the first outboard motor 100P and the second outboard motor 100S, and the rudder angle change process is a process of changing the rudder angle of at least one of the first outboard motor 100P and the second outboard motor 100S.

[0122] In this way, when the ship 1B is provided with three outboard motors 100P, 100S, and 100C, by using the two outer outboard motors 100P and 100S for the rudder angle change process, the two outboard motors 100P and 100S used for the rudder angle change process can be arranged in a well-balanced manner, and the movement of the hull 10 can be corrected efficiently.

[0123] Further, in the rudder angle change process, the controller 300 steers the third outboard motor 100C in the direction in which the hull 10 is turning.

[0124] According to such a configuration, the third outboard motor 100C can quickly correct the movement of the hull 10 by acting as a resistance to the water flow acting on the hull 10 when the hull 10 is turning.

[0125] C. Modification example: The technology disclosed in this specification is not limited to the above-described embodiment, and can be deformed into various forms without departing from the gist thereof. For example, the following deformations are also possible. (1) In the above embodiment, the outboard motors 100P, 100S, and 100C are outboard motors having an engine as a drive source, but the outboard motor may be an electric outboard motor having a motor as a drive source. (2) In the above embodiment, in the rudder angle change process, both the first outboard motor 100P and the second outboard motor 100S are steered, but only one of the first outboard motor and the second outboard motor may be used for the rudder angle change process. (3) In the first embodiment, an example was shown in which the rudder angle change process is performed when performing control in the stay point mode as the holding control. However, for example, the rudder angle change process may be performed when performing control in the drift point mode as the holding control. (4) In the second embodiment, the ship 1B is provided with three outboard motors 100P, 100S, and 100C. However, the ship may be provided with four or more outboard motors. In that case, any of the outboard motors may be used for the rudder angle change process. For example, the two outboard motors at both ends may be used as the first and second outboard motors for the rudder angle change process, or the two outboard motors on the inner side may be used as the first and second outboard motors for the rudder angle change process. Also, the two outboard motors located at positions symmetric with respect to the center line of the hull may be used as the first and second outboard motors for the rudder angle change process. (5) In the second embodiment, in addition to the first outboard motor 100P and the second outboard motor 100S, the third outboard motor 100C is steered. However, in the rudder angle change process of a ship equipped with three or more outboard motors, the third outboard motor does not have to be steered. (6) In the second embodiment, an example was shown in which the third outboard motor 100C is steered in the rudder angle change process when performing control in the joystick mode. However, for example, the third outboard motor may be steered in the rudder angle change process when performing holding control such as control in the stay point mode. (7) In the above embodiment, the ship propulsion device is the outboard motors 100P, 100S, and 100C. However, the ship propulsion device may be an inboard motor, an inboard and outboard motor, or a jet propulsion device.

Description of Reference Numerals

[0126] 1A, 1B: Ship 10: Hull 12: Steering station 100P: First outboard engine (marine propulsion unit, first marine propulsion unit) 100S: Second outboard engine (marine propulsion unit, second marine propulsion unit) 100C: Third outboard engine (marine propulsion unit, third marine propulsion unit) 110: Upper unit 112: Cowl 114: Upper case 120: Engine 121: Engine body 122: Crankshaft 124: Drive shaft 125: Intake device 126: Intake passage 127C, 127P, 127S: Throttle valve 128C, 128P, 128S: Throttle actuator 130: Lower unit 132: Lower case 140: Propeller 142: Propeller shaft 150C, 150P, 150S: Shift mechanism 152C, 152P, 152S: Shift actuator 160C, 160P, 160S: Steering mechanism 161: Pinion 162: Steering shaft 163: Rack 164C, 164P, 164S: Steering actuator 180: Bracket 190C, 190P, 190S: ECU 200: Control device (operating device) 210: Steering wheel 212: Steering sensor 220P, 220S: Shift-throttle lever 222P, 222S: Throttle sensor 230: Joystick device 232: Joystick 234: Joystick base (mode switching device) 240: Joystick button 241: Stay point button 242: Drift point button 243: Fish point button 250: Joystick sensor 260: Position sensor 270: Azimuth sensor 300: Controller 400A, 400B: Ship control system Ad, Ap: Axis of rotation C0, C: Center line D0: Reference direction

Claims

1. A system for controlling a ship having a hull, comprising: a plurality of ship propulsion units configured to be steerable by 180 degrees or more around a steering axis; a controller for controlling the thrust and the rudder angle of the ship propulsion unit; an operating device for receiving an operation for moving the hull and outputting an operation signal to the controller; a sensor for detecting a turning of the hull and outputting a detection signal to the controller; and the controller is configured to: when the sensor detects a turning of the hull while the operating device has not received an operation for turning the hull, perform a rudder angle change process of changing the rudder angle of at least one of the ship propulsion units so as to cancel the turning. A ship control system.

2. The operating device includes: a joystick; and a mode switching device for receiving an operation of switching on / off a joystick mode in which the joystick can receive an operation for moving the hull. and the controller is configured to: perform the rudder angle change process when the mode switching device receives an operation of switching the joystick mode from off to on. The ship control system according to claim 1.

3. The controller is configured to: perform the rudder angle change process when performing holding control for holding the hull in a specific direction. The ship control system according to claim 1 or claim 2.

4. The controller is configured to: store an initial orientation which is the orientation of the hull when the holding control is started; and when the sensor detects that the orientation of the hull has returned to the initial orientation after the start of the rudder angle change process, end the rudder angle change process. The ship control system according to claim 3.

5. The controller is configured to: end the rudder angle change process when the sensor detects that the turning of the hull has stopped. The ship control system according to any one of claims 1 to 3.

6. The controller is configured to: control to keep the magnitude of the thrust of the ship propulsion unit constant while performing the rudder angle change process. The ship control system according to any one of claims 1 to 5.

7. The controller is configured to: change the rudder angle so as not to exceed a maximum value of a preset change amount of the rudder angle in the rudder angle change process. The ship control system according to any one of claims 1 to 6.

8. The plurality of ship propulsion units are a first ship propulsion device, a second ship propulsion device, a third ship propulsion device arranged between the first ship propulsion device and the second ship propulsion device, and the rudder angle change process is a process of changing the rudder angle of at least one of the first ship propulsion device and the second ship propulsion device, The ship control system according to any one of claims 1 to 7.

9. the controller, in the rudder angle change process, steer the third ship propulsion device in the direction in which the hull is turning, The ship control system according to claim 8.

10. A ship comprising the ship control system according to any one of claims 1 to 9.

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