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; a controller; and an operation device. The plurality of boat propulsion devices include: a first boat propulsion device which comprises a first driving source for generating power for propelling a boat body and a first output sensor that detects an output of the first driving source and outputs a detection signal to the controller; and a second boat propulsion device which comprises a second driving source for generating power for propelling the boat body and a second output sensor that detects an output of the second driving source and outputs a detection signal to the controller. When determining that the output of the first driving source is different from the output of the second driving source, in a state where the operation device is not accepting operation for turning the boat body, the controller performs an output adjustment process for changing output of at least either of the first driving source and the second driving source to cancel a difference between the outputs.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 is known, which includes 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. For example, a technique for performing "coordinated control" that coordinates the driving of a plurality of ship propulsion units provided on a ship based on driving information has been proposed (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 a ship equipped with a plurality of ship propulsion units, due to manufacturing errors, adjustment errors, aging deterioration, differences in conditions due to warm-up operation, etc. of the ship propulsion units, unintended differences may occur in the outputs of the plurality of ship propulsion units. In such a case, the hull may turn unintentionally as intended by the operator, which is confusing.

[0005] This specification discloses a technology capable of solving the above-described 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, and includes 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 rudder angle of the ship propulsion units, and an operating device for receiving an operation for moving the hull and outputting an operation signal to the controller. The plurality of ship propulsion units include a first ship propulsion unit including a first drive source for generating power for propelling the hull and a first output sensor for detecting the output of the first drive source and outputting a detection signal to the controller, and a second ship propulsion unit including a second drive source for generating power for propelling the hull and a second output sensor for detecting the output of the second drive source and outputting a detection signal to the controller. The controller is configured to perform an output adjustment process of changing the output of at least one of the first drive source and the second drive source so as to cancel the difference in the output when it is determined that the outputs of the first drive source and the second drive source are different in a state where the operating device has not received an operation for turning the hull.

[0007] According to the above configuration, it is possible to suppress the unintended turning of the hull caused by the difference in the outputs of the two drive sources, and it becomes easier to perform ship operation 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 / off a joystick mode in which the joystick can receive an operation for moving the hull. The controller may perform the output adjustment process when the mode switching device receives an operation for switching the joystick mode from off to on.

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

[0010] (3) In the ship control system according to the above (1) or (2), the output adjustment process may be performed when the controller performs holding control to hold the hull in a specific direction.

[0011] When performing holding control to hold the hull in a specific direction, there may be a situation where the hull turns unexpectedly against the intention of the operator. In such a case, the above configuration can be preferably applied.

[0012] (4) In the ship control system according to any one of the above (1) to (3), the output adjustment process may be a process of increasing the output of the one with a relatively smaller output among the first drive source and the second drive source until it becomes equal to the output of the other.

[0013] According to such a configuration, it is possible to suppress the unintentional stop of the ship propulsion machine.

[0014] (5) In the ship control system according to any one of the above (1) to (3), the output adjustment process may be a process of increasing the output of the one with a relatively smaller output among the first drive source and the second drive source and decreasing the output of the other.

[0015] According to such a configuration, it is possible to quickly match the outputs of the two drive sources.

[0016] (6) In the ship control system according to any one of the above (1) to (5), the plurality of ship propulsion machines may further include a third ship propulsion machine arranged between the first ship propulsion machine and the second ship propulsion machine.

[0017] When the ship is equipped with three or more ship propulsion machines, by using the two outer ship propulsion machines for the output adjustment process, it is possible to efficiently suppress the turning of the hull.

[0018] (7) In the ship control system according to (6) above, the ship further includes a turning sensor that detects the turning of the hull and outputs a detection signal to the controller, and in the output adjustment process, the controller may turn the third ship propulsion device in the direction in which the hull is turning.

[0019] According to such a configuration, the third ship propulsion device can act as a resistance to the water flow generated by the turning of the hull, thereby more effectively suppressing the turning.

[0020] (8) The ship disclosed in this specification includes the ship control system according to any one of (1) to (7) above.

[0021] The technology disclosed by this specification can be realized in various forms. For example, it can be realized in the forms 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 on which the computer program is recorded, etc.

Effect of the Invention

[0022] According to the technology disclosed by this specification, with a simple configuration, ship operation as intended by the operator becomes possible.

Brief Description of the Drawings

[0023]

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

Figure 15

Figure 16

Figure 17

Mode for Carrying Out the Invention

[0024] A. First Embodiment: A-1. Configuration of Ship 1A: The first embodiment will be described with reference to FIGS. 1 to 13. As shown in FIGS. 1 and 4, the ship 1A of the first embodiment includes a hull 10, two outboard motors 100P and 100S (an example of a ship propulsion device), 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 turning sensor) for detecting the turning of the hull 10. One of the two outboard motors 100P and 100S is a first outboard motor 100P (an example of a first ship propulsion device) including an engine 120P (an example of a first drive source) and an output sensor 129P (an example of a first output sensor) for detecting the output of the engine 120P, and the other is a second outboard motor 100S (an example of a second ship propulsion device) including an engine 120S (an example of a second drive source) and an output sensor 129S (an example of a second output sensor) for detecting the output of the engine 120S. 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.

[0025] In FIG. 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, left-right direction, and up-down direction (vertical direction) are directions orthogonal to each other.

[0026] (Hull 10) The hull 10 is a part where crew members board the ship 1A. As shown in FIG. 1, the hull 10 includes a cockpit 12.

[0027] (Outboard motors 100P and 100S) Outboard motors 100P and 100S are devices that are attached to the stern of the hull 10 and create 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.

[0028] (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.

[0029] 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.

[0030] (Upper Unit 110) As shown in FIG. 2, the upper unit 110 includes a cowl 112, an upper case 114, an engine 120P, a drive shaft 124, an ECU (Electronic Control Unit) 190P, and an output sensor 129P.

[0031] 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.

[0032] The engine 120P is a prime mover for generating power to drive the outboard motor 100P and is disposed inside the cowl 112. The engine 120P 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. The crankshaft 122 is disposed in a posture extending in the vertical direction as shown in FIG. 2. The intake device 125 includes an intake passage 126 for supplying air into the cylinder block, a throttle valve 127P disposed in the intake passage 126, and a throttle actuator 128P for controlling the opening degree (throttle opening degree) of the throttle valve 127P. 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 increases, the flow rate of air supplied into the cylinder block increases, and the output of the engine 120P (the rotational speed of the crankshaft 122) increases. When the throttle opening degree decreases, the flow rate of air supplied into the cylinder block decreases, and the output of the engine 120P (the rotational speed of the crankshaft 122) decreases. The throttle actuator 128P is communicably connected to the ECU 190P.

[0033] The drive shaft 124 is a rod-shaped member, which is connected to the lower end of the crankshaft 122 and is arranged in a posture where its rotation axis Ad extends in the vertical direction. The drive shaft 124 rotates as the crankshaft 122 rotates. Most of the drive shaft 124 is arranged inside the cowl 112 and the upper case 114. The lower end portion of the drive shaft 124 protrudes downward from the upper case 114 and extends into the lower unit 130.

[0034] The ECU 190P is arranged 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.

[0035] The output sensor 129P is a sensor for detecting the output of the engine 120P. In the present embodiment, as an index of the output of the engine 120P, the rotational speed of the engine 120P, that is, the rotational speed of the crankshaft 122 provided in the engine 120P is used. The output sensor 129P is, for example, a crank angle sensor that detects the rotational angle of the crankshaft 122. The output sensor 129P outputs an engine output signal (an example of a detection signal) corresponding to the rotational speed of the crankshaft 122. The output sensor 129P is communicably connected to the ECU 190P.

[0036] (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.

[0037] The lower case 132 is a housing arranged below the upper case 114.

[0038] 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 accommodated in 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.

[0039] The shift mechanism 150P is connected to the lower end portion of the drive shaft 124 and is 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.

[0040] 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.

[0041] (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.

[0042] 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 set to 0°. Then, the clockwise (right-handed) rotation of the lower unit 130 as 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 right-handed and left-handed directions. In other words, the lower unit 130 can return from the state where the steering angle is +180° to the steering angle 0°, and further steer to the steering angle -180°, and can return from the state where the steering angle is -180° to the steering angle 0°, and further steer to the steering angle +180°. That is, the maximum range (total steering angle) that the lower unit 130 can steer is 360°.

[0043] (Control device 200) The control device 200 is a device installed on the operator's seat 12 that 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.

[0044] 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.

[0045] 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.

[0046] 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, and can be rotated clockwise and counterclockwise, and can also be tilted while being rotated.

[0047] 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 and 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.

[0048] 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.

[0049] (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.

[0050] (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.

[0051] (Controller 300) The controller 300 is configured using, for example, a CPU, a multi-core CPU, a programmable device (such as 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.

[0052] The controller 300 includes a storage device. The storage device is constituted by, for example, a ROM, a RAM, a hard disk drive (HDD), or a solid-state drive (SSD). The storage device stores various programs and data, and is used as a work area or a data storage area when executing various processes. For example, a computer program for executing a rudder angle change process described later is stored in the storage device. This computer program is provided in a state stored in a computer-readable recording medium (not shown) such as a CD-ROM, a DVD-ROM, or a 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.

[0053] The controller 300 is communicably connected to the ECUs 190P and 190S, the position sensor 260, the azimuth sensor 270, the steering sensor 212, the throttle sensors 222P and 222S, and the joystick sensor 250.

[0054] The controller 300 acquires the position and speed of the hull 10 by receiving a position signal from the position sensor 260. The controller 300 acquires the azimuth of the hull 10 by receiving an azimuth signal from the azimuth sensor 270. The controller 300 acquires the outputs of the engines 120P and 120S by receiving engine output signals from the output sensors 129P and 129S via the ECUs 190P and 190S.

[0055] 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 signal 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 signal from the controller 300.

[0056] 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 for navigating mainly using the steering wheel 210 and the shift throttle levers 220P and 220S.

[0057] 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.

[0058] 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 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 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.

[0059] 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 output of the engine 120P (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.

[0060] In addition, 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, changing the orientation of the lower unit 130, that is, the rudder angle of the first outboard motor 100P. Thereby, the direction of the thrust of the outboard motor 100P changes. Similarly, the steering actuator 164S controls the steering mechanism 160S based on the received command signal, changing the orientation of the lower unit 130, that is, the rudder 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.

[0061] 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, causing the lower units 130 of the two outboard motors 100P and 100S to steer 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, causing the lower units 130 of the two outboard motors 100P and 100S to steer counterclockwise from the position of the steering angle of 0°. Thereby, the hull 10 turns rightward.

[0062] When the joystick device 230 receives an operation to switch 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 to switch 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.

[0063] 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.

[0064] For example, when an operation is performed to tilt the joystick 232, 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 tilt amount of the joystick 232 in the direction in which the joystick 232 is tilted. Further, when an operation is performed to twist (rotate) the joystick 232, 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.

[0065] 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 hold 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 hold control) is a mode for holding the orientation of the hull 10.

[0066] 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.

[0067] 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.

[0068] 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 running of the ship 1A will be described with reference to FIGS. 6 to 10. As described above, when the joystick device 230 receives a joystick mode start operation, the controller 300 switches the ship operation mode from the normal ship operation mode to the joystick mode.

[0069] When the ship 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.

[0070] 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 in the direction in which the joystick 232 is tilted or twisted at a speed corresponding to the amount of tilt or twist. Based on the output command signals, the thrust magnitude, the shift state, and the rudder angle of the outboard motors 100P, 100S are controlled. After the end of step S200, the controller 300 returns to step S110 to repeat the process.

[0071] 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 crankshafts 122 provided in 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.

[0072] After step S120 is completed, the controller 300 receives engine output signals from the output sensors 129P, 129S and obtains the output SP of the engine 120P and the output SS of the engine 120S (S130).

[0073] 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, 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, in the same manner as in step S200 (S210). After step S210 ends, the controller 300 returns to step S130 to repeat the process.

[0074] When the controller 300 determines in step S140 that the joystick 232 is in the default position, it determines whether the value (SS - SP) obtained by subtracting the output SP of the engine 120P from the output SS of the engine 120S acquired in step S130 is equal to or greater than a reference value RVa (S150). The reference value RVa is a positive value, and "(SS - SP) is equal to or greater than the reference value RVa" means that the output SS is greater than the output SP by a certain amount or more.

[0075] When it is determined in step S150 that (SS - SP) is less than the reference value RVa, the controller 300 determines whether the value (SP - SS) obtained by subtracting the output SS of the engine 120S from the output SP of the engine 120P acquired in step S130 is equal to or greater than the reference value RVa (S220). "(SP - SS) is equal to or greater than the reference value RVa" means that the output SP is greater than the output SS by a certain amount or more.

[0076] When it is determined in step S220 that (SP - SS) is less than the reference value RVa, the controller 300 returns to step S130 and repeats the process. Here, it is rare for the output SP of the engine 120P and the output SS of the engine 120S to exactly match. Therefore, when both the value of (SS - SP) and the value of (SP - SS) are less than the reference value RVa, that is, when the difference between the outputs SP and SS of the two engines 120P and 120S is small enough not to cause a problem in ship operation, it is determined that the outputs SP and SS of the engines 120P and 120S are not substantially different, and no control to correct the outputs SP and SS is particularly performed. This avoids unnecessary control of the hull 10 and enables efficient ship operation.

[0077] When it is determined in step S150 that (SS - SP) is greater than or equal to the reference value RVa, the controller 300 determines whether the throttle request for the second outboard motor 100S is 0 (S160).

[0078] When it is determined in step S160 that the throttle request for the second outboard motor 100S is 0, the controller 300 executes step S170. In step S170, the controller 300 increases the throttle opening of the engine 120P until the output SP of the engine 120P becomes equal to the output SS of the engine 120S (output adjustment process: see FIG. 7). When the output SP becomes equal to the output SS, the controller 300 ends the output adjustment process.

[0079] 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 manufacturing errors, adjustment errors, aging deterioration, differences in conditions due to warm-up operation, etc. of the outboard motors 100P and 100S, there may be an unintended difference in output between the two engines 120P and 120S. In such a case, the hull 10 may turn unintentionally even though the joystick device 230 has not received an operation to turn the hull 10. By controlling so that the output SP and the output SS become equal, it is possible to suppress the unintentional turning of the hull 10 by the operator.

[0080] In step S160, if it is determined that the throttle request for the second outboard motor 100S is not 0, the controller 300 executes step S180. In step S180, the controller 300 increases the throttle opening of the engine 120P and decreases the throttle opening of the engine 120S until the output SP of the engine 120P and the output SS of the engine 120S become equal (output adjustment process: see FIG. 8). When the output SS and the output SP become equal, the controller 300 ends the output adjustment process. By controlling so that the output SP and the output SS become equal, it is possible to suppress the unintentional turning of the hull 10 by the operator.

[0081] In step S220, if it is determined that (SP - SS) is equal to or greater than the reference value RVa, the controller 300 determines whether the throttle request for the first outboard motor 100P is 0 (S230).

[0082] In step S230, if it is determined that the throttle request for the first outboard motor 100P is 0, the controller 300 executes step S240. In step S240, the controller 300 increases the throttle opening of the engine 120S until the output SS of the engine 120S becomes equal to the output SP of the engine 120P (output adjustment process: see FIG. 9). When the output SS becomes equal to the output SP, the controller 300 ends the output adjustment process. By controlling so that the output SP and the output SS become equal, it is possible to suppress the unintentional turning of the hull 10 by the operator.

[0083] In step S230, if it is determined that the throttle request for the first outboard motor 100P is not 0, the controller 300 executes step S250. In step S250, the controller 300 increases the throttle opening of the engine 120S and decreases the throttle opening of the engine 120P until the output SP of the engine 120P becomes equal to the output SS of the engine 120S (output adjustment process: see FIG. 10). When the output SS and the output SP become equal, the controller 300 ends the output adjustment process. By controlling so that the output SP and the output SS become equal, it is possible to suppress the unintentional turning of the hull 10 by the operator.

[0084] Note that in steps S170, S180, S240, and S250, even if the output SS and the output SP do not completely match, if the difference between the output SS and the output SP is so small that it has no effect on ship operation, the controller 300 may be set to regard the output SP and the output SS as substantially matching and end the output adjustment process.

[0085] After the end of step S170, S180, S240, or S230, the controller 300 proceeds to step S190.

[0086] 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, it 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, it determines that the joystick mode has not been released and returns to step S130 to repeat the process.

[0087] 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 FIG. 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.

[0088] When the steering in the stay point mode is started, 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. 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. 12 and 13, 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.

[0089] 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).

[0090] 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 from the orientation sensor 270 and stores it as the current orientation θ.

[0091] 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).

[0092] If the controller 300 determines in step S340 that there is no deviation between the current orientation θ and the target orientation θ0, then the controller 300 subsequently 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 and repeats the process.

[0093] 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 as to correct the position deviation. Based on the output command signals, the magnitude of the thrust, the shift state, and the rudder angle of the outboard motors 100P and 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 and repeats the process.

[0094] If 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).

[0095] In this specification, when the hull 10 turns to the starboard side, that is, turns clockwise when viewed from above, it is said to be turning in the positive direction. Also, when the hull 10 turns to the port side, that is, turns counterclockwise when viewed from above, it is said to be turning in the negative direction. When the value of (current azimuth θ - target azimuth θ0) is positive, the hull 10 is turning in the positive direction (clockwise) compared to the start of ship handling in the stay point mode (see the left figure in Fig. 12). When the value of (current azimuth θ - target azimuth θ0) is negative, the hull 10 is turning in the negative direction (counterclockwise) compared to the start of ship handling in the stay point mode (see the left figure in Fig. 13).

[0096] In step S350, when it is determined that the value of (current azimuth θ - target azimuth θ0) is positive, the controller 300 executes step S360. In step S360, the controller 300 determines whether the throttle request for the second outboard motor 100S is 0 (S360).

[0097] In step S360, when it is determined that the throttle request for the second outboard motor 100S is 0, the controller 300 executes step S370. In step S370, the controller 300 increases the throttle opening of the engine 120P until the output SP of the engine 120P becomes equal to the output SS of the engine 120S (output adjustment process: see Fig. 12). When the output SP becomes equal to the output SS, the controller 300 ends the output adjustment process.

[0098] As described above, although the joystick device 230 has not received an operation for turning the hull 10, an unintended difference in output may occur between the two engines 120P and 120S, and the hull 10 may turn unintentionally. When the hull 10 is turning in the positive direction (clockwise), it is considered that a propulsive force to the left acts on the stern because the output SS of the engine 120S is greater than the output SP of the engine 120P. By controlling so that the output SP and the output SS become equal, the thrusts generated by the two outboard motors 100P and 100S cancel each other out, and the turning of the hull 10 stops.

[0099] In step S360, if it is determined that the throttle request for the second outboard motor 100S is not 0, the controller 300 executes step S380. In step S180, the controller 300 increases the throttle opening of the engine 120P and decreases the throttle opening of the engine 120S (output adjustment process) until the output SP of the engine 120P and the output SS of the engine 120S become equal. When the output SS and the output SP become equal, the controller 300 ends the output adjustment process. By controlling so that the output SP and the output SS become equal, the thrusts generated by the two outboard motors 100P and 100S cancel each other out, and the turning of the hull 10 stops.

[0100] In step S350, if it is determined that the value of (current azimuth θ - target azimuth θ0) is negative, the controller 300 executes step S420. In step S420, the controller 300 determines whether or not the throttle request for the first outboard motor 100P is 0 (S420).

[0101] In step S420, when it is determined that the throttle request for the first outboard motor 100P is 0, the controller 300 executes step S430. In step S430, the controller 300 increases the throttle opening of the engine 120S until the output SS of the engine 120S becomes equal to the output SP of the engine 120P (output adjustment process: see FIG. 13). When the output SS and the output SP become equal, the controller 300 ends the output adjustment process.

[0102] When the hull 10 is turning backward in the negative direction (counterclockwise), it is considered that a propulsive force to the right acts on the stern because the output SP of the engine 120P is greater than the output SS of the engine 120S. By controlling so that the output SP and the output SS become equal, the thrusts generated by the two outboard motors 100P and 100S cancel each other out, and the turning of the hull 10 stops.

[0103] In step S420, when it is determined that the throttle request for the first outboard motor 100P is not 0, the controller 300 executes step S440. In step S440, the controller 300 increases the throttle opening of the engine 120S and decreases the throttle opening of the engine 120P to control so that the output SP of the engine 120P and the output SS of the engine 120S become equal (output adjustment process). When the output SS and the output SP become equal, the controller 300 ends the output adjustment process. By controlling so that the output SP and the output SS become equal, the thrusts generated by the two outboard motors 100P and 100S cancel each other out, and the turning of the hull 10 stops.

[0104] Note that in steps S370, S380, S430, and S440, even if the output SS and the output SP do not exactly match, when the difference between the output SS and the output SP becomes so small that it has no influence on ship operation, the controller 300 may be set to regard that the output SP and the output SS substantially match and end the output adjustment process.

[0105] After the completion of step S370, S380, S430, or S440, the controller 300 proceeds to step S390.

[0106] In step S390, the controller 300 determines whether the stay point mode has been canceled. When the controller 300 receives an operation signal from the joystick sensor 250 associated with the operator's operation to cancel the stay point mode, the controller 300 determines that the stay point mode has been canceled and switches the steering mode to the joystick steering mode. When the controller 300 has not received an operation signal associated with the operation to cancel the stay point mode, the controller 300 determines that the stay point mode has not been canceled and returns to step S330 to repeat the process.

[0107] A-5. Effects of the present 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, and a steering device 200 that receives an operation for moving the hull 10 and outputs an operation signal to the controller 300. The first outboard motor 100P includes an engine 120P that generates power for propelling the hull 10 and an output sensor 129P that detects the output of the engine 120P and outputs an engine output signal to the controller 300. The second outboard motor 100S includes an engine 120S that generates power for propelling the hull 10 and an output sensor 129S that detects the output of the engine 120S and outputs an engine output signal to the controller 300. When the controller 300 determines that the outputs of the engine 120P and the engine 120S are different in a state where the steering device 200 has not received an operation for turning the hull 10, the controller 300 is configured to perform an output adjustment process of changing the output of at least one of the engine 120P and the engine 120S so as to cancel the difference in the outputs.

[0108] According to the above configuration, it is possible to suppress the unintended turning of the hull 10 caused by the difference in the outputs of the two engines 120P and 120S, and it becomes easier to operate the ship as intended by the operator.

[0109] Further, the steering device 200 includes a joystick 232 and a joystick base 234 that receives an operation for switching on / off the joystick mode in which the joystick 232 can receive an operation for moving the hull 10, and the controller 300 performs output adjustment processing when the joystick base 234 receives an operation for switching the joystick mode from off to on.

[0110] When performing an operation to switch 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.

[0111] Further, the controller 300 performs output adjustment processing when performing holding control to hold the hull 10 in a specific direction.

[0112] When performing holding control to hold the hull 10 in a specific direction, the hull 10 may turn unintentionally by the operator. In such a case, the above configuration can be preferably applied.

[0113] Further, the output adjustment processing is a process of increasing the output of the engine with the relatively smaller output among the two engines 120P and 120S until it becomes equal to the other.

[0114] According to such a configuration, it is possible to suppress the outboard motors 100P and 100S from stopping unintentionally.

[0115] Further, the output adjustment processing is a process of increasing the output of the engine with the relatively smaller output among the engines 120P and 120S and decreasing the output of the other.

[0116] According to such a configuration, the outputs of the two engines 120P and 120S can be quickly matched.

[0117] B. Second Embodiment: B-1. Configuration of the Ship 1B: The second embodiment will be described with reference to FIGS. 14 to 17. The ship 1B of the second embodiment further includes a third outboard motor 100C (an example of a ship propulsion device and a third ship propulsion device). The third outboard motor 100C is disposed between the first outboard motor 100P and the second outboard motor 100S at the stern of the hull 10 (see FIG. 16). More specifically, the third outboard motor 100C is arranged on the center line C of the hull 10. As shown in FIG. 14, 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.

[0118] 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 with respect 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.

[0119] B-2. Control Procedure of the Outboard Motors 100P, 100S, 100C by the Ship Control System 400B: The procedure for controlling the outboard motors 100P, 100S, and 100C by the ship control system 400B when a joystick mode start operation is performed during the running of the above ship 1B will be described with reference to FIGS. 15 to 17.

[0120] Steps S510, S520, and S600 are the same as steps S110, S120, and S200 of the first embodiment.

[0121] When step S520 ends, the controller 300 receives an azimuth signal from the azimuth sensor 270 and acquires the azimuth of the hull 10 (S530). In this specification, when the hull 10 turns in the plus direction (clockwise), the turning speed is represented by a plus value. Also, when the hull 10 turns in the minus direction (counterclockwise), the turning speed is represented by a minus value.

[0122] When step S530 ends, the controller 300 determines whether the joystick 232 is in the default position (S540). When the controller 300 determines that the joystick 232 is not in the default position, similar to step S600, 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 (S610). After step S610 ends, the controller 300 returns to step S530 and repeats the process.

[0123] When the controller 300 determines that the joystick 232 is in the default position, it determines whether the turning speed calculated in step S530 is equal to or greater than a reference value RVb1 (S550). The reference value RVb1 is a plus value, and the turning speed being equal to or greater than the reference value RVb1 means that the hull 10 is turning in the plus direction (clockwise) at a certain speed or more.

[0124] When it is determined in step S550 that the turning speed is less than the reference value RVb1, the controller 300 determines whether the turning speed acquired in step S530 is less than or equal to the reference value RVb2 (S620). The reference value RVb2 is a negative value, and the fact that the turning speed is less than or equal to the reference value RVb2 means that the hull 10 is turning in the negative direction (counterclockwise) at a certain speed or more.

[0125] When it is determined in step S620 that the turning speed exceeds the reference value RVb2, the controller 300 returns to step S530 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. For this reason, when the value of the turning speed is between the two reference values RVb1 and RVb2, that is, when the turning speed is small enough not to cause problems 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. Thereby, unnecessary control of the hull 10 can be avoided, and ship operation can be performed efficiently.

[0126] When it is determined in step S550 that the turning speed is greater than or equal to the reference value RVb1, the controller 300 determines whether the throttle request for the second outboard motor 100S is 0 (S560).

[0127] When it is determined in step S560 that the throttle request for the second outboard motor 100S is 0, the controller 300 executes step S570. In step S570, the controller 300 increases the throttle opening of the engine 120P until the output SP of the engine 120P becomes equal to the output SS of the engine 120S (output adjustment process: see FIG. 16). At this time, the third outboard motor 100C is steered in the direction in which the hull 10 is turning, that is, the positive direction (clockwise). When the output SP becomes equal to the output SS, the controller 300 ends the output adjustment process.

[0128] By controlling so that the output SP and the output SS are equal, the thrusts generated by the two outboard motors 100P and 100S cancel each other out, and the turning of the hull 10 stops. Also, when the hull 10 is turning in the plus direction (clockwise), a counterclockwise water flow is generated relative to the hull 10. The third outboard motor 100C steered in the plus direction (clockwise) acts as a resistance to this water flow, so that the turning can be quickly stopped.

[0129] In step S560, when it is determined that the throttle request for the second outboard motor 100S is not 0, the controller 300 executes step S580. In step S580, the controller 300 increases the throttle opening of the engine 120P and decreases the throttle opening of the engine 120S until the output SP of the engine 120P and the output SS of the engine 120S become equal (output adjustment process). At this time, the third outboard motor 100C is steered in the direction in which the hull 10 is turning, that is, in the plus direction (clockwise). When the output SS and the output SP become equal, the controller 300 ends the output adjustment process.

[0130] By controlling so that the output SP and the output SS are equal, the turning of the hull 10 stops. Also, similar to step S570 above, the third outboard motor 100C steered in the plus direction (clockwise) acts as a resistance to the water flow, so that the turning can be quickly stopped.

[0131] In step S550, when it is determined that the turning speed is equal to or lower than the reference value RVb2, the controller 300 determines whether the throttle request for the first outboard motor 100P is 0 (S630).

[0132] In step S630, when it is determined that the throttle request for the first outboard motor 100P is 0, the controller 300 executes step S640. In step S640, the controller 300 increases the throttle opening of the engine 120S until the output SS of the engine 120S becomes equal to the output SP of the engine 120P (output adjustment process: see FIG. 17). At this time, the third outboard motor 100C is steered in the direction in which the hull 10 is turning, that is, the negative direction (counterclockwise). When the output SS becomes equal to the output SP, the controller 300 ends the output adjustment process.

[0133] By controlling so that the output SP and the output SS become equal, the turning of the hull 10 stops. Also, when the hull 10 is turning in the negative direction (counterclockwise), a clockwise water flow is generated relative to the hull 10. The third outboard motor 100C steered in the negative direction (counterclockwise) acts as a resistance to this water flow, so that the turning can be quickly stopped.

[0134] In step S630, when it is determined that the throttle request for the first outboard motor 100P is not 0, the controller 300 executes step S650. In step S650, the controller 300 increases the throttle opening of the engine 120S and decreases the throttle opening of the engine 120P until the output SP of the engine 120P becomes equal to the output SS of the engine 120S (output adjustment process). At this time, the third outboard motor 100C is steered in the direction in which the hull 10 is turning, that is, the negative direction (counterclockwise). When the output SS and the output SP become equal, the controller 300 ends the output adjustment process.

[0135] By controlling so that the output SP and the output SS become equal, the turning of the hull 10 stops. Also, similar to step S640 above, the third outboard motor 100C steered in the negative direction (counterclockwise) acts as a resistance to the water flow, so that the turning can be quickly stopped.

[0136] Note that, similar to the first embodiment, even if the output SS and the output SP do not completely match in steps S570, S580, S640, and S650, the controller 300 may be set to consider that the output SP and the output SS substantially match and end the output adjustment process when the difference between the output SS and the output SP becomes so small that it does not affect the ship operation.

[0137] Also, while the output adjustment process is being performed, it is preferable to set the shift state of the third outboard motor 100C to neutral and prevent thrust generation. Thereby, unintended movement of the hull 10 can be suppressed.

[0138] After the end of step S570, S580, S640 or S630, the controller 300 proceeds to step S590.

[0139] In step S590, the controller 300 determines whether the joystick mode has been canceled. When receiving an operation signal from the joystick sensor 250 accompanying the operator's joystick mode cancellation operation, the controller 300 determines that the joystick mode has been canceled and switches the ship operation mode to the normal ship operation mode. When not receiving the operation signal accompanying the joystick mode cancellation operation, the controller 300 determines that the joystick mode has not been canceled and returns to step S630 to repeat the process.

[0140] B-3. Effects of this embodiment: As described above, according to this embodiment, the ship control system 400B includes the first outboard motor 100P, the second outboard motor 100S, and the third outboard motor 100C arranged between the first outboard motor 100P and the second outboard motor 100S.

[0141] When the ship 1B is equipped with three outboard motors 100P, 100S, and 100C, by using the two outer outboard motors 100P and 100S for the output adjustment process, the two outboard motors 100P and 100S used for the output adjustment process can be arranged in a well-balanced manner, and the turning of the hull 10 can be suppressed efficiently.

[0142] Further, the ship control system 400B further includes an azimuth sensor 270 that detects the turning of the hull 10 and outputs an azimuth signal to the controller 300, and the controller 300 steers the third outboard motor 100C in the direction in which the hull 10 is turning in the output adjustment process. According to such a configuration, the third outboard motor 100C can act as a resistance to the water flow generated by the turning of the hull 10, and thus the turning can be suppressed more effectively.

[0143] C. Modification Example: The technology disclosed in this specification is not limited to the above-described embodiments, and can be modified into various forms without departing from the gist thereof. For example, the following modifications are also possible. (1) In the above embodiment, the outboard motors 100P, 100S, and 100C are outboard motors with an engine as a drive source, but the outboard motor may be an electric outboard motor with a motor as a drive source. (2) In the control by the ship control system 400A when the joystick mode start operation is performed in the first embodiment, an example in which the output adjustment process is performed when it is determined that the difference between the outputs SP and SS of the two engines 120P and 120S is equal to or greater than a certain value, and an example in which the output adjustment process is performed when it is determined that the turning speed is equal to or greater than a certain value in the control by the ship control system 400A when it is controlled in the stay point mode are shown. However, in the control by the ship control system when the joystick mode start operation is performed, the output adjustment process may be performed when it is determined that the turning speed is equal to or greater than a certain value, and in the control by the ship control system when it is controlled in the stay point mode, the output adjustment process may be performed when it is determined that the difference between the outputs of the two drive sources is equal to or greater than a certain value. The same applies when the ship is equipped with three or more ship propulsion devices. (3) In the first embodiment, an example of performing output adjustment processing when performing control in the stay point mode as the holding control has been shown. However, for example, output adjustment processing 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 output adjustment processing, but it is preferable to use the two outboard motors at both ends as the first outboard motor and the second outboard motor for the output adjustment processing. (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 output adjustment processing of a ship provided with three or more outboard motors, the third outboard motor does not have to be steered. (6) In the second embodiment, an example of steering the third outboard motor 100C in the output adjustment processing when performing control in the joystick mode has been shown. However, for example, the third outboard motor may be steered in the output adjustment processing 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

[0144] 1A, 1B: Vessel 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 120P: Engine (first drive source) 120S: Engine (second drive source) 121: Engine body 122: Crankshaft 124: Drive shaft 125: Intake device 126: Intake passage 127C, 127P, 127S: Throttle valve 128C, 128P, 128S: Throttle actuator 129P: Output sensor (first output sensor) 129S: Output sensor (second output sensor) 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: Steering 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 (heading sensor) 300: Controller 400A, 400B: Vessel control system Ad, Ap: Axis of rotation C0, C: Center line D0: Reference direction SP, SS: Output

Claims

1. A system for controlling a ship equipped with 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; comprising: the plurality of ship propulsion units include: a first ship propulsion unit including a first drive source for generating power for propelling the hull, and a first output sensor for detecting the output of the first drive source and outputting a detection signal to the controller; a second ship propulsion unit including a second drive source for generating power for propelling the hull, and a second output sensor for detecting the output of the second drive source and outputting a detection signal to the controller; including: the controller is configured to: when it is determined that the outputs of the first drive source and the second drive source are different in a state where the operating device has not received an operation for turning the hull, perform an output adjustment process of changing the output of at least one of the first drive source and the second drive source so as to cancel the difference in the outputs; a ship control system.

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

3. The controller is configured to: perform the output adjustment 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 output adjustment process is: a process of increasing the output of the one of the first drive source and the second drive source having a relatively small output until it becomes equal to the output of the other. The ship control system according to any one of Claims 1 to 3.

5. The output adjustment process is: a process of increasing the output of the one of the first drive source and the second drive source having a relatively small output and decreasing the output of the other. The ship control system according to any one of Claims 1 to 3.

6. The plurality of ship propulsion units include: further including a third marine propulsion unit disposed between the first marine propulsion unit and the second marine propulsion unit The ship control system according to any one of claims 1 to 5.

7. further comprising a turning sensor that detects turning of the hull and outputs a detection signal to the controller wherein the controller in the output adjustment process, steers the third marine propulsion unit in the direction in which the hull is turning The ship control system according to claim 6.

8. A ship comprising the ship control system according to any one of claims 1 to 7.

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