EP4613633A1

EP4613633A1 - Automatically navigable vessel steering system, method for controlling vessel steering system, and marine vessel

Info

Publication number: EP4613633A1
Application number: EP25157378.8A
Authority: EP
Inventors: Hiroshi Inoue; Daisuke Okamura; Katsutoshi NAITO; Kunihiko AKAHANE; Hiroaki Takase; Kazumichi Yoshida; Tomohiro HIROTA
Original assignee: Yamaha Motor Co Ltd
Current assignee: Yamaha Motor Co Ltd
Priority date: 2024-02-15
Filing date: 2025-02-12
Publication date: 2025-09-10
Also published as: US20250263161A1; JP2025125465A

Abstract

In a marine vessel equipped with a vessel steering system having an automatic vessel steering mode and a manual vessel steering mode as vessel steering modes, when a password for releasing a locked state is input to a MFD in a locked state where the vessel steering mode is fixed to the automatic vessel steering mode, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.

Description

The present invention relates to a vessel steering system, a method for controlling a vessel steering system, and a marine vessel.
In recent years, a marine vessel equipped with an automatically navigable vessel steering system without a vessel operator operating vessel steering equipment has been developed. Such a vessel steering system of the marine vessel has, as a vessel steering mode, a manual vessel steering mode in which actuators of a throttle mechanism and a steering mechanism are operated based on an input operation received by the vessel steering equipment, and an automatic vessel steering mode in which the respective actuators are automatically operated without the input operation received by the vessel steering equipment (refer to, for example, JP 2021-194957 A ).
In a case where such a vessel steering system having the manual vessel steering mode and the automatic vessel steering mode is applied to an unmanned ship on which a vessel operator does not board, even if a malicious third party operates the vessel steering equipment, the vessel steering mode remains fixed to the automatic vessel steering mode in order to ignore the operation.
However, in the vessel steering system disclosed in JP 2021-194957 A , when an emergency situation in which continuation of automatic navigation of the marine vessel is difficult occurs, the marine vessel is not navigable while the vessel steering mode is fixed to the automatic vessel steering mode. Therefore, there is room for improvement from the viewpoint of maintaining the operation of the marine vessel.
An object of the present invention is to provide a vessel steering system, a method for controlling a vessel steering system, and a marine vessel that can maintain operation of a marine vessel even when continuation of automatic operation of the marine vessel becomes difficult.
According to the present invention said object is solved by a vessel steering system according to the independent claim 1, a method for controlling a vessel steering system according to the independent claim 14, and/or a marine vessel according to according to at least one of the independent claims 15 and 16. Preferred embodiments are laid down in the dependent claims.
According to a preferred embodiment, a vessel steering system comprising: an automatic vessel steering mode and a manual vessel steering mode as vessel steering modes, wherein when an unlock key is received in a locked state in which the vessel steering mode is fixed to the automatic vessel steering mode, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.
According to this configuration, when the marine vessel is in an emergency situation, the vessel steering mode can be shifted from the automatic vessel steering mode to the manual vessel steering mode by an unlock key. For this reason, when a vessel operator who gets on the marine vessel or a third party who has a vessel steering qualification steers the marine vessel, the marine vessel can navigate and the operation of the marine vessel can be maintained.
The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a marine vessel equipped with a vessel steering system according to a preferred embodiment.
FIG. 2 is a perspective view of a main part of a vessel steering seat of the marine vessel in FIG. 1.
FIG. 3 is a block diagram schematically illustrating a configuration of a vessel steering system included in the marine vessel 1 in FIG. 1.
FIG. 4 is a diagram for explaining control in an automatic vessel steering mode.
FIG. 5 is a flowchart illustrating lock state release processing for changing a vessel steering mode from the automatic vessel steering mode to a manual vessel steering mode.
FIG. 6 is a flowchart illustrating vessel steering mode change processing.
FIG. 7 is a flowchart illustrating a first modification of the vessel steering mode change processing.
FIG. 8 is a flowchart illustrating a second modification of the vessel steering mode change processing.
FIG. 9 is a flowchart illustrating a third modification of the vessel steering mode change processing.

DESCRIPTION OF THE EMBODIMENTS

Hereinafter, preferred embodiments will be described with reference to the drawings. FIG. 1 is a side view of a marine vessel equipped with a vessel steering system according to a present embodiment. The marine vessel 1 includes a hull 2 and two outboard motors 3 mounted on the hull 2. Each outboard motor 3 includes an engine 4 and a propeller 5, and generates thrust by rotating the propeller 5 by a driving force of the engine 4. Note that the number of outboard motors 3 included in the marine vessel 1 is not limited to two, and the marine vessel 1 may include only one outboard motor 3, or the marine vessel 1 may include three or more outboard motors 3.
In the marine vessel 1, a vessel steering room 6 is provided in the hull 2, and a vessel steering seat 7 is disposed in the vessel steering room 6. FIG. 2 is a perspective view of a main part of the vessel steering seat 7. A steering mechanism 8, a remote controller 9, a joystick 10, a multi functional display (MFD) 11, and a main switch 12 are disposed in the vessel steering seat 7.
The steering mechanism 8 is a device for a vessel operator to determine a course of the marine vessel 1. The steering mechanism 8 includes a steering wheel 13 (vessel steering equipment) that can be rotationally operated. When the vessel operator rotates the steering wheel 13 left or right(clockwise or counterclockwise), a steering mechanism 24, which will be described later, including an actuator and a bracket changes the direction of each outboard motor 3. In the present embodiment, the direction (rudder angle position) of each outboard motor 3 when each outboard motor 3 generates thrust for turning the marine vessel 1 leftward or rightward is referred to as a turning rudder angle position. In addition, the direction (rudder angle position) of each outboard motor 3 when each outboard motor 3 generates thrust for advancing the marine vessel 1 straight is referred to as a straight advancing rudder angle position.
The remote controller 9 has two levers 14 (vessel steering equipment) corresponding to the outboard motors 3. The vessel operator can switch the direction of the thrust generated by the corresponding outboard motor 3 between a forward direction and a backward direction by operating each lever 14, and adjust the output of the corresponding outboard motor 3 to adjust the speed of the marine vessel. For example, when the lever 14 is moved forward (forward position), the corresponding outboard motor 3 generates thrust in the forward direction. When the lever 14 is moved backward (backward position), the corresponding outboard motor 3 generates thrust in the backward direction. When the lever 14 is moved to a neutral position located between the forward position and the backward position, the connection between the engine 4 and the propeller 5 is disconnected by a clutch in the outboard motor 3, and the corresponding outboard motor 3 does not apply thrust to the marine vessel 1.
The joystick 10 (vessel steering equipment) is a rod-like operation member that can be tilted forward, backward, leftward, and rightward and can be rotated around an axis. By operating the joystick 10, the vessel operator can move the marine vessel 1 to the course corresponding to a tilt direction of the joystick 10 by the thrust corresponding to a tilt amount (tilt angle) of the joystick 10.
The MFD 11 (operation unit) is, for example, a color LCD display, functions as a display that displays various types of information, and displays the rotation speed of the engine 4 of each outboard motor 3, the speed of the marine vessel 1, and the like. The MFD 11 also functions as a touch panel that receives an input from a vessel operator, and receives, for example, an input of a password to be described later.
FIG. 3 is a block diagram schematically illustrating a configuration of a vessel steering system 15 included in the marine vessel 1 in FIG. 1. As illustrated in FIG. 3, the vessel steering system 15 includes an outboard motor 3, a steering mechanism 8, a remote controller 9, a joystick 10, an MFD 11, a main switch 12, a boat control unit (BCU) 16, a GPS 17, a compass 18, a remote controller ECU 19, a camera 20, a radar (RADAR) 21, a LiDAR 22, and a communication interface (I/F) 23. The respective components of the vessel steering system 15 are communicably connected to each other.
The steering mechanism 8 transmits a rudder angle signal corresponding to a rotation operation of the steering wheel 13 by the vessel operator to each remote controller ECU 19. The remote controller 9 transmits a signal (forward signal or backward signal) corresponding to the operation of each lever 14 by the vessel operator to each remote controller ECU 19. The joystick 10 transmits a signal corresponding to the tilt direction and the tilt amount by the operation of the vessel operator to each remote controller ECU 19. The MFD 11 transmits a signal corresponding to the received input of the vessel operator to the BCU 16 and each remote controller ECU 19.
The main switch 12 receives an instruction to turn on or start each outboard motor 3, and transmits a signal corresponding to the received instruction to the BCU 16 and each remote controller ECU 19. The BCU 16 grasps the situation of the marine vessel 1 based on the signals transmitted from the respective components of the vessel steering system 15, determines the magnitude of the thrust to be generated by each outboard motor 3 and an acting direction of the thrust to be taken, and transmits a control signal to each remote controller ECU 19.
The GPS 17 grasps the current position of the marine vessel 1 and transmits the current position of the marine vessel 1 to the BCU 16 as position information. The compass 18 grasps the bearing (direction of bow) of the marine vessel 1 and transmits the bearing of the marine vessel 1 to the BCU 16. The camera 20 grasps the surrounding situation of the marine vessel 1 by optical imaging. The radar 21 grasps the surrounding situation of the marine vessel 1 by reflection of radio waves. The LiDAR 22 grasps the surrounding situation of the marine vessel 1 by reflection of the laser light. The camera 20, the radar 21, and the LiDAR 22 transmit information regarding the grasped surrounding situation to the BCU 16. The communication I/F 23 (communication unit) communicates with a server or the like outside the marine vessel 1, and transmits a signal or the like received from the outside to the BCU 16.
One remote controller ECU 19 is provided corresponding to each outboard motor 3. The remote controller ECU 19 controls the respective actuators of the steering mechanism 24, a shift mechanism 25, and a throttle mechanism 26 corresponding to signals transmitted from the BCU 16, the remote controller 9, the joystick 10, and the like, and adjusts the magnitude of the thrust of the outboard motor 3 and the acting direction of the thrust. Therefore, in the vessel steering system 15, the vessel operator can control the speed and the direction of the bow of the marine vessel 1 by operating the joystick 10 and the lever 14 of the remote controller 9. The shift mechanism 25 includes a clutch, a shift fork, and a gear, and changes the direction of the thrust in a front-rear direction by switching the rotation direction of the propeller 5. The throttle mechanism 26 adjusts the intake air amount of the engine 4 to control the rotation speed of the engine 4, and controls the magnitude of the thrust.
The vessel steering system 15 has a manual vessel steering mode and an automatic vessel steering mode as vessel steering modes. In the automatic vessel steering mode, the BCU 16 controls the actuators of the steering mechanism 24, the shift mechanism 25, and the throttle mechanism 26 to navigate the marine vessel 1 without requiring input operation by the vessel operator.
FIG. 4 is a diagram for explaining control in the automatic vessel steering mode. In the automatic vessel steering mode, information about the surrounding situation is transmitted from the camera 20, the radar 21, and the LiDAR 22 to the BCU 16. In addition, information related to a chart stored in a memory (not illustrated) included in the vessel steering system 15 is transmitted to the BCU 16. Furthermore, weather information obtained via the communication I/F 23 or the like is transmitted to the BCU 16. Further, destination information input by the vessel operator via the MFD 11 and destination information obtained via the communication I/F 23 are transmitted to the BCU 16. The BCU 16 transmits a control signal to each remote controller ECU 19 (not illustrated) based on various types of information.
The BCU 16 determines the magnitude of the thrust to be generated by each outboard motor 3 and the acting direction of the thrust to be taken according to the program of the automatic vessel steering mode stored in the memory based on these pieces of information, and transmits a control signal to each remote controller ECU 19. Each remote controller ECU 19 transmits a control signal to the steering mechanism 24, the shift mechanism 25, and the throttle mechanism 26. The steering mechanism 24, the shift mechanism 25, and the throttle mechanism 26 operate the actuators in accordance with control signals to control the direction of each outboard motor 3, the rotation direction of the propeller 5, and the rotation speed of the engine 4.
In the marine vessel 1, when the vessel steering system 15 once sets the vessel steering mode to the automatic vessel steering mode, the locked state in which the vessel steering mode is fixed to the automatic vessel steering mode is obtained. In principle, the marine vessel 1 in the locked state is operated in an unmanned manner without being boarded by the vessel operator, but there is a possibility that a malicious third party gets on the marine vessel 1 and operates the lever 14, the steering wheel 13, the joystick 10, and the main switch 12 of the remote controller 9 of the vessel steering seat 7.
Therefore, in the locked state, even if the third party operates the lever 14, the steering wheel 13, the joystick 10, or the main switch 12 of the remote controller 9, the operation is ignored, and the touch panel function of the MFD 11 is stopped. Furthermore, in the locked state, the lever 14, the steering wheel 13, the joystick 10, and the main switch 12 of the remote controller 9 may be fixed and physically inoperable.
However, when the marine vessel 1 is in an emergency situation, no person can steer the marine vessel 1 in the locked state, and the marine vessel 1 becomes unnavigable, which causes trouble in the operation of the marine vessel. In response to this, in the present embodiment, under a predetermined condition, the locked state is released and the vessel steering mode is changed from the automatic vessel steering mode to the manual vessel steering mode by an operation of the vessel operator who gets on the marine vessel 1 that has become unnavigable or a third party who has a vessel steering qualification, or an instruction from the outside of the marine vessel 1.
FIG. 5 is a flowchart illustrating lock state release processing for changing the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode. This processing is executed by the BCU 16 according to a program stored in the memory.
First, the BCU 16 detects whether or not the marine vessel 1 has fallen into an emergency situation in which continuation of automatic navigation of the marine vessel is difficult (step S51). For example, when the marine vessel 1 is not movable although the marine vessel 1 is not in the fixed point holding state and each outboard motor 3 generates thrust, the BCU 16 determines that the marine vessel 1 has been stranded, and detects that the marine vessel 1 has fallen into an emergency situation. In addition, in a case where the BCU 16 determines that the visibility is poor and the visual navigation is impossible based on the information regarding the surrounding situation and the weather information, the BCU detects that the marine vessel 1 has fallen into an emergency situation. Furthermore, in a case where the BCU 16 determines that the marine vessel 1 has entered a sea area where the marine vessel 1 is likely to be stranded based on the information regarding the current position of the marine vessel 1 and the chart, the BCU 16 detects that the marine vessel 1 has fallen into an emergency situation.
Note that the BCU 16 may not detect whether the marine vessel 1 has fallen into an emergency situation, but may transmit information regarding the surrounding situation, weather information, and information regarding the current position of the marine vessel 1 and the chart to an external device, for example, a server via the communication I/F 23, and the server may detect whether the marine vessel 1 has fallen into an emergency situation.
In step S51, in a case where it is not detected that the marine vessel 1 has fallen into the emergency situation, the detection processing is continued. In a case where it is detected in step S51 that the marine vessel 1 has fallen into the emergency situation, the BCU 16 notifies the external device that the marine vessel 1 has fallen into the emergency situation via the communication I/F 23 (step S52). Note that the MFD 11 may also display that the marine vessel 1 has fallen into the emergency situation. As a result, an employee of an operating company that externally manages the operation of the marine vessel 1 can know that the marine vessel 1 has fallen into the emergency situation.
Next, the BCU 16 cancels the stop of the touch panel function of the MFD 11, and shifts the MFD 11 to a state in which a password can be input to the touch panel (step S53). At this time, the BCU 16 shifts the vessel steering system 15 to a state where a password can be input from an external device via the communication I/F 23.
Next, the BCU 16 determines whether or not a password has been input to the MFD 11 by a vessel operator who has boarded the marine vessel 1 that has become unnavigable in response to a request from an employee of the operating company or a third party who has a vessel steering qualification, or whether or not a password has been input by an employee of the operating company from an external device (step S54). At this time, the BCU 16 also determines whether the input password is a password for releasing the locked state. Note that, in a case where the third party who has the vessel steering qualification needs to input a password for releasing the locked state to the MFD 11, for example, the employee of the operating company notifies the third party of the password for releasing the locked state by communication or the like.
When the password is not input or the input password is not the password for releasing the locked state, the input of the password for releasing the locked state is kept on standby. During this period, the locked state is continued.
On the other hand, as a result of the determination in step S54, when the password has been input and the password is the password for releasing the locked state, the BCU 16 releases the locked state and changes the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode under certain conditions (step S55), and then terminates the process.
When the vessel steering mode is changed to the manual vessel steering mode, the vessel operator who gets on the marine vessel 1 or the third party who has the vessel steering qualification takes over the vessel steering, and operates the lever 14, the steering wheel 13, and the joystick 10 of the remote controller 9 to allow the marine vessel 1 to escape from the emergency situation. Alternatively, the employee of the operating company remotely operates the marine vessel 1 to cause the marine vessel 1 to escape from the emergency situation.
Note that, in the processing of FIG. 5, a general password including a combination of characters, numbers, and symbols, for example, is used as an unlock key for releasing the locked state. However, instead of the password, any of a passcode, a barcode, and a QR code (registered trademark) may be used as the unlock key.
FIG. 6 is a flowchart illustrating vessel steering mode change processing executed in step S55 of FIG. 5. This processing is also executed by the BCU 16 according to a program stored in the memory. Each lever 14 of the remote controller 9 can be physically operated, but a control signal is not transmitted to each remote controller ECU 19 by the operation.
First, the BCU 16 checks the positions of the respective levers 14 of the remote controller 9, and determines whether respective levers 14 are located at the forward position or the backward position, or at a neutral position between the forward position and the backward position (step S61). When each lever 14 is located at the neutral position, the processing proceeds to step S64. On the other hand, when each lever 14 is located at the forward position or the backward position, the BCU 16 waits for a predetermined period of time (step S62), and then determines whether each lever 14 is moved to the neutral position (step S63).
As a result of the determination in step S63, when each lever 14 is not moved to the neutral position, the processing returns to step S62. On the other hand, when each lever 14 is moved to the neutral position, the processing proceeds to step S64, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode, and then this processing is ended.
That is, in the processing of FIG. 6, when each lever 14 of the remote controller 9 is located at the neutral position, the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. When each lever 14 is located at the forward position or the backward position, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. Therefore, when the vessel steering mode shifts to the manual vessel steering mode, the marine vessel 1 is not suddenly accelerated or suddenly decelerated, and it is possible to prevent the ride comfort of the marine vessel 1 from deteriorating.
In the processing of FIG. 6, whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode is controlled based only on the position of each lever 14 of the remote controller 9. However, whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode may be controlled based on not only the position of each lever 14 of the remote controller 9 but also the tilt state of the joystick 10.
In this case, when the joystick 10 is not tilted, the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, and when the joystick 10 is tilted in one of the front, rear, left, and right directions, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. Therefore, even if each lever 14 of the remote controller 9 is located at the neutral position, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode when the joystick 10 is tilted in one of the front, rear, left, and right directions.
In addition, even when each lever 14 of the remote controller 9 is located at the neutral position, the vessel steering mode may not be immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. FIG. 7 is a flowchart illustrating a first modification of the vessel steering mode change processing executed in step S55 in FIG. 5. This processing is also executed by the BCU 16 according to a program stored in the memory.
First, the BCU 16 checks the position of each lever 14 of the remote controller 9, and determines whether each lever 14 is located at the forward position, the backward position, or the neutral position (step S71). When each lever 14 is located at the neutral position, the processing proceeds to step S74. On the other hand, when each lever 14 is located at the forward position or the backward position, the BCU 16 waits for a predetermined period of time (step S72), and then determines whether each lever 14 is moved to the neutral position (step S73).
As a result of the determination in step S73, when each lever 14 is not moved to the neutral position, the processing returns to step S72. On the other hand, when each lever 14 is moved to the neutral position, the processing proceeds to step S74.
Next, the BCU 16 waits for a predetermined period of time (step S74), and then determines whether each lever 14 has been moved to the forward position or the backward position (step S75). Then, when each lever 14 is not moved to the forward position or the backward position, the processing returns to step S74. On the other hand, when each lever 14 is moved to the forward position or the backward position, the processing proceeds to step S76, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode, and then the processing is terminated.
In the processing of FIG. 7, similarly to the processing of FIG. 6, when each lever 14 is located at the forward position or the backward position, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, so that deterioration of the boarding comfort of the marine vessel 1 can be prevented.
In the processing of FIG. 7, even when each lever 14 is located at the neutral position, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, and thereafter, when each lever 14 is moved to the forward position or the backward position, the vessel steering mode is shifted to the manual vessel steering mode. As a result, before the vessel operator who gets on the marine vessel 1 or the third party who has the vessel steering qualification takes over the vessel steering, there is room for the vessel operator or the third party who has the vessel steering qualification to confirm the surrounding situation in a state where each lever 14 is located at the neutral position, that is, in a state where the thrust of each outboard motor 3 does not act on the marine vessel 1. Therefore, it is possible to reduce the probability that the vessel operator or the third party who has the vessel steering qualification, who takes over the vessel steering, overlooks a dangerous object or a threatened object in the surroundings. In addition, since the vessel steering mode is shifted to the manual vessel steering mode only when the vessel operator who has confirmed the safety of the surroundings or the third party who has the qualification of vessel steering moves each lever 14 to the forward position or the backward position, the vessel operator or the third party who has the qualification of vessel steering can start vessel steering after confirming the safety of the surroundings.
Also in the processing of FIG. 7, whether to shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode may be controlled based on not only the position of each lever 14 of the remote controller 9 but also the tilt state of the joystick 10.
In this case, even when the joystick 10 is not tilted, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, and thereafter, when the joystick 10 is tilted forward or backward, the vessel steering mode is shifted to the manual vessel steering mode. Therefore, even if each lever 14 of the remote controller 9 moves to the forward position or the backward position after being located at the neutral position, the vessel steering mode is not shifted from the automatic vessel steering mode to the manual vessel steering mode unless the joystick 10 is tilted.
In the processing of FIGS. 6 and 7, the vessel operator or the third party who has the vessel steering qualification, who takes over the vessel steering, operates each lever 14 of the remote controller 9 and the joystick 10.
In the processing of FIGS. 6 and 7 described above, whether or not to change the vessel steering mode depends on the position of each lever 14 of the remote controller 9 and the tilt state of the joystick 10, that is, whether or not the thrust of each outboard motor 3 acts on the marine vessel 1. However, whether or not to change the vessel steering mode may depend on whether or not the marine vessel 1 travels straight or turns.
FIG. 8 is a flowchart illustrating a second modification of the vessel steering mode change processing executed in step S55 in FIG. 5. This processing is also executed by the BCU 16 according to a program stored in the memory.
First, the BCU 16 checks the direction (rudder angle position) of each outboard motor 3, and determines whether the rudder angle position is the turning rudder angle position or the straight advancing rudder angle position (step S81). Then, in a case where the rudder angle position is the straight advancing rudder angle position, the processing proceeds to step S84. On the other hand, when the rudder angle position is the turning rudder angle position, the BCU 16 waits for a predetermined period of time (step S82), and then, determines whether the rudder angle position has been changed to the straight advancing rudder angle position (step S83).
As a result of the determination in step S83, in a case where the rudder angle position has not been changed to the straight advancing rudder angle position, the processing returns to step S82. On the other hand, when the rudder angle position is changed to the straight advancing rudder angle position, the processing proceeds to step S84, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode, and then this processing is ended.
In the processing of FIG. 8, when the rudder angle position is the straight advancing rudder angle position, the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. On the other hand, when the rudder angle position is the turning rudder angle position, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. With this, the vessel steering mode is not shifted to the manual vessel steering mode while the marine vessel 1 is turning. As a result, since the vessel steering mode is not shifted to the manual vessel steering mode in an unstable state while the marine vessel 1 is turning, it is possible to prevent the vessel operator who has taken over the vessel steering or the third party who has the qualification of vessel steering from making an operation error due to shaking of the hull 2 or the like.
As described above, in the processing of FIG. 8, whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode is controlled based on the rudder angle position. Meanwhile, it is also conceivable to control whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode based on the rotation angle of the steering wheel 13 related to the rudder angle position.
However, the correspondence relationship between the rotation angle of the steering wheel 13 and the rudder angle position does not always match. For example, even when the power supply of the vessel steering system 15 is turned off, the steering wheel 13 can be rotated. For this reason, when the power of the vessel steering system 15 is temporarily turned off while the rudder angle position is the straight advancing rudder angle position, and the power of the vessel steering system 15 is turned on after the steering wheel 13 is rotated, the BCU 16 recognizes that the rotation angle of the steering wheel 13 at this time corresponds to the straight advancing rudder angle position. That is, the correspondence relationship between the rotation angle of the steering wheel 13 and the rudder angle position changes.
Therefore, when it is controlled whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode based on the rotation angle of the steering wheel 13, there is a possibility that the vessel steering mode is shifted to the manual vessel steering mode in a state where the marine vessel 1 is turning. Therefore, in the present embodiment, whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode is controlled based on the rudder angle position instead of the rotation angle of the steering wheel 13.
In addition, even when the rudder angle position is the straight advancing rudder angle position, it is not necessary to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode. FIG. 9 is a flowchart illustrating a third modification of the vessel steering mode change processing executed in step S55 in FIG. 5. This processing is also executed by the BCU 16 according to a program stored in the memory.
First, the BCU 16 confirms the rudder angle position, and determines whether the rudder angle position is the turning rudder angle position or the straight advancing rudder angle position (step S91). Then, in a case where the rudder angle position is the straight advancing rudder angle position, the processing proceeds to step S94. On the other hand, when the rudder angle position is the turning rudder angle position, the BCU 16 waits for a predetermined period of time (step S92), and then, determines whether the rudder angle position has been changed to the straight advancing rudder angle position (step S93).
As a result of the determination in step S93, in a case where the rudder angle position has not been changed to the straight advancing rudder angle position, the processing returns to step S92. On the other hand, in a case where the rudder angle position has been changed to the straight advancing rudder angle position, the processing proceeds to step S94.
Next, the BCU 16 waits for a predetermined period of time (step S94), and then, it is determined whether the rudder angle position has been changed to the turning rudder angle position (step S95). When the rudder angle position has not been changed to the turning rudder angle position, the processing returns to step S94. On the other hand, when the rudder angle position has been changed to the turning rudder angle position, the processing proceeds to step S96, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode, and then the processing is terminated.
In the processing of FIG. 8, when the rudder angle position is the straight advancing rudder angle position (NO in step S81), the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode.
In the processing of FIG. 9, even when the rudder angle position is the straight advancing rudder angle position (NO in step S91), the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. Therefore, it is possible to suppress an operation error by the vessel operator or the third party who has the vessel steering qualification who has taken over the vessel steering.
In addition, in the processing of FIG. 9, even when the rudder angle position is the straight advancing rudder angle position, the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, and thereafter, when the rudder angle position is changed to the turning rudder angle position, the vessel steering mode is shifted to the manual vessel steering mode. As a result, before the vessel operator or the third party who has the vessel steering qualification takes over the vessel steering, there is room for the vessel operator or the third party who has the vessel steering qualification to confirm the surrounding situation in a state where the rudder angle position is located at the straight advancing rudder angle position, that is, in a stable state where the turning force does not act on the marine vessel 1. Therefore, it is possible to reduce the probability that the vessel operator or the third party who has the vessel steering qualification, who takes over the vessel steering, overlooks a dangerous object or a threatened object in the surroundings.
Note that, in the processing of FIGS. 8 and 9, the vessel operator or the third party who has the vessel steering qualification, who takes over the vessel steering, operates the steering wheel 13 or the joystick 10 to change the rudder angle position.
According to the present embodiment, the locked state is released by the input of the password, and the vessel steering mode is changed from the automatic vessel steering mode to the manual vessel steering mode. With this, even if the marine vessel 1 falls into an emergency situation, the vessel operator who gets on the marine vessel 1 or the third party who has the vessel steering qualification can take over the vessel steering and steer the marine vessel 1 to cause the marine vessel 1 to escape from the emergency situation, or an employee of an operating company can remotely control the marine vessel 1 to cause the marine vessel 1 to escape from the emergency situation. As a result, the marine vessel 1 is not unnavigable, and the operation of the marine vessel can be maintained.
As described above, preferable embodiments are described; however, and various modifications and changes are possible.
For example, in principle, the vessel operator does not board the marine vessel 1 whose vessel steering mode is fixed to the automatic vessel steering mode, but the vessel operator or the employee of the operating company may board the marine vessel 1. In this case, the vessel operator or the employee inputs a password for releasing the locked state to the MFD 11, and after the vessel steering mode is changed to the manual vessel steering mode, the vessel operator or the employee steers the marine vessel 1.
In addition, in the processing of FIGS. 6 and 7, the shift of the vessel steering mode to the manual vessel steering mode is controlled based on only the position of each lever 14 of the remote controller 9 or the position of each lever 14 of the remote controller 9 and the tilt state of the joystick 10, and in the processing of FIGS. 8 and 9, the shift of the vessel steering mode to the manual vessel steering mode is controlled based on the rudder angle position.
However, by combining the processing of FIG. 6 or FIG. 7 with the processing of FIG. 8 or FIG. 9, the shift of the vessel steering mode to the manual vessel steering mode may be controlled based on the position of each lever 14 of the remote controller 9, and the rudder angle position, or based on the position of each lever 14 of the remote controller 9, the tilt state of the joystick 10, and the rudder angle position.
Furthermore, in the processing of FIGS. 8 and 9, when the rudder angle position is the turning rudder angle position after the execution of step S54, the vessel operator or the third party who has the vessel steering qualification, who takes over the vessel steering, operates the steering wheel 13 or the joystick 10 to change the rudder angle position to the straight advancing rudder angle position. However, when the rudder angle position is the turning rudder angle position after the execution of step S54, the BCU 16 may control each actuator of the steering mechanism 24 to change the rudder angle position to the straight advancing rudder angle position without operating the steering wheel 13 or the joystick 10 by the vessel operator or the third party who has the vessel steering qualification, who takes over the vessel steering. In this case, after the rudder angle position is changed to the straight advancing rudder angle position, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.
In the processing of FIGS. 6 and 7, when each lever 14 is located at the forward position or the backward position after step S54 is executed (YES in step S61 or step S71), the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. However, in the remote controller 9, when the forward position and the backward position are set in several stages or the forward position and the backward position are set within a certain range, even if each lever 14 is located at the forward position or the backward position, when the shift amount of each lever 14 from the neutral position is equal to or less than a predetermined amount, the vessel steering mode may be immediately shifted from the automatic vessel steering mode to the manual vessel steering mode.
Furthermore, in the processing of FIGS. 8 and 9, when the rudder angle position is the turning rudder angle position after execution of step S54 (YES in step S81 or step S91), the vessel steering mode is not immediately shifted from the automatic vessel steering mode to the manual vessel steering mode. However, even when the rudder angle position is the turning rudder angle position, the vessel steering mode may be immediately shifted from the automatic vessel steering mode to the manual vessel steering mode when the amount of change in the direction of the outboard motor 3 from the straight advancing rudder angle position is equal to or less than a predetermined amount.
Further, in the above-described embodiment, the case where the present teaching is applied to the marine vessel 1 including the outboard motor 3 has been described. Alternatively, the present teaching may be applied to a marine vessel including an inboard motor or an inboard/outboard motor. In this case, in the processing of FIGS. 8 and 9, whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode is controlled according to the direction of the rudder and/or the direction of the drive unit. Further, the present teaching may be applied to a jet propulsion boat. In this case, in the processing of FIGS. 8 and 9, whether or not to immediately shift the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode is controlled according to the direction of a deflector of the jet propulsion unit.

Claims

A vessel steering system (15) comprising: an automatic vessel steering mode and a manual vessel steering mode as vessel steering modes, wherein
when an unlock key is received in a locked state in which the vessel steering mode is fixed to the automatic vessel steering mode, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.
The vessel steering system (15) according to claim 1, wherein the unlock key is receivable when a marine vessel (1) equipped with the vessel steering system (15) is in an emergency situation.
The vessel steering system (15) according to claim 2, wherein the emergency situation is stranding of the marine vessel (1), unnavigability of the marine vessel (1) due to poor visibility, or entry into a sea area where the marine vessel (1) is likely to be stranded.
The vessel steering system (15) according to claim 1, further comprising:
an operation unit (11) that receives the unlock key.
The vessel steering system (15) according to claim 1, further comprising:
a communication unit (23), wherein

the unlock key is received from outside the marine vessel (1) equipped with the vessel steering system (15) via the communication unit (23).
The vessel steering system (15) according to claim 5, wherein in a case where the unlock key is received from the outside of the marine vessel (1) via the communication unit (23), remote control of the marine vessel (1) is enabled in the manual vessel steering mode.
The vessel steering system (15) according to claim 1, wherein when marine vessel steering equipment of the marine vessel (1) equipped with the vessel steering system (15) is operated after the unlock key is received, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.
The vessel steering system (15) according to claim 7, wherein the marine vessel (1) steering equipment is a remote controller (9) having a lever (14), and
when the unlock key is received,

in a case where the lever (14) is located at a neutral position where thrust is not applied to the marine vessel (1), the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, and

in a case where the lever (14) is not located at the neutral position, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode after the lever (14) is shifted to the neutral position.
The vessel steering system (15) according to claim 7, wherein the marine vessel (1) steering equipment is a remote controller (9) having a lever (14),
when the unlock key is received, in a case where the lever (14) is located at a forward position for advancing the marine vessel (1) or a backward position for reversing the marine vessel (1), the vessel steering mode is not shifted from the automatic vessel steering mode to the manual vessel steering mode, and

when the lever (14) is moved to a neutral position for not applying thrust to the marine vessel (1), the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, or when the lever (14) is once moved to the neutral position and then moved to the forward position or the backward position, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.
The vessel steering system (15) according to claim 1, wherein when the unlock key is received, in a case where a rudder angle position of a marine vessel (1) equipped with the vessel steering system (15) is located at a straight advancing rudder angle position for straightly moving the marine vessel (1), the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, or the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode after the rudder angle position of the marine vessel (1) is changed to a turning rudder angle position for turning the marine vessel (1) leftward or rightward.
The vessel steering system (15) according to claim 1, wherein when the unlock key is received, the vessel steering mode is not shifted from the automatic vessel steering mode to the manual vessel steering mode when a rudder angle position of the marine vessel (1) equipped with the vessel steering system (15) is at a turning rudder angle position for turning the marine vessel (1) to leftward or rightward, and
when the rudder angle position of the marine vessel (1) is changed to a straight advancing rudder angle position for straightly moving the marine vessel (1), the vessel steering mode is immediately shifted from the automatic vessel steering mode to the manual vessel steering mode, or when the rudder angle position of the marine vessel (1) is once changed to the straight advancing rudder angle position and then changed to the turning rudder angle position, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode.
The vessel steering system (15) according to claim 1, wherein when the unlock key is received, in a case where a rudder angle position of the marine vessel (1) equipped with the vessel steering system (15) is a turning rudder angle position for turning the marine vessel (1) to leftward or rightward, the vessel steering mode is shifted from the automatic vessel steering mode to the manual vessel steering mode after the rudder angle position of the marine vessel (1) is changed to a straight advancing rudder angle position for straightly moving the marine vessel (1).
The vessel steering system (15) according to claim 1, wherein the unlock key is a password, a passcode, a barcode, or a QR code (registered trademark).
A method for controlling a vessel steering system (15) having an automatic vessel steering mode and a manual vessel steering mode as vessel steering modes, the method comprising:
shifting the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode when an unlock key is received in a locked state in which the vessel steering mode is fixed to the automatic vessel steering mode.
A marine vessel (1) equipped with a vessel steering system (15) having an automatic vessel steering mode and a manual vessel steering mode as a vessel steering mode, wherein
when an unlock key is received in a locked state in which the vessel steering mode is fixed to the automatic vessel steering mode, the vessel steering system (15) shifts the vessel steering mode from the automatic vessel steering mode to the manual vessel steering mode.
A vessel steering system (15) comprising: an automatic vessel steering mode and a manual vessel steering mode as a vessel steering mode, wherein
when an unlock key is received in a locked state in which the vessel steering mode is fixed to the automatic vessel steering mode, the vessel steering system (15) releases the locked state.