Ship control device, ship control method, and ship control program

Abstract

To provide a ship control device having good usability even in an automatic navigation mode without impairing good responsiveness in manual ship operation.SOLUTION: The marine vessel control device includes an input, a navigation controller, and a thrust adjuster. The input unit receives an operation input from an operating device that operates a propulsion state including a propulsion force and a moving direction of the vessel. The navigation control unit controls navigation of the marine vessel in a plurality of marine vessel maneuvering modes including a manual marine vessel maneuvering mode based on an operation input and an automatic marine vessel maneuvering mode in which a propulsion state is maintained. The propulsion force adjusting section changes the propulsion force of the marine vessel from the held propulsion force when a direction changing operation input for changing the movement direction in the operation input is received in the automatic navigation mode.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to automatic low speed navigation control for ships. [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] Japanese Patent Publication No. 2022-85659 Summary of the Invention [Problem to be solved by the invention]

[0004] When a ship is manually steered using a conventional joystick, the ship is set to be highly responsive to joystick operation.

[0005] However, in an automatic navigation mode (low-speed automatic navigation mode) that maintains a constant speed and course at low speeds, if the responsiveness to operations is too high, sudden course changes when changing course using the joystick may result in a decrease in ride comfort and overshoot, making it difficult to set the desired course.

[0006] Therefore, an object of the present invention is to provide a ship control device that can improve ride comfort and make it easier to determine heading even when changing course in automatic navigation mode without compromising responsiveness during manual steering. [Means for solving the problem]

[0007] A vessel control device according to one embodiment of the present invention includes an input unit, a navigation control unit, and a propulsion force adjustment unit. The input unit receives operational input from a controller that controls the propulsion state of the vessel, including the propulsion force and direction of movement. The navigation control unit controls the navigation of the vessel using a plurality of maneuvering modes, including a manual vessel maneuvering mode using operational input and an automatic vessel maneuvering mode in which the propulsion state is maintained. When the propulsion force adjustment unit receives a direction change operation input that changes the direction of movement in the operational input while in the automatic vessel maneuvering mode, it changes the propulsion force of the vessel from the currently maintained propulsion force.

[0008] With this configuration, when a change in direction of travel (course change) is received in the automatic navigation mode, the vessel speed can be set to a different speed than in the automatic navigation mode. This allows the vessel control device to achieve a vessel speed appropriate for the change in direction of travel. Therefore, the vessel control device can improve the ride comfort and make it easier to determine the course when changing course in the automatic navigation mode without compromising the responsiveness of manual navigation.

[0009] In the marine vessel control device according to a preferred embodiment of the present invention, the propulsive force adjuster reduces the propulsive force-related setting value at a predetermined change rate.

[0010] With this configuration, the ship speed can be reduced to an appropriate level when altering course to cut in during automatic navigation mode.

[0011] In the vessel control device according to one embodiment of the present invention, the propulsive force adjuster adjusts the rate of change in accordance with the amount of change in the direction of movement or the vessel speed.

[0012] With this configuration, when changing course to cut in during automatic navigation mode, an appropriate boat speed can be achieved according to the magnitude of the change in course.

[0013] A vessel control device according to a preferred embodiment of the present invention includes a rudder angle control range setting unit that sets different rudder angle control ranges for a manual vessel steering mode and an automatic vessel navigation mode when a direction change operation input is received.

[0014] This configuration enables appropriate control of the rudder angle in both the manual ship steering mode and the automatic navigation mode.

[0015] In the marine vessel control device according to one embodiment of the present invention, the rudder angle control range setting unit sets the control range in the automatic navigation mode to be narrower than the control range in the manual marine vessel steering mode.

[0016] This configuration can suppress undesirable excessive rudder control when altering course during an interrupt in the automatic navigation mode.

[0017] In the marine vessel control device according to one embodiment of the present invention, the navigation control unit adjusts the timing of controlling the movement direction in response to a direction change operation input to after the change in propulsion force in the automatic navigation mode.

[0018] In this configuration, the ship slows down before changing course, which allows for safer course changes.

[0019] In the vessel control device according to one embodiment of the present invention, the propulsive force is either the vessel speed, the throttle opening, or the engine speed, and the movement direction is the vessel heading or the rudder angle.

[0020] This configuration shows a representative example of the direction of movement of the thrust force.

[0021] In the marine vessel control device according to one embodiment of the present invention, when the navigation control unit receives an operation input for enabling the automatic navigation mode, the navigation control unit maintains the propulsive force at a predetermined automatic navigation mode propulsive force.

[0022] This configuration allows the boat speed to be kept constant during slow speed automatic navigation mode.

[0023] In a vessel control device according to one embodiment of the present invention, when the navigation control unit receives an operation input to activate the automatic navigation mode, it adjusts the acceleration to bring the propulsive force at that time closer to the propulsive force for the automatic navigation mode.

[0024] With this configuration, even if there is a large difference in the set speed when changing course in the low-speed automatic navigation mode, a sudden change in boat speed can be suppressed.

[0025] In a ship control device according to one embodiment of the present invention, if the direction of movement is changed by an operational input and no operational input is made for a predetermined period of time, the navigation control unit performs navigation control in the automatic navigation mode so as to maintain a predetermined automatic navigation mode propulsion force and the direction of movement at that time.

[0026] With this configuration, it is possible to easily return to the automatic navigation mode after stopping the cut-in course change operation in the automatic navigation mode at low speed.

[0027] In one embodiment of the vessel control device, the operating device includes a joystick including a head and a shaft. The navigation control unit sets a set value for the propulsion force by a first tilt of the shaft in the longitudinal direction of the vessel. The navigation control unit sets a set value for the movement direction by a second tilt of the shaft in the lateral direction of the vessel or by rotating the head.

[0028] In this configuration, the propulsive force and direction of movement can be easily set using the joystick.

[0029] In the marine vessel control device according to one embodiment of the present invention, the navigation control unit stops the automatic navigation mode and switches to the manual marine vessel maneuvering mode if the first tilt is within the range for canceling the automatic navigation mode.

[0030] This configuration allows for easy switching from a slow-speed automatic navigation mode to a slow-speed manual steering mode. [Brief explanation of the drawings]

[0031] [Figure 1] FIG. 1 is a functional block diagram showing an example of the configuration of a vessel control system including a vessel control device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a perspective view of the appearance of the first navigation device. [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 illustrating an example of a process executed by the steering angle control range setting unit. [Figure 7] FIG. 7 is a diagram showing an example of the behavior of the ship in the low-speed navigation control mode. [Figure 8] Figure 8 is an enlarged view of a portion of the behavior including the point at which a course change operation was performed by manual maneuvering to cut in while in low-speed automatic navigation mode. [Figure 9] FIG. 9 is a graph showing an example of changes in throttle opening degree when the mode is shifted from the low-speed manual ship-maneuvering mode to the low-speed automatic navigation mode. [Figure 10] 10(A), 10(B), and 10(C) are graphs showing other examples of deceleration control when changing course in the low-speed automatic navigation mode. [Figure 11] FIG. 11 is a flowchart showing an outline of the process of the marine vessel control method according to the embodiment of the present invention. [Figure 12] 12(A) and 12(B) are flowcharts showing an example of control when a course change operation is performed in the low-speed automatic navigation mode. [Figure 13] FIG. 13 is a flowchart showing an example of a method for setting the steering angle control range. DETAILED DESCRIPTION OF THE INVENTION

[0032] A ship control technology (ship control device, ship control method, and ship 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 ship control system including a ship control device according to an embodiment of the present invention.

[0033] (Configuration of ship control system 1 and ship control device 10) 1, the vessel control system 1 includes a vessel control device 10, a first vessel steering device 30, a second vessel steering device 40, a propulsion force generating unit 91, a steering gear 92, and a rudder angle sensor 920. The first vessel steering device corresponds to the "operator" of the present invention.

[0034] The vessel 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.

[0035] The vessel control system 1 is installed on a vessel 90 that performs, for example, manual vessel steering, high-speed automatic navigation (autopilot) control, and low-speed automatic navigation control.

[0036] 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.

[0037] The first navigation device 30 and the second navigation device 40 are installed in the wheelhouse of the ship 90, for example.

[0038] 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 a first 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.

[0039] 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 a second operation input value based on an operation input from the user and outputs it to the switching unit 200 via the input unit IF.

[0040] The AP operation unit 50 is realized by, for example, a touch panel, physical buttons or switches, etc. The AP operation unit 50 outputs settings related to high-speed automatic navigation control to the navigation control unit 20.

[0041] The sensor 60 measures the position of the ship 90 equipped with the ship control device 10 and the ship's status such as 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.

[0042] The display unit 70 is realized by, for example, a liquid crystal panel. The display unit 70 displays various information related to vessel control, the vessel status, 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 vessel control status, the vessel status, etc.

[0043] 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.

[0044] 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.

[0045] For example, one propulsion force generating unit 91 and one steering gear 92 are provided for each vessel. In other words, the vessel 90 equipped with the vessel control device 10 of this embodiment is a so-called one-shaft, one-rudder vessel (vessel). Note that a one-shaft, one-rudder vessel (vessel) includes a vessel equipped with multiple engines but a single command system, in which the rudder angle (a parameter that controls the movement direction (turning direction) of the vessel 90) and the throttle (a parameter that controls the propulsion force and movement speed (vessel speed) of the vessel 90) are synchronized.

[0046] 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.

[0047] (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 first navigation device. 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.

[0048] 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).

[0049] (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 ship 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.

[0050] 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.

[0051] Furthermore, as shown in FIG. 3(A), the head 31 is rotatable around the axis of the shaft 32.

[0052] The first ship navigation device 30 detects, for example, the position of the head 31 on a two-dimensional plane and the amount of rotation of the head 31, and generates a first operation input value according to the position of the head 31 and the amount of rotation of the head 31.

[0053] Specifically, the first ship maneuvering device 30 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 as the first operation input value. 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).

[0054] The first navigation device 30 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 as the first operation input value. 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).

[0055] The first ship steering device 30 detects the rotation direction and rotation angle (amount of rotation) of the head 31, and generates an operation input value (z) as a first operation input value based on the 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 the operation input value (z).

[0056] The first ship navigation device 30 outputs the operation input value (x), the operation input value (y), and the operation input value (z) to the navigation control unit 20.

[0057] (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).

[0058] 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.

[0059] 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.

[0060] When the operation input value (x) is within the DB range (see FIG. 4A) near 0, the throttle control unit 23 of the navigation control unit 20 sets the shift to N (neutral) and sets the throttle opening to an idling state.

[0061] When the operation input value (x) is outside the DB range and is a positive value (+ value), the throttle control unit 23 sets the shift to F (forward), and sets the throttle opening to increase as the absolute value of the operation input value (x) increases.When the operation input value (x) is outside the DB range and is a negative value (- value), the throttle control unit 23 sets the shift to R (reverse), and sets the throttle opening to increase as the absolute value of the operation input value (x) increases.

[0062] Whether moving forward or backward, the propulsive force of the vessel 90 increases as the throttle opening increases, and decreases as the throttle opening decreases. In other words, the propulsive force of the vessel 90 is adjusted by the throttle opening, and the travel speed (vessel speed) is adjusted by adjusting the propulsive force.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] Then, the rudder angle control unit 24 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 24 sets the command rudder angle so that the larger the operation input value (y), the larger the command rudder angle.

[0068] More specifically, when the operation input value (y) is within the DB range near 0 (see FIG. 5(A)), the steering angle control unit 24 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 24 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.

[0069] When the operation input value (y) is outside the DB range and is a negative value (- value), the steering angle control unit 24 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.

[0070] (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.

[0071] 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) while the joystick is disabled, operation input via 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 while operation input via the joystick is enabled, operation input via the joystick is disabled.

[0072] The operation button 332 is a button for selecting whether to enable or disable the low-speed automatic navigation mode.

[0073] For example, when the operation button 332 is operated (e.g., touched or pressed) while the low-speed manual ship steering mode is being executed, the mode setting unit 21 switches from the low-speed manual ship steering mode to the low-speed automatic navigation mode, disables the low-speed manual ship steering mode, and enables the low-speed automatic navigation mode.

[0074] When the operation button 332 is operated while the low-speed automatic navigation mode is enabled, the mode setting unit 21 switches from the low-speed automatic navigation mode to the low-speed manual navigation mode, disables the low-speed automatic navigation mode, and transitions to the low-speed manual navigation mode.

[0075] The operation buttons 333 and 334 are primarily used to set the duty during intermittent throttle control in the low-speed automatic flight mode.

[0076] The operation buttons 333 and 334 can also be used to set the maximum throttle opening in the low-speed manual vessel maneuvering mode. In this case, the throttle control unit 23 sets the throttle opening according to the operation input value (x) from the joystick in the low-speed manual vessel maneuvering mode, depending on the operation state of the operation buttons 333 and 334.

[0077] The first navigation device detects operations on the multiple operation buttons 331-334 and outputs the operation results to the navigation control unit 20.

[0078] 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.

[0079] 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 mode is enabled (when the low-speed manual vessel steering mode is disabled), and turns off when the low-speed automatic navigation mode is disabled (when the low-speed manual vessel steering mode is enabled).

[0080] 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.

[0081] (Configuration of the navigation control unit 20) The navigation control unit 20 includes a mode setting unit 21 , a thrust adjustment unit 22 , a throttle control unit 23 , a rudder angle control unit 24 , and a rudder angle control range setting unit 25 .

[0082] The navigation control unit 20 is configured 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.

[0083] As described above, the mode setting unit 21 selects a mode for low-speed automatic navigation control based on the operation input of the operation button 332. Specifically, the mode setting unit 21 sets either the low-speed manual ship-maneuvering mode or the low-speed automatic navigation mode based on the operation input of the operation button 332. The mode setting unit 21 outputs the set mode to the propulsion force adjustment unit 22 and the rudder angle control range setting unit 25.

[0084] When the propulsive force adjustment unit 22 receives an operation input (input of an operation input value (y) or an operation input value (z)) from the operation button 332 in the low-speed automatic navigation mode, it instructs the throttle control unit 23 to change the set value of the throttle opening. More specifically, the propulsive force adjustment unit 22 sets an adjustment coefficient (<1.0) for reducing the throttle opening set by the throttle control unit 23 by a predetermined rate.

[0085] As described above, the throttle control unit 23 sets the throttle opening according to the operation input value (x). The throttle opening set in the low-speed automatic navigation mode corresponds to the "propulsion-related setting value for maintaining thrust or a speed dependent on thrust" of the present invention. The throttle control unit 23 outputs the set throttle opening to the thrust generation unit 91 via the switching unit 200.

[0086] Furthermore, when the throttle control unit 23 receives an adjustment coefficient from the propulsion force adjustment unit 22 in the automatic navigation mode, it changes the throttle opening based on this adjustment coefficient. More specifically, the throttle control unit 23 multiplies the throttle opening by the adjustment coefficient and outputs the throttle opening resulting from the multiplication. As a result, the throttle opening when a course change command is issued for the vessel 90 in the low-speed automatic navigation mode becomes smaller than the throttle opening during course keeping in the low-speed automatic navigation mode.

[0087] As described above, the steering angle control unit 24 sets a steering angle according to the operation input value (y) or operation input value (z) corresponding to the direction change operation input. The steering angle control unit 24 outputs the set steering angle to the steering angle control range setting unit 25.

[0088] The rudder angle control range setting unit 25 sets different rudder angle control ranges for the low-speed manual ship-maneuvering mode and the low-speed automatic navigation mode. Fig. 6 is a diagram showing an example of processing executed by the rudder angle control range setting unit. As shown in Fig. 6, the rudder angle control range setting unit 25 includes a multiplier.

[0089] The steering angle control range setting unit 25 receives a steering angle based on the operation input value (y) or the operation input value (z) from the steering angle control unit 24.

[0090] The steering angle control range setting unit 25 receives the mode selected by the mode setting unit 21.

[0091] If the low-speed manual ship-maneuvering mode is set, the rudder angle control range setting unit 25 sets the setting coefficient k=1.0. The rudder angle control range setting unit 25 multiplies the rudder angle by the setting coefficient k=1.0 and outputs the rudder angle obtained as a result of the multiplication to the steering 92 via the switching unit 200.

[0092] If the low-speed automatic navigation mode is set, the rudder angle control range setting unit 25 sets the setting coefficient k=0.5. The rudder angle control range setting unit 25 multiplies the rudder angle by the setting coefficient k=0.5 and outputs the rudder angle obtained as a result of the multiplication to the steering 92 via the switching unit 200.

[0093] The above-mentioned setting coefficient k is an example, and it is sufficient that the setting coefficient in the low-speed automatic navigation mode is smaller than the setting coefficient in the low-speed manual ship-steering mode.

[0094] (Relationship between low-speed manual steering mode and low-speed automatic navigation mode) In the low-speed manual steering mode, the vessel speed is below a predetermined value for manual steering, and the throttle opening and command rudder angle are set manually according to the joystick operation status. In the low-speed automatic navigation mode, the vessel maintains its heading at that time while automatically controlling navigation at the specified throttle opening.

[0095] (Low speed manual steering mode) (Throttle opening) In the low-speed manual vessel maneuvering mode, the throttle control unit 23 sets the throttle opening based on the ±x operation of the joystick (operation input value (x)). For example, roughly speaking, the throttle control unit 23 sets the throttle opening so that the larger the operation input value (x), the larger the throttle opening.

[0096] More specifically, when the operation input value (x) is within the DB range (see FIG. 5(A)) near 0, the throttle control unit 23 sets the shift to N (neutral) and sets the throttle opening to 0. When the operation input value (x) is outside the DB range and is a positive value (+ value), the navigation control unit 20 sets the shift to F (forward), and sets the throttle opening to increase as the absolute value of the operation input value (x) increases.

[0097] The throttle control unit 23 outputs the set throttle opening to the thrust generating unit 91 .

[0098] In the low-speed manual vessel maneuvering mode, the throttle control unit 23 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.

[0099] (rudder angle) In the low-speed manual ship-steering mode, the rudder angle control unit 24 sets the rudder angle based on the ±y operation (operation input value (y)) or ±z operation (operation input value (z)) of the joystick. The rudder angle control range setting unit 25 outputs the rudder angle set by the rudder angle control unit 24 to the steering 92 as is.

[0100] 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 24 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 24 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).

[0101] (Switching between low-speed manual steering mode and low-speed automatic navigation mode) In the low-speed manual ship steering 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 mode setting unit 21 detects this operation and switches from the low-speed manual ship steering mode to the low-speed automatic navigation mode.

[0102] This allows the vessel control device 10 to transition from the low-speed manual vessel maneuvering mode to the low-speed automatic navigation mode with a simple operation.

[0103] The throttle control unit 23 sets the initial throttle opening in the low-speed automatic navigation mode. 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., the engine) does not stop when the clutch is engaged (loaded state). The initial throttle opening determines the initial thrust.

[0104] The throttle control unit 23 gradually changes the throttle opening from the throttle opening at the time of switching from the low-speed manual ship-maneuvering mode to the low-speed automatic sailing mode to the initial throttle opening. The rate of change is set, for example, as a linear function, but is not limited to this.

[0105] This makes it possible to suppress abrupt changes in vessel speed when transitioning from the low-speed manual vessel steering mode to the low-speed automatic navigation mode, thereby improving the safety and comfort of the user.

[0106] When the operation button 332 is operated in the low-speed automatic navigation mode, the mode setting unit 21 detects this and switches from the low-speed automatic navigation mode to the low-speed manual ship steering mode.

[0107] Alternatively, if the joystick is operated backwards (-x) in the low-speed automatic navigation mode and is held within a predetermined range close to the maximum value for a predetermined time, the mode setting unit 21 detects this and switches from the low-speed automatic navigation mode to the low-speed manual navigation mode. In this case, the predetermined range is, for example, x between -95 and -100, and the predetermined time is, for example, 2 seconds.

[0108] This allows the vessel control device 10 to transition from the low-speed automatic navigation mode to the low-speed manual vessel maneuvering mode with a simple operation. In addition, when operating using 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 an undesired transition from the low-speed automatic navigation mode to the low-speed manual vessel maneuvering mode.

[0109] (Low speed automatic navigation mode) When the navigation control unit 20 detects that the throttle opening has reached the idling throttle opening or that the boat speed has reached a value corresponding to the idling throttle opening, it starts control in the low-speed automatic navigation mode.

[0110] Generally speaking, the low-speed automatic navigation mode maintains the set throttle opening. Also, the low-speed automatic navigation mode automatically adjusts the rudder angle based on the measured rudder angle detected by the rudder angle sensor 920 so as to maintain the heading (course keeping). In other words, the low-speed automatic navigation control performs course keeping control.

[0111] Based on this general control, the following control is performed in the low-speed automatic navigation mode.

[0112] (Throttle opening adjustment) In the low-speed automatic flight mode, if the joystick is operated in the +x direction (forward tilting) and is outside the DB range, the throttle control unit 23 detects this and increases the set value of the throttle opening by ms%. Then, when the joystick is returned to the neutral position, the throttle control unit 23 detects this and reflects the increased throttle opening in the low-speed automatic flight mode setting.

[0113] In the low-speed automatic flight mode, if the joystick is operated in the -x direction (tilted backward) and is outside the DB range, the throttle control unit 23 detects this and decreases the set value of the throttle opening by ms%. Then, when the joystick is returned to the neutral position, the throttle control unit 23 detects this and reflects the decreased throttle opening in the low-speed automatic flight mode setting.

[0114] In addition, in the low-speed automatic flight mode, it is also possible to perform intermittent throttle control. Intermittent throttle control has a predetermined time length as one cycle of intermittent throttle control, and the on-time Ton during which a non-zero throttle opening (the above-described set throttle opening) is maintained and the off-time Toff during which a zero throttle opening is maintained are set to a predetermined duty ratio. This makes it possible to control at even slower speeds in the low-speed automatic flight mode than when intermittent throttle control is not performed.

[0115] (rudder angle control in low-speed automatic navigation mode) In the low-speed automatic navigation 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 navigation control unit 20 detects this, interrupts course-keeping control, and switches to control for manually setting the rudder angle.

[0116] When the course-keeping control is interrupted or the rudder angle is manually set, the thrust adjustment unit 22 sets an adjustment coefficient (<1.0) for reducing the throttle opening at a predetermined rate. The adjustment coefficient is, for example, 0.95. The thrust adjustment unit 22 outputs the adjustment coefficient to the throttle control unit 23.

[0117] The throttle control unit 23 multiplies the throttle opening that has already been set by the adjustment coefficient and outputs the throttle opening resulting from the multiplication. As a result, the throttle opening output to the propulsion force generating unit 91 becomes smaller than the throttle opening before the manual vessel maneuvering interruption. As a result, the vessel speed of the vessel 90 decreases when changing course during the manual vessel maneuvering interruption.

[0118] The rudder angle control unit 24 sets the rudder angle based on the operation state of the joystick (operation input value (y) or operation input value (z)). The rudder angle control range setting unit 25 multiplies the rudder angle output by the rudder angle control unit 24 by a setting coefficient (k=0.5) for the low-speed automatic navigation mode. The rudder angle control range setting unit 25 outputs the rudder angle resulting from the multiplication. As a result, the rudder angle output to the steering 92 during interrupt manual navigation in the low-speed automatic navigation mode is smaller than the rudder angle in the low-speed manual navigation mode. As a result, the influence of the rudder angle during interrupt manual navigation is reduced.

[0119] Then, when the joystick is returned to the neutral position, the rudder angle control unit 24 detects this and resumes course-keeping control to maintain the heading at that time.

[0120] This allows the vessel controlling device 10 to adjust the vessel's heading with a simple operation in the low-speed automatic navigation mode. Furthermore, the vessel controlling device 10 reduces the vessel speed and reduces steering effort when changing course by manual maneuvering to cut in while in the low-speed automatic navigation mode. This prevents the vessel controlling device 10 from experiencing an undesirably high vessel speed when changing course, and can also prevent sudden changes in course. Therefore, the vessel controlling device 10 can achieve safer course changes (turns) even when cutting in while in the low-speed automatic navigation mode by manual maneuvering.

[0121] (Example of ship behavior in low-speed manual navigation mode and low-speed automatic navigation mode) FIG. 7 is a diagram showing an example of the behavior of the vessel in the low-speed navigation control mode. FIG. 7 shows a state in which the vessel has transitioned from the low-speed manual navigation mode to the low-speed automatic navigation mode. FIG. 8 is an enlarged diagram of a portion of the behavior, including the point in time when a course change operation is performed by manual navigation to interrupt the low-speed automatic navigation mode. FIG. 9 is a graph showing an example of a change in throttle opening degree in a state in which the vessel has transitioned from the low-speed manual navigation mode to the low-speed automatic navigation mode. In the explanation using FIGS. 7, 8, and 9, the navigation control unit 20 will be used as the subject, but each control is performed by the above-mentioned functional units constituting the navigation control unit 20.

[0122] First, at time Pa, the low-speed manual ship-steering mode using the joystick is being executed (corresponding to the manual ship-steering period in FIG. 9). In the low-speed manual ship-steering mode, the navigation control unit 20 sets the throttle opening according to the operation input value (x) from the joystick (see FIG. 9). The navigation control unit 20 also sets the rudder angle according to the operation input value (y) or the operation input value (z). At this time, the rudder angle before the range was narrowed by the rudder angle control range setting unit 25 is applied to the steering 92.

[0123] Thereafter, when the user operates the operation button 332 ("AUTO" button), the low-speed automatic navigation mode (low-speed AC) is started (AUTO timing in Figure 9). At this time, the navigation control unit 20 automatically controls the rudder angle so as to keep the bow heading at the start timing of the low-speed automatic navigation mode as the target heading.

[0124] Then, the navigation control unit 20 gradually reduces the throttle opening so that the engine speed becomes idling speed, thereby gradually decelerating the vessel (corresponding to the deceleration control period in FIG. 9).

[0125] When the throttle opening THRa corresponding to the idling speed is reached (time Pb), the navigation control unit 20 maintains the throttle opening and performs automatic course-keeping control so that the bow heading faces the target heading (corresponding to the automatic navigation period in Figure 9).

[0126] 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.

[0127] When a horizontal operation or a turning operation of the joystick is performed during automatic course-keeping control (at time Pc), the navigation control unit 20 detects it as a course-changing operation and interrupts the automatic course-keeping control. The navigation control unit 20 manually adjusts the rudder angle based on the operation input value (y) by the horizontal operation of the joystick or the operation input value (z) by the turning operation. At this time, the navigation control unit 20 discards the previous target bearing.

[0128] At this time, the navigation control unit 20 adjusts the throttle opening THRa to the throttle opening THRat for course change (<THRa).

[0129] Thereby, the ship 90 further decelerates for course change. Therefore, the ship control device 10 can suppress the ship speed from being undesirably high during course change. As a result, the ship control device 10 can suppress the discomfort caused by the sudden course-changing operation of the ship.

[0130] Furthermore, the navigation control unit 20 adjusts to narrow the range of the rudder angle. Specifically, the navigation control unit 20 makes the rudder angle set based on the operation input value (y) or the operation input value (z) for manual ship operation interrupted in the low-speed automatic navigation mode smaller than the rudder angle set based on the operation input value (y) or the operation input value (z) in the low-speed manual ship operation mode.

[0131] Thereby, the responsiveness of the rudder during manual ship operation interrupted in the low-speed automatic navigation mode is reduced compared to that in the low-speed manual ship operation mode. Therefore, the ship control device 10 can suppress the ship 90 from changing course undesirably largely during course change interrupted in the low-speed automatic navigation mode. Thereby, the ship control device 10 can suppress the turning speed and improve the stability at the completion of course change by suppressing overshoot to the desired set bearing. Thus, when the ship control device 10 attempts to change course manually during the low-speed automatic navigation mode, it reduces the ship speed and the responsiveness of the rudder, so that a safer course change can be realized.

[0132] On the other hand, in the low-speed manual vessel maneuvering mode, the steering is not restricted, and therefore the vessel control device 10 can achieve high responsiveness in response to joystick operations in the low-speed manual vessel maneuvering mode.

[0133] As described above, the vessel control device 10 can achieve ease of use even in the automatic navigation mode without sacrificing good responsiveness in manual vessel steering. In other words, the vessel control device 10 can improve the ride comfort and make it easier to determine heading even when changing course in the automatic navigation mode without sacrificing good responsiveness in manual vessel steering.

[0134] Then, when the lateral operation or twisting operation of the joystick ends and the boat enters a neutral state (operation stop state), the navigation control unit 20 automatically controls the commanded rudder angle so as to keep the bow heading at this timing as the target heading.

[0135] It is preferable that the transition to course-keeping control (automatic control of commanded rudder angle) not be immediately after the joystick is placed in the neutral state, but after a predetermined waiting time after the joystick is placed in the neutral state. In other words, the transition to course-keeping control (automatic control of commanded rudder angle) occurs when the joystick is placed in the neutral state and this neutral state is maintained for a predetermined time (e.g., 3 seconds). By waiting for a predetermined time in this way, it is possible to prevent the heading during overshoot from being set to an undesired direction when reaching the desired heading, and to reduce the time required for stabilizing course-keeping.

[0136] Furthermore, when the navigation control unit 20 detects that the low-speed automatic navigation mode has been cancelled as described above, it switches from the low-speed automatic navigation mode to the low-speed manual ship steering mode.

[0137] At this time, the navigation control unit 20 adjusts the throttle opening and changes the rudder angle so that the course change begins after deceleration. Specifically, the navigation control unit 20 reduces the throttle opening for the course change, and changes the rudder angle after detecting that the vessel speed has decreased. This allows the vessel control device 10 to reliably change course after deceleration.

[0138] Alternatively, the navigation control unit 20 may reduce the throttle opening for course change and change the rudder angle approximately simultaneously. Normally, the effect of steering caused by a change in rudder angle is slower than the change in boat speed caused by a change in throttle opening. Therefore, even if the throttle opening for course change and the rudder angle are reduced approximately simultaneously, the vessel control device 10 can change course after deceleration.

[0139] (Deceleration control variations) Figures 10(A), 10(B), and 10(C) are graphs showing another example of deceleration control when maneuvering in low-speed automatic navigation mode. Figures 10(A) and 10(B) are graphs showing the change in throttle opening from the start time of the maneuver, and Figure 10(C) is a graph showing an example of the relationship between the rudder angle and the throttle opening.

[0140] In the case of Figure 10(A), deceleration control is performed in multiple stages. This control is effective when the difference between the throttle opening THRa in the low-speed automatic navigation mode and the throttle opening THRat when changing course is set large.

[0141] This allows the vessel control device 10 to suppress abrupt deceleration when manually maneuvering the vessel to change course after switching from the low-speed automatic navigation mode.

[0142] In the case of Figure 10(B), the throttle opening THRat during a course change is set according to the magnitude of the course change (the magnitude of the steering angle set when changing course). Specifically, the throttle opening THRat1 when the steering angle is relatively large, the throttle opening THRat2 when the steering angle is relatively medium, and the throttle opening THRat3 when the steering angle is relatively small are set in the order THRa3 > THRa2 > THRa1. In other words, the throttle opening is set to be smaller as the steering angle increases, and larger as the steering angle decreases.

[0143] More specifically, as shown in FIG. 10(C), when the steering angle is within the DB range (steering angle dead zone), the throttle opening is set to THRat, and when the steering angle exceeds the maximum value of the DB range, the throttle opening is set to become smaller as the steering angle approaches the maximum steering angle.

[0144] As a result, when a course change is performed by manual steering after interrupting the low-speed automatic navigation mode, the vessel control device 10 can control the vessel speed to an appropriate level depending on the magnitude of the course change.

[0145] (Ship control method) Figure 11 is a flowchart showing an outline of the process of the marine vessel control method according to an embodiment of the present invention. In the explanation of each control (process) shown in Figure 11 and subsequent figures, the details explained in the above configuration will be omitted. In Figure 11 and subsequent figures, "AC" stands for low-speed automatic navigation mode, and "JS" stands for joystick.

[0146] Furthermore, in the explanations of each figure from Figure 11 onwards, the subject of the processing is mainly the "ship 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.

[0147] The vessel control device 10 executes normal operation control (high-speed navigation control mode) (S11), in which the throttle lever and steering wheel are used.

[0148] When the navigation control unit 20 detects a joystick operation start input (operation button 331) (S12: YES), it transitions to a low-speed navigation control mode using the joystick. At this time, the navigation control unit 20 accepts operation of the operation button 331 only when the throttle lever and joystick are in the N shift position.

[0149] If the navigation control unit 20 does not receive an input to start operation of the joystick (operation button 331) (S12: NO), the vessel control device 10 maintains the high-speed navigation control mode.

[0150] When the navigation control unit 20 detects an operation input to start the low-speed automatic navigation mode (S13: YES), it transitions to the low-speed automatic navigation mode (S14). If the vessel control device 10 does not receive an operation input to start the low-speed automatic navigation mode (S13: NO), it executes the low-speed manual vessel maneuvering mode using the joystick (S15).

[0151] When the navigation control unit 20 detects an input to cancel the low-speed automatic navigation 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 low-speed automatic navigation mode and switches to the low-speed manual maneuvering mode (S160).

[0152] When the navigation control unit 20 detects an input to cancel the low-speed navigation control mode (re-operation of the operation button 331) (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 navigation control unit 20 switches to the high-speed navigation control mode only when the throttle lever is in the N shift position. This enables the vessel controlling device 10 to prevent sudden forward or reverse movement after switching to the high-speed navigation control mode.

[0153] The navigation control unit 20 maintains the low-speed navigation control mode until it detects an input operation to cancel the low-speed navigation control mode using the joystick (re-operation of the operation button 331) (S17: NO).

[0154] (Changing course by manual operation in low-speed automatic navigation mode) 12(A) and 12(B) are flowcharts showing an example of control when a course change operation is performed in the low-speed automatic navigation mode.

[0155] In the case of Fig. 12(A), the navigation control unit 20 performs course-keeping control in the low-speed automatic navigation mode (S41). Course-keeping control is a control to maintain the set throttle opening and hold the rudder angle so that the ship steadily heads in the set heading.

[0156] When the navigation control unit 20 detects a course change operation using the joystick (operation using the operation input value (y) or operation input value (z)) during course-keeping control (S42: YES), it performs control to reduce the throttle opening (S431) and control to narrow the rudder angle range (S432).

[0157] In the case of FIG. 12(B), the navigation control unit 20 performs course-keeping control in the low-speed automatic navigation mode (S41).

[0158] When the navigation control unit 20 detects a course change operation using the joystick (operation using the operation input value (y) or operation input value (z)) during course-keeping control (S42: YES), it performs control to reduce the throttle opening (S431).The navigation control unit 20 then performs control to narrow the rudder angle range (S432).

[0159] (Steering angle control range control) FIG. 13 is a flowchart showing an example of a method for setting the steering angle control range.

[0160] 13, the navigation control unit 20 selects a mode in the low-speed navigation control mode based on the operation input of the operation button 332. If the low-speed manual ship-maneuvering mode is selected, the navigation control unit 20 does not correct the rudder angle control range, but sets the setting coefficient for setting the rudder angle control range to k = 1.0 (S131). If the low-speed automatic navigation mode is selected, the navigation control unit 20 corrects the rudder angle control range, and sets the setting coefficient for setting the rudder angle control range to k = 0.5 (S132).

[0161] <1> an input unit that receives operation input from an operating device that operates a propulsion state including a propulsive force and a movement direction of the ship; a navigation control unit that controls navigation of the marine vessel in a plurality of maneuvering modes including a manual maneuvering mode based on the operation input and an automatic navigation mode in which the propulsion state is maintained; a propulsion force adjustment unit that changes the propulsion force of the vessel from the propulsion force that is being maintained when a direction change operation input that changes the movement direction in the operation input is received during the automatic navigation mode.

[0162] <2> <1> The vessel control device according to The propulsive force adjustment unit reduces the propulsive force at a predetermined change rate.

[0163] <3> <1> or <2> The vessel control device according to The propulsive force adjustment unit adjusts the amount of change in the propulsive force according to the amount of change in the movement direction in response to the direction change operation input or the current ship speed.

[0164] <4> <1> ~ <3> The ship control device according to any one of the above, a rudder angle control range setting unit that sets different rudder angle control ranges for the manual ship steering mode and the automatic navigation mode when receiving the direction change operation input.

[0165] <5> <4> The vessel control device according to The rudder angle control range setting unit sets a control range in the automatic navigation mode to be narrower than a control range in the manual ship steering mode.

[0166] <6> <1> ~ <5> The ship control device according to any one of the above, The navigation control unit adjusts, in the automatic navigation mode, the timing of controlling the movement direction in response to the direction change operation input to after the change in the propulsive force.

[0167] <7> <1> ~ <6> The ship control device according to any one of the above, the propulsive force is any one of a boat speed, a throttle opening, and an engine rotation speed; A vessel control device, wherein the movement direction is a heading or a rudder angle.

[0168] <8> <1> ~ <7> The ship control device according to any one of the above, When the navigation control unit receives an operation input to enable the automatic navigation mode, the navigation control unit maintains the propulsion force at a predetermined automatic navigation mode propulsion force.

[0169] <9> <8> The vessel control device according to When the navigation control unit receives an operation input to enable the automatic navigation mode, the navigation control unit adjusts the acceleration from the propulsive force at that time to approach the propulsive force for the automatic navigation mode.

[0170] <10> <1> ~ <9> The ship control device according to any one of the above, The navigation control unit performs navigation control using the automatic navigation mode, maintaining a predetermined automatic navigation mode propulsion force and the movement direction at that time, if there is no operation input for a predetermined period of time after the movement direction is changed by the operation input.

[0171] <11> <1> ~ <10> The ship control device according to any one of the above, the controller comprises a joystick including a head and a shaft; The navigation control unit a first tilt of the shaft in the longitudinal direction of the vessel to set a set value of the propulsive force; A vessel control device that sets the set value of the movement direction by a second tilt of the shaft in the left-right direction of the vessel or by rotating the head.

[0172] <12> <11> The vessel control device according to The navigation control unit stops the automatic navigation mode and switches to the manual navigation mode if the first tilt is within a range for canceling the automatic navigation mode. [Explanation of symbols]

[0173] 1: Ship control system 10: Ship control device 20: Navigation control unit 21: Mode setting section 22: Propulsion adjustment section 23: Throttle control unit 24: Steering angle control unit 25: Steering angle control range setting section 30: First navigation device 31: Head 32: Shaft 33: Buttons 40: Second navigation device 50:AP operation section 60: Sensor 70: Display section 90: Ship 91: Thrust generation unit 92: Rudder gear 100: Data communication network 200: Switching section 331-334: Operation buttons IF: Input section L331, L332, L333, L334: Light-emitting elements THRa, THRat, THRat1, THRat2, THRat3: Throttle opening

Claims

1. an input unit that receives operation input from an operating device that operates a propulsion state including a propulsive force and a movement direction of the ship; a navigation control unit that controls navigation of the marine vessel in a plurality of maneuvering modes including a manual maneuvering mode based on the operation input and an automatic navigation mode in which the propulsion state is maintained; a propulsion force adjustment unit that changes a propulsion force of the marine vessel from the propulsion force that is being maintained when a direction change operation input that changes the movement direction of the marine vessel is received in the automatic navigation mode; and A ship control device comprising:

2. The vessel control device according to claim 1, The thrust adjustment unit reduces the thrust at a predetermined change rate. Ship control equipment.

3. The vessel control device according to claim 1, the propulsive force adjustment unit adjusts the amount of change in the propulsive force in accordance with the amount of change in the movement direction in response to the direction change operation input or the current ship speed. Ship control equipment.

4. The vessel control device according to claim 1, a rudder angle control range setting unit that sets different rudder angle control ranges for the manual marine vessel steering mode and the automatic navigation mode when the direction change operation input is received, Ship control equipment.

5. 5. The vessel control device according to claim 4, the rudder angle control range setting unit sets the control range in the automatic navigation mode to be narrower than the control range in the manual ship steering mode. Ship control equipment.

6. The vessel control device according to claim 1, the navigation control unit, in the automatic navigation mode, adjusts the timing of controlling the movement direction in response to the direction change operation input to after the change in the propulsion force; Ship control equipment.

7. The vessel control device according to claim 1, the propulsive force is any one of a boat speed, a throttle opening, and an engine rotation speed; The movement direction is a heading or a rudder angle. Ship control equipment.

8. The vessel control device according to claim 1, the navigation control unit, upon receiving an operation input for enabling the automatic navigation mode, maintains the propulsion force at a predetermined automatic navigation mode propulsion force; Ship control equipment.

9. The vessel control device according to claim 8, when the navigation control unit receives an operation input for enabling the automatic navigation mode, the navigation control unit adjusts the acceleration from the propulsion force at that time to the propulsion force for the automatic navigation mode. Ship control equipment.

10. The vessel control device according to claim 1, the navigation control unit performs navigation control in the automatic navigation mode, maintaining a predetermined automatic navigation mode propulsion force and the movement direction at that time, if there is no operation input for a predetermined time period after the movement direction is changed by the operation input; Ship control equipment.

11. The vessel control device according to claim 1, the controller comprises a joystick including a head and a shaft; The navigation control unit a first tilt of the shaft in the longitudinal direction of the vessel to set a set value of the propulsive force; a second tilt of the shaft in the left-right direction of the vessel or a rotation of the head to set the set value of the movement direction; Ship control equipment.

12. The vessel control device according to claim 11, the navigation control unit stops the automatic navigation mode and switches to the manual marine vessel steering mode if the first tilt is within a range for canceling the automatic navigation mode. Ship control equipment.

13. receiving operation input from an operating device that controls the propulsion state of the vessel, including the propulsion force and direction of movement; controlling navigation of the ship through a plurality of maneuvering modes including a manual maneuvering mode based on the operation input and an automatic navigation mode in which the propulsion state is maintained; When a direction change operation input for changing the movement direction among the operation inputs is received in the automatic navigation mode, the propulsive force of the marine vessel is changed from the propulsive force being maintained. Ship control methods.

14. receiving operation input from an operating device that controls the propulsion state of the vessel, including the propulsion force and direction of movement; controlling navigation of the ship through a plurality of maneuvering modes including a manual maneuvering mode based on the operation input and an automatic navigation mode in which the propulsion state is maintained; When a direction change operation input for changing the movement direction among the operation inputs is received in the automatic navigation mode, the propulsive force of the marine vessel is changed from the propulsive force being maintained. A ship control program that causes a processing unit to execute processing.

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