Hull control device, hull control system, hull control method, and hull control program

Abstract

To realize switching to an automatic navigation with an easy operation.SOLUTION: A hull control device 10 comprises an input unit IF, an operation monitoring unit 24, and a hull holding unit 25. The operation position of ship maneuvering equipment to control a movement direction or a propulsion power of a hull is input into the input unit IF. The operation monitoring unit 24 detects an operation quiescent state in which the operation position of the ship maneuvering equipment does not change for a predetermined period of time based on time variation in the operation position of the ship maneuvering equipment. The hull holding unit 25 performs the hull holding controls to hold a hull behavior if the hull holding condition is satisfied including the detection of the operation quiescent state.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to automatic navigation control for a ship at low speeds. [Background technology]

[0002] Patent Document 1 describes an automatic ship-steering device that enables ship steering using a joystick. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 3493345 specification Summary of the Invention [Problem to be solved by the invention]

[0004] However, the device of Patent Document 1 is equipped with a fixed-point maintaining operation unit and a joystick. Therefore, it is cumbersome for the operator to switch between manual navigation using the joystick and automatic navigation using the fixed-point maintaining operation unit. Furthermore, without a configuration for separately operating manual navigation and automatic navigation, it is not easy to return to automatic navigation after various adjustments to automatic navigation.

[0005] Therefore, an object of the present invention is to realize switching to automatic navigation with a simple operation. [Means for solving the problem]

[0006] A hull control device according to one embodiment of the present invention includes an input unit, an operation monitoring unit, and a hull holding unit. The input unit receives input of the operation position of a steering device that controls the direction of movement or propulsion of the hull. The operation monitoring unit detects a stationary operation state in which the steering device's operation position remains unchanged for a predetermined period of time based on changes over time in the steering device's operation position. When hull holding conditions, including the detection of the stationary operation state, are met, the hull holding unit performs hull holding control to hold the behavior of the hull.

[0007] With this configuration, switching to hull holding (autonavigation) can be achieved by simply not changing the steering device for a predetermined period of time, so switching to autonavigation can be achieved with a simple operation.

[0008] In a hull control device according to one embodiment of the present invention, the steering device includes a joystick. The joystick can be operated in forward, neutral, or reverse depending on its operating position. The operation monitoring unit detects a stationary operation state in which the operating position corresponding to the forward or reverse operation of the joystick remains unchanged for a predetermined period of time. The hull holding unit holds the propulsive force at the time when the operation monitoring unit detects this.

[0009] In this configuration, the behavior of the ship (movement direction, propulsion force) according to the operation state before the switch to automatic navigation is accepted is reflected during automatic navigation.

[0010] In a hull control device according to one embodiment of the present invention, the steering device includes a joystick. The operation monitoring unit detects a stationary operation state when the joystick remains in a neutral position. The hull holding unit holds the direction of movement of the hull at the time the operation monitoring unit detects this.

[0011] With this configuration, switching to automatic navigation can be performed using a simple joystick operation, while more reliably reflecting the user's intentions.

[0012] In a hull control device according to one embodiment of the present invention, the steering device includes a first switch that accepts switching from manual navigation to automatic navigation. The hull control device includes an automatic navigation unit that has a standby adjustment unit and a hull holding unit. When the standby adjustment unit detects an operation to switch to automatic navigation using the first switch, it sets the target value of the hull's propulsion force to an initial propulsion force for hull holding. After the hull's propulsion force becomes the initial propulsion force, the hull holding unit performs hull holding control to hold the initial propulsion force.

[0013] In this configuration, a simple operation of the first switch allows switching from manual navigation to automatic navigation via the initial propulsion state.

[0014] In a hull control device according to one embodiment of the present invention, when the preliminary adjustment unit detects a switch to automatic navigation via the first switch, it adjusts the acceleration while bringing the propulsive force at that time closer to the initial propulsive force for hull holding.

[0015] This configuration can suppress sudden changes in ship speed when transitioning from manual navigation to automatic navigation.

[0016] In a hull control device according to one embodiment of the present invention, the operation monitoring unit detects a stationary operation state when the joystick remains in a neutral position after hull holding control for holding initial thrust has begun. The hull holding unit maintains the direction of movement of the hull at the time when the stationary operation state is detected.

[0017] This configuration can suppress abrupt changes in the direction of movement of the hull when transitioning from manual navigation to automatic navigation.

[0018] In a hull control device according to one embodiment of the present invention, the hull holding section adjusts the propulsive force during hull holding based on operation in the fore-and-aft direction during hull holding control.

[0019] With this configuration, the propulsion force during automatic navigation can be easily adjusted using the joystick.

[0020] In a hull control device according to one embodiment of the present invention, the steering device includes a second switch that accepts operation of intermittent control of propulsive force, and the intermittent control unit starts intermittent control based on operation of the second switch during hull holding control.

[0021] This configuration allows for slower automatic navigation.

[0022] In a hull control device according to one embodiment of the present invention, the intermittent control unit includes a third switch that accepts an operation to switch the control pattern of the intermittent control in the ship steering device. The intermittent control unit switches the control pattern of the intermittent control based on the operation of the third switch.

[0023] In this configuration, the propulsive force during intermittent control can be adjusted.

[0024] In the hull control device according to one embodiment of the present invention, the second switch also serves as the third switch.

[0025] In this configuration, the number of components for intermittent control can be reduced.

[0026] In the hull control device according to one embodiment of the present invention, when the hull holding section detects operation of the first switch during hull holding control, it cancels the hull holding control.

[0027] In this configuration, the hull holding control (automatic navigation control) can be released by simply operating the first switch.

[0028] In the hull control device according to one embodiment of the present invention, the control unit cancels the automatic navigation control when it detects that the joystick has been operated to the automatic navigation control release state.

[0029] In this configuration, automatic navigation can be disabled by a simple operation of the joystick.

[0030] A hull control device according to one embodiment of the present invention includes an input unit, a preliminary adjustment unit, and a hull holding unit. The input unit receives inputs of joystick operation for controlling hull behavior and operation of a first switch for switching from manual navigation to automatic navigation. When the preliminary adjustment unit detects operation of the first switch to switch to automatic navigation, it sets the target value of the hull's propulsion force to an initial propulsion force for hull holding. When hull holding conditions are met, including the hull's propulsion force becoming the initial propulsion force, the hull holding unit performs hull holding control with the initial propulsion force.

[0031] With this configuration, the joystick can be operated to transition from manual navigation (manual ship control) to automatic navigation (autopilot: hull holding control) via the initial propulsion state, allowing for a safe switch from manual to automatic navigation with simple operations.

[0032] A hull control device according to one embodiment of the present invention includes an operation monitoring unit that detects a stationary operation state in which the joystick remains in a neutral position for a predetermined period of time during hull holding control. The hull holding unit maintains the direction of movement of the hull at the time the operation monitoring unit detects this.

[0033] With this configuration, the user's intentions are more reliably reflected when shifting from manual navigation to automatic navigation, and the hull's direction of movement can be maintained as desired by the user.

[0034] In a hull control device according to one embodiment of the present invention, the behavior of the hull includes the direction of movement, including the hull's steering angle or course, or at least one of the hull's throttle opening, engine speed, and speed, and propulsion force.

[0035] This configuration shows specific examples of the movement direction and the propulsive force, and at least one of these can be controlled. [Brief explanation of the drawings]

[0036] [Figure 1] FIG. 1 is a functional block diagram showing an example of the configuration of a hull control system including a hull control device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a perspective view of the joystick. [Figure 3] 3(A), 3(B), and 3(C) are diagrams for explaining the behavior of the joystick. [Figure 4] FIG. 4(A) is a diagram showing an example of the relationship between the position of the head when viewed from above and the value of the operation input value (x) and the value of the operation input value (y), and FIG. 4(B) is a diagram showing an example of the relationship between the amount of rotation of the head and the value of the operation input value (z). [Figure 5] FIG. 5 is a diagram showing an example of a plurality of operation buttons. [Figure 6] FIG. 6 is a diagram showing the relationship between the various controls in the low-speed navigation control mode. [Figure 7] Figure 7(A) is a diagram showing an example of the change in throttle opening over time under normal throttle control, and Figures 7(B), 7(C), and 7(D) are diagrams showing an example of the change in throttle opening over time under multi-stage intermittent throttle control. [Figure 8] FIG. 8 is a diagram showing an example of the behavior of the hull in the low-speed navigation control mode. [Figure 9] FIG. 9 is a flowchart showing an outline of the process of the hull control method according to the embodiment of the present invention. [Figure 10] FIG. 10 is a flowchart showing the process of transitioning from the manual operation mode to the automatic navigation control mode in the low-speed navigation control mode. [Figure 11] FIG. 11 is a flowchart showing the process of adjusting the initial throttle opening in the automatic flight control mode. [Figure 12] FIG. 12 is a flowchart showing the process when the automatic flight control mode is cancelled. [Figure 13] 13(A) and 13(B) are flowcharts for adjusting the throttle opening in the automatic flight control mode. [Figure 14] FIG. 14 is a flowchart showing the process of adjusting the commanded rudder angle in the automatic navigation control mode. [Figure 15] FIG. 15 is a flowchart showing the intermittent throttle control in the automatic flight control mode. DETAILED DESCRIPTION OF THE INVENTION

[0037] A hull control technology (hull control device, hull control method, and hull control program) according to an embodiment of the present invention will be described with reference to the drawings. Fig. 1 is a functional block diagram showing an example of the configuration of a hull control system including a hull control device according to an embodiment of the present invention.

[0038] (Configuration of hull control system 1 and hull control device 10) 1, the hull control system 1 includes a hull control device 10, a first ship steering device 30, a second ship steering device 40, a propulsion force generating unit 91, a steering gear 92, and a rudder angle sensor 920. The first ship steering device corresponds to the "ship steering device" of the present invention.

[0039] The hull control device 10 includes a navigation control unit 20, an AP operation unit 50, a sensor 60, a display unit 70, a switching unit 200, and an input unit IF.

[0040] The hull control system 1 is installed, for example, in a hull 90 of a ship that performs autopilot control (automatic navigation control).

[0041] The navigation control unit 20, the AP operation unit 50, the sensor 60, and the display unit 70 are connected to one another, for example, via a data communication network 100 for the vessel.

[0042] The navigation control unit 20 is realized by, for example, a program for executing the functions described below, a storage medium for storing the program, and a processing unit for executing the program.

[0043] The navigation control unit 20 includes a throttle control unit 22, a rudder angle control unit 23, an operation monitoring unit 24, a hull holding unit 25, a backup adjustment unit 26, and an intermittent control unit 27. The hull holding unit 25 and the backup adjustment unit 26 constitute an automatic navigation unit.

[0044] The first navigation device 30 and the second navigation device 40 are installed in the wheelhouse of the hull 90, for example.

[0045] The first ship steering device 30 is connected to the navigation control unit 20. The first ship steering device 30 includes a joystick and is composed of the joystick and a number of operation buttons arranged around the joystick. The first ship steering device 30 generates an operation input value based on an operation input from the user and outputs it to the navigation control unit 20 via the input unit IF.

[0046] The second ship navigation device 40 is connected to the switching unit 200 via the input unit IF. The second ship navigation device 40 is, for example, a throttle lever or a steering wheel. The second ship navigation device 40 generates an operation input value based on an operation input from the user and outputs it to the switching unit 200 via the input unit IF.

[0047] The AP operation unit 50 is realized by, for example, a touch panel, physical buttons or switches, etc. The AP operation unit 50 outputs to the navigation control unit 20 settings related to high-speed automatic navigation (autopilot) control.

[0048] The sensor 60 measures the position of the hull 90 of the ship equipped with the hull control device 10, as well as the state of the ship, such as the heading and speed, and outputs the results to the navigation control unit 20. For example, the sensor 60 is realized by a positioning sensor that uses a positioning signal from a GNSS (for example, GPS), an inertial sensor (a speed sensor, an acceleration sensor, an angular velocity sensor, etc.), a magnetic sensor, etc.

[0049] The display unit 70 is realized by, for example, a liquid crystal panel. The display unit 70 displays various information related to hull control, the state of the vessel, etc. Although the display unit 70 can be omitted, it is preferable to have one. The presence of the display unit 70 allows the user to easily grasp the state of hull control, the state of the vessel, etc.

[0050] The thrust generating unit 91, the steering 92, and the rudder angle sensor 920 are connected to the navigation control unit 20. The navigation control unit 20 and the thrust generating unit 91 are connected, for example, via the switching unit 200 and a propulsion communication network (such as CAN). The navigation control unit 20 and the steering 92 are connected, for example, via the switching unit 200 and an analog or digital communication line. The navigation control unit 20 and the rudder angle sensor 920 are connected, for example, via an analog or digital communication line.

[0051] The thrust generating unit 91 and the steering gear 92 are provided in various types of propulsion devices, such as outboard motors, inboard motors, inboard-outboard motors, etc. The steering gear 92 rotates the rudder by, for example, a hydraulic drive system to adjust the rudder angle.

[0052] For example, one propulsion force generating unit 91 and one steering gear 92 are provided on a ship. In other words, the hull 90 on which the hull control device 10 of this embodiment is installed is a so-called one-shaft, one-rudder hull (ship). Note that a one-shaft, one-rudder hull (ship) includes a hull (ship) having equipment that has one command system even if it has multiple engines, and in which the operations of the rudder angle, the shift that determines the direction of movement, and the throttle that determines the ship speed while moving are synchronized. The rudder angle is a parameter that controls the turning direction. The shift is a parameter that controls the direction of movement. The throttle is a parameter that controls the ship speed while moving.

[0053] The rudder angle sensor 920 measures the rudder angle (actual rudder angle) of the steering 92 and outputs it to the navigation control unit 20.

[0054] (Concept for determining the structure of the first navigation device 30 and the operation input value) Fig. 2 is a perspective view of the exterior of the joystick. Fig. 3(A), Fig. 3(B), and Fig. 3(C) are diagrams for explaining the behavior of the joystick. Fig. 3(A) is a plan view, and Fig. 3(B) and Fig. 3(C) are side views.

[0055] As shown in Fig. 2, the first ship navigation device 30 includes a joystick (head 31 and shaft 32) and a button group 33. The button group 33 includes a plurality of operation buttons 331-334 (331, 332, 333, 334). The operation button 332 corresponds to the "first switch" of the present invention, and the operation button 333 corresponds to the "second switch" of the present invention. The operation buttons 333 and 334 correspond to the "third switch" of the present invention.

[0056] (Operation input using a joystick) The base of the shaft 32 is fixed to a base (for example, the deck of the wheelhouse of the hull 90) so that its planar position does not change. A head 31 is attached to the tip of the shaft 32. A plurality of operation buttons 331-334 that make up the button group 33 are arranged on the base near the base of the shaft 32.

[0057] The position of the tip of the shaft 32, i.e., the position of the head 31, changes relative to the base of the shaft 32 depending on the user's operation of the head 31. Specifically, as shown in FIGS. 3(B) and 3(C), a two-dimensional plane perpendicular to the axis of the shaft 32 is set with the position of the base of the shaft 32 in the default state (neutral state: a state in which the user is not operating the head 31 (operation-stopped state)) as the reference point Po. The position of the head 31 changes on this two-dimensional plane depending on the user's operation (steer). For example, the position of the head 31 changes when the user tilts the shaft 32 by pushing or pulling the head 31.

[0058] Furthermore, as shown in FIG. 3(A), the head 31 is rotatable around the axis of the shaft 32.

[0059] The first ship steering device 30 includes an operation input value generating unit (not shown). The operation input value generating unit is, for example, a sensor that detects the position of the head 31 on a two-dimensional plane and the amount of rotation of the head 31. The operation input value generating unit generates an operation input value according to the position of the head 31 and the amount of rotation of the head 31.

[0060] Specifically, the operation input value generation unit detects the position of the head 31 in a direction parallel to the bow-stern direction as the position in the x-axis direction, and generates an operation input value (x) based on this position. In this case, for example, the joystick value generation unit defines the forward direction as the +x direction and the reverse direction as the -x direction, as shown in Figure 3(B).

[0061] The operation input value generation unit detects the position of the head 31 in the direction perpendicular to the bow-stern direction (starboard-port direction) as the position in the y-axis direction, and generates an operation input value (y) based on this position. In this case, for example, the joystick value generation unit defines the starboard direction (right-handed direction) as the +y direction and the port direction (left-handed direction) as the -y direction, as shown in Figure 3(C).

[0062] The operation input value generation unit detects the rotation direction and rotation angle (amount of rotation) of the head 31, and generates an operation input value (z) based on this rotation direction and rotation angle. More specifically, the operation input value generation unit detects the rotation direction of the head 31 using a state in which the head 31 is not being rotated as a reference state, and for example, as shown in Figure 3(A), the joystick value generation unit defines right rotation (clockwise) as the +z direction and left rotation (counterclockwise) as the -z direction, detects the amount of rotation from the reference state, and generates an operation input value (z).

[0063] The operation input value generation unit outputs the operation input value (x), the operation input value (y), and the operation input value (z) to the navigation control unit 20.

[0064] (operation input value (x), operation input value (y), operation input value (z)) FIG. 4(A) is a diagram showing an example of the relationship between the position of the head when viewed from above and the value of the operation input value (x) and the value of the operation input value (y), and FIG. 4(B) is a diagram showing an example of the relationship between the amount of rotation of the head and the value of the operation input value (z).

[0065] As shown in FIG. 4(A), the operation input value (x) is set to x=0 (coordinate origin) when the head 31 is in the default state (shift N). The operation input value (x) reaches a maximum value of +100 when the head 31 is farthest from the default position in the forward direction. The operation input value (x) is set so that the value increases as the position of the head 31 moves farther from the default position in the +x direction on the two-dimensional plane.

[0066] The operation input value (x) is set to a minimum value of -100 when it is farthest from the default position in the backward direction. The operation input value (x) is set to a smaller value as the position of the head 31 moves farther from the default position in the -x direction on the two-dimensional plane.

[0067] When the operation input value (x) is within the DB range (see FIG. 4A) near 0, the throttle control unit 22 of the navigation control unit 20 sets the shift to N (neutral) and sets the throttle opening to an idling state.

[0068] The throttle control unit 22 sets the shift to F (forward) when the operation input value (x) is outside the DB range and is a positive value (+ value), and sets the throttle opening to increase as the absolute value of the operation input value (x) increases. The throttle control unit 22 sets the shift to R (reverse) when the operation input value (x) is outside the DB range and is a negative value (- value), and sets the throttle opening to increase as the absolute value of the operation input value (x) increases. The greater the throttle opening, the greater the propulsive force of the hull 90, and the smaller the throttle opening, the smaller the propulsive force of the hull 90. In other words, the propulsive force is adjusted by the throttle opening.

[0069] As shown in Figure 4(A), the operation input value (y) is a maximum value of +100 when the head 31 is farthest from the default position in the starboard direction. The operation input value (y) is set so that the value increases as the position of the head 31 moves farther from the default position in the +y direction on the two-dimensional plane.

[0070] The operation input value (y) is set to a minimum value of -100 when the head 31 is farthest from the default position in the port direction. The operation input value (y) is set to a smaller value as the position of the head 31 moves farther from the default position in the -y direction on the two-dimensional plane.

[0071] 4(B), the operation input value (z) represents the rotation state (rotation direction and rotation amount) of the head 31, and reaches a maximum value z=+100 when the head 31 is rotated to the maximum from the default position in the clockwise direction as viewed from the tip side of the head 31. During clockwise rotation, the operation input value (z) is set to a larger value as the rotation amount from the default state (absolute value of the rotation angle) increases.

[0072] The operation input value (z) is a minimum value of -100 when the head 31 is rotated the most counterclockwise from the default position as viewed from the tip side of the head 31. During counterclockwise rotation, the operation input value (z) is set to a smaller value as the amount of rotation from the default state (absolute value of the rotation angle) increases.

[0073] Then, the rudder angle control unit 23 of the navigation control unit 20 sets the command rudder angle based on the operation input value (y). For example, roughly speaking, the rudder angle control unit 23 sets the command rudder angle so that the larger the operation input value (y), the larger the command rudder angle.

[0074] More specifically, when the operation input value (y) is within the DB range near 0 (see FIG. 5(A)), the steering angle control unit 23 sets the steering angle dead zone and sets the command steering angle to 0°. When the operation input value (y) is outside the DB range and is a positive value (+ value), the steering angle control unit 23 sets the steering angle to a right turn, and sets the command steering angle to increase as the absolute value of the operation input value (y) increases.

[0075] When the operation input value (y) is outside the DB range and is a negative value (- value), the steering angle control unit 23 sets the steering angle to the left, and sets the command steering angle to increase as the absolute value of the operation input value (y) increases.

[0076] (Operation input using operation buttons) The plurality of operation buttons 331-334 can be operated by the user's fingers when touching them. Fig. 5 is a diagram showing an example of the plurality of operation buttons.

[0077] The operation button 331 is a button for selecting whether to enable or disable joystick operation. For example, if the operation button 331 is operated (for example, touched or pressed) when the joystick is disabled, the joystick is enabled. Operation of this operation button 331 is possible when the boat speed is equal to or less than the switching threshold and the throttle lever and joystick are in shift N (neutral). On the other hand, if the operation button 331 is operated when the joystick is enabled, the joystick is disabled.

[0078] The operation button 332 is a button for selecting whether to enable or disable the low-speed automatic navigation control mode. For example, when the low-speed manual navigation mode is being executed, operating (e.g., touching or pressing) the operation button 332 enables the low-speed automatic navigation control mode. When the operation button 332 is operated while the low-speed automatic navigation control mode is enabled, the low-speed automatic navigation control mode is disabled and the mode switches to the low-speed manual navigation mode.

[0079] The operation button 333 is a button that is mainly used to increase the duty during intermittent throttle control, and the operation button 334 is a button that is mainly used to decrease the duty during intermittent throttle control.

[0080] The operation button 334 ("-" button) is also used as a trigger to start intermittent throttle control. The operation button 333 ("+" button) is also used as a trigger to end intermittent throttle control.

[0081] The operation buttons 333 and 334 can also be used to set the maximum throttle opening during manual navigation control in the low-speed navigation control mode. In this case, the throttle control unit 22 sets the throttle opening according to the operation input value (x) from the joystick during manual navigation control, depending on the operation state of the operation buttons 333 and 334.

[0082] The first navigation device detects operations on the multiple operation buttons 331-334 and outputs the operation results to the navigation control unit 20.

[0083] The operation monitoring unit 24 of the navigation control unit 20 enables the joystick when an operation of the operation button 331 is input while the joystick is disabled. The operation monitoring unit 24 disables the joystick when an operation of the operation button 331 is input while the joystick is enabled.

[0084] When the operation button 332 is operated while the high-speed navigation control mode is being executed, the operation monitoring unit 24 switches from the high-speed navigation control mode to the low-speed navigation control mode. When the operation button 332 is operated while the low-speed navigation control mode is being executed, the operation monitoring unit 24 switches from the low-speed navigation control mode to the high-speed navigation control mode.

[0085] The intermittent control unit 27 performs settings related to the intermittent throttle in accordance with the operation states of the operation buttons 333 and 334.

[0086] The operation button 331 is provided with a light emitting element L331. For example, the light emitting element L331 lights up when the operation using the joystick is valid, and turns off when the operation using the joystick is invalid.

[0087] The operation button 332 is provided with a light-emitting element L332. For example, the light-emitting element L332 lights up when the low-speed automatic navigation control mode is enabled (when the low-speed manual navigation mode is disabled), and turns off when the low-speed automatic navigation control mode is disabled (when the low-speed manual navigation mode is enabled).

[0088] The operation button 333 is provided with a light emitting element L333, and the operation button 334 is provided with a light emitting element L334. The light emitting element L333 turns on and off depending on the operation state of the operation button 333, and the light emitting element L334 turns on and off depending on the operation state of the operation button 334.

[0089] (Relationship of each control in low-speed navigation control mode) Figure 6 shows the relationship between each control in the low-speed navigation control mode. The low-speed navigation control mode is broadly divided into a normal operation mode and an automatic navigation control mode. In the normal operation mode, the throttle opening and command rudder angle are set manually according to the joystick operation state. In the automatic navigation control mode, automatic navigation control is performed at the specified throttle opening while maintaining the ship's heading at that time.

[0090] (Normal operation mode) (Throttle opening) In the normal operation mode, the throttle control unit 22 of the navigation control unit 20 sets the throttle opening based on the ±x operation of the joystick (operation input value (x)).

[0091] For example, if the operation input value (x) is a positive value and outside the DB range, the throttle control unit 22 sets the shift F (forward) and sets the throttle opening degree according to the magnitude of the absolute value of the operation input value (x).If the operation input value (x) is a negative value and outside the DB range, the throttle control unit 22 sets the shift R (reverse) and sets the throttle opening degree according to the magnitude of the absolute value of the operation input value (x).

[0092] In the normal operation mode, the throttle control unit 22 adjusts the maximum throttle value based on the operation of the operation buttons 333, 334. The maximum throttle value is the throttle opening that is set when the joystick is operated to +100 or -100. The maximum throttle value can be set to a predetermined number of stages.

[0093] For example, when the operation button 333 is operated, the throttle control unit 22 increases the maximum throttle value by a predetermined amount or a predetermined rate. When the operation button 334 is operated, the throttle control unit 22 decreases the maximum throttle value by a predetermined amount or a predetermined rate.

[0094] (command rudder angle) In the normal operation mode, the rudder angle control unit 23 of the navigation control unit 20 sets a command rudder angle based on ±y operation (operation input value (y)) or ±z operation (operation input value (z)) of the joystick.

[0095] For example, if the operation input value (y) or the operation input value (z) is a positive value and is outside the DB range, the rudder angle control unit 23 sets a right turn and sets a command rudder angle according to the magnitude of the absolute value of the operation input value (y) or the operation input value (z). If the operation input value (y) or the operation input value (z) is a negative value and is outside the DB range, the rudder angle control unit 23 sets a left turn and sets a command rudder angle according to the magnitude of the absolute value of the operation input value (y) or the operation input value (z).

[0096] (Switching between normal operation mode and automatic flight control mode) In the normal operation mode, if the joystick is operated in the +x direction (forward tilting operation) and the operation button 332 is operated, and then the joystick is held in the neutral state (at the position of the reference point Po or within the DB range) for a predetermined time (operation is stopped), the operation monitoring unit 24 detects this operation, and the automatic navigation unit transitions from the normal operation mode to the automatic navigation control mode.

[0097] This allows the hull control device 10 to transition from the normal operation mode to the automatic navigation control mode with a simple operation. Furthermore, because a combination of joystick operation and operation of the operation button 332 is used, the hull control device 10 can prevent undesired transition from the normal operation mode to the automatic navigation control mode, even with a simple combination of easy operations.

[0098] In the automatic navigation control mode, an initial throttle opening is set. The initial throttle opening is the throttle opening during idling, or the throttle opening during so-called dead slow. The throttle opening during idling is, for example, the minimum throttle opening at which the thrust generating unit 91 (e.g., engine) does not stop when the clutch is engaged (loaded state). The initial throttle opening determines the initial thrust.

[0099] The preliminary adjustment unit 26 of the automatic navigation unit gradually changes the throttle opening from the throttle opening at the time of switching from the normal operation mode to the automatic navigation control mode to the initial throttle opening. The rate of change is set, for example, as a linear function, but is not limited to this.

[0100] This makes it possible to suppress abrupt changes in boat speed when switching from the normal operation mode to the automatic navigation control mode, thereby improving user safety and riding comfort.

[0101] Furthermore, the hull holding unit 25 of the automatic navigation unit can prevent sudden course changes due to switching from the normal operation mode to the automatic navigation control mode without manually changing the bow heading when switching from the normal operation mode to the automatic navigation control mode. This improves the safety and comfort of the user and prevents the bow from pointing in a direction unintended by the user.

[0102] When the operation button 332 is operated in the automatic navigation control mode, the operation monitoring unit 24 detects this, and the automatic navigation unit transitions from the automatic navigation control mode to the normal operation mode.

[0103] Alternatively, if the joystick is operated in the -x direction (backward tilt) and held within a predetermined range close to the maximum value for a predetermined time in the automatic navigation control mode, the operation monitoring unit 24 detects this and the automatic navigation unit transitions from the automatic navigation control mode to the normal operation mode. In this case, the predetermined range is, for example, x between -95 and -100, and the predetermined time is, for example, 2 seconds.

[0104] This allows the hull control device 10 to switch from the automatic navigation control mode to the normal operation mode with a simple operation. In addition, when operating with a joystick, by limiting the specified range to a narrow range near the maximum negative value and providing a hold time, it is possible to prevent undesired switching from the automatic navigation control mode to the normal operation mode.

[0105] (Automatic navigation control mode) When the hull holding unit 25 detects that the throttle opening has reached the idling position or that the vessel speed has reached the idling throttle opening, it starts control in the automatic navigation control mode. Generally, the automatic navigation control mode maintains the set throttle opening. Furthermore, the automatic navigation control mode automatically adjusts the commanded rudder angle to maintain the vessel's heading (course keeping). In other words, the automatic navigation control performs hull holding control.

[0106] Based on this general control, the following control is performed in the automatic navigation control mode.

[0107] (Throttle opening adjustment) In the automatic navigation control mode, if a +x operation (forward tilt operation) is performed on the joystick and the operation is outside the DB range, the operation monitoring unit 24 detects this and the hull holding unit 25 increases the set value of the throttle opening by ms%. Then, when the joystick is returned to the neutral position, the operation monitoring unit 24 detects this and the hull holding unit 25 reflects the increased throttle opening in the automatic navigation control mode setting.

[0108] In the automatic navigation control mode, if the joystick is operated in the -x direction (tilt backward) and is outside the DB range, the operation monitoring unit 24 detects this and the hull holding unit 25 reduces the set value of the throttle opening by ms%. Then, when the joystick is returned to the neutral position, the operation monitoring unit 24 detects this and the hull holding unit 25 reflects the reduced throttle opening in the automatic navigation control mode setting.

[0109] (Intermittent throttle control) Figure 7(A) is a diagram showing an example of the change in throttle opening over time under normal throttle control, and Figures 7(B), 7(C), and 7(D) are diagrams showing an example of the change in throttle opening over time under multi-stage intermittent throttle control.

[0110] As shown in Figure 7(A), normal throttle control always maintains a constant, non-zero throttle opening. As shown in Figures 7(B), 7(C), and 7(D), intermittent throttle control has a predetermined time length as one cycle of intermittent throttle control, and an on time Ton during which a non-zero throttle opening is maintained and an off time Toff during which a throttle opening of zero is maintained are set.

[0111] Then, in each control cycle, the length of the off time Toff is adjusted while the on time Ton is kept constant. The length of the on time Ton relative to the control cycle at this time is the duty of the intermittent throttle control. The length of the on time Ton is set, for example, to a length that ensures the minimum required propulsive force. By adjusting the duty, the length of the on time in one cycle is adjusted, and the effective throttle opening (average throttle opening in one cycle) is adjusted, as shown in Figures 7(B), 7(C), and 7(D).

[0112] The number of adjustment stages for intermittent throttle control in automatic flight control mode is set to multiple stages; for example, in the cases of Figures 7(B), 7(C), and 7(D), it is set to three stages. The number of adjustment stages is not limited to three stages; the more adjustment stages there are, the more fine-tuning is possible. However, since the throttle opening at idling is the standard and the speed is originally low, if there are too many stages, it is difficult to tell the actual difference in throttle opening at each stage. Therefore, about three stages are convenient.

[0113] In the automatic flight control mode, when the operation button 334 ("-" button) is operated, the operation monitoring unit 24 detects this and the intermittent control unit 27 switches to intermittent throttle control. At this time, among the multiple stages of intermittent throttle control, the intermittent throttle control with the highest duty (shortest Toff time) is selected.

[0114] Thereafter, the intermittent control unit 27 shifts to intermittent throttle control with a lower duty (longer Toff time) each time the operation button 334 ("-" button) is operated.

[0115] On the other hand, the intermittent control unit 27 shifts to intermittent throttle control with a higher duty each time the operation button 333 ("+" button) is operated. Then, when the operation button 333 ("+" button) is operated during intermittent throttle control with the highest duty, the operation monitoring unit 24 detects this, and the intermittent control unit 27 shifts from intermittent throttle control to normal throttle control.

[0116] This allows the hull control device 10 to set intermittent throttle control with a simple operation.

[0117] Furthermore, the hull control device 10 can switch from normal throttle control to intermittent throttle control using an operation button 334 ("-" button) for switching between multiple stages of intermittent throttle control. This allows the user to easily switch from normal throttle control to intermittent throttle control while suppressing an increase in the number of operation buttons.

[0118] Furthermore, the hull control device 10 can switch from intermittent throttle control to normal throttle control using the operation button 333 ("+" button) for switching between multiple stages of intermittent throttle control. This allows the user to easily switch from intermittent throttle control to normal throttle control while suppressing an increase in the number of operation buttons.

[0119] (command steering angle control) In the automatic navigation control mode, if the joystick is operated in ±y direction (tilting in the lateral direction) or ±z direction (twisting of the head 31) and is outside the DB range, the operation monitoring unit 24 detects this, and the hull holding unit 25 interrupts the course-keeping control and switches to control for manually setting the command rudder angle.

[0120] The rudder angle control unit 23 sets a command rudder angle based on the operation state of the joystick (operation input value (y) or operation input value (z)). When the joystick is returned to the neutral state, the operation monitoring unit 24 detects this, and the hull holding unit 25 resumes course-keeping control to maintain the bow heading at that time.

[0121] This allows the hull control device 10 to adjust the bow heading with a simple operation while in the automatic navigation control mode.

[0122] In this way, the hull control device 10 changes the throttle opening and adjusts the commanded rudder angle during the automatic navigation control mode by combining forward / backward operation, left / right operation, and twisting operation of the joystick with returning the joystick to the neutral state (operation stopped state). In other words, the hull control device 10 changes the throttle opening and adjusts the commanded rudder angle during the automatic navigation control mode, triggered by the neutral state (operation stopped state) of the joystick after forward / backward operation, left / right operation, and twisting operation of the joystick.

[0123] This allows the hull control device 10 to change the throttle opening and adjust the command rudder angle during the automatic navigation control mode, clearly reflecting the user's intentions. In other words, the hull control device 10 can suppress changes in the throttle opening and adjustments in the command rudder angle during the automatic navigation control mode that are undesirable to the user.

[0124] Furthermore, when transitioning from the normal operation mode to the automatic navigation control mode, the hull control device 10 enables the throttle opening adjustment in the automatic navigation control mode by temporarily setting the joystick to a neutral state (operation stopped state) after operating the operation button 332. This allows the hull control device 10 to clearly distinguish between the throttle opening adjustment in the normal operation mode and the throttle opening adjustment in the automatic navigation control mode. In other words, the hull control device 10 can prevent a transition from the normal operation mode to the automatic navigation control mode, which is undesirable for the user.

[0125] The navigation control unit 20 can also perform the following control.

[0126] When the operation monitoring unit 24 detects a stationary operation state in which a specific operation state of the joystick does not change for a predetermined period of time, the hull holding unit 25 maintains the throttle opening or propulsion force at the time the operation monitoring unit 24 detected the state.

[0127] For example, if the joystick is operated to the maximum +x position (+100) and this is maintained, the operation monitoring unit 24 detects that this operation is being maintained, and the hull holding unit 25 maintains the throttle opening or propulsion force at this point in time (the point in time when the operation monitoring unit 24 detects this).

[0128] This allows the user to easily maintain the desired throttle opening and propulsive force (boat speed).

[0129] (An example of ship behavior in low-speed navigation control mode) Figure 8 is a diagram showing an example of the behavior of the hull in low-speed navigation control mode. Figure 8 shows a state in which the mode has been changed from joystick operation control (manual navigation mode) to automatic navigation control mode. In the explanation of Figure 8, the navigation control unit 20 will be used as the subject, but each control is performed by the above-mentioned functional units that make up the navigation control unit 20.

[0130] First, at time Pa, the manual navigation mode using the joystick is executed. After that, when the user operates the operation button 332 ("SLOW" button), the automatic navigation control mode (low speed AC) is started. At this time, the navigation control unit 20 automatically controls the commanded rudder angle so as to keep the heading at the timing of starting the automatic navigation control mode as the target heading.

[0131] The navigation control unit 20 then gradually reduces the throttle opening so that the engine speed reaches idling, causing the hull to gradually decelerate.

[0132] When the throttle opening reaches a value corresponding to the idling speed (time Pb), the navigation control unit 20 maintains the throttle opening and performs automatic course-keeping control so that the heading of the ship faces the target heading.

[0133] At this time, as described above, when the user operates the joystick in the forward or backward direction, the navigation control unit 20 adjusts the maximum throttle opening degree based on the operation input value (x) obtained by operating the joystick in the forward or backward direction. Also, when the user operates the operation buttons 333 and 334, the navigation control unit 20 executes intermittent throttle control.

[0134] When the joystick is operated laterally or twisted (time Pc) during automatic course-keeping control, the navigation control unit 20 suspends automatic course-keeping control. The navigation control unit 20 manually adjusts the command rudder angle based on the operation input value (y) from the lateral operation of the joystick or the operation input value (z) from the twist operation. At this time, the navigation control unit 20 discards the target heading set up until then.

[0135] When the lateral or twisting operation of the joystick ends and the neutral state (operation stop state) is reached, the navigation control unit 20 automatically controls the commanded rudder angle so as to keep the heading at this timing as the target heading.

[0136] (Hull control method) Figure 9 is a flowchart showing the outline of the process of the hull control method according to an embodiment of the present invention. In the explanation of each control (process) shown in Figure 9 and subsequent figures, the details explained in the above configuration will be omitted. In Figure 9 and subsequent figures, "AC" stands for automatic navigation control mode in low-speed navigation control mode, and "JS" stands for joystick.

[0137] Furthermore, in the explanations of each figure from Figure 9 onwards, the subject of the processing is mainly the "hull control device 10" or the "navigation control unit 20", but in more detail, the processing is performed by each of the functional units described above.

[0138] The hull control device 10 executes normal operation control (high-speed navigation control mode) (S11), in which the throttle lever and steering wheel are used.

[0139] When the hull control device 10 detects an operation start input (operation button 331) on the joystick (S12: YES), it transitions to the low-speed navigation control mode (normal operation mode). At this time, the hull control device 10 accepts operation of the operation button 331 only when the throttle lever and joystick are in the N shift position.

[0140] This allows the hull control device 10 to prevent unintentional transition to the low-speed navigation control mode due to an undesired operation of the operation button 331. The hull control device 10 maintains the high-speed navigation control mode unless it receives an operation start input (operation button 331) from the joystick (S12: NO).

[0141] When the hull control device 10 detects an operation input to start the automatic navigation control mode in the slow speed navigation control mode (forward tilt operation of the joystick and operation button 332 ("SLOW" button)) (S13: YES), it transitions to the automatic navigation control mode (S14). If the hull control device 10 does not receive an operation input for the automatic navigation control mode (S13: NO), it executes the manual operation control mode using the joystick (S15).

[0142] When the hull control device 10 detects an input to cancel the automatic navigation control mode (re-operation of the operation button 332 or holding the joystick at its maximum rearward tilt for a predetermined period of time) (S16: YES), it cancels the automatic navigation control mode (S160).

[0143] When the hull control device 10 detects an operation input (re-operation of the operation button 331) to cancel the low-speed navigation control mode (normal operation mode) using the joystick (S17: YES), it cancels the low-speed navigation control mode using the joystick (S170) and switches to the high-speed navigation control mode. At this time, the hull control device 10 switches to the high-speed navigation control mode only when the throttle lever is in shift N. This allows the hull control device 10 to prevent sudden forward or reverse movement after switching to the high-speed navigation control mode.

[0144] The hull control device 10 maintains the low-speed navigation control mode until an operation input to cancel the low-speed navigation control mode using the joystick (re-operation of the operation button 331) is detected (S17: NO).

[0145] (Transition from manual operation mode to automatic navigation control mode in low-speed navigation control mode) FIG. 10 is a flowchart showing the process of transitioning from the manual operation mode to the automatic navigation control mode in the low-speed navigation control mode.

[0146] The navigation control unit 20 detects the operation state of the joystick (S211). The navigation control unit 20 detects the state of the operation button 332 ("SLOW" button) (S212).

[0147] When the joystick is in a forward tilt operation state (+x operation state) and the operation button 332 ("SLOW" button) is operated to the ON state (S213: YES), the navigation control unit 20 detects whether the joystick is in a neutral state (operation stopped state). On the other hand, if the joystick is not in a forward tilt operation state (+x operation state) and the operation button 332 ("SLOW" button) is not in the ON state (S213: NO), the navigation control unit 20 continues the manual operation mode.

[0148] If the joystick is in a neutral state (operation stopped state) (S214: YES), the navigation control unit 20 transitions to the automatic navigation control mode (S215). On the other hand, if the joystick is not in a neutral state (operation stopped state) (S214: NO), the navigation control unit 20 waits for transition to the automatic navigation control mode. More specifically, if the operation button 332 ("SLOW" button) is in the on state, the navigation control unit 20 performs an adjustment to the initial throttle opening (initial adjustment of the throttle opening), which will be described later. Thereafter, when the joystick is in a neutral state (operation stopped state), the navigation control unit 20 enables the adjustment of the throttle opening in the automatic navigation control mode. On the other hand, the navigation control unit 20 does not enable the adjustment of the throttle opening in the automatic navigation control mode until the joystick is in a neutral state (operation stopped state).

[0149] (Initial throttle opening adjustment in automatic flight control mode) FIG. 11 is a flowchart showing the process of adjusting the initial throttle opening in the automatic flight control mode.

[0150] When the navigation control unit 20 detects the operation of switching to the automatic navigation mode, it performs the initial adjustment of the throttle opening to the preset initial throttle opening (S221), as described above. The initial throttle opening is the throttle opening corresponding to the idling state.

[0151] The navigation control unit 20 gradually reduces the throttle opening until the initial throttle opening is reached (S222: NO). When the initial throttle opening is reached (S222: YES), the navigation control unit 20 essentially starts the automatic navigation mode.

[0152] At this time, the navigation control unit 20 may acquire the boat speed and adjust the throttle opening and essentially start the automatic navigation control mode depending on whether the boat speed is idling or not.

[0153] (Automatic navigation control mode disabled) FIG. 12 is a flowchart showing the process when the automatic flight control mode is cancelled.

[0154] In the automatic flight control mode, the flight control unit 20 detects the operation state of the joystick (S31). In the automatic flight control mode, the flight control unit 20 detects the state of the operation button 332 ("SLOW" button) (S212).

[0155] When the operation button 332 is turned off (S213: YES), the navigation control unit 20 cancels the automatic navigation control mode (S34).

[0156] The navigation control unit 20 continues timing (S36) even if the operation button 332 is not turned off (S213: NO) and the joystick is operated backward to a tilt amount close to the maximum (S35: YES). On the other hand, if the operation button 332 is not turned off (S213: NO) and the joystick is operated backward to a tilt amount close to the maximum (S35: NO), the navigation control unit 20 continues the automatic navigation control mode.

[0157] The navigation control unit 20 counts time, and if the joystick is kept in an operated state for a predetermined time (S37: YES), it cancels the automatic navigation control mode (S34). If the joystick is not kept in an operated state for a predetermined time (S37: NO), the navigation control unit 20 continues the automatic navigation control mode.

[0158] (Throttle opening adjustment in automatic flight control mode) Figures 13(A) and 13(B) are flowcharts for adjusting the throttle opening in the automatic navigation control mode. Figure 13(A) shows the case where the throttle opening is increased, and Figure 13(B) shows the case where the throttle opening is decreased.

[0159] (Increasing throttle opening: Figure 13(A)) In the automatic navigation control mode, the navigation control unit 20 detects the operation state of the joystick (S411). If the joystick is tilted forward (+x operation) (S412: YES), the navigation control unit 20 increases the throttle opening (S413). If the joystick is not tilted forward (+x operation) (S412: NO), the navigation control unit 20 maintains the throttle opening.

[0160] If the joystick is in the neutral position (S414: YES), the navigation control unit 20 reflects the increased throttle opening in the throttle opening in the automatic navigation mode (S415). On the other hand, if the joystick is not in the neutral position (S414: NO), the navigation control unit 20 does not reflect the increased throttle opening in the throttle opening in the automatic navigation mode.

[0161] (Decreased throttle opening: Figure 13(B)) In the automatic navigation control mode, the navigation control unit 20 detects the operation state of the joystick (S421). If the joystick is tilted backward (-x operation) (S422: YES), the navigation control unit 20 decreases the throttle opening (S423). If the joystick is not tilted backward (-x operation) (S422: NO), the navigation control unit 20 maintains the throttle opening.

[0162] If the joystick is in the neutral position (S424: YES), the navigation control unit 20 reflects the reduced throttle opening in the throttle opening in the automatic navigation mode (S425). On the other hand, if the joystick is not in the neutral position (S424: NO), the navigation control unit 20 does not reflect the reduced throttle opening in the throttle opening in the automatic navigation mode.

[0163] (Adjustment of command rudder angle in autopilot mode) FIG. 14 is a flowchart showing the process of adjusting the commanded rudder angle in the automatic navigation control mode.

[0164] In the automatic navigation control mode, the navigation control unit 20 detects the operation state of the joystick (S51). If the joystick is tilted sideways (±y operation) or twisted (±z operation) (S52: YES), the navigation control unit 20 suspends course-keeping control in the automatic navigation control and adjusts the commanded rudder angle (S53). At this time, the navigation control unit 20 does not change the throttle opening unless the throttle opening is adjusted using the joystick. On the other hand, if the joystick is not tilted sideways (±y operation) or twisted (±z operation) (S52: NO), the navigation control unit 20 continues the automatic navigation control (maintaining the throttle opening and course-keeping control).

[0165] If the joystick returns to the neutral state (S54: YES), the navigation control unit 20 returns to automatic navigation control (maintaining the throttle opening and course-keeping control) (S55). On the other hand, the navigation control unit 20 continues adjusting the command rudder angle by operating the joystick until the joystick returns to the neutral state (S54: NO).

[0166] (Intermittent throttle control) FIG. 15 is a flowchart showing the intermittent throttle control in the automatic flight control mode.

[0167] In the automatic navigation control mode, when the navigation control unit 20 detects operation of the operation button 334 ("-" button) (S601: YES), it starts intermittent throttle control (S602). On the other hand, in the automatic navigation control mode, when the navigation control unit 20 does not detect operation of the operation button 334 ("-" button) (S601: NO), it does not start intermittent throttle control.

[0168] After the intermittent throttle control is started, the navigation control unit 20 detects the operation of the operation button 334 ("-" button) (S603: YES), and if the duty is not the minimum (S604: NO), it reduces the duty (S605). The navigation control unit 20 detects the operation of the operation button 334 ("-" button) (S603: YES), and if the duty is the minimum (S604: YES), it maintains the minimum duty state (S606).

[0169] After the intermittent throttle control is started, the navigation control unit 20 does not detect operation of the operation button 334 ("-" button) (S603: NO), but detects operation of the operation button 333 ("+" button) (S607: YES), and if the DUTY is not at its maximum (S608: NO), it increases the DUTY (S609).

[0170] The navigation control unit 20 does not detect operation of the operation button 334 ("-" button) (S603: NO), but detects operation of the operation button 333 ("+" button) (S607: YES), and if the DUTY is at its highest (S608: YES), ends the intermittent throttle control (S610).

[0171] If the navigation control unit 20 does not detect operation of the operation button 334 ("-" button) (S603: NO) or operation of the operation button 333 ("+" button) (S607: NO), the current DUTY is maintained.

[0172] Although the above description has been given of the case of automatic navigation control (hull holding control) for slow forward speed, the above configuration and control can also be applied to slow reverse speed.

[0173] <1> an input unit for inputting an operation position of a steering device for controlling the direction of movement or propulsion of the hull; an operation monitoring unit that detects a stationary operation state in which the operation position of the ship steering device does not change for a predetermined time based on a change over time in the operation position of the ship steering device; a hull holding unit that performs hull holding control to hold the behavior of the hull when a hull holding condition including the detection of the operation stationary state is satisfied; A hull control device comprising:

[0174] <2> <1> The hull control device according to The navigation device includes a joystick, The joystick can be operated in forward, neutral, or reverse depending on the operation position, the operation monitoring unit detects the operation stationary state in which the operation position corresponding to the forward operation or the reverse operation by the joystick does not change for a predetermined time, The hull holding unit holds the propulsive force at the time when the detection by the operation monitoring unit occurs. Hull control device.

[0175] <3> <1> The hull control device according to The navigation device includes a joystick, the operation monitoring unit detects the operation stationary state when the operation position of the joystick continues to be in a neutral state, The hull holding unit holds the direction of movement of the hull at the time when the detection by the operation monitoring unit occurs. Hull control device.

[0176] <4> <3> The hull control device according to The navigation device includes a first switch that accepts switching from manual navigation to automatic navigation, The hull control device a preliminary adjustment unit that sets the target value of the thrust of the hull to an initial thrust for hull holding when an operation of switching to automatic navigation by the first switch is detected; and a hull holding unit that performs hull holding control to hold the initial thrust after the thrust of the hull has reached the initial thrust. Hull control device.

[0177] <5> <4> The hull control device according to When the preliminary adjustment unit detects the switch to automatic navigation by the first switch, it adjusts the acceleration from the propulsive force at that time to approach the initial propulsive force for hull holding. Hull control device.

[0178] <6> <4> The hull control device according to the operation monitoring unit detects the operation stationary state when the operation position of the joystick continues to be neutral after the hull holding control for holding the initial propulsion force has started, and The hull holding unit holds the direction of movement of the hull at the time when the operation stationary state is detected. Hull control device.

[0179] <7> <4> ~ <6> The hull control device according to any one of the above, the hull holding unit adjusts the propulsive force during the hull holding control based on the operation of the joystick in the forward and backward directions. Hull control device.

[0180] <8> <1> ~ <7> The hull control device according to any one of the above, the navigation device includes a second switch that accepts an operation for intermittent control of the propulsive force, The hull control device includes an intermittent control unit that starts the intermittent control based on operation of the second switch during the hull holding control. Hull control device.

[0181] <9> <8> The hull control device according to the intermittent control unit switches the control pattern of the intermittent control based on an operation of a third switch that accepts an operation to switch the control pattern of the intermittent control in the ship steering device. Hull control device.

[0182] <10> <9> The hull control device according to The second switch also serves as the third switch. Hull control device.

[0183] <11> <4> ~ <7> The hull control device according to any one of the above, When the hull holding unit detects operation of the first switch during the hull holding control, it cancels the hull holding control. Hull control device.

[0184] <12> <2> ~ <11> The hull control device according to any one of the above, The hull holding unit releases the hull holding control when it detects that the joystick has been operated to a hull holding control release state. Hull control device.

[0185] <13> an input unit that receives inputs of a joystick operation for controlling the behavior of the hull and a first switch operation for switching from manual navigation to automatic navigation; a preliminary adjustment unit that sets the target value of the thrust of the hull to an initial thrust for hull holding when an operation of switching to the automatic navigation by the first switch is detected; a hull holding unit that performs hull holding control with the initial thrust when a hull holding condition is satisfied, the hull propulsion force being the initial thrust; A hull control device comprising:

[0186] <14> <13> The hull control device according to an operation monitoring unit that detects an operation stationary state in which the operation position of the joystick remains neutral for a predetermined period of time during the hull holding control; The hull holding unit holds the direction of movement of the hull at the time when the detection by the operation monitoring unit occurs. Hull control device.

[0187] <15> <1> ~ <14> The hull control device according to any one of the above, The behavior of the hull includes at least one of a movement direction including a rudder angle or a course of the hull, or a propulsion force including any one of a throttle opening, an engine rotation speed, and a speed of the hull. Hull control device.

[0188] <16> <1> ~ <15> A hull control system comprising the hull control device according to any one of claims 1 to 4 and the steering instrument. [Explanation of symbols]

[0189] 1: Hull control system 10: Hull control device 20: Navigation control unit 22: Throttle control unit 23: Steering angle control unit 24: Operation monitoring section 25: Hull holding part 26: Backup adjustment section 27: Intermittent control unit 30: First navigation device 31: Head 32: Shaft 33: Buttons 40: Second navigation device 50:AP operation section 60: Sensor 70: Display section 90: Hull 91: Thrust generation unit 92: Rudder gear 100: Data communication network 200: Switching section 331, 332, 333, 334: Operation buttons 920: Steering angle sensor IF: Input section L331, L332, L333, L334: Light-emitting elements

Claims

1. an input unit for inputting an operation position of a steering device for controlling the direction of movement or propulsion of the hull; an operation monitoring unit that detects a stationary operation state in which the operation position of the ship steering device does not change for a predetermined time based on a change over time in the operation position of the ship steering device; a hull holding unit that performs hull holding control to hold the behavior of the hull when a hull holding condition including the detection of the operation stationary state is satisfied; A hull control device comprising:

2. The hull control device according to claim 1, The navigation device includes a joystick, The joystick can be operated in forward, neutral, or reverse depending on the operation position, the operation monitoring unit detects the operation stationary state in which the operation position corresponding to the forward operation or the reverse operation by the joystick does not change for a predetermined time, The hull holding unit holds the propulsive force at the time when the detection by the operation monitoring unit occurs. Hull control device.

3. The hull control device according to claim 1, The navigation device includes a joystick, the operation monitoring unit detects the operation stationary state when the operation position of the joystick continues to be in a neutral state, The hull holding unit holds the direction of movement of the hull at the time when the detection by the operation monitoring unit occurs. Hull control device.

4. The hull control device according to claim 1, the navigation device includes a first switch that accepts switching from manual navigation to automatic navigation, The hull control device a preliminary adjustment unit that sets the target value of the thrust of the hull to an initial thrust for hull holding when an operation of switching to automatic navigation by the first switch is detected; and a hull holding unit that performs hull holding control to hold the initial thrust after the thrust of the hull has reached the initial thrust. Hull control device.

5. The hull control device according to claim 4, when the preliminary adjustment unit detects the switching to the automatic navigation by the first switch, the preliminary adjustment unit adjusts the acceleration from the propulsive force at that time to approach the initial propulsive force for hull holding. Hull control device.

6. The hull control device according to claim 4, the operation monitoring unit detects the operation stationary state when the operation position of the joystick continues to be neutral after the hull holding control for holding the initial propulsion force has started, and The hull holding unit holds the direction of movement of the hull at the time when the operation stationary state is detected. Hull control device.

7. The hull control device according to claim 4, the hull holding unit adjusts the propulsive force during hull holding based on the operation of a joystick in the forward and backward directions during the hull holding control. Hull control device.

8. The hull control device according to claim 1, the navigation device includes a second switch that accepts an operation for intermittent control of the propulsive force, the hull control device includes an intermittent control unit that starts the intermittent control based on operation of the second switch during the hull holding control. Hull control device.

9. The hull control device according to claim 8, the intermittent control unit switches the control pattern of the intermittent control based on an operation of a third switch that accepts an operation to switch the control pattern of the intermittent control in the ship steering device. Hull control device.

10. The hull control device according to claim 9, The second switch also serves as the third switch. Hull control device.

11. The hull control device according to claim 4, When the hull holding unit detects operation of the first switch during the hull holding control, it cancels the hull holding control. Hull control device.

12. The hull control device according to claim 2 or 3, The hull holding unit releases the hull holding control when it detects that the joystick has been operated to release the hull holding control. Hull control device.

13. an input unit that receives inputs of a joystick operation for controlling the behavior of the hull and a first switch operation for switching from manual navigation to automatic navigation; a preliminary adjustment unit that sets a target value of the thrust of the hull to an initial thrust for hull holding when an operation of switching to the automatic navigation by the first switch is detected; a hull holding unit that performs hull holding control with the initial thrust when a hull holding condition including the thrust of the hull becoming the initial thrust is satisfied; A hull control device comprising:

14. The hull control device according to claim 13, an operation monitoring unit that detects an operation stationary state in which the operation position of the joystick remains neutral for a predetermined period of time during the hull holding control; The hull holding unit holds the direction of movement of the hull at the time when the detection by the operation monitoring unit occurs. Hull control device.

15. The hull control device according to claim 1, The behavior of the hull includes at least one of a movement direction including a rudder angle or a course of the hull, or a propulsive force including any of a throttle opening, an engine rotation speed, and a speed of the hull. Hull control device.

16. A ship control device comprising the hull control device according to any one of claims 1 to 11 and the ship steering device. Hull control system.

17. the input unit inputs the operation position of a steering device that controls the direction of movement or the propulsive force of the hull; an operation monitoring unit detects an operation stationary state in which the operation position of the ship steering device does not change for a predetermined time based on a change over time in the operation position of the ship steering device; When the hull holding unit satisfies a hull holding condition including the detection of the operation stationary state, it performs hull holding control to hold the behavior of the hull. Hull control method.

18. the input unit receives input of a joystick operation for controlling the behavior of the hull and an operation of a first switch for switching from manual navigation to automatic navigation; a preliminary adjustment unit, when detecting an operation of switching to the automatic navigation by the first switch, sets a target value of the thrust of the hull to an initial thrust for automatic navigation; When a hull holding condition is satisfied, including the propulsion force of the hull becoming the initial propulsion force, the hull holding unit performs hull holding control with the initial propulsion force. Hull control method.

19. Accepts input of the operating position of the steering device that controls the direction of movement or propulsion of the hull, detecting a stationary operation state in which the operation position of the ship steering device does not change for a predetermined time based on a change over time in the operation position of the ship steering device; When a hull holding condition including the detection of the operation stationary state is satisfied, hull holding control is performed to hold the behavior of the hull. A hull control program that causes the processing unit to execute the process.

20. Accepts inputs from a joystick for controlling the behavior of the hull and a first switch for switching from manual navigation to automatic navigation; When an operation of switching to the automatic navigation by the first switch is detected, a target value of the thrust of the hull is set to an initial thrust for automatic navigation, When a hull holding condition is satisfied, including the propulsion force of the hull becoming the initial propulsion force, hull holding control is performed with the initial propulsion force. A hull control program that causes the processing unit to execute the process.

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