Automatic shore arrival device and automatic shore arrival system

Abstract

To facilitate introduction of an automatic shore arrival device to a vessel.SOLUTION: An automatic shore arrival device 31 is applied to a vessel provided with outboard engines 2, 3, steering actuators 8, 9, and a joystick maneuvering device 21. The joystick maneuvering device 21 has an operation lever 23, a manual operation processing unit 24, and a propulsion control unit 26. The manual operation processing unit 24 outputs a lever operation signal corresponding to displacement of the operation lever 23 to the propulsion control unit 26, and the propulsion control unit 26 moves the vessel by controlling the outboard engines 2, 3 based on the lever operation signal. The automatic shore arrival device 31 includes a present position detection unit 32 for detecting a present position of the vessel, a shore arrival position determination unit 33 for determining a shore arrival position, and an automatic shore arrival processing unit 34. The automatic shore arrival processing unit 34 outputs a lever operation signal corresponding to displacement of the operation lever 23 required to move the vessel from its present position to the shore arrival position to the propulsion control unit 26 of the joystick maneuvering device 21.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an automatic docking device and an automatic docking system for automatically docking a ship. [Background technology]

[0002] For example, when operating a boat equipped with a boat propulsion unit that generates a boat's propulsion force, a remote control device (hereinafter, "remote control" will be abbreviated as "remote") that remotely controls the boat propulsion unit, a steering actuator that changes the rudder angle of the boat propulsion unit, and a steering operation device that remotely controls the steering actuator, the boat helmsman increases or decreases the magnitude of the propulsion force generated by the boat propulsion unit by changing the tilt angle of a remote control lever provided on the remote control device, thereby increasing or decreasing the boat's speed. The boat helmsman also switches the forward or backward direction of the propulsion force generated by the boat propulsion unit by selecting the direction in which the remote control lever is tilted, thereby switching the boat between forward and reverse. The boat helmsman also changes the rudder angle of the boat propulsion unit by rotating a steering wheel provided on the steering operation device, thereby turning the boat.

[0003] Generally, maneuvering a ship when docking is highly difficult and requires skill. When docking a ship, the ship's operator moves the ship forward toward the docking position, turns it around as needed, and, in some cases, even turns it around. The ship's operator carefully moves the ship at a slow speed while visually estimating the distance from their ship to the docking position, the distance between their ship and other anchored ships, and so on. When a ship is moving slowly, it is subject to significant drift when hit by the wind. Therefore, the ship's operator must steer the ship while taking into account the direction and strength of the wind, but it takes experience to be able to steer the ship as intended.

[0004] Some boats are equipped with a joystick steering device in addition to the boat propulsion unit, remote control device, steering actuator, and steering operation device. The joystick steering device includes a joystick with an operating lever that can be tilted forward, backward, left, right, left front, right front, left rear, right rear, etc., and a control device that collectively controls whether the boat propulsion unit generates propulsive force, the fore / aft direction of the propulsive force generated by the boat propulsion unit, and the steering angle of the boat propulsion unit, depending on the tilt direction of the operating lever. By simply tilting the operating lever, the boat operator can collectively operate the boat propulsion unit and the steering actuator, allowing the boat to move forward, backward, or turn at low speed. Furthermore, if a boat is equipped with two or more boat propulsion units and two or more steering actuators corresponding to each of the boat propulsion units, and the joystick steering device control device is configured to collectively control whether or not the boat propulsion units generate propulsive force, the fore-and-aft direction of the propulsive force generated by the boat propulsion units, and the steering angle of the boat propulsion units, the boat operator can move the boat laterally to the left or right by tilting the joystick lever to the left or right. Using a joystick steering device makes it easier to steer a boat when docking compared to using a remote control device and a steering wheel. However, in strong winds, the boat may drift significantly beyond the operator's expectations, and even using a joystick steering device, a certain level of experience is required to steer a boat when docking.

[0005] Furthermore, an automatic docking device that automatically docks a ship is known (see, for example, Japanese Patent No. 7336565). The automatic docking device acquires the current position of the ship using a satellite positioning system, and automatically navigates the ship from its current position to a docking position designated by the user. Even if the ship is blown away by the wind, the automatic docking device can acquire the current position of the ship at that time and automatically correct the direction of movement of the ship so that it heads toward the docking position. By using the automatic docking device, the ship operator can easily dock the ship. The automatic docking device can assist ship operators who have little experience in maneuvering ships when docking. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent No. 7336565 Summary of the Invention [Problem to be solved by the invention]

[0007] Conventional automatic docking devices generally have a determination unit that acquires the current position and docking position of the ship and determines the direction in which the ship will move, and a control unit that controls the forward and backward direction of the propulsion force generated by the ship propulsion unit and the steering angle of the ship propulsion unit so that the ship moves in the determined direction.

[0008] In conventional automatic docking devices, in order to automatically dock a ship, the control unit must control the movement of the ship with high precision. Therefore, when introducing a conventional automatic docking device to a ship, the control unit must be set (or tuned) to match the specifications of the individual ship. Specifically, a large amount of information related to the ship's specifications, such as the size of the ship, the number of ship propulsion units installed on the ship, and the output of each ship propulsion unit, must be set in the automatic docking device, and a large number of parameters in the automatic docking device must be adjusted to suit the ship.

[0009] In conventional automatic docking devices, the settings of the control unit are complicated due to the large number of setting items and parameter adjustment items, making it difficult to introduce the automatic docking device into a ship.

[0010] The present invention has been made in consideration of problems such as those described above, and an object of the present invention is to provide an automatic docking device and an automatic docking system that can facilitate the introduction of the automatic docking device to a ship. [Means for solving the problem]

[0011] In order to solve the above problems, the automatic docking device of the present invention is an automatic docking device for automatically docking a vessel, wherein the vessel is provided with a vessel propulsion unit that generates a propulsive force for the vessel, a propulsion direction variable mechanism that changes the left and right direction of the propulsive force, and a joystick vessel steering device, the joystick vessel steering device having an operation lever, a manual operation processing unit, and a propulsion control unit, the manual operation processing unit detects a displacement of the operation lever when the operation lever is operated, and outputs a lever operation signal corresponding to the detected displacement of the operation lever to the propulsion control unit, and the propulsion control unit performs the operation based on the lever operation signal. The automatic docking device moves the ship by controlling the ship propulsion unit and the propulsion force variable mechanism, and is characterized in that it has a current position detection unit that detects the current position of the ship, a docking position determination unit that determines a docking position, and an automatic docking processing unit that, when the operating lever is not operated and an instruction to automatically dock the ship is input, outputs a lever operation signal to the propulsion control unit of the joystick maneuvering device corresponding to the displacement of the operating lever required to move the ship from the current position of the ship detected by the current position detection unit to the docking position determined by the docking position determination unit.

[0012] In order to solve the above problems, the automatic docking system of the present invention is an automatic docking system for automatically docking a ship, and comprises a ship propulsion unit that generates a propulsive force for the ship, a propulsion direction variable mechanism that changes the left and right direction of the propulsive force, a joystick ship steering device, and an automatic docking device, and the joystick ship steering device has an operation lever, a manual operation processing unit, and a propulsion control unit, and the manual operation processing unit detects a displacement of the operation lever when the operation lever is operated, and outputs a lever operation signal corresponding to the detected displacement of the operation lever to the propulsion control unit, and the propulsion control unit controls the forward docking based on the lever operation signal. The automatic docking device controls the ship propulsion unit and the propulsion force variable mechanism to move the ship, and is characterized in that it has a current position detection unit that detects the current position of the ship, a docking position determination unit that determines a docking position, and an automatic docking processing unit that outputs a lever operation signal to the propulsion control unit of the joystick maneuvering device when the operating lever is not operated and an instruction to automatically dock the ship is input, corresponding to the displacement of the operating lever required to move the ship from the current position of the ship detected by the current position detection unit to the docking position determined by the docking position determination unit. [Effects of the Invention]

[0013] According to the present invention, it is possible to facilitate the introduction of an automatic docking device to a ship. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a block diagram showing an automatic docking device and an automatic docking system according to an embodiment of the present invention; [Figure 2] 1 is an explanatory diagram showing a ship equipped with an automatic docking system according to an embodiment of the present invention; [Figure 3] FIG. 10 is an explanatory diagram showing several specific examples of the relationship between the displacement of the operating lever, the magnitude and fore-and-aft direction of the propulsive force generated by each outboard motor, the rudder angle of each outboard motor, and the direction of movement of the boat. [Figure 4]3 is a flowchart showing an automatic docking process in the automatic docking device according to the embodiment of the present invention. [Figure 5] FIG. 2 is an explanatory diagram showing an example of a route from the current position of a ship to a docking position determined by the automatic docking device according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] The automatic docking device of the present invention is a device for automatically docking a ship. The automatic docking device of the present embodiment is applied to a ship provided with a ship propulsion unit, a propulsion direction variable mechanism, and a joystick steering device.

[0016] A boat propulsion unit is a device that generates a propulsive force for a boat. Any type of boat propulsion unit may be used. The boat propulsion unit can be controlled externally to switch between generating propulsive force and stopping the generation of propulsive force. Preferably, the boat propulsion unit can be controlled externally to switch the direction of propulsive force between forward and reverse.

[0017] The propulsion direction variable mechanism is a mechanism that changes the left / right direction of the propulsive force generated by the marine vessel propulsion unit. For example, if the marine vessel propulsion unit is an outboard motor, the propulsion direction variable mechanism is a steering actuator that changes the steering angle of the outboard motor. Also, if the marine vessel propulsion unit is a pod drive, the propulsion direction variable mechanism is a mechanism that changes the direction of the drive unit to which the propeller is attached.

[0018] The joystick steering device has an operating lever, a manual operation processor, and a propulsion controller. The manual operation processor detects the displacement of the operating lever when the operating lever is operated and outputs a lever operation signal corresponding to the detected displacement of the operating lever to the propulsion controller. The propulsion controller controls the vessel propulsion unit and the propulsion force variable mechanism based on the lever operation signal to move the vessel.

[0019] The automatic docking device of this embodiment has a current position detection unit, a docking position determination unit, and an automatic docking processing unit. The current position detection unit detects the current position of the ship. The docking position determination unit determines the docking position. When the operating lever is not operated and an instruction to automatically dock the ship is input, the automatic docking processing unit outputs a lever operation signal to the propulsion control unit of the joystick maneuvering device, corresponding to the displacement of the operating lever required to move the ship from the current position of the ship detected by the current position detection unit to the docking position determined by the docking position determination unit.

[0020] The automatic docking device of this embodiment can facilitate the introduction of the automatic docking device to a ship. That is, as described above, conventional automatic docking devices have a determination unit that determines the direction in which the ship will move, and a control unit that controls the ship propulsion unit and other components so that the ship moves in the determined direction. In contrast, the automatic docking device of this embodiment has a component corresponding to the determination unit, but does not have a component corresponding to the control unit. Specifically, the automatic docking device of this embodiment has a component that detects the current position of the ship, determines the docking position of the ship, and determines the direction in which the ship will move from the current position to the docking position, but does not have a component that controls the ship propulsion unit and the variable propulsion mechanism so that the ship moves in the determined direction. The propulsion control unit of the joystick steering device controls the ship propulsion unit and the variable propulsion mechanism to move the ship in the determined direction. Therefore, in the case of a conventional automatic docking device, as described above, when the automatic docking device is installed on a ship, a complicated operation such as setting up the control unit is required, whereas in the automatic docking device of this embodiment, when the automatic docking device is installed on a ship equipped with a ship propulsion unit, a propulsion direction variable mechanism, and a joystick maneuvering device, the above setting up is not required or can be greatly simplified. Therefore, the automatic docking device of this embodiment makes it possible to easily install the automatic docking device on a ship.

[0021] Furthermore, when the control lever is not operated and an instruction to automatically dock the vessel is input, the automatic docking processing unit of the automatic docking device of this embodiment outputs a lever operation signal to the propulsion control unit of the joystick maneuvering device, corresponding to the displacement of the control lever required to move the vessel from its current position to the docking position. The lever operation signal output from the automatic docking processing unit of the automatic docking device is the same as the lever operation signal output from the manual operation processing unit of the joystick maneuvering device. Therefore, when the propulsion control unit receives the lever operation signal output from the automatic docking processing unit, it controls the vessel propulsion unit and the variable propulsion mechanism in the same way as when it receives the lever operation signal output from the manual operation processing unit. With this configuration, the automatic docking device of this embodiment does not have a unit that controls the vessel propulsion unit and the variable propulsion mechanism so that the vessel automatically moves toward the docking position, but it can automatically move the vessel to the docking position by utilizing the control of the vessel propulsion unit and the variable propulsion mechanism by the propulsion control unit of the joystick maneuvering device.

[0022] Moreover, the automatic docking system of the embodiment of the present invention includes a vessel propulsion unit, a variable propulsion mechanism, a joystick steering device, and the automatic docking device of the embodiment of the present invention. According to the automatic docking system of the embodiment, an automatic docking system can be constructed by adding the automatic docking device of the embodiment of the present invention to a vessel equipped with a vessel propulsion unit, a variable propulsion mechanism, and a joystick steering device 21. As described above, when adding the automatic docking device of the embodiment of the present invention to a vessel, complicated setting can be eliminated or the setting can be simplified. Therefore, the automatic docking system of the embodiment of the present invention can be easily constructed. [Example]

[0023] An embodiment of the automatic docking device and automatic docking system of the present invention will be described with reference to the drawings.

[0024] (Ships, outboard motors, etc.) Fig. 1 shows an automatic docking system 50 including an automatic docking device 31 according to an embodiment of the present invention, etc. Fig. 2 shows a ship 1, a cockpit 45 of the ship 1, etc.

[0025] 1 , a boat 1 is provided with two outboard motors 2 and 3, two steering actuators 8 and 9, a BCM (Boat Control Module) 11, a remote control device 12, a steering operation device 17, a joystick maneuvering device 21, an automatic docking device 31, a GNSS (Global Navigation Satellite System) device 35, a plotter 36, an imaging device 39, and a radar 40. Of these devices, the outboard motors 2 and 3, the steering actuators 8 and 9, the BCM 11, the joystick maneuvering device 21, the automatic docking device 31, the GNSS device 35, the plotter 36, the imaging device 39, and the radar 40 configure an automatic docking system 50.

[0026] The outboard motors 2 and 3 are devices that generate propulsive force for the boat 1. As shown in Fig. 2, the outboard motor 2 is attached to the left side of the stern of the boat 1, and the outboard motor 3 is attached to the right side of the stern of the boat 1. The outboard motors 2 and 3 are arranged so that they are equally distant from the center of the boat 1 in the transverse direction.

[0027] As shown in FIG. 1 , the outboard motor 2 includes an engine (internal combustion engine) 4 as a power source, a propeller (not shown) that converts the rotational force output from the engine 4 into propulsion force for the boat 1, a throttle actuator 5 that changes the opening of a throttle valve of the engine 4, a shift actuator 6 that switches whether or not the rotational force output from the engine 4 is transmitted to the propeller and the direction of transmission, and an ECM (Engine Control Module) 7. The ECM 7 is a module that controls the engine 4, throttle actuator 5, and shift actuator 6 based on signals output from a BCM 11, and has a processor that performs calculations related to these controls. The throttle actuator 5 and shift actuator 6 are each electronically controlled actuators that operate based on control signals output from the ECM 7. The outboard motor 3 has a configuration similar to that of the outboard motor 2. Note that the outboard motors 2 and 3 are each a specific example of a "marine propulsion unit."

[0028] The steering actuator 8 is a device that changes the rudder angle of the outboard motor 2, and the steering actuator 9 is a device that changes the rudder angle of the outboard motor 3. The steering actuators 8, 9 each operate based on a control signal from the BCM 11. Although not shown, in this embodiment, a hydraulic servo mechanism that operates the steering actuators 8, 9 in accordance with the control signal from the BCM 11 is provided between the BCM 11 and the steering actuators 8, 9. The steering actuators 8, 9 are each a specific example of a "propulsion direction variable mechanism" that changes the left / right direction of the propulsive force generated by the outboard motor.

[0029] The BCM 11 is a module that controls the outboard motors 2, 3 and steering actuators 8, 9 based on operation signals or control signals output from the remote control device 12, the steering operation device 17, and the joystick steering device 21, respectively, and has a processor that performs calculations related to the control of these devices.

[0030] The remote control device 12 is a device for remotely controlling each of the two outboard motors 2 and 3. The remote control device 12 includes a remote control lever 13 for remotely controlling the outboard motor 2, a remote control operation detector 14 for detecting the tilt direction and tilt angle of the remote control lever 13, a remote control lever 15 for remotely controlling the outboard motor 3, and a remote control operation detector 16 for detecting the tilt direction and tilt angle of the remote control lever 15. As shown in FIG. 2 , the remote control device 12 is disposed in the cockpit 45 of the boat 1. By tilting the remote control lever 13 forward or backward, the boat operator can switch between generating and disabling propulsive force by the outboard motor 2, changing the magnitude of the propulsive force generated by the outboard motor 2, and switching the forward / backward direction of the propulsive force generated by the outboard motor 2. In addition, by tilting the remote control lever 15 forward or backward, the boat operator can switch between generating and disabling propulsive force by the outboard motor 3, changing the magnitude of the propulsive force generated by the outboard motor 3, and switching the forward / backward direction of the propulsive force generated by the outboard motor 3.

[0031] The control of the outboard motors 2, 3 when the remote control device 12 is operated will be briefly described. In FIG. 1 , for example, when the boat operator tilts the remote control lever 13 forward, the remote control operation detector 14 detects the tilt direction and tilt angle of the remote control lever 13 and outputs a remote control operation signal indicating the detected tilt direction and tilt angle to the BCM 11. The BCM 11 sends the remote control operation signal to the ECM 7 of the outboard motor 2. The ECM 7 of the outboard motor 2 controls the shift actuator 6 of the outboard motor 2 based on the remote control operation signal received from the BCM 11, transmitting the rotation of the engine 4 of the outboard motor 2 to the propeller so that the propeller rotates forward. The ECM 7 of the outboard motor 2 also controls the throttle actuator 5 of the outboard motor 2 based on the remote control operation signal received from the BCM 11, opening the throttle valve of the engine 4 of the outboard motor 2. Through the above control, when the boat operator tilts the remote control lever 13 forward, the outboard motor 2 generates a propulsive force that propels the boat 1 forward.

[0032] Furthermore, when the operator tilts the remote control lever 13 forward to increase (or decrease) the tilt angle, the ECM 7 of the outboard motor 2 controls the throttle actuator 5 of the outboard motor 2 to increase (or decrease) the opening of the throttle valve of the engine 4 of the outboard motor 2. This increases (or decreases) the propulsive force generated by the outboard motor 2 to propel the boat 1 forward.

[0033] Furthermore, when the operator tilts the remote control lever 13 rearward, the ECM 7 of the outboard motor 2 controls the shift actuator 6 of the outboard motor 2 to transmit the rotation of the engine 4 of the outboard motor 2 to the propeller so that the propeller rotates in the reverse direction, and also controls the throttle actuator 5 of the outboard motor 2 to open the throttle valve of the engine 4 of the outboard motor 2. As a result, the outboard motor 2 generates a thrust that propels the boat 1 rearward.

[0034] Furthermore, when the operator places the remote control lever 13 in the neutral position, the ECM 7 of the outboard motor 2 controls the throttle actuator 5 of the outboard motor 2 to close the throttle valve of the engine 4 of the outboard motor 2, and also controls the shift actuator 6 of the outboard motor 2 to prevent the rotation of the engine 4 of the outboard motor 2 from being transmitted to the propeller. As a result, the outboard motor 2 no longer generates propulsive force for the boat 1. Note that the engine 4 is configured to enter an idling state when the throttle valve is closed and the rotation of the engine 4 is no longer being transmitted to the propeller during operation.

[0035] Furthermore, the control of the outboard motor 3 when the remote control lever 15 is operated is the same as the control of the outboard motor 2 when the remote control lever 13 is operated.

[0036] The steering operation device 17 is a device that remotely controls the two steering actuators 8, 9. The steering operation device 17 has a steering wheel 18 and a steering operation detection unit 19 that detects the direction and amount of rotation of the steering wheel 18. As shown in FIG. 2, the steering operation device 17 is disposed in the cockpit 45 of the boat 1. The operator can change the rudder angles of the two outboard motors 2, 3 by turning the steering wheel 18. When operating the steering wheel 18, the rudder angles of the two outboard motors 2, 3 are changed simultaneously and to the same angle.

[0037] In FIG. 1 , when the boat operator turns the steering wheel 18, the steering operation detector 19 detects the direction and amount of rotation of the steering wheel 18 and outputs a steering operation signal indicating the detected direction and amount of rotation to the BCM 11. The BCM 11 controls the two steering actuators 8, 9 based on the steering operation signal, causing the two outboard motors 2, 3 to simultaneously turn left or right and change the rudder angles of the outboard motors 2, 3. With the above control, for example, when the boat operator turns the steering wheel 18 left while the boat 1 is moving forward, the outboard motors 2, 3 turn right, causing the propulsive force applied to the rear of the boat 1 by the outboard motors 2, 3 to move forward to the right, and the boat 1 turns left. Conversely, when the boat operator turns the steering wheel 18 right while the boat 1 is moving forward, the outboard motors 2, 3 turn left, causing the propulsive force applied to the rear of the boat 1 by the outboard motors 2, 3 to move forward to the left, and the boat 1 turns right.

[0038] The joystick steering device 21 is a device that remotely operates and controls the outboard motors 2, 3 and the steering actuators 8, 9 collectively, and moves the boat 1 at a low speed. The joystick steering device 21 will be described in detail later.

[0039] The automatic docking device 31 is a device that automatically docks the vessel 1. The automatic docking device 31 will be described in detail later.

[0040] The GNSS device 35 is a device that receives radio waves transmitted from GNSS satellites. The GNSS device 35 is used when the plotter 36 displays the current position of the ship 1, or when the current position detection unit 32 of the automatic docking device 31 detects the current position of the ship 1.

[0041] As shown in FIG. 2, the plotter 36 is disposed in the cockpit 45 of the vessel 1. The plotter 36 is a device for displaying electronic nautical charts and the like. Electronic nautical charts are stored in a memory unit of the plotter 36. The plotter 36 can also display the current position of the vessel 1 superimposed on the electronic nautical chart based on radio waves transmitted from GNSS satellites and received by the GNSS device 35. The plotter 36 also has a touch panel and can receive touch inputs from the vessel operator. Specifically, the plotter 36 can receive, through touch inputs from the vessel operator, a designation of a docking position and an instruction to automatically dock the vessel 1.

[0042] In FIG. 1, the imaging device 39 is a device that captures images of the surroundings of the ship 1. The radar 40 is a device that measures the distance from the ship 1 to objects in its surroundings. In this embodiment, a LiDAR is used as the radar 40. The imaging device 39 and the radar 40 are used when the automatic docking processing unit 34 of the automatic docking device 31 determines the route along which the ship 1 should move when docking. The imaging device 39 and the radar 40 are each a specific example of an "object detection device."

[0043] Although not shown in FIG. 1, the vessel 1 is provided with a network employing a communication method such as CAN (Controller Area Network) that interconnects the ECM 7 and BCM 11 of each outboard motor 2, 3, the remote control operation detection units 14, 16 of the remote control device 12, the steering operation detection unit 19 of the steering operation device 17, the propulsion control unit 26 of the joystick maneuvering device 21, and the automatic docking processing unit 34 of the automatic docking device 31.

[0044] (Configuration of joystick navigation device) The joystick steering device 21 is a device that performs collective remote operation and control of the outboard motors 2, 3 and steering actuators 8, 9, and moves the boat 1 at low speed. The joystick steering device 21 has a joystick 22 and a propulsion control unit 26.

[0045] The joystick 22 is a device for collectively remotely controlling the outboard motors 2, 3 and the steering actuators 8, 9. The joystick 22 has an operation lever 23 and a manual operation processing unit 24. As shown in FIG. 2, the joystick 22 is disposed in the cockpit 45 of the boat 1.

[0046] The upper right of FIG. 2 shows the joystick 22 as viewed from diagonally above and in front of it. The boat operator can move the control lever 23 by pinching it with his / her fingers. Specifically, the boat operator pinches the control lever 23 with his / her fingers and tilts the control lever 23 forward, backward, left, right, left front, right front, left rear, right rear, or the like from the upright position shown in the upper right of FIG. 2 . When the boat operator releases his / her finger from the control lever 23 after tilting the control lever 23, the control lever 23 returns to its upright position. The boat operator can also pinch the control lever 23 with his / her fingers and rotate the control lever 23 left or right about its axis. When the boat operator releases his / her finger from the control lever 23 after rotating the control lever 23 in this manner, the control lever 23 returns to its original neutral position.

[0047] 2, the joystick 22 has a changeover switch 25. The boat 1 is provided with the remote control device 12 and the joystick 22 as devices capable of remotely controlling the outboard motors 2, 3. The boat 1 is also provided with the steering operation device 17 and the joystick 22 as devices capable of remotely controlling the steering actuators 8, 9. The boat helmsman can switch the boat steering method at any time between a method of steering using the remote control device 12 and the steering operation device 17 and a method of steering using the joystick 22. Specifically, when the boat helmsman presses the changeover switch 25 of the joystick 22 in a state where the boat steering method has been switched to a method of steering using the remote control device 12 and the steering operation device 17, the boat steering method switches from a method of steering using the remote control device 12 and the steering operation device 17 to a method of steering using the joystick 22. Furthermore, when the steering system has been switched to steering with the joystick 22, if the operator operates the remote control levers 13, 15 or the steering wheel 18, the steering system switches from steering with the joystick 22 to steering with the remote control device 12 and the steering operation device 17. Note that the changeover switch 25 is not shown in Figure 1.

[0048] When the operating lever 23 is operated, the manual operation processing unit 24 detects the displacement of the operating lever 23 and outputs a lever operation signal corresponding to the detected displacement of the operating lever 23 to the propulsion control unit 26. The manual operation processing unit 24 has, for example, a potentiometer that detects the displacement of the operating lever 23.

[0049] The propulsion control unit 26 moves the boat by collectively controlling the two outboard motors 2, 3 and the two steering actuators 8, 9 based on lever operation signals. Specifically, the propulsion control unit 26 collectively controls, based on lever operation signals, whether or not the outboard motor 2 generates propulsive force, the fore-and-aft direction of the propulsive force generated by the outboard motor 2, the rudder angle of the outboard motor 2, whether or not the outboard motor 3 generates propulsive force, the fore-and-aft direction of the propulsive force generated by the outboard motor 3, and the rudder angle of the outboard motor 3, thereby moving the boat 1 forward, backward, left, right, front left, rear left, front right, rear right, etc. at a low speed, turning left or right at a low speed, or rotating left or right at a low speed from a fixed position.

[0050] 1 , when the boat operator presses the selector switch 25 of the joystick 22 to switch the boat steering method to a method using the joystick 22 and then displaces the control lever 23, the manual operation processor 24 detects the displacement of the control lever 23, specifically, the tilt direction of the control lever 23 and the rotation direction of the control lever 23 about its axis. The manual operation processor 24 then outputs a lever operation signal corresponding to the detected displacement of the control lever 23 to the propulsion control unit 26. The propulsion control unit 26 then successively outputs to the BCM 11, based on the lever operation signal, a control signal for controlling the shift actuator 6 of the outboard motor 2, a control signal for controlling the throttle actuator 5 of the outboard motor 2, a control signal for controlling the shift actuator 6 of the outboard motor 3, a control signal for controlling the throttle actuator 5 of the outboard motor 3, a control signal for controlling the steering actuator 8, and a control signal for controlling the steering actuator 9. The BCM 11 then receives these control signals and sends a control signal for controlling the shift actuator 6 of the outboard motor 2 and a control signal for controlling the throttle actuator 5 of the outboard motor 2 to the ECM 7 of the outboard motor 2, sends a control signal for controlling the shift actuator 6 of the outboard motor 3 and a control signal for controlling the throttle actuator 5 of the outboard motor 3 to the ECM 7 of the outboard motor 3, sends a control signal for controlling the steering actuator 8 to the steering actuator 8, and sends a control signal for controlling the steering actuator 9 to the steering actuator 9. The ECM 7 of the outboard motor 2 then controls the shift actuator 6 of the outboard motor 2 based on the control signal that controls the shift actuator 6 of the outboard motor 2, switching whether or not and in what direction the rotational force output from the engine 4 of the outboard motor 2 is transmitted to the propeller. The ECM 7 of the outboard motor 2 also controls the throttle actuator 5 of the outboard motor 2 based on the control signal that controls the throttle actuator 5 of the outboard motor 2, changing the opening of the throttle valve of the engine 4 of the outboard motor 2. In addition, the ECM 7 of the outboard motor 3 controls the shift actuator 6 of the outboard motor 3 based on a control signal that controls the shift actuator 6 of the outboard motor 3, and switches whether or not the rotational force output from the engine 4 of the outboard motor 3 is transmitted to the propeller, and the direction of transmission.The ECM 7 of the outboard motor 3 controls the throttle actuator 5 of the outboard motor 3 based on a control signal that controls the throttle actuator 5 of the outboard motor 3, thereby changing the opening of the throttle valve of the engine 4 of the outboard motor 3. The steering actuator 8 changes the rudder angle of the outboard motor 2 based on a control signal that controls the steering actuator 8. The steering actuator 9 changes the rudder angle of the outboard motor 3 based on a control signal that controls the steering actuator 9.

[0051] (Specific example of the operation of a joystick maneuvering device) 3(A) to 3(G) show some specific examples of the relationships between the displacement of the operating lever 23 of the joystick 22, the magnitude and fore-and-aft direction of the propulsive force generated by the outboard motor 2, the magnitude and fore-and-aft direction of the propulsive force generated by the outboard motor 3, the rudder angle of the outboard motor 2, the rudder angle of the outboard motor 3, and the direction of movement of the boat 1.

[0052] The operating lever 23 of the joystick 22 can be tilted in all horizontal directions. Therefore, the range of directions in which the operating lever 23 can be tilted is a 360-degree range around the base end of the operating lever 23. In the joystick 22, the range of directions in which the operating lever 23 can be tilted is divided into zones F, B, L, and R at 90-degree intervals, as shown in the upper part of FIG. 3(A). Zone F is located in front of the base end of the operating lever 23, zone B is located behind the base end of the operating lever 23, zone L is located to the left of the base end of the operating lever 23, and zone R is located to the right of the base end of the operating lever 23.

[0053] In the joystick ship maneuvering device 21, specific operations of the manual operation processing unit 24 and the propulsion control unit 26 when the operation lever 23 is displaced are, for example, as follows. (1) As shown in FIG. 3(A), when the operating lever 23 is tilted forward (to the center of the zone F), the manual operation processing unit 24 generates a lever operation signal S FC to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal SFC Based on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is forward, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is forward, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is sufficient to move the boat 1 forward at a low speed. As a result, the boat 1 moves forward at a low speed. (2) As shown in FIG. 3(B), when the operating lever 23 is tilted backward (to the center of zone B), the manual operation processing unit 24 generates a lever operation signal S BC to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S BC Based on this, the outboard motors 2, 3 and the steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is rearward, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is rearward, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is large enough to move the boat 1 at a low speed. As a result, the boat 1 moves backward at a low speed. (3) As shown in FIG. 3(C), when the operating lever 23 is tilted to the left (the center of the zone L), the manual operation processing unit 24 generates a lever operation signal S indicating that the operating lever 23 is tilted to the left. LC to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S LC Based on this, the outboard motors 2 and 3 and the steering actuators 8 and 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is rear left, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is front left, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are equal to each other, and the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are large enough to move the boat 1 at a low speed. As a result, the boat 1 moves laterally to the left at a low speed. (4) As shown in FIG. 3(D), when the operating lever 23 is tilted to the right (the center of the zone R), the manual operation processing unit 24 generates a lever operation signal S indicating that the operating lever 23 is tilted to the right. RC to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S RC Based on this, the outboard motors 2 and 3 and the steering actuators 8 and 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is to the right front, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is to the right rear, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are equal to each other, and the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are large enough to move the boat 1 at a low speed. As a result, the boat 1 moves laterally to the right at a low speed. (5) As shown in FIG. 3(E), when the operating lever 23 is tilted to the left front in the zone F, the manual operation processing unit 24 generates a lever operation signal S FL to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S FL Based on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is to the right front, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is to the right front, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is sufficient to move the boat 1 at a low speed. As a result, the boat 1 moves forward while turning left at a low speed. (6) Although not shown in the figure, when the operating lever 23 is tilted to the right front in zone F, the manual operation processing unit 24 generates a lever operation signal S FR to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S FRBased on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is left forward, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is left forward, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is large enough to move the boat 1 at a low speed. As a result, the boat 1 moves forward while turning right at a low speed. (7) Although not shown in the figure, when the operating lever 23 is tilted to the rear left within zone B, the manual operation processing unit 24 generates a lever operation signal S BL to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S BL Based on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is left rear, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is left rear, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is large enough to move the boat 1 at a low speed. As a result, the boat 1 moves backward while turning left at a low speed. (8) Although not shown in the figure, when the operating lever 23 is tilted to the right rear within zone B, the manual operation processing unit 24 generates a lever operation signal S BR to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S BR Based on this, the outboard motors 2 and 3 and the steering actuators 8 and 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is right rear, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is right rear, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 is large enough to move the boat 1 at a low speed. As a result, the boat 1 moves backward while turning right at a low speed. (9) As shown in FIG. 3(F), when the operating lever 23 is tilted to the left front in the zone L, the manual operation processing unit 24 generates a lever operation signal S LF to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S LF Based on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is rearward to the left, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is forward to the left, the propulsive force applied to the boat 1 by the outboard motor 3 is greater than the propulsive force applied to the boat 1 by the outboard motor 2, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is sufficient to move the boat 1 at a low speed. As a result, the boat 1 moves forward to the left at a low speed. (10) Although not shown in the figure, when the operating lever 23 is tilted to the rear left within the zone L, the manual operation processing unit 24 generates a lever operation signal S LB to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S LB Based on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is rearward to the left, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is forward to the left, the propulsive force applied to the boat 1 by the outboard motor 2 is greater than the propulsive force applied to the boat 1 by the outboard motor 3, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is sufficient to move the boat 1 at a low speed. As a result, the boat 1 moves rearward to the left at a low speed. (11) Although not shown in the figure, when the operating lever 23 is tilted to the right front in the zone R, the manual operation processing unit 24 generates a lever operation signal S RF to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S RFBased on this, the outboard motors 2, 3 and steering actuators 8, 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is to the right front, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is to the right rear, the propulsive force applied to the boat 1 by the outboard motor 2 is greater than the propulsive force applied to the boat 1 by the outboard motor 3, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2, 3 is sufficient to move the boat 1 at a low speed. As a result, the boat 1 moves to the right front at a low speed. (12) Although not shown in the figure, when the operating lever 23 is tilted to the right rear within the zone R, the manual operation processing unit 24 generates a lever operation signal S RB to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S RB Based on this, the outboard motors 2 and 3 and the steering actuators 8 and 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is to the right front, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is to the right rear, the propulsive force applied to the boat 1 by the outboard motor 3 is greater than the propulsive force applied to the boat 1 by the outboard motor 2, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 is sufficient to move the boat 1 at a low speed. As a result, the boat 1 moves to the right rear at a low speed. (13) As shown in FIG. 3(G), when the operating lever 23 is rotated to the left, the manual operation processing unit 24 generates a lever operation signal S TL to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S TL Based on this, the outboard motors 2 and 3 and the steering actuators 8 and 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is rearward, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is forward, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 is sufficient to move the boat 1 at a slow speed. As a result, the boat 1 turns slowly to the left at a fixed position. (14) Although not shown in the figure, when the operating lever 23 is rotated to the right, the manual operation processing unit 24 generates a lever operation signal S TR to the propulsion control unit 26. The propulsion control unit 26 outputs the lever operation signal S TR Based on this, the outboard motors 2 and 3 and the steering actuators 8 and 9 are controlled so that the direction of the propulsive force applied to the boat 1 by the outboard motor 2 is forward, the direction of the propulsive force applied to the boat 1 by the outboard motor 3 is rearward, the magnitudes of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 are equal to each other, and the magnitude of the propulsive forces applied to the boat 1 by the outboard motors 2 and 3 is sufficient to move the boat 1 at a slow speed. As a result, the boat 1 turns slowly to the right at a fixed position.

[0054] The propulsion control unit 26 has a memory unit 27, which pre-stores control content data that describes the relationship between the above-mentioned lever operation signals and the control content of the outboard motors 2, 3 and the steering actuators 8, 9. When the propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signals, it references the control content data stored in the memory unit 27 to determine the control content of the outboard motors 2, 3 and the steering actuators 8, 9. This control content data is created taking into consideration the specifications of the boat 1, specifically, the size of the boat 1, the number of outboard motors installed on the boat 1, the output of each outboard motor 2, 3, the specifications of the steering actuators 8, 9, etc.

[0055] (Configuration of automatic docking device) The automatic docking device 31 is a device that automatically docks the vessel 1. The automatic docking device 31 performs automatic docking processing to automatically dock the vessel 1. As shown in FIG. 1 , the automatic docking device 31 has a current position detection unit 32, a docking position determination unit 33, and an automatic docking processing unit 34. Specifically, the automatic docking device 31 is a unit that has a processor that performs arithmetic processing and the like, and a storage unit that stores programs. The processor of the automatic docking device 31 executes the program stored in the storage unit of the automatic docking device 31, thereby forming the current position detection unit 32, the docking position determination unit 33, and the automatic docking processing unit 34.

[0056] The current position detection unit 32 detects the current position of the vessel 1. The docking position determination unit 33 determines the docking position of the vessel 1. When none of the operation lever 23 of the joystick 22, the remote control levers 13 and 15 of the remote control device 12, and the steering wheel 18 of the steering operation device 17 is operated and an instruction to automatically dock the vessel 1 is input, the automatic docking processing unit 34 determines a route for moving the vessel 1 from the current position of the vessel 1 detected by the current position detection unit 32 to the docking position determined by the docking position determination unit 33, and outputs a lever operation signal corresponding to the displacement of the operation lever 23 required to move the vessel 1 along the route to the propulsion control unit 26 of the joystick maneuvering device 21. In addition, when the operation lever 23, the remote control levers 13 and 15, or the steering wheel 18 is operated while the automatic docking processing unit 34 is outputting a lever operation signal to the propulsion control unit 26, the automatic docking processing unit 34 stops outputting the lever operation signal from the automatic docking processing unit 34 to the propulsion control unit 26.

[0057] (Automatic docking processing) Fig. 4 shows the automatic docking process in the automatic docking device 31. Fig. 5 shows an example of a route for moving the vessel 1 from its current position to the docking position.

[0058] The automatic docking process is started when the vessel helmsman inputs an instruction to automatically dock the vessel 1. For example, application software for linking the plotter 36 with the automatic docking device 31 is installed in the plotter 36. When the vessel helmsman presses an operation switch 37 provided on the plotter 36 to start the application software, an electronic nautical chart, the current position of the vessel 1, and an automatic docking start button 38 for inputting an instruction to automatically dock the vessel 1 are displayed on the screen of the plotter 36 (see FIG. 2). The vessel helmsman specifies the docking position by touching the screen of the plotter 36, and then touches the automatic docking start button 38. This starts the automatic docking process shown in FIG. 4 (step S1: YES).

[0059] In the automatic docking process, first, the current position detection unit 32 detects the current position and heading of the ship 1 based on the radio waves transmitted from the GNSS satellites and received by the GNSS device 35 (step S2).

[0060] Next, the docking position determination unit 33 determines the docking position of the vessel 1 (step S3). For example, application software for linking the plotter 36 and the automatic docking device 31 has a function of sending information on the docking position specified by the vessel helmsman from the plotter 36 to the automatic docking device 31. Before touching the automatic docking start button 38, the vessel helmsman touches the screen of the plotter 36 to specify the docking position. At that time, the information on the docking position specified by the vessel helmsman is sent from the plotter 36 to the automatic docking device 31 and stored in a memory unit of the automatic docking device 31. The docking position determination unit 33 determines the docking position of the vessel 1 based on the docking position information stored in the memory unit of the automatic docking device 31 in this way.

[0061] Next, the automatic docking processing unit 34 determines a route for moving the ship 1 from the current position of the ship 1 detected by the current position detection unit 32 to the docking position determined by the docking position determination unit 33 (step S4). In determining the route, the automatic docking processing unit 34 detects obstacles (e.g., breakwaters, floating bodies, rocks, other ships at anchor, etc.) present around the ship 1 using the imaging device 39 or radar 40, and determines a route that allows the ship 1 to move safely from its current position to the docking position in a short time while avoiding contact with these obstacles.

[0062] Figure 5 shows an example of a route determined by the automatic docking processing unit 34. In route A in Figure 5, position P is the current position of the vessel 1 and is the starting point of route A. Position Q is the docking position and is the end point of route A. Also, 61 in Figure 5 is a pier.

[0063] Next, the automatic docking processor 34 detects the current position and bow direction of the vessel 1 based on the radio waves received by the GNSS device 35, and outputs a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 along the route to the propulsion controller 26 (step S5). Specifically, in step S5, the automatic docking processor 34 performs the following process. (1) When the vessel 1 needs to move forward at a low speed to move from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 forward at a low speed, specifically, the lever operation signal S FC The same lever operation signal S 22 is output to the propulsion control unit 26. That is, the displacement of the operating lever 23 required to move the boat 1 forward at a low speed is the forward tilt of the operating lever 23. When the operator tilts the operating lever 23 forward, the manual operation processing unit 24 of the joystick maneuvering device 21 outputs a lever operation signal S 22 indicating that the operating lever 23 has tilted forward. FC is output to the propulsion control unit 26. Therefore, the lever operation signal S FCcorresponds to a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 forward at a low speed. Therefore, when it is necessary to move the vessel 1 forward at a low speed in order to move the vessel 1 from its current position to the docking position, the automatic docking processing unit 34 outputs the lever operation signal S FC The same lever operation signal as that outputted from the control unit 21 is outputted to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, thereby causing the boat 1 to move forward at a low speed. (2) When the vessel 1 needs to be reversed at a low speed to move from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to reverse the vessel 1 at a low speed, specifically, the lever operation signal S BC The same lever operation signal as that outputted from the control unit 21 is outputted to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move backward at a low speed. (3) When the vessel 1 needs to be moved laterally to the left at a low speed in order to move the vessel 1 from its current position to the docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 laterally to the left at a low speed, specifically, the lever operation signal S LC The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move laterally to the left at a low speed. (4) When the vessel 1 needs to be moved laterally to the right at a low speed in order to move the vessel 1 from its current position to the docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 laterally to the right at a low speed, specifically, the lever operation signal S RC The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move laterally to the right at a low speed. (5) When the vessel 1 needs to move forward at a low speed while turning left in order to move the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 forward at a low speed while turning left, specifically, the lever operation signal S FL The same lever operation signal as that outputted from the control unit 21 is outputted to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move forward while turning left at a low speed. (6) When the vessel 1 needs to move forward at a low speed while turning right in order to move the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 forward at a low speed while turning right, specifically, a lever operation signal S FR The same lever operation signal as that outputted from the control unit 21 is outputted to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move forward while turning right at a low speed. (7) When the vessel 1 needs to be turned left and reversed at a low speed in order to move the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to turn the vessel 1 left and reverse at a low speed, specifically, a lever operation signal S BL The same lever operation signal as that outputted from the control unit 21 is outputted to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move backward while turning left at a low speed. (8) When the vessel 1 needs to be turned right and reversed at a low speed in order to move the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to turn the vessel 1 right and reverse at a low speed, specifically, a lever operation signal S BRThe same lever operation signal as that outputted from the control unit 21 is outputted to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move backward while turning right at a low speed. (9) When the vessel 1 needs to be moved to the left front at a low speed in moving the vessel 1 from its current position to the docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 to the left front at a low speed, specifically, a lever operation signal S LF The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move forward to the left at a low speed. (10) When the vessel 1 needs to be moved to the left rear at a low speed in moving the vessel 1 from its current position to the docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 to the left rear at a low speed, specifically, the lever operation signal S LB The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move rearward to the left at a low speed. (11) When the vessel 1 needs to be moved forward to the right at a low speed in moving the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 forward to the right at a low speed, specifically, a lever operation signal S RF The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move forward to the right at a low speed. (12) When the vessel 1 needs to be moved to the right rear at a low speed in moving the vessel 1 from its current position to the docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to move the vessel 1 to the right rear at a low speed, specifically, a lever operation signal S RBThe same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to move rearward to the right at a low speed. (13) When the vessel 1 needs to be rotated slowly to the left at a fixed position in order to move the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to rotate the vessel 1 slowly to the left at a fixed position, specifically, a lever operation signal S TL The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to turn slowly to the left at a fixed position. (14) When the vessel 1 needs to be rotated slowly to the right at a fixed position in order to move the vessel 1 from its current position to a docking position, the automatic docking processing unit 34 generates a lever operation signal corresponding to the displacement of the operating lever 23 required to rotate the vessel 1 slowly to the right at a fixed position, specifically, a lever operation signal S TR The same lever operation signal as above is output to the propulsion control unit 26. The propulsion control unit 26 controls the outboard motors 2, 3 and the steering actuators 8, 9 based on the lever operation signal, causing the boat 1 to turn slowly to the right at a fixed position.

[0064] Next, the automatic docking processing unit 34 determines whether any of the operation lever 23 of the joystick 22, the remote control levers 13 and 15 of the remote control device 12, and the steering wheel 18 of the steering operation device 17 has been operated (step S6). If none of the operation lever 23, the remote control levers 13 and 15, and the steering wheel 18 has been operated (step S6: NO), the automatic docking processing unit 34 then determines whether the vessel 1 has reached the docking position determined in step S3 (step S7). If the vessel 1 has not reached the docking position determined in step S3 (step S7: NO), the processing returns to step S5.

[0065] If none of the operating lever 23, the remote control levers 13, 15, and the steering wheel 18 is operated before the vessel 1 reaches the docking position determined in step S3, the automatic docking processor 34 repeatedly performs the process of step S5 at predetermined short time intervals. This causes the vessel 1 to move along the route determined in step S4. Furthermore, if the vessel 1 is blown by the wind while moving in this way and moves to a position off the route, the automatic docking processor 34 performs the process of step S5 to move the vessel 1 from that position towards the route and return to the route.

[0066] Furthermore, if any of the operation lever 23, the remote control levers 13, 15, and the steering wheel 18 is operated while the vessel 1 is moving as a result of the processing by the automatic docking processing unit 34 (step S6: YES), the automatic docking processing unit 34 immediately stops outputting the lever operation signal from the automatic docking processing unit 34 to the propulsion control unit 26, and immediately ends the automatic docking processing. For example, if another vessel approaches the vessel 1 while the vessel 1 is moving along the route as a result of the automatic docking processing, and the vessel helmsman operates the operation lever 23 to avoid contact between the vessel 1 and the other vessel, the output of the lever operation signal from the automatic docking processing unit 34 to the propulsion control unit 26 is immediately stopped, and immediately thereafter, a lever operation signal corresponding to the operation of the operation lever 23 by the vessel helmsman is output from the manual operation processing unit 24 of the joystick maneuvering device 21 to the propulsion control unit 26. As a result, the vessel 1 begins to move as a result of the operation of the operation lever 23 by the vessel helmsman.

[0067] When the vessel 1 reaches the docking position determined in step S3 (step S7: YES), the automatic docking process ends.

[0068] As described above, the automatic docking device 31 of the embodiment of the present invention includes a current position detection unit 32 that detects the current position of the vessel 1, a docking position determination unit 33 that determines a docking position, and an automatic docking processing unit 34 that outputs a lever operation signal to the propulsion control unit 26 of the joystick maneuvering device 21 corresponding to the displacement of the operation lever 23 required to move the vessel 1 from the current position of the vessel 1 detected by the current position detection unit 32 to the docking position determined by the docking position determination unit 33 when none of the operation lever 23, the remote control levers 13 and 15, and the steering wheel 18 are operated and an instruction to automatically dock the vessel 1 is input. The automatic docking device 31 having such a configuration can easily be introduced into a vessel. That is, as described above, a conventional automatic docking device includes a determination unit that determines the direction in which the vessel should move, and a control unit that controls the vessel propulsion unit and the like so that the vessel moves in the determined direction. In contrast, the automatic docking device 31 of the embodiment includes a unit corresponding to the determination unit but not a unit corresponding to the control unit. More specifically, the automatic docking device 31 of this embodiment includes a component that detects the current position of the vessel 1, determines the docking position of the vessel 1, and determines the direction in which the vessel 1 should move from its current position to the docking position, but does not include a component that controls the outboard motors 2, 3 and the steering actuators 8, 9 to move the vessel 1 in the determined direction. The outboard motors 2, 3 and the steering actuators 8, 9 are controlled by the propulsion control unit 26 of the joystick steering device 21. Therefore, while conventional automatic docking devices require cumbersome operations such as setting up the control unit when installing the automatic docking device on a vessel, as described above, the automatic docking device 31 of this embodiment eliminates or significantly simplifies the setting when installing the automatic docking device on a vessel equipped with a vessel propulsion unit, a propulsion direction variable mechanism, and a joystick steering device. Therefore, the automatic docking device 31 of this embodiment facilitates installation of the automatic docking device on a vessel.

[0069] Furthermore, in the automatic docking processing, the automatic docking processing unit 34 of the automatic docking device 31 of this embodiment outputs a lever operation signal corresponding to the displacement of the operating lever 23 required to move the boat 1 from its current position to the docking position to the propulsion control unit 26 of the joystick steering device 21. The structure, specifications, or rules of the lever operation signal output from the automatic docking processing unit 34 of the automatic docking device 31 are the same as the structure, specifications, or rules of the lever operation signal output from the manual operation processing unit 24 of the joystick steering device 21. Therefore, when the propulsion control unit 26 receives the lever operation signal output from the automatic docking processing unit 34, it controls the outboard motors 2, 3 and the steering actuators 8, 9 in the same way as when it receives the lever operation signal output from the manual operation processing unit 24. With this configuration, the automatic docking device 31 does not have a part that controls the outboard motors 2, 3 and steering actuators 8, 9 so that the boat 1 automatically moves toward the docking position, but it can automatically move the boat 1 to the docking position by utilizing the control of the outboard motors 2, 3 and steering actuators 8, 9 by the propulsion control unit 26 of the joystick steering device 21.

[0070] Furthermore, the automatic docking processing unit 34 of the automatic docking device 31 of this embodiment determines a route for moving the ship 1 from the current position of the ship 1 detected by the current position detection unit 32 to the docking position determined by the docking position determination unit 33 without the ship 1 coming into contact with obstacles detected by the imaging device 39 or radar 40, and outputs a lever operation signal corresponding to the displacement of the operating lever 23 required to move the ship 1 along the route to the propulsion control unit 26 of the joystick maneuvering device 21. This allows the ship 1 to be safely moved from the current position to the docking position.

[0071] Furthermore, when the operation lever 23, the remote control levers 13, 15, or the steering wheel 18 is operated while the automatic docking processing unit 34 of the automatic docking device 31 of this embodiment is outputting a lever operation signal from the automatic docking processing unit 34 to the propulsion control unit 26, the automatic docking processing unit 34 stops outputting the lever operation signal from the automatic docking processing unit 34 to the propulsion control unit 26. As a result, even when the vessel 1 is automatically moving to the docking position by the automatic docking processing, the vessel operator can immediately stop the vessel 1 or immediately change the direction of movement of the vessel 1 by manually operating the operation lever 23, the remote control levers 13, 15, or the steering wheel 18. As a result, for example, when another vessel is rapidly approaching the vessel 1, it is possible to avoid contact between the vessel 1 and the other vessel, and safe navigation during docking can be ensured.

[0072] Moreover, the automatic docking system 50 according to the embodiment of the present invention includes the outboard motors 2 and 3, the steering actuators 8 and 9, the joystick steering device 21, and the automatic docking device 31. According to the automatic docking system 50 of this embodiment, the automatic docking system 50 can be constructed by adding the automatic docking device 31 to the boat 1 provided with the outboard motors 2 and 3, the steering actuators 8 and 9, and the joystick steering device 21. As described above, when adding the automatic docking device 31 to the boat 1, complicated setting up can be eliminated or the setting up can be simplified. Therefore, the automatic docking system 50 according to the embodiment of the present invention can be easily constructed.

[0073] Although the above embodiment illustrates an example in which the automatic docking device 31 is applied to a boat 1 equipped with two outboard motors 2 and 3, the present invention is not limited to this. The automatic docking device of the present invention can also be applied to a boat equipped with one outboard motor, one steering actuator, and a joystick steering device having a propulsion control unit that controls the outboard motor and the steering actuator. The automatic docking device of the present invention can also be applied to a boat equipped with three or more outboard motors, three or more steering actuators, and a joystick steering device having a propulsion control unit that controls the outboard motors and the steering actuator. The boat propulsion device controlled by the propulsion control unit of the joystick steering device may be a boat propulsion device other than an outboard motor, such as a pod drive or thruster. The power source of the boat propulsion device is not limited to an engine, and may be a motor (electric motor). The present invention can also be applied to various boats.

[0074] In addition, although the above embodiment has been described as an example of a joystick 22 having an operating lever 23 that can be tilted in all horizontal directions, the present invention can also be applied to a vessel provided with a joystick 22 having an operating lever that can be tilted, for example, only in the forward / backward direction, only in the left / right direction, or only in the forward / backward / left / right directions. In addition, in the above embodiment, the joystick 22 has been described as an example of a joystick 22 having an operating lever 23 that can be rotated around the axis of the operating lever, but the present invention can also be applied to a vessel provided with a joystick having an operating lever that cannot be rotated around the axis of the operating lever.

[0075] Furthermore, the present invention can be modified as appropriate within the scope that does not contradict the gist or concept of the invention that can be read from the claims and the entire specification, and automatic docking devices and automatic docking systems that involve such modifications are also included in the technical concept of the present invention. [Explanation of symbols]

[0076] 1 ship 2, 3 Outboard motor (marine propulsion unit) 8, 9 Steering actuator (variable propulsion direction mechanism) 21 Joystick steering device 23 Operating lever 24 Manual operation processing section 26 Propulsion control unit 31 Automatic docking device 32 Current location detection unit 33 Berthing position determination unit 34 Automatic berthing processing unit 38 Automatic docking start button 39 Imaging device (object detection device) 40 Radar (object detection device) 50 Automatic Berthing System

Claims

1. An automatic docking device for automatically docking a ship, The vessel is provided with a vessel propulsion unit that generates a propulsive force for the vessel, a propulsion direction variable mechanism that changes the left and right direction of the propulsive force, and a joystick maneuvering device, the joystick steering device has an operation lever, a manual operation processing unit, and a propulsion control unit, the manual operation processing unit detects a displacement of the operating lever when the operating lever is operated, and outputs a lever operation signal corresponding to the detected displacement of the operating lever to the propulsion control unit; the propulsion control unit controls the boat propulsion unit and the propulsion force variable mechanism based on the lever operation signal to move the boat; The automatic docking device is a current position detection unit that detects the current position of the ship; a docking position determination unit that determines a docking position; An automatic docking device characterized by having an automatic docking processing unit that, when the operating lever is not operated and an instruction to automatically dock the ship is input, outputs to the propulsion control unit of the joystick maneuvering device a lever operation signal corresponding to the displacement of the operating lever required to move the ship from the current position of the ship detected by the current position detection unit to the docking position determined by the docking position determination unit.

2. The automatic docking device according to claim 1, characterized in that, when the displacement of the operating lever caused by the operation of the operating lever is the same as the displacement of the operating lever required to move the vessel from the current position of the vessel detected by the current position detection unit to the docking position determined by the docking position determination unit, the automatic docking processing unit outputs to the propulsion control unit a lever operation signal that is the same as the lever operation signal output from the manual operation processing unit to the propulsion control unit.

3. The vessel is provided with an object detection device that detects obstacles around the vessel, The automatic docking device according to claim 1, characterized in that the automatic docking processing unit determines a route for moving the ship from the current position of the ship detected by the current position detection unit to the docking position determined by the docking position determination unit without the ship coming into contact with an obstacle detected by the object detection device, and outputs a lever operation signal corresponding to the displacement of the operating lever required to move the ship along the route to the propulsion control unit of the joystick maneuvering device.

4. 2. The automatic docking device according to claim 1, wherein the automatic docking processing unit stops outputting the lever operation signal from the automatic docking processing unit to the propulsion control unit when the operating lever is operated while the lever operation signal is being output from the automatic docking processing unit to the propulsion control unit.

5. An automatic docking system for automatically docking a ship, comprising: The vessel includes a vessel propulsion unit that generates a propulsive force for the vessel, a propulsion direction variable mechanism that changes the left and right direction of the propulsive force, a joystick maneuvering device, and an automatic docking device, the joystick steering device has an operation lever, a manual operation processing unit, and a propulsion control unit, the manual operation processing unit detects a displacement of the operating lever when the operating lever is operated, and outputs a lever operation signal corresponding to the detected displacement of the operating lever to the propulsion control unit; the propulsion control unit controls the boat propulsion unit and the propulsion force variable mechanism based on the lever operation signal to move the boat; The automatic docking device is a current position detection unit that detects the current position of the ship; a docking position determination unit that determines a docking position; An automatic docking system characterized by having an automatic docking processing unit that, when the operating lever is not operated and an instruction to automatically dock the ship is input, outputs to the propulsion control unit of the joystick maneuvering device a lever operation signal corresponding to the displacement of the operating lever required to move the ship from the current position of the ship detected by the current position detection unit to the docking position determined by the docking position determination unit.

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