Marine vessel control device and marine vessel

Abstract

To provide a comfortable environment for drift fishing.SOLUTION: A pair of right and left resistance plate units 90L and 90R which can be individually driven are arranged at the stem. The magnitude of the resistance that the resistance plates 93 of the resistance plate units 90L and 90R receive from the water is a first magnitude at the first position (90°) and is a second magnitude smaller than the first magnitude at the second position (0°). The resistance plate 93 is controlled based on the wind speed WS and the absolute tidal current speed TV1.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a control device for a ship and a ship. [Background technology]

[0002] One form of fishing, mainly on small boats, involves letting the boat drift freely with the current without dropping anchor (known as drift fishing). Depending on the direction of the current and the wind, as well as the wind speed, the impact on the boat and the fishing line may differ, and the two may not move in the same direction. This can lead to the fishing lines becoming tangled, making drift fishing less enjoyable. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 2851130 [Patent Document 2] Japanese Patent Application Publication No. 11-043097 [Patent Document 3] Japanese Patent Application Laid-Open No. 2000-142584 Summary of the Invention [Problem to be solved by the invention]

[0004] In Patent Documents 1, 2, and 3, resistance members such as sea anchors that receive water resistance are submerged in water, making it possible to be more strongly affected by tidal currents than by wind. However, because the resistance members are operated manually, it is not easy to move the hull in accordance with the fishing line. Therefore, there is room for improvement in realizing comfortable trolling.

[0005] An object of the present invention is to provide a boat control device that can provide a comfortable trolling environment. [Means for solving the problem]

[0006] A ship control device according to one embodiment of the present invention comprises resistance members arranged on the left and right sides of the hull, which are individually drivable and movable between a first position where the magnitude of resistance received from water in a predetermined direction is set to a first magnitude, and a second position where the magnitude of the resistance is set to zero or a second magnitude smaller than the first magnitude; a first acquisition unit that acquires wind speed; a second acquisition unit that acquires current speed; and a control unit that controls the resistance members based on the wind speed and the current speed.

[0007] According to this configuration, the resistance members are individually drivable and are arranged in at least a pair on the left and right sides of the hull. The resistance members are movable between a first position where the magnitude of resistance they receive from water in a predetermined direction is a first magnitude, and a second position where the magnitude of resistance is zero or a second magnitude smaller than the first magnitude. Wind speed and tidal current speed are acquired, and the resistance members are controlled based on the wind speed and tidal current speed. [Effects of the Invention]

[0008] According to the present invention, a comfortable trolling environment can be provided. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic top view of a ship. [Figure 2] FIG. 1 is a schematic right side view of a vessel. [Figure 3] FIG. 1 is a block diagram of a marine vessel propulsion system. [Figure 4] 10 is a flowchart of a trolling mode process. [Figure 5] FIG. 10 is a schematic diagram showing an example of control of the resistor plate. [Figure 6] 10A and 10B are schematic diagrams showing an example of the transition of the ship's motion when the wind direction and the tidal current direction are not parallel. [Figure 7] 10A and 10B are schematic diagrams showing modified examples of the arrangement of the resistance plate units. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0011] 1(a) and 1(b) are schematic top views of a ship to which a control device according to one embodiment of the present invention is applied. The ship 1 includes a hull 2. 1(a) and 1(b) show a state in which a resistance plate 93 (described later) is in a second position and a first position, respectively.

[0012] The center line C of the hull 2 ​​passes through the center of the stern and the tip of the bow. The center line C passes through the center of gravity G (center of turning) of the ship 1. The fore-and-aft direction is a direction parallel to the center line C. The forward direction is the direction upward along the center line C in Figure 1(a) (the direction of the bow when viewed from the stern). The aft direction is the direction downward along the center line C in Figure 1(a). The left-right direction is based on the view of the hull 2 ​​from the rear. The up-down direction is a direction perpendicular to the fore-and-aft direction and the left-and-right direction.

[0013] The boat 1 is equipped with a steerable outboard motor 4 and a steerable trolling motor 5 as propulsion units for propelling the hull 2. The outboard motor 4 is disposed at the stern, and the trolling motor 5 is disposed at the bow. The outboard motor 4 and the trolling motor 5 may be the main propulsion unit and the auxiliary propulsion unit of the boat 1, respectively.

[0014] The boat 1 is equipped with a steering wheel 11 that is operated mainly for steering, a remote control unit 12 that is operated mainly for adjusting the power output of the outboard motor 4, and a joystick 13 that is operated mainly for steering and adjusting the power output of the outboard motor 4 (see FIG. 3). The remote control unit 12 includes two throttle levers (not shown) that are operated to adjust the power output of the engine of the outboard motor 4 and to switch between forward and reverse travel. Each throttle lever can be operated in the forward and reverse directions from a zero operating position.

[0015] As shown in FIG. 1(a), the outboard motor 4 has an outboard motor main body 20 and a propeller 21. The outboard motor main body 20 is attached to the stern via an attachment mechanism and is rotatable about a steering axis center K relative to a swivel bracket (not shown) of the attachment mechanism. The steering angle of the outboard motor 4 changes as the outboard motor main body 20 rotates about the steering axis center K. The trolling motor 5 is designed to apply a propulsive force to the hull 2 ​​in any direction about the rotation axis J2. The trolling motor 5 is, for example, electrically driven.

[0016] A pair of resistance plate units 90L, 90R are arranged on the left and right sides at the stern. Each resistance plate unit 90L, 90R is equipped with a rotary motor 91, a lifting motor 92, a resistance plate 93 (resistance member), a fixed member 94, and a lifting member 95. The resistance plate units 90L, 90R are arranged and configured symmetrically with respect to the center line C. The resistance plate units 90L, 90R can be driven individually. As the basic configuration of both is the same, the configuration of resistance plate unit 90L will be explained as a representative.

[0017] The fixed member 94 is fixed to the stern, and the lifting member 95 is movable in the up and down direction (at least between a raised position and a lowered position) relative to the fixed member 94. The resistance plate 93 is rotatable about a rotation axis J1, and is movable between a second position shown in Figure 1(a) and a first position shown in Figure 1(b). The rotation axis J1 is the center of a rotation shaft that is parallel to the up and down direction.

[0018] 2(a) to 2(d) are schematic right side views of the boat 1. FIG.

[0019] 2(a) and 2(b) show the state in which the resistance plate 93 is in the second position. 2(c) and 2(d) show the state in which the resistance plate 93 is in the first position. 2(b) and 2(d) show the state in which the lifting member 95 is in the raised position. 2(a) and 2(c) show the state in which the lifting member 95 is in the lowered position in trolling mode, which is not during normal sailing.

[0020] The lifting motor 92 drives the lifting member 95 to raise and lower it relative to the fixed member 94. The rotary motor 91 rotates the resistance plate 93 around the rotation axis J1. The lifting motor 92 and the rotary motor 91 are automatically controlled by a controller 70 (described later) and can also be manually operated using a resistance plate switch 30 (FIG. 3).

[0021] The first position is a rotational position where the resistance plate 93 is perpendicular to the front-to-rear direction, and in the first position, the resistance plate 93 forms an angle of 90° with the center line C when viewed from above. The second position is a rotational position where the resistance plate 93 is parallel to the front-to-rear direction, and in the second position, the resistance plate 93 forms an angle of 0° with the center line C when viewed from above.

[0022] When at least a portion of the resistance plate 93 is submerged (for example, when in the lowered position), the magnitude of the resistance received from the water in a predetermined direction (the front-to-rear direction in this embodiment) is a first magnitude at the first position (90°), and a second magnitude smaller than the first magnitude at the second position (0°). Note that when the entire resistance plate 93 is above the water surface, the magnitude of the resistance received from the water is zero.

[0023] FIG. 3 is a block diagram of a vessel propulsion system including a vessel control device according to this embodiment.

[0024] The vessel propulsion system includes a controller 70, an outboard motor 4, a trolling motor 5, a steering wheel 11, a remote control unit 12, a joystick 13, a display unit 14, various sensors 15, various controls 16, and a memory 17. The vessel propulsion system also includes a resistance plate SW30, a first GNSS (Global Navigation Satellite System) sensor 31, a second GNSS sensor 32, a wind speed sensor 33, a tidal current sensor 34, and resistance plate units 90L and 90R.

[0025] The left switch 30L and the right switch 30R of the resistor plate SW30 are used to manually operate the resistor plates 93 of the resistor plate units 90L and 90R, respectively.

[0026] The controller 70 includes a CPU 71, a ROM 72, a RAM 73, and a timer (not shown). The ROM 72 stores a control program. The CPU 71 implements various control processes by loading the control program stored in the ROM 72 into the RAM 73 and executing it. The RAM 73 provides a work area for the CPU 71 to execute the control program.

[0027] The outboard motor 4 has an ECU (engine control unit) 81, an SCU (steering control unit) 82, a rotation speed sensor 83, an engine 84, a steering mechanism 85, various sensors 86, a steering angle sensor 87, and various actuators 88. The ECU 81 and the SCU 82 each include a CPU (not shown). The ECU 81 controls the operation of the engine 84 based on commands from the controller 70. The SCU 82 controls the operation of the steering mechanism 85 based on commands from the controller 70.

[0028] The steering mechanism 85 changes the left-right direction of the outboard motor body 20 by rotating the outboard motor body 20 around the steering axis center K (FIG. 1(a)). This changes the direction of the propulsive force acting on the stern, where the outboard motor body 20 is attached. The steering mechanism 85 may be either electric or hydraulic. The various actuators 88 may include a power trim and tilt mechanism (PTT mechanism) that rotates the outboard motor 4 around a tilt axis.

[0029] The rotation speed sensor 83 detects the rotation speed per unit time of the engine 84. The various sensors 86 include a throttle opening sensor and the like. The steering angle sensor 87 detects the actual steering angle of the outboard motor 4. The controller 70 may obtain the actual steering angle from the steering command value output to the steering mechanism 85.

[0030] The trolling motor 5 includes an electric motor 50, a propeller (not shown) that generates propulsive force by being rotationally driven by the electric motor 50, and an electric steering unit 56 that rotates the electric motor 50 around the rotation axis J2.

[0031] The steering unit 56 is configured with, for example, a servo motor. The orientation of the trolling motor 5 can be changed by the steering operation of the steering unit 56. First, the steering unit 56 changes the direction of the propulsive force by rotating the electric motor 50 around the rotation axis J2 to change the orientation of the electric motor 50 within a range of 360 degrees or more. This changes the steering angle of the trolling motor 5, and changes the direction of the propulsive force that the trolling motor 5 applies to the hull 2.

[0032] The trolling motor 5 includes an electric motor 50, a steering unit 56, an MCU (motor control unit) 57, an SCU (steering control unit) 58, a steering angle sensor 55, various sensors 60, and an actuator 61.

[0033] The MCU 57 and SCU 58 each include a CPU (not shown). The MCU 57 controls the drive of the electric motor 50 based on commands from the controller 70. The maximum output of the electric motor 50 may be smaller than the maximum output of the engine 84 of the outboard motor 4. The SCU 58 controls the drive of the steering unit 56 based on commands from the controller 70, thereby changing the direction of the propulsive force acting on the bow where the trolling motor 5 is attached.

[0034] The actuator 61 moves the trolling motor 5 between the use position and the storage position. However, it is not essential to provide a function for transitioning the trolling motor 5 between the use position and the storage position by power.

[0035] The steering angle sensor 55 detects the steering angle of the trolling motor 5 by the steering unit 56. Detection signals from the steering angle sensor 55 and the various sensors 60 are supplied to the controller 70. It is not essential that the hull 2, outboard motor 4, and trolling motor 5 be equipped with all of the above-mentioned sensors and actuators.

[0036] Strictly speaking, the points at which the propulsion force of each propulsion unit acts are the points at which each propulsion unit is attached to the hull 2. However, for the sake of convenience, it is assumed that the propulsion force of the trolling motor 5 acts on the bow, and the propulsion force of the outboard motor 4 acts on the position of the attachment mechanism at the stern.

[0037] The various sensors 15 include a hull speed sensor, a hull acceleration sensor, a direction sensor, a distance sensor, an attitude sensor, and a position sensor (not shown). The various sensors 15 also include a sensor that detects the operation of the remote control unit 12, a sensor that detects the rotation angle position of the steering wheel 11, a sensor that detects the operation of each switch and paddle section of the steering wheel 11, and a sensor that detects the operation of the joystick 13. The hull speed sensor detects the sailing speed (hull speed V1) of the ship 1 (hull 2). Detection signals from the various sensors 15 are supplied to the controller 70.

[0038] The various operators 16 include operators for maneuvering the vessel, as well as setting operators for making various settings and input operators for inputting various instructions (not shown). Some of the various operators 16 may be disposed on the steering wheel 11. The various operators 16 are operated by the vessel operator, and the operation signals are supplied to the controller 70. The memory 17 is a readable and writable non-volatile storage medium.

[0039] The controller 70 may establish predetermined communications with the various sensors 15 and various operators 16 to exchange information with them. The display unit 14 displays various types of information.

[0040] The first GNSS sensor 31 and the second GNSS sensor 32 periodically receive GNSS signals from GNSS satellites. This allows the controller 70 to obtain the current positions of the GNSS sensors 31 and 32. The first GNSS sensor 31 and the second GNSS sensor 32 are disposed in different positions. For example, the first GNSS sensor 31 and the second GNSS sensor 32 are disposed in different positions in the fore-and-aft direction. Therefore, it is also possible to obtain the ship's orientation from the signals received by the GNSS sensors 31 and 32 without using an orientation sensor.

[0041] The wind speed sensor 33 detects the wind speed WS. The tidal current sensor 34 detects the relative tidal current speed and direction as seen from the hull 2. The configuration of the tidal current sensor 34 is not important, but as an example, the tidal current sensor 34 obtains the relative tidal current speed and direction by emitting ultrasonic waves obliquely into the sea and analyzing the reflected ultrasonic waves.

[0042] The controller 70 determines the absolute tidal current speed TV1 from the relative tidal current speed and the ship speed V1. The controller 70 also determines the absolute tidal current direction from the relative tidal current direction and the direction of ship movement. Hereinafter, when the tidal current speed and tidal current direction are used without any particular distinction, they will mean the absolute tidal current speed TV1 and absolute tidal current direction, respectively.

[0043] In this embodiment, there are multiple boat steering modes, broadly divided into an outboard motor mode in which the trolling motor 5 is not used, and a linked mode in which the trolling motor 5 and outboard motor 4 are used in combination. The outboard motor mode is a boat steering mode in which the outboard motor 4 is controlled mainly based on the rotation of the steering wheel 11 and the operation of the remote control unit 12. Other boat steering modes include a trolling mode in which the resistance plate units 90L, 90R are used to achieve operations suitable for trolling. In the trolling mode, the trolling motor 5 and / or the outboard motor 4 may also be used in combination.

[0044] 4 is a flowchart of the trolling mode process. This process is realized by the CPU 71 loading a program stored in the ROM 72 or the like into the RAM 73 and executing it. This process starts in response to an instruction to start the trolling mode via the various controls 16.

[0045] After the start of this process, the CPU 71 monitors the outputs of each sensor and obtains the latest values of the hull orientation, tidal current direction, wind speed WS, ship speed V1, and absolute tidal current speed TV1 at regular time intervals. Specifically, the CPU 71 as the first acquisition unit obtains the wind speed WS, the CPU 71 as the second acquisition unit obtains the absolute tidal current speed TV1, the comparison value TV2, and the tidal current direction, and the CPU 71 as the third acquisition unit obtains the hull orientation and the ship speed V1. In this process, the CPU 71 as the control unit controls the resistance plate 93 and the like based on at least the wind speed WS and the absolute tidal current speed TV1.

[0046] In step S101, the CPU 71 determines whether the hull orientation and the tidal current direction are parallel. Here, for example, when the angular deviation between the hull orientation and the tidal current direction does not exceed a predetermined angle, it is determined to be parallel. If the hull orientation and the tidal current direction are parallel, the CPU 71 proceeds to step S102; if they are not parallel, the CPU 71 proceeds to step S104.

[0047] In step S102, the CPU 71 first calculates a comparison value TV2, which is a value based on the absolute tidal current speed TV1, by multiplying the absolute tidal current speed TV1 by a correction coefficient. The correction coefficient is 1 / 3 as an example. Here, the comparison value TV2 is a value obtained by correcting the absolute tidal current speed TV1 so that it can be appropriately compared with the wind speed WS, and the correction coefficient is not limited to 1 / 3, and the correction method is not restricted either. Further, the CPU 71 determines whether the condition that at least one of the wind speed WS exceeding a predetermined speed WS0 (WS0 < WS) or the wind speed WS being greater than the comparison value TV2 (TV2 < WS) is satisfied.

[0048] If the above condition is satisfied, the CPU 71 proceeds to step S103; if the condition is not satisfied, the CPU 71 proceeds to step S105.

[0049] 5(a) and 5(b) are schematic diagrams showing an example of control of the resistance plates 93. In step S103, the CPU 71 sets both resistance plates (resistance plates 93 of resistance plate units 90L and 90R) to the first position (90°) as shown in FIG. 5(a). When step S103 is executed, the influence of wind speed WS on the hull 2 ​​is large, and it is highly likely that the movement of the hull 2 ​​differs greatly from the tidal current. Therefore, by setting both resistance plates to the first position, the degree to which the movement of the hull 2 ​​depends on the tidal current can be increased. In essence, this acts as a brake on the hull 2 ​​to resist the force of wind speed WS. As a result, the hull 2 ​​and the fishing line are prevented from moving differently, resulting in a more comfortable fishing environment.

[0050] In step S105, the CPU 71 sets both resistance plates (resistance plates 93 of resistance plate units 90L and 90R) to the second position (0°), as shown in Figure 5(b). In cases where step S105 is executed, the effect of wind speed WS on the hull 2 ​​is small, and it is unlikely that the movement of the hull 2 ​​will differ significantly from the tidal current. Therefore, by setting both resistance plates to the second position, the hull 2 ​​will move mainly along with the tidal current.

[0051] Although Figures 5(a) and (b) show an example in which the tidal current and wind both flow from front to rear, steps S103 and S105 can also be applied when they both flow from rear to front, or when the tidal current and wind flow in opposite directions.

[0052] 6(a) to 6(c) are schematic diagrams showing an example of the transition of the motion of the hull 2 ​​when the wind direction and the tidal current direction are not parallel.

[0053] As shown in Figure 6(a), when a ship is hit by a crosswind while also being hit by a tidal current from ahead, the bow is primarily subjected to a biasing force in the direction of F1, causing the hull 2 ​​to turn, and eventually the hull heading and the direction of the tidal current become no longer parallel (Figure 6(b)). Therefore, the CPU 71 executes angle deviation correction control in step S104. For example, as shown in Figure 6(c), the CPU 71 sets one resistance plate (one resistance plate 93 of resistance plate units 90L, 90R) to the first position and the other resistance plate (the other resistance plate 93 of resistance plate units 90L, 90R) to the second position. Step S104 is executed regardless of whether the above conditions are met (without the need to determine whether they are met).

[0054] 6(c), since the wind is coming from the right, it is appropriate to apply a biasing force to the bow in the direction F2, which is opposite to the direction F1. Therefore, in this case, the CPU 71 sets the resistance plate 93 of the resistance plate unit 90R to the first position and the resistance plate 93 of the resistance plate unit 90L to the second position.

[0055] In other words, one of the resistance plates that is set to the first position (90°) is the resistance plate that generates a rotational moment in a direction that eliminates the angular misalignment with respect to the hull 2, and in the example of Figure 6(c), this corresponds to resistance plate 93 of resistance plate unit 90R. When resistance plate 93 of resistance plate unit 90R is in the first position, it receives resistance from the current, and a clockwise turning force about the center of gravity G acts on the hull 2. As a result, the angular misalignment becomes smaller. This type of control makes it easier to maintain the hull heading parallel to the current direction, thereby maintaining a good fishing environment.

[0056] 6(a) to 6(c), it is assumed that when the angle misalignment is resolved, the resistance plate 93 of the resistance plate unit 90R returns to the first position again. Therefore, it is assumed that the control of switching the resistance plate 93 of the resistance plate unit 90R between the first position and the second position continues.

[0057] After steps S103, S104, and S105, the CPU 71 proceeds to step S106. In step S106, the CPU 71 executes the following process to determine whether or not speed correction control is required. First, the CPU 71 determines the hull movement speed V2, which is the movement speed of the hull 2 ​​in the current direction, from the ship speed V1 and the hull heading. Next, the CPU 71 determines whether the difference (absolute value) between the hull movement speed V2 in the current direction and the absolute tidal current speed TV1 exceeds a predetermined difference V0. If the difference does not exceed the predetermined difference V0, the CPU 71 proceeds to step S108, and if the difference exceeds the predetermined difference V0, the CPU 71 proceeds to step S107.

[0058] In step S107, the CPU 71 executes speed correction control. This is because it is believed that the movement of the hull 2 ​​is not following the tidal current due to the influence of wind. In this speed correction control, the CPU 71 corrects the hull movement speed V2 using the outboard motor 4 and the trolling motor 5. Specifically, the CPU 71 aims to match the hull movement speed V2 with the absolute tidal current speed TV1, and controls the outboard motor 4 and the trolling motor 5 so that the difference between them is at least equal to or less than a predetermined difference V0. Note that this speed correction control may also involve control of the resistance plates 93 of the resistance plate units 90L, 90R. This restores the appropriate positional relationship between the hull 2 ​​and the fishing line.

[0059] After step S107, the CPU 71 proceeds to step S108. In step S108, other processing is performed, and the process returns to step S101. Here, in other processing, processing based on a user instruction is performed, such as processing based on another operation, mode switching processing, processing to end this processing, etc.

[0060] According to this embodiment, the resistance plate 93 is controlled based on the wind speed and the current speed, so even in strong winds the movement of the hull 2 ​​mainly follows the current, similar to the movement of a fishing line, thereby providing a comfortable trolling environment.

[0061] Furthermore, when the difference between the hull movement speed V2 in the current direction and the absolute current speed TV1 exceeds a predetermined difference V0, speed correction control is performed using the outboard motor 4 and trolling motor 5. Therefore, in cases where control of the resistance plate 93 is insufficient, the movements of the hull 2 ​​and the fishing line can be brought closer together, creating a comfortable trolling environment.

[0062] The positions of the resistance plate units 90L and 90R are not limited to the stern, and as shown in FIG. 7, any position is possible as long as a pair of left and right resistance plate units are provided.

[0063] Figures 7(a) and (b) are schematic diagrams showing modified arrangements of the resistance plate units 90L, 90R. As shown in Figure 7(a), the resistance plate units 90L, 90R may be arranged on the left and right sides, respectively, of the hull 2. Alternatively, as shown in Figure 7(b), a pair of resistance plate units 90L, 90R may be arranged on the left and right sides near the bow.

[0064] It is sufficient that at least one pair of resistance plates 93 is provided on the left and right sides, and three or more resistance plates may be provided.

[0065] Note that when configuring the resistance plate 93 so that the magnitude of resistance it receives from water in a predetermined direction differs between the first position and the second position, the predetermined direction does not necessarily have to be the front-to-rear direction, and any direction is acceptable. Note that the resistance plate 93 is an example of a resistance member and is not limited to a plate shape and may have other shapes. Note that it is not essential that the resistance plate 93 in the first position and the resistance plate 93 in the second position are perpendicular to each other.

[0066] Although two propulsion units, an outboard motor 4 and a trolling motor 5, are provided in the embodiment, two or more propulsion units may be provided so as to enable the hull 2 ​​to turn. For example, one propulsion unit may be provided at the bow and two propulsion units may be provided on the left and right sides of the stern. It is not essential that these propulsion units have engines, and one or more may be electrically powered.

[0067] Although the position of the resistance plate 93 can be changed in two steps, this is not limiting, and a configuration in which the position can be changed in a continuous or three or more steps can also be used. For example, a trim tab can be used. Furthermore, the resistance plate 93 is not limited to a configuration in which it rotates underwater, and a type that moves between an above-water position and an underwater position, such as a protruding type, can also be used. If a configuration in which the position of the resistance plate 93 can be changed in a continuous or three or more steps is used, the angle deviation correction control (S104) can also control the left and right resistance plates 93 to have different protrusion amounts.

[0068] However, from the viewpoint of simply suppressing the different movements of the hull 2 ​​and the fishing line through simple control to create a comfortable trolling environment, it is not necessary to provide angle deviation correction control (S104) or speed correction control (S107).

[0069] While the present invention has been described in detail above based on preferred embodiments thereof, the present invention is not limited to these specific embodiments and includes various modifications within the scope of the present invention. Note that the present invention can be applied to any type or size of vessel. [Explanation of symbols]

[0070] 2 Hull, 33 Wind speed sensor, 34 Current sensor, 70 Controller, 71 CPU, 90L, 90R Resistance plate unit, 93 Resistance plate

Claims

1. Resistance members arranged in at least a pair on the left and right sides of the hull, each of which is independently drivable, and which are movable between a first position where the magnitude of resistance received from water in a predetermined direction is set to a first magnitude, and a second position where the magnitude of the resistance is set to zero or a second magnitude smaller than the first magnitude; a first acquisition unit that acquires wind speed; a second acquisition unit that acquires tidal current speed; A control device for a ship comprising: a control unit that controls the resistance member based on the wind speed and the tidal current speed.

2. 2. A control device for a ship as described in claim 1, wherein the control unit sets both resistance members to the first position when at least one of the following conditions is met: the wind speed exceeds a predetermined speed; or the wind speed is greater than a value based on the tidal current speed.

3. The control device for a vessel according to claim 2 , wherein the control unit sets both resistance members to the second position when the condition is not met.

4. the predetermined direction is the fore-and-aft direction of the hull, Further, a third acquisition unit that acquires a ship's hull orientation is provided. The second acquisition unit further acquires a power flow direction, 4. A ship control device as described in claim 2 or 3, wherein the control unit sets one resistance member to the first position and the other resistance member to the second position when the angular deviation between the hull heading and the current direction exceeds a predetermined angle, regardless of whether the condition is met.

5. 5. The vessel control device according to claim 4, wherein the one resistance member that is set to the first position when the angular misalignment exceeds the predetermined angle is a resistance member that generates a rotational moment in a direction that eliminates the angular misalignment.

6. Each of the resistance members rotates around a rotation axis parallel to the vertical direction, the first position is a rotation position in which the resistance member is rotated perpendicular to the fore-and-aft direction of the hull, The control device for a vessel according to claim 4 or 5, wherein the second position is a rotational position in which the resistance member is parallel to the fore-and-aft direction of the hull.

7. The second acquisition unit further acquires a power flow direction, 7. A ship control device according to claim 1, wherein the control unit corrects the movement speed of the hull using two or more propulsion units when a difference between the movement speed of the hull in the tidal current direction and the tidal current speed exceeds a predetermined difference.

8. A ship comprising the ship control device according to any one of claims 1 to 7.

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