Boat control system and boat

Abstract

To provide a boat control system that can suppress a boat body from moving or turning in an unintended direction just after a steering mode is instructed.SOLUTION: A boat control system is provided with: a plurality of boat propulsion devices; a controller that controls a thrust and a steering angle of each of the boat propulsion devices; an operation device that accepts operation; and a sensor that detects the steering angles of the boat propulsion devices. When the operation device accepts operation of instructing a steering mode, the controller performs, with respect to a steering angle of at least two of the plurality of boat propulsion devices: a steering angle change process for changing a steering angle of at least one of the at least two boat propulsion devices so as to achieve a target angle relationship such that a degree to which thrusts cancel each other out is greater than before the steering mode is instructed; and a thrust change process for changing thrust of the at least two boat propulsion devices to a thrust corresponding to the steering mode, subject to a necessary condition that the steering angles of the at least two boat propulsion devices have the target angle relation.SELECTED DRAWING: Figure 8

Description

Technical Field

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

Background Art

[0002] There is known a system for controlling the movement of a ship, which includes a plurality of ship propulsion machines and a controller that controls the thrust and rudder angle of each of the plurality of ship propulsion machines. For example, there has been proposed a system that controls the rudder angle and shift state of each of two ship propulsion machines so as to achieve a rudder angle and shift state corresponding to a selected ship operation mode (see Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above prior art, the thrust (shift state) of the ship propulsion machine is changed before the rudder angles of the two ship propulsion machines reach the angular relationship corresponding to the selected steering mode. For this reason, there may occur problems such as the hull moving or turning temporarily in an unintended direction immediately after the instruction of the ship operation mode.

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

Means for Solving the Problems

[0006] (1) The ship control system disclosed in this specification is a ship control system for controlling a ship having a hull. The ship control system includes 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, and a sensor for detecting the rudder angle of the ship propulsion unit. When the operating device receives an operation instructing a steering mode, the controller performs a rudder angle change process of changing at least one rudder angle of at least two of the plurality of ship propulsion units based on the detection result of the sensor so that the degree of cancellation of the thrusts of each other becomes a target angle relationship larger than before the instruction of the steering mode, and a thrust change process of changing the thrusts of the at least two ship propulsion units to thrusts corresponding to the steering mode on the condition that the rudder angles of the at least two ship propulsion units have become the target angle relationship. According to the ship control system of the present ship, for example, compared with a configuration in which the thrust of the ship propulsion unit is changed before the rudder angles of at least two ship propulsion units become the target angle relationship, it is possible to suppress the hull from moving or turning in an unintended direction immediately after the instruction of the steering mode.

[0007] (2) In the above ship control system, the controller may be configured to change the at least two ship propulsion units from a shift-off state to a shift-on state in the thrust change process. According to this configuration, it is possible to suppress the hull from moving or turning in an unintended direction due to the ship propulsion unit being changed to the shift-on state immediately after the instruction of the steering mode.

[0008] (3) In the above ship control system, the operating device may have a joystick, and the steering mode may be a joystick mode for controlling the ship based on the operation of the joystick. According to this configuration, it is possible to suppress the hull from moving or turning in an unintended direction immediately after the instruction of the joystick mode.

[0009] (4) In the above ship control system, the target angle relationship may be configured as a relationship of rudder angles at which the thrusts of the at least two ship propulsion machines cancel each other out. According to this configuration, it is possible to effectively suppress the hull from moving or turning in an unintended direction.

[0010] (5) In the above ship control system, 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. The controller may be configured to change the rudder angle of at least one of the first ship propulsion machine and the second ship propulsion machine in the rudder angle change process. According to this configuration, by using the two ship propulsion machines arranged at both ends for the rudder angle change process, it is possible to suppress the hull from moving or turning in an unintended direction immediately after the instruction of the steering mode with a simple configuration.

[0011] (6) In the above ship control system, the controller may be configured to turn the third ship propulsion machine in the direction in which the hull is turning in the rudder angle change process. According to this configuration, the third propulsion machine can act as a resistance to the water flow generated by the turning of the hull, so that the direction of the hull can be corrected more effectively.

[0012] (7) The ship control system disclosed in this specification is a ship control system for controlling a ship having a hull. The ship control system includes a plurality of ship propulsion units configured to be steerable 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, and a sensor for detecting the steering angle of the ship propulsion units. When the operating device receives an operation instructing a navigation mode, the controller performs a steering angle change process of changing at least one steering angle of at least two of the plurality of ship propulsion units so as to have a target angle relationship corresponding to the navigation mode, based on the detection result of the sensor, and a thrust change process of changing the thrust of the at least two ship propulsion units to a thrust corresponding to the navigation mode, on the condition that the steering angles of the at least two ship propulsion units have become the target angle relationship. According to this ship control system, it is possible to suppress the hull from moving or turning in an unintended direction immediately after an instruction of the navigation mode.

[0013] (8) In the above ship control system, the at least two ship propulsion units may be configured to include an upper unit fixed to the hull, and a lower unit having a propeller, disposed below the upper unit, and rotatable around the steering axis with respect to the upper unit. According to this configuration, for a ship propulsion unit in which the lower unit having a propeller rotates, it is possible to suppress the hull from moving or turning in an unintended direction immediately after an instruction of the navigation mode.

[0014] (9) The above ship may be configured to include a hull and the above ship control system. According to this configuration, it is possible to suppress the hull from moving or turning in an unintended direction immediately after an instruction of the navigation mode.

[0015] The technology disclosed by this specification can be implemented in various forms. For example, it can be implemented in the form of ships, control devices equipped on ships, ship control methods, computer programs for realizing the functions of those devices or methods, recording media recording such computer programs, and so on.

Advantages of the Invention

[0016] According to the technology disclosed by this specification, it is possible to suppress the hull from moving or turning in an unintended direction immediately after an instruction for a maneuvering mode.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Modes for Carrying Out the Invention

[0018] A. First Embodiment: A-1. Configuration of Ship 1A: The first embodiment will be described with reference to FIGS. 1 to 8. As shown in FIGS. 1 and 4, the ship 1A of the first embodiment includes a hull 10, a first outboard motor 100P (a ship propulsion device, an example of a first ship propulsion device), a second outboard motor 100S (a ship propulsion device, an example of a second 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 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, the direction sensor 270, and a rudder angle sensor 280 constitute a ship control system 400A.

[0019] 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 the front (FRONT), rear (REAR), left (LEFT), right (RIGHT), upper (UPPER), and lower (LOWER) directions, respectively. The front-rear direction, the left-right direction, and the up-down direction (vertical direction) are directions orthogonal to each other.

[0020] (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.

[0021] (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.

[0022] (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 Ad of the drive shaft 124 described later extends in the vertical direction and the rotation axis Ap of the propeller shaft 142 extends in the front-rear direction.

[0023] 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.

[0024] (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.

[0025] 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 a bracket 180.

[0026] 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 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, 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. By changing the throttle opening degree, the flow rate of air supplied into 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.

[0027] 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.

[0028] The ECU 190P is arranged inside the cowl 112. The ECU 190P includes a processor such as a CPU (Central Processing Unit) and storage devices 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 devices.

[0029] (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.

[0030] The lower case 132 is a housing arranged below the upper case 114.

[0031] 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 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 around the rotation axis Ap, the propeller 140 also rotates.

[0032] 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.

[0033] 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.

[0034] (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.

[0035] In this specification, the rudder 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 rudder angle is 0°. And, 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 rudder angle is 0° is defined as the steering angle. The lower unit 130 can be steered ±180° from the position where the rudder angle is 0°, that is, 180° in the clockwise and counterclockwise directions, respectively. In other words, the lower unit 130 can return from the state where the rudder angle is +180° to the rudder angle 0°, and further steer to the rudder angle -180°, and can return from the state where the rudder angle is -180° to the rudder angle 0°, and further steer to the rudder angle +180°. That is, the maximum range (total rudder angle) that the lower unit 130 can steer is 360°.

[0036] (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 and 220S, and a joystick device 230.

[0037] 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.

[0038] The shift throttle levers 220P and 220S are devices that receive operations for instructing the magnitude of the thrust of each of the two outboard motors 100P and 100S and the switching of the shift state by the operator. The shift throttle levers 220P and 220S can be moved in the front-rear direction from the neutral position. As shown in FIG. 4, throttle sensors 222P and 222S are connected to the shift throttle levers 220P and 220S, respectively. The throttle sensors 222P and 222S output throttle signals indicating the operation direction and operation amount of the shift throttle levers 220P and 220S, respectively.

[0039] 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 twistable. 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 front, rear, left, right, and diagonal directions from the default position, and can be twisted clockwise and counterclockwise, and can also be tilted while twisting.

[0040] 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.

[0041] 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 (e.g., tilt angle) of the joystick 232, and the twist direction and twist amount (e.g., twist angle). The joystick sensor 250 further outputs an operation signal indicating that any of the buttons 240, 241, 242, 243 has been operated.

[0042] (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.

[0043] (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 indicating the azimuth of the hull 10.

[0044] (Rudder angle sensor 280) The rudder angle sensor 280 (an example of a sensor) is a sensor for individually detecting the rudder angle of the first outboard motor 100P and the rudder angle T of the second outboard motor 100S. The rudder angle sensor 280 detects the rudder angles of the respective outboard motors 100P, 100S and outputs a rudder angle signal indicating the rudder angles of the respective outboard motors 100P, 100S.

[0045] (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, 100S according to the operation received by the steering device 200.

[0046] The controller 300 includes a storage device. The storage device is composed of, 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 working area or a data storage area when executing various processes. For example, a computer program for executing the mode transition 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] A-2. Basic operation of the ship 1A: In this embodiment, the controller 300 sets the steering mode to the normal steering mode by default. The normal steering mode is a mode in which steering is mainly performed using the steering wheel 210 and the shift throttle levers 220P and 220S.

[0051] In the normal steering 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.

[0052] 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. Thereby, 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. Thereby, the shift state of the second outboard motor 100S is switched among the forward state, the reverse state, and the neutral state.

[0053] 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. Thereby, 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. Thereby, the magnitude of the thrust generated by the second outboard motor 100S changes.

[0054] 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, and changes 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 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 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.

[0055] 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 counterclockwise 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 clockwise from the position of the steering angle of 0°. Thereby, the hull 10 turns rightward.

[0056] When the joystick device 230 receives an operation (joystick mode start operation) for switching the joystick mode from off to on, the controller 300 receives an operation signal from the joystick sensor 250 and switches the ship operation mode from the normal operation 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 (joystick mode release operation) for switching the joystick mode from on to off, the controller 300 receives an operation signal from the joystick sensor 250 and switches the ship operation mode from the joystick mode to the normal operation mode. The joystick mode release operation is, for example, a long press of the joystick button 240 by the operator.

[0057] 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.

[0058] For example, when an operation to tilt 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 tilt amount of the joystick 232 in the direction in which the joystick 232 is tilted. Further, when an operation to twist (rotate) 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 magnitude of the thrust, the shift state, and the rudder angle of the outboard motors 100P and 100S are controlled.

[0059] In the present embodiment, a setpoint mode is set as the ship operation mode. The setpoint mode includes a stay point mode, a drift point mode, and a fish point mode. The stay point mode 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 is a mode for holding the orientation of the hull 10.

[0060] 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 ship operation 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.

[0061] 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 magnitude of the thrust, the shift state, and the rudder angle of the outboard motors 100P, 100S are controlled.

[0062] A-3. Procedure for controlling the outboard motors 100P, 100S by the ship control system 400A when the joystick mode start operation is performed: The procedure for controlling the outboard motors 100P, 100S by the ship control system 400A when the joystick mode start operation is performed during the travel of the ship 1A will be described with reference to FIGS. 6 to 8.

[0063] As shown in FIG. 6, the controller 300 determines whether there is a joystick mode start operation (S110). This determination in S110 is made based on the presence or absence of an operation signal from the joystick sensor 250 as described above. If the controller 300 determines that there is no joystick mode start operation (S110: N), it waits as it is and, for example, continues the currently executing mode. If the controller 300 determines that there is a joystick mode start operation (S110: Y), it determines whether the shift state of the outboard motor 100P is in the neutral state (shift-off state) (S120). The determination in S120 is made based on, for example, the shift position of the shift throttle lever 220P.

[0064] If the controller 300 determines that the shift state of the outboard motor 100P is not in the neutral state (S120: N), it returns to S110 without shifting to the joystick mode. If the controller 300 determines that the shift state of the outboard motor 100P is in the neutral state (S120: Y), it allows the shift to the joystick mode (S130).

[0065] The controller 300 starts to change the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S based on the rudder angle signal from the rudder angle sensor 280 so that the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S are in a target angle relationship (S140, an example of the rudder angle change process). The target angle relationship is an angle relationship in which the degree of cancellation of the thrusts of the first outboard motor 100P and the second outboard motor 100S with respect to each other is greater than before the instruction of the joystick mode. In the present embodiment, the target angle relationship is the default angle. The default rudder angle is the rudder angle at which the lower units 130 of the outboard motors 100P and 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 right figure in FIG. 7). By setting the rudder angle to the default rudder angle as described above, the thrusts generated by the two outboard motors 100P and 100S cancel each other out, and the hull 10 stays in place.

[0066] After the start of the rudder angle change process in S140, when the controller 300 determines that the rudder angles of the outboard motors 100P and 100S are not in the target angle relationship (S150: N), the controller 300 continues to change the rudder angles of the outboard motors 100P and 100S (S140). When the controller 300 determines that the rudder angles of the outboard motors 100P and 100S are in the target angle relationship (S150: Y), the controller 300 stops changing the rudder angles of the outboard motors 100P and 100S (S160), and switches the outboard motors 100P and 100S from the shift-off state to the shift-on state (S170, an example of the thrust change process). That is, in the present embodiment, on the condition that the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S become the default rudder angles, the outboard motors 100P and 100S can be switched from the shift-off state to the shift-on state.

[0067] Next, the controller 300 controls the magnitude of the thrust, the shift state, and the rudder angle of the outboard motors 100P and 100S according to the position of the joystick 232 (S180). For example, 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 at a speed corresponding to the tilt amount or twist amount in the direction in which the joystick 232 is tilted or twisted. 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.

[0068] In step S190, the controller 300 determines whether the joystick mode has been canceled. When receiving an operation signal from the joystick sensor 250 associated with the operator's joystick mode cancellation operation, the controller 300 determines that the joystick mode has been canceled, and switches the steering mode to the normal steering mode. When not receiving the operation signal associated with the joystick mode cancellation operation, the controller 300 determines that the joystick mode has not been canceled, returns to step S180, and repeats the process.

[0069] A-4. 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, a steering device 200 that receives an operation for moving the hull 10 and outputs an operation signal to the controller 300, and a steering angle sensor 280 that detects the steering angle of each outboard motor 100P, 100S and outputs a steering angle signal indicating the steering angle of each outboard motor 100P, 100S.

[0070] When the steering device 200 receives a joystick mode start operation, the controller 300 starts to change the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S so that the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S are in a target angle relationship. At this time, both outboard motors 100P, 100S are in the shift-off state, and the outboard motors 100P, 100S are switched from the shift-off state to the shift-on state on the condition that the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S are in the target angle relationship.

[0071] Here, FIG. 7 is a schematic diagram showing the steering of an outboard motor by mode shift processing in a comparative example, and FIG. 8 is a schematic diagram showing the steering of an outboard motor by mode shift processing in the first embodiment. On the left side of FIGS. 7 and 8, a state is shown in which when the steering device 200 receives a joystick mode start operation, the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S are both at the start position (see the left figure) where they are 0°, and on the right side of FIGS. 7 and 8, a state is shown in which the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S are at the default position, and in the middle of FIGS. 7 and 8, a state during the steering from the start position to the default position is shown.

[0072] In the comparative example, before the rudder angles of the first outboard motor 100P and the second outboard motor 100S reach the default positions, the outboard motors 100P and 100S are switched from the shift-off state to the shift-on state. For this reason, thrust is generated from each of the outboard motors 100P and 100S (see the middle diagram in FIG. 7), and when the rudder angles of the first outboard motor 100P and the second outboard motor 100S reach the default positions, the hull 10 inadvertently moves forward (see the right diagram in FIG. 7). On the other hand, in the present embodiment, as described above, the shift-off state of the outboard motors 100P and 100S is maintained until the rudder angles of the first outboard motor 100P and the second outboard motor 100S reach the default positions (see the middle diagram in FIG. 8). For this reason, even when the rudder angles of the first outboard motor 100P and the second outboard motor 100S reach the default positions, the hull 10 maintains the position when the steering device 200 receives the joystick mode start operation without moving forward or turning around.

[0073] B. Second Embodiment: B-1. Configuration of Ship 1B: The second embodiment will be described with reference to FIGS. 9 and 10. 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 arranged between the first outboard motor 100P and the second outboard motor 100S at the stern of the hull 10 (see FIG. 10). More specifically, the third outboard motor 100C is arranged on the center line C of the hull 10. As shown in FIG. 9, 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 reference numerals are given to the same elements and the 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.

[0074] The third outboard motor 100C is configured to change the rudder angle by rotating the lower unit 130 relative to the upper unit 110, similar to the first outboard motor 100P. 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, changing 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.

[0075] B-2. Procedure for Controlling Outboard Motors 100P, 100S, 100C by Ship Control System 400B: The procedure for controlling 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 above-mentioned 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.

[0076] Here, FIG. 10 is a schematic diagram showing the steering of the outboard motor by the mode transition process in the second embodiment. On the left side of FIG. 10, a state is shown in which when the steering device 200 receives a joystick mode start operation, the rudder angles of the first outboard motor 100P and the second outboard motor 100S are both at the starting position of 0°. On the right side of FIG. 10, a state is shown in which the rudder angles of the first outboard motor 100P and the second outboard motor 100S are at the default positions. In the center of FIG. 10, a state during the transition from the starting position to the default position is shown. [[ID=,12]]

[0077] Similar to the first embodiment, when the controller 300 receives a joystick mode start operation from the control device 200 (see the left diagram in FIG. 10), it starts changing the rudder angles of the first outboard motor 100P and the second outboard motor 100S so that the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S are in a target angle relationship (see the central diagram in FIG. 10). At this time, both outboard motors 100P and 100S are in the shift-off state, and on the condition that the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S are in a target angle relationship, the outboard motors 100P and 100S are switched from the shift-off state to the shift-on state (see the right diagram in FIG. 10).

[0078] Here, when the controller 300 determines that the hull 10 is turning in the plus direction (clockwise), it steers the third outboard motor 100C in the direction in which the hull 10 is turning, that is, in the plus direction (clockwise) (see FIG. 10). When the hull 10 is turning in the plus direction (clockwise), a counterclockwise water flow is generated relative to the hull 10. By acting as a resistance to this water flow, the third outboard motor 100C steered in the plus direction (clockwise) can quickly stop the turning. Also, when the controller 300 determines that the hull 10 is turning in the minus direction (counterclockwise), it steers the third outboard motor 100C 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), a clockwise water flow is generated relative to the hull 10. By acting as a resistance to this water flow, the third outboard motor 100C steered in the minus direction (counterclockwise) can quickly stop the turning.

[0079] Note that during the rudder angle change process, it is preferable to set the shift state of the third outboard motor 100C to neutral and not generate thrust. This can suppress unintended movement of the hull 10.

[0080] 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.

[0081] In the above embodiments, the outboard motors 100P, 100S, and 100C were 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.

[0082] In the above embodiments, in the rudder angle change process, both the first outboard motor 100P and the second outboard motor 100S were steered, but only one of the first outboard motor and the second outboard motor may be used for the rudder angle change process.

[0083] In the first embodiment, an example in which the controller 300 executes the rudder angle change process and the thrust change process when a joystick mode start operation is performed has been described (see FIG. 6), but it is not limited thereto. For example, when a stay point mode start operation is performed, the controller 300 may execute the rudder angle change process and the thrust change process. For example, when the controller 300 is controlling the outboard motors 100P and 100S according to the position of the joystick 232 at S180 in FIG. 6 and a stay point mode start operation is performed, the processes from S120 to S170 in FIG. 6 may be executed.

[0084] In each embodiment, the target angle relationship is not limited to the default angle, and may be an angle relationship that cancels each other out in consideration of the mounting positions of the outboard motors 100P and 100S, the shape of the hull 10, the influence of disturbances such as wind and tide, etc. Further, the target angle relationship is not limited to the positional relationship that completely cancels the thrust, and may be a positional relationship in which the degree of thrust cancellation is greater than before the joystick mode transition instruction. Further, when the operation device receives an operation for instructing a steering mode, it is not limited to the joystick mode that switches from shift-off to shift-in, and it may be the case when an operation for instructing another steering mode with different thrusts is received.

[0085] In the second embodiment, the ship 1B was equipped with three outboard motors 100P, 100S, and 100C, but the ship may be equipped with four or more outboard motors. In that case, any of the outboard motors may be used for the rudder angle change process, 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 rudder angle change process. In the second embodiment, in addition to the first outboard motor 100P and the second outboard motor 100S, the third outboard motor 100C was turned, but 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 turned. In the above embodiment, the ship propulsion device was the outboard motors 100P, 100S, and 100C, but the ship propulsion device may be an inboard motor, an inboard and outboard motor, or a jet propulsion device.

Description of Reference Numerals

[0086] 1A, 1B: Ships 10: Hull 12: Steering station 100C: Third outboard motor 100P: First outboard motor 100S: Second outboard motor 110: Upper unit 112: Cowl 114: Upper case 120: Engine 130: Lower unit 132: Lower case 140: Propeller 150P, 150S: Shift mechanism 200: Steering device 250: Joystick sensor 280: Rudder angle sensor 300: Controller 400A, 400B: Ship control system CPU: Multicore T: Rudder angle

Claims

1. A ship control 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; a sensor for detecting the rudder angle of the ship propulsion unit; wherein the controller when the operating device receives an operation instructing a navigation mode, for at least two of the plurality of ship propulsion units, with respect to the rudder angles of at least two of the ship propulsion units, a rudder angle change process of changing at least one of the rudder angles of at least two of the ship propulsion units based on the detection result of the sensor so that the degree of cancellation of the thrusts of each other becomes a target angle relationship greater than before the instruction of the navigation mode; a thrust change process of changing the thrusts of at least two of the ship propulsion units to thrusts corresponding to the navigation mode on the condition that the rudder angles of at least two of the ship propulsion units have become the target angle relationship; A ship control system.

2. The ship control system according to claim 1, wherein the controller in the thrust change process, changes at least two of the ship propulsion units from a shift-off state to a shift-on state. A ship control system.

3. The ship control system according to claim 1 or claim 2, wherein the operating device has a joystick, the navigation mode is a joystick mode for controlling the ship based on the operation of the joystick. A ship control system.

4. The ship control system according to any one of claims 1 to 3, wherein the target angle relationship is a relationship of rudder angles at which the thrusts of at least two of the ship propulsion units cancel each other out. A ship control system.

5. The ship control system according to any one of claims 1 to 4, wherein the plurality of ship propulsion units include a first ship propulsion unit, a second ship propulsion unit, a third ship propulsion unit arranged between the first ship propulsion unit and the second ship propulsion unit, the controller in the rudder angle change process, changes at least one of the rudder angles of the first ship propulsion unit and the second ship propulsion unit. A ship control system.

6. The ship control system according to claim 5, wherein the controller in the rudder angle change process, steers the third ship propulsion unit in the direction in which the hull is turning. Ship control system.

7. A ship control system for controlling a ship having a hull, a plurality of ship propulsion units configured to be steerable 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, a sensor for detecting the rudder angle of the ship propulsion unit, comprising: the controller, when the operating device receives an operation indicating a navigation mode, for at least one of the at least two ship propulsion units among the plurality of ship propulsion units, a rudder angle change process of changing the rudder angle so as to have a target angle relationship corresponding to the navigation mode based on the detection result of the sensor; a thrust change process of changing the thrust of the at least two ship propulsion units to a thrust corresponding to the navigation mode on the condition that the rudder angles of the at least two ship propulsion units have the target angle relationship; Ship control system.

8. The ship control system according to any one of claims 1 to 7, wherein the at least two ship propulsion units include an upper unit fixed to the hull, a propeller, a lower unit disposed below the upper unit and rotatable around the steering axis with respect to the upper unit. Ship control system.

9. A hull, the ship control system according to any one of claims 1 to 8, comprising a ship.

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