MARINE MANEUVERING SYSTEM AND MARINE VESSEL

Abstract

A marine maneuvering system for maneuvering a vessel body includes a steering including a steering wheel, a manual operator on the steering to cause predetermined functions to the vessel body to be executed, and a controller configured or programmed to change the predetermined functions executed by an operation of the manual operator in accordance with maneuvering modes in which behaviors of the vessel body are mutually different.

Claims

1. A marine maneuvering system for maneuvering a vessel body, the marine maneuvering system comprising: a steering including a steering wheel; at least one manual operator on the steering to cause predetermined functions to the vessel body to be executed; and a controller configured or programmed to change the functions executed by an operation of the at least one manual operator in accordance with a plurality of maneuvering modes in which behaviors of the vessel body are mutually different.

2. The marine maneuvering system according to claim 1, wherein an operation motion of the at least one manual operator is same regardless of a maneuvering mode among the plurality of maneuvering modes.

3. The marine maneuvering system according to claim 1, wherein the plurality of maneuvering modes include a first maneuvering mode; and the controller is configured or programmed to execute a forward movement and a backward movement of the vessel body by the operation of the at least one manual operator in the first maneuvering mode.

4. The marine maneuvering system according to claim 3, wherein the at least one manual operator includes a pair of manual operators protruding from the steering; and the controller is configured or programmed to execute the forward movement of the vessel body by an operation of one of the pair of manual operators and execute the backward movement of the vessel body by an operation of another of the pair of manual operators in the first maneuvering mode.

5. The marine maneuvering system according to claim 3, wherein the plurality of maneuvering modes include a second maneuvering mode different from the first maneuvering mode; and the controller is configured or programmed to execute a speed change of the vessel body by the operation of the at least one manual operator in the second maneuvering mode.

6. The marine maneuvering system according to claim 5, wherein the controller is configured or programmed to in a stepwise manner change a speed of the vessel body in accordance with any one of conditions of a number of operations of the at least one manual operator, a length of a time period of one operation to the manual operator, or an amount of one operation to the at least one manual operator.

7. The marine maneuvering system according to claim 5, wherein the vessel body includes a propulsion device controlled by the controller to generate a propulsion force to propel the vessel body; and the controller is configured or programmed to change a speed of the vessel body by changing a magnitude of the propulsion force of the propulsion device based on the operation of the at least one manual operator.

8. The marine maneuvering system according to claim 5, wherein the at least one manual operator includes a pair of manual operators that protrude from the steering; and the controller is configured or programmed to increase the speed of the vessel body by an operation of one of the pair of manual operators and reduce the speed of the vessel body by an operation of another of the pair of manual operators in the second maneuvering mode.

9. The marine maneuvering system according to claim 5, wherein the controller is configured or programmed to switch from the second maneuvering mode to the first maneuvering mode in a case where the speed of the vessel body decreases and reaches a predetermined value in the second maneuvering mode.

10. The marine maneuvering system according to claim 3, wherein the plurality of maneuvering modes include a third maneuvering mode that is different from the first maneuvering mode; and the controller is configured or programmed to execute at least one of a movement of the vessel body in a right-left direction and a movement of the vessel body in obliquely right-left-forward-backward directions by the operation of the at least one manual operator in the third maneuvering mode.

11. The marine maneuvering system according to claim 10, wherein the vessel body includes a propulsion device controlled by the controller to generate a propulsion force to propel the vessel body, and a direction converter controlled by the controller to change a traveling direction of the vessel body; and the controller is configured or programmed to control the propulsion device and the direction converter based on the operation of the at least one manual operator to move the vessel body in the right-left direction or in the obliquely right-left-front-back directions.

12. The marine maneuvering system according to claim 10, wherein the at least one manual operator includes a pair of manual operators protruding from the steering; and the controller is configured or programmed to move the vessel body in a left direction by an operation of one of the pair of manual operators and move the vessel body in a right direction by an operation of another of the pair of manual operators in the third maneuvering mode.

13. The marine maneuvering system according to claim 10, wherein the at least one manual operator includes a pair of manual operators protruding from the steering; and the controller is configured or programmed to move the vessel body obliquely left forward or obliquely left backward by an operation of one of the pair of manual operators and move the vessel body obliquely right forward or obliquely right backward by an operation of another of the pair of manual operators in the third maneuvering mode.

14. The marine maneuvering system according to claim 1, further comprising a notifier to notify a setting state of each of the plurality of maneuvering modes.

15. The marine maneuvering system according to claim 14, wherein the notifier includes a display to notify the setting state of each of the plurality of maneuvering modes with an image.

16. The marine maneuvering system according to claim 14, wherein the notifier is operable to notify the setting state of each of the plurality of maneuvering modes by changing an operation force required for the operation of the at least one manual operator according to each of the plurality of maneuvering modes.

17. The marine maneuvering system according to claim 1, wherein the controller is configured or programmed to change a rotatable range of the steering wheel in accordance with each of the plurality of maneuvering modes.

18. The marine maneuvering system according to claim 1, wherein the vessel body includes a propulsion device controlled by the controller to generate a propulsion force to propel the vessel body; and the controller is configured or programmed to not perform a control to the propulsion device or to perform a control to reduce a change rate per a unit time period of the propulsion force of the propulsion device in a case where an operation speed of the at least one manual operator is more than a predetermined value.

19. The marine maneuvering system according to claim 1, wherein the steering includes a column to rotatably support the steering wheel; and the at least one manual operator includes a paddle or a lever that protrudes from the column.

20. A marine vessel comprising: a vessel body; and a maneuvering system to maneuver the vessel body and including: a steering including a steering wheel; a manual operator on the steering to cause predetermined functions to the vessel body to be executed; and a controller configured or programmed to change the predetermined functions caused by an operation of the manual operator in accordance with a plurality of maneuvering modes in which behaviors of the vessel body are mutually different.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] FIG. 1 shows a plan view of a marine vessel according to a first example embodiment of the present invention.

[0013] FIG. 2 shows a side view of the marine vessel shown in FIG. 1.

[0014] FIG. 3 shows a schematic side view showing a configuration of a first marine propulsion device.

[0015] FIG. 4 shows a block diagram of a control system of the marine vessel shown in FIG. 1.

[0016] FIG. 5 shows a front view of a steering device as viewed directly from a side of a vessel operator.

[0017] FIG. 6 shows a rear perspective view of the steering device as viewed obliquely from a side opposite to the vessel operator.

[0018] FIG. 7 shows a flowchart showing a control program of a maneuvering mode executed by a controller.

[0019] FIG. 8 shows a flowchart showing a process executed in a subroutine (step S702) of the flowchart shown in FIG. 7.

[0020] FIG. 9 shows a flowchart showing a process executed in a subroutine (step S703) of the flowchart shown in FIG. 7.

[0021] FIG. 10 shows a flowchart showing a process executed in a subroutine (step S704) of the flowchart shown in FIG. 7.

[0022] FIG. 11 shows a flowchart showing a process executed in the subroutine (step S704) of the flowchart shown in FIG. 7 in a modification example of the first example embodiment.

[0023] FIG. 12 shows a flowchart showing a process executed in the subroutine (step S704) of the flowchart shown in FIG. 7 in a modification example of the first example embodiment.

[0024] FIG. 13 shows a view showing an example of a screen (at a time in a first maneuvering mode) displayed on a display unit in a third modification example of the first example embodiment.

[0025] FIG. 14 shows a view showing an example of a screen (at a time in a second maneuvering mode) displayed on the display unit in the third modification example of the first example embodiment.

[0026] FIG. 15 shows a view showing an example of a screen (at a time in a third maneuvering mode) displayed on a display unit in the third modification example of the first example embodiment.

[0027] FIG. 16 shows a front view of a steering device according to a second example embodiment of the present invention as viewed directly from a side of the vessel operator.

[0028] FIG. 17 shows a front view of the steering device according to a modification example of the second example embodiment as viewed directly from the side of the vessel operator.

DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

[0029] Hereinafter, example embodiments of the present invention will be described in detail with reference to the drawings. However, the configurations described in the following example embodiments are merely examples, and the scope of the present invention is not limited by the configurations described in the example embodiments. For example, each of the units of the present invention can be replaced with any configuration that can exhibit the same function. Further, an arbitrary component may be added. In addition, two or more arbitrary configurations (features) of the example embodiments may be combined.

[0030] Hereinafter, a first example embodiment will be described with reference to FIG. 1 to FIG. 10. FIG. 1 is a plan view of a marine vessel according to the first example embodiment. In FIG. 1, a portion of an internal configuration of the marine vessel 1 is shown. FIG. 2 is a side view of the marine vessel shown in FIG. 1. As shown in FIG. 1 and FIG. 2, the marine vessel 1 is a jet propulsion boat as an example, and is a type of a boat called a jet boat or a sports boat. The marine vessel 1 includes a vessel body 2, a first engine 3L, a second engine 3R, a first marine propulsion device (propulsion device) 4L, and a second marine propulsion device (propulsion device) 4R. The vessel body 2 includes a deck 11 and a hull 12. The hull 12 is disposed below the deck 11. The maneuvering seat 13 is disposed on the deck 11. In addition, a steering device 14 as a marine vessel steering device is disposed near the maneuvering seat 13.

[0031] The vessel body 2 includes the first engine 3L and the second engine 3R, the first marine propulsion device 4L, and the second marine propulsion device 4R. The number of engines is two in the present example embodiment, but is not limited thereto, and may be one, three, or more, for example. The number of marine propulsion devices is two in the present example embodiment, but is not limited thereto, and may be one, three, or more, for example. The first engine 3L and the second engine 3R are located in the vessel body 2. An output shaft of the first engine 3L is connected to the first marine propulsion device 4L. An 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 a propulsion force that propels the vessel body 2. The second marine propulsion device 4R is driven by the second engine 3R and generates a propulsion force that propels the vessel body 2. The first marine propulsion device 4L and the second marine propulsion device 4R are arranged side by side in a right-left direction of the vessel body 2.

[0032] FIG. 3 is a schematic side view showing the configuration of the first marine propulsion device. In FIG. 3, a portion of the first marine propulsion device 4L is shown in cross section. Since the first marine propulsion device 4L and the second marine propulsion device 4R have the same configuration except that the positions are different, the first marine propulsion device 4L will be representatively described. The first marine propulsion device 4L is a jet propulsion device that sucks in water around the vessel body 2 and jets it out. 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 extends in a front-back direction. A 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 disposed rearward of a water intake 27L. The first nozzle 24L is disposed rearward of the first impeller housing 23L.

[0033] The first impeller 22L is attached to the rear portion of the first impeller shaft 21L. The first impeller 22L is disposed within the first impeller housing 23L. The first impeller 22L rotates together with the first impeller shaft 21L and sucks in water from a water suction part 27L. The first impeller 22L jets the sucked in water rearward from the first nozzle 24L.

[0034] The first deflector 25L is rearward of the first nozzle 24L. The first reverse bucket 26L is rearward of the first deflector 25L. The first deflector 25L is configured to change a jetting direction of the water from the first nozzles 24L in the right-left direction. That is, the traveling direction of the marine vessel 1 is changed to the right or left by changing the direction of the first deflector 25L to the right or left. In this way, in the marine vessel 1 of the present example embodiment, the first deflector 25L functions as a direction converter to change the traveling direction of the vessel body 2.

[0035] A 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 switchable among a forward position, a reverse position, and a neutral position. When the first reverse bucket 26L is in the forward position, the water is jetted from the first nozzle 24L backward. Thus, the marine vessel 1 moves forward. In a state in which the first reverse bucket 26L is in the reverse position, the jetting direction of the water from the first nozzle 24L is changed to the front. Thus, the marine vessel 1 moves backward. In this way, in the marine vessel 1 of the present example embodiment, the first reverse bucket 26L functions as a direction converter to change the traveling direction of the vessel body 2 as with the first deflector 25L.

[0036] 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 side or the right side of the vessel body 2 at the neutral position. Thus, the first reverse bucket 26L reduces the propulsion force that moves the vessel body 2 forward at the neutral position. As a result, the vessel body 2 is decelerated or the vessel body 2 is held at a stop position. Moreover, although illustration is omitted, the second marine propulsion device 4R is configured in the same manner as the first marine propulsion device 4L.

[0037] Next, a control system of the marine vessel 1 will be described with reference to FIG. 4. FIG. 4 is a block diagram of the control system of the marine vessel shown in FIG. 1. As shown in FIG. 4, the marine vessel 1 includes a controller (a control unit) 40 and a steering device 14. The controller 40 includes an arithmetic device such as a CPU and memory devices such as a RAM and a ROM (not shown), and is programmed to control each section of the marine vessel 1. Moreover, the controller 40 may be a single device or may be a plurality of control or functional units that are separate from each other.

[0038] The marine vessel 1 includes the 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 a steering angle of the first deflector 25L. The first steering actuator 32L includes, for example, an electric motor. Alternatively, the first steering actuator 32L may include other actuators, 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 among the forward position, the reverse position, and the neutral position. The first shift actuator 34L includes, for example, an electric motor. Alternatively, the first shift actuator 34L may include another actuator such as a hydraulic cylinder.

[0039] The marine vessel 1 includes a second steering actuator 32R and a second shift actuator 34R. The second steering actuator 32R is connected to a second deflector 25R of the second marine propulsion device 4R. The second shift actuator 34R is connected to a second reverse bucket 26R of the second marine propulsion device 4R. These configurations control the second marine propulsion device 4R, and are the same as the configurations of the first steering actuator 32L and the first shift actuator 34L described above. The controller 40 is communicably connected to the second steering actuator 32R and the second shift actuator 34R.

[0040] The marine vessel 1 includes a display unit 39 and a setting operation unit 38. The display unit 39 includes a display and displays various kinds of information based on instructions from the controller 40. The setting operation unit 38 includes a setting operator to perform various settings and an input operator to input various instructions in addition to the manual operator to perform operations related to the maneuvering (none are shown). A signal input by the setting operation unit 38 is supplied to the controller 40.

[0041] 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. These can be operated independently, and when operated by a vessel operator, its operation signal is supplied to the controller 40. In the present example embodiment, the controller 40, the steering device 14, and the display unit 39 are elements of a marine maneuvering system 10 that maneuvers the vessel body 2.

[0042] FIG. 5 is a front view of the steering device as viewed directly from a side of the vessel operator. FIG. 6 is a rear perspective view of the steering device as viewed obliquely from a side opposite to the vessel operator. Moreover, an up-down direction and a right-left direction in FIG. 5 coincide with an up-down direction and the right-left direction of the marine vessel 1, a far side in the drawing is a bow side of the marine vessel 1, and a near side in the drawing is a stern side of the marine vessel 1.

[0043] As shown in FIG. 5 and FIG. 6, the steering device 14 includes a steering 50, a first paddle 61, and a second paddle 62. The steering 50 includes a steering wheel 51 and a column 52 that rotatably supports the steering wheel 51. The steering wheel 51 includes a central portion 53 supported by the column 52 so as to be rotatable around a rotation fulcrum (a steering axis) 051, an annular wheel portion 54 concentric with the central portion 53, and, for example, three spokes 55, 56, and 57 connecting the central portion 53 and the wheel portion 54. The vessel operator can turn the marine vessel 1 to the left or right by rotationally operating the steering wheel 51 to the left or right. Moreover, when the steering wheel 51 is at a position to advance the marine vessel 1 straight, the spoke 55 is positioned in a direction of 6 o'clock, the spoke 56 is positioned in a direction of 10 o'clock, and the spoke 57 is positioned in a direction of 2 o'clock in the clock positions.

[0044] The first paddle 61 and the second paddle 62 are manual operators to cause the vessel body 2 to execute predetermined functions, such as adjustment of the outputs (rpms) of the first engine 3L and the second engine 3R, and switching between forward and reverse of the marine vessel 1, instead of a conventional remote control unit. Thus, the conventional remote control unit can be omitted, and a layout of instruments, such as meters, near the maneuvering seat 13 can be improved, and the cost of the marine vessel 1 can be reduced accordingly. The first paddle 61 is a flat structure having an approximately T-shape, and protrudes rightward from the column 52 of the steering 50. The second paddle 62 is a flat structure having an approximately T-shape, and protrudes leftward from the column 52 of the steering 50. On the other hand, the steering wheel 51 is rearward of the first paddle 61 and the second paddle 62, that is, on a side facing the vessel operator in the maneuvering seat 13. Moreover, both the first paddle 61 and the second paddle 62 are preferably disposed within a range where the fingers of the vessel operator gripping the wheel portion 30 of the steering wheel 51 can reach. Thus, the vessel operator can operate the first paddle 61 and the second paddle 62 while gripping the steering wheel 51, that is, without releasing a hand from the steering wheel 51.

[0045] In addition, the column 52 supports the first paddle 61 and the second paddle 62 so as to be tiltable or pivotable in the substantially front-back direction (1 direction). In addition, the first paddle 61 and the second paddle 62 are biased forward. Then when the vessel operator pulls the first paddle 61 toward oneself (backward) once against the biasing force, the controller 40 receives the operation from the first paddle 61. The operation of the second paddle 62 is the same. The operation of the first paddle 61, that is, the tilting of the first paddle 61 toward the vessel operator, is converted into an analog signal by a potentiometer, for example, and is transmitted to the controller 40.

[0046] In the steering device 14, when the steering wheel 51 is viewed from the vessel operator, the first paddle 61 and the spoke 57 are arranged so as to overlap, and the second paddle 62 and the spoke 56 are arranged so as to overlap. 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 when the steering wheel 51 rotates, the first paddle 61 and the spoke 57 remain overlapped, and the second paddle 62 and the spoke 56 remain overlapped, when the steering wheel 51 is viewed from the vessel operator. In the meantime, the first paddle 61 and the second paddle 62 may be fixed to the column 52 in the rotational operation direction of the steering wheel 51. In this case, the first paddle 61 and the second paddle 62 are configured not to rotate even when the steering wheel 51 rotates.

[0047] The marine vessel 1 is switchable to a plurality of maneuvering modes having different behaviors of the vessel body 2. The plurality of maneuvering modes of the present example embodiment include a first maneuvering mode (a normal mode), a second maneuvering mode (a cruise control mode) different from the first maneuvering mode, and a third maneuvering mode (a docking mode) different from the first maneuvering mode and the second maneuvering mode. Moreover, the maneuvering modes may include other maneuvering modes different from the first maneuvering mode to the third maneuvering mode. The controller 40 can change the function executed by the operation of the first paddle 61 and the function executed by the operation of the second paddle 62 according to each of the maneuvering modes. Moreover, although the switching operation method to switch among the first maneuvering mode to the third maneuvering mode is not particularly limited, for example, there are a method of operating a switch operation button displayed on the display unit 39, a method of operating a switch operation button provided on the spoke 55 to the spoke 57 of the steering wheel 51, etc.

[0048] In addition, as described above, the first paddle 61 and the second paddle 62 are supported so as to be tiltable in the 1 direction (see FIG. 6). Therefore, operation motions of the first paddle 61 and the second paddle 62 are the same regardless of the maneuvering mode. Thus, the operation directions of the first paddle 61 and the second paddle 62 do not change for any of the maneuvering modes, and thus, it is possible to prevent the vessel operator from becoming confused in the operation directions of the first paddle 61 and the second paddle 62 in any of the maneuvering modes.

[0049] Hereinafter, each of the maneuvering modes will be described with reference to FIG. 7 to FIG. 10. FIG. 7 is a flowchart showing a control program related to the maneuvering mode executed by the controller. FIG. 8 is a flowchart showing a process executed in a subroutine (step S702) of the flowchart shown in FIG. 7. FIG. 9 is a flowchart showing a process executed in a subroutine (step S703) of the flowchart shown in FIG. 7. FIG. 10 is a flowchart showing a process executed in a subroutine (step S704) of the flowchart shown in FIG. 7. Moreover, the control program executed by the controller 40 is stored in advance in a memory unit (not shown) of the controller 40.

[0050] As shown in FIG. 7, in step S701, the controller 40 determines whether the maneuvering mode has been switched and the state thereof has been set (determined). Moreover, each maneuvering mode is maintained in a state of being set to the maneuvering mode until the above-described mode switching operation is performed. As a result of the determination in step S701, it is determined that the first maneuvering mode is set, the process proceeds to step S702. As a result of the determination in step S701, it is determined that the second maneuvering mode is set, the process proceeds to step S703. As a result of the determination in step S701, it is determined that the third maneuvering mode is set, the process proceeds to step S704.

[0051] In step S702, the controller 40 executes the first maneuvering mode, that is, performs a control so as to cause the respective paddles to provide functions corresponding to the first maneuvering mode when the first paddle 61 and the second paddle 62 are respectively operated. Specifically, in the state where the first maneuvering mode is set, the controller 40 performs a control to move the vessel body 2 forward in a 1 direction (see FIG. 1) by the operation of the first paddle 61 and move the vessel body 2 backward in the 1 direction (see FIG. 1) by the operation of the second paddle 62. In this way, in the first maneuvering mode, the forward and backward movements of the vessel body 2 are executed by the first paddle 61 and the second paddle 62.

[0052] In step S703, the controller 40 executes the second maneuvering mode, that is, performs a control so as to cause the respective paddles to provide functions corresponding to the second maneuvering mode when the first paddle 61 and the second paddle 62 are respectively operated. Specifically, in the state where the second maneuvering mode is set, the controller 40 performs a control to increase the speed of the vessel body 2 heading in the 1 direction by the operation of the first paddle 61 and to decrease the speed of the vessel body 2 heading in the 1 direction by the operation of the second paddle 62. In this way, in the second maneuvering mode, the speed change of the vessel body 2 is executed by the first paddle 61 and the second paddle 62.

[0053] In step S704, the controller 40 executes the third maneuvering mode, that is, performs a control so as to cause the respective paddles to provide functions corresponding to the third maneuvering mode when the first paddle 61 and the second paddle 62 are respectively operated. Specifically, in the state where the third maneuvering mode is set, the controller 40 performs a control to move the vessel body 2 in the right direction, that is, a 2 direction (see FIG. 1) in a lateral motion by the operation of the first paddle 61 and to move the vessel body 2 in the left direction, that is, a 2 direction (see FIG. 1) in a lateral motion by the operation of the second paddle 62. In this way, in the third maneuvering mode, the lateral motions in the right-left direction of the vessel body 2 are performed by the first paddle 61 and the second paddle 62. Here, the lateral motion means that the vessel body 2 moves in a horizontal direction without rotating in a yaw direction around a gravity center G (see FIG. 1).

[0054] As shown in FIG. 8, in step S801, the controller 40 determines whether the first paddle 61 is operated. As a result of the determination in step S801, when it is determined that the first paddle 61 is operated, the process proceeds to step S802. On the other hand, as a result of the determination in step S801, when it is determined that the first paddle 61 is not operated, the process proceeds to step S804.

[0055] In step S802, the controller 40 determines whether the operation speed of the first paddle 61 is more than a threshold (a predetermined value). As a result of the determination in step S802, when it is determined that the operation speed is not more than the threshold, the process proceeds to step S803. On the other hand, as a result of the determination in step S802, when it is determined that the operation speed is more than the threshold, the process returns to step S801, and the subsequent steps are sequentially executed.

[0056] In step S803, the controller 40 sets the positions of the first reverse bucket 26L and the second reverse bucket 26R to forward positions, and controls the first engine 3L and the second engine 3R at a predetermined rpm in accordance with an operation amount of the first paddle 61. Thus, the first marine propulsion device 4L and the second marine propulsion device 4 are each controlled to jet the water backward, that is, the thrust is controlled and the marine vessel 1 moves forward. Thereafter, the process returns to step S801, and the subsequent steps are sequentially executed.

[0057] As described above, as a result of the determination in step S802, it is determined that the operation speed is more than the threshold, the process returns to step S801, and the subsequent steps are sequentially executed. Therefore, the controller 40 does not perform a control on the first engine 3L and the second engine 3R (the first marine propulsion device 4L and the second marine propulsion device 4), when the operation speed is more than the threshold. Here, the case where the operation speed is more than the threshold corresponds to, for example, a case where the vessel operator strongly operates the first paddle 61 at once. In this case, when the marine vessel 1 is controlled in response to the operation, the marine vessel 1 is rapidly accelerated, and there is room for improvement in the ride quality. However, since the control for the first engine 3L and the second engine 3R is not performed, the rapid acceleration is reduced or prevented, and the ride quality is improved. Note that, as a method of reducing or preventing rapid acceleration, a method of not performing a control for the first engine 3L and the second engine 3R is used, but the method is not limited thereto. For example, a control method of decreasing a change rate per a unit time period of propulsion forces of the first marine propulsion device 4L and the second marine propulsion device 4 may be used. In this case, the rapid acceleration is reduced or prevented, and the riding comfort is improved.

[0058] In step S804, the controller 40 determines whether the second paddle 62 is operated. As a result of the determination in step S804, when it is determined that the second paddle 62 is operated, the process proceeds to step S805. On the other hand, as a result of the determination in step S804, when it is determined that the second paddle 62 is not operated, the process returns to step S801, and the subsequent steps are sequentially executed.

[0059] In step S805, the controller 40 determines whether the operation speed of the second paddle 62 is more than the threshold as in step S802. As a result of the determination in step S805, when it is determined that the operation speed is not more than the threshold, the process proceeds to step S806. On the other hand, as a result of the determination in step S805, when it is determined that the operation speed is more than the threshold, the process returns to step S804, and the subsequent steps are sequentially executed.

[0060] In step S806, the controller 40 sets the positions of the first reverse bucket 26L and the second reverse bucket 26R to the reverse positions, and controls the first engine 3L and the second engine 3R at predetermined rpms in accordance with the operation amount of the second paddle 62. Thus, the first marine propulsion device 4L and the second marine propulsion device 4 are respectively controlled to jet water forward, that is, the thrust is controlled, and the marine vessel 1 moves backward. Thereafter, the process returns to step S804, and the subsequent steps are sequentially executed.

[0061] As described above, as a result of the determination in step S805, when it is determined that the operation speed is more than the threshold, the process returns to step S804, and the subsequent steps are sequentially executed. This is the same as the process in the case where the operation speed is determined to be more than the threshold as a result of the determination in step S802, and thus, the effect of reducing or preventing rapid acceleration and improving the riding comfort is achieved.

[0062] In the present example embodiment, the vessel body 2 is moved forward by the operation of the first paddle 61 and the vessel body 2 is moved backward by the operation of the second paddle 62, but this is not limiting. For example, the function executed by the operation of the first paddle 61 and the function executed by the operation of the second paddle 62 may be reversed. That is, the vessel body 2 may be moved forward by the operation of the second paddle 62, and the vessel body 2 may be moved backward by the operation of the first paddle 61.

[0063] As shown in FIG. 9, in step S901, the controller 40 determines whether the first paddle 61 is operated. As a result of the determination in step S901, when it is determined that the first paddle 61 is operated, the process proceeds to step S902. On the other hand, as a result of the determination in step S901, when it is determined that the first paddle 61 is not operated, the process proceeds to step S903.

[0064] In step S902, the controller 40 sets the positions of the first reverse bucket 26L and the second reverse bucket 26R to the forward positions, and increases the rpms of the first engine 3L and the second engine 3R in a stepwise manner in accordance with the number of operations of the first paddle 61. Thus, the magnitude of propulsion forces of the first marine propulsion device 4L and the second marine propulsion device 4R can be increased corresponding to the number of operations of the first paddle 61, and the speed of the vessel body 2 can also be increased. After the acceleration, the process returns to step S901, and the subsequent steps are sequentially executed. Moreover, it is preferable that a limit (an upper limit) of the speed of the vessel body 2 obtained in step S902 is regulated.

[0065] In step S903, the controller 40 determines whether the second paddle 62 is operated. As a result of the determination in step S903, when it is determined that the second paddle 62 is operated, the process proceeds to step S904. On the other hand, as a result of the determination in step S903, when it is determined that the second paddle 62 is not operated, the process returns to step S901, and the subsequent steps are sequentially executed.

[0066] In step S904, the controller 40 sets the positions of the first reverse bucket 26L and the second reverse bucket 26R to the neutral positions, and decreases the rpms of the first engine 3L and the second engine 3R in a stepwise manner in accordance with the number of operations of the second paddle 62. Thus, the magnitude of propulsion forces of the first marine propulsion device 4L and the second marine propulsion device 4R can be decreased corresponding to the number of operations of the second paddle 62, and the speed of the vessel body 2 can also be decreased.

[0067] In step S905, the controller 40 determines whether the speed of the vessel body 2 obtained in step S904 reaches a threshold (a predetermined value). The threshold is not particularly limited, and may be a predetermined low speed value such as zero (0). As a result of the determination in step S905, when it is determined that the speed reaches the threshold, the process proceeds to step S906. On the other hand, as a result of the determination in step S905, when it is determined that the speed does not reach the threshold, the process returns to step S903, and the subsequent steps are sequentially executed.

[0068] In step S906, the controller 40 switches the maneuvering mode from the second maneuvering mode to the first maneuvering mode and maintains the state. The reason why the maneuvering mode is switched from the second maneuvering mode to the first maneuvering mode is that the vessel speed deviates from the speed condition that allows traveling in the second maneuvering mode, which is the cruise control mode, and therefore, it is preferable to shift to the first maneuvering mode, which is the normal mode, in consideration of the maneuvering thereafter.

[0069] Further, the following process may be inserted between step S905 and step S906. For example, the process may return to step S901 when the first paddle 61 is operated during a predetermined time period after the execution of step S901, or the process may return to step S903 when the second paddle 62 is operated. Thus, the vessel speed is changed by the number of operations of the paddle, and the second maneuvering mode is maintained in the changed state.

[0070] In the present example embodiment, the controller 40 changes the speed of the vessel body 2 in a stepwise manner in accordance with the number of operations of the first paddle 61 or the second paddle 62, but the speed change condition is not limited to the number of operations of the paddle. For example, the speed of the vessel body 2 may be changed in a stepwise manner in accordance with a length of one operation time period of the first paddle 61 or the second paddle 62. In this case, for example, the vessel speed can be increased in a stepwise manner by continuously pulling the first paddle 61 toward the vessel operator in the predetermined time period. Further, the vessel speed can be reduced in a stepwise manner by continuously pulling the second paddle 62 toward the vessel operator in the predetermined time period. Further, the speed of the vessel body 2 may be changed in a stepwise manner in accordance with an operation amount in one time of the first paddle 61 or the second paddle 62. In this case, for example, the vessel speed can be increased by one step by the operation of the first paddle 61 once by the operation amount 1, and the vessel speed can be increased by two steps by the operation of the first paddle 61 once by the operation amount 2 larger than the operation amount 1. Further, the vessel speed can be reduced by one step by the operation of the second paddle 62 once by the operation amount 1, and the vessel speed can be reduced by two steps by the operation of the second paddle 62 once by the operation amount 2 larger than the operation amount 1.

[0071] Further, when the vessel speed is reduced in a stepwise manner by the second paddle 62, the vessel speed may reach a speed at idle rpms of the first engine 3L or the second engine 3R (hereinafter, referred to as a predetermined speed). Then, the deceleration of the marine vessel 1 to be equal to or less than the predetermined speed may be restricted. Therefore, in the marine vessel 1, an intermittent shift operation is performed to get out of the restricted state. The intermittent shift operation is an operation pattern that repeats being in neutral and being in forward by the shift operation. The intermittent shift operation enables deceleration to the predetermined speed or less. Therefore, it is preferable that the marine vessel 1 shifts to the intermittent shift operation when the vessel speed reaches the predetermined speed.

[0072] In the present example embodiment, the speed of the vessel body 2 is increased by the operation of the first paddle 61 and the speed of the vessel body 2 is decreased by the operation of the second paddle 62, but this is not limiting. For example, the function executed by the operation of the first paddle 61 and the function executed by the operation of the second paddle 62 may be reversed. That is, the speed of the vessel body 2 may be increased by the operation of the second paddle 62, and the speed of the vessel body 2 may be decreased by the operation of the first paddle 61.

[0073] As shown in FIG. 10, in step S1001, the controller 40 determines whether the first paddle 61 is operated. As a result of the determination in step S1001, when it is determined that the first paddle 61 is operated, the process proceeds to step S1002. On the other hand, as a result of the determination in step S1001, when it is determined that the first paddle 61 is not operated, the process proceeds to step S1003.

[0074] In step S1002, the controller 40 generates the thrust to move the vessel body 2 in a right lateral direction by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the above-described direction converters (the first deflector 25L and the like). Thus, the marine vessel 1 moves in the right lateral direction, and the operation corresponding to docking or leaving can be smoothly performed. Further, the process returns to step S1001, and the subsequent steps are sequentially executed.

[0075] In step S1003, the controller 40 determines whether the second paddle 62 is operated. As a result of the determination in step S1003, when it is determined that the second paddle 62 is operated, the process proceeds to step S1004. On the other hand, as a result of the determination in step S1003, when it is determined that the second paddle 62 is not operated, the process returns to step S1001, and the subsequent steps are sequentially executed.

[0076] In step S1004, the controller 40 generates the thrust to move the vessel body 2 in a left lateral direction by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the above-described direction converters (the first deflector 25L and the like). Thus, the marine vessel 1 moves in the left lateral direction, and the operation corresponding to the docking or the leaving can be smoothly performed. Further, the process returns to step S1003, and the subsequent steps are sequentially executed.

[0077] As described above, the ship maneuvering system 10 includes the first paddle 61 and the second paddle 62 as manual operators to cause the vessel body 2 to execute predetermined functions. The function executed by the operation of the first paddle 61 and the function executed by the operation of the second paddle 62 are respectively changed in accordance with the first maneuvering mode to the third maneuvering mode. Thus, the function corresponding to each maneuvering mode can be executed by appropriately operating the same first paddle 61 and second paddle 62 regardless of the maneuvering mode. As a result, it is possible to eliminate the need to operate different manual operators according to each maneuvering mode, and thus, it is possible to improve the operability of the marine vessel 1.

[0078] Further, the controller 40 may change a rotatable range of the steering wheel 51 in accordance with each maneuvering mode. The rotatable range in this case may be set to be smaller in the order of the first maneuvering mode, the second maneuvering mode, and the third maneuvering mode, for example. Thus, the rotatable range of the steering wheel 51 in each maneuvering mode is secured without excess or deficiency. Further, the rotatable range in the first maneuvering mode may be equal to the rotatable range in the second maneuvering mode.

[0079] As described above, the marine vessel 1 includes the display unit 39 including a display. The display unit 39 also functions as a notifier to notify a setting state in each maneuvering mode by an image displayed on the display. Thus, the vessel operator can understand the currently set maneuvering mode from among the first maneuvering mode to the third maneuvering mode, and can perform an appropriate paddle operation according to the maneuvering mode concerned. An image display state of each maneuvering mode is not particularly limited, and for example, a display state may use at least one of characters, figures, symbols, and the like. The notification of the mode setting state may be performed by voice instead of the image display. In the marine vessel 1, the setting state of each maneuvering mode can be notified by changing the operation forces required for the operations of the first paddle 61 and the second paddle 62 according to each maneuvering mode. The operation forces in this case can be set, for example, in the order of the second maneuvering mode, the first maneuvering mode, and the maneuvering mode from the largest. The change of the operation forces can be controlled by the controller 40.

[0080] Hereinafter, a first modification of the first example embodiment will be described with reference to FIG. 11, but differences from the above-described example embodiments will be mainly described, and the description of matters having no difference will be omitted. FIG. 11 is a flowchart showing a process executed in the subroutine (step S704) of the flowchart shown in FIG. 7 in the first modification of the first example embodiment.

[0081] As shown in FIG. 11, in step S1101, the controller 40 determines whether the first paddle 61 is operated. As a result of the determination in step S1101, when it is determined that the first paddle 61 is operated, the process proceeds to step S1102. On the other hand, as a result of the determination in step S1101, when it is determined that the first paddle 61 is not operated, the process proceeds to step S1103.

[0082] In step S1102, the controller 40 generates the thrust to move the vessel body 2 in an obliquely right forward direction, that is, in 3 direction (see FIG. 1) by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the direction converters described above. Thus, the marine vessel 1 moves in the obliquely right forward direction and the operation corresponding to the docking can be smoothly performed. The process returns to step S1101, and the subsequent steps are sequentially executed.

[0083] In step the S1103, the controller 40 determines whether the second paddle 62 is operated. As a result of the determination in step S1103, when it is determined that the second paddle 62 is operated, the process proceeds to step S1104. On the other hand, as a result of the determination in step S1103, when it is determined that the second paddle 62 is not operated, the process returns to step S1101, and the subsequent steps are sequentially executed.

[0084] In step S1104, the controller 40 generates the thrust to move the vessel body 2 in the obliquely left forward direction, that is, in a 3 direction (see FIG. 1) by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the direction converters described above. Thus, the marine vessel 1 moves in the obliquely left forward direction and the operation corresponding to the docking can be smoothly performed. The process returns to step S1103, and the subsequent steps are sequentially executed.

[0085] Hereinafter, a second modification of the first example embodiment will be described with reference to FIG. 12, but differences from the above-described example embodiments will be mainly described, and the description of matters having no difference will be omitted as with the first modification. FIG. 12 is a flowchart showing a process executed in the subroutine (step S704) of the flowchart shown in FIG. 7 in the second modification of the first example embodiment.

[0086] As shown in FIG. 12, in step S1201, the controller 40 determines whether the first paddle 61 is operated. As a result of the determination in step S1201, when it is determined that the first paddle 61 is operated, the process proceeds to step S1202. On the other hand, as a result of the determination in step S1201, when it is determined that the first paddle 61 is not operated, the process proceeds to step S1203.

[0087] In step S1202, the controller 40 generates the thrust to move the vessel body 2 in an obliquely right backward direction, that is, in a 4 direction (see FIG. 1) by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the direction converters described above. Thus, the marine vessel 1 moves in the obliquely right backward direction and the operation corresponding to the docking can be smoothly performed. The process returns to step S1201, and the subsequent steps are sequentially executed.

[0088] In step S1203, the controller 40 determines whether the second paddle 62 is operated. As a result of the determination in step S1203, when it is determined that the second paddle 62 is operated, the process proceeds to step S1204. On the other hand, as a result of the determination in step S1203, when it is determined that the second paddle 62 is not operated, the process returns to step S1201, and the subsequent steps are sequentially executed.

[0089] In step S1204, the controller 40 generates thrust to move the vessel body 2 in an obliquely left backward direction, that is, in a 4 direction (see FIG. 1) by appropriately controlling the first marine propulsion device 4L, the second marine propulsion device 4R, and the direction converters described above. Thus, the marine vessel 1 moves in the obliquely left backward direction, and the operation corresponding to the docking can be smoothly performed. The process returns to step S1203, and the subsequent steps are sequentially executed.

[0090] Hereinafter, a third modification of the first example embodiment will be described with reference to FIG. 13 to FIG. 15, but differences from the above-described example embodiments will be mainly described, and the description of matters having no difference will be omitted as with the first modification. FIG. 13 is a view showing an example of a screen (in the first maneuvering mode) displayed on the display unit in the third modification of the first example embodiment. FIG. 14 is a view showing an example of a screen (in the second maneuvering mode) displayed on the display unit in the third modification of the first example embodiment. FIG. 15 is a view showing an example of a screen (in the third maneuvering mode) displayed on the display unit in the third modification of the first example embodiment.

[0091] In the first maneuvering mode shown in FIG. 13, a mode name 130 indicating the first maneuvering mode, the steering 50, the first paddle 61, and the second paddle 62 are displayed on the display unit 39. An arrow 131 is displayed on the first paddle 61 in an overlapped manner. The arrow 131 is an upward arrow indicating the traveling direction (forward) of the marine vessel 1 when the first paddle 61 is operated in the first maneuvering mode. An arrow 132 is displayed on the second paddle 62 in an overlapped manner. The arrow 132 is a downward arrow indicating the traveling direction (backward) of the marine vessel 1 when the second paddle 62 is operated in the first maneuvering mode. The mode name 130 allows the vessel operator to understand that the currently set maneuvering mode is the first maneuvering mode. Further, the arrow 131 allows the vessel operator to understand what kind of behavior the marine vessel 1 performs, that is, moves forward, when the first paddle 61 is operated in the first maneuvering mode. Similarly, the arrow 132 allows the vessel operator to understand what kind of behavior the marine vessel 1 performs, that is, moves backward, when the second paddle 62 is operated in the first maneuvering mode.

[0092] In the second maneuvering mode shown in FIG. 14, a mode name 140 indicating the second maneuvering mode, the steering 50, the first paddle 61, and the second paddle 62 are displayed on the display unit 39. Further, a symbol 141 is displayed on the first paddle 61 in an overlapped manner. The symbol 141 is a + symbol indicating an increase in the vessel speed when the first paddle 61 is operated in the second maneuvering mode. A symbol 142 is displayed on the second paddle 62 in an overlapped manner. The symbol 142 is a symbol indicating a decrease in the vessel speed when the second paddle 62 is operated in the second maneuvering mode. The mode name 140 allows the vessel operator to understand that the currently set maneuvering mode is the second maneuvering mode. Further, the symbol 141 allows the vessel operator to understand what kind of behavior the marine vessel 1 performs, that is, the vessel speed increases, when the first paddle 61 is operated in the second maneuvering mode. Similarly, the symbol 142 also allows the vessel operator to understand what kind of behavior the marine vessel 1 performs, that is, the vessel speed decreases, when the second paddle 62 is operated in the second maneuvering mode.

[0093] In the third maneuvering mode shown in FIG. 15, a mode name 150 indicating the third maneuvering mode, the steering 50, the first paddle 61, and the second paddle 62 are displayed on the display unit 39. An arrow 151 is displayed on the first paddle 61 in an overlapped manner. The arrow 151 is a rightward arrow indicating the traveling direction (right lateral direction) of the marine vessel 1 when the first paddle 61 is operated in the third maneuvering mode. An arrow 152 is displayed on the second paddle 62 in an overlapped manner. The arrow 152 is a leftward arrow indicating the traveling direction (left lateral direction) of the marine vessel 1 when the second paddle 62 is operated in the third maneuvering mode. The mode name 150 allows the vessel operator to understand that the currently set maneuvering mode is the third maneuvering mode. Further, the arrow 151 allows the vessel operator to understand what kind of behavior the marine vessel 1 performs, that is, moves in the right lateral direction, when the first paddle 61 is operated in the third maneuvering mode. Similarly, the arrow 152 allows the vessel operator to understand what kind of behavior the marine vessel 1 performs, that is, moves in the left lateral direction, when the second paddle 62 is operated in the third maneuvering mode.

[0094] Hereinafter, a second example embodiment of the present invention will be described with reference to FIG. 16, but differences from the above-described first example embodiment will be mainly described, and the description of matters having no difference will be omitted. In the first example embodiment, the flat paddle is used as the manual operator provided in the steering to execute the predetermined functions for the vessel body, but the shape of a manual operator is different in the present example embodiment. FIG. 16 is a front view of a steering device according to the second example embodiment as viewed directly from a side of the vessel operator.

[0095] As shown in FIG. 16, the steering device 14 includes a rod-shaped lever 63 that protrudes from the column 52 in the right direction as the manual operator. The lever 63 is supported so as to be rotatable or pivotable in the up-down direction, that is, in an 2 direction around the column 52. In the present example embodiment, for example, it can be configured that the function similar to the first paddle 61 is exhibited when the lever 63 is rotationally operated upward in the 2 direction and the function similar to the second paddle 62 is exhibited when the lever 63 is rotationally operated downward in the 2 direction.

[0096] Hereinafter, a modification of the second example embodiment will be described with reference to FIG. 17, but differences from the above-described example embodiments will be mainly described and the description of matters having no difference will be omitted. FIG. 17 is a front view of a steering device according to the modification of the second example embodiment as viewed directly from a side of the vessel operator.

[0097] As shown in FIG. 17, the steering device 14 further includes a rod-shaped lever 64 that protrudes in the left direction as a manual operator in addition to the lever 63. The lever 64 is supported so as to be rotatable or pivotable in the 2 direction similarly to the lever 63. In the present modification, for example, it can be configured that the function similar to the first paddle 61 is exhibited when the lever 63 is rotationally operated and the function similar to the second paddle 62 is exhibited when the lever 64 is rotationally operated.

[0098] Although example embodiments of the present invention have been described above, the present invention is not limited to the above-described example embodiments, and various modifications and changes can be made within the scope of the gist of the present invention. For example, the marine vessel 1 to which example embodiments of the present invention is applied is not limited to the jet propulsion boat, and may be a marine vessel including an outboard motor, an inboard/outboard motor, or an inboard motor as a marine propulsion device. Further, the marine vessel 1 to which example embodiments of the present invention is applied may include an electric motor instead of the engine as an internal combustion engine, and may further include a hybrid engine including an engine and an electric motor. Further, the manual operator (the first paddle 61, the second paddle 62) protrudes in the left or right direction of the marine vessel, but is not limited thereto, and may be protrude in the front or rear direction of the marine vessel, for example, and the protruding direction is not particularly limited. The manual operator is not limited to the protruding member, and may include, for example, a button provided on the steering wheel.

[0099] While example embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.