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°). In the drift fishing mode, the relative distance D between the buoy 36 floating on the water so as to be freely driftable and the hull 2 is acquired, and the resistance plate 93 is controlled based on the relative distance D.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] Japanese Patent Application Publication No. 09-295600 [Patent Document 2] Patent No. 2851130 [Patent Document 3] Japanese Patent Application Publication No. 11-043097 [Patent Document 4] Japanese Patent Application Laid-Open No. 2000-142584 Summary of the Invention [Problem to be solved by the invention]

[0004] If a buoy with a shape that is less affected by wind were placed on the water and a boat were moved to follow the buoy, the boat's movement would be in line with the current, which is expected to make trolling more comfortable. Patent Document 1 discloses technology for automatically maneuvering a boat to maintain a constant relative distance between the offshore buoy and the boat. However, if the control disclosed in Patent Document 1 is applied and the boat is moved to follow the buoy, the propulsion unit would be used frequently, resulting in a low level of quietness and not necessarily suitable for trolling.

[0005] On the other hand, in Patent Documents 2, 3, and 4, 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, in Patent Documents 2, 3, and 4, the resistance members are operated manually, making it difficult to operate the hull so that it moves in line with the fishing line.

[0006] Therefore, there is room for improvement in terms of making trolling more comfortable.

[0007] The present invention aims to provide a comfortable trolling environment. [Means for solving the problem]

[0008] 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 can be moved to 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; an acquisition unit that acquires the relative distance between the hull and a buoy floating on the water so as to be able to drift freely; and a control unit that controls the resistance members based on the relative distance.

[0009] 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 the 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. The relative distance between the hull and the buoy, which is floating on the water so as to be able to drift freely, is obtained, and the resistance members are controlled based on the relative distance. [Effects of the Invention]

[0010] According to the present invention, a comfortable trolling environment can be provided. [Brief explanation of the drawings]

[0011] [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] 10A and 10B are schematic diagrams illustrating an example of control in a trolling mode process. [Figure 6] 10A and 10B are schematic diagrams showing modified examples of the arrangement of the resistance plate units. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 2(a) to 2(d) are schematic right side views of the boat 1. FIG.

[0021] 2(a) and (b) show the resistance plate 93 in the second position. 2(c) and (d) show the resistance plate 93 in the first position. 2(b) and (d) show the lifting member 95 in the raised position. 2(a) and (c) show the lifting member 95 in the lowered position in trolling mode, which is not during normal sailing.

[0022] 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).

[0023] 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.

[0024] 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.

[0025] FIG. 3 is a block diagram of a vessel propulsion system including a vessel control device according to this embodiment.

[0026] 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, resistance plate units 90L and 90R, a receiver 35, and a buoy 36.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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 (ship speed) of the ship 1 (hull 2). Detection signals from the various sensors 15 are supplied to the controller 70.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] The wind speed sensor 33 detects wind speed. The tidal current sensor 34 detects the relative tidal current speed and direction as seen from the hull 2. The tidal current sensor 34 can be configured in any way, but as an example, the tidal current sensor 34 emits ultrasonic waves obliquely into the sea and analyzes the reflected ultrasonic waves to obtain the relative tidal current speed and direction.

[0044] The controller 70 determines the absolute current speed from the relative current speed and the ship speed. The controller 70 also determines the absolute current direction from the relative current direction and the direction of ship movement. Hereinafter, when current speed and current direction are used without any particular distinction, they will mean absolute current speed and absolute current direction, respectively.

[0045] The buoy 36 is floated on the water in a free-drifting manner during the trolling fishing mode described below. To minimize the influence (resistance) of the wind, the buoy 36 is formed, for example, with a minimum amount of protrusion above the water and a flat top. Ideally, the buoy 36 should be able to move in the same way as a fishing line even when exposed to the wind.

[0046] The buoy 36 includes a third GNSS sensor 37 and a transmitter 38. The third GNSS sensor 37 periodically receives GNSS signals from GNSS satellites. This allows the buoy 36 to acquire its current position. The transmitter 38 can output information indicating its position to the outside.

[0047] The receiving unit 35 receives the information output from the transmitting unit 38. This allows the controller 70 to obtain the current position of the buoy 36. There is no particular restriction on the communication method between the transmitting unit 38 and the receiving unit 35, but for example, medium-range or short-range wireless communication or the like is adopted.

[0048] The controller 70, which serves as an acquisition unit, acquires the relative distance D between the hull 2 ​​and the buoy 36. As an example, the controller 70 acquires the relative distance D based on the current position of the hull 2 ​​acquired by the first GNSS sensor 31 or the second GNSS sensor 32 and the current position of the buoy 36 acquired by the receiving unit 35. Note that the relative distance D may be acquired using a distance measuring sensor provided on the hull 2, and the acquisition method may be a method using radio waves, ultrasound, or light. From this perspective, it is not essential that the buoy 36 be equipped with the third GNSS sensor 37 and the transmitting unit 38, and it is not essential that the hull 2 ​​be equipped with the receiving unit 35.

[0049] Furthermore, the controller 70 acquires the relative orientation Bθ of the buoy 36 with respect to the hull 2. The relative orientation Bθ is defined as the angle formed forward between an imaginary line passing through the center of gravity G of the hull 2 ​​and the buoy 36 when viewed from above and the center line C of the hull 2 ​​(see FIG. 5(a)). As an example, the controller 70 first acquires the hull orientation from the orientation sensor or the GNSS sensors 31, 32. The controller 70 then acquires the relative orientation Bθ based on the current position of the hull 2, the current position of the buoy 36, and the hull orientation.

[0050] 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.

[0051] Fig. 4 is a flowchart of the trolling mode process. Fig. 5(a) to (e) are schematic diagrams showing a control example in the trolling mode process.

[0052] The trolling mode process is implemented by the CPU 71 expanding a program stored in the ROM 72 or the like into the RAM 73 and executing the program. This process is started in response to an instruction to start the trolling mode via the various controls 16 being accepted.

[0053] After starting this process, the CPU 71 monitors the output of each sensor, etc., and acquires or determines the latest values ​​of the current position of the hull 2, the current position of the buoy 36, the hull heading, the absolute tidal current direction, the relative heading Bθ of the buoy 36, etc. at regular time intervals. Note that the absolute tidal current direction does not necessarily have to be determined by the tidal current sensor 34, and may be acquired from the change over time (trajectory) of the current position of the buoy 36.

[0054] In addition, at the start of this process, the operator floats buoy 36 on the water. At that time, as shown in Fig. 5(a), for loss prevention, buoy 36 may be connected to hull 2 with a connecting member 39 such as a flexible string member.

[0055] Also, at the start of this process, the operator pre-registers a target relative azimuth Tθ, which is the target value of the relative azimuth Bθ. The target relative azimuth Tθ is stored in memory 17. As an example, the target relative azimuth Tθ is assumed to be 90° in the front left direction. In Figs. 5(a) to (e), the resistance plates 93 of the resistance plate units 90L and 90R are denoted as resistance plates 93L and 93R, respectively.

[0056] In this process, as distances to be compared with the relative distance D, a first distance D1, a second distance D2, and a third distance D3 appear. The magnitude relationship is D1 < D2 < D3. Each of these values is stored in memory 17. An appropriate relative distance D in bottom fishing is a value that satisfies D1 < D ≤ D2.

[0057] In step S101, CPU 71 acquires the latest relative distance D by the method described above. In step S102, CPU 71 determines whether the relative distance D is less than or equal to the first distance D1 (D ≤ D1). If D ≤ D1 is not satisfied, CPU 71 proceeds to step S104 and determines whether the relative distance D is greater than the first distance D1 and less than or equal to the second distance D2 (D1 < D ≤ D2).

[0058] If D1 < D ≤ D2 is not satisfied, CPU 71 proceeds to step S108 and determines whether the relative distance D is greater than the second distance D2 and less than or equal to the third distance D3 (D2 < D ≤ D3).

[0059] In step S104, when D1 < D ≤ D2 is satisfied, since the relative distance D is within an appropriate range, the CPU 71 proceeds to step S105. In step S105, the CPU 71 determines whether or not the angular deviation Δθ between the relative azimuth Bθ of the buoy 36 with respect to the target relative azimuth Tθ exceeds a predetermined angle θ0 (θ0 < Δθ). The value of the predetermined angle θ0 is stored in the memory 17.

[0060] And when the CPU 71 does not satisfy θ0 < Δθ, since both the relative distance D and the relative azimuth Bθ are appropriate, it proceeds to step S107. In step S107, the CPU 71 sets both resistance plates (resistance plates 93L and 93R) to the second position (0°). In the case where step S107 is executed, as shown in Fig. 5(a), it is considered that the influence of the wind on the hull 2 is small and the hull 2 and the buoy 36 are flowing along the tidal current. Therefore, by setting both resistance plates to the second position, an appropriate relative distance D is maintained.

[0061] On the other hand, when θ0 < Δθ is satisfied, since the relative azimuth Bθ is inappropriate, the CPU 71 executes relative azimuth deviation correction control in step S106. In this relative azimuth deviation correction control, the CPU 71 sets one (either one) of the resistance plates (either one of the resistance plates 93L and 93R) to the first position and the other resistance plate (the other of the resistance plates 93L and 93R) to the second position. As long as it is limited to the control of the resistance plates 93L and 93R, it is the same as that shown in Fig. 5(e).

[0062] Here, the one resistance plate 93 set to the first position (90°) is a resistance plate that generates a rotational moment in the direction to eliminate the angular deviation Δθ with respect to the hull 2. In the example of Fig. 5(e), the resistance plate 93L corresponds to this. When the resistance plate 93L reaches the first position, it receives resistance from the tidal current, and a counterclockwise turning force centered on the center of gravity G acts on the hull 2. As a result, the angular deviation Δθ becomes smaller. By such control, it is easy to maintain a state where the relative azimuth Bθ of the buoy 36 approaches the target relative azimuth Tθ, so a good fishing environment is maintained.

[0063] If, as a result of the determination in step S108, D2 < D ≤ D3 is satisfied, it means that the buoy 36 has deviated slightly further away from the hull 2 than the appropriate distance. Therefore, the process proceeds to step S109. In step S109, the CPU 71 executes the same processing as in step S105. If, as a result of the determination in step S109, the CPU 71 does not satisfy θ0 < Δθ, although the relative distance D is inappropriate, the relative azimuth Bθ is appropriate. So, the process proceeds to step S111.

[0064] In step S111, the CPU 71 positions both resistance plates (resistance plates 93L and 93R) at the first position (90°). In the case where step S111 is executed, as shown in Fig. 5(b), the influence of the wind on the hull 2 is greater compared to the buoy 36 with less wind influence, and it is considered that the hull 2 has moved away from the buoy 36. Therefore, by positioning both resistance plates at the first position, it is possible to increase the degree of dependence on the tidal current regarding the movement of the hull 2. Substantially, it acts as if a brake is applied to the hull 2 to resist the biasing by the wind. As a result, it is suppressed that the hull 2 and the buoy 36 or the fishing line move differently, and the fishing environment becomes comfortable. After step S11, the CPU 71 proceeds to step S112.

[0065] On the other hand, if, as a result of the determination in step S109, the CPU 71 satisfies θ0 < Δθ, both the relative distance D and the relative azimuth Bθ are inappropriate. In this case, in order to execute the correction of the relative azimuth Bθ with priority over the correction of the relative distance D, the CPU 71 executes the same relative azimuth deviation correction control as in step S106 in step S110. As far as the control of the resistance plates 93L and 93R is concerned, it is the same as that shown in Fig. 5(e). Here too, one of the resistance plates 93 positioned at the first position (90°) is a resistance plate that generates a rotational moment in the direction to eliminate the angular deviation Δθ with respect to the hull 2. In the example of Fig. 5(e), the resistance plate 93L corresponds to this. After step S110, the CPU 71 proceeds to step S112.

[0066] In step S112, the CPU 71 determines whether the state satisfying D2 < D ≤ D3 has continued for longer than a predetermined time. The counting of the predetermined time starts when it is first determined as Yes in step S108 and is reset when step S113 is executed. And if the state satisfying D2 < D ≤ D3 does not exceed the predetermined time, the CPU 71 proceeds to step S114.

[0067] On the other hand, if the state satisfying D2 < D ≤ D3 has exceeded the predetermined time, since the relative distance D has remained in an inappropriate range for a long time, the CPU 71 proceeds to step S113. Also, in step S108, if D2 < D ≤ D3 is not satisfied, then D3 < D, and as shown in FIG. 5(c), the relative distance D has become too large, so the CPU 71 proceeds to step S113.

[0068] In step S113, the CPU 71 executes propulsion control. In this propulsion control, the CPU 71 corrects the position of the hull 2 using the outboard motor 4 and the trolling motor 5. Specifically, the CPU 71 controls the outboard motor 4 and the trolling motor 5 so that the relative distance D satisfies D1 < D ≤ D2 and the relative azimuth Bθ of the buoy 36 coincides with the target relative azimuth Tθ (the angular deviation Δθ is less than the predetermined angle θ0, preferably zero). In this propulsion control, the control of the resistance plates 93L and 93R may be used in combination. Thereby, the positional relationship between the hull 2 and the buoy 36 and the fishing line returns to an appropriate state (FIG. 5(a)).

[0069] As a result of the determination in step S102, if D ≤ D1 is satisfied, as shown in FIG. 5(d), the hull 2 and the buoy 36 have come too close due to the influence of a crosswind or the like, so the CPU 71 proceeds to step S103. In step S103, the CPU 71 executes the same propulsion control as in step S113.

[0070] After steps S103, S106, S107, and S113, the CPU 71 proceeds to step S114. In step S114, the CPU 71 executes other processes and returns to step S101. Here, in the other processes, processes based on user instructions are executed. For example, processes based on other operations, mode switching processes, processes to end this process, etc. are executed.

[0071] According to this embodiment, the CPU 71 as the control unit controls the resistance plates 93 of the resistance plate units 90L and 90R based on the relative distance D. For example, in principle, by controlling so that the hull 2 is positioned in a range satisfying D1 < D ≤ D2, the position of the hull 2 becomes appropriate. Also, when the angular deviation Δθ exceeds a predetermined angle θ0, relative azimuth deviation correction control (S106, S110) is executed, so that the azimuth of the hull 2 becomes appropriate. Therefore, without requiring manual operation of the resistance plate 93, the hull 2 can move mainly along the tidal current even in the presence of wind, and the frequency of use of the propulsion unit when following the buoy 36 can be reduced, enhancing quietness. Thus, a comfortable environment for fishing can be provided.

[0072] Also, when the relative distance D is too short or too long, propulsion control (S103, S113) is executed. Also, when the hull 2 stays in the range of D2 < D ≤ D3 for too long, propulsion control (S113) is executed. By these means, it is possible to handle cases where the position and azimuth of the hull 2 cannot be corrected only by controlling the resistance plate 93.

[0073] Note that the arrangement positions of the resistance plate units 90L and 90R are not limited to the stern. As shown in FIG. 6, as long as a pair is provided on the left and right, the arrangement position does not matter.

[0074] FIGS. 6(a) and (b) are schematic diagrams showing modified examples of the arrangement of the resistance plate units 90L and 90R. As shown in FIG. 6(a), the resistance plate units 90L and 90R may be arranged on the left side and the right side of the hull 2, respectively. Alternatively, as shown in FIG. 6(b), in the vicinity of the bow, a pair of resistance plate units 90L and 90R may be arranged on the left and right.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] Although the position of the resistance plate 93 has been varied in two stages, this is not limiting, and a configuration in which the position can be varied in a continuous or three or more stages may also be employed. For example, a trim tab may be employed. 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, may also be employed. If the resistance plate 93 is configured to be able to change its position in a continuous or three or more stages, the relative azimuth deviation correction control (S106, S110) may also be able to control the left and right resistance plates 93 to have different protrusion amounts.

[0079] It should be noted that, from the viewpoint of providing a comfortable trolling environment by suppressing the different movements of the hull 2, the buoy 36, and the fishing line through simple control, it is not essential to provide the relative heading deviation correction control (S106, S110) or the propulsion unit control (S103, S113). Furthermore, it is not essential to provide step S112, and the process may proceed to step S114 after steps S110 and S111.

[0080] 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]

[0081] 2 hull, 36 buoy, 70 controller, 71 CPU, 90L, 90R resistance plate unit, 93L, 93R resistance plate, D relative distance, Bθ relative direction, Tθ target relative direction

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; an acquisition unit that acquires a relative distance between the buoy, which is floating on the water in a free-drifting manner, and the ship; a control unit that controls the resistance member based on the relative distance.

2. 2. The vessel control device according to claim 1, wherein the control unit sets both resistance members to the second position when the relative distance is greater than a first distance and equal to or less than a second distance greater than the first distance.

3. 3. A ship control device as described in claim 2, wherein the control unit sets one resistance member to the first position and the other resistance member to the second position when the relative orientation of the buoy with respect to the hull deviates from the target relative orientation by more than a predetermined angle, even if the relative distance is greater than the first distance and less than the second distance.

4. The vessel control device according to claim 2 , wherein the control unit sets at least one of the resistance members to the first position when the relative distance is greater than the second distance.

5. 5. The vessel control device according to claim 4, wherein the control unit sets both resistance members to the first position when the relative distance is greater than the second distance and the relative orientation of the buoy with respect to the hull does not deviate by more than a predetermined angle from a target relative orientation.

6. 5. A ship control device as described in claim 4, wherein the control unit sets one resistance member to the first position and the other resistance member to the second position when the relative distance is greater than the second distance and the relative orientation of the buoy with respect to the hull deviates from the target relative orientation by more than a predetermined angle.

7. The vessel control device according to claim 2 , wherein the control unit corrects the position of the hull using two or more propulsion units when the relative distance is equal to or less than the first distance.

8. 8. The vessel control device according to claim 2, wherein the control unit corrects the position of the hull using two or more propulsion units when the relative distance is greater than a third distance that is greater than the second distance.

9. 9. The vessel control device according to claim 8, wherein the control unit corrects the position of the hull using two or more propulsion units when a state in which the relative distance is greater than the second distance and is equal to or less than the third distance continues for more than a predetermined time.

10. The vessel control device according to any one of claims 1 to 9, wherein the buoy is connected to the hull by a connecting member.

11. The control device for a vessel according to any one of claims 1 to 10, wherein the predetermined direction is a longitudinal direction of the hull.

12. 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 vessel control device according to claim 11 , wherein the second position is a rotational position in which the resistance member is parallel to the fore-and-aft direction of the hull.

13. The buoy outputs information indicating its own position, The vessel control device according to claim 1 , wherein the acquisition unit acquires the relative distance based on the position of the vessel and information output from the buoy.

14. A ship comprising the ship control device according to any one of claims 1 to 13.

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