Maneuvering system, control method for maneuvering system, and vessel

Abstract

To maintain maneuvering of a vessel even when continuing of automatic navigation for a vessel becomes difficult.SOLUTION: The maneuvering mode is made to transit from the automatic maneuvering mode to the manual maneuvering mode when a password for releasing a locked state is input to an MFD (Multi Functional Display) 11 in a locked state where the maneuvering mode is fixed to the automatic maneuvering mode in a vessel 1 equipped with a maneuvering system 15 having the automatic maneuvering mode and the manual maneuvering mode as maneuvering modes.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a ship maneuvering system capable of automatic navigation, a control method for the ship maneuvering system, and a ship. [Background technology]

[0002] In recent years, ships equipped with maneuvering systems that enable automatic navigation without the need for a human operator to operate maneuvering devices have been developed. Such maneuvering systems have two maneuvering modes: a manual maneuvering mode in which actuators for the throttle mechanism and steering mechanism are activated based on input operations received by the maneuvering devices, and an automatic maneuvering mode in which the actuators are activated automatically without receiving input operations from the maneuvering devices (see, for example, Patent Document 1).

[0003] If such a steering system having both a manual steering mode and an automatic steering mode is applied to an unmanned ship without a pilot on board, even if a malicious third party operates the steering equipment, the operation will be ignored and the steering mode will remain fixed to the automatic steering mode. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2021-194957 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the ship steering system described in Patent Document 1, if the ship steering mode remains fixed in automatic ship steering mode when an emergency situation occurs that makes it difficult to continue automatic ship navigation, the ship will be unable to navigate, so there is room for improvement from the perspective of maintaining ship operation.

[0006] An object of the present invention is to maintain the operation of a ship even when it becomes difficult to continue automatic navigation of the ship. [Means for solving the problem]

[0007] A steering system according to one aspect of the present invention is a steering system having an automatic steering mode and a manual steering mode as steering modes, and when an unlock key is received in a locked state in which the steering mode is fixed to the automatic steering mode, the steering mode is transitioned from the automatic steering mode to the manual steering mode.

[0008] According to this configuration, when the ship encounters an emergency, the ship maneuvering mode can be switched from automatic to manual using the unlock key, so that the ship will not become unable to navigate if a pilot or a third party with piloting qualifications boards the ship and tries to operate it after the switch to manual mode. This allows the ship to continue operating. [Effects of the Invention]

[0009] According to the present invention, it is possible to maintain the operation of a ship even when it becomes difficult to continue automatic navigation of the ship. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a side view of a vessel equipped with a vessel maneuvering system according to an embodiment of the present invention. [Figure 2] FIG. 2 is a perspective view of a main part of a steering station of the vessel of FIG. 1. [Figure 3] FIG. 2 is a block diagram for schematically illustrating the configuration of a ship maneuvering system provided in the ship 1 of FIG. [Figure 4] FIG. 10 is a diagram for explaining control in an automatic vessel steering mode. [Figure 5] 10 is a flowchart showing a process for releasing a locked state in order to change the marine vessel maneuvering mode from an automatic marine vessel maneuvering mode to a manual marine vessel maneuvering mode. [Figure 6] 10 is a flowchart showing a marine vessel maneuvering mode change process. [Figure 7] 10 is a flowchart showing a first modified example of the marine vessel maneuvering mode change process. [Figure 8] 10 is a flowchart showing a second modified example of the marine vessel maneuvering mode changing process. [Figure 9] 10 is a flowchart showing a third modified example of the marine vessel maneuvering mode changing process. DETAILED DESCRIPTION OF THE INVENTION

[0011] An embodiment of the present invention will now be described with reference to the drawings. Fig. 1 is a side view of a boat equipped with a boat steering system according to this embodiment. The boat 1 includes a hull 2 ​​and two outboard motors 3 mounted on the hull 2. Each outboard motor 3 has an engine 4 and a propeller 5, and thrust is generated by rotating the propeller 5 using the driving force of the engine 4. The number of outboard motors 3 equipped on the boat 1 is not limited to two; the boat 1 may be equipped with only one outboard motor 3, or may be equipped with three or more outboard motors 3.

[0012] In the vessel 1, a control room 6 is provided in the hull 2, and a control seat 7 is arranged inside the control room 6. Fig. 2 is a perspective view of the main parts of the control seat 7. A steering mechanism 8, a remote control 9, a joystick 10, an MFD (Multi Functional Display) 11, and a main switch 12 are arranged in the control seat 7.

[0013] The steering mechanism 8 is a device that allows the boat operator to determine the course of the boat 1. The steering mechanism 8 has a rotatable steering wheel 13 (a steering device). When the boat operator turns the steering wheel 13 left or right, a steering mechanism 24 (described below) made up of an actuator and a bracket changes the orientation of each outboard motor 3. In this embodiment, the orientation of each outboard motor 3 when each outboard motor 3 generates thrust to turn the boat 1 left or right is referred to as the turning rudder angle position. Also, the orientation of each outboard motor 3 when each outboard motor 3 generates thrust to move the boat 1 straight is referred to as the straight-ahead rudder angle position.

[0014] The remote control 9 has two levers 14 (steering devices) corresponding to each outboard motor 3. By operating each lever 14, the boat operator can switch the direction of thrust generated by the corresponding outboard motor 3 between forward and reverse, and adjust the output of the corresponding outboard motor 3 to adjust the boat speed. For example, when the lever 14 is moved to the forward position to move the front boat 1 forward, the corresponding outboard motor 3 generates forward thrust. When the lever 14 is moved to the reverse position to move the rear boat 1 reverse, the corresponding outboard motor 3 generates reverse thrust. Furthermore, when the lever 14 is moved to the neutral position, which is halfway between the forward and reverse positions, the clutch disconnects the engine 4 and propeller 5 of the outboard motor 3, and the corresponding outboard motor 3 does not apply thrust to the boat 1.

[0015] The joystick 10 (ship steering device) is a rod-shaped operating member that can be tilted forward, backward, left, and right, and can also be rotated around an axis. By operating the joystick 10, the ship operator can move the ship 1 along a course corresponding to the tilt direction of the joystick 10 by applying a thrust that corresponds to the amount of tilt of the joystick 10.

[0016] The MFD 11 (operation unit) is, for example, a color LCD display, and functions as a display that displays various information, such as the RPMs of the engines 4 of the outboard motors 3 and the speed of the boat 1. The MFD 11 also functions as a touch panel that accepts input from the operator, for example, accepting input of a password, which will be described later.

[0017] Fig. 3 is a block diagram for explaining the schematic configuration of a boat maneuvering system 15 provided in the boat 1 of Fig. 1. In Fig. 3, the boat maneuvering system 15 includes an outboard motor 3, a steering mechanism 8, a remote control 9, a joystick 10, an MFD 11, a main switch 12, a BCU (Boat Control Unit) 16, a GPS 17, a compass 18, a remote control ECU 19, a camera 20, a radar 21, a lidar 22, and a communication interface (I / F) 23. The components of the boat maneuvering system 15 are connected to each other so that they can communicate with each other.

[0018] The steering mechanism 8 transmits a steering angle signal corresponding to the rotation of the steering wheel 13 by the boat operator to each remote control ECU 19. The remote controller 9 transmits signals (forward and reverse signals) corresponding to the operation of each lever 14 by the boat operator to each remote control ECU 19. The joystick 10 transmits signals corresponding to the tilt direction and tilt amount by the boat operator's operation to each remote control ECU 19. The MFD 11 transmits signals corresponding to the received boat operator input to the BCU 16 and each remote control ECU 19.

[0019] The main switch 12 receives instructions to power on or start each outboard motor 3, and transmits signals corresponding to the received instructions to the BCU 16 and each remote control ECU 19. The BCU 16 grasps the status of the boat 1 based on signals transmitted from each component of the maneuvering system 15, determines the magnitude of thrust that each outboard motor 3 should generate and the direction in which that thrust should act, and transmits control signals to each remote control ECU 19.

[0020] The GPS 17 determines the current position of the ship 1 and transmits the current position of the ship 1 to the BCU 16 as position information. The compass 18 determines the heading (direction of the bow) of the ship 1 and transmits the heading of the ship 1 to the BCU 16. The camera 20 determines the surrounding conditions of the ship 1 by optical photography. The radar 21 determines the surrounding conditions of the ship 1 by reflection of radio waves. The lidar 22 determines the surrounding conditions of the ship 1 by reflection of laser light. The camera 20, radar 21 and lidar 22 transmit information regarding the determined surrounding conditions to the BCU 16. The communication I / F 23 (communication means) communicates with servers etc. external to the ship 1 and transmits signals etc. received from outside to the BCU 16.

[0021] One remote control ECU 19 is provided for each outboard motor 3, and controls the actuators of the steering mechanism 24 and shift mechanism 25 of the corresponding outboard motor 3 and the throttle mechanism 26 of the engine 4 in response to signals transmitted from the BCU 16, remote control 9, joystick 10, etc., to adjust the magnitude and direction of thrust of the outboard motor 3. Therefore, in the maneuvering system 15, the boat operator can control the boat speed and bow direction of the boat 1 by operating the joystick 10 or the lever 14 of the remote control 9. The shift mechanism 25 has a clutch, a shift fork, and a gear, and changes the direction of thrust in the fore-and-aft direction by switching the rotation direction of the propeller 5. The throttle mechanism 26 of the engine 4 adjusts the amount of intake air into the engine 4 to control the engine speed and thus the magnitude of thrust.

[0022] This steering system 15 has two steering modes: a manual steering mode and an automatic steering mode. In the automatic steering mode, the BCU 16 controls the actuators of the steering mechanism 24 and shift mechanism 25 of the outboard motor 3, as well as the throttle mechanism 26 of the engine 4, to navigate the boat 1 without requiring any input from the operator.

[0023] Fig. 4 is a diagram for explaining control in the automatic ship-steering mode. As shown in Fig. 4, in the automatic ship-steering mode, information about the surrounding situation is transmitted to the BCU 16 from the camera 20, radar 21, and lidar 22. Information about nautical charts stored in a memory (not shown) provided in the ship-steering system 15 is also transmitted to the BCU 16. Furthermore, weather information obtained via the communication I / F 23 or the like is transmitted to the BCU 16. Information about a destination input into the MFD 11 by the ship operator and information about a destination obtained via the communication I / F 23 are also transmitted to the BCU 16.

[0024] Based on this information, the BCU 16 determines the magnitude of thrust to be generated by each outboard motor 3 and the direction of thrust action to be taken in accordance with the automatic maneuvering mode program stored in memory, and sends control signals to each remote control ECU 19. The steering mechanism 24, shift mechanism 25, and throttle mechanism 26 operate their respective actuators in accordance with the control signals to control the orientation of each outboard motor 3, the rotation direction of the propeller 5, and the rotation speed of the engine 4.

[0025] In the vessel 1, once the maneuvering system 15 sets the maneuvering mode to the automatic maneuvering mode, the maneuvering mode is locked to the automatic maneuvering mode. In principle, the vessel 1 in the locked state is operated unmanned, with no maneuverer on board, but there is a risk that a malicious third party may board and operate the lever 14 of the remote control 9, steering wheel 13, joystick 10, or main switch 12 on the pilot's seat 7.

[0026] Therefore, in the locked state, even if a third party operates the lever 14, steering wheel 13, joystick 10, or main switch 12 of the remote control 9, the operation is ignored and the touch panel function of the MFD 11 is stopped. Furthermore, in the locked state, the lever 14, steering wheel 13, joystick 10, and main switch 12 of the remote control 9 may be fixed and physically rendered inoperable.

[0027] However, if the vessel 1 is in an emergency, if the vessel 1 remains locked, no one will be able to steer the vessel 1, making the vessel 1 unable to sail and hindering its operation. In response to this, in this embodiment, under specified conditions, the locked state is released and the maneuvering mode is changed from the automatic maneuvering mode to the manual maneuvering mode by an operator who boards the vessel 1 that has become unable to sail or a third party who has the operating license, or by an instruction from outside the vessel 1.

[0028] 5 is a flowchart showing the process of unlocking the locked state for changing the vessel maneuvering mode from the automatic vessel maneuvering mode to the manual vessel maneuvering mode. This process is executed by the BCU 16 according to a program stored in memory.

[0029] First, the BCU 16 detects whether the vessel 1 has entered an emergency situation that makes it difficult to continue automatic vessel navigation (step S51). For example, if the vessel 1 is unable to move despite not being in a fixed-position holding state and each outboard motor 3 generating thrust, the BCU 16 determines that the vessel 1 has run aground and detects that the vessel 1 has entered an emergency situation. Furthermore, if it is determined that visibility is poor based on information about the surrounding conditions and weather information, the BCU 16 determines that visual navigation of the vessel 1 is impossible and detects that the vessel 1 has entered an emergency situation. Furthermore, if the BCU 16 determines that the vessel 1 has entered an area where it is likely to run aground based on information about the current position of the vessel 1 and information about the nautical chart, the BCU 16 detects that the vessel 1 has entered an emergency situation.

[0030] In addition, BCU16 may not detect whether or not ship 1 has entered an emergency, but information regarding the surrounding conditions, weather information, and information regarding the current position and nautical chart of ship 1 may be transmitted to an external device, such as a server, via communication I / F23, and the server may detect whether or not ship 1 has entered an emergency.

[0031] If step S51 does not detect that the vessel 1 has entered an emergency, the process returns to step S51. However, if step S51 detects that the vessel 1 has entered an emergency, the BCU 16 notifies an external device via the communication I / F 23 that the vessel 1 has entered an emergency (step S52). Note that the fact that the vessel 1 has entered an emergency may also be displayed on the MFD 11. This allows staff of the operating company that externally manages the operation of the vessel 1 to know that the vessel 1 has entered an emergency.

[0032] Next, the BCU 16 releases the suspension of the touch panel function of the MFD 11 and transitions the MFD 11 to a state in which a password can be input to the touch panel (step S53). At this time, the BCU 16 also transitions the ship maneuvering system 15 to a state in which a password can be input from an external device via the communication I / F 23.

[0033] Next, the BCU 16 determines whether a password has been entered into the MFD 11 by the vessel operator who boarded the disabled vessel 1 at the request of an employee of the operating company, or by a third party with operating qualifications, or whether a password has been entered into the MFD 11 by an employee of the operating company from an external device (step S54). At this time, the BCU 16 also determines whether the entered password is a password for unlocking the locked state. If a third party with operating qualifications must enter a password to unlock the MFD 11, for example, an employee of the operating company may notify the third party of the password for unlocking the locked state by communication or the like.

[0034] If the result of the determination in step S54 is that no password has been entered or the entered password is not the password for unlocking the locked state, the process returns to step S54 and waits for the password to be entered for unlocking the locked state, during which the locked state continues.

[0035] On the other hand, if the result of the judgment in step S54 is that a password has been entered and that password is the password for unlocking the locked state, BCU16 unlocks the locked state under certain conditions and changes the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode (step S55), and then terminates this processing.

[0036] Then, when the maneuvering mode is changed to the manual maneuvering mode, a maneuverer on board the vessel 1 or a third party with maneuvering qualifications takes over maneuvering and operates the lever 14 of the remote control 9, the steering wheel 13, and the joystick 10 to steer the vessel 1 and escape from the emergency situation. Alternatively, an employee of the operating company remotely controls the vessel 1 to escape from the emergency situation.

[0037] 5, a general password consisting of a combination of letters, numbers, and symbols is used as the unlock key for releasing the locked state. However, instead of a password, a passcode, a barcode, or a QR code (registered trademark) may be used as the unlock key.

[0038] Fig. 6 is a flowchart showing the vessel maneuvering mode change process executed in step S55 of Fig. 5. This process is also executed by the BCU 16 according to a program stored in memory.

[0039] First, the BCU 16 checks the position of each lever 14 of the remote control 9 and determines whether each lever 14 is in the forward position, the reverse position, or a neutral position between the forward position and the reverse position (step S61). If each lever 14 is in the neutral position, the process proceeds to step S64. On the other hand, if each lever 14 is in the forward position or the reverse position, the process waits for a predetermined time (step S62), and then determines whether each lever 14 has been moved to the neutral position (step S63).

[0040] If the result of the determination in step S63 is that each lever 14 has not been moved to the neutral position, the process returns to step S62, whereas if each lever 14 has been moved to the neutral position, the process proceeds to step S64, the maneuvering mode is changed from automatic maneuvering mode to manual maneuvering mode, and then the process is terminated.

[0041] 6, when each lever 14 of the remote controller 9 is in the neutral position, the maneuvering mode is immediately switched from the automatic maneuvering mode to the manual maneuvering mode, and when each lever 14 is in the forward or reverse position, the maneuvering mode is not immediately switched from the automatic maneuvering mode to the manual maneuvering mode. Therefore, when the maneuvering mode is switched to the manual maneuvering mode, the boat 1 does not suddenly accelerate or decelerate, and it is possible to prevent the ride comfort of the boat 1 from becoming worse.

[0042] In the processing of Figure 6, whether or not to immediately shift the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode is controlled based only on the position of each lever 14 on the remote control 9, but whether or not to immediately shift the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode may also be controlled based not only on the position of each lever 14 on the remote control 9 but also on the tilt state of the joystick 10.

[0043] In this case, if the joystick 10 is not tilted, the maneuvering mode immediately shifts from the automatic maneuvering mode to the manual maneuvering mode, but if the joystick 10 is tilted forward or backward, the maneuvering mode does not immediately shift from the automatic maneuvering mode to the manual maneuvering mode. Therefore, even if each lever 14 of the remote control 9 is in the neutral position, if the joystick 10 is tilted forward or backward, the maneuvering mode does not immediately shift from the automatic maneuvering mode to the manual maneuvering mode.

[0044] Furthermore, even if each lever 14 of the remote control 9 is in the neutral position, the vessel maneuvering mode does not have to be immediately switched from the automatic vessel maneuvering mode to the manual vessel maneuvering mode. Figure 7 is a flowchart showing a first modified example of the vessel maneuvering mode change process executed in step S55 of Figure 5. This process is also executed by the BCU 16 in accordance with a program stored in memory.

[0045] First, the BCU 16 checks the position of each lever 14 of the remote control 9 and determines whether each lever 14 is in the forward position, reverse position, or neutral position (step S71). If each lever 14 is in the neutral position, the process proceeds to step S74. On the other hand, if each lever 14 is in the forward position or reverse position, the process waits for a predetermined time (step S72), and then determines whether each lever 14 has been moved to the neutral position (step S73).

[0046] If it is determined in step S73 that the levers 14 have not been moved to the neutral position, the process returns to step S72, whereas if the levers 14 have been moved to the neutral position, the process proceeds to step S74.

[0047] Next, the process waits for a predetermined time (step S74), and then it is determined whether each lever 14 has been moved to the forward position or the reverse position (step S75). If each lever 14 has not been moved to the forward position or the reverse position, the process returns to step S74, whereas if each lever 14 has been moved to the forward position or the reverse position, the process proceeds to step S76, where the vessel maneuvering mode is changed from the automatic vessel maneuvering mode to the manual vessel maneuvering mode, and then the process ends.

[0048] In the processing of Figure 7, similar to the processing of Figure 6, when each lever 14 is in the forward or reverse position, the maneuvering mode is not immediately shifted from the automatic maneuvering mode to the manual maneuvering mode, thereby preventing a deterioration in the riding comfort of the boat 1.

[0049] 7 , even if the levers 14 are in the neutral position, the maneuvering mode is not immediately switched from the automatic maneuvering mode to the manual maneuvering mode. Instead, when the levers 14 are subsequently moved to the forward or reverse position, the maneuvering mode is switched to the manual maneuvering mode. This allows the maneuverer or the licensed maneuverer to check the surrounding situation while the levers 14 are in the neutral position, i.e., without the thrust of the outboard motors 3 acting on the boat 1, before the maneuverer or the licensed maneuverer takes over. This reduces the likelihood that the maneuverer or the licensed maneuverer who takes over will overlook any dangerous or threatening objects in the vicinity. Furthermore, the maneuvering mode is switched to the manual maneuvering mode only after the maneuverer or the licensed maneuverer has confirmed the safety of the surrounding area and moved the levers 14 to the forward or reverse position. This allows the maneuverer or the licensed maneuverer to begin maneuvering the boat after confirming the safety of the surrounding area.

[0050] In the processing of Figure 7, whether or not to transition the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode may also be controlled based on the tilt state of the joystick 10, in addition to the position of each lever 14 of the remote control 9.

[0051] In this case, even if the joystick 10 is not tilted, the maneuvering mode is not immediately switched from the automatic maneuvering mode to the manual maneuvering mode, and if the joystick 10 is subsequently tilted forward or backward, the maneuvering mode is switched to the manual maneuvering mode. Therefore, even if each lever 14 of the remote control 9 is moved to the forward or reverse position after being positioned in the neutral position, the maneuvering mode will not be switched from the automatic maneuvering mode to the manual maneuvering mode unless the joystick 10 is tilted.

[0052] In the processes of FIGS. 6 and 7, the operator who takes over the steering of the vessel or a third party who is qualified to operate the vessel operates the levers 14 and joystick 10 of the remote controller 9.

[0053] 6 and 7, whether or not to change the boat maneuvering mode depends on the position of each lever 14 on the remote control 9 and the tilt state of the joystick 10, i.e., whether or not the thrust of each outboard motor 3 is acting on the boat 1. However, whether or not to change the boat maneuvering mode may also depend on whether the boat 1 is proceeding straight or turning.

[0054] Fig. 8 is a flowchart showing a second modification of the marine vessel maneuvering mode change process executed in step S55 of Fig. 5. This process is also executed by the BCU 16 in accordance with a program stored in memory.

[0055] First, the BCU 16 checks the orientation (rudder angle position) of each outboard motor 3 and determines whether the rudder angle position is a turning rudder angle position or a straight-ahead rudder angle position (step S81). If the rudder angle position is a straight-ahead rudder angle position, the process proceeds to step S84. On the other hand, if the rudder angle position is a turning rudder angle position, the process waits for a predetermined time (step S82), and then determines whether the rudder angle position has been changed to a straight-ahead rudder angle position (step S83).

[0056] If the result of the determination in step S83 is that the steering angle position has not been changed to a straight steering angle position, the process returns to step S82, whereas if the steering angle position has been changed to a straight steering angle position, the process proceeds to step S84, the steering mode is changed from automatic steering mode to manual steering mode, and then this process is terminated.

[0057] 8, when the rudder angle position is a straight ahead rudder angle position, the maneuvering mode is immediately switched from the automatic maneuvering mode to the manual maneuvering mode, and when the rudder angle position is a turning rudder angle position, the maneuvering mode is not immediately switched from the automatic maneuvering mode to the manual maneuvering mode. This prevents the maneuvering mode from being switched to the manual maneuvering mode when the vessel 1 is turning. As a result, the maneuvering mode is not switched to the manual maneuvering mode when the vessel 1 is in an unstable state while turning, which can prevent the operator who takes over maneuvering or a third party who is qualified to maneuver from making an operational error due to the swaying of the hull 2, etc.

[0058] As described above, in the process of Fig. 8, whether or not to immediately shift the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode is controlled based on the rudder angle position. However, it is also possible to control whether or not to immediately shift the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode based on the rotation angle of the steering wheel 13, which is related to the rudder angle position.

[0059] However, the correspondence between the rotation angle of the steering wheel 13 and the rudder angle position does not always match. For example, since the steering wheel 13 can be rotated even when the power to the maneuvering system 15 is turned off, if the power to the maneuvering system 15 is turned off while the rudder angle position is in the straight-ahead steering angle position, and then the steering wheel 13 is rotated and then the power to the maneuvering system 15 is turned on, the BCU 16 will recognize the rotation angle of the steering wheel 13 at this time as corresponding to the straight-ahead steering angle position. In other words, the correspondence between the rotation angle of the steering wheel 13 and the rudder angle position will change.

[0060] Therefore, if the maneuvering mode is controlled based on the rotation angle of the steering wheel 13, there is a possibility that the maneuvering mode will be switched to the manual maneuvering mode while the boat 1 is turning. Therefore, in this embodiment, the maneuvering mode is controlled based on the rudder angle position, rather than the rotation angle of the steering wheel 13, to control whether or not to immediately switch the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode.

[0061] Furthermore, even if the steering angle position is a straight ahead steering angle position, the ship maneuvering mode does not have to be immediately switched from the automatic ship maneuvering mode to the manual ship maneuvering mode. Figure 9 is a flowchart showing a third modified example of the ship maneuvering mode change process executed in step S55 of Figure 5. This process is also executed by the BCU 16 in accordance with a program stored in memory.

[0062] First, the BCU 16 checks the steering angle position and determines whether the steering angle position is a turning steering angle position or a straight steering angle position (step S91). If the steering angle position is a straight steering angle position, the process proceeds to step S94. On the other hand, if the steering angle position is a turning steering angle position, the process waits for a predetermined time (step S92), and then determines whether the steering angle position has been changed to a straight steering angle position (step S93).

[0063] If the result of the determination in step S93 is that the steering angle position has not been changed to the straight steering angle position, the process returns to step S92, whereas if the steering angle position has been changed to the straight steering angle position, the process proceeds to step S94.

[0064] Next, the process waits for a predetermined time (step S94), and then it is determined whether the rudder angle position has been changed to the turning rudder angle position (step S95). If the rudder angle position has not been changed to the turning rudder angle position, the process returns to step S94, whereas if the rudder angle position has been changed to the turning rudder angle position, the process proceeds to step S96, where the ship maneuvering mode is changed from the automatic ship maneuvering mode to the manual ship maneuvering mode, and then the process ends.

[0065] In the processing of Figure 9, similar to the processing of Figure 8, if the rudder angle position is a turning rudder angle position, the maneuvering mode is not immediately switched from automatic maneuvering mode to manual maneuvering mode, thereby preventing the operator who takes over maneuvering or a third party qualified to maneuver from making an operating error.

[0066] 9, even if the rudder angle position is in the straight-ahead steering angle position, the maneuvering mode is not immediately switched from the automatic steering mode to the manual steering mode. If the rudder angle position is subsequently changed to the turning steering angle position, the maneuvering mode is switched to the manual steering mode. This allows the maneuverer or a qualified third party to check the surrounding situation while the rudder angle position is in the straight-ahead steering angle position, i.e., while the vessel 1 is in a stable state with no turning force acting on it, before taking over maneuvering. This reduces the chance that the maneuverer or a qualified third party who takes over maneuvering will miss any dangerous or threatening objects in the surrounding area.

[0067] In the processes of FIGS. 8 and 9, the helmsman who takes over steering the vessel or a third party who is qualified to operate the vessel operates the steering wheel 13 or the joystick 10 to change the rudder angle position.

[0068] According to this embodiment, by entering a password, the locked state is released and the maneuvering mode is changed from the automatic maneuvering mode to the manual maneuvering mode. As a result, even if the ship 1 gets into an emergency, a maneuverer on board the ship 1 or a third party with maneuvering qualifications can take over maneuvering and steer the ship 1 to escape the emergency, or an employee of the operating company can remotely operate the ship 1 to escape the emergency. This prevents the ship 1 from becoming unable to navigate, and allows the ship to continue operating.

[0069] Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes are possible within the scope of the gist of the present invention.

[0070] For example, in principle, no ship operator is on board the ship 1 whose maneuvering mode is fixed to the automatic maneuvering mode, but the ship operator or an employee of the operating company may be on board. In this case, the ship operator or employee enters a password to unlock the MFD 11, and after the maneuvering mode is changed to the manual maneuvering mode, the ship operator or employee operates the ship 1.

[0071] In addition, in the processing of Figures 6 and 7, the transition of the maneuvering mode to the manual maneuvering mode is controlled based only on the position of each lever 14 on the remote control 9, or based on the position of each lever 14 on the remote control 9 and the tilt state of the joystick 10, and in the processing of Figures 8 and 9, the transition of the maneuvering mode to the manual maneuvering mode is controlled based on the rudder angle position.

[0072] However, the process of Figure 6 or the process of Figure 7 may be combined with the process of Figure 8 or the process of Figure 9 to control the transition of the maneuvering mode to the manual maneuvering mode based on the position and steering angle position of each lever 14 of the remote control 9, or based on the position of each lever 14 of the remote control 9 and the tilt state and steering angle position of the joystick 10.

[0073] 8 and 9, if the rudder angle position is a turning rudder angle position after step S54 is executed, the helmsman who takes over steering or a third party with piloting qualifications changes the rudder angle position to a straight-ahead rudder angle position by operating the steering wheel 13 or the joystick 10. However, if the helmsman who takes over steering or a third party with piloting qualifications changes the rudder angle position to a turning rudder angle position after step S54 is executed, the BCU 16 may control the actuators of the steering mechanism 24 to change the rudder angle position to a straight-ahead rudder angle position without the helmsman who takes over steering or a third party with piloting qualifications operating the steering wheel 13 or the joystick 10. In this case, after the rudder angle position is changed to the straight-ahead rudder angle position, the helmsmanship mode is transitioned from the automatic helmsmanship mode to the manual helmsmanship mode.

[0074] 6 and 7, if each lever 14 is in the forward or reverse position after step S54 is executed, the maneuvering mode is not immediately shifted from the automatic maneuvering mode to the manual maneuvering mode. However, if the forward and reverse positions are set in several stages on the remote controller 9, or if the forward and reverse positions are set over a certain range, the maneuvering mode may be immediately shifted from the automatic maneuvering mode to the manual maneuvering mode if the shift amount of each lever 14 from the neutral position is less than a predetermined amount, even if each lever 14 is in the forward or reverse position.

[0075] 8 and 9, if the steering angle position is a turning steering angle position after step S54 is executed, the maneuvering mode is not immediately shifted from the automatic steering mode to the manual steering mode. However, even if the steering angle position is a turning steering angle position, if the amount of change in the direction of the outboard motor 3 from the straight steering angle position is less than a predetermined amount, the maneuvering mode may be immediately shifted from the automatic steering mode to the manual steering mode.

[0076] Furthermore, in the above-described embodiment, an example in which the present invention is applied to a boat 1 equipped with an outboard motor 3 has been described. However, the present invention may also be applied to a boat equipped with an inboard motor or an inboard-outboard motor. In this case, the processes in Figures 8 and 9 control whether or not to immediately shift the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode depending on the direction of the rudder and the direction of the drive unit. Furthermore, the present invention may also be applied to a jet propulsion boat. In this case, the processes in Figures 8 and 9 control whether or not to immediately shift the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode depending on the direction of the deflector of the jet propulsion unit. [Explanation of symbols]

[0077] 1 vessel, 3 outboard motor, 8 steering mechanism, 9 remote control, 10 joystick, 11 MFD, 12 main switch, 13 steering wheel, 14 lever, 15 maneuvering system, 16 BCU, 23 communication I / F

Claims

1. A ship steering system having an automatic ship steering mode and a manual ship steering mode as ship steering modes, A ship maneuvering system that, when an unlock key is received in a locked state in which the ship maneuvering mode is fixed to the automatic ship maneuvering mode, transitions the ship maneuvering mode from the automatic ship maneuvering mode to the manual ship maneuvering mode.

2. The ship maneuvering system according to claim 1 , wherein the unlock key becomes available when a ship equipped with the ship maneuvering system is in an emergency.

3. The ship maneuvering system according to claim 2 , wherein the emergency situation is the ship running aground, the ship being unable to navigate due to poor visibility, or the ship entering an area where the ship is likely to run aground.

4. The boat maneuvering system according to claim 1 , further comprising an operation unit that accepts the unlock key.

5. 2. The ship maneuvering system according to claim 1, further comprising a communication means, and wherein the unlock key is received from outside the ship on which the ship maneuvering system is mounted via the communication means.

6. 6. The vessel maneuvering system according to claim 5, wherein when the unlock key is received from outside the vessel via the communication means, the vessel can be remotely controlled in the manual vessel maneuvering mode.

7. 2. The ship maneuvering system according to claim 1, wherein after the unlock key is received, when a maneuvering device of the ship equipped with the ship maneuvering system is operated, the ship maneuvering mode is transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode.

8. the navigation device is a remote control having a lever, 8. The ship maneuvering system according to claim 7, wherein, when the unlock key is received, if the lever is in a neutral position in which no thrust is applied to the ship, the ship maneuvering mode is immediately transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode, or the ship maneuvering mode is transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode after the lever is moved to a forward position for moving the ship forward or a reverse position for moving the ship reverse.

9. the navigation device is a remote control having a lever, When the unlock key is received, if the lever is in a forward position for moving the vessel forward or a reverse position for moving the vessel reverse, the maneuvering mode is not shifted from the automatic maneuvering mode to the manual maneuvering mode, 8. The ship maneuvering system according to claim 7, wherein when the lever is moved to a neutral position in which no thrust is applied to the ship, the ship maneuvering mode is immediately switched from the automatic ship maneuvering mode to the manual ship maneuvering mode, or when the lever is moved to the forward position or the reverse position after having been moved to the neutral position, the ship maneuvering mode is switched from the automatic ship maneuvering mode to the manual ship maneuvering mode.

10. 2. The ship maneuvering system according to claim 1, wherein, when the unlock key is received, if the rudder angle position of the ship equipped with the ship maneuvering system is at a straight-ahead rudder angle position for making the ship go straight, the ship maneuvering mode is immediately transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode, or the ship maneuvering mode is transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode after the rudder angle position of the ship is changed to a turning rudder angle position for making the ship turn left or right.

11. when the unlock key is received, if the rudder angle position of the ship equipped with the maneuvering system is at a turning rudder angle position for turning the ship left or right, the maneuvering mode is not transitioned from the automatic maneuvering mode to the manual maneuvering mode, 2. The ship maneuvering system according to claim 1, wherein when the rudder angle position of the ship is changed to a straight-ahead rudder angle position for moving the ship straight, the ship maneuvering mode is immediately transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode, or when the rudder angle position of the ship is once changed to the straight-ahead rudder angle position and then changed to the turning rudder angle position, the ship maneuvering mode is transitioned from the automatic ship maneuvering mode to the manual ship maneuvering mode.

12. 2. The ship steering system according to claim 1, wherein, when the unlock key is received, if the rudder angle position of the ship equipped with the ship steering system is in a turning rudder angle position for turning the ship left or right, the rudder angle position of the ship is changed to a straight rudder angle position for traveling the ship straight, and then the ship steering mode is transitioned from the automatic ship steering mode to the manual ship steering mode.

13. The boat maneuvering system according to claim 1 , wherein the unlock key is a password, a passcode, a barcode, or a QR code (registered trademark).

14. A control method for a ship maneuvering system having an automatic ship maneuvering mode and a manual ship maneuvering mode, A control method for a ship maneuvering system, comprising: when an unlock key is received in a locked state in which the ship maneuvering mode is fixed to the automatic ship maneuvering mode, transitioning the ship maneuvering mode from the automatic ship maneuvering mode to the manual ship maneuvering mode.

15. A vessel equipped with a maneuvering system having an automatic maneuvering mode and a manual maneuvering mode, When the maneuvering system receives an unlock key in a locked state in which the maneuvering mode is fixed to the automatic maneuvering mode, the maneuvering system transitions the maneuvering mode from the automatic maneuvering mode to the manual maneuvering mode.

16. A ship steering system having an automatic ship steering mode and a manual ship steering mode as ship steering modes, a boat maneuvering system that, when a lock release key is received in a locked state in which the boat maneuvering mode is fixed to the automatic boat maneuvering mode, releases the locked state.

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