WO2024057369A1

WO2024057369A1 - Ship-steering system and ship

Info

Publication number: WO2024057369A1
Application number: PCT/JP2022/034117
Authority: WO
Inventors: 宏平寺田
Original assignee: ヤマハ発動機株式会社
Priority date: 2022-09-12
Filing date: 2022-09-12
Publication date: 2024-03-21

Abstract

[Problem] The present invention addresses the problem of providing a ship-steering system having exceptional operability, and a ship. [Solution] Provided is a ship-steering system for steering a ship, the ship-steering system comprising: a steering component that has a steering wheel; an operation member for causing execution of a prescribed function on the ship, the operation member being provided to the steering component; and a control unit that, in accordance with a plurality of ship-steering modes involving mutually different behaviors of the ship, changes the function being executed through operating of the operation member.

Description

Ship handling systems and ships

The present invention relates to a ship maneuvering system and a ship.

　A jet propulsion boat is equipped with a steering system on a console that allows the boat operator to steer the jet propulsion boat. The steering system described in Patent Document 1 has a steering operation unit that controls the direction of travel of the jet propulsion boat, a paddle operation unit that is provided on the steering operation unit and operates the engine throttle, and an auto-cruise operation button that is provided on the steering operation unit and is operated when sailing while maintaining a constant speed of the jet propulsion boat. The paddle operation unit is operated in a normal sailing state, and has a first operation unit that operates the throttle in the forward direction, and a second operation unit that operates the throttle in the reverse direction. The auto-cruise operation button is operated in an auto-cruise sailing state, and has a mode switching button that switches between the auto-cruise sailing state and the normal sailing state, an increase speed button that speeds up the jet propulsion boat, a decrease speed button that slows down the jet propulsion boat, and a low speed switching button that switches the speed of the jet propulsion boat to a low speed state so that it does not exceed a predetermined speed.

Japanese Patent Application Publication No. 2018-069776

In this way, in the boat maneuvering system described in Patent Document 1, although the paddle operating section and the auto cruise operating button are integrated into the steering operating section, in normal sailing conditions, the first operating section and the second operating section On the other hand, in the autocruise state, it is necessary to operate the mode switch button, speed increase button, deceleration button, and low speed switch button. That is, in the marine vessel maneuvering system described in Patent Document 1, it is necessary to operate different operation units depending on the sailing state of the jet propulsion boat, which makes marine vessel maneuvering complicated. Therefore, there is room for improvement in the operability of conventional vessels such as jet propulsion boats.

An object of the present invention is to provide a ship maneuvering system and a ship with excellent operability.

A marine vessel maneuvering system according to one aspect of the present invention is a marine vessel maneuvering system for maneuvering a vessel body, comprising: a steering wheel having a steering wheel; an operation member provided on the steering wheel for causing the vessel body to execute a predetermined function; and a control unit that changes the function executed by operating the operating member according to a plurality of ship maneuvering modes in which the behavior of the operating member is different from one another.

Further, a ship according to an aspect of the present invention is a ship including a ship body and a ship maneuvering system for operating the ship body, wherein the ship maneuvering system includes a steering having a steering wheel, and a ship provided on the steering wheel, and a control unit that changes the function executed by operating the operating member in accordance with a plurality of ship maneuvering modes in which the behavior of the ship is different from each other.

According to this configuration, the ship maneuvering system includes an operating member for causing the ship to perform a predetermined function. The functions executed by operating the operating member are changed according to a plurality of ship maneuvering modes in which the behavior of the ship body differs from each other. Thereby, a predetermined function can be executed by appropriately operating the same operating member regardless of the ship maneuvering mode. As a result, it is possible to eliminate the need to operate different operation units depending on the ship maneuvering mode, thereby making it possible to improve the operability of the ship.

According to the present invention, it is possible to improve the operability of a ship.

It is a top view of a ship in a 1st embodiment. 2 is a side view of the ship shown in FIG. 1. FIG. FIG. 2 is a schematic side view showing the configuration of a first marine vessel propulsion device. 2 is a block diagram of a control system of the ship shown in FIG. 1. FIG. FIG. 3 is a front view of the steering device when viewed directly across from the boat operator. FIG. 3 is a rear perspective view of the steering device when viewed diagonally from the side opposite to the boat operator. 3 is a flowchart showing a control program related to a ship maneuvering mode executed by a controller. 8 is a flowchart showing processing executed in the subroutine (step S702) of the flowchart shown in FIG. 7. 8 is a flowchart showing processing executed in the subroutine (step S703) of the flowchart shown in FIG. 7. 8 is a flowchart showing processing executed in the subroutine (step S704) of the flowchart shown in FIG. 7. 8 is a flowchart showing a process executed in a subroutine (step S704) of the flowchart shown in FIG. 7 in a modification of the first embodiment. 8 is a flowchart showing a process executed in a subroutine (step S704) of the flowchart shown in FIG. 7 in a modification of the first embodiment. It is a figure which shows an example of the screen (during the 1st ship maneuvering mode) displayed on the display part in the 3rd modification of 1st Embodiment. It is a figure which shows an example of the screen (during the 2nd ship maneuvering mode) displayed on the display part in the 3rd modification of 1st Embodiment. It is a figure which shows an example of the screen (during the 3rd ship maneuvering mode) displayed on the display part in the 3rd modification of 1st Embodiment. FIG. 7 is a front view of the steering device according to the second embodiment when viewed directly across from the boat operator side. FIG. 7 is a front view of a steering device according to a modified example of the second embodiment when viewed directly across from the boat operator side.

Hereinafter, each embodiment of the present invention will be described in detail with reference to the drawings. However, the configurations described in each embodiment below are merely examples, and the scope of the present invention is not limited by the configurations described in each embodiment. For example, each part constituting the present invention can be replaced with any part that can perform the same function. Moreover, arbitrary components may be added. Further, any two or more configurations (features) of each embodiment can be combined.

<First embodiment>
The first embodiment will be described below with reference to FIGS. 1 to 10. FIG. 1 is a plan view of a ship according to a first embodiment. In FIG. 1, a part of the internal configuration of a ship 1 is shown. FIG. 2 is a side view of the ship shown in FIG. 1. As shown in FIGS. 1 and 2, a boat 1 is, for example, a jet propulsion boat, and is a type of boat called a jet boat or a sports boat. The ship 1 includes a hull 2, a first engine 3L, a second engine 3R, a first ship propulsion device (propulsion device) 4L, and a second ship propulsion device (propulsion device) 4R. The hull 2 has a deck 11 and a hull 12. Hull 12 is arranged below deck 11. A steering seat 13 is arranged on the deck 11. Further, a steering device 14 as a steering device for a ship is arranged in the boat operator seat 13.

The hull 2 is equipped with a first engine 3L, a second engine 3R, a first marine propulsion device 4L, and a second marine propulsion device 4R. In addition, although the number of engines is two in this embodiment, it is not limited to this, for example, it may be one or three or more. Although the number of ship propulsion devices is two in this embodiment, it is not limited to this, and may be one or three or more, for example. The first engine 3L and the second engine 3R are housed in the hull 2. The output shaft of the first engine 3L is connected to the first marine propulsion device 4L. The output shaft of the second engine 3R is connected to the second marine propulsion device 4R. The first marine propulsion device 4L is driven by the first engine 3L, and generates propulsive force that propels the hull 2. The second marine vessel propulsion device 4R is driven by the second engine 3R, and generates a propulsive force that propels the hull 2. The first marine propulsion device 4L and the second marine propulsion device 4R are arranged side by side in the left-right direction of the hull 2.

FIG. 3 is a schematic side view showing the configuration of the first marine propulsion device. In FIG. 3, a part of the first marine propulsion device 4L is shown in a cross-sectional view. Since the first marine propulsion device 4L and the second marine propulsion device 4R have the same configuration except for the difference in their arrangement positions, the first marine propulsion device 4L will be representatively explained. The first marine vessel propulsion device 4L is a jet propulsion device that sucks water around the hull 2 and injects it. As shown in FIG. 3, the first marine propulsion device 4L includes a first impeller shaft 21L, a first impeller 22L, a first impeller housing 23L, a first nozzle 24L, a first deflector 25L, and a first reverse bucket 26L. The first impeller shaft 21L is arranged to extend in the front-rear direction. The front portion of the first impeller shaft 21L is connected to the output shaft of the first engine 3L via a coupling 28L. A rear portion of the first impeller shaft 21L is disposed within the first impeller housing 23L. The first impeller housing 23L is arranged behind the water suction section 27L. The first nozzle 24L is arranged at the rear of the first impeller housing 23L.

The first impeller 22L is attached to the rear part of the first impeller shaft 21L. The first impeller 22L is arranged within the first impeller housing 23L. The first impeller 22L rotates together with the first impeller shaft 21L and sucks water from the water suction section 27L. The first impeller 22L injects the sucked water backward from the first nozzle 24L.

The first deflector 25L is arranged behind the first nozzle 24L. The first reverse bucket 26L is arranged behind the first deflector 25L. The first deflector 25L is configured to change the direction of water jet from the first nozzle 24L to the left and right. That is, by changing the direction of the first deflector 25L to the left and right, the traveling direction of the ship 1 is changed to the left and right. In this way, in the ship 1 of this embodiment, the first deflector 25L functions as a direction changing unit that changes the traveling direction of the ship body 2.

The first steering actuator 32L is connected to the first deflector 25L of the first marine propulsion device 4L (see FIG. 4). The first reverse bucket 26L is provided so as to be switchable between a forward position, a reverse position, and a neutral position. When the first reverse bucket 26L is in the forward position, water from the first nozzle 24L is sprayed rearward. This causes the ship 1 to move forward. When the first reverse bucket 26L is in the reverse position, the direction of water jetting from the first nozzle 24L is changed forward. This causes the ship 1 to move backward. In this way, in the ship 1 of this embodiment, the first reverse bucket 26L functions as a direction changing unit that changes the traveling direction of the ship body 2, similarly to the first deflector 25L.

Here, the neutral position of the first reverse bucket 26L is a position between the forward position and the reverse position. The first reverse bucket 26L changes the direction of the jet from the first nozzle 24L to the left or right of the hull 2 in the neutral position. Therefore, the first reverse bucket 26L reduces the propulsive force that moves the hull 2 forward in the neutral position. As a result, the hull 2 is decelerated or the hull 2 is held at a stopped position. Although not shown, the second marine propulsion device 4R is configured similarly to the first marine propulsion device 4L.

Next, the control system of the ship 1 will be explained with reference to FIG. 4. FIG. 4 is a block diagram of the control system of the ship shown in FIG. As shown in FIG. 4, the ship 1 includes a controller (control unit) 40 and a steering device 14. The controller 40 includes an arithmetic unit such as a CPU, and a storage device such as a RAM or ROM (not shown), and is programmed to control each component of the ship 1. Note that the controller 40 may be a single device or may be configured by a plurality of mutually separate control units.

The ship 1 has a first steering actuator 32L and a first shift actuator 34L. The controller 40 is communicably connected to the first engine 3L, the first steering actuator 32L, and the first shift actuator 34L. The first steering actuator 32L changes the steering angle of the first deflector 25L. The first steering actuator 32L is, for example, an electric motor. Alternatively, the first steering actuator 32L may be another actuator such as a hydraulic cylinder. The first shift actuator 34L is connected to the first reverse bucket 26L of the first marine propulsion device 4L. The first shift actuator 34L switches the position of the first reverse bucket 26L between a forward position, a reverse position, and a neutral position. The first shift actuator 34L is, for example, an electric motor. Alternatively, the first shift actuator 34L may be another actuator such as a hydraulic cylinder.

The ship 1 has a second steering actuator 32R and a second shift actuator 34R. The second steering actuator 32R is connected to the second deflector 25R of the second marine propulsion device 4R. The second shift actuator 34R is connected to the second reverse bucket 26R of the second marine propulsion device 4R. These structures are devices for controlling the second marine propulsion device 4R, and have the same structure as the first steering actuator 32L and first shift actuator 34L described above. The controller 40 is communicably connected to the second steering actuator 32R and the second shift actuator 34R.

The ship 1 has a display section 39 and a setting operation section 38. The display unit 39 includes a display and displays various information based on instructions from the controller 40. The setting operation section 38 includes, in addition to operators for performing operations related to boat maneuvering, setting operators for performing various settings, and input operators for inputting various instructions (none of which are shown). A signal input through the setting operation section 38 is supplied to the controller 40 .

The controller 40 is communicably connected to the steering device 14. The steering device 14 includes a steering wheel 51, a first paddle (right paddle) 61, and a second paddle (left paddle) 62. Each of these can be operated independently, and when operated by a boat operator, the operation signal is supplied to the controller 40. In this embodiment, the controller 40, the steering device 14, and the display unit 39 constitute a ship maneuvering system 10 that controls the ship body 2.

FIG. 5 is a front view of the steering device when viewed directly across from the boat operator. FIG. 6 is a rear perspective view of the steering device when viewed diagonally from the side opposite to the boat operator. Note that the vertical and horizontal directions in FIG. 5 correspond to the vertical and horizontal directions of the ship 1, the depth side of the figure is the bow side of the ship 1, and the near side of the figure is the stern side of the ship 1.

5 and 6, the steering device 14 has a steering wheel 50, a first paddle (protruding member) 61, and a second paddle (protruding member) 62. The steering wheel 50 has a steering wheel 51 and a column 52 that rotatably supports the steering wheel 51. The steering wheel 51 has a central portion 53 that is rotatably supported on the column 52 around a rotation fulcrum (steering axis) O51, an annular wheel portion 54 that is arranged concentrically with the central portion 53, and three spoke

portions

55, 56, and 57 that connect the central portion 53 and the wheel portion 54. The operator can turn the boat 1 left and right by rotating the steering wheel 51 left and right. When the steering wheel 51 is in a position to move the boat 1 straight, the spoke portions 55 to 57 are located in the clock position such that the spoke portion 55 is located at 6 o'clock, the spoke portion 56 is located at 10 o'clock, and the spoke portion 57 is located at 2 o'clock.

The first paddle 61 and the second paddle 62 are used in place of a conventional remote control unit to adjust the output (rotational speed) of the first engine 3L and second engine 3R, to switch the ship 1 between forward and backward movement, etc. It is an operating member for causing a predetermined function to be executed. Thereby, the conventional remote control unit can be omitted, and accordingly, for example, the layout of instruments such as instruments in the ship's steering seat 13 can be improved and the cost of the ship 1 can be reduced. The first paddle 61 is a plate member having a substantially T-shape, and is arranged so as to protrude from the column 52 of the steering wheel 50 to the right side. The second paddle 62 is a substantially T-shaped plate member, and is arranged to protrude leftward from the column 52 of the steering wheel 50. On the other hand, the steering wheel 51 is provided on the stern side of the first paddle 61 and the second paddle 62, that is, on the boat operator's side of the boat operator seat 13. Note that it is preferable that both the first paddle 61 and the second paddle 62 be placed within the reach of the fingers of the boat operator who grips the wheel portion 30 of the steering wheel 51. This allows the boat operator to operate the first paddle 61 and the second paddle 62 while holding the steering wheel 51, that is, without releasing the steering wheel 51.

Further, the column 52 supports the first paddle 61 and the second paddle 62 so that they can each be tilted approximately in the front-rear direction (α1 direction). Further, the first paddle 61 and the second paddle 62 are each urged forward. Then, when the boat operator pulls the first paddle 61 toward the front (rearward) once against the urging force, the controller 40 accepts the operation from the first paddle 61 (the same applies to the operation of the second paddle 62). . The operation of the first paddle 61, that is, the tilting of the first paddle 61 toward the operator's side, is converted into an analog signal by, for example, a potentiometer, and transmitted to the controller 40.

In the steering device 14, when the steering wheel 51 is viewed from a boat operator, the first paddle 61 and the spoke portion 57 are arranged so as to overlap, and the second paddle 62 and the spoke portion 56 are arranged so as to overlap. Further, the first paddle 61 and the second paddle 62 are attached to the column 52 so as to rotate in the same manner as the steering wheel 51 rotates. Therefore, even if the steering wheel 51 rotates, when the operator looks at the steering wheel 51, the first paddle 61 and the spoke portion 57 remain overlapped, and the second paddle 62 and the spoke portion 56 remain overlapped. be. Note that the first paddle 61 and the second paddle 62 may be fixed to the column 52 with respect to the direction in which the steering wheel 51 is rotated. In this case, even if the steering wheel 51 rotates, the first paddle 61 and the second paddle 62 are configured not to rotate.

The ship 1 is configured to be able to switch between a plurality of ship maneuvering modes in which the behavior of the ship body 2 is different from each other. The plurality of ship maneuvering modes of this embodiment include a first ship maneuvering mode (normal mode), a second ship maneuvering mode (cruise control mode) different from the first ship maneuvering mode, and a first ship maneuvering mode and a second ship maneuvering mode. A different third ship operation mode (berthing mode) is included. Note that the marine vessel maneuvering mode may include other marine vessel maneuvering modes different from the first marine vessel maneuvering mode to the third marine vessel maneuvering mode. The controller 40 can change the function executed by operating the first paddle 61 and the function executed by operating the second paddle 62 according to each ship maneuvering mode. Note that the switching operation method for switching between the first marine vessel maneuvering mode and the third marine vessel maneuvering mode is not particularly limited. Examples include a method of operating a switching operation button provided on the spoke portion 57.

Further, as described above, the first paddle 61 and the second paddle 62 are each supported so as to be tiltable in the α1 direction (see FIG. 6). Therefore, the operating directions (operating methods) of the first paddle 61 and the second paddle 62 are the same regardless of each boat maneuvering mode. As a result, the operating directions of the first paddle 61 and the second paddle 62 do not change depending on the boat maneuvering mode, so that the boat operator can change the operating direction of the first paddle 61 and the second paddle 62 regardless of the boat maneuvering mode. It can prevent you from getting lost.

Hereinafter, each ship maneuvering mode will be explained with reference to FIGS. 7 to 10. FIG. 7 is a flowchart showing a control program related to the ship maneuvering mode executed by the controller. FIG. 8 is a flowchart showing the processing executed in the subroutine (step S702) of the flowchart shown in FIG. FIG. 9 is a flowchart showing the processing executed in the subroutine (step S703) of the flowchart shown in FIG. FIG. 10 is a flowchart showing the processing executed in the subroutine (step S704) of the flowchart shown in FIG. Note that the control program executed by the controller 40 is stored in advance in a storage section (not shown) of the controller 40.

As shown in FIG. 7, in step S701, the controller 40 determines whether the ship maneuvering mode has been switched and that state has been set (determined). Note that each marine vessel maneuvering mode remains set in that marine vessel maneuvering mode until the mode switching operation described above is performed. As a result of the determination in step S701, if it is determined that the first marine vessel maneuvering mode has been set, the process proceeds to step S702. As a result of the determination in step S701, if it is determined that the second ship maneuvering mode has been set, the process proceeds to step S703. As a result of the determination in step S701, if it is determined that the third marine vessel maneuvering mode has been set, the process proceeds to step S704.

In step S702, the controller 40 executes the first marine vessel maneuvering mode, that is, when the first paddle 61 and the second paddle 62 are each operated, the controller 40 controls each paddle to perform a function according to the first marine vessel maneuvering mode. do. Specifically, with the first boat maneuvering mode set, the controller 40 moves the boat 2 forward in the β1 direction (see FIG. 1) by operating the first paddle 61, and moves the boat 2 forward by operating the second paddle 62. Control is performed to move the vehicle backward in the β1' direction (see FIG. 1). In this way, in the first marine vessel maneuvering mode, the first paddle 61 and the second paddle 62 move the hull 2 forward and backward.

In step S703, the controller 40 executes the second marine vessel maneuvering mode, that is, when the first paddle 61 and the second paddle 62 are each operated, the controller 40 controls each paddle to perform a function according to the second marine vessel maneuvering mode. do. Specifically, with the second boat maneuvering mode set, the controller 40 increases the speed of the hull 2 in the β1 direction by operating the first paddle 61, and increases the speed of the hull 2 in the β1 direction by operating the second paddle 62. Control is performed to reduce the speed of the hull 2 heading towards. In this way, in the second marine vessel maneuvering mode, the speed of the hull 2 is changed by the first paddle 61 and the second paddle 62.

In step S704, the controller 40 executes the third marine vessel maneuvering mode, that is, when the first paddle 61 and the second paddle 62 are each operated, the controller 40 controls each paddle to perform a function according to the third marine vessel maneuvering mode. do. Specifically, with the third boat maneuvering mode set, the controller 40 moves the hull 2 in parallel to the right, that is, in the β2 direction (see FIG. 1) by operating the first paddle 61, By operating 62, control is performed to move the hull 2 in parallel to the left, that is, in the β2' direction (see FIG. 1). In this way, in the third marine vessel maneuvering mode, the first paddle 61 and the second paddle 62 execute parallel movement of the hull 2 in the left-right direction. Here, "parallel movement" means that the hull 2 moves in the horizontal direction about the center of gravity G (see FIG. 1) without rotating in the yaw direction.

As shown in FIG. 8, in step S801, the controller 40 determines whether the first paddle 61 has been operated. As a result of the determination in step S801, if it is determined that the first paddle 61 has been operated, the process proceeds to step S802. On the other hand, as a result of the determination in step S801, if it is determined that the first paddle 61 is not operated, the process advances to step S804.

In step S802, the controller 40 determines whether the operating speed at which the first paddle 61 is operated is greater than a threshold value (predetermined value). As a result of the determination in step S802, if it is determined that the operating speed is not greater than the threshold value, the process advances to step S803. On the other hand, as a result of the determination in step S802, if it is determined that the operating speed is greater than the threshold value, the process returns to step S801 and the subsequent steps are sequentially executed.

In step S803, the controller 40 moves the first reverse bucket 26L and the second reverse bucket 26R to forward positions, and operates the first engine 3L and the second engine 3R at a predetermined position according to the amount of operation of the first paddle 61. Controlled by rotation speed. Thereby, the first watercraft propulsion device 4L and the second watercraft propulsion device 4 are each controlled to inject water rearward, that is, the thrust is controlled, and the ship 1 moves forward. After that, the process returns to step S801, and the subsequent steps are sequentially executed.

As described above, as a result of the determination in step S802, if it is determined that the operation speed is greater than the threshold value, the process returns to step S801, and the subsequent steps are sequentially executed. Therefore, the controller 40 does not control the first engine 3L and the second engine 3R (the first marine propulsion device 4L and the second marine propulsion device 4) when the operating speed is higher than the threshold value. Here, "the operating speed is greater than the threshold value" corresponds to, for example, a case where the boat operator suddenly operates the first paddle 61 strongly. In this case, if the ship 1 is controlled in accordance with the operation, the ship 1 will suddenly accelerate and there is room for improvement in ride comfort, but since the first engine 3L and the second engine 3R are not controlled, the sudden acceleration This improves ride comfort. Note that although a method of not controlling the first engine 3L and the second engine 3R is used as a method of suppressing sudden acceleration, the method is not limited to this. For example, a control method may be used that reduces the rate of change of the propulsive forces in the first marine propulsion device 4L and the second marine propulsion device 4 per unit time. In this case too, sudden acceleration is suppressed and ride comfort is improved.

In step S804, the controller 40 determines whether the second paddle 62 has been operated. As a result of the determination in step S804, if it is determined that the second paddle 62 has been operated, the process proceeds to step S805. On the other hand, if it is determined in step S804 that the second paddle 62 is not operated, the process returns to step S801, and the subsequent steps are sequentially executed.

In step S805, similarly to step S802, the controller 40 determines whether the operating speed at which the second paddle 62 is operated is greater than the threshold value. As a result of the determination in step S805, if it is determined that the operating speed is not greater than the threshold value, the process proceeds to step S806. On the other hand, if it is determined in step S805 that the operating speed is greater than the threshold, the process returns to step S804, and the subsequent steps are sequentially executed.

In step S806, the controller 40 sets the first reverse bucket 26L and the second reverse bucket 26R to the reverse position, and operates the first engine 3L and the second engine 3R in accordance with the operation amount of the second paddle 62. Controlled by rotation speed. Thereby, the first watercraft propulsion device 4L and the second watercraft propulsion device 4 are each controlled to inject water forward, that is, the thrust is controlled, and the boat 1 moves backward. After that, the process returns to step S804, and the subsequent steps are sequentially executed.

As described above, as a result of the determination in step S805, if it is determined that the operation speed is greater than the threshold value, the process returns to step S804, and the subsequent steps are sequentially executed. This is similar to the process performed when the operating speed is determined to be greater than the threshold value as a result of the determination in step S802, and therefore has the effect of suppressing sudden acceleration and improving ride comfort.

Note that in this embodiment, out of the first paddle 61 and the second paddle 62, the hull 2 is moved forward by operating the first paddle 61, and the hull 2 is moved backward by operating the second paddle 62. Not limited. For example, the function executed by operating the first paddle 61 and the function executed by operating the second paddle 62 may be reversed. That is, the hull 2 may be moved forward by operating the second paddle 62, and the hull 2 may be moved backward by operating the first paddle 61.

As shown in FIG. 9, in step S901, the controller 40 determines whether the first paddle 61 has been operated. As a result of the determination in step S901, if it is determined that the first paddle 61 has been operated, the process proceeds to step S902. On the other hand, as a result of the determination in step S901, if it is determined that the first paddle 61 is not operated, the process advances to step S903.

In step S902, the controller 40 sets the positions of the first reverse bucket 26L and the second reverse bucket 26R to forward positions, and adjusts the rotational speed of the first engine 3L and the second engine 3R according to the number of operations of the first paddle 61. Increase gradually. Thereby, the magnitude of the propulsive force in the first marine propulsion device 4L and the second marine propulsion device 4 can be increased by the number of operations of the first paddle 61, and the speed of the hull 2 can also be increased. Further, after increasing the speed, the process returns to step S901, and the subsequent steps are sequentially executed. Note that it is preferable that a limit (upper limit) be regulated for the speed of the hull 2 obtained in step S902.

In step S903, the controller 40 determines whether the second paddle 62 has been operated. As a result of the determination in step S903, if it is determined that the second paddle 62 has been operated, the process advances to step S904. On the other hand, if it is determined in step S903 that the second paddle 62 is not operated, the process returns to step S901, and the subsequent steps are sequentially executed.

In step S904, the controller 40 sets the positions of the first reverse bucket 26L and the second reverse bucket 26R to neutral positions, and adjusts the rotational speed of the first engine 3L and the second engine 3R according to the number of operations of the second paddle 62. gradually decrease. Thereby, the magnitude of the propulsive force in the first marine propulsion device 4L and the second marine propulsion device 4 can be reduced by the number of operations of the second paddle 62, and the speed of the hull 2 can also be reduced.

In step S905, the controller 40 determines whether the speed of the hull 2 obtained in step S904 has reached a threshold value (predetermined value). This threshold value is not particularly limited, and may be, for example, a predetermined low speed value such as zero. As a result of the determination in step S905, if it is determined that the speed has reached the threshold value, the process advances to step S906. On the other hand, if it is determined in step S905 that the speed has not reached the threshold, the process returns to step S903, and the subsequent steps are sequentially executed.

In step S906, the controller 40 switches the marine vessel maneuvering mode from the second marine vessel maneuvering mode to the first marine vessel maneuvering mode, and maintains that state. The reason for switching the ship maneuvering mode from the second ship maneuvering mode to the first ship maneuvering mode is that the ship speed deviated from the navigable speed conditions in the second ship maneuvering mode, which is the cruise control mode. This is because it is preferable to shift to the first ship maneuvering mode.

Furthermore, the following process may be inserted between step S905 and step S906. For example, if the first paddle 61 is operated within a predetermined time after step S905 is executed, the process returns to step S901, or if the second paddle 62 is operated, the process returns to step S903. You may also As a result, the boat speed is changed by the number of times the paddle is operated, and the second boat maneuvering mode is maintained in the changed state.

In this embodiment, the controller 40 changes the speed of the hull 2 in stages according to the number of operations of the first paddle 61 and the second paddle 62. It is not limited to the number of operations. For example, the speed of the hull 2 may be changed in stages depending on the length of time for one operation of the first paddle 61 or the second paddle 62. In this case, for example, by continuing to pull the first paddle 61 forward for a predetermined period of time, the boat speed can be increased in stages. Furthermore, by continuing to pull the second paddle 62 forward for a predetermined period of time, the boat speed can be reduced in stages. Further, the speed of the hull 2 may be changed in stages according to the amount of one-time operation of the first paddle 61 or the second paddle 62. In this case, for example, by operating the first paddle 61 once with the operation amount "1", the boat speed can be increased by one step, and the first paddle 61 is operated with the operation amount "2" which is larger than the operation amount "1". By operating it once, you can increase the ship's speed by two steps. In addition, by operating the second paddle 62 once with the operating amount "1", the boat speed can be decreased by one step, and by operating the second paddle 62 once with the operating amount "2", which is larger than the operating amount "1". By operating the button twice, the ship speed can be reduced by two steps.

In addition, when the ship speed is gradually decreased with the second paddle 62, the ship speed is the speed at which the first engine 3L or the second engine 3R is at idle speed (hereinafter referred to as "predetermined speed"). may reach. The vessel 1 may be restricted from decelerating below a predetermined speed. Therefore, in the ship 1, intermittent shift operation is performed in order to escape from this restricted state. "Intermittent shift operation" refers to a driving pattern in which the vehicle is no longer in a shift operable state and is shifted to neutral, and the shift operation is repeated to shift to forward. Intermittent shift operation enables deceleration below a predetermined speed. Therefore, it is preferable that the ship 1 shifts to intermittent shift operation when the ship speed reaches a predetermined speed.

Furthermore, in this embodiment, of the first paddle 61 and the second paddle 62, the speed of the hull 2 is increased by operating the first paddle 61, and the speed of the hull 2 is decreased by operating the second paddle 62. However, it is not limited to this. For example, the function executed by operating the first paddle 61 and the function executed by operating the second paddle 62 may be reversed. That is, the speed of the hull 2 may be increased by operating the second paddle 62, and the speed of the hull 2 may be decreased by operating the first paddle 61.

As shown in FIG. 10, in step S1001, the controller 40 determines whether the first paddle 61 has been operated. As a result of the determination in step S1001, if it is determined that the first paddle 61 has been operated, the process advances to step S1002. On the other hand, as a result of the determination in step S1001, if it is determined that the first paddle 61 is not operated, the process advances to step S1003.

In step S1002, the controller 40 moves the hull 2 in the right lateral direction by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the aforementioned direction changing unit (first deflector 25L, etc.). Generates thrust to move parallel to. Thereby, the ship 1 can move in parallel in the right lateral direction, and can smoothly perform operations corresponding to docking or leaving the dock. Further, the process returns to step S1001, and the subsequent steps are sequentially executed.

In step S1003, the controller 40 determines whether the second paddle 62 has been operated. As a result of the determination in step S1003, if it is determined that the second paddle 62 has been operated, the process advances to step S1004. On the other hand, if it is determined in step S1003 that the second paddle 62 is not operated, the process returns to step S1001, and the subsequent steps are sequentially executed.

In step S1004, the controller 40 moves the hull 2 in the left-lateral direction by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the aforementioned direction changing unit (first deflector 25L, etc.). Generates thrust to move parallel to. Thereby, the ship 1 can move in parallel in the left-lateral direction, and can smoothly perform operations corresponding to docking or leaving the dock. Further, the process returns to step S1003, and the subsequent steps are sequentially executed.

As described above, the ship maneuvering system 10 includes the first paddle 61 and the second paddle 62 as operating members for causing the ship body 2 to perform predetermined functions. The functions executed by operating the first paddle 61 and the functions executed by operating the second paddle 62 are respectively changed according to the first to third vessel maneuvering modes. Thereby, regardless of the boat maneuvering mode, by appropriately operating the same first paddle 61 and second paddle 62, functions corresponding to each boat maneuvering mode can be executed. As a result, it is possible to eliminate the need to operate different operation units depending on the ship maneuvering mode, thereby making it possible to improve the operability of the ship 1.

Furthermore, the controller 40 may change the rotatable range of the steering wheel 51 according to each ship maneuvering mode. In this case, the rotatable range may be set to be smaller in the order of, for example, the first marine vessel maneuvering mode, the second marine vessel maneuvering mode, and the third marine vessel maneuvering mode. As a result, the rotatable range of the steering wheel 51 in each boat maneuvering mode is ensured in just the right range. Further, the rotatable range in the first marine vessel maneuvering mode and the rotatable range in the second marine vessel maneuvering mode may be the same.

As mentioned above, the ship 1 has a display section 39 that includes a display. The display unit 39 also functions as a notification unit that notifies the setting state of each ship maneuvering mode with an image displayed on a display. This allows the vessel operator to understand whether the currently set vessel maneuvering mode is one of the first to third vessel maneuvering modes, and to determine the appropriate mode according to the vessel maneuvering mode. You can perform simple paddle operations. The image display mode of each ship maneuvering mode is not particularly limited, and may be a display mode using at least one of characters, graphics, symbols, etc., for example. Note that the notification of the mode setting state may be audible notification in addition to the notification by image display. Furthermore, in the ship 1, it is also possible to notify the setting state of each ship maneuvering mode by changing the operating force required to operate the first paddle 61 and the second paddle 62 according to each ship maneuvering mode. In this case, the operating force can be set as, for example, the second marine vessel maneuvering mode, the first marine vessel maneuvering mode, and the third marine vessel maneuvering mode in descending order of magnitude. Note that the change in the operating force can be controlled by the controller 40.

<First modification example>
The first modified example of the first embodiment will be described below with reference to FIG. 11, but the explanation will focus on the differences from the embodiment described above, and the explanation of the same items will be omitted. FIG. 11 is a flowchart showing the process executed in the subroutine (step S704) of the flowchart shown in FIG. 7 in the first modification of the first embodiment.

As shown in FIG. 11, in step S1101, the controller 40 determines whether the first paddle 61 has been operated. As a result of the determination in step S1101, if it is determined that the first paddle 61 has been operated, the process advances to step S1102. On the other hand, if it is determined in step S1101 that the first paddle 61 is not operated, the process advances to step S1103.

In step S1102, the controller 40 appropriately controls the first marine propulsion device 4L, the second marine propulsion device 4R, and the above-mentioned direction change unit to move the hull 2 in the diagonally forward right direction, that is, in the β3 direction (Fig. (see 1). Thereby, the ship 1 can move diagonally in parallel to the right front direction, and can smoothly perform operations corresponding to docking. Further, the process returns to step S1101, and the subsequent steps are sequentially executed.

In step S1103, the controller 40 determines whether the second paddle 62 has been operated. As a result of the determination in step S1103, if it is determined that the second paddle 62 has been operated, the process advances to step S1104. On the other hand, if it is determined in step S1103 that the second paddle 62 is not operated, the process returns to step S1101, and the subsequent steps are sequentially executed.

In step S1104, the controller 40 appropriately controls the first marine propulsion device 4L, the second marine propulsion device 4R, and the direction change unit described above to move the hull 2 diagonally forward leftward, that is, in the β3′ direction ( (see Figure 1). Thereby, the ship 1 can move diagonally in parallel to the left front direction, and can smoothly perform operations in response to docking. Further, the process returns to step S1103, and the subsequent steps are sequentially executed.

<Second modification example>
The second modification of the first embodiment will be described below with reference to FIG. Explanation of the matters will be omitted. FIG. 12 is a flowchart showing the process executed in the subroutine (step S704) of the flowchart shown in FIG. 7 in the second modified example of the first embodiment.

As shown in FIG. 12, in step S1201, the controller 40 determines whether the first paddle 61 has been operated. As a result of the determination in step S1201, if it is determined that the first paddle 61 has been operated, the process advances to step S1202. On the other hand, as a result of the determination in step S1201, if it is determined that the first paddle 61 is not operated, the process advances to step S1203.

In step S1202, the controller 40 appropriately controls the first marine propulsion device 4L, the second marine propulsion device 4R, and the aforementioned direction changing unit to move the hull 2 in the diagonal right rear direction, that is, in the β4 direction ( (see Figure 1). Thereby, the ship 1 can move diagonally in parallel to the right and rear, and can smoothly perform operations in response to docking. Further, the process returns to step S1201, and the subsequent steps are sequentially executed.

In step S1203, the controller 40 determines whether the second paddle 62 has been operated. As a result of the determination in step S1203, if it is determined that the second paddle 62 has been operated, the process advances to step S1204. On the other hand, if it is determined in step S1203 that the second paddle 62 is not operated, the process returns to step S1201, and the subsequent steps are sequentially executed.

In step S1204, the controller 40 appropriately controls the first marine propulsion device 4L, the second marine propulsion device 4R, and the aforementioned direction changing unit to move the hull 2 in the diagonal left rear direction, that is, in the β4′ direction. (See Figure 1). As a result, the ship 1 can move diagonally in parallel to the left and rear, and can smoothly perform operations in response to docking. Further, the process returns to step S1203, and the subsequent steps are sequentially executed.

<Third modification example>
Hereinafter, a third modification of the first embodiment will be described with reference to FIGS. 13 to 15. Similar to the first modification, the explanation will focus on the differences from the above-described embodiment, Explanation of items with no difference will be omitted. FIG. 13 is a diagram illustrating an example of a screen displayed on the display unit (in the first ship maneuvering mode) in the third modification of the first embodiment. FIG. 14 is a diagram illustrating an example of a screen displayed on the display unit (in the second ship maneuvering mode) in the third modification of the first embodiment. FIG. 15 is a diagram illustrating an example of a screen displayed on the display unit (in the third ship operation mode) in the third modification of the first embodiment.

In the first marine vessel maneuvering mode shown in FIG. 13, the display unit 39 displays a mode name 130 indicating that the mode is the first marine vessel maneuvering mode, a steering wheel 50, a first paddle 61, and a second paddle 62. Further, an arrow 131 is displayed on the first paddle 61 in an overlapping manner. The arrow 131 is an upward arrow indicating the traveling direction (forward) of the vessel 1 when the first paddle 61 is operated in the first vessel maneuvering mode. An arrow 132 is displayed on the second paddle 62 in an overlapping manner. The arrow 132 is a downward arrow indicating the traveling direction (backwards) of the vessel 1 when the second paddle 62 is operated in the first vessel maneuvering mode. The mode name 130 allows the boat operator to understand that the currently set boat maneuvering mode is the first boat maneuvering mode. Further, from the arrow 131, it is also possible to understand how the ship 1 behaves when the first paddle 61 is operated in the first ship maneuvering mode, that is, it moves forward. Similarly, from the arrow 132, it is also possible to understand how the vessel 1 behaves when the second paddle 62 is operated in the first vessel maneuvering mode, that is, it moves astern.

In the second marine vessel maneuvering mode shown in FIG. 14, the display unit 39 displays a mode name 140 indicating that the mode is the second marine vessel maneuvering mode, a steering wheel 50, a first paddle 61, and a second paddle 62. Further, a symbol 141 is displayed on the first paddle 61 in an overlapping manner. The symbol 141 is a "+" symbol indicating an increase in boat speed when the first paddle 61 is operated in the second boat maneuvering mode. A symbol 142 is displayed on the second paddle 62 in an overlapping manner. The symbol 142 is a "-" symbol indicating a decrease in boat speed when the second paddle 62 is operated in the second boat maneuvering mode. The mode name 140 allows the boat operator to understand that the currently set boat maneuvering mode is the second boat maneuvering mode. Further, from the symbol 141, it is also possible to understand how the ship 1 behaves when the first paddle 61 is operated in the second ship maneuvering mode, that is, the ship speed increases. Similarly, from the symbol 142, it is also possible to understand how the ship 1 behaves when the second paddle 62 is operated in the second ship maneuvering mode, that is, the ship speed decreases.

In the third marine vessel maneuvering mode shown in FIG. 15, the display unit 39 displays a mode name 150 indicating the third marine vessel maneuvering mode, a steering wheel 50, a first paddle 61, and a second paddle 62. Further, an arrow 151 is displayed on the first paddle 61 in an overlapping manner. The arrow 151 is a rightward arrow indicating the traveling direction (right lateral direction) of the vessel 1 when the first paddle 61 is operated in the third vessel maneuvering mode. An arrow 152 is displayed on the second paddle 62 in an overlapping manner. The arrow 152 is a leftward arrow indicating the traveling direction (left lateral direction) of the vessel 1 when the second paddle 62 is operated in the third vessel maneuvering mode. The mode name 150 allows the boat operator to understand that the currently set boat maneuvering mode is the third boat maneuvering mode. Further, from the arrow 151, it is also possible to understand how the ship 1 behaves when the first paddle 61 is operated in the third ship maneuvering mode, that is, it moves in parallel in the right lateral direction. Similarly, from the arrow 152, it is also possible to understand how the vessel 1 behaves when the second paddle 62 is operated in the third vessel maneuvering mode, that is, it moves parallel to the left lateral direction. .

<Second embodiment>
The second embodiment will be described below with reference to FIG. 16, focusing on the differences from the first embodiment described above, and omitting the description of the same items. In the first embodiment, a plate-shaped paddle is used as an operating member that is provided on the steering wheel and is used to perform a predetermined function on the hull, but in this embodiment, the shape of the operating member is different. FIG. 16 is a front view of the steering device in the second embodiment when viewed directly across from the boat operator side.

As shown in FIG. 16, the steering device 14 has a lever 63, which is arranged to protrude rightward from the column 52 in the shape of a rod, as an operating member. The lever 63 is supported so as to be rotatable in the vertical direction, that is, in the α2 direction around the column 52. In this embodiment, for example, when the lever 63 is rotated upward in the α2 direction, the same function as the first paddle 61 is exhibited, and the lever 63 is rotated downward in the α2 direction. It can be configured so that the same function as the second paddle 62 is exhibited when the rotation operation is performed.

<Modified example>
Hereinafter, a modified example of the second embodiment will be described with reference to FIG. 17, but the explanation will focus on the differences from the embodiment described above, and the explanation of the same items will be omitted. FIG. 17 is a front view of a steering device according to a modified example of the second embodiment, when viewed directly across from the boat operator side.

As shown in FIG. 17, the steering device 14 includes, in addition to the lever 63, a lever 64 that is arranged to protrude leftward in the shape of a rod as an operating member. Like the lever 63, the lever 64 is supported so as to be rotatable in the α2 direction. In this modification, for example, when the lever 63 is rotated, the same function as the first paddle 61 is exhibited, and when the lever 64 is rotated, the same function as the second paddle 62 is exhibited. It can be configured to

Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the invention. For example, the boat 1 to which the present invention is applied is not limited to a jet propulsion boat, but may be a boat having an outboard motor, an outboard/outboard motor, or an inboard motor as a boat propulsion device. Furthermore, the ship 1 to which the present invention is applied may include an electric motor instead of an internal combustion engine, or may further include a hybrid engine consisting of an engine and an electric motor. Further, the operating members (first paddle 61, second paddle 62) are protruding members that protrude to the left or right of the ship, but are not limited thereto. It may be a member, and its protruding direction is not particularly limited. Further, the operating member is not limited to a protruding member, and may be configured, for example, as a button installed on a steering wheel.

1 Ship, 2 Hull, 4L First ship propulsion device (propulsion device), 4R Second ship propulsion device (propulsion device), 10 Ship maneuvering system, 39 Display unit, 40 Controller (control unit), 50 Steering, 51 Steering wheel, 52 Column, 61 1st paddle (right paddle), 62 2nd paddle (left paddle), 63 Lever, 64 Lever

Claims

A ship maneuvering system for maneuvering a ship,
a steering wheel having a steering wheel;
an operating member provided on the steering wheel and configured to perform a predetermined function on the hull;
A ship maneuvering system comprising: a control unit that changes the function executed by operating the operating member according to a plurality of ship maneuvering modes in which the behavior of the ship body differs from each other.
The marine vessel maneuvering system according to claim 1, wherein a method for operating the operating member is the same regardless of each of the marine vessel maneuvering modes.
The plurality of ship maneuvering modes include a first ship maneuvering mode,
The marine vessel maneuvering system according to claim 1, wherein the control unit causes the hull to move forward and backward by operating the operating member when the first marine vessel maneuvering mode is set.
The operating members are a pair of protruding members arranged to protrude from the steering wheel,
In the state where the first ship maneuvering mode is set, the control unit causes the hull to move forward by operating one of the pair of protruding members, and causes the hull to move forward by operating the other protruding member. The marine vessel maneuvering system according to claim 3, wherein the marine vessel maneuvering system executes reverse movement.
The plurality of ship maneuvering modes include a second ship maneuvering mode different from the first ship maneuvering mode,
The marine vessel maneuvering system according to claim 3, wherein the control unit changes the speed of the hull by operating the operating member when the second marine vessel maneuvering mode is set.
The control unit controls the speed of the hull according to any one of the number of operations of the operating member, the length of time for one operation of the operating member, and the amount of one operation of the operating member. The ship maneuvering system according to claim 5, wherein the ship maneuvering system is changed in stages.
The hull is equipped with a propulsion device that is controlled by the control unit and generates a propulsive force that propels the hull,
The ship maneuvering system according to claim 5, wherein the control unit changes the speed of the ship by changing the magnitude of the propulsive force in the propulsion device based on the operation of the operating member.
The operating members are a pair of protruding members arranged to protrude from the steering wheel,
In the state where the second ship maneuvering mode is set, the control unit increases the speed of the hull by operating one of the pair of projecting members, and increases the speed of the hull by operating the other projecting member. 6. A marine vessel maneuvering system according to claim 5, which reduces speed.
When the speed of the hull decreases and reaches a predetermined value while the second marine vessel maneuvering mode is set, the control unit changes the marine vessel maneuvering mode from the second marine vessel maneuvering mode to the first marine vessel maneuvering mode. The ship maneuvering system according to claim 5, wherein the ship maneuvering system switches.
The plurality of marine vessel maneuvering modes include a third marine vessel maneuvering mode different from the first marine vessel maneuvering mode,
In the state where the third ship maneuvering mode is set, the control unit causes at least one of movement of the ship body in the left-right direction and movement of the ship body in the diagonal right-left, front-back, and front-back directions by operating the operation member. The ship maneuvering system according to claim 3, which causes movement to be executed.
The hull is equipped with a propulsion unit that is controlled by the control unit and generates a propulsive force to propel the hull, and a direction change unit that is controlled by the control unit and changes the direction of travel of the hull. ,
The controller according to claim 10, wherein the control unit moves the hull in the left-right direction or diagonally left-right and front-back directions by controlling the propulsion device and the direction changing unit based on the operation of the operating member. Ship handling system.
The operating members are a pair of protruding members arranged to protrude from the steering wheel,
In the state where the third boat maneuvering mode is set, the control unit moves the hull to the left by operating one of the pair of protruding members, and moves the hull to the left by operating the other protruding member. The ship maneuvering system according to claim 10, wherein the ship maneuvering system moves the ship to the right.
The operating members are a pair of protruding members arranged to protrude from the steering wheel,
In the state where the third ship maneuvering mode is set, the control unit moves the hull diagonally forward left or diagonally left rear by operating one of the pair of protruding members, and moves the hull diagonally to the left forward or diagonally left rear by operating one of the pair of protruding members, The ship maneuvering system according to claim 10, wherein the ship body is moved diagonally to the right forward or diagonally to the right by the operation.
The ship maneuvering system according to claim 1, further comprising a notification unit that notifies the setting state of each of the ship maneuvering modes.
The marine vessel maneuvering system according to claim 14, wherein the notification unit includes a display that notifies the setting state of each of the marine vessel maneuvering modes in an image.
The marine vessel maneuvering system according to claim 14, wherein the notification unit notifies the setting state of each of the marine vessel maneuvering modes by changing the operating force required to operate the operating member according to each of the marine vessel maneuvering modes.
The marine vessel maneuvering system according to claim 1, wherein the control unit changes the rotatable range of the steering wheel according to each of the marine vessel maneuvering modes.
The hull is equipped with a propulsion device that is controlled by the control unit and generates a propulsive force that propels the hull,
If the operation speed at which the operation member is operated is greater than a predetermined value, the control unit does not control the propulsion device, or controls the propulsion force of the propulsion device per unit time. The ship maneuvering system according to claim 1, wherein control is performed to reduce the rate of change of.
The steering wheel includes a column that rotatably supports the steering wheel;
The marine vessel maneuvering system according to claim 1, wherein the operating member comprises a paddle or a lever arranged to protrude from the column.
A ship comprising a hull and a ship maneuvering system for operating the hull,
The ship handling system includes:
a steering wheel having a steering wheel;
an operating member provided on the steering wheel and configured to perform a predetermined function on the hull;
A ship, comprising: a control unit that changes the function executed by operating the operation member according to a plurality of ship maneuvering modes in which the behavior of the ship body differs from each other.