WO2020148737A1 - Outboard motor control device, outboard motor control method, and program - Google Patents

Abstract

In the present invention, a plurality of outboard motors are each equipped with a propulsion unit and a steering actuator. The boat is equipped with an operation unit for operating the steering actuators and the propulsion units. When the operation unit is moved from a first position at which the outboard motors do not generate propulsion power for the boat to a second position at which the outboard motors generate propulsion power for moving the boat and is maintained in the second position, an outboard motor control device either causes the outboard motors to generate propulsion power for limiting the difference between a target movement course and the actual movement course of the boat on the basis of the boat position detected by a boat position detection unit, or causes the outboard motors to generate propulsion power for limiting the difference between the heading of the bow when movement of the boat was initiated and the heading of the bow while the boat is moving on the basis of the heading of the bow detected by a bow heading detection unit.

Description

Outboard motor control device, outboard motor control method, and program

The present invention relates to an outboard motor control device, an outboard motor control method, and a program.
The present application claims priority based on Japanese Patent Application No. 2019-007332 filed in Japan on January 18, 2019, and the content thereof is incorporated herein.

2. Description of the Related Art Conventionally, a marine vessel maneuvering device capable of moving and turning in an arbitrary direction has been known (for example, see Patent Document 1). In the technique described in Patent Document 1, two propulsion units that can arbitrarily set the direction and the strength of the propulsion force are installed on the left and right of the stern, and the direction and the strength of the propulsion force of each propulsion unit are controlled. As a result, a synthetic force for moving in a desired direction and a synthetic force for turning in a desired direction act on the hull. Specifically, Patent Document 1 describes a joystick as an omnidirectional controller, and describes an example in which a hull moves laterally while maintaining its posture. In addition, Patent Document 1 describes an example in which the hull moves diagonally forward or diagonally backward while maintaining its posture.
In addition, conventionally, there is known a control device that controls two outboard motors attached to a ship according to an operation by a joystick that can be tilted in all directions from a neutral state (see Patent Document 2, for example). .. In the technique described in Patent Document 2, when the joystick is tilted to the right, the control device causes the two outboard motors to generate a propulsive force that causes the boat to move in parallel to the right. Further, in the technique described in Patent Document 2, when the joystick is tilted to the front right side, the control device causes the two outboard motors to generate a propulsive force that causes the ship to move in parallel to the front right direction.

As described above, in the techniques described in Patent Documents 1 and 2, when the joystick is tilted to the right, for example, the control device causes the outboard motor to apply a propulsive force that causes the boat to move in parallel (translate) to the right. generate.
By the way, when, for example, a backward external force due to wind, tidal current, etc. is applied to the ship, the actual travel route of the ship deviates from the target travel route to the right during the period in which the ship operator is translating the ship to the right. , It may turn to the rear right.
In such a case, in the techniques described in Patent Documents 1 and 2, the boat operator translates the ship to the right against the backward external force due to wind, tidal current, or the like, so that the operator has an additional input to the joystick. It is necessary to perform the operation (additional input operation of tilting the lever of the joystick to the front right).
Further, for example, when an external force for turning the vessel clockwise is applied to the vessel due to wind, tidal current, etc., the vessel turns clockwise while the operator is translating the vessel to the right, and The heading during movement may deviate from the heading at the start of movement (that is, the vessel may not translate).
Even in such a case, in the techniques described in Patent Documents 1 and 2, the boat operator translates the ship to the right against the external force due to the wind, the tidal current, etc., so that the operator has to make an additional input to the joystick. It is necessary to perform the operation (additional input operation for rotating the lever of the joystick counterclockwise).

JP-A-1-285486 Japanese Patent No. 5987624

In view of the above-mentioned problems, the present invention, due to wind, tidal current, etc., causes the actual movement route of the vessel to deviate from the target movement route, or the heading of the vessel during movement deviates from the heading at the start of movement. It is an object of the present invention to provide an outboard motor control device, an outboard motor control method, and a program capable of suppressing such a failure without being operated by an operator.

One aspect of the present invention is an outboard motor control device that controls a plurality of outboard motors provided in a ship, wherein each of the plurality of outboard motors is a propulsion unit that generates a propulsive force of the ship. And a steering actuator, wherein the ship is provided with an operation unit that operates the steering actuator and the propulsion unit, a ship position detection unit that detects the position of the ship, and a heading of the ship that detects the heading of the bow of the ship. A detection unit, and the operation unit includes a first position that is a position where at least the plurality of outboard motors does not generate a propulsive force of the marine vessel, and a propulsive force that causes the plurality of outboard motors to move the marine vessel. When the operating portion is moved from the first position to the second position and is maintained at the second position, the outboard position The machine control device controls the propulsive force that suppresses the difference between the target travel route of the ship and the actual travel route of the ship based on the position of the ship detected by the ship position detection unit. Generated in the outer unit, or based on the heading of the bow detected by the heading detection unit, between the heading of the bow at the start of movement of the ship and the heading of the bow during movement of the ship. The outboard motor control device generates a propulsive force that suppresses a difference in the plurality of outboard motors.

One aspect of the present invention is an outboard motor control method for controlling a plurality of outboard motors provided in a ship, wherein each of the plurality of outboard motors generates a propulsion unit for the ship. And a steering actuator, wherein the ship is provided with an operation unit that operates the steering actuator and the propulsion unit, a ship position detection unit that detects the position of the ship, and a heading of the ship that detects the heading of the bow of the ship. A first position, which includes a detection unit and an outboard motor control device that controls the plurality of outboard motors, and the operation unit is a position where at least the plurality of outboard motors does not generate propulsive force of the ship. And a second position, which is a position where the plurality of outboard motors generate a propulsive force for moving the boat, and the operation unit moves the first position to the second position. And a first step of acquiring the position of the ship detected by the ship position detection unit or the heading of the bow detected by the heading direction detection unit when maintained at the second position. Whether to generate a propulsive force in the plurality of outboard motors that suppresses a difference between the target travel route of the ship and the actual travel route of the ship based on the position of the ship acquired in the first step Alternatively, based on the heading of the bow acquired in the first step, a propulsive force that suppresses a difference between the heading of the bow at the start of movement of the ship and the heading of the bow during movement of the ship. A second step of causing the plurality of outboard motors to generate the outboard motor control method.

One aspect of the present invention is a program for controlling a plurality of outboard motors provided in a ship, wherein each of the plurality of outboard motors includes a propulsion unit that generates a propulsive force of the ship, and a steering actuator. The boat includes an operation unit that operates the steering actuator and the propulsion unit, a boat position detection unit that detects a position of the boat, and a heading detection unit that detects a heading of the bow of the boat. The operation unit is at least a first position where the plurality of outboard motors does not generate a propulsive force of the boat and a position where the plurality of outboard motors generates a propulsive force for moving the boat. A second position, and a computer mounted on the marine vessel, wherein the operating unit is moved from the first position to the second position and is maintained at the second position. A first step of acquiring the position of the ship detected by the ship position detection section or the heading of the bow detected by the bow direction detection section, and the position of the ship acquired in the first step The propulsive force that suppresses the difference between the target travel route of the ship and the actual travel route of the ship is generated in the plurality of outboard motors, or the bow acquired in the first step. A second step of generating a propulsive force in the plurality of outboard motors that suppresses a difference between the heading of the bow at the start of movement of the ship and the heading of the bow during movement of the ship, based on the heading of Is a program for executing.

According to the present invention, the fact that the actual movement route of the vessel deviates from the target movement route due to wind, tidal current or the like, or that the heading of the vessel during movement deviates from the heading when the movement starts It is possible to provide an outboard motor control device, an outboard motor control method, and a program that can be suppressed without being operated by a person.

It is a figure which shows an example of the ship to which the control apparatus for outboard motors of 1st Embodiment is applied. It is a functional block diagram of the principal part of the ship shown in FIG. It is a figure for demonstrating the example of the position of the operation part in the ship of 1st Embodiment. It is a figure for demonstrating the example of the movement path of the operation part in the ship of 1st Embodiment. It is a figure for demonstrating the target movement path TP1 ->TP2 of a ship of 1st Embodiment. It is a figure for demonstrating the bow direction etc. of the ship of 1st Embodiment. It is a figure for explaining target movement course TP1 ->TP3 etc. of the vessel of a 1st embodiment. It is a figure for demonstrating the target movement path TP1 ->TP4 of the ship of 1st Embodiment. 5 is a flowchart for explaining an example of processing executed by the outboard motor control device of the first embodiment. It is a figure which shows an example of the ship to which the control apparatus for outboard motors of 2nd Embodiment is applied.

<First Embodiment>
Hereinafter, a first embodiment of an outboard motor control device, an outboard motor control method, and a program according to the present invention will be described.

FIG. 1 is a diagram showing an example of a ship 1 to which the outboard motor control device 14 of the first embodiment is applied. FIG. 2 is a functional block diagram of the main part of the ship 1 shown in FIG.
In the example shown in FIGS. 1 and 2, the boat 1 includes a hull 11, an outboard motor 12, an outboard motor 13, and an outboard motor control device 14. The outboard motors 12 and 13 are propulsion units of the ship 1.
In the example shown in FIGS. 1 and 2, the boat 1 includes two outboard motors 12 and 13, but in other examples, the boat 1 may include three or more outboard motors.

In the example shown in FIGS. 1 and 2, the outboard motor 12 is attached to the right rear portion of the hull 11. The outboard motor 12 includes an outboard motor body 12A and a bracket 12B. The bracket 12B is a mechanism for attaching the outboard motor 12 to the right rear portion of the hull 11. The outboard motor body 12A is connected to the right rear portion of the hull 11 via a bracket 12B so as to be rotatable with respect to the hull 11 around a steering shaft 12AX.
The outboard motor body 12A includes a propulsion unit 12A1 and a steering actuator 12A2. The propulsion unit 12A1 is, for example, a propeller-type propulsion unit driven by an engine (not shown), and generates the propulsive force of the ship 1. In another example, the propulsion unit 12A1 may be a water jet type propulsion unit.
The steering actuator 12A2 rotates the entire outboard motor body 12A including the propulsion unit 12A1 with respect to the hull 11 about the steering shaft 12AX. The steering actuator 12A2 serves as a rudder.

In the example shown in FIGS. 1 and 2, the outboard motor 13 is attached to the left rear part of the hull 11. The outboard motor 13 includes an outboard motor body 13A and a bracket 13B. The bracket 13B is a mechanism for attaching the outboard motor 13 to the left rear part of the hull 11. The outboard motor main body 13A is connected to the left rear portion of the hull 11 via a bracket 13B so as to be rotatable with respect to the hull 11 about a steering shaft 13AX.
The outboard motor body 13A includes a propulsion unit 13A1 and a steering actuator 13A2. Like the propulsion unit 12A1, the propulsion unit 13A1 is, for example, a propeller-type propulsion unit and generates the propulsive force of the ship 1. In another example, the propulsion unit 13A1 may be a water jet specification propulsion unit.
The steering actuator 13A2 rotates the entire outboard motor body 13A including the propulsion unit 13A1 with respect to the hull 11 about the steering shaft 13AX. The steering actuator 13A2 serves as a rudder.

In the example shown in FIGS. 1 and 2, the hull 11 includes a steering device 11A, a remote control device 11B, a remote control device 11C, an operation unit 11D, a ship position detection unit 11E, and a heading detection unit 11F. There is.
In another example, the hull 11 may not include the steering device 11A, the remote control device 11B, and the remote control device 11C.
Further, in another example, the hull 11 may not include one of the boat position detection unit 11E and the bow direction detection unit 11F.

In the example illustrated in FIGS. 1 and 2, the steering device 11A is a device that operates the steering actuators 12A2 and 13A2, and is, for example, a steering device having a steering wheel. The ship operator can operate the steering actuators 12A2 and 13A2 by operating the steering device 11A to steer the ship 1.
The remote control device 11B is a device that receives an input operation for operating the propulsion unit 12A1 and has, for example, a remote control lever. The ship operator can change the magnitude and direction of the propulsive force generated by the propulsion unit 12A1 by operating the remote control device 11B. The remote control lever of the remote control device 11B includes a forward drive region where the propulsion unit 12A1 generates a forward propulsive force of the boat 1, a reverse drive region where the propulsion unit 12A1 generates a backward propulsive force of the boat 1, and a propulsion unit 12A1. It can be located in a neutral area where no noise occurs. The magnitude of the forward propulsive force of the marine vessel 1 generated by the propulsion unit 12A1 changes according to the position of the remote control lever in the forward movement region. Further, the magnitude of the rearward propulsive force generated by the propulsion unit 12A1 changes in accordance with the position of the remote control lever in the reverse region.

In the example shown in FIGS. 1 and 2, the remote controller 11C is a device that receives an input operation for operating the propulsion unit 13A1, and is configured similarly to the remote controller 11B. That is, the ship operator can change the magnitude and direction of the propulsive force generated by the propulsion unit 13A1 by operating the remote control device 11C.
The operation unit 11D is a device that operates the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1. Specifically, an input operation for operating the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 is accepted. The operation unit 11D is provided separately from the steering device 11A and the remote control devices 11B and 11C.
In the marine vessel 1 of the first embodiment, the operation unit 11D is configured by a joystick having a lever.
The ship operator can operate not only the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 by operating the steering device 11A (steering wheel) and the remote control devices 11B and 11C (remote control lever) but also the operation unit. The steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 can also be operated by operating 11D (joystick).

In the example shown in FIGS. 1 and 2, the ship position detection unit 11E detects the position of the ship 1. The ship position detection unit 11E includes, for example, a GPS (Global Positioning System) device. The GPS device calculates the position coordinates of the ship 1 by receiving signals from a plurality of GPS satellites.
The bow direction detection unit 11F detects the direction of the bow 1B of the ship 1. The bow direction detection unit 11F includes, for example, a direction sensor. The azimuth sensor calculates the azimuth of the bow 1B by using, for example, geomagnetism.
In another example, the azimuth sensor may be a device (gyro compass) in which a finger north device and a vibration damping device are added to a gyroscope that rotates at a high speed so as to always indicate north.
In still another example, the azimuth sensor may be a GPS compass that includes a plurality of GPS antennas and calculates the azimuth of the bow 1B from the relative positional relationship of the plurality of GPS antennas.

In the example shown in FIGS. 1 and 2, the outboard motor control device 14 controls the steering actuator 12A2 and the propulsion unit 12A1 of the outboard motor 12 and the steering actuator of the outboard motor 13 based on the input operation to the operation unit 11D. 13A2 and propulsion unit 13A1. Specifically, the outboard motor control device 14 controls the magnitude and direction of the propulsive force of the marine vessel 1 generated by the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 based on the input operation to the operation unit 11D. ..
The outboard motor control device 14 includes an operation unit movement route calculation unit 14A, a ship target movement route calculation unit 14B, a ship actual movement route calculation unit 14C, a boat movement route difference calculation unit 14D, and a bow direction difference calculation unit. 14E, a propulsive force calculation unit 14F, and a storage unit 14G.
The operation unit movement route calculation unit 14A calculates the movement route of the operation unit 11D. Specifically, the operation unit movement path calculation unit 14A calculates the movement path of the tip end portion of the joystick lever based on the position of the joystick lever detected by a sensor (not shown) such as a microswitch.
The ship target travel route calculation unit 14B calculates the target travel route of the ship 1. The actual ship travel route calculation unit 14C calculates the actual travel route of the ship 1. The ship movement route difference calculation unit 14D calculates the difference between the target movement route of the boat 1 and the actual movement route of the boat 1.

In the examples shown in FIGS. 1 and 2, the bow direction difference calculation unit 14E calculates the difference between the direction of the bow 1B at the start of movement of the boat 1 and the direction of the bow 1B during movement of the boat 1. The heading of the bow 1B at the start of movement of the boat 1 is detected by the heading detection unit 11F at the start of movement of the boat 1. The azimuth of the bow 1B during the movement of the boat 1 is detected by the bow azimuth detection unit 11F during the movement of the boat 1. In other words, the heading difference calculation unit 14E calculates the heading of the bow 1B at the start of movement of the ship 1 and the heading 1B of the moving ship 1B based on the heading 1B detected by the heading detection unit 11F. And the difference is calculated.
The propulsive force calculating unit 14F basically calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the movement route of the operation unit 11D calculated by the operation unit movement route calculation unit 14A. Specifically, the propulsion force calculation unit 14F basically determines the magnitude of the propulsion force of the boat 1 to be generated by the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 based on the movement path of the tip of the joystick lever. And calculate the orientation.
The storage unit 14G stores the detection results of the ship position detection unit 11E and the bow direction detection unit 11F. Specifically, the storage unit 14G stores the position of the lever of the joystick detected by a sensor such as a micro switch described above, the position of the ship 1 detected by the ship position detection unit 11E at the start of movement of the ship 1, and the position of the ship 1. The position of the ship 1 detected by the ship position detection unit 11E during movement, the direction of the bow 1B detected by the heading direction detection unit 11F at the start of movement of the ship 1, and the heading direction detection unit 11F during movement of the ship 1. The heading of the bow 1B and the like are stored.
The outboard motor control device 14 controls the steering actuators 12A2, 13A2 and the propulsion units so that the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 generate the propulsive force having the magnitude and direction calculated by the propulsion force calculation unit 14F. It controls the units 12A1 and 13A1.

In the examples shown in FIGS. 1 and 2, the lever of the operation unit 11D (joystick) is tiltable, and the operation unit 11D is configured such that the lever can rotate about the central axis of the lever.
When the marine vessel operator turns the lever clockwise about the central axis of the lever, the outboard motor control device 14 controls the steering actuators 12A2, 13A2 and the propulsion unit 12A1 so that the boat 1 turns right. , 13A1. On the other hand, when the ship operator turns the lever counterclockwise about the central axis of the lever, the outboard motor control device 14 controls the steering actuators 12A2, 13A2 and the propulsion so that the boat 1 turns left. It controls the units 12A1 and 13A1. In other words, the azimuth of the bow 1B changes as the operator turns the lever about the central axis of the lever.
When the operator tilts the lever, the outboard motor control device 14 moves the steering actuator 12A2 so that the boat 1 moves while maintaining its posture (that is, without changing the orientation of the bow 1B). , 13A2 and propulsion units 12A1, 13A1. That is, when the operator tilts the lever, the front part of the hull 11 and the rear part of the hull 11 translate.

FIG. 3 is a diagram for explaining an example of the position of the operation portion 11D (specifically, the positions P1 to P9 of the tip end portion of the joystick lever) in the boat 1 of the first embodiment.
In the example shown in FIG. 3A, the lever of the operation unit 11D (joystick) is not tilted. Therefore, the operation unit 11D (specifically, the tip of the joystick lever) is located at the position (neutral position) P1. When the operation unit 11D (the tip of the joystick lever) is located at the position P1, the outboard motor control device 14 does not cause the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the propulsive force of the ship 1.
That is, the position P1 is a position where the outboard motors 12 and 13 do not generate the propulsive force of the boat 1.

In the example shown in FIG. 3B, the lever of the joystick is tilted rightward. Therefore, the tip of the lever of the joystick is located at the position P2 on the right side of the position P1. When the tip part of the lever of the joystick is located at the position P2, the outboard motor control device 14 basically applies the propulsive force for moving the boat 1 to the right to the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1. generate.
That is, the position P2 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves the boat 1 to the right (specifically, translational movement).
In the example shown in FIG. 3C, the lever of the joystick is tilted to the front right. Therefore, the tip of the lever of the joystick is located at the position P3 on the right front side of the position P1. When the tip portion of the joystick lever is located at the position P3, the outboard motor control device 14 basically causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to move to the front right direction forming an acute angle θ3 with the left-right direction. Propulsive force for moving the ship 1 is generated.
That is, the position P3 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves the boat 1 to the front right (translational movement).
In the example shown in FIG. 3D, the lever of the joystick is tilted rearward to the right. Therefore, the tip of the lever of the joystick is located at the position P4 on the right rear side of the position P1. When the tip of the joystick lever is located at the position P4, the outboard motor control device 14 basically causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to move to the right rearward forming an acute angle θ4 with the left-right direction. Propulsive force for moving the ship 1 is generated.
That is, the position P4 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves the boat 1 to the right rear (translational movement).

In the example shown in FIG. 3(E), the lever of the joystick is tilted leftward. Therefore, the tip of the lever of the joystick is located at the position P5 on the left side of the position P1. When the tip of the lever of the joystick is located at the position P5, the outboard motor control device 14 basically applies the propulsive force that moves the boat 1 to the left to the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1. generate.
That is, the position P5 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves the boat 1 leftward (translational movement).
In the example shown in FIG. 3F, the lever of the joystick is tilted to the front left. Therefore, the tip of the lever of the joystick is located at the position P6 on the left front side of the position P1. When the tip portion of the joystick lever is located at the position P6, the outboard motor control device 14 basically causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to move to the left front facing at an acute angle θ6. Propulsive force for moving the ship 1 is generated.
That is, the position P6 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves (translates) the boat 1 to the left front.
In the example shown in FIG. 3G, the lever of the joystick is tilted leftward and rearward. Therefore, the tip of the lever of the joystick is located at the position P7 on the left rear side of the position P1. When the tip portion of the joystick lever is located at the position P7, the outboard motor control device 14 basically causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to move to the left rearward forming an acute angle θ7 with the left-right direction. Propulsive force for moving the ship 1 is generated.
That is, the position P7 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves the boat 1 to the left rearward (translational movement).

In the example shown in FIG. 3(H), the lever of the joystick is tilted forward. Therefore, the tip of the lever of the joystick is located at the position P8 on the front side of the position P1. When the tip of the lever of the joystick is located at the position P8, the outboard motor control device 14 basically applies the propulsive force that moves the boat 1 forward to the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1. generate.
That is, the position P8 is basically a position where the outboard motors 12, 13 generate a propulsive force that moves (forwards) the boat 1 forward.
In the example shown in FIG. 3(I), the lever of the joystick is tilted rearward. Therefore, the tip of the lever of the joystick is located at the position P9 behind the position P1. When the tip portion of the joystick lever is located at the position P9, the outboard motor control device 14 basically applies the propulsive force for moving the boat 1 backward to the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1. generate.
That is, the position P9 is basically a position where the outboard motors 12 and 13 generate a propulsive force that moves (reverses) the boat 1 backward.

When the operator does not operate the operation unit 11D (joystick), the tip of the lever of the joystick having the automatic return function is located at the position P1. The tip portion of the lever of the joystick can be located at, for example, positions P1 to P9 according to the operation of the operator.

FIG. 4 is a diagram for explaining an example of a movement path of the operation unit 11D (specifically, a movement path of the tip end portion of the joystick lever) in the boat 1 of the first embodiment. FIG. 5: is a figure for demonstrating the target movement path TP1 ->TP2 of the ship 1 of 1st Embodiment.
In the example illustrated in FIG. 4A, the operation unit 11D (specifically, the tip end portion of the joystick lever) is moved from the position P1 to the position P2 and is maintained at the position P2.
The operation unit movement path calculation unit 14A determines the position of the lever at the time when the tip of the joystick lever is located at the position P1 and the time when the tip of the joystick lever is moved to the position P2 (when the movement of the boat 1 is started. ), the movement path (movement path of the operation unit 11D) P1→P2 of the tip of the joystick lever is calculated.
The ship target movement route calculation unit 14B determines the rightward direction based on the position of the ship 1 detected by the ship position detection unit 11E when the ship 1 starts moving and the position P2 of the operation unit 11D when the ship 1 starts moving. The target travel route TP1→TP2 of the ship 1 (see FIG. 5A) is calculated.
The propulsive force calculating unit 14F calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the target moving route TP1→TP2 of the ship 1 facing right calculated by the target boat moving route calculating unit 14B.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the rightward propulsion force calculated by the propulsion force calculation unit 14F.
As a result, the marine vessel 1 starts to move to the right (translational movement).

Next, during the period in which the ship 1 is moving to the right (translational movement), the ship actual movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E when the ship 1 starts moving, The actual movement route RP1→RP2 of the marine vessel 1 (see FIG. 5(B)) is calculated based on the position of the marine vessel 1 detected by the marine vessel position detection unit 11E while the marine vessel 1 is moving.
When the ship 1 does not receive an external force due to wind, tidal current, etc. while the ship 1 is moving, the actual travel route RP1→RP2 (see FIG. 5(B)) of the ship 1 and the target travel route TP1→TP2 of the ship 1 (See FIG. 5A).
As a result, the difference between the target travel route TP1→TP2 of the ship 1 and the actual travel route RP1→RP2 of the ship 1 calculated by the ship travel route difference calculation unit 14D becomes zero.
Further, the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 calculated by the bow bearing difference calculation unit 14E is also zero.
Therefore, the propulsive force calculating unit 14F calculates a propulsive force that is equal to the propulsive force calculated when the marine vessel 1 starts moving while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the rightward propulsive force calculated by the propulsive force calculating unit 14F while the boat 1 is moving.
As a result, the ship 1 continues to move to the right (translational movement).

On the other hand, when the boat 1 receives a backward external force due to wind, tidal current, etc. while the boat 1 is moving, the backward external force causes the boat 1 to flow to the rear side.
Therefore, the actual ship movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position of the ship 1 detected by the ship position detection unit 11E during the movement of the ship 1. The actual movement route RP1→RP2B (see FIG. 5(C)) of the boat 1 is calculated based on the position (the position of the boat 1 flown to the rear side) RP2B (see FIG. 5(C)).
When the ship 1 receives a backward external force while the ship 1 is moving, the actual travel route RP1→RP2B of the ship 1 (see FIG. 5C) and the target travel route TP1→TP2 of the ship 1 (FIG. 5). (See (A)) does not match.
As a result, the ship movement route difference calculation unit 14D calculates the target movement route TP1→TP2 of the boat 1 (see FIG. 5A) and the actual movement route RP1→RP2B of the boat 1 (see FIG. 5C). The difference (≠0) is calculated.
In the example shown in FIG. 5C, the bow direction difference calculation unit 14E calculates a zero difference between the direction of the bow 1B at the start of movement of the boat 1 and the direction of the bow 1B during movement of the boat 1.
Therefore, the propulsive force calculation unit 14F changes the actual movement route RP1→RP2B (see FIG. 5C) of the boat 1 to the target movement route TP1→TP2 of the boat 1 (FIG. 5A) while the boat 1 is moving. The forward propulsive force F2F (see FIG. 5(D)) approaching (see FIG. 5D) is calculated as the propulsive force of the boat 1 generated by the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1.
The outboard motor control device 14 applies the right-forward propulsive force F2F (see FIG. 5D) calculated by the propulsive force calculating unit 14F to the steering actuators 12A2, 13A2 and the propulsion unit 12A1 while the ship 1 is moving. , 13A1.
That is, the outboard motor control device 14 does not need to perform an additional operation of moving the operation unit 11D to the position P3 (see FIG. 3C) while the ship 1 is moving, and the forward rightward facing direction is not required. A propulsive force F2F (see FIG. 5D) is generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 suppresses the difference between the target movement route TP1→TP2 of the boat 1 and the actual movement route RP1→RP2B of the boat 1 while the boat 1 is moving, and the right forward thrust F2F. To the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the actual state of the ship 1 based on the position RP2B (see FIG. 5C) of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving. The feedback control of the outboard motors 12 and 13 is performed to bring the moving route RP1→RP2B of 1 to the target moving route TP1→TP2 of the ship 1.
As a result, in the example shown in FIGS. 5(C) and 5(D), the ship 1 moves to the right (translates) against the backward external force due to wind, tidal current, etc. without the need for additional operation by the operator. Move) can be continued.

Further, when the ship 1 receives a forward external force due to wind, tidal current, or the like while the ship 1 is moving, the forward external force causes the ship 1 to flow forward.
Therefore, the actual ship movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position of the ship 1 detected by the ship position detection unit 11E during the movement of the ship 1. The actual movement route RP1→RP2F (see FIG. 5(E)) of the boat 1 is calculated based on the position (the position of the boat 1 flown to the front side) RP2F (see FIG. 5(E)).
When the ship 1 receives a forward external force while the ship 1 is moving, the actual travel route RP1→RP2F of the ship 1 (see FIG. 5E) and the target travel route TP1→TP2 of the ship 1 (FIG. 5). (See (A)) does not match.
As a result, the ship movement route difference calculation unit 14D sets the target movement route TP1→TP2 of the boat 1 (see FIG. 5A) and the actual movement route RP1→RP2F of the boat 1 (see FIG. 5E). The difference (≠0) is calculated.
In the example shown in FIG. 5(E), the bow azimuth difference calculation unit 14E calculates a zero difference between the azimuth of the bow 1B at the start of movement of the boat 1 and the azimuth of the bow 1B during movement of the boat 1.
Therefore, the propulsive force calculation unit 14F changes the actual movement route RP1→RP2F (see FIG. 5(E)) of the boat 1 to the target movement route TP1→TP2 of the boat 1 (FIG. 5(A)) while the boat 1 is moving. The propulsive force F2B (see FIG. 5(F)) in the right rearward direction (see FIG. 5F) is calculated as the propulsive force of the boat 1 generated by the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1.
The outboard motor control device 14 applies the right rearward propulsive force F2B (see FIG. 5(F)) calculated by the propulsive force calculating unit 14F to the steering actuators 12A2, 13A2 and the propulsion unit 12A1 while the boat 1 is moving. , 13A1.
That is, the outboard motor control device 14 does not need to perform an additional operation of moving the operation unit 11D to the position P4 (see FIG. 3D) while the ship 1 is moving, and the right rearward Propulsive force F2B (see FIG. 5(F)) is generated in steering actuators 12A2, 13A2 and propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 suppresses the difference between the target travel route TP1→TP2 of the boat 1 and the actual travel route RP1→RP2F of the boat 1 while the boat 1 is moving, and the right rearward propulsive force F2B is suppressed. To the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the actual state of the ship 1 based on the position RP2F (see FIG. 5E) of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving. The feedback control of the outboard motors 12 and 13 is performed to bring the movement route RP1→RP2F of 1 to the target movement route TP1→TP2 of the ship 1.
As a result, in the example shown in FIG. 5(E) and FIG. 5(F), the ship 1 moves rightward (translates) against the forward external force due to wind, tidal current, etc. without the need for additional operation by the operator. Move) can be continued.

FIG. 6 is a view for explaining the heading H1 and the like of the boat 1 of the first embodiment.
In the example shown in FIG. 4A, FIG. 6A and FIG. 6B, the operation unit 11D is moved from the position P1 to the position P2 and is maintained at the position P2. Specifically, the heading H1 (see FIG. 6A) at the start of movement of the boat 1 (time when the operation unit 11D is moved to the position P2) and during movement of the boat 1 (the boat 1 moves to the right). The ship's heading H2 (see FIG. 6B) during the same period). That is, the ship 1 is translating rightward without being subjected to an external force such as a wind or a tidal current that causes the ship 1 to turn.
In this example, the heading H1 at the start of movement of the ship 1 calculated by the heading difference calculation unit 14E (see FIG. 6A) and the heading H2 during movement of the ship 1 (see FIG. 6B). ) Becomes zero.
Therefore, the propulsive force calculating unit 14F calculates the propulsive force equal to the propulsive force calculated when the marine vessel 1 starts moving, without adding the propulsive force for turning the marine vessel 1 while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the rightward propulsive force calculated by the propulsive force calculating unit 14F while the boat 1 is moving.
As a result, the ship 1 continues to move to the right (translational movement).

On the other hand, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn clockwise, for example, while the ship 1 is moving, the ship 1 turns clockwise due to the external force.
Therefore, the bow heading difference calculation unit 14E determines the difference between the heading H1 at the start of the movement of the ship 1 (see FIG. 6A) and the heading H2CW during the movement of the ship 1 (see FIG. 6C). Calculate (≠0).
Moreover, in the example shown in FIG. 4(A), FIG. 6(A), and FIG. 6(C), the ship movement path difference calculation unit 14D causes the difference between the target movement path of the ship 1 and the actual movement path of the ship 1. Calculate zero.
Therefore, the propulsion force calculation unit 14F determines the heading H2CW (see FIG. 6C) of the moving vessel 1 while the ship 1 is moving to the heading H1 of the beginning of the movement of the ship 1 (FIG. 6A). The combined force of the counterclockwise propulsive force FCC (see FIG. 6D) and the rightward propulsive force is generated in the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1. It is calculated as the propulsive force of the ship 1.
The outboard motor control device 14 generates a combined force of the counterclockwise propulsion force FCC (see FIG. 6D) calculated by the propulsion force calculation unit 14F and the rightward propulsion force while the ship 1 is moving. , Steering actuators 12A2, 13A2 and propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 does not have to perform an additional operation of rotating the operation unit 11D counterclockwise while the ship 1 is moving, and the counterclockwise propulsive force FCC (FIG. 6 (D)) and the rightward propulsive force are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 controls the heading H1 when the ship 1 starts moving (see FIG. 6A) and the heading H2CW of the moving ship 1 while the ship 1 is moving (see FIG. The combined force including the counterclockwise propulsive force FCC (see FIG. 6D) that suppresses the difference between the outboard motors 12 and 13 is generated.
Specifically, the outboard motor control device 14 determines the heading H2CW (see FIG. 6C) detected by the heading detection unit 11F during the movement of the ship 1 at the beginning of the movement of the ship 1. Feedback control of the outboard motors 12, 13 is performed to bring the outboard motors 12 and 13 closer to the direction H1 (see FIG. 6A).

Further, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn counterclockwise while the ship 1 is moving, the external force causes the ship 1 to turn counterclockwise.
Therefore, the bow direction difference calculation unit 14E determines the difference between the bow direction H1 (see FIG. 6(A)) at the start of movement of the vessel 1 and the heading direction H2CC (see FIG. 6(E)) during movement of the vessel 1. Calculate (≠0).
Further, in the example shown in FIGS. 4A, 6A, and 6E, the ship movement route difference calculation unit 14D causes the difference between the target movement route of the boat 1 and the actual movement route of the boat 1. Calculate zero.
Therefore, the propulsive force calculation unit 14F determines the heading H2CC (see FIG. 6E) during the movement of the ship 1 while the ship 1 is moving, and the heading H1 at the start of the movement of the ship 1 (FIG. 6A). (Refer to FIG. 6F) and a rightward propulsive force are generated in the steering actuators 12A2 and 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1. Calculated as the propulsive force of the ship 1.
The outboard motor control device 14 generates a combined force of the clockwise propulsive force FCW (see FIG. 6(F)) calculated by the propulsive force calculating unit 14F and the rightward propulsive force during movement of the boat 1. It is generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 does not require the additional operation of rotating the operation unit 11D in the clockwise direction while the boat 1 is moving, and the clockwise propulsive force FCW (see FIG. 6( F)) and a rightward propulsive force are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 controls the heading H1 at the start of movement of the ship 1 (see FIG. 6A) and the heading H2CC of the moving boat 1 during movement of the ship 1 (FIG. 6( (See E))) The outboard motors 12 and 13 are generated with a combined force including a clockwise propulsive force FCW (see FIG. 6F) that suppresses the difference between the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the heading H2CC (see FIG. 6E) detected by the heading detection unit 11F during the movement of the ship 1 at the beginning of the movement of the ship 1. Feedback control of the outboard motors 12 and 13 is performed to bring the outboard motors 12 and 13 closer to the direction H1 (see FIG. 6A).

Further, when the ship 1 receives an external force due to wind, tidal current, etc. while the ship 1 is moving, the target travel path TP1→TP2 (see FIG. 5A) of the ship 1 and the actual travel path of the ship 1 are A difference may occur, and a difference between the heading of the ship 1 at the start of movement (see FIG. 6A) and the heading of the ship 1 during movement may occur.
In that case, the ship movement route difference calculation unit 14D calculates the difference (≠0) between the target movement route TP1→TP2 (see FIG. 5A) of the boat 1 and the actual movement route of the boat 1. Further, the heading difference calculation unit 14E calculates the difference (≠0) between the heading H1 at the start of movement of the ship 1 (see FIG. 6A) and the heading of the ship 1 during movement.
The propulsive force calculating unit 14F is a propulsive force that brings the actual movement route of the boat 1 closer to the target movement route TP1→TP2 of the boat 1 (see FIG. 5A) while the boat 1 is moving, and the movement of the boat 1 Of the steering force 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1. It is calculated as the propulsive force of the ship 1 to be generated at.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the propulsive force (synthetic force) calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
That is, the outboard motor control device 14 does not have to perform an additional operation of changing the position of the operation unit 11D or an additional operation of rotating the operation unit 11D by the boat operator while the ship 1 is moving. No. 1 target travel route TP1→TP2 (see FIG. 5(A)) and the actual travel route of the boat 1 are suppressed, and the heading H1 at the start of the travel of the boat 1 (see FIG. 6(A)) ) And the heading of the boat 1 during movement of the ship 1 are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
Specifically, the outboard motor control device 14 determines the position of the ship 1 detected by the ship position detection unit 11E and the heading of the bow 1B detected by the heading direction detection unit 11F while the ship 1 is moving. Based on this, the outboard motor 12 that brings the actual movement route of the vessel 1 closer to the target movement route TP1→TP2 of the vessel 1 and brings the heading direction of the vessel 1 in motion closer to the heading direction H1 at the start of movement of the vessel 1 , 13 feedback control is executed.
As a result, even in this case, the vessel 1 can continue the rightward movement (translational movement) against an external force due to wind, tidal current, etc. without the need for additional operation by the operator.

FIG. 7: is a figure for demonstrating the target moving path TP1 ->TP3 of the ship 1 of 1st Embodiment.
There is also a case where the marine vessel operator wants to move the vessel 1 to the front right (translational movement). In such a case, as in the example shown in FIG. 4B, the operating portion 11D (the tip of the joystick lever) is moved from the position P1 to the position P3 and is maintained at the position P3.
The operation unit movement path calculation unit 14A determines the position of the lever at the time when the tip of the joystick lever is located at the position P1 and the time when the tip of the joystick lever is moved to the position P3 (when the marine vessel 1 starts moving). ) Of the lever position of the joystick, the movement path (movement path of the operation unit 11D) P1→P3 is calculated based on the position of the lever.
The vessel target movement route calculation unit 14B faces forward right based on the position of the boat 1 detected by the boat position detection unit 11E at the start of movement of the boat 1 and the position P3 of the operation unit 11D at the start of movement of the boat 1. The target travel route TP1→TP3 of the ship 1 (see FIG. 7A) is calculated.
The propulsive force calculating unit 14F calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the target moving route TP1→TP3 of the ship 1 facing right front calculated by the target moving route calculating unit 14B.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the right-forward propulsion force calculated by the propulsion force calculation unit 14F.
As a result, the boat 1 starts moving forward (translational movement).

Next, during the period in which the ship 1 is moving to the right front (translational movement), the ship actual movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E when the ship 1 starts moving, The actual movement route RP1→RP3 (see FIG. 7B) of the marine vessel 1 is calculated based on the position of the marine vessel 1 detected by the marine vessel position detection unit 11E while the marine vessel 1 is moving.
When the ship 1 does not receive an external force due to wind, tidal current, etc. while the ship 1 is moving, the actual travel route RP1→RP3 (see FIG. 7B) of the ship 1 and the target travel route TP1→TP3 of the ship 1 (See FIG. 7A).
As a result, the difference between the target travel route TP1→TP3 of the ship 1 and the actual travel route RP1→RP3 of the ship 1 calculated by the ship travel route difference calculation unit 14D becomes zero.
Further, the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 calculated by the bow bearing difference calculation unit 14E is also zero.
Therefore, the propulsive force calculating unit 14F calculates a propulsive force that is equal to the propulsive force calculated when the marine vessel 1 starts moving while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the right forward propulsive force calculated by the propulsive force calculating unit 14F while the boat 1 is moving.
As a result, the marine vessel 1 continues to move to the front right (translational movement).

On the other hand, when the boat 1 receives a backward external force due to wind, tidal current, etc. while the boat 1 is moving, the backward external force causes the boat 1 to flow to the rear side.
Therefore, the actual ship movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position of the ship 1 detected by the ship position detection unit 11E during the movement of the ship 1. An actual movement route RP1→RP3B (see FIG. 7C) of the boat 1 is calculated based on the position (the position of the boat 1 that has flowed to the rear side) RP3B (see FIG. 7C).
When the ship 1 receives a backward external force while the ship 1 is moving, the actual travel route RP1→RP3B of the ship 1 (see FIG. 7C) and the target travel route TP1→TP3 of the ship 1 (FIG. 7). (See (A)) does not match.
As a result, the ship movement route difference calculation unit 14D divides the target movement route TP1→TP3 of the boat 1 (see FIG. 7A) and the actual movement route RP1→RP3B of the boat 1 (see FIG. 7C). The difference (≠0) is calculated.
In the example shown in FIG. 7C, the bow direction difference calculation unit 14E calculates a zero difference between the direction of the bow 1B at the start of movement of the ship 1 and the direction of the bow 1B during movement of the ship 1.
Therefore, the propulsive force calculation unit 14F changes the actual movement route RP1→RP3B (see FIG. 7C) of the boat 1 to the target movement route TP1→TP3 of the boat 1 (FIG. 7A) while the boat 1 is moving. The propulsive force F3F (see FIG. 7(D)) toward the right toward the right is calculated as the propulsive force of the boat 1 generated by the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1.
The outboard motor control device 14 controls the steering actuators 12A2, 13A2 and the propulsion unit 12A1 to apply the forward rightward propulsive force F3F (see FIG. 7D) calculated by the propulsive force calculating unit 14F while the boat 1 is moving. , 13A1.
That is, the outboard motor control device 14 does not require an additional operation for changing the position of the operation unit 11D while the ship 1 is moving, and the right forward propulsion force F3F (FIG. 7(D)). Is generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 suppresses the difference between the target movement route TP1→TP3 of the boat 1 and the actual movement route RP1→RP3B of the boat 1 while the boat 1 is moving, and the right forward thrust F3F. To the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the actual state of the ship 1 based on the position RP3B (see FIG. 7C) of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving. The feedback control of the outboard motors 12, 13 is performed to bring the movement route RP1→RP3B of 1 to the target movement route TP1→TP3 of the ship 1.
As a result, in the example shown in FIGS. 7(C) and 7(D), the ship 1 moves to the front right without any additional operation by the operator, against the backward external force due to wind, tidal current, or the like ( Translational movement) can be continued.

Further, when the ship 1 receives a forward external force due to wind, tidal current, or the like while the ship 1 is moving, the forward external force causes the ship 1 to flow forward.
Therefore, the actual ship movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position of the ship 1 detected by the ship position detection unit 11E during the movement of the ship 1. An actual movement route RP1→RP3F (see FIG. 7(E)) of the boat 1 is calculated based on the position (position of the boat 1 flown to the front side) RP3F (see FIG. 7(E)).
When the ship 1 receives a forward external force while the ship 1 is moving, the actual travel route RP1→RP3F of the ship 1 (see FIG. 7E) and the target travel route TP1→TP3 of the ship 1 (FIG. 7). (See (A)) does not match.
As a result, the ship movement route difference calculation unit 14D divides the target movement route TP1→TP3 of the boat 1 (see FIG. 7A) and the actual movement route RP1→RP3F of the boat 1 (see FIG. 7E). The difference (≠0) is calculated.
In the example shown in FIG. 7(E), the bow azimuth difference calculation unit 14E calculates a zero difference between the azimuth of the bow 1B at the start of movement of the boat 1 and the azimuth of the bow 1B during movement of the boat 1.
Therefore, the propulsive force calculating unit 14F changes the actual movement route RP1→RP3F (see FIG. 7E) of the boat 1 to the target movement route TP1→TP3 of the boat 1 (FIG. 7A) while the boat 1 is moving. The propulsive force F3B (see FIG. 7(F)) in the right forward direction, which is closer to the reference (see FIG. 7F), is calculated as the propulsive force of the boat 1 generated by the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1.
The outboard motor control device 14 controls the steering actuators 12A2, 13A2 and the propulsion unit 12A1 to apply the right forward propulsive force F3B (see FIG. 7(F)) calculated by the propulsive force calculating unit 14F while the boat 1 is moving. , 13A1.
That is, the outboard motor control device 14 does not require an additional operation for changing the position of the operation unit 11D while the ship 1 is moving, and the right forward propulsion force F3B (FIG. 7(F)). Are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 suppresses the difference between the target travel route TP1→TP3 of the boat 1 and the actual travel route RP1→RP3F of the boat 1 while the boat 1 is moving, and the right forward thrust F3B. To the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the actual state of the ship 1 based on the position RP3F (see FIG. 7E) of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving. The feedback control of the outboard motors 12 and 13 is performed to bring the moving route RP1→RP3F of 1 to the target moving route TP1→TP3 of the ship 1.
As a result, in the example shown in FIGS. 7(E) and 7(F), the ship 1 moves to the right in the forward direction against the forward external force due to wind, tidal current, etc. without the need for additional operation by the operator. Translational movement) can be continued.

In the example shown in FIGS. 4B, 6A, and 6B, the operation unit 11D is moved from the position P1 to the position P3 and is maintained at the position P3. Specifically, the heading H1 (see FIG. 6(A)) at the start of movement of the boat 1 (time when the operation unit 11D is moved to the position P3) and during movement of the boat 1 (front of the boat 1 to the right) The heading H2 (see FIG. 6B) during the period of movement (see FIG. 6B). That is, the ship 1 is translating in the forward right direction without receiving an external force such as a wind or a tidal current that causes the ship 1 to turn.
In this example, the heading H1 at the start of movement of the ship 1 calculated by the heading difference calculation unit 14E (see FIG. 6A) and the heading H2 during movement of the ship 1 (see FIG. 6B). ) Becomes zero.
Therefore, the propulsive force calculating unit 14F calculates the propulsive force equal to the propulsive force calculated when the marine vessel 1 starts moving, without adding the propulsive force for turning the marine vessel 1 while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the right forward propulsive force calculated by the propulsive force calculating unit 14F while the boat 1 is moving.
As a result, the marine vessel 1 continues to move to the front right (translational movement).

On the other hand, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn clockwise, for example, while the ship 1 is moving, the ship 1 turns clockwise due to the external force.
Therefore, the bow heading difference calculation unit 14E determines the difference between the heading H1 at the start of the movement of the ship 1 (see FIG. 6A) and the heading H2CW during the movement of the ship 1 (see FIG. 6C). Calculate (≠0).
Moreover, in the example shown in FIG. 4(B), FIG. 6(A) and FIG. 6(C), the ship movement route difference calculation unit 14D causes the difference between the target movement route of the boat 1 and the actual movement route of the boat 1. Calculate zero.
Therefore, the propulsive force calculating unit 14F determines the heading H2CW (see FIG. 6C) of the ship 1 during movement of the ship 1 while the heading H1 of the beginning of the movement of the ship 1 (see FIG. 6A). (Refer to FIG. 6(D)) and a forward-forward propulsive force to the steering actuators 12A2 and 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1. It is calculated as the propulsive force of the ship 1 to be generated.
The outboard motor control device 14 combines the counterclockwise propulsive force FCC (see FIG. 6D) calculated by the propulsive force calculating unit 14F and the right forward propulsive force while the ship 1 is moving. Are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 does not have to perform an additional operation of rotating the operation unit 11D counterclockwise while the boat 1 is moving, and the counterclockwise propulsion force FCC (Fig. 6(D)) and a right-forward propelling force are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 controls the heading H1 when the ship 1 starts moving (see FIG. 6A) and the heading H2CW of the moving ship 1 while the ship 1 is moving (see FIG. The combined force including the counterclockwise propulsive force FCC (see FIG. 6D) that suppresses the difference between the outboard motors 12 and 13 is generated.
Specifically, the outboard motor control device 14 determines the heading H2CW (see FIG. 6C) detected by the heading detection unit 11F during the movement of the ship 1 at the beginning of the movement of the ship 1. Feedback control of the outboard motors 12, 13 is performed to bring the outboard motors 12 and 13 closer to the direction H1 (see FIG. 6A).

Further, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn counterclockwise while the ship 1 is moving, the external force causes the ship 1 to turn counterclockwise.
Therefore, the bow direction difference calculation unit 14E determines the difference between the bow direction H1 (see FIG. 6(A)) at the start of movement of the vessel 1 and the heading direction H2CC (see FIG. 6(E)) during movement of the vessel 1. Calculate (≠0).
Moreover, in the example shown in FIG. 4(B), FIG. 6(A) and FIG. 6(E), the ship movement route difference calculation unit 14D causes the difference between the target movement route of the boat 1 and the actual movement route of the boat 1. Calculate zero.
Therefore, the propulsive force calculation unit 14F determines the heading H2CC (see FIG. 6(E)) of the ship 1 during movement of the ship 1 at the beginning of the movement of the ship 1 (see FIG. 6(A)). (Refer to FIG. 6(F)) and a rightward forward propulsive force are generated in the steering actuators 12A2 and 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1. It is calculated as the propulsive force of the ship 1.
The outboard motor control device 14 generates a combined force of the clockwise propulsive force FCW (see FIG. 6(F)) calculated by the propulsive force calculating unit 14F and the right forward propulsive force while the ship 1 is moving. , Steering actuators 12A2, 13A2 and propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 does not require the additional operation of rotating the operation unit 11D in the clockwise direction while the ship 1 is moving, and the clockwise propulsive force FCW (see FIG. F))) and the right frontward propulsive force are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 controls the heading H1 at the start of movement of the ship 1 (see FIG. 6A) and the heading H2CC of the moving boat 1 during movement of the ship 1 (FIG. 6( (See E))) The outboard motors 12 and 13 are generated with a combined force including a clockwise propulsive force FCW (see FIG. 6F) that suppresses the difference between the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the heading H2CC (see FIG. 6E) detected by the heading detection unit 11F during the movement of the ship 1 at the beginning of the movement of the ship 1. Feedback control of the outboard motors 12 and 13 is performed to bring the outboard motors 12 and 13 closer to the direction H1 (see FIG. 6A).

Further, when the ship 1 receives an external force due to wind, tidal current, etc. while the ship 1 is moving, the target travel path TP1→TP3 (see FIG. 7A) of the ship 1 and the actual travel path of the ship 1 are A difference may occur, and a difference may occur between the heading of the ship 1 at the start of movement (see FIG. 6A) and the heading of the ship 1 during movement.
In that case, the ship movement route difference calculation unit 14D calculates the difference (≠0) between the target movement route TP1→TP3 (see FIG. 7A) of the boat 1 and the actual movement route of the boat 1. Further, the heading difference calculation unit 14E calculates the difference (≠0) between the heading H1 at the start of movement of the ship 1 (see FIG. 6A) and the heading of the ship 1 during movement.
The propulsive force calculating unit 14F is a propulsive force that brings the actual movement route of the boat 1 closer to the target movement route TP1→TP3 of the boat 1 (see FIG. 7A) while the boat 1 is moving, and the movement of the boat 1 Of the steering force 12A2, 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1. It is calculated as the propulsive force of the ship 1 to be generated at.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the propulsive force (synthetic force) calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
That is, the outboard motor control device 14 does not have to perform an additional operation of changing the position of the operation unit 11D or an additional operation of rotating the operation unit 11D by the boat operator while the ship 1 is moving. No. 1 target travel route TP1→TP3 (see FIG. 7A) and the actual travel route of the ship 1 are suppressed, and the heading H1 at the start of the travel of the ship 1 (see FIG. 6A) ) And the heading of the boat 1 during movement of the ship 1 are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
Specifically, the outboard motor control device 14 determines the position of the ship 1 detected by the ship position detection unit 11E and the heading of the bow 1B detected by the heading direction detection unit 11F while the ship 1 is moving. Based on this, the outboard motor 12 that brings the actual travel route of the ship 1 closer to the target travel route TP1→TP3 of the ship 1 and brings the heading of the ship 1 in motion closer to the heading H1 at the start of the travel of the ship 1 , 13 feedback control is executed.
As a result, even in this case, the vessel 1 can continue the forward movement (translational movement) in the right direction against the external force due to the wind, the tidal current, etc. without the need for additional operation by the operator.

FIG. 8: is a figure for demonstrating the target moving path TP1 ->TP4 of the ship 1 of 1st Embodiment.
There is also a case where the marine vessel operator wants to move the vessel 1 to the right rear (translational movement). In such a case, as in the example shown in FIG. 4C, the operation portion 11D (the tip of the joystick lever) is moved from the position P1 to the position P4 and is maintained at the position P4.
The operation unit movement path calculation unit 14A determines the position of the lever at the time when the tip of the joystick lever is located at the position P1 and the time when the tip of the joystick lever is moved to the position P4 (when the movement of the ship 1 is started. ) Of the lever position of the joystick, the movement path (movement path of the operation unit 11D) P1→P4 is calculated based on the lever position.
The ship target movement route calculation unit 14B is directed rearward rightward based on the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position P4 of the operation unit 11D at the start of the movement of the ship 1. The target travel route TP1→TP4 of the ship 1 (see FIG. 8A) is calculated.
The propulsive force calculating unit 14F calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the target moving route TP1→TP4 of the ship 1 facing right rearward, which is calculated by the target moving route calculating unit 14B.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the right rearward propulsion force calculated by the propulsion force calculation unit 14F.
As a result, the marine vessel 1 starts moving backward (translating).

Next, during the period in which the boat 1 is moving rearward to the right (translational movement), the boat actual movement route calculation unit 14C detects the position of the boat 1 detected by the boat position detection unit 11E when the boat 1 starts moving, The actual movement route RP1→RP4 (see FIG. 8B) of the marine vessel 1 is calculated based on the position of the marine vessel 1 detected by the marine vessel position detection unit 11E while the marine vessel 1 is moving.
When the ship 1 does not receive an external force due to wind, tidal current, etc. while the ship 1 is moving, the actual travel route RP1→RP4 of the ship 1 (see FIG. 8(B)) and the target travel route TP1→TP4 of the ship 1 (See FIG. 8A).
As a result, the difference between the target travel route TP1→TP4 of the ship 1 and the actual travel route RP1→RP4 of the ship 1 calculated by the ship travel route difference calculation unit 14D becomes zero.
Further, the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 calculated by the bow bearing difference calculation unit 14E is also zero.
Therefore, the propulsive force calculating unit 14F calculates a propulsive force that is equal to the propulsive force calculated when the marine vessel 1 starts moving while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the right rearward propulsive force calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
As a result, the ship 1 continues to move to the right rear (translational movement).

On the other hand, when the boat 1 receives a backward external force due to wind, tidal current, etc. while the boat 1 is moving, the backward external force causes the boat 1 to flow to the rear side.
Therefore, the actual ship movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position of the ship 1 detected by the ship position detection unit 11E during the movement of the ship 1. The actual movement route RP1→RP4B (see FIG. 8C) of the boat 1 is calculated based on the position (the position of the boat 1 that has flowed to the rear side) RP4B (see FIG. 8C).
When the ship 1 receives a backward external force while the ship 1 is moving, the actual travel route RP1→RP4B of the ship 1 (see FIG. 8C) and the target travel route TP1→TP4 of the ship 1 (see FIG. 8). (See (A)) does not match.
As a result, the ship movement route difference calculation unit 14D calculates the target movement route TP1→TP4 of the boat 1 (see FIG. 8A) and the actual movement route RP1→RP4B of the boat 1 (see FIG. 8C). The difference (≠0) is calculated.
In the example shown in FIG. 8C, the bow direction difference calculation unit 14E calculates a zero difference between the direction of the bow 1B at the start of movement of the boat 1 and the direction of the bow 1B during movement of the boat 1.
Therefore, the propulsive force calculation unit 14F changes the actual movement route RP1→RP4B (see FIG. 8C) of the boat 1 to the target movement route TP1→TP4 of the boat 1 (FIG. 8A) while the boat 1 is moving. The propulsive force F4F toward the right rear (see FIG. 8D) that is closer to the reference (see FIG. 8D) is calculated as the propulsive force of the boat 1 generated by the steering actuators 12A2 and 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1.
The outboard motor control device 14 applies the right rearward propulsive force F4F (see FIG. 8D) calculated by the propulsive force calculating unit 14F to the steering actuators 12A2, 13A2 and the propulsion unit 12A1 while the boat 1 is moving. , 13A1.
That is, the outboard motor control device 14 does not require an additional operation for changing the position of the operation unit 11D while the boat 1 is moving, and the right rearward propulsive force F4F (FIG. 8(D)). Are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 suppresses the difference between the target travel route TP1→TP4 of the boat 1 and the actual travel route RP1→RP4B of the boat 1 while the boat 1 is moving, and rightward rearward propulsive force F4F. To the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the actual operation of the ship 1 based on the position RP4B (see FIG. 8C) of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving. The feedback control of the outboard motors 12 and 13 is performed to bring the moving route RP1→RP4B of 1 to the target moving route TP1→TP4 of the ship 1.
As a result, in the example shown in FIGS. 8C and 8D, the vessel 1 moves rearward to the right against the rearward external force due to wind, tidal current, etc. without the need for additional operation by the operator. Translational movement) can be continued.

Further, when the ship 1 receives a forward external force due to wind, tidal current, or the like while the ship 1 is moving, the forward external force causes the ship 1 to flow forward.
Therefore, the actual ship movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position of the ship 1 detected by the ship position detection unit 11E during the movement of the ship 1. The actual movement route RP1→RP4F (see FIG. 8E) of the boat 1 is calculated based on the position (the position of the boat 1 that has flowed to the front side) RP4F (see FIG. 8E).
When the ship 1 receives a forward external force while the ship 1 is moving, the actual travel route RP1→RP4F of the ship 1 (see FIG. 8E) and the target travel route TP1→TP4 of the ship 1 (FIG. 8). (See (A)) does not match.
As a result, the ship movement route difference calculation unit 14D divides the target movement route TP1→TP4 of the boat 1 (see FIG. 8A) and the actual movement route RP1→RP4F of the boat 1 (see FIG. 8E). The difference (≠0) is calculated.
In the example shown in FIG. 8E, the bow direction difference calculation unit 14E calculates a zero difference between the direction of the bow 1B at the start of movement of the ship 1 and the direction of the bow 1B during movement of the ship 1.
Therefore, the propulsion force calculation unit 14F changes the actual movement route RP1→RP4F (see FIG. 8E) of the boat 1 to the target movement route TP1→TP4 of the boat 1 (FIG. 8A) while the boat 1 is moving. The propulsive force F4B (see FIG. 7(F)) in the right rearward direction (see FIG. 7F) is calculated as the propulsive force of the boat 1 generated by the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1.
The outboard motor control device 14 applies the right rearward propulsive force F4B (see FIG. 8F) calculated by the propulsive force calculating unit 14F to the steering actuators 12A2, 13A2 and the propulsion unit 12A1 while the ship 1 is moving. , 13A1.
That is, the outboard motor control device 14 does not require an additional operation for changing the position of the operation unit 11D while the ship 1 is moving, and the right rearward propulsive force F4B (FIG. 8(F)). Are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 suppresses the difference between the target travel route TP1→TP4 of the boat 1 and the actual travel route RP1→RP4F of the boat 1 while the boat 1 is moving, and the right rearward propulsive force F4B is suppressed. To the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the actual operation of the ship 1 based on the position RP4F (see FIG. 8E) of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving. The feedback control of the outboard motors 12 and 13 is performed to bring the movement route RP1→RP4F of 1 to the target movement route TP1→TP4 of the ship 1.
As a result, in the example shown in FIGS. 8(E) and 8(F), the ship 1 moves rearward to the right against the forward external force due to wind, tidal current, etc. without the need for additional operation by the operator. Translational movement) can be continued.

In the example shown in FIGS. 4C, 6A, and 6B, the operation unit 11D is moved from the position P1 to the position P4 and is maintained at the position P4. Specifically, the heading H1 (see FIG. 6A) at the start of the movement of the boat 1 (the time when the operation unit 11D is moved to the position P4) and during the movement of the boat 1 (the front right rear of the boat 1) The heading H2 (see FIG. 6B) during the period of movement (see FIG. 6B). That is, the ship 1 is translating in the rear right direction without being subjected to an external force such as a wind or a tidal current that causes the ship 1 to turn.
In this example, the heading H1 at the start of movement of the ship 1 calculated by the heading difference calculation unit 14E (see FIG. 6A) and the heading H2 during movement of the ship 1 (see FIG. 6B). ) Becomes zero.
Therefore, the propulsive force calculating unit 14F calculates the propulsive force equal to the propulsive force calculated when the marine vessel 1 starts moving, without adding the propulsive force for turning the marine vessel 1 while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the right rearward propulsive force calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
As a result, the ship 1 continues to move to the right rear (translational movement).

On the other hand, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn clockwise, for example, while the ship 1 is moving, the ship 1 turns clockwise due to the external force.
Therefore, the bow heading difference calculation unit 14E determines the difference between the heading H1 at the start of the movement of the ship 1 (see FIG. 6A) and the heading H2CW during the movement of the ship 1 (see FIG. 6C). Calculate (≠0).
Further, in the example shown in FIGS. 4C, 6A, and 6C, the ship movement route difference calculation unit 14D causes the difference between the target movement route of the boat 1 and the actual movement route of the boat 1. Calculate zero.
Therefore, the propulsive force calculating unit 14F determines the heading H2CW (see FIG. 6C) of the ship 1 during movement of the ship 1 while the heading H1 of the beginning of the movement of the ship 1 (see FIG. 6A). (Refer to FIG. 6D) and a right rearward propulsive force to the steering actuators 12A2 and 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1. It is calculated as the propulsive force of the ship 1 to be generated.
The outboard motor control device 14 combines the counterclockwise propulsive force FCC (see FIG. 6D) calculated by the propulsive force calculating unit 14F and the right rearward propulsive force while the ship 1 is moving. Are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 does not have to perform an additional operation of rotating the operation unit 11D counterclockwise while the ship 1 is moving, and the counterclockwise propulsive force FCC (FIG. 6(D)) and a right rearward propulsive force are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 controls the heading H1 when the ship 1 starts moving (see FIG. 6A) and the heading H2CW of the moving ship 1 while the ship 1 is moving (see FIG. The combined force including the counterclockwise propulsive force FCC (see FIG. 6D) that suppresses the difference between the outboard motors 12 and 13 is generated.
Specifically, the outboard motor control device 14 determines the heading H2CW (see FIG. 6C) detected by the heading detection unit 11F during the movement of the ship 1 at the beginning of the movement of the ship 1. Feedback control of the outboard motors 12, 13 is performed to bring the outboard motors 12 and 13 closer to the direction H1 (see FIG. 6A).

Further, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn counterclockwise while the ship 1 is moving, the external force causes the ship 1 to turn counterclockwise.
Therefore, the bow direction difference calculation unit 14E determines the difference between the bow direction H1 (see FIG. 6(A)) at the start of movement of the vessel 1 and the heading direction H2CC (see FIG. 6(E)) during movement of the vessel 1. Calculate (≠0).
Further, in the example shown in FIGS. 4C, 6A, and 6E, the ship movement route difference calculation unit 14D causes the difference between the target movement route of the boat 1 and the actual movement route of the boat 1. Calculate zero.
Therefore, the propulsive force calculation unit 14F determines the heading H2CC (see FIG. 6E) during the movement of the ship 1 while the ship 1 is moving, and the heading H1 at the start of the movement of the ship 1 (FIG. 6A). (Refer to FIG. 6F) and a rightward rearward propulsive force are generated in the steering actuators 12A2 and 13A2 of the outboard motors 12 and 13 and the propulsion units 12A1 and 13A1. It is calculated as the propulsive force of the ship 1.
The outboard motor control device 14 generates a combined force of the clockwise propulsive force FCW (see FIG. 6(F)) calculated by the propulsive force calculating unit 14F and the right rearward propulsive force while the boat 1 is moving. , Steering actuators 12A2, 13A2 and propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 does not require the additional operation of rotating the operation unit 11D in the clockwise direction while the ship 1 is moving, and the clockwise propulsive force FCW (see FIG. F))) and a right rearward propulsive force are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
That is, the outboard motor control device 14 controls the heading H1 at the start of movement of the ship 1 (see FIG. 6A) and the heading H2CC of the moving boat 1 during movement of the ship 1 (FIG. 6( (See E))) The outboard motors 12 and 13 are generated with a combined force including a clockwise propulsive force FCW (see FIG. 6F) that suppresses the difference between the outboard motors 12 and 13.
Specifically, the outboard motor control device 14 determines the heading H2CC (see FIG. 6E) detected by the heading detection unit 11F during the movement of the ship 1 at the beginning of the movement of the ship 1. Feedback control of the outboard motors 12 and 13 is performed to bring the outboard motors 12 and 13 closer to the direction H1 (see FIG. 6A).

Further, when the ship 1 receives an external force due to wind, tidal current, etc. while the ship 1 is moving, the target travel path TP1→TP4 (see FIG. 8A) of the ship 1 and the actual travel path of the ship 1 are A difference may occur, and a difference between the heading of the ship 1 at the start of movement (see FIG. 6A) and the heading of the ship 1 during movement may occur.
In that case, the ship movement route difference calculation unit 14D calculates the difference (≠0) between the target movement route TP1→TP4 (see FIG. 8A) of the boat 1 and the actual movement route of the boat 1. Further, the heading difference calculation unit 14E calculates the difference (≠0) between the heading H1 at the start of movement of the ship 1 (see FIG. 6A) and the heading of the ship 1 during movement.
The propulsive force calculation unit 14F is a propulsive force that brings the actual travel route of the boat 1 closer to the target travel route TP1→TP4 (see FIG. 8A) of the boat 1 while the boat 1 is moving, and the boat 1 is moving. Of the steering force 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1 of the combined force with the propulsive force that brings the heading of the outboard motor 1 closer to the heading H1 (see FIG. 6A) at the start of movement of the ship 1. It is calculated as the propulsive force of the ship 1 to be generated at.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the propulsive force (synthetic force) calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
That is, the outboard motor control device 14 does not have to perform an additional operation of changing the position of the operation unit 11D or an additional operation of rotating the operation unit 11D by the boat operator while the ship 1 is moving. No. 1 target travel route TP1→TP4 (see FIG. 8A) and the actual travel route of the ship 1 are suppressed, and the heading H1 at the start of the travel of the ship 1 (see FIG. 6A) ) And the heading of the boat 1 during movement of the ship 1 are generated in the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1.
Specifically, the outboard motor control device 14 determines the position of the ship 1 detected by the ship position detection unit 11E and the heading of the bow 1B detected by the heading direction detection unit 11F while the ship 1 is moving. Based on this, the outboard motor 12 that brings the actual travel route of the ship 1 closer to the target travel route TP1→TP4 of the ship 1 and brings the heading of the ship 1 in motion closer to the heading H1 at the start of the travel of the ship 1 , 13 feedback control is executed.
As a result, even in this case, the vessel 1 can continue the movement in the right rear direction (translational movement) against the external force caused by the wind, the tidal current, etc. without the need for additional operation by the operator.

In some cases, the operator may want to move the vessel 1 leftward (translational movement).
In such a case, as in the example shown in FIG. 4D, the operation portion 11D (specifically, the tip end portion of the joystick lever) is moved from the position P1 to the position P5 and maintained at the position P5. To be done.
The operation unit movement path calculation unit 14A determines the lever position at the time when the tip of the joystick lever is located at the position P1 and the time when the tip of the joystick lever is moved to the position P5 (when the movement of the boat 1 is started. ) And the position of the lever, the moving path (the moving path of the operation unit 11D) P1→P5 of the tip of the joystick lever is calculated.
The ship target movement route calculation unit 14B determines the leftward direction based on the position of the ship 1 detected by the ship position detection unit 11E when the ship 1 starts moving and the position P5 of the operation unit 11D when the ship 1 starts moving. A target travel route of the ship 1 (a target travel route TP1→TP2 shown in FIG. 5A which is horizontally reversed) is calculated.
The propulsive force calculation unit 14F calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the target travel route of the left-handed ship 1 calculated by the ship target travel route calculation unit 14B.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the leftward propulsive force calculated by the propulsive force calculation unit 14F.
As a result, the boat 1 starts moving leftward (translating).

Next, during the period in which the vessel 1 is moving leftward (translational movement), the vessel actual movement route calculation unit 14C determines the position of the vessel 1 detected by the vessel position detection unit 11E at the start of movement of the vessel 1, and the vessel 1 The actual movement route of the boat 1 (the actual movement route RP1→RP2 shown in FIG. 5B) is horizontally reversed based on the position of the boat 1 detected by the boat position detection unit 11E during the movement of the boat 1. ) Is calculated.
When the ship 1 does not receive an external force due to wind, tidal current, etc. while the ship 1 is moving, the actual travel route of the ship 1 and the target travel route of the ship 1 match.
As a result, the difference between the target travel route of the ship 1 and the actual travel route of the ship 1 calculated by the ship travel route difference calculation unit 14D becomes zero.
Further, the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 calculated by the bow bearing difference calculation unit 14E is also zero.
Therefore, the propulsive force calculating unit 14F calculates a propulsive force that is equal to the propulsive force calculated when the marine vessel 1 starts moving while the marine vessel 1 is moving.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the leftward propulsive force calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
As a result, the ship 1 continues its leftward movement (translational movement).

On the other hand, when the ship 1 receives a backward external force due to wind, tidal current, etc. while the ship 1 is moving leftward, the backward external force causes the ship 1 to flow to the rear side.
In that case, the outboard motor control device 14 executes the calculation/control which is the left-right reversal of the calculation/control shown in FIG. 5(C) and FIG. 5(D).
As a result, in this case, the ship 1 can continue its leftward movement (translational movement) against an external force directed backward by wind, tidal current, etc., without the need for additional operation by the operator.

Further, when the ship 1 receives a forward external force due to wind, tidal current, etc. while the ship 1 is moving leftward, the forward external force causes the ship 1 to flow forward.
In that case, the outboard motor control device 14 executes the calculation/control which is the left-right inversion of the calculation/control shown in FIG. 5(E) and FIG. 5(F).
As a result, in this case, the vessel 1 can continue the leftward movement (translational movement) against the forward external force due to wind, tidal current, etc., without the need for additional operation by the operator.

When the ship 1 does not receive an external force due to wind, tidal current, or the like that causes the ship 1 to turn while the ship 1 is moving to the left (translational movement), the propulsive force calculation unit 14F causes the ship 1 to turn. The propulsive force equal to the propulsive force calculated at the time of starting the movement of the ship 1 is calculated without adding the propulsive force.
As a result, the ship 1 continues its leftward movement (translational movement).

On the other hand, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn clockwise, for example, while the ship 1 is moving to the left, the external force causes the ship 1 to turn clockwise.
In that case, the outboard motor control device 14 executes the same calculation/control as the calculation/control shown in FIG. 6(C) and FIG. 6(D).

Further, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn counterclockwise while the ship 1 is moving to the left, the external force causes the ship 1 to turn counterclockwise.
In that case, the outboard motor control device 14 executes the same calculation/control as the calculation/control shown in FIG. 6(E) and FIG. 6(F).

In addition, the target movement route of the boat 1 (the target movement route TP1→TP2 shown in FIG. 5A) is horizontally reversed by the boat 1 receiving an external force due to wind, tidal current, etc. while the boat 1 is moving to the left. ) And the actual movement route of the ship 1 occur, and a difference between the heading of the ship 1 at the start of movement (see FIG. 6A) and the heading of the ship 1 during movement occurs. In some cases.
In that case, the ship movement route difference calculation unit 14D calculates the difference (≠0) between the target movement route of the boat 1 and the actual movement route of the boat 1. Further, the heading difference calculation unit 14E calculates a difference (≠0) between the heading H1 (see FIG. 6A) at the start of the movement of the ship 1 and the heading of the ship 1 in the leftward movement. ..
The propulsion force calculation unit 14F starts the movement of the boat 1 by setting the propulsion force that brings the actual movement route of the boat 1 closer to the target movement route of the boat 1 and the heading of the boat 1 during movement of the boat 1 during the leftward movement of the boat 1. As a propulsive force of the ship 1 generated by the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1, the combined force with the propulsive force that approaches the bow direction H1 (see FIG. 6A) at the time calculate.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the propulsive force (synthetic force) calculated by the propulsive force calculation unit 14F while the boat 1 is moving.
That is, the outboard motor control device 14 does not need to perform an additional operation for changing the position of the operation unit 11D or an additional operation for rotating the operation unit 11D by the operator during the leftward movement of the boat 1. , A difference between the target travel route of the ship 1 and the actual travel route of the ship 1 is suppressed, and the heading H1 at the start of the travel of the ship 1 (see FIG. 6A) and the bow of the ship 1 in motion Propulsive force (composite force) that suppresses the difference from the azimuth is generated in the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1.
Specifically, the outboard motor control device 14 controls the position of the ship 1 detected by the ship position detection unit 11E and the heading 1B detected by the heading direction detection unit 11F while the ship 1 is moving leftward. Based on the above, the outboard motor that brings the actual movement route of the vessel 1 closer to the target movement route of the vessel 1 and brings the heading direction of the vessel 1 during leftward movement closer to the heading direction H1 at the start of movement of the vessel 1. 12 and 13 feedback control is performed.
As a result, even in this case, the ship 1 can continue its leftward movement (translational movement) against an external force due to wind, tidal current, etc. without the need for additional operation by the operator.

There is also a case where the marine vessel operator wants to move the vessel 1 to the left front (translational movement).
In such a case, as in the example shown in FIG. 4E, the operating portion 11D (the tip of the joystick lever) is moved from the position P1 to the position P6 and is maintained at the position P6.
The operation unit movement path calculation unit 14A calculates the lever position at the time when the tip of the joystick lever is located at the position P1 and the time when the tip of the joystick lever is moved to the position P6 (when the movement of the boat 1 is started. ) Of the lever position of the joystick, the movement path (movement path of the operation unit 11D) P1→P6 is calculated based on the position of the lever.
The ship target movement route calculation unit 14B faces leftward based on the position of the ship 1 detected by the ship position detection unit 11E when the ship 1 starts moving and the position P6 of the operation unit 11D when the ship 1 starts moving. The target travel route of the ship 1 (the target travel route TP1→TP3 shown in FIG. 7A is horizontally reversed) is calculated.
The propulsive force calculating unit 14F calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the target moving path of the ship 1 facing left front calculated by the ship target moving path calculating unit 14B.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the left frontward propulsive force calculated by the propulsive force calculation unit 14F.
As a result, the boat 1 starts to move leftward (translational movement).

Next, during the period in which the boat 1 is moving to the left front (translational movement), the boat actual movement route calculation unit 14C detects the position of the boat 1 detected by the boat position detection unit 11E when the boat 1 starts moving, The actual movement route of the boat 1 (the actual movement route RP1→RP3 shown in FIG. 7B) is horizontally reversed based on the position of the boat 1 detected by the boat position detection unit 11E during the movement of the boat 1. Stuff) is calculated.
When the ship 1 does not receive an external force due to wind, tidal current, or the like during the movement of the ship 1 toward the left front, the actual travel route of the ship 1 and the target travel route of the ship 1 match.
As a result, the difference between the target travel route of the ship 1 and the actual travel route of the ship 1 calculated by the ship travel route difference calculation unit 14D becomes zero.
Further, the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 calculated by the bow bearing difference calculation unit 14E is also zero.
Therefore, the propulsive force calculating unit 14F calculates a propulsive force that is equal to the propulsive force calculated at the time of starting the movement of the marine vessel 1 while the marine vessel 1 is moving in the left front direction.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the left forward propulsive force calculated by the propulsive force calculating unit 14F while the boat 1 is moving leftward.
As a result, the boat 1 continues to move forward (translational movement) to the left.

On the other hand, when the ship 1 receives, for example, a rearward external force due to wind, tidal current, or the like while the ship 1 is moving to the left front, the rearward external force causes the ship 1 to flow to the rear side.
In that case, the outboard motor control device 14 executes the calculation/control which is the left-right reversal of the calculation/control shown in FIGS. 7(C) and 7(D).
As a result, in this case, the marine vessel 1 can continue to move to the left front (translational movement) against an external force directed backward due to wind, tidal current, etc. without the need for additional operation by the operator.

Further, when the ship 1 receives a forward external force due to wind, tidal current, etc., while the ship 1 is moving leftward and forward, the forward external force causes the ship 1 to flow forward.
In that case, the outboard motor control device 14 executes the operation/control which is the left-right inversion of the operation/control shown in FIG. 7(E) and FIG. 7(F).
As a result, in this case, the marine vessel 1 can continue its leftward forward movement (translational movement) against the forward external force due to wind, tidal current, etc. without the need for additional operation by the operator.

When the ship 1 does not receive an external force due to wind, tidal current, or the like that causes the ship 1 to turn while the ship 1 is moving to the left front (translational movement), the propulsive force calculation unit 14F turns the ship 1 The propulsive force equal to the propulsive force calculated at the time of starting the movement of the ship 1 is calculated without adding the propulsive force.
As a result, the boat 1 continues to move forward (translational movement) to the left.

On the other hand, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn clockwise, for example, while the ship 1 is moving leftward, the external force causes the ship 1 to turn clockwise.
In that case, the outboard motor control device 14 executes the same calculation/control as the calculation/control shown in FIG. 6(C) and FIG. 6(D).

Further, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn counterclockwise, for example, while the ship 1 is moving leftward, the external force causes the ship 1 to turn counterclockwise. ..
In that case, the outboard motor control device 14 executes the same calculation/control as the calculation/control shown in FIG. 6(E) and FIG. 6(F).

In addition, the target movement path of the ship 1 (the target movement path TP1→TP3 shown in FIG. 7(A)) is laterally reversed by the ship 1 receiving an external force due to wind, tidal current, etc. while the ship 1 is moving to the left front. No.) and the actual movement path of the ship 1 and a difference between the heading of the ship 1 at the start of movement (see FIG. 6A) and the heading of the ship 1 during movement is generated. In some cases.
In that case, the ship movement route difference calculation unit 14D calculates the difference (≠0) between the target movement route of the boat 1 and the actual movement route of the boat 1. Further, the bow heading difference calculation unit 14E calculates a difference (≠0) between the heading H1 at the start of movement of the boat 1 (see FIG. 6A) and the heading of the boat 1 in the forward leftward movement. To do.
The propulsive force calculation unit 14</b>F calculates the propulsive force that brings the actual movement route of the boat 1 closer to the target movement route of the boat 1 and the heading of the boat 1 that is moving during the movement of the boat 1 while the boat 1 is moving leftward. Propulsive force of the ship 1 that generates a combined force with the propulsive force that approaches the heading H1 (see FIG. 6(A)) at the start of the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1. Calculate as
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the propulsive force (composite force) calculated by the propulsive force calculation unit 14F while the boat 1 is moving leftward and forward. ..
That is, the outboard motor control device 14 does not have to perform an additional operation of changing the position of the operation unit 11D or an additional operation of rotating the operation unit 11D by the operator while the boat 1 is moving to the left front. Also suppresses the difference between the target travel route of the ship 1 and the actual travel route of the ship 1, and at the same time, the heading H1 (see FIG. 6A) at the start of the travel of the ship 1 and the movement of the ship 1 The steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 are caused to generate a propulsive force (synthetic force) that suppresses a difference from the heading.
Specifically, the outboard motor control device 14 controls the position of the boat 1 detected by the boat position detection unit 11E and the bow 1B detected by the bow direction detection unit 11F while the boat 1 is moving leftward and forward. Based on the azimuth, a ship that brings the actual travel route of the ship 1 closer to the target travel route of the ship 1 and brings the bow azimuth of the ship 1 in the forward left direction closer to the bow azimuth H1 at the start of the travel of the ship 1. The feedback control of the external units 12 and 13 is executed.
As a result, even in this case, the ship 1 can continue the forward leftward movement (translational movement) against an external force due to wind, tidal current, etc. without the need for additional operation by the operator.

In addition, the operator may want to move the vessel 1 to the left rearward (translational movement).
In such a case, as in the example shown in FIG. 4F, the operation portion 11D (the tip of the joystick lever) is moved from the position P1 to the position P7 and is maintained at the position P7.
The operation unit movement path calculation unit 14A determines the lever position at the time when the tip of the joystick lever is located at the position P1 and the time when the tip of the joystick lever is moved to the position P7 (when the movement of the boat 1 is started. ) Of the lever of the joystick, the movement path (movement path of the operation unit 11D) P1→P7 is calculated based on the position of the lever of FIG.
The ship target movement route calculation unit 14B is directed to the left rearward direction based on the position of the ship 1 detected by the ship position detection unit 11E at the start of the movement of the ship 1 and the position P7 of the operation unit 11D at the start of the movement of the ship 1. The target travel route of the ship 1 (the target travel route TP1→TP4 shown in FIG. 8A is horizontally inverted) is calculated.
The propulsive force calculation unit 14F calculates the propulsive force to be generated in the outboard motors 12 and 13 based on the target movement route of the ship 1 facing left rearward calculated by the boat target movement route calculation unit 14B.
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the left rearward propulsive force calculated by the propulsive force calculation unit 14F.
As a result, the boat 1 starts to move rearward (translational movement).

Next, during the period in which the ship 1 is moving leftward (translating), the ship actual movement route calculation unit 14C detects the position of the ship 1 detected by the ship position detection unit 11E when the ship 1 starts moving, Based on the position of the ship 1 detected by the ship position detection unit 11E while the ship 1 is moving, the actual travel route of the ship 1 (the actual travel route RP1→RP4 shown in FIG. 8B) is horizontally reversed. Stuff) is calculated.
When the ship 1 does not receive an external force due to wind, tidal current, etc. during the movement of the ship 1 to the left rear, the actual travel route of the ship 1 and the target travel route of the ship 1 match.
As a result, the difference between the target travel route of the ship 1 and the actual travel route of the ship 1 calculated by the ship travel route difference calculation unit 14D becomes zero.
Further, the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 calculated by the bow bearing difference calculation unit 14E is also zero.
Therefore, the propulsive force calculation unit 14F calculates the propulsive force that is equal to the propulsive force calculated at the start of the movement of the boat 1 while the boat 1 is moving in the left rearward direction.
The outboard motor control device 14 causes the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 to generate the left rearward propulsive force calculated by the propulsive force calculation unit 14F during the leftward rearward movement of the marine vessel 1.
As a result, the marine vessel 1 continues to move backward (translational movement).

On the other hand, when the ship 1 receives a rearward external force due to wind, tidal current, etc. while the ship 1 is moving rearward to the left, the rearward external force causes the ship 1 to flow to the rear side.
In that case, the outboard motor control device 14 executes the calculation/control which is the left-right reversal of the calculation/control shown in FIG. 8(C) and FIG. 8(D).
As a result, in this case, the marine vessel 1 can continue its leftward rearward movement (translational movement) against the rearward-directed external force due to wind, tidal current, etc. without the need for additional operation by the operator.

Further, when the ship 1 receives a forward external force due to wind, tidal current, etc., while the ship 1 is moving rearward to the left, the forward external force causes the ship 1 to flow forward.
In that case, the outboard motor control device 14 executes the calculation/control which is the left-right inversion of the calculation/control shown in FIG. 8(E) and FIG. 8(F).
As a result, in this case, the vessel 1 can continue the movement to the left rear (translational movement) against the forward external force due to the wind, the tidal current, etc. without the need for additional operation by the operator.

When the ship 1 does not receive an external force due to wind, tidal current, or the like that causes the ship 1 to turn during the period in which the ship 1 moves to the left rearward (translational movement), the propulsion force calculation unit 14F turns the ship 1 The propulsive force equal to the propulsive force calculated at the time of starting the movement of the ship 1 is calculated without adding the propulsive force.
As a result, the marine vessel 1 continues to move backward (translational movement).

On the other hand, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn clockwise, for example, while the ship 1 is moving leftward, the ship 1 turns clockwise due to the external force.
In that case, the outboard motor control device 14 executes the same calculation/control as the calculation/control shown in FIG. 6(C) and FIG. 6(D).

Further, when the ship 1 receives an external force due to wind, tidal current, or the like that causes the ship 1 to turn counterclockwise, for example, while the ship 1 is moving to the left rear, the external force causes the ship 1 to turn counterclockwise. ..
In that case, the outboard motor control device 14 executes the same calculation/control as the calculation/control shown in FIG. 6(E) and FIG. 6(F).

Further, while the ship 1 is moving in the left rearward direction, the ship 1 receives an external force due to wind, tidal current, etc., so that the target travel path of the ship 1 (the target travel path TP1→TP4 shown in FIG. 8A) is horizontally reversed. No.) and the actual movement route of the ship 1 and a difference between the heading of the ship 1 at the start of movement (see FIG. 6A) and the heading of the ship 1 during movement is generated. In some cases.
In that case, the ship movement route difference calculation unit 14D calculates the difference (≠0) between the target movement route of the boat 1 and the actual movement route of the boat 1. Further, the bow heading difference calculation unit 14E calculates a difference (≠0) between the heading H1 at the start of movement of the boat 1 (see FIG. 6A) and the heading of the boat 1 in the forward leftward movement. To do.
The propulsive force calculating unit 14F moves the ship 1 toward the left rearward direction, and the propulsive force that brings the actual travel route of the ship 1 closer to the target travel route of the ship 1 and the heading of the ship 1 during movement. Propulsive force of the ship 1 that generates a combined force with the propulsive force that approaches the heading H1 (see FIG. 6(A)) at the start of the steering actuators 12A2, 13A2 of the outboard motors 12, 13 and the propulsion units 12A1, 13A1. Calculate as
The outboard motor control device 14 causes the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the propulsive force (composite force) calculated by the propulsive force calculation unit 14F while the boat 1 is moving in the left rearward direction. ..
That is, the outboard motor control device 14 does not have to perform an additional operation of changing the position of the operation unit 11D or an additional operation of rotating the operation unit 11D by the operator while the boat 1 is moving to the left rear. Also suppresses the difference between the target travel route of the ship 1 and the actual travel route of the ship 1, and at the same time, the heading H1 (see FIG. 6A) at the start of the travel of the ship 1 and the movement of the ship 1 The steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 are caused to generate a propulsive force (synthetic force) that suppresses a difference from the heading of the boat.
Specifically, the outboard motor control device 14 controls the position of the boat 1 detected by the boat position detection unit 11E and the bow 1B detected by the bow direction detection unit 11F while the boat 1 is moving leftward and rearward. Based on the azimuth, the actual movement path of the vessel 1 is brought closer to the target movement path of the vessel 1, and the heading of the vessel 1 in the left rearward direction is made closer to the heading H1 at the start of movement of the vessel 1. The feedback control of the outer units 12 and 13 is executed.
As a result, even in this case, the ship 1 can continue the movement to the left rear (translational movement) against the external force due to the wind, the tidal current, etc. without the need for additional operation by the operator.

In the above-described example, the outboard motor control device 14 controls the difference between the target travel route of the boat 1 and the actual travel route of the boat 1, and controls the direction of the bow 1B when the boat 1 starts moving. Both of the controls for suppressing the difference from the heading 1B of the boat 1 during movement of the boat 1 can be executed, but in another example, the outboard motor control device 14 controls the target movement route of the boat 1 and the boat 1. Only one of the control for suppressing the difference from the actual movement route and the control for suppressing the difference between the bearing of the bow 1B at the start of movement of the boat 1 and the bearing of the bow 1B during movement of the boat 1 can be executed. It may be.

FIG. 9 is a flowchart for explaining an example of processing executed by the outboard motor control device 14 of the first embodiment.
The process shown in FIG. 9 starts when the operation unit 11D (joystick) receives an input operation for operating the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 of the outboard motors 12, 13.
In the example shown in FIG. 9, in step S10, the outboard motor control device 14 acquires the position of the operation unit 11D (for example, the position P2 (see FIG. 3B)) detected by a sensor such as a microswitch. Then, the operation unit movement route calculation unit 14A calculates the movement route of the operation unit 11D (for example, movement route P1→P2).
Next, in step S11, the outboard motor control device 14 acquires the position at the start of movement of the boat 1 detected by the boat position detection unit 11E.
Next, in step S12, the outboard motor control device 14 sets the direction of the bow 1B at the start of movement of the boat 1 detected by the bow direction detection unit 11F (for example, the heading H1 (see FIG. 6A)). get.
Next, in step S13, the ship target movement route calculation unit 14B is based on the position at the start of movement of the ship 1 acquired in step S11 and the position of the operation unit 11D (eg, position P2) acquired in step S10. Then, the target travel route of the ship 1 (for example, the target travel route TP1→TP2 (see FIG. 5A)) is calculated.
Next, in step S14, the propulsion force calculation unit 14F calculates the propulsion force (for example, rightward propulsion force) generated in the outboard motors 12 and 13 based on the target travel route of the boat 1 calculated in step S13. ..
Next, in step S15, the outboard motor control device 14 causes the propulsive force calculated in step S14 to be generated by the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 of the outboard motors 12, 13. It controls the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 of the machines 12, 13. As a result, the boat 1 starts moving to the right (translational movement), for example.

Next, in step S16, the outboard motor control device 14 acquires the moving position of the boat 1 detected by the boat position detection unit 11E.
Next, in step S17, the actual ship movement route calculation unit 14C determines the ship based on the position at the start of movement of the ship 1 acquired in step S11 and the position in motion of the ship 1 acquired in step S16. One actual travel route (for example, the actual travel route RP1→RP2B (see FIG. 5C)) is calculated.
Next, in step S18, the ship movement route difference calculation unit 14D causes the target movement route of the boat 1 calculated in step S13 (for example, the target movement route TP1→TP2) and the actual movement of the boat 1 calculated in step S17. The difference from the route (for example, the actual travel route RP1→RP2B) is calculated.
Next, in step S19, the outboard motor control device 14 obtains the azimuth of the moving bow 1B of the boat 1 detected by the bow azimuth detecting unit 11F (for example, the bow azimuth H2CW (see FIG. 6C)). To do.
Next, in step S20, the bow heading difference calculation unit 14E causes the heading 1B at the start of movement of the boat 1 acquired in step S12 (for example, heading H1) and the movement of the boat 1 acquired in step S19. Of the heading 1B (for example, heading H2CW) is calculated.
Next, in step S21, the propulsive force calculation unit 14F combines the propulsive force for suppressing the difference calculated in step S18 and the propulsive force for suppressing the difference calculated in step S20 with the outboard motor 12, It is calculated as the propulsive force generated in No. 13.
Next, in step S22, the outboard motor control device 14 causes the outboard motor control unit 14 to generate the propulsive force calculated in step S21 by the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 of the outboard motors 12, 13. It controls the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 of the machines 12, 13. As a result, the ship 1 maintains the rightward movement (translational movement), for example.
Next, in step S23, the outboard motor control device 14 acquires the position of the operation unit 11D, and the position of the operation unit 11D (for example, the position P2 (see FIG. 3B)) is the position P1 (see FIG. 3A). )), position P8 (see FIG. 3(H)) and position P9 (see FIG. 3(I)). If the position of the operation unit 11D has not been changed to any of the positions P1, P8, and P9, the process returns to step S16. When the position of the operation unit 11D is changed to any of the position P1, the position P8, and the position P9, the processing shown in FIG. 9 is ended.
In the example shown in FIG. 9, as described above, the processing shown in FIG. 9 ends when the position of the operation unit 11D is changed to any of the positions P1, P8, and P9, but in other examples, Not only when the position of the operation unit 11D is changed to any of the position P1, the position P8, and the position P9, but the position of the operation unit 11D is any one of the oblique position P3, the oblique position P4, the oblique position P6, and the oblique position P7. The processing shown in FIG. 9 may be terminated even when the setting is changed to.

<Second Embodiment>
Hereinafter, a second embodiment of an outboard motor control device, an outboard motor control method, and a program according to the present invention will be described.
The boat 1 to which the outboard motor control device 14 of the second embodiment is applied has the same configuration as the boat 1 to which the outboard motor control device 14 of the first embodiment described above is applied, except for the points described below. Has been done. Therefore, according to the ship 1 of the second embodiment, the same effects as those of the ship 1 of the above-described first embodiment can be achieved, except for the points described below.

FIG. 10: is a figure which shows an example of the ship 1 to which the outboard motor control apparatus 14 of 2nd Embodiment is applied.
As described above, in the marine vessel 1 of the first embodiment (example shown in FIGS. 1 and 2), the operation unit 11D is configured by a joystick having a lever.
On the other hand, in the marine vessel 1 of the second embodiment (example shown in FIG. 10), the operation unit 11D is configured by a touch panel. The ship operator can operate not only the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 by operating the steering device 11A (steering wheel) and the remote control devices 11B and 11C (remote control lever) but also the operation unit. The steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 can also be operated by operating 11D (touch panel).
In another example, the hull 11 may not include the steering device 11A, the remote control device 11B, and the remote control device 11C.

In the example shown in FIG. 10, the outboard motor control device 14 controls the steering actuator 12A2 and the propulsion unit 12A1 of the outboard motor 12, the steering actuator 13A2 of the outboard motor 13 and the propulsion based on the input operation to the operation unit 11D. It controls the unit 13A1.
Specifically, the outboard motor control device 14 controls the magnitude of the propulsive force of the boat 1 generated by the steering actuators 12A2 and 13A2 and the propulsion units 12A1 and 13A1 based on, for example, a flick input operation on the operation unit 11D (touch panel). And control the orientation.
In the flick input operation, the ship operator, for example, presses the touch panel and slides a finger pressing the touch panel in a desired direction.
The operation unit movement route calculation unit 14A calculates the movement route of the operation unit 11D. Specifically, the operation unit movement path calculation unit 14A calculates the movement path of the finger that the operator has slid while pressing the touch panel.

In the example illustrated in FIG. 10, the operation unit 11D is configured to be capable of flick input operation and rotational input operation to the operation unit 11D (touch panel).
The marine vessel operator performs a rotation input operation, for example, in a state where one finger is in contact with the touch panel and fixed as a center point, and the other finger slides in the circumferential direction while pressing the touch panel.
When the ship operator performs a clockwise rotation input operation on the operation unit 11D (touch panel), the outboard motor control device 14 controls the steering actuators 12A2, 13A2 and the propulsion so that the hull 11 turns right. It controls the units 12A1 and 13A1. On the other hand, when the ship operator performs a counterclockwise rotation input operation on the operation unit 11D (touch panel), the outboard motor control device 14 controls the steering actuators 12A2 and 13A2 so that the hull 11 turns left. And controlling the propulsion units 12A1, 13A1.
In addition, when the ship operator performs a flick input operation on the operation unit 11D (touch panel), the outboard motor control device 14 causes the ship operator's finger to slide while the hull 11 maintains its posture. The steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 are controlled so as to move in the direction. That is, the marine vessel 1 moves in translation when the marine vessel operator performs a flick input operation on the operation unit 11D (touch panel).

When the operator is not performing a flick input operation on the operation unit 11D (touch panel) (that is, when the operator's finger is not in contact with the touch panel), the operation unit 11D is in the state shown in FIG. It becomes the same state as. As a result, the outboard motor control device 14 does not cause the steering actuators 12A2, 13A2 and the propulsion units 12A1, 13A1 to generate the propulsive force of the marine vessel 1.

As described above, the embodiments for carrying out the present invention have been described using the embodiments, but the present invention is not limited to such embodiments, and various modifications and substitutions are made within the scope not departing from the gist of the present invention. Can be added. The configurations described in the above embodiments and examples may be combined.

It should be noted that all or a part of the functions of each unit included in the outboard motor control device 14 according to the above-described embodiment is recorded in a computer-readable recording medium, and a program for realizing these functions is recorded in the recording medium. It may be realized by causing a computer system to read and execute the program recorded in. The “computer system” mentioned here includes an OS and hardware such as peripheral devices.
The "computer-readable recording medium" refers to a portable medium such as a flexible disk, a magneto-optical disk, a ROM, a CD-ROM, or a storage unit such as a hard disk built in a computer system. Further, the "computer-readable recording medium" means to hold a program dynamically for a short time like a communication line when transmitting the program through a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory inside a computer system that serves as a server or a client in that case, which holds a program for a certain period of time, may be included. Further, the program may be one for realizing some of the functions described above, or may be one that can realize the functions described above in combination with a program already recorded in the computer system.

DESCRIPTION OF SYMBOLS 1... Ship, 1B... Bow, 11... Hull, 11A... Steering device, 11B... Remote control device, 11C... Remote control device, 11D... Operation part, 11E... Ship position detection part, 11F... Bow heading detection part, P1... Position, P2... Position, P3... Position, P4... Position, P5... Position, P6... Position, P7... Position, P8... Position, P9... Position, 12... Outboard motor, 12A... Outboard motor body, 12A1... Propulsion unit, 12A2... Steering actuator, 12AX... Steering shaft, 12B... Bracket, 13... Outboard motor, 13A... Outboard motor body, 13A1... Propulsion unit, 13A2... Steering actuator, 13AX... Steering shaft, 13B... Bracket, 14... Outboard Machine control device, 14A... Operation unit movement route calculation unit, 14B... Ship target movement route calculation unit, 14C... Ship actual movement route calculation unit, 14D... Ship movement route difference calculation unit, 14E... Bow heading difference calculation unit, 14F …Propulsive force calculation unit, 14G…Storage unit

Claims (6)

1. An outboard motor control device for controlling a plurality of outboard motors provided in a ship, comprising:
   Each of the plurality of outboard motors includes a propulsion unit that generates a propulsive force of the ship, and a steering actuator,
   The ship is
   An operation unit for operating the steering actuator and the propulsion unit,
   A ship position detection unit for detecting the position of the ship,
   A heading detection unit for detecting the heading of the bow of the ship;
   The operation unit is a position where at least the plurality of outboard motors does not generate a propulsive force of the ship;
   The plurality of outboard motors may be located at a second position, which is a position where a propulsive force for moving the ship is generated,
   When the operation unit is moved from the first position to the second position and is maintained at the second position,
   The outboard motor control device,
   Whether to generate a propulsive force in the plurality of outboard motors that suppresses a difference between the target travel route of the ship and the actual travel route of the ship based on the position of the ship detected by the ship position detection unit. , Or
   Based on the heading of the bow detected by the bow heading detection unit, a plurality of propulsive forces that suppress the difference between the heading of the bow at the start of movement of the ship and the heading of the bow during movement of the ship are provided. To the outboard motor of
   Control device for outboard motors.
2. When the operation unit is moved from the first position to the second position and is maintained at the second position,
   The outboard motor control device,
   Suppressing the difference between the target travel path of the ship and the actual travel path of the ship, and suppressing the difference between the heading of the bow at the start of the travel of the ship and the heading of the bow during movement of the ship. Generate propulsive force in the plurality of outboard motors,
   The outboard motor control device according to claim 1.
3. When the operation unit is moved from the first position to the second position and is maintained at the second position,
   The outboard motor control device,
   Based on the position of the ship detected by the ship position detection unit, and the azimuth of the bow detected by the bow azimuth detection unit,
   Of the plurality of outboard motors that bring the actual travel route of the ship closer to the target travel route of the ship, and that bring the heading of the bow during movement of the ship closer to the heading of the bow at the start of movement of the ship. Perform feedback control,
   The outboard motor control device according to claim 2.
4. An operation unit movement route calculation unit for calculating a movement route of the operation unit,
   A ship target travel route calculation unit that calculates a target travel route of the ship based on the position of the ship detected by the ship position detection unit at the start of movement of the ship and the second position of the operation unit;
   The actual movement of the vessel based on the position of the vessel detected by the vessel position detection unit at the start of movement of the vessel and the position of the vessel detected by the vessel position detection unit during movement of the vessel. A ship actual movement route calculation unit that calculates a route,
   A ship movement path difference calculation unit that calculates a difference between the target movement path of the ship and the actual movement path of the ship,
   Based on the heading of the bow detected by the bow heading detector at the start of the movement of the ship and the heading of the bow detected by the heading bearing detector during the movement of the ship, the movement of the ship is started. A heading difference calculation unit that calculates a difference between the heading of the bow at time and the heading of the bow while the ship is moving,
   A propulsive force that brings the actual movement route of the vessel closer to the target movement route of the vessel and brings the orientation of the bow during movement of the vessel closer to the orientation of the bow at the start of movement of the vessel, A propulsion force calculation unit that calculates the propulsion force of the ship generated in the outboard motor;
   The outboard motor control device according to claim 3.
5. An outboard motor control method for controlling a plurality of outboard motors provided in a ship, comprising:
   Each of the plurality of outboard motors includes a propulsion unit that generates a propulsive force of the ship, and a steering actuator,
   The ship is
   An operation unit for operating the steering actuator and the propulsion unit,
   A ship position detection unit for detecting the position of the ship,
   A heading detector for detecting the heading of the bow of the ship,
   An outboard motor control device for controlling the plurality of outboard motors,
   The operation unit is a position where at least the plurality of outboard motors does not generate a propulsive force of the ship;
   The plurality of outboard motors may be located at a second position, which is a position where a propulsive force for moving the ship is generated,
   When the operation unit is moved from the first position to the second position and maintained at the second position, the position of the ship detected by the ship position detection unit or the bow direction A first step of acquiring the heading of the bow detected by the detector,
   Based on the position of the ship acquired in the first step, a propulsive force that suppresses a difference between a target travel route of the ship and an actual travel route of the ship is generated in the plurality of outboard motors, Alternatively, on the basis of the heading of the bow acquired in the first step, the propulsive force that suppresses a difference between the heading of the bow at the start of movement of the ship and the heading of the bow during movement of the ship is described above. A second step of generating a plurality of outboard motors,
   Control method for outboard motor.
6. A program for controlling a plurality of outboard motors equipped on a ship,
   Each of the plurality of outboard motors includes a propulsion unit that generates a propulsive force of the ship, and a steering actuator,
   The ship is
   An operation unit for operating the steering actuator and the propulsion unit,
   A ship position detection unit for detecting the position of the ship,
   A heading detection unit for detecting the heading of the bow of the ship;
   The operation unit is a position where at least the plurality of outboard motors does not generate a propulsive force of the ship;
   The plurality of outboard motors may be located at a second position, which is a position where a propulsive force for moving the ship is generated,
   The computer installed in the ship,
   When the operation unit is moved from the first position to the second position and maintained at the second position, the position of the ship detected by the ship position detection unit or the bow direction A first step of acquiring the heading of the bow detected by the detector,
   Based on the position of the ship acquired in the first step, a propulsive force that suppresses a difference between a target travel route of the ship and an actual travel route of the ship is generated in the plurality of outboard motors, Alternatively, on the basis of the heading of the bow acquired in the first step, the propulsive force that suppresses a difference between the heading of the bow at the start of movement of the ship and the heading of the bow during movement of the ship is described above. A program to execute the second step generated by multiple outboard motors.

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