SHIP CONTROL DEVICE, SHIP CONTROL SYSTEM, SHIP CONTROL METHOD, AND COMPUTER READABLE MEDIUM

TECHNICAL FIELD

The present invention relates to a technology for controlling a propulsion power of a ship.

BACKGROUND

Conventionally, there have been ship control systems using joysticks.

These system sets a direction of a thrust and an amount of the thrust according to an inclination direction and an amount of inclination of the joystick.

SUMMARY

However, in the conventional system, it is not easy to adjust a propulsion force. Specifically, a joystick is gripped by a user to manipulate a tilt amount and a tilt direction. However, a range of motion of the joystick is not large. Therefore, it is difficult for the user to achieve the desired propulsion force, i.e., an amount of inclination, in the conventional configuration where the propulsion force is adjusted by the amount of inclination.

Accordingly, it is an object of the present invention to provide a ship control device capable of easily adjusting a propulsion force while utilizing a joystick.

A ship control device includes processing circuitry. The processing circuitry sets a throttle position based on a tilt state of an operation device operating a ship, adjusts an upper limit value of the throttle position based on a rotational state of the operation device, and generates a throttle command signal based on the throttle position and the upper limit value.

In the present invention, the upper limit value of the throttle position may be set according to the rotational state of the operation device. Therefore, the ship control device may adjust the throttle position by tilting in a state in which the upper limit value of the throttle position is set according to the rotational state of the operation device. Thus, the ship control device may adjust the propulsion force.

In the ship control device of the present invention, the processing circuitry generates a throttle command signal based on correcting the throttle position by the upper limit value.

In the ship control device of the present invention, the processing circuitry adjusts the upper limit value based on a correspondence relationship between a predetermined rotational state and the upper limit value.

In this configuration, a specific example of a throttle command signal generation method is shown. By this method, a throttle command signal may be generated from the tilted and rotational states of the operation device.

In the ship control device of the present invention, the correspondence relationship comprises setting one end, in a rotation direction, of the operation device to a minimum value of the upper limit value, and setting other end, in the rotation direction, of the operation device to a maximum value of the upper limit value.

In the ship control device of the present invention, the correspondence relationship comprises assigning a plurality of regions according to the rotation direction, and setting the upper limit value for each of the plurality of regions.

In the ship control device of the present invention, each upper limit value set in the plurality of regions increases stepwise from one end in the rotation direction to the other end.

In the ship control device of the present invention, a part of a size of a rotation range assigned to the plurality of regions is different.

The ship control device of the present invention includes a processing circuitry configured to determine a forward or backward movement of the ship based on the tilt state. The plurality of regions comprises a first assignment pattern corresponding to a forward movement and a second assignment pattern corresponding to a backward movement. The first assignment pattern and the second assignment pattern differ in a way the plurality of regions is assigned.

In the ship control device of the present invention, the operation device is further configured to have a reference position where the rotation is not occurred. The ship control device further comprises the processing circuitry configured to determine the forward or backward movement of the ship based on the tilt state. The upper limit value of the throttle position at the reference position corresponding to the backward movement is greater than the upper limit value of the throttle position at the reference position corresponding to the forward movement.

In the ship control device of the present invention, the processing circuitry is configured to adjust an upper limit value based on a changed rotational state when detecting a change in the rotational state during a navigation of the ship. Further, the processing circuitry is configured to set the throttle command signal based on the upper limit value and the changed rotational state.

In the ship control device of the present invention, the processing circuitry is further configured to generate the throttle command signal to intermittent control the throttle position when the rotational state meets an intermittent control condition.

The ship control device further comprises a processing circuitry configured to generate a rudder angle command signal that commands a rudder angle based on the tilt state of the operation device. The processing circuitry is further configured to generate the rudder angle command signal that commands a command rudder angle within a settable range when the tilt state meets a predefined minimum turning control condition. The processing circuitry is further configured to generate the throttle command signal to intermittent control the throttle position.

In the ship control device of the present invention, the operation device is configured to output a position signal in an x-axis direction parallel to a bow direction and a stern direction of the ship, a position signal in a y-axis direction parallel to a starboard direction and a port direction of the ship, and a position signal in a z-axis direction corresponding to the rotational state. The position signal in the x-axis direction is set corresponding to the throttle position. The position in the y-axis direction is set corresponding to a magnitude and direction of the rudder angle command signal.

In this configuration, it is easy to understand the relationship between the direction of the ship and the throttle position, and the relationship between the port direction and the command rudder angle. Therefore, it is easy for the user to perform the desired maneuver.

BRIEF DESCRIPTION OF DRAWINGS

The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and processes that are consistent with the subject matter as claimed herein.

FIG. 1 is a functional block diagram showing an example of a configuration of a ship control system including a ship control device according to an embodiment of the present invention;

FIG. 2A is an external perspective view of a joystick, FIG. 2B is a plan view of the joystick, and

FIG. 2C and FIG. 2D are side views showing an example of the behavior of the joystick;

FIG. 3 is a functional block diagram showing an example of a control unit of a ship control device according to an embodiment of the present invention;

FIG. 4A is a diagram showing a setting concept for each command value, FIG. 4B is a table showing a setting concept for forward/backward (shift) and throttle position, and FIG. 4C is a table showing a setting concept for a command rudder angle;

FIG. 5A is a diagram showing a setting concept for each command value during forward movement, and FIG. 5B is a table showing a correspondence relationship during forward movement;

FIG. 6A is a diagram showing a setting concept for each command value during backward movement, and FIG. 6B is a table showing a correspondence relationship during backward movement;

FIG. 7 is a functional block showing an example of a throttle command signal generation unit according to an embodiment of the present invention; and

FIG. 8 is a flowchart showing an example of a throttle command signal generation method according to an embodiment of the present invention.

DETAILED DESCRIPTION

Example apparatus are described herein. Other example embodiments or features may further be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. In the following detailed description, reference is made to the accompanying drawings, which form a part thereof.

The example embodiments described herein are not meant to be limiting. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the drawings, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are explicitly contemplated herein.

A ship control technology (a ship control device, a ship control method, and a ship control program) according to an embodiment of the present invention will be described with reference to the figures. FIG. 1 is a functional block diagram showing an example of a configuration of a ship control system including a ship control device according to an embodiment of the present invention.

(Configuration of the Ship Control System 1 and the Ship Control Device 10)

As shown in FIG. 1, the ship control system 1 includes a ship control device 10, a first operation device 30, a second operation device 40, a thrust generation unit 91, a rudder 92, and a rudder reference unit 920. The ship control device 10 includes a control unit (which is also referred to as a processing circuitry) 20, an AP interface 50, a sensor 60, a display unit 70, an input part 201, and a switching unit 202. The ship control system 1 is equipped, for example, on a ship 90 of a ship performing autopilot control (i.e., an automatic navigation control).

The control unit 20, the AP interface 50, the sensor 60, and the display unit 70 are connected to each other by, for example, a data communication network 100 for the ship. The control unit 20 is connected to the input unit 201 and the switching unit 202.

The first operation device 30 is connected to the input unit 201. The first operation device 30 is a joystick. The first operation device 30 corresponds to an operation unit of the present invention. The input unit 201 is an input interface for an electrical signal.

The second operation device 40 is connected to the switching unit 202. The second operation device 40 is, for example, a throttle lever and a steering wheel. The first operation device 30 and the second operation device 40 are, for example, equipped in the wheelhouse of the ship 90.

Further, a thrust generation unit 91, a rudder 92, and the rudder reference unit 920 are connected to the control unit 20. The control unit 20 and the thrust generation unit 91 are connected through, for example, the switching unit 202 and the communication network for propulsion (CAN, etc.). The control unit 20 and the rudder 92 are connected through the switching unit 202 and an analog or digital communication line. The control unit 20 and the rudder reference unit 920 are connected through, for example, the analog or digital communication line.

The thrust generation unit 91 and the rudder 92 are provided in, for example, an outboard motor, an inboard motor, an outboard motor, and various propellers. The rudder 92 rotates the rudder by, for example, a hydraulic drive system to adjust the rudder angle.

The thrust generation unit 91 and the rudder 92 are provided one by one in the ship 90. The ship 90 equipped with the ship control device 10 of the present embodiment is a ship having one shaft and one rudder. The ship having one shaft and one rudder means a ship equipped with one command system and synchronous operation of the rudder angle and shift throttle, even if the ship is multi-engine.

The rudder reference unit 920 measures the rudder angle (i.e., an actual rudder angle) of the rudder 92 and outputs it to the control unit 20.

(Schematic Control and Schematic Processing of the Control Unit 20)

The control unit 20 is realized by, for example, a program for executing the function described later, a storage medium for storing the program, and an arithmetic processing measure for executing the program.

The control unit 20 receives a joystick command value from the first operation device 30 through the input unit 201. The control unit 20 receives a setting related to an autopilot control from the AP interface 50. The control unit 20 generates the throttle command signal and the command rudder angle based on the joystick command value and the setting related to the autopilot control.

The control unit 20 outputs the throttle command signal to the thrust generation unit 91 through the switching unit 202. The control unit 20 generates the rudder angle command signal from a difference between the actual rudder angle and the command rudder angle measured by the rudder reference unit 920. The control unit 20 outputs the rudder angle command signal to the rudder 92 through the switching unit 202. The throttle command signal specifies a shift setting (F/N/R) and the throttle position in the thrust generation unit 91. The rudder angle command signal specifies a steering amount of the rudder 92.

(Schematic Structure and Processing Other than the Control Unit 20 of the Ship Control Device 10)

The switching unit 202 switches between the input from the control unit 20 and the input from the second operation device 40. Further, the switching unit 202 outputs the input from the control unit 20 and the input from the second operation device 40 to the thrust generation unit 91 and the rudder 92. In one example, when the control unit is in a low speed range including a pier landing, a rip landing, and a stop state, the switching unit 202 outputs the input from the control unit 20 to the thrust generation unit 91 and the rudder 92. Further, the switching unit 202 outputs the input from the second operation device 40 to the thrust generation unit 91 and the rudder 92.

The AP interface 50 is realized by, for example, a touch panel, a physical button or a switch. The AP interface 50 outputs a setting related to the autopilot control to the control unit 20. The operation of the ship using the first operation device 30 (for example, a joystick) is executed as a part of the autopilot control executed by the AP interface 50 and the control unit 20. However, the operation of the ship using the first operation device 30 may be executed separately from the autopilot control. In one example, when the ship enters the low speed range, the first operation device 30 may operate the ship.

The sensor 60 measures a position of the ship 90 equipped with the ship control device 10 and a state of the ship such as a bow direction and a ship speed, and outputs the measurement to the control unit 20. In one example, the sensor 60 is realized by a positioning sensor using a positioning signal of GNSS (for example, GPS), an inertial sensor (i.e., velocity sensor, acceleration sensor, angular velocity sensor, and the like), a magnetic sensor, and the like.

The display unit 70 is realized by, for example, a liquid crystal panel. The display unit 70 displays various kinds of information related to the ship control and the state of the ship. The display unit 70 may be omitted, but it is preferable to have one. By having the display unit 70, the user may easily grasp the state of the ship control, the state of the ship, and the like. In one example, the display unit 70 may display the throttle position degree, and the like, described later, and the user may easily grasp the information related to the control state of the ship.

(Determination Concept of the Structure of the First Operation Device 30 and the Operation Command Value)

FIG. 2A is an external perspective view of the joystick, FIG. 2B is a plan view of the joystick, and FIG. 2C and FIG. 2D are side views showing an example of the behavior of the joystick.

As shown in FIG. 2A and FIG. 2B, the first operation device 30 includes a head 31 and a shaft 32. The root of the shaft 32 is fixed to a base (for example, a deck of a wheelhouse of the ship 90, and the like) so that a planar position of the shaft 32 may not change. Further, the head 31 is attached to a tip of the shaft 32.

The position of the tip of the shaft 32, i.e., the head 31, is changed relative to the root of the shaft 32 by a user's operation on the head 31. Specifically, the position of the root of the shaft 32 in a default state (i.e., a state in which the user is not operating the head 31) is set as a reference point Po, and the position of the head 31 in a two-dimensional plane orthogonal to an axis of the shaft 32 is changed by a user's operation (i.e., maneuvering). In one example, the position of the head 31 changes as the user pushes and pulls the head 31 to tilt the shaft 32.

In addition, the head 31 is rotatable about the axis of the shaft 32.

Further, the first operation device 30 includes a joystick command value generation unit (not shown). The joystick command value generation unit is, for example, a sensor for detecting the position of the head 31 on a two-dimensional plane and the amount of rotation of the head 31. The joystick command value generation unit generates the joystick command value to be output to the control unit 20 in accordance with the position of the head 31 and the amount of rotation of the head 31.

Specifically, the joystick command value generation unit detects the position of the head 31 in the direction parallel to the direction of the ship as the position in the x-axis direction, and generates a joystick command value (x) based on this position. In one example, as shown in FIG. 2C, the joystick value generation unit sets the forward direction as the +x direction and the backward direction as the −x direction. The position of the head 31 in the x-axis direction (i.e., corresponding to the amount of inclination of the joystick in the x-axis direction) corresponds to the throttle position. The throttle position degree is set to increase as a distance from the reference point Po in the x-axis direction increases.

The joystick command value generation unit detects the position of the head 31 in the direction orthogonal to the direction of the ship (i.e., a right port direction) as the position in the y-axis direction, and generates a joystick command value (y) based on the position. In one example, as shown in FIG. 2D, the joystick value generation unit sets the starboard direction (i.e., a right rotation direction) as the +y direction and a port direction (i.e., a left rotation direction) as the −y direction. The position of the head 31 in the y-axis direction (i.e., corresponding to the inclination amount of the joystick in the y-axis direction) corresponds to the command rudder angle. Further, an absolute value of the command rudder angle is set to increase as the distance from the reference point Po in the y-axis direction increases.

The joystick command value generation unit detects a rotation direction and a rotation angle (i.e., a rotation amount) of the head 31, and generates a joystick command value (z) based on the rotation direction and the rotation angle. More specifically, the joystick command value generation unit detects the rotation direction of the head 31 using the state in which the head 31 is not rotated as a reference state. In one example, the clockwise direction (i.e., clockwise) is set to the +z direction, and the counterclockwise direction (i.e., counterclockwise) is set to the −z direction, and detects the rotation amount from the reference state to generate a joystick command value (z).

The joystick command value generation unit outputs the joystick command value (x), the joystick command value (y), and the joystick command value (z) to the ship control device 10.

(Control Unit 20)

FIG. 3 is a functional block diagram showing an example of the control unit of the ship control device according to an embodiment of the present invention. The control unit 20 includes a throttle command signal generation unit 21 and a rudder angle command signal generation unit 22.

In one embodiment, the joystick command value (x) and the joystick command value (z) are input to the throttle command signal generation unit 21. The throttle command signal generation unit 21 generates a throttle command signal for instructing a throttle position based on the joystick command value (x) and the joystick command value (z).

Further, a joystick command value (y) is input to the rudder angle command signal generation unit 22. The rudder angle command signal generation unit 22 generates a rudder angle command signal for instructing a command rudder angle based on a relationship between the joystick command value (y), the joystick command value (y) to be described later, and the command rudder angle.

(Relationship Between the Joystick Command Value (x) and the Throttle Position, and Relationship Between the Joystick Command Value (y) and the Command Rudder Angle)

FIG. 4A is a diagram showing a setting concept for each command value, FIG. 4B is a table showing a setting concept for forward/backward (shift) and the throttle position, and FIG. 4C is a table showing a setting concept for the command rudder angle. The mode shown in FIG. 4B shows an example of a maneuvering state in which each shift and the throttle position is executed.

As shown in FIG. 4A and FIG. 4B, the joystick command value (x) is set to x=0 (i.e., coordinate origin) when the head 31 is in the default state. The joystick command value (x) is set to the maximum value +100 when it is farthest from the default position in the forward direction. The joystick command value (x) is set so that the position of the head 31 is from the default position in the +x direction in the two-dimensional plane, the larger the value. The joystick command value (x) comprises a minimum value of −100 when it is farthest from the default position in the backward direction. The joystick command value (x) is set so that the position of the head 31 is from the default position in the −x direction in the two-dimensional plane, the smaller the value.

Further, the shift and the throttle position are set by the joystick command value (x). In one example, the range +100≥x≥+10 is set to a shift F, and the throttle position is set between Fmax and Fmin. That is, if the joystick command value (x) is +100, the throttle position is set to Fmax, and if the joystick command value (x) is +10, the throttle position is set to Fmin. Further, when the joystick command value (x) is between +100 and +10, the throttle position corresponding to the joystick command value (x) is set to a value between Fmax and Fmin. In one embodiment, the change in the joystick command value (x) and the change in the throttle position are, for example, monotonically decreasing.

Similarly, for example, the range of −10≥x≥−100 is set to a shift R, and the throttle position is set between Rmin and Rmax. That is, if the joystick command value (x) is −10, the throttle position is set to Rmin, and if the joystick command value (x) is −100, the throttle position is set to Rmax. Further, when the joystick command value (x) is between −10 and −100, the throttle position corresponding to the joystick command value (x) is set to a value between Rmin and Rmax. In one embodiment, the change of the joystick command value (x) in the −direction and the change of the throttle position are, for example, monotonically increasing.

It is not necessary to limit the Fmax and Rmax of the throttle position to the throttle position 100 [%] that may be realized by the thrust generation unit 91, and they are set appropriately. Similarly, the Fmin and Rmin of the throttle position are set appropriately (For example, 20 [%]) instead of the throttle position 0 [%].

The range +10>x>−10 is set to shift N and the throttle position is set to 0 [%].

The relationship between the joystick command value (x), the shift, and throttle position may be stored in the throttle command signal generation unit 21 or the like, and the relationships may be stored, whereby the throttle position may be calculated from the joystick command value (x).

As shown in FIG. 4A and FIG. 4C, the joystick command value (y) is a maximum value of +100 when the head 31 is farthest from the default position in the starboard direction. The joystick command value (y) is set so that the position of the head 31 is from the default position in the direction of +y in the two-dimensional plane, the greater the value. The minimum value of the joystick command value (y) is −100, when the head 31 is farthest from the default position in the port direction. The joystick command value (y) is set so that the position of the head 31 is from the default position in the two-dimensional plane in the −y direction, the smaller the value.

The command rudder angle is set by the joystick command value (y). For example, the range +100≥y≥+10 is set to a right turn, and the command rudder angle is set between SH (i.e., maximum right turn command rudder angle) [°] and 0 [°]. That is, if the joystick command value (y) is +100, the command rudder angle is set to SH [°], and if the joystick command value (y) is +10, the command rudder angle is set to 0 [°]. Further, if the joystick command value (y) is between +100 and +10, the command rudder angle corresponding to the joystick command value (y) is set to a value between SH [°] and 0 [°]. In one embodiment, the change in the joystick command value (y) and the command rudder angle are monotonically decreasing.

Similarly, for example, the range of −10≥y≥−100 is set to a left turn, and the command rudder angle is set between 0 [°] and PH (i.e., left rotation maximum command rudder angle) [°]. That is, if the joystick command value (y) is −10, the command rudder angle is set to 0 [°], and if the joystick command value (y) is −100, the command rudder angle is set to PH [°]. Further, when the joystick command value (y) is between −10 and −100, the command rudder angle corresponding to the joystick command value (y) is set to a value between 0 [°] and PH [°]. In one embodiment, the change in the joystick command value (y) and the change in the command rudder angle are, for example, monotonically increasing.

The range +10>y>−10 is set to a dead zone of the rudder angle control, and the command rudder angle is set to 0 [°].

The relationship between the joystick command value (y) and the command rudder angle may be stored in the rudder angle command signal generation unit 22, and the relationships may be stored, and the command rudder angle may be calculated from the joystick command value (y) by the relationship.

(Relationship Between the Joystick Command Value (z) and an Upper Limit Value of Throttle Position)
(When Moving Forward (Shift F))

FIG. 5A shows a configuration concept for each command value when moving forward, and FIG. 5B shows a correspondence relation table when moving forward. The application shown in FIG. 5B shows an example of a ship operation state suitable for each region, a z displacement, and an upper limit value of the throttle position.

As shown in FIG. 5A, the joystick command value (z) is set to z=0 (i.e., z-displacement reference) when the head 31 is in the default state. The default state of the head 31 is a state in which no rotation operation is performed on the head 31.

The joystick command value (z) represents the rotational state (i.e., the rotation direction and the rotation amount) of the head 31, and is defined by the z-displacement. The maximum value z=+100 [%] is obtained when the z-displacement is rotated from the default position in the right rotation direction as viewed from the tip side of the head 31. When the head is rotated to the right, the z-displacement is set so that the value increases as the rotation amount (i.e., absolute value of the rotation angle) from the default state increases. The z-displacement comprises a minimum value of −100 when the head is rotated from the default position in the left rotation direction as viewed from the tip side of the head 31. When the head is rotated to the left, the z-displacement is set so that the value decreases as the rotation amount (i.e., absolute value of the rotation angle) from the default state increases.

In one embodiment, correspondence between the z-displacement (i.e., the joystick command value (z)) and the upper limit value of the throttle position during the forward rotation is stored in a correspondence table as shown in FIG. 5B.

As shown in FIG. 5A and FIG. 5B, a correspondence relationship is set between the z-displacement of the head 31 and the upper limit value of the throttle position. In one example, in FIG. 5A and FIG. 5B, the minimum z-displacement value (z=−100 [%]) and the maximum z-displacement value z=+100 [%] are assigned to a plurality of forward regions 1F, 2F, 3F, and 4F defined by the z-displacement.

The forward region IF comprises the z-displacement of −100 to −90, and the forward region 2F comprises the z-displacement of −90 to −45. The forward region 3F comprises the z-displacement of −45 to +90, and the forward region 4F comprises the z-displacement of +90 to +100. In one embodiment, numerical values assigned to these regions are examples and may be set appropriately.

In one embodiment, an upper limit value of 25 [%] is set in the forward region 1F, and an upper limit value of 30 [%] is set in the forward region 2F. Further, an upper limit value of 35 [%] is set in the forward region 3F, and an upper limit value of 40 [%] is set in the forward region 4F. The upper limit value is a value used for correcting the throttle position (Fmax) when the first operation device 30 is tilted to the maximum.

(When Moving Backward (Shift R))

FIG. 6A is a diagram showing a setting concept for each command value when moving backward, and FIG. 6B is a correspondence relation table when moving backward. The application shown in FIG. 6B shows an example of a ship handling state suitable for each region, the z-displacement, and the upper limit value of the throttle position.

As shown in FIG. 6A, the z-displacement (i.e., the joystick command value (z)) is defined in the same manner as when moving forward.

The correspondence relationship between the z-displacement (i.e., the joystick command value (z)) and the upper limit value of the throttle position during moving backward is stored in the correspondence relationship table shown in FIG. 6B.

As shown in FIG. 6A and FIG. 6B, the correspondence relationship between the z-displacement of the head 31 and the upper limit value of the throttle position is set. For example, in FIG. 6A and FIG. 6B, the minimum z-displacement value (z=−100 [%]) and the maximum z=+100 [%] are assigned to a plurality of backward regions 1R, 2R, 3R, and 4R defined by the z-displacement.

The backward region 1R comprises a z-displacement of −100 to −90, and the backward region 2R comprises a z-displacement of −90 to +45. The backward region 3R comprises a z-displacement of +45 to +90, and the backward region 4R comprises a z-displacement of +90 to +100. The numerical values assigned to these regions are examples and may be set appropriately.

Further, the upper limit value of 35 [%] is set for the backward region 1R, and the upper limit value of 50 [%] is set for the backward region 2R. The upper limit value of 55 [%] is set for the backward region 3R, and the upper limit value of 60 [%] is set for the backward region 4R. In this case, the upper limit value is a value used for correcting the throttle position (Rmax) when the first operation device 30 is tilted to the maximum.

In one embodiment, the upper limit value of the throttle position is associated with the z-displacement (i.e., joystick command value (z)) in the forward and reverse operation, respectively. In the embodiment, the upper limit value is set for each of the plurality of regions in which the z-displacement is defined in a predetermined numerical range. In addition, the upper limit value is set so as to gradually increase from the minimum value of the z-displacement to the maximum value of the z-displacement.

The allocation pattern of the forward region 1F-4F (i.e., the first allocation pattern) and the allocation pattern of the backward region 1R-4R (i.e., the second allocation pattern) differ in part. Specifically, the forward region 2F is −90< (z displacement) <−45, while the backward region 2R is −90< (z displacement) <+45. The forward region 3F is −45< (z displacement) <+90, while the backward region 2R is +45< (z displacement) <+90. The numerical values and allocation patterns assigned to the regions and the number of divisions thereof are examples, and may be set appropriately.

(Throttle Command Signal Generation Unit 21)

FIG. 7 is a functional block showing an example of a throttle command signal generation unit 21 according to an embodiment of the present invention. The throttle command signal generation unit 21 includes a throttle position setting unit 211, a throttle position adjusting unit 212, a first database 213, a second database 214, and a command signal generation unit 215.

The joystick command value (x) is an input to the throttle position setting unit 211. The joystick command value (z) is an input to the throttle position adjusting unit 212.

The first database 213 stores a correspondence relation table between the joystick command value (x), the shift, and throttle position, that is, a correspondence relation table storing the correspondence relation shown in FIG. 4B.

The second database 214 stores a correspondence relation table between the joystick command value (z), that is, the z-displacement, and the upper limit value of the throttle position, that is, a correspondence relation table storing the correspondence relation shown in FIG. 5B and FIG. 6B.

The throttle position setting unit 211 sets the shift and the throttle position on the basis of the joystick command value (x) and the correspondence relation table stored in the first database 213 (see FIG. 4B). That is, the throttle position setting unit 211 sets the shift and the throttle position on the basis of the tilt direction and the tilt amount of the first operation device 30 (i.e., joystick).

In one embodiment, the throttle position setting unit 211 outputs the shift and the throttle position to the command signal generation unit 215. The throttle position setting unit 211 outputs the shift to the throttle position adjusting unit 212.

The throttle position adjusting unit 212 sets the upper limit value based on the joystick command value (z) corresponding to the z-displacement, the correspondence relation table (see FIG. 5B and FIG. 6B) stored in the second database 214, and the shift set by the throttle position setting unit 211.

More specifically, when the shift is F (i.e., forward), the throttle position adjusting unit 212 sets the upper limit value based on the joystick command value (z) corresponding to the z-displacement and the correspondence relation table for forward movement stored in the second database 214 (see FIG. 5B).

In one embodiment, when the shift is R (i.e., backward), the throttle position adjusting unit 212 sets the upper limit value based on the joystick command value (z) corresponding to the z-displacement and the correspondence relation table for forward movement stored in the second database 214 (see FIG. 6B).

The throttle position adjusting unit 212 outputs the upper limit value to the command signal generation unit 215.

The command signal generation unit 215 corrects the throttle position from the throttle position setting unit 211 by an upper limit value from the throttle position adjusting unit 212. Specifically, the command signal generation unit 215 multiplies the throttle position from the throttle position setting unit 211 by the upper limit value from the throttle position adjusting unit 212. The command signal generation unit 215 generates the throttle command signal based on the throttle position after correction at the upper limit value.

With this configuration, the ship control device 10 may adjust the throttle position by rotating the first operation device 30 (i.e., the joystick). In one example, the user may adjust the throttle position by tilting the first operation device 30 to select the forward or backward movement without being too aware of the throttle position, and then by rotating operation which is easier to fine-tune than tilting operation. In other words, the user may adjust the throttle position by the rotating operation without performing the tilting operation that is difficult to fine-tune while holding the first operation device 30.

Thus, the ship control device 10 may set the desired throttle position, i.e., the propulsion power of the ship, more easily than setting the throttle position by the tilting operation of the first operation device 30. Thus, the user may easily operate the desired ship speed.

Furthermore, according to the above-described configuration, the throttle position by the rotary operation may be performed while the first operation device 30 (As a more specific example, the position of the head 31 of the joystick) is pressed against any of the four corners of the operable range (i.e., corresponding to the corners of the largest square shown in FIG. 4A) during the forward or backward turning. As a result, it is possible to finely and easily adjust the thrust force during the forward or backward turning, and to suppress a turning radius that tends to be inflated by a disturbance or a going leg.

As shown in FIG. 5B and FIG. 6B, in the ship control device 10, the minimum value of the upper limit value is set at one end (In the above case, the maximum position of the left rotation) in the direction of rotation of the first operation device 30, and the maximum value of the upper limit value is set at the other end (In the above case, the maximum position of the right rotation) in the direction of rotation of the first operation device 30. Thus, the user may easily grasp the relationship between the direction of rotation and the size of the upper limit value, and may easily set the upper limit value.

As shown in FIG. 5B and FIG. 6B, in the ship control device 10, the upper limit value is set for each of the plurality of regions in which the z-displacement is defined in a predetermined numerical range. Thus, the user may easily set a plurality of representative upper limit values, for example, a plurality of upper limit values that are easy to utilize for the ship operation.

As shown in FIG. 5B and FIG. 6B, in the ship control device 10, the upper limit value is set so as to increase stepwise from the minimum value of the z-displacement to the maximum value of the z-displacement. Thus, it is easy to understand the direction in which the first operation device 30 is rotated and the direction in which the upper limit value is changed. Therefore, the user may easily set the upper limit value.

As shown in FIG. 5A, FIG. 5B, FIG. 6A, and FIG. 6B, in the ship control device 10, the allocation of a plurality of regions is different between the forward and backward operation. Thus, the user may easily set the upper limit value suitable for the forward operation and the upper limit value suitable for the backward operation.

As shown in FIG. 5A, FIG. 5B, FIG. 6A, and FIG. 6B, the allocation pattern of the forward operation region 1F-4F (i.e., the first allocation pattern) differs from the allocation pattern of the reverse operation region 1R-4R (i.e., the second allocation pattern) in the ship control device 10. As a result, the upper limit value suitable for the forward operation and the reverse operation may be set, and the user may easily set the desired upper limit value for the forward operation and the reverse operation.

Further, in the ship control device 10, the throttle position degree when the inclination amount in the x direction of the first operation device 30 is the maximum is the same as the upper limit value when the first operation device 30 is not rotated. Thus, the user is not conscious of the tilting amount of the first operation device 30, and may set the desired throttle position by the rotation operation of the first operation device 30 from the state of maximum tilting. As a result, the setting of the throttle position is further improved, and the user may easily realize the operation of the ship at the desired ship speed even when going straight or turning.

Further, as shown in FIG. 5B and FIG. 6B, the upper limit value for the backward movement is larger than the upper limit value for the forward movement in relation to the upper limit values in the plurality of regions. In general, the backward movement requires a larger propulsion force than the forward movement. Therefore, by increasing the upper limit value for the backward movement than the upper limit value for the forward movement, it is possible to set the throttle position suitable for the forward movement and the backward movement, respectively. Thus, the user may realize the desired propulsion force in both the forward movement and the backward movement, and may realize the desired ship maneuver.

In addition, the above-mentioned setting of a vertical value by the rotation operation of the first operation device 30 may be realized while the ship is traveling. In one embodiment, the ship control device 10 sets the upper limit value based on the z-displacement (i.e., joystick command value (z)) changed by the rotation operation. Thus, the user may adjust the throttle position by the operation while the ship is in flight, and the desired ship operation may be realized easily.

As shown in FIG. 5A, FIG. 5B, FIG. 6A, and FIG. 6B, the ship control device 10 sets the optimum value of the upper limit value of the throttle position at the time of reaching a shore to the default state in which the first operation device 30 is not rotated (i.e., the region in which the z-displacement includes 0 (the forward region 3 F or the backward region 2R)). Thus, the user may set the throttle position (i.e., the vertical value of the throttle position) suitable for landing without being aware of the rotational operation of the first operation device 30.

As shown in FIG. 5A, FIG. 5B, FIG. 6A, and FIG. 6B, the ship control device 10 sets the optimum value of the upper limit value of the throttle position at the time of leaving the shore in the region where the z-displacement includes the minimum value (i.e., the forward region 1F or the backward region 1R). As a result, the user may set the throttle position (i.e., the upper and lower values of the throttle position) suitable for leaving the shore while fixing the rotational operation of the first operation device 30 in an easy-to-understand position.

In addition to the above control, the ship control device 10 may perform intermittent control of the throttle position. In one example, the control unit 20 of the ship control device 10 determines whether or not the joystick command value (z) meets an intermittent control condition of the throttle position in a state where the operation input for enabling the intermittent control is detected. The intermittent control may be enabled and disabled by, for example, another push-button type operation device disposed around the first operation device 30. In one example, the intermittent control may be enabled by operating (e.g., pressing) the intermittent control enabling operation device.

In one embodiment, when the joystick command value (z) meets the intermittent control condition of the throttle position, the throttle command signal generation unit 21 of the control unit 20 generates the throttle command signal for intermittently controlling the throttle position.

As a result, the ship control device 10 may realize the ease of adjusting the throttle position described above, and may suppress excessive increase of the propulsion force. As a result, the user may realize a desired ship handling.

In addition to the above control, the ship control device 10 may perform minimum turning control. In this case, the rudder angle command signal generation unit 22 determines whether the joystick command value (x) and the joystick command value (y) satisfy a minimum turning control condition. In one example, if the joystick command value (x) is smaller than a threshold value for the minimum turning control condition, and the joystick command value (y) is larger than the threshold value for the minimum turning control condition, the rudder angle command signal generation unit 22 determines that the minimum turning control condition is satisfied.

If the rudder angle command signal generation unit 22 determines that the minimum turning control condition is satisfied, the rudder angle command signal generation unit 22 generates a rudder angle command signal that instructs the maximum rudder angle within the settable range. The minimum turning means turning by generating a propulsion power after the actual rudder angle reaches the command rudder angle. At this time, the throttle command signal generation unit 21 generates the throttle command signal for intermittently controlling the throttle position.

As a result, the throttle position described above may be easily adjusted, and the turning may be performed at the smallest possible radius from the present position of the ship by combining the control of the rudder angle and the intermittent control of the throttle position. As a result, the user may realize more diverse and the desired ship maneuvers.

(Method of Generating Throttle Command Signal)

FIG. 8 is a flowchart showing an example of a method for generating the throttle command signal according to an embodiment of the present invention. The detailed contents of each process shown in FIG. 8 are described in the above description of the structure and the process, so the description will be omitted except where necessary.

The ship control device 10 acquires the joystick command value (x) from the first operation device 30 (S11). The ship control device 10 sets a throttle position degree based on the joystick command value (x) (S12).

The ship control device 10 acquires the joystick command value (z) from the first operation device 30 (S13). The ship control device 10 sets the upper limit value based on the joystick command value (z) (S14).

The ship control device 10 generates the throttle command signal based on the throttle position and the upper limit value (S15).

Terminology

It is to be understood that not necessarily all objectives or advantages may be achieved in accordance with any particular embodiment described herein. Thus, for example, those skilled in the art will appreciate that certain embodiments may be configured to operate in a manner that achieves or optimizes one advantage or group of advantages as taught herein without necessarily achieving other objects or advantages as may be taught or suggested herein.

All processes described herein may be embodied in, and fully automated via, software code modules executed by a computing system that includes one or more computers or processors. The software code modules may be stored in any type of non-transitory computer-readable medium or other computer storage device. Some or all methods may be embodied in specialized computer hardware.

Many other variations other than those described herein will be apparent from this disclosure. For example, depending on the embodiment, certain actions, events, or functions of any of the algorithms described herein may be performed in different sequences, and may be added, merged, or excluded altogether (e.g., not all described actions or events are required to execute the algorithm). Moreover, in certain embodiments, operations or events are performed in parallel, for example, through multithreading, interrupt handling, or through multiple processors or processor cores, or on other parallel architectures, rather than sequentially. In addition, different tasks or processes can be performed by different machines and/or computing systems that can work together.

The various exemplary logical blocks and modules described in connection with the embodiments disclosed herein can be implemented or executed by a machine such as a processor. The processor may be a microprocessor, but alternatively, the processor may be a controller, a microcontroller, or a state machine, or a combination thereof. The processor can include an electrical circuit configured to process computer executable instructions. In another embodiment, the processor includes an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable device that performs logical operations without processing computer executable instructions. The processor can also be implemented as a combination of computing devices, e.g., a combination of a digital signal processor (DSP) and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Although described herein primarily with respect to digital technology, the processor may also include primarily analog components. For example, some or all of the signal processing algorithms described herein may be implemented by analog circuitry or mixed analog and digital circuitry. A computing environment may include any type of computer system, including, but not limited to, a computer system that is based on a microprocessor, mainframe computer, a digital signal processor, a portable computing device, a device controller, or a computing engine within the device.

Unless otherwise stated, conditional languages such as “can,” “could,” “will,” “might,” or “may” are understood within the context as used in general to convey that certain embodiments include, while other embodiments do not include, certain features, elements and/or steps. Thus, such conditional languages are not generally intended to imply that features, elements and/or steps are in any way required for one or more embodiments or that one or more embodiments necessarily include logic for deciding, with or without user input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular embodiment.

Disjunctive languages, such as the phrase “at least one of X, Y, or Z,” unless specifically stated otherwise, is understood with the context as used in general to present that an item, term, etc., may be either X, Y, or Z, or any combination thereof (e.g., X, Y, and/or Z). Thus, such a disjunctive language is not generally intended to, and should not, imply that certain embodiments require at least one of X, at least one of Y, or at least one of Z to each be present.

Any process descriptions, elements, or blocks in the flow diagrams described herein and/or shown in the accompanying drawings should be understood as potentially representing modules, segments, or parts of code, including one or more executable instructions for implementing a particular logical function or elements in the process. Alternate implementations are included within the scope of the embodiments described herein in which elements or functions may be deleted, executed out of order from that shown, or discussed, including substantially concurrently or in reverse order, depending on the functionality involved as would be understood by those skilled in the art.

Unless otherwise explicitly stated, articles such as “a” or “an” should generally be interpreted to include one or more described items. Accordingly, phrases such as “a device configured to” are intended to include one or more recited devices. Such one or more recited devices can also be collectively configured to carry out the stated recitations. For example, “a processor configured to carry out recitations A, B and C” can include a first processor configured to carry out recitation A working in conjunction with a second processor configured to carry out recitations B and C. The same holds true for the use of definite articles used to introduce embodiment recitations. In addition, even if a specific number of an introduced embodiment recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations).

It will be understood by those within the art that, in general, terms used herein, are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.).

For expository purposes, the term “horizontal” as used herein is defined as a plane parallel to the plane or surface of the floor of the area in which the system being described is used or the method being described is performed, regardless of its orientation. The term “floor” can be interchanged with the term “ground” or “water surface”. The term “vertical” refers to a direction perpendicular to the horizontal as just defined. Terms such as “above,” “below,” “bottom,” “top,” “side,” “higher,” “lower,” “upper,” “over,” and “under” are defined with respect to the horizontal plane.

As used herein, the terms “attached,” “connected,” “coupled,” and other such relational terms should be construed, unless otherwise noted, to include removable, moveable, fixed, adjustable, and/or releasable connections or attachments. The connections/attachments can include direct connections and/or connections having intermediate structure between the two components discussed.

Numbers preceded by a term such as “approximately,” “about,” and “substantially” as used herein include the recited numbers, and also represent an amount close to the stated amount that still performs a desired function or achieves a desired result. For example, the terms “approximately,” “about,” and “substantially” may refer to an amount that is within less than 10% of the stated amount. Features of embodiments disclosed herein preceded by a term such as “approximately,” “about,” and “substantially” as used herein represent the feature with some variability that still performs a desired function or achieves a desired result for that feature.

It should be emphasized that many variations and modifications may be made to the above-described embodiments, the elements of which are to be understood as being among other acceptable examples. All such modifications and variations are intended to be included herein within the scope of this disclosure and protected by the following claims.

	Number	Date	Country
Parent	PCT/JP2023/044286	Dec 2023	WO
Child	19017039		US

SHIP CONTROL DEVICE, SHIP CONTROL SYSTEM, SHIP CONTROL METHOD, AND COMPUTER READABLE MEDIUM

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