Boat control system and boat

Abstract

To provide a boat control system capable of suppressing a propeller of one of first and a second boat propulsion devices from interfering with the other of the first and a second boat propulsion devices.SOLUTION: A boat control system is provided with: a first boat propulsion device and a second boat propulsion device which are configured to be turnable around a steering axis and have turning ranges overlapping each other; a controller; an operation device; and a sensor that detects steering angles of the first and second boat propulsion devices. When the operation device accepts operation, the controller executes: a pattern determination process for determining a turning pattern in which the first and second boat propulsion devices do not interfere with each other, on the basis of a current angle relationship between the steering angles of the first and second boat propulsion devices according to a detection result of the sensor and a target angle relationship corresponding to the operation accepted by the operation device; and a steering angle change process for changing the steering angles of the first and second boat propulsion devices so that the steering angles have the target angle relation, by turning at least one of the first and second boat propulsion devices according to the turning pattern.SELECTED DRAWING: Figure 7

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 system has been proposed for controlling the rudder angle and shift state of each of two ship propulsion units 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] For example, two ship propulsion units may be arranged at positions close to each other, and in such a case, there may be a problem that, for example, the propeller of the first ship propulsion unit interferes with the second ship propulsion unit.

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

Means for Solving the Problems

[0006] (1) The ship control system disclosed in this specification is configured to be steerable around a steering axis, and includes a first ship propulsion unit and a second ship propulsion unit whose rotation ranges overlap with each other, a controller that controls the outputs of the first ship propulsion unit and the second ship propulsion unit and the rudder angle, an operation device that receives operations, and a sensor that detects the rudder angles of the first ship propulsion unit and the second ship propulsion unit. When the operation device receives an operation, the controller performs a pattern determination process of determining a steering pattern in which the first ship propulsion unit and the second ship propulsion unit do not interfere, based on the current angular relationship between the rudder angle of the first ship propulsion unit and the rudder angle of the second ship propulsion unit according to the detection result of the sensor and the target angular relationship corresponding to the operation received by the operation device, and a rudder angle change process of steering at least one of the first ship propulsion unit and the second ship propulsion unit in the steering pattern to change the rudder angle of the first ship propulsion unit and the rudder angle of the second ship propulsion unit to the target angular relationship. According to this ship control system, it is possible to suppress interference between one propeller of the first ship propulsion unit and the second ship propulsion unit and the other in a ship in which the first ship propulsion unit and the second ship propulsion unit are arranged so that their rotation ranges overlap with each other.

[0007] (2) In the above ship control system, the first ship propulsion unit and the second ship propulsion unit may be configured to be steerable by 180 degrees or more around the steering axis. According to the ship control system of this ship, it is possible to suppress interference between one propeller of the first ship propulsion unit and the second ship propulsion unit, which are capable of steering by 180 degrees or more, and the other.

[0008] (3) In the above ship control system, the first ship propulsion unit and the second ship propulsion unit may be configured to be steerable by ±360 degrees around the steering axis. According to the ship control system of this ship, it is possible to suppress interference between one propeller of the first ship propulsion unit and the second ship propulsion unit, which are capable of steering by ±360 degrees, and the other.

[0009] (4) In the above-described ship control system, the steering pattern may be configured to be a pattern that steers the first ship propulsion machine in a rotational direction in which the propeller of the first ship propulsion machine moves away from the second ship propulsion machine. According to the ship control system of the present ship, it is possible to effectively suppress interference between the propellers of one of the first ship propulsion machine and the second ship propulsion machine.

[0010] (5) In the above-described ship control system, the steering pattern may be configured to be a pattern that steers the second ship propulsion machine in a rotational direction in which the propeller of the second ship propulsion machine approaches the first ship propulsion machine. According to the ship control system of the present ship, while effectively suppressing interference between the propellers of one of the first ship propulsion machine and the second ship propulsion machine, it is possible to efficiently change the rudder angle of the first ship propulsion machine and the rudder angle of the second ship propulsion machine to a target angle relationship.

[0011] (6) In the above-described ship control system, the steering pattern may be configured to prohibit the steering of the first ship propulsion machine within the overlapping region between the rotation range of the first ship propulsion machine and the rotation range of the second ship propulsion machine, and to permit the steering of the first ship propulsion machine into the overlapping region after the propeller of the second ship propulsion machine has passed through the overlapping region. According to the ship control system of the present ship, it is possible to effectively suppress interference between the propellers of one of the first ship propulsion machine and the second ship propulsion machine.

[0012] (7) In the above-described ship control system, the operating device may have a joystick, and the controller may be configured to perform the pattern determination process and the rudder angle change process when receiving an operation of the joystick. According to the ship control system of the present ship, it is possible to suppress interference between the propellers of one of the first ship propulsion machine and the second ship propulsion machine when operating the joystick.

[0013] (8) In the above-described ship control system, the at least two ship propulsion units may be configured to include an upper part fixed to the hull, a lower part having a propeller, disposed below the upper part, and rotatable about the steering axis with respect to the upper part. According to the ship control system of the present ship, it is possible to suppress interference of the propeller of one ship propulsion unit with the other ship propulsion unit for the ship propulsion unit in which the lower part having the propeller rotates.

[0014] (9) The above-described ship may be configured to include a hull and the above-described ship control system. According to this configuration, it is possible to suppress interference of the propeller of one of the first ship propulsion unit and the second ship propulsion unit with the other.

[0015] The technology disclosed by this specification can be realized in various forms. For example, it can be realized in the form of a ship, a control device provided on the ship, a ship control method, a computer program for realizing the functions of those devices or the method, a recording medium recording the computer program, and the like.

Effects of the Invention

[0016] According to the technology disclosed by this specification, it is possible to suppress interference of the propeller of one of the first ship propulsion unit and the second ship propulsion unit with the other.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Embodiments 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 machine, an example of a first ship propulsion machine), a second outboard motor 100S (a ship propulsion machine, an example of a second ship propulsion machine), a steering device 200 (an example of an operating device) that receives an operation for steering 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 steering device 200, the controller 300, the position sensor 260, the direction sensor 270, and the rudder angle sensor 280 constitute a ship control system 400A.

[0019] In FIGS. 1 and other drawings described later, arrows indicating each direction based on the position of the ship 1A are shown. More specifically, each figure shows arrows representing forward (FRONT), rear (REAR), left (LEFT), right (RIGHT), upper (UPPER), and lower (LOWER) respectively. The front-rear direction, the left-right direction, and the up-down direction (vertical direction) are directions orthogonal to each other.

[0020] (Hull 10) The hull 10 is the part where the crew boards on the ship 1A. As shown in FIG. 1, the hull 10 is provided with a cockpit 12.

[0021] (Outboard motors 100P, 100S) The outboard motors 100P, 100S are devices that are attached to the stern of the hull 10 and create a thrust force 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 and describing the elements provided in the first outboard motor 100P and the elements provided in the second outboard motor 100S, "P" will be added to the end of the reference numeral of the element provided in the first outboard motor 100P, and "S" will be added 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 a 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 a drive shaft 124 described later extends in the vertical direction and the rotation axis line Ap of a 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 arranged 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. 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 to the inside of 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) 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. When the throttle opening changes, the flow rate of air supplied to the inside of the cylinder block changes, and the output of the engine 120 (the rotational speed of the crankshaft 122) changes. The throttle actuator 128P is communicably connected to the ECU 190P.

[0027] The drive shaft 124 is a rod-shaped member that 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 disposed 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.

[0028] The ECU 190P is disposed 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 disposed 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 about the rotation axis Ap, the propeller 140 also rotates.

[0032] The shift mechanism 150P is connected to the lower end of the drive shaft 124 and also to the front end 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 direction of rotation 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 the 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 respect to 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 creates 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 creates 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 create 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 steering angle is defined as follows. As shown in FIG. 5, when the direction of the lower unit 130 is such that the rotation axis Ap of the propeller shaft 142 is parallel to the center line C of the hull 10 and the propeller 140 is located rearward, the steering angle is 0°. And, the clockwise (right-handed) rotation of the lower unit 130 as viewed from above is defined as positive steering, and the counterclockwise (left-handed) rotation is defined as negative steering. Also, the rotation angle of the propeller shaft 142 from the position where the steering angle is 0° is defined as the steering angle. The lower unit 130 can be steered ±180° from the position where the steering angle is 0°, that is, 180° in each of the clockwise and counterclockwise directions. In other words, the lower unit 130 can return from the state where the steering angle is +180° to the steering angle of 0°, and further steer to the steering angle of -180°, and can return from the state where the steering angle is -180° to the steering angle of 0°, and further steer to the steering angle of +180°. That is, the maximum range (total steering angle) that the lower unit 130 can steer is 360°.

[0036] (Control device 200) The control device 200 is a device installed on the operator's seat 12 and accepts 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.

[0037] The steering wheel 210 is a device that accepts operations 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, 220S are devices that accept 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 respectively connected to the shift throttle levers 220P, 220S. The throttle sensors 222P, 222S respectively output throttle signals indicating the operation direction and operation amount of the shift throttle levers 220P, 220S.

[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 rotatable. The joystick 232 is biased by a biasing member such as a spring so as to automatically return to a default position (a position where the joystick 232 stands upright) when no operating force is applied. The joystick 232 can be tilted in any of the forward, rearward, leftward, rightward, and diagonal directions from the default position, can be rotated clockwise and counterclockwise, and can also be tilted while being rotated.

[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, 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 (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.

[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, ROM, RAM, HDD (hard disk drive), and SSD (solid-state drive). The storage device is used to store various programs and data, or as a working area and data storage area when executing various processes. For example, a computer program for executing interference suppression processing 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, DVD-ROM, or USB memory, or 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, 190S, the position sensor 260, the azimuth sensor 270, the steering sensor 212, the throttle sensors 222P, 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 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. The shift actuator 152P activates the clutch of the shift mechanism 150P based on the received command signal, and switches the engagement of the clutch with respect to the forward gear and the reverse gear. As a result, the shift state of the first outboard motor 100P is switched among the forward state, the reverse state, and the neutral state. Similarly, the controller 300 outputs a command signal corresponding to the operation direction of the shift throttle lever 220S to the shift actuator 152S. The shift actuator 152S activates the clutch of the shift mechanism 150S based on the received command signal, and switches the engagement of the clutch with respect to the forward gear and the reverse gear. As a result, the shift state of the second outboard motor 100S is switched among the forward state, the reverse state, and the neutral state.

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

[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 is performed to tilt the joystick 232, the controller 300 outputs command signals to the throttle actuators 128P, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 164S so that the hull 10 moves forward at a speed corresponding to the 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, 128S, the shift actuators 152P, 152S, and the steering actuators 164P, 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, 100S are controlled.

[0059] In the present embodiment, a setpoint mode is set as the steering 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 steering 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. Interference suppression processing: As shown in FIGS. 1 and 5, in the ship 1A, the first outboard motor 100P and the second outboard motor 100S are arranged such that the rotation ranges of the outboard motors (which may be the rotation ranges of the propellers 140) overlap each other. Specifically, in the ship 1A, there is an overlapping region H where the rotation range EP of the propeller 140 of the first outboard motor 100P and the rotation range ES of the propeller 140 of the second outboard motor 100S overlap each other (see FIGS. 5 and FIG. 7 described later). For this reason, for example, when the propeller 140 of the first outboard motor 100P is located within the overlapping region H, if the second outboard motor 100S is turned, the propeller 140 of the first outboard motor 100P interferes with the second outboard motor 100S (for example, the propeller 140 of the second outboard motor 100S or the part opposite to the propeller 140 (lower case 132)). Conversely, when the propeller 140 of the second outboard motor 100S is located within the overlapping region H, if the first outboard motor 100P is turned, the propeller 140 of the second outboard motor 100S interferes with the first outboard motor 100P (for example, the propeller 140 of the first outboard motor 100P or the part opposite to the propeller 140 (lower case 132)).

[0063] The interference suppression process is a process for suppressing interference between the first outboard motor 100P and the second outboard motor 100S when at least one of the first outboard motor 100P and the second outboard motor 100S turns. FIG. 6 is a flowchart showing the flow of the interference suppression process.

[0064] 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. When the controller 300 determines that there is no joystick mode start operation (S110: N), it waits as it is and continues the normal steering mode in which the outboard motors 100P and 100S are controlled according to the operation of the steering wheel 210 (S200). When the controller 300 determines that there is a joystick mode start operation (S110: Y), it switches the steering mode from the normal steering mode to the joystick mode.

[0065] Next, the controller 300 determines whether the joystick 232 has been operated (S120). The determination is made based on the joystick signal received from the joystick sensor 250. If the controller 300 determines that the joystick 232 has not been operated (S120: N), it waits without executing control for the outboard motors 100P and 100S.

[0066] If the controller 300 determines that the joystick 232 has been operated (S120: Y), it determines whether there is a difference between the current angular relationship and the target angular relationship (S130). The current angular relationship is the relationship between the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S at the current time (the time when the joystick device 230 receives the operation of the joystick 232). The controller 300 can detect the current rudder angle of each of the outboard motors 100P and 100S based on the rudder angle signal from the rudder angle sensor 280. The target angular relationship is the relationship between the target rudder angle of the first outboard motor 100P and the target rudder angle of the second outboard motor 100S corresponding to the operation of the joystick 232 received by the joystick device 230. The fact that there is no difference between the current angular relationship and the target angular relationship means, for example, that the current rudder angle and the target rudder angle of the first outboard motor 100P match, and the current rudder angle and the target rudder angle of the second outboard motor 100S match. The fact that there is a difference between the current angular relationship and the target angular relationship means, for example, that at least one of the non - matching of the current rudder angle and the target rudder angle of the first outboard motor 100P and the non - matching of the current rudder angle and the target rudder angle of the second outboard motor 100S holds.

[0067] When the controller 300 determines that there is no difference between the current angular relationship and the target angular relationship (S130: N), it returns to S120 without executing control on the outboard motors 100P and 100S. On the other hand, when the controller 300 determines that there is a difference between the current angular relationship and the target angular relationship (S130: Y), it determines whether there is a possibility that the first outboard motor 100P and the second outboard motor 100S interfere with each other when turning the first outboard motor 100P and the second outboard motor 100S from the current angular relationship to the target angular relationship (S140). For example, when the turning pattern from the current angular relationship to the target angular relationship is a pattern in which at least one of the propellers 140 of the first outboard motor 100P and the second outboard motor 100S enters the overlapping region H, the controller 300 determines that there is a possibility of interference. The determination in S140 can be made based on the current angular relationship and the target angular relationship.

[0068] When the controller 300 determines that there is no possibility of interference (S140: N), it turns the first outboard motor 100P and the second outboard motor 100S from the current angular relationship to the target angular relationship without particularly restricting the rudder angle range (S210), and proceeds to S170. For example, when the joystick 232 is tilted forward, as shown in FIG. 5, both the current rudder angle of the first outboard motor 100P and the current rudder angle of the second outboard motor 100S are 0°. In this state, when the joystick 232 is tilted forward diagonally to the right (for example, +20°), both the target rudder angle of the propeller 140 of the first outboard motor 100P and the target rudder angle of the propeller 140 of the second outboard motor 100S are +20°. In such a case, in the process of turning from the current angular relationship to the target angular relationship, neither the first outboard motor 100P nor the second outboard motor 100S has its propeller 140 enter the overlapping region H, so there is no possibility of interference. Therefore, without particularly restricting the rudder angle range, the first outboard motor 100P and the second outboard motor 100S can be brought into the target angular relationship without interfering with each other.

[0069] When the controller 300 determines that there is a possibility of interference (S140: Y), it determines a steering pattern in which the first outboard motor 100P and the second outboard motor 100S do not interfere based on the current angular relationship and the target angular relationship. This process is an example of a pattern determination process. Specifically, the controller 300 restricts the steering angle range for one of the outboard motors, the first outboard motor 100P or the second outboard motor 100S, to prohibit the one outboard motor from entering the overlapping region H, and for the other outboard motor, without restricting the steering angle range, steers so that the current steering angle matches the target steering angle (S150). The target steering angle of the other outboard motor is a steering angle at which the other outboard motor does not enter the overlapping region H. In the current angular relationship, if the one outboard motor has already entered the overlapping region H, the controller 300 executes the process of S150 after steering the one outboard motor out of the overlapping region H. Also, during the execution of the process of S150, the controller 300 may bring the steering angle of the one outboard motor closer to the target steering angle within a range that does not enter the overlapping region H.

[0070] After the current steering angle of the other outboard motor matches the target steering angle, the controller 300 releases the restriction on the steering angle range for the one outboard motor and steers so that the current steering angle matches the target steering angle (S160), and proceeds to S170. In the process of S160, although the one outboard motor is allowed to enter the overlapping region H, since the other outboard motor is located outside the overlapping region H, the first outboard motor 100P and the second outboard motor 100S do not interfere. The processes of S150 and S160 are examples of steering angle change processes.

[0071] In S170, the controller 300 determines whether the joystick mode has been released. When it receives an operation signal from the joystick sensor 250 accompanying the operator's joystick mode release operation, the controller 300 determines that the joystick mode has been released and switches the steering mode to the normal steering mode. When it has not received an operation signal accompanying the joystick mode release operation, the controller 300 determines that the joystick mode has not been released and returns to S120 to repeat the process.

[0072] A-4. Effects of this Embodiment: As described above, the ship 1A of this embodiment includes a hull 10 and a ship control system 400A. The ship control system 400A is configured to be steerable around a steering axis, and includes a first outboard motor 100P and a second outboard motor 100S whose rotation ranges overlap each other, 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.

[0073] When the steering device 200 receives a joystick mode start operation, the controller 300 determines a steering pattern in which the first outboard motor 100P and the second outboard motor 100S do not interfere based on the current angular relationship and the target angular relationship according to the detection result of the steering angle sensor 280 (S140: Y pattern determination process in FIG. 6). Next, the controller 300 steers at least one of the first outboard motor 100P and the second outboard motor 100S in the steering pattern to change the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S to the target angular relationship (S150, S160: Y steering angle change process in FIG. 6).

[0074] Here, FIG. 7 is a schematic diagram showing the steering of the outboard motor by the interference suppression process. On the left side of FIG. 7, the angular relationship (current steering angle relationship) between the steering angle of the first outboard motor 100P and the steering angle of the second outboard motor 100S when the joystick 232 of the joystick device 230 is tilted to the left is shown. At this time, the current steering angle of the first outboard motor 100P is obliquely rearward leftward (for example, -135°), and the current steering angle of the second outboard motor 100S is obliquely forward leftward (for example, -45°). As a result, the hull 10 moves laterally to the left.

[0075] Next, tilt the joystick 232 of the joystick device 230 from left to right. Then, the target rudder angle of the first outboard motor 100P is in the forward diagonally right direction (for example, +45°), and the target rudder angle of the second outboard motor 100S is in the rearward diagonally right direction (for example, +135°) (see the right side of FIG. 7). Here, in the process of turning from the current angle relationship to the target angle relationship, both the first outboard motor 100P and the second outboard motor 100S may interfere with each other because the propeller 140 enters the overlapping region H.

[0076] Therefore, for example, the rudder angle range is restricted for the first outboard motor 100P to prohibit the first outboard motor 100P from entering the overlapping region H. On the other hand, for the second outboard motor 100S, the rudder angle range is not restricted, and it is turned so that the current rudder angle coincides with the target rudder angle (see the middle figure of FIG. 7, S150). At this time, since the first outboard motor 100P does not enter the overlapping region H, the rudder angle of the second outboard motor 100S can be set to the target rudder angle without interference between the first outboard motor 100P and the second outboard motor 100S. Next, the restriction on the rudder angle range for the first outboard motor 100P is released, and it is turned so that the current rudder angle coincides with the target rudder angle (see the right figure of FIG. 7, S160). Thereby, interference between the first outboard motor 100P and the second outboard motor 100S can be suppressed when the joystick 232 of the joystick device 230 is tilted from left to right. As a result, the hull 10 moves laterally to the right.

[0077] Although not described in detail, for example, when the joystick 232 is reversely operated (when tilted from right to left, when tilted from front to rear, when tilted from rear to front), and further, when the joystick 232 is rotated or twisted, interference between the first outboard motor 100P and the second outboard motor 100S can be suppressed.

[0078] B. Second Embodiment: FIG. 8 is a flowchart showing the flow of interference suppression processing in the second embodiment. In this second embodiment, since a part of the interference control processing is different from that of the first embodiment but the rest is the same, the description thereof will be omitted.

[0079] As shown in FIG. 8, when it is determined that there is a possibility of interference (S140: Y), the controller 300 turns one of the outboard motors 100P and 100S, i.e., the outboard motor having a propeller 140, in a rotational direction away from the other outboard motor (S350). It is preferable that the outboard motor to be turned first has a position of the propeller 140 at the target rudder angle farther from the other outboard motor than the position of the propeller 140 at the current rudder angle. At this time, since the propeller 140 of one of the outboard motors does not enter the overlapping region H, the first outboard motor 100P and the second outboard motor 100S do not interfere with each other. After the rudder angle of one of the outboard motors reaches the target rudder angle, the other outboard motor is turned so that the rudder angle of the other outboard motor matches the target rudder angle.

[0080] Here, FIG. 9 is a schematic diagram showing the turning of the outboard motor by the interference suppression processing. On the left side of FIG. 9, the angular relationship (current rudder angle relationship) between the rudder angle of the first outboard motor 100P and the rudder angle of the second outboard motor 100S when the joystick 232 of the joystick device 230 is tilted to the left is shown (the same as the left side of FIG. 7).

[0081] Next, the joystick 232 of the joystick device 230 is tilted from the left side to the right side. Then, the first outboard motor 100P turns in a rotational direction (counterclockwise in the drawing) away from the second outboard motor 100S, i.e., the propeller 140 of the first outboard motor 100P moves away from the second outboard motor 100S (see the middle figure of FIG. 9). At this time, since the propeller 140 of the first outboard motor 100P does not enter the overlapping region H, the first outboard motor 100P and the second outboard motor 100S do not interfere with each other. Next, the second outboard motor 100S is turned so that the rudder angle of the second outboard motor 100S matches the target rudder angle (see the right figure of FIG. 9). At this time, since the propeller 140 of the first outboard motor 100P is located outside the overlapping region H, the first outboard motor 100P and the second outboard motor 100S do not interfere with each other.

[0082] Although not described in detail, for example, when the joystick 232 is tilted from the right side to the left side, when the joystick 232 is tilted from the front side to the rear side, or when the joystick 232 is tilted from the rear side to the front side, interference between the first outboard motor 100P and the second outboard motor 100S can be suppressed.

[0083] 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.

[0084] In the above embodiment, the outboard motors 100P and 100S are outboard motors having an engine as a drive source, but the outboard motor may be an electric outboard motor having a motor as a drive source.

[0085] In the above embodiment, in the rudder angle change process, both the first outboard motor 100P and the second outboard motor 100S are steered, but only one of the first outboard motor and the second outboard motor may be used for the rudder angle change process.

[0086] In each embodiment, an example in which the controller 300 executes the pattern determination process and the rudder angle change process when the joystick mode start operation is performed has been described (see FIGS. 6 and 8), but the present invention is not limited thereto. For example, when the stay point mode start operation is performed, the controller 300 may execute the pattern determination process and the rudder angle change process.

[0087] The steering pattern in which the first marine propulsion unit and the second marine propulsion unit do not interfere is not limited to only the patterns listed in the above embodiments. The steering pattern may be, for example, a pattern in which, for both the first marine propulsion unit and the second marine propulsion unit, the propellers are steered so as to be outside the overlapping area, then the rudder angle of one marine propulsion unit is set to the target rudder angle, and then the rudder angle of the other marine propulsion unit is set to the target rudder angle.

[0088] In the above-described embodiment, the controller 300, which is a single unit that controls the outputs (such as the throttle actuators 128P, etc.) and the rudder angles (such as the steering actuators 164P, etc.) of each outboard motor 100P, 100S, was exemplified. However, the controller may be composed of a plurality of units that are separate from each other. For example, the controller may have a configuration including an engine controller that controls the outputs of each outboard motor 100P, 100S, a steering controller that controls the steering of each outboard motor 100P, 100S, and a control unit that determines the steering pattern.

[0089] In each of the above-described embodiments, the ship 1A was equipped with two outboard motors 100P, 100S. However, the ship may be equipped with three or more outboard motors. Also, in each of the above-described embodiments, the ship propulsion device was the outboard motors 100P, 100S. However, the ship propulsion device may be an inboard engine, may be an inboard and outboard engine, or may be a jet propulsion device.

Description of Reference Numerals

[0090] 1A: Ship 10: Hull 12: Steering Station 100P: First Outboard Motor 100S: Second Outboard Motor 140: Propeller 160P: Steering Mechanism 160S: Steering Mechanism 200: Steering Device 210: Steering Wheel 230: Joystick Device 232: Joystick 250: Joystick Sensor 280: Rudder Angle Sensor 300: Controller 400A: Ship Control System H: Overlap Region T: Rudder Angle

Claims

1. A ship control system for controlling a ship having a hull, comprising: a first ship propulsion unit and a second ship propulsion unit configured to be steerable about a steering axis and having overlapping rotation ranges; a controller configured to control outputs of the first ship propulsion unit and the second ship propulsion unit and a rudder angle; an operating device configured to receive an operation; a sensor configured to detect a rudder angle of the first ship propulsion unit and the second ship propulsion unit; wherein the controller is configured to:[[]] when the operating device receives an operation, based on a current angular relationship between the rudder angle of the first ship propulsion unit and the rudder angle of the second ship propulsion unit according to a detection result of the sensor and a target angular relationship corresponding to the operation received by the operating device, determine a steering pattern in which the first ship propulsion unit and the second ship propulsion unit do not interfere (pattern determination process); perform a rudder angle change process of steering at least one of the first ship propulsion unit and the second ship propulsion unit according to the steering pattern to change the rudder angle of the first ship propulsion unit and the rudder angle of the second ship propulsion unit to the target angular relationship. A ship control system.

2. The ship control system according to claim 1, wherein the first ship propulsion unit and the second ship propulsion unit are configured to be steerable by 180 degrees or more about the steering axis. A ship control system.

3. The ship control system according to claim 1, wherein the first ship propulsion unit and the second ship propulsion unit are configured to be steerable by ±360 degrees about the steering axis. A ship control system.

4. The ship control system according to any one of claims 1 to 3, wherein the steering pattern is a pattern in which the first ship propulsion unit is steered in a rotational direction in which a propeller of the first ship propulsion unit moves away from the second ship propulsion unit. A ship control system.

5. The ship control system according to claim 4, wherein the steering pattern is a pattern in which the second ship propulsion unit is steered in a rotational direction in which a propeller of the second ship propulsion unit approaches the first ship propulsion unit. A ship control system.

6. The ship control system according to any one of claims 1 to 3, wherein The steering pattern prohibits steering of the first marine propulsion unit within the overlapping region between the rotation range of the first marine propulsion unit and the rotation range of the second marine propulsion unit, and permits steering of the first marine propulsion unit into the overlapping region after the propeller of the second marine propulsion unit has passed through the overlapping region. A ship control system.

7. A ship control system according to any one of claims 1 to 6, wherein the operating device has a joystick, and the controller performs the pattern determination process and the rudder angle change process when receiving an operation of the joystick. A ship control system.

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

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

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