MARINE VESSEL MANEUVERING SUPPORT SYSTEM, AND MARINE VESSEL

A marine vessel maneuvering support system includes a steering apparatus including a wheel portion supported rotatably with respect to a hull, mode switches provided on the wheel portion and operable to execute lateral thrust generation modes to generate a thrust that moves the hull in a lateral direction, paddles provided on the steering apparatus and operable to cause a thrust to be applied to the hull in a front-rear direction, and a controller configured or programmed to control at least two propulsion devices and execute the lateral thrust generation modes in accordance with instructions from the mode switches. The controller is configured or programmed to control at least one propulsion device of the at least two propulsion devices to generate or change the thrust in the front-rear direction acting on the hull in response to operations of the paddles when the lateral thrust generation mode is being executed.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority to Japanese Patent Application No. 2021-187172, filed on Nov. 17, 2021. The entire contents of this application are hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a marine vessel maneuvering support system, and a marine vessel.

2. Description of the Related Art

Conventionally, in order to bring a hull of a marine vessel alongside a pier or the like, there has been known a marine vessel maneuvering support system that uses two or more propulsion devices to generate a thrust which moves the hull in parallel in a lateral direction. For example, in a marine vessel disclosed in Japanese Laid-Open Patent Publication (kokai) No. 2018-158628, when one of a left lateral movement switch and a right lateral movement switch which are provided on a steering apparatus is operated, the marine vessel's maneuvering mode becomes a lateral movement mode, and the marine vessel's hull moves laterally. In addition, when the left lateral movement switch or the right lateral movement switch is operated during the lateral movement mode, the marine vessel's maneuvering mode becomes a pressing mode, and a pressed state in which the hull is pressed against the pier is maintained. However, in the marine vessel disclosed in Japanese Laid-Open Patent Publication (kokai) No. 2018-158628, it is not possible to move the hull diagonally while moving the hull laterally.

On the other hand, Japanese Patent No. 5371401 discloses a marine vessel maneuvering support system in which a right lateral movement button and a left lateral movement button are provided on a throttle operation portion and a hull of a marine vessel is laterally moved by operating the right lateral movement button or the left lateral movement button. In the marine vessel maneuvering support system disclosed in Japanese Patent No. 5371401, by switching the position of a shift lever to forward or backward while moving the hull laterally, it is possible to move the hull diagonally.

However, in the marine vessel maneuvering support system disclosed in Japanese Patent No. 5371401, it is necessary to perform an operation which moves the hull laterally near the throttle operation portion. In addition, in the case of being desired to move the hull diagonally while moving the hull laterally, it is necessary to change the position of the shift lever. Therefore, there is room for improvement from the viewpoint of improving the operability when carrying out the diagonal movement of the hull.

SUMMARY OF THE INVENTION

Preferred embodiments of the present invention provide marine vessel maneuvering support systems and marine vessels that are each able to enhance the operability when bringing a hull of a marine vessel alongside a pier or the like.

According to a preferred embodiment of the present invention, a marine vessel maneuvering support system includes a steering apparatus including a wheel portion supported rotatably with respect to a hull, mode switches provided on the wheel portion and operable to execute lateral thrust generation modes to generate a thrust that moves the hull in a lateral direction, paddles provided on the steering apparatus and operable to cause a thrust to be applied to the hull in a front-rear direction, and a controller configured or programmed to control at least two propulsion devices and execute the lateral thrust generation modes in accordance with instructions from the mode switches. The controller is configured or programmed to control at least one propulsion device of the at least two propulsion devices to generate or change the thrust in the front-rear direction acting on the hull in response to operations of the paddles when the lateral thrust generation mode is being executed.

According to another preferred embodiment of the present invention, a marine vessel maneuvering support system includes a steering apparatus including a wheel portion supported rotatably with respect to a hull, mode switches operable to execute lateral thrust generation modes to generate a thrust that moves the hull in a lateral direction, paddles operable to cause a thrust to be applied to the hull in a front-rear direction, and a controller configured or programmed to control at least two propulsion devices and execute the lateral thrust generation modes in accordance with instructions from the mode switches. The controller is configured or programmed to control at least one propulsion device of the at least two propulsion devices to generate or change the thrust in the front-rear direction acting on the hull in response to operations of the paddles when the lateral thrust generation mode is being executed.

According to another preferred embodiment of the present invention, a marine vessel includes the marine vessel maneuvering support system described above.

According to a preferred embodiment of the present invention, the controller controls the at least two propulsion devices and executes the lateral thrust generation modes in accordance with the instructions from the mode switches. In addition, the controller controls the at least one propulsion device of the at least two propulsion devices to generate or change the thrust in the front-rear direction acting on the hull in response to the operations of the paddles when the lateral thrust generation mode is being executed.

For example, with the operations of the paddles, when bringing the hull of the marine vessel alongside a pier or the like, it is possible to move the hull diagonally while moving the hull laterally, and it is also possible to adjust the longitudinal position of the hull while the hull is being pressed against the pier or the like. As a result, it is possible to enhance the operability when bringing the hull of the marine vessel alongside a pier or the like.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG.1is a plan view of a marine vessel according to a preferred embodiment of the present invention. A steering apparatus for a marine vessel and a marine vessel maneuvering support system according to a preferred embodiment of the present invention are applied to a marine vessel1.FIG.1shows a portion of an internal configuration of the marine vessel1.FIG.2is a side view of the marine vessel1. The marine vessel1is, for example, a jet propulsion boat, and is such a marine vessel called a jet boat or a sports boat.

The marine vessel1includes a hull2, engines3L and3R, and marine vessel propulsion devices4L and4R. The hull2includes a deck11and a hull12. The hull12is located below the deck11. A maneuvering seat13is located on the deck11. In addition, a steering apparatus14functioning as the steering apparatus for the marine vessel, and a remote control unit15are located near the maneuvering seat13.

The marine vessel1includes the engine3L (hereinafter, also referred to as “a first engine3L”) and the engine3R (hereinafter, also referred to as “a second engine3R”). In addition, the marine vessel1includes the marine vessel propulsion device4L (hereinafter, also referred to as “a first marine vessel propulsion device4L”) and the marine vessel propulsion device4R (hereinafter, also referred to as “a second marine vessel propulsion device4R”). However, the number of the engines is not limited to two, and may be three or more. Further, the number of the marine vessel propulsion devices is not limited to two, and may be three or more.

The first engine3L and the second engine3R are housed in the hull2. An output shaft of the first engine3L is connected to the first marine vessel propulsion device4L. An output shaft of the second engine3R is connected to the second marine vessel propulsion device4R. The first marine vessel propulsion device4L is driven by the first engine3L, and generates a propulsive force (a thrust) that moves the hull2. The second marine vessel propulsion device4R is driven by the second engine3R, and generates the propulsive force (the thrust) that moves the hull2. The first marine vessel propulsion device4L and the second marine vessel propulsion device4R are located side by side laterally.

FIG.3is a schematic side view that shows a configuration of the first marine vessel propulsion device4L. InFIG.3, a portion of the first marine vessel propulsion device4L is shown in a cross section. The first marine vessel propulsion device4L is a jet propulsion device that sucks in water around the hull2and jets it out.

As shown inFIG.3, the first marine vessel propulsion device4L includes a first impeller shaft21L, a first impeller22L, a first impeller housing23L, a first nozzle24L, a first deflector25L, and a first reverse bucket26L. The first impeller shaft21L extends in a front-rear direction. A front portion of the first impeller shaft21L is connected to the output shaft of the first engine3L via a coupling28L. A rear portion of the first impeller shaft21L is located inside the first impeller housing23L. The first impeller housing23L is located behind a water suction portion27L. The first nozzle24L is located behind the first impeller housing23L.

The first impeller22L is attached to the rear portion of the first impeller shaft21L. The first impeller22L is located inside the first impeller housing23L. The first impeller22L rotates together with the first impeller shaft21L and sucks the water from the water suction portion27L. The first impeller22L jets the sucked water rearward from the first nozzle24L.

The first deflector25L is located behind the first nozzle24L. The first reverse bucket26L is located behind the first deflector25L. The first deflector25L is configured so as to change a jetting direction of the water from the first nozzle24L to a left/right direction. That is, by changing the direction of the first deflector25L to the left/right direction, a traveling direction (a moving direction) of the marine vessel1is changed to the left or the right.

A first steering actuator32L is connected to the first deflector25L of the first marine vessel propulsion device4L. The first reverse bucket26L is switchable between a forward position, a reverse position, and a neutral position. When the first reverse bucket26L is in the forward position, the water from the first nozzle24L is jetted rearward. As a result, the marine vessel1moves forward. When the first reverse bucket26L is in the reverse position, the jetting direction of the water from the first nozzle24L is changed to ahead (the water from the first nozzle24L is jetted forward). As a result, the marine vessel1moves backward.

Here, the neutral position of the first reverse bucket26L is a position between the forward position and the reverse position. In the neutral position, the first reverse bucket26L changes the direction of a jet flow of the water from the first nozzle24L to the left or the right of the hull2. Therefore, in the neutral position, the first reverse bucket26L reduces a propulsive force (a thrust) that moves the hull2forward. As a result, either the hull2is slowed down or the hull2is held at a stopping position. Although illustration is omitted, the second marine vessel propulsion device4R is configured similarly to the first marine vessel propulsion device4L.

Next, a control system of the marine vessel1will be described.FIG.4is a block diagram of the control system of the marine vessel1including the marine vessel maneuvering support system in a preferred embodiment of the present invention.

The marine vessel maneuvering support system includes a controller40(a controller) and the steering apparatus14. The controller40includes a processor (not shown) such as a CPU (Central Processing Unit) and storage devices (not shown) such as a RAM (Random Access Memory) and a ROM (Read Only Memory), and is programmed so as to control the marine vessel1.

The marine vessel1includes the first steering actuator32L and a first shift actuator34L. The controller40is communicably connected to the first engine3L, the first steering actuator32L, and the first shift actuator34L.

The first steering actuator32L changes a steering angle of the first deflector25L. The first steering actuator32L is, for example, an electric motor. Alternatively, the first steering actuator32L may be another actuator such as a hydraulic cylinder.

The first shift actuator34L is connected to the first reverse bucket26L of the first marine vessel propulsion device4L. The first shift actuator34L switches the position of the first reverse bucket26L between the forward position, the reverse position, and the neutral position. The first shift actuator34L is, for example, an electric motor. Alternatively, the first shift actuator34L may be another actuator such as a hydraulic cylinder.

The marine vessel1includes a second steering actuator32R and a second shift actuator34R. The second steering actuator32R is connected to a second deflector25R of the second marine vessel propulsion device4R. The second shift actuator34R is connected to a second reverse bucket26R of the second marine vessel propulsion device4R. These configurations are devices to control the second marine vessel propulsion device4R, and are the same configurations as the configuration of the first steering actuator32L and the configuration of the first shift actuator34L that are described above. The controller40is communicably connected to the second steering actuator32R and the second shift actuator34R.

The controller40may be a single apparatus, or may be a plurality of separate control units. The controller40is communicably connected to the steering apparatus14and the remote control unit15.

The remote control unit15is operated to adjust outputs of the engines3L and3R and switch between forward moving and backward moving. The remote control unit15includes a first throttle lever15L and a second throttle lever15R. The first throttle lever15L and the second throttle lever15R are operable in a forward moving direction and in a backward moving direction from zero operation positions, respectively.

The remote control unit15outputs signals that indicate operation amounts and operation directions of the first throttle lever15L and the second throttle lever15R. In a normal marine vessel maneuvering mode (described below), the controller40controls a rotational speed of the first engine3L according to the operation amount of the first throttle lever15L. The controller40controls a rotational speed of the second engine3R according to the operation amount of the second throttle lever15R. The controller40controls the first shift actuator34L according to the operation direction of the first throttle lever15L. The controller40controls the second shift actuator34R according to the operation direction of the second throttle lever15R. As a result, switching between the forward moving and the backward moving of the marine vessel1is performed.

The marine vessel1includes a display unit39and a setting operation unit38. The display unit39includes a display and displays various kinds of information based on instructions from the controller40. The setting operation unit38includes an operation piece (not shown) to perform operations related to marine vessel maneuvering, a setting operation piece (not shown) to perform various kinds of settings, and an inputting operation piece (not shown) to input various kinds of instructions. Signals inputted by the setting operation unit38are supplied to the controller40.

The steering apparatus14includes a left lateral movement switch53, a right lateral movement switch54, a pivot turning switch55, an RPM (revolutions per minute) adjustment switch56, a left paddle57, a right paddle58, an enabled/disabled changeover switch59, a left pressing switch63, and a right pressing switch64. The switches53,54,55,56,59,63, and64, and the paddles57and58are operated by a marine vessel operator, and operation signals are supplied to the controller40. Functions and arrangements of the switches53,54,55,56,59,63, and64, and the paddles57and58will be described below.

Here, various kinds of marine vessel maneuvering modes will be described. The marine vessel maneuvering modes are roughly divided into “the normal marine vessel maneuvering mode” and “drive modes”. The drive modes include “lateral thrust generation modes” and “a pivot turning mode”. The lateral thrust generation modes include “lateral movement modes” (first modes) and “pressing modes” (second modes). Specifically, the lateral movement modes include a left lateral movement mode and a right lateral movement mode, and the pressing modes include a left pressing mode and a right pressing mode.

In the normal marine vessel maneuvering mode, the controller40controls a bow direction of the hull2according to the operation of a wheel portion43. The steering apparatus14outputs an operation signal, which indicates an operation position of the wheel portion43, to the controller40. The controller40controls the steering actuators32L and32R according to the operation of the wheel portion43. As a result, the bow direction of the hull2is changed to the left or the right. In addition, in the normal marine vessel maneuvering mode, the controller40controls the marine vessel propulsion devices4L and4R according to the operation of the remote control unit15.

In the drive modes, the controller40controls the marine vessel propulsion devices4L and4R according to the operations of the switches and the paddles of the steering apparatus14. That is, the functions of the switches53,54,55,56,59,63, and64, and the paddles57and58of the steering apparatus14are enabled in the drive modes.

The enabled/disabled changeover switch59switches the marine vessel maneuvering mode between the normal marine vessel maneuvering mode and the drive mode, and the marine vessel maneuvering mode is switched each time the enabled/disabled changeover switch59is pressed.

The lateral thrust generation modes (the lateral movement modes and the pressing modes) are modes, which generate a thrust that moves the hull2in a lateral direction. Among the lateral movement modes, the left lateral movement mode and the right lateral movement mode are modes that control the marine vessel propulsion devices4L and4R so as to laterally move the hull2leftward and rightward, respectively. Further, among the pressing modes, the left pressing mode and the right pressing mode are modes that control the marine vessel propulsion devices4L and4R so that the hull2comes alongside a docking place such as a pier and a state in which the hull2is pressed against the docking place is maintained. The lateral movement modes and the pressing modes are common in that the thrust to move the hull2in the lateral direction acts on the hull2. However, the lateral thrust (the thrust in the lateral direction) acting on the hull2is smaller in the pressing modes than in the lateral movement modes.

Here, lateral moving means that the hull2moves in a horizontal direction without rotating in a yaw direction around the center of gravity G (seeFIG.1). For example, in the lateral movement modes without pivot turning, the center of gravity G of the hull2moves leftward or rightward. Further, in the lateral thrust generation modes (the lateral movement modes and the pressing modes), it is also possible to move the hull2in an oblique direction (diagonally left, right, front and rear) without pivot turning by applying a thrust in the front-rear direction (described below with reference toFIGS.9A to9E, and10). Furthermore, the pivot turning mode is a mode in which the hull2is rotated around the center of gravity G in the yaw direction.

FIG.5is a view of the steering apparatus14when viewed from above.FIG.6is a view of the steering apparatus14when viewed from the front.

The steering apparatus14includes a steering mast41, and a paddle cover49provided with the left paddle57and the right paddle58(seeFIG.5). In addition, as shown inFIG.6, the steering apparatus14includes a central portion44, the wheel portion43having an annular shape, and three spoke portions (a first spoke portion45, a second spoke portion46, and a third spoke portion47). The spoke portions45,46, and47connect the central portion44and the wheel portion43to form a steering wheel that rotates together (rotates integrally). In addition, the steering wheel including the left paddle57, the right paddle58, and the paddle cover49may also be referred to as a steering wheel. The wheel portion43is a portion that is gripped by the marine vessel operator.

The central portion44is supported rotatably around a rotation fulcrum C0, which is a shaft line (an axis) of a steering shaft42, with respect to the hull2. InFIG.6, the steering apparatus14is viewed from the front in a shaft line direction of the rotation fulcrum C0.

Hereinafter, positional relationships and angular relationships in a circumferential direction about the rotation fulcrum C0will be specified by a state where the steering wheel is in the neutral position shown inFIG.6. The neutral position referred to here is the rotational position of the wheel portion43when the hull2is caused to move straight. Virtual straight lines passing through the center positions of the spoke portions45,46, and47in the width direction and the rotation fulcrum C0when viewed from the shaft line direction of the rotation fulcrum C0are set as virtual straight lines L1, L2, and L3, respectively. The virtual straight line L1extends diagonally to the upper left from the rotation fulcrum C0, and the virtual straight line L2extends diagonally to the upper right from the rotation fulcrum C0. Therefore, the first spoke portion45is a left spoke portion that extends to the upper left from the central portion44, and the second spoke portion46is a right spoke portion that extends to the upper right from the central portion44.

In the circumferential direction about the rotation fulcrum C0, the virtual straight line L1, the virtual straight line L2, and the virtual straight line L3define an angle of about 120° with each other. That is, the spoke portions45,46, and47are located at angular intervals of about 120°.

A surface48of the spoke portions45,46, and47and the central portion44is a continuous reference surface. The switches53,54,55,56,59,63, and64are located on the surface48. The switches53,54,55,56,59,63, and64are all push button type switches that are movable in a direction perpendicular to the surface48.

The left lateral movement switch53, the left pressing switch63, and the pivot turning switch55are located on the first spoke portion45in this order from the outward side in a radial direction centered on the rotation fulcrum C0. The left lateral movement switch53and the left pressing switch63are adjacent to each other. The left lateral movement switch53and the left pressing switch63are positioned on the common virtual straight line L1.

The right lateral movement switch54, the right pressing switch64, and the RPM adjustment switch56are located on the second spoke portion46in this order from the outward side in the radial direction centered on the rotation fulcrum C0. The right lateral movement switch54and the right pressing switch64are adjacent to each other. The right lateral movement switch54and the right pressing switch64are positioned on the common virtual straight line L2.

In the radial direction centering on the rotation fulcrum C0, an outer edge position of the left lateral movement switch53is farther away than an outer edge position of the left pressing switch63with respect to the rotation fulcrum C0. Similarly, in the radial direction centered on the rotation fulcrum C0, an outer edge position of the right lateral movement switch54is farther away than an outer edge position of the right pressing switch64with respect to the rotation fulcrum C0.

A set of the switches53and63and a set of the switches54and64are provided as a left and right pair. When viewed from the shaft line direction of the rotation fulcrum C0, the set of the switches53and63and the set of the switches54and64are located at positions that are linearly symmetrical with respect to a straight line extending along the virtual straight line L3. Similarly, the pivot turning switch55and the RPM adjustment switch56are located at positions that are linearly symmetrical with respect to the straight line extending along the virtual straight line L3. The enabled/disabled changeover switch59(a third switch) is located on the third spoke portion47.

The left paddle57and the right paddle58are provided so as to protrude from the paddle cover49(seeFIG.5). The left paddle57and the right paddle58are freely movable in the front-rear direction. The paddles57and58are rotated toward the front with respect to initial positions by being operated by the marine vessel operator, and return to the initial positions when hands operating the paddles57and58are released. The paddles57and58are operable at arbitrary positions between the initial positions and maximum operation positions. With respect to the steering mast41, the paddle cover49, the left paddle57, and the right paddle58rotate integrally with the wheel portion43around the rotation fulcrum C0.

As shown inFIG.6, when viewed from the shaft line direction of the rotation fulcrum C0, the left paddle57and the right paddle58are located at positions that are linearly symmetrical with respect to the straight line extending along the virtual straight line L3. The left lateral movement switch53is located at a position where the marine vessel operator is able to operate the left lateral movement switch53with a finger of a hand operating the left paddle57. The right lateral movement switch54is located at a position where the marine vessel operator is able to operate the right lateral movement switch54with a finger of a hand operating the right paddle58.

The left paddle57exists in an angle range θL in the circumferential direction about the rotation fulcrum C0. The right paddle58exists in an angle range θR in the circumferential direction about the rotation fulcrum C0. Therefore, in a state where the wheel portion43is in the neutral position, the switches53and63are positioned within the angle range θL in the circumferential direction in which the left paddle57is located, and the switches54and64are positioned within the angle range θR in the circumferential direction in which the right paddle58is located.

A virtual plane passing through the rotation fulcrum C0and parallel to the left/right direction is set as a virtual plane50(seeFIG.6). In the state where the wheel portion43is in the neutral position, the switches53and63are positioned above the virtual plane50, and in the circumferential direction about the rotation fulcrum C0, are positioned within an angle range from, for example, about 20° to about 40° with respect to the virtual plane50. The same applies to the switches54and64, and although angles are not shown, the switches54and64are positioned within the angle range from about 20° to about 40° with respect to the virtual plane50. It should be noted that the angle range θL and the angle range OR are also included in the angle range from about 20° to about 40° with respect to the virtual plane50.

Further, in the state where the wheel portion43is in the neutral position, in the shaft line direction of the rotation fulcrum C0, when the wheel portion43is viewed from the marine vessel operator, at least a portion of the first spoke portion45and at least a portion of the left paddle57overlap each other, and at least a portion of the second spoke portion46and at least a portion of the right paddle58overlap each other.

FIG.7is a schematic partial sectional view taken along line A-A ofFIG.6. It should be noted that the line A-A extends through the virtual straight line L1. The left lateral movement switch53and the left pressing switch63are different from each other in height in a pressing direction (in a position of an operated surface). That is, the left lateral movement switch53protrudes than the surface48(protrudes with respect to the surface48), and the left pressing switch63is recessed from the surface48(is recessed with respect to the surface48). A height relationship between the switches54and64is the same as a height relationship between the switches53and63. Moreover, as with the left pressing switch63, the enabled/disabled changeover switch59, the pivot turning switch55, and the RPM adjustment switch56may be recessed from the surface48(may be recessed with respect to the surface48).

Further, an operated surface53aof the left lateral movement switch53becomes higher toward the outer side in the radial direction centered on the rotation fulcrum C0. This makes it easier to recognize the operated surface53awith a sense of touch even while performing the paddle operation. It should be noted that a height of the operated surface53amay vary uniformly in the radial direction. However, from the viewpoint of facilitating recognition of the operated surface53a, it is not essential that the height of the operated surface53avaries uniformly in the radial direction, and a region whose height does not vary may exist in a portion of the operated surface53a. Therefore, the height of the operated surface53amay be higher at a second position (for example, a position farthest from the rotation fulcrum C0in the radial direction), which is located on the outer side than a first position (for example, a position nearest to the rotation fulcrum C0in the radial direction), than at the first position.

Further, as indicated by a dotted line inFIG.7, the shape of the operated surface53amay include a lip portion53bat a position near the outer side in the radial direction. By providing the lip portion53b, not only it is easier to recognize the operated surface53awith the sense of touch, but it is also easier to operate with less finger slippage. It should be noted that an operated surface of the right lateral movement switch54may also be configured in the same manner as the operated surface53a.

Next, the functions of the switches53,54,55,56,59,63, and64, and the paddles57and58of the steering apparatus14will be described. In addition, a control performed by the controller40will be described.

Primarily in the normal marine vessel maneuvering mode, the controller40controls the bow direction of the hull2according to the operation of the wheel portion43. The steering apparatus14outputs the operation signal, which indicates the operation position of the wheel portion43, to the controller40. The controller40controls the steering actuators32L and32R according to the operation of the wheel portion43. As a result, the bow direction of the hull2is changed to the left or the right.

Primarily in the drive modes, the controller40controls the marine vessel propulsion devices4L and4R based on the operation signals of the switches53,54,55,56,59,63, and64, and the paddles57and58.

The left paddle57(a paddle for backward moving) is operable to issue an instruction to cause a backward thrust to be applied to the hull2, and the right paddle58(a paddle for forward moving) is operable to issue an instruction to cause a forward thrust to be applied to the hull2. Mainly in the drive modes, the controller40controls so as to apply a thrust corresponding to operation amounts of the paddles57and58to the hull2. The paddles57and58are usually operated while the wheel portion43is gripped by the marine vessel operator.

The functions of the switches53,54,55,56,63, and64that are located on the surface48are enabled in the drive modes. Therefore, the enabled/disabled changeover switch59switches enabling/disabling of the functions of the switches53,54,55,56,63, and64.

The left lateral movement switch53, the right lateral movement switch54, the left pressing switch63, and the right pressing switch64are mode switches to select or activate the lateral thrust generation modes.

The left lateral movement switch53and the right lateral movement switch54are first switches to select or activate the lateral movement mode, and are switches to generate the thrust in the lateral direction with respect to the hull2while these switches are pressed by the marine vessel operator. The controller40controls the marine vessel propulsion devices4L and4R in accordance with instructions from the switches53and54to execute the lateral movement modes. The controller40maintains the lateral movement mode during the operation period of the switches53and54.

The left pressing switch63and the right pressing switch64are second switches to select or activate the pressing mode, and are switches operable to generate the thrust in the lateral direction with respect to the hull2in response to being pressed. The controller40controls the marine vessel propulsion devices4L and4R in accordance with instructions from the switches63and64to execute the pressing modes. The controller40maintains the pressing mode during the period from when the switches63and64are operated until when the release operation is performed.

Therefore, the switches53and54and the switches63and64are also switches to control the hull2in different modes (the lateral movement mode and the pressing mode). In other words, the switches53,54,63, and64are common in that all of them are switches to cause a thrust to be applied to the hull2in the lateral direction. However, these switches are mainly used when bringing the hull alongside, and a frequency of use of the switches53and54is higher than a frequency of use of the switches63and64. In addition, since not only the switches53and54(the first switches) have a function (a first function) that cause a thrust to be applied to the hull2in the lateral direction, but also the switches63and64(the second switches) have the function (the first function) that cause a thrust to be applied to the hull2in the lateral direction, the switches53and54(the first switches) and the switches63and64(the second switches) have functions (the first functions) that overlap each other. On the other hand, the switches53and54(the first switches) are the switches to continue generating the thrust in the lateral direction with respect to the hull2while they are pressed by the marine vessel operator, and the switches63and64(the second switches) are the switches to generate the thrust in the lateral direction with respect to the hull2in response to being pressed. From this point of view, the switches53and54(the first switches) and the switches63and64(the second switches) have second functions that are different from each other.

The pivot turning switch55instructs to start the pivot turning mode. In the pivot turning mode, the controller40controls the marine vessel propulsion devices4L and4R to rotate the hull2leftward or rightward on the spot according to the rotation operation of the wheel portion43.

The RPM adjustment switch56switches engine speeds of the engines3L and3R between at least two stages (for example, low and high). Switching of the engine speeds of the engines3L and3R is applied to each mode of the drive modes. The stages of the engine speeds of the engines3L and3R that are switchable are set in advance for each mode.

FIG.8is a flowchart that shows a drive mode process. In the controller40, the drive mode process is achieved by the CPU expanding a program, which is stored in the ROM, to the RAM and executing the program. The drive mode process is started in response to a pressing operation of the enabled/disabled changeover switch59in the normal marine vessel maneuvering mode.

It should be noted that in the drive mode process, the left lateral movement mode, the right lateral movement mode, the left pressing mode, the right pressing mode, and the pivot turning mode are exclusively executed. Therefore, when one mode of these modes is shifted to another mode of these modes, the mode being executed is released.

In step S101, the controller40shifts the marine vessel maneuvering mode to the drive mode. In step S102, the controller40determines whether or not the operation of the steering apparatus14(the operation of any one of the switches53,54,55,56,59,63, and64, the paddles57and58, and the wheel portion43) has been detected. The operations of the steering device14referred to here include pressing operations and releasing operations of the switches53,54,55,56,59,63, and64, changing the depths of pressing of the paddles57and58, and the rotation operation of the wheel portion43.

Then, in the case that the operation of the steering apparatus14has not been detected (NO in step S102), the controller40proceeds to step S115, and determines whether or not the release operation of the drive mode has been detected. Here, the release operation of the drive mode corresponds to a new pressing operation of the enabled/disabled changeover switch59during the drive mode. In addition to this, it may be determined that the release operation has been detected when a switch, to which the release operation of the drive mode is assigned, is operated.

In the case that the release operation of the drive mode has not been detected (NO in step S115), the controller40returns to step S102, and on the other hand, in the case that the release operation of the drive mode has been detected (YES in step S115), the controller40proceeds to step S116. In step S116, the controller40shifts the marine vessel maneuvering mode to the normal marine vessel maneuvering mode, and ends the drive mode process shown inFIG.8.

In the case that the operation of the steering apparatus14has been detected (YES in step S102), the controller40shifts to a process corresponding to an operation mode, and the switches, the paddles, etc. that have been operated.

First, in the case that the detected operation is an operation of the left lateral movement switch53or the right lateral movement switch54(step S103), the controller40executes step S109, and then proceeds to step S115.

In step S109, in the case of not being in the lateral movement mode, the controller40shifts to the left lateral movement mode when the left lateral movement switch53is newly press-operated, and shifts to the right lateral movement mode when the right lateral movement switch54is newly press-operated. Here, “newly press-operated (i.e., a new pressing operation has been performed)” means that shifting from a non-operating state to a pressing state has been performed (the same applies hereinafter). On the other hand, during the lateral movement mode, when the left lateral movement switch53or the right lateral movement switch54is release-operated, the controller40releases the lateral movement mode. Here, “release-operated (i.e., a releasing operation has been performed)” means that shifting from an operating state to a non-pressing state has been performed (the same applies hereinafter).

It should be noted that during the left lateral movement mode, when the right lateral movement switch54is newly press-operated, the lateral movement mode may be released or the lateral movement mode may be shifted to the right lateral movement mode. It should be noted that during the right lateral movement mode, when the left lateral movement switch53is newly press-operated, the lateral movement mode may be released or the lateral movement mode may be shifted to the left lateral movement mode.

In the case of having shifted to the left lateral movement mode or the right lateral movement mode in step S109, the controller40controls the marine vessel propulsion devices4L and4R to apply a thrust, which moves the hull2laterally to the left or the right, to the hull2. Therefore, in the case of not being in contact with the pier, the hull2laterally moves to the left or the right. This will be described with reference toFIGS.9A to9E.

FIGS.9A to9Eare schematic views that show a thrust acting on the hull2in the lateral movement mode or the pressing mode. For the sake of convenience, it is assumed that a rotation center position when the hull2pivot-turns coincides with the center of gravity G. Further, it is assumed that the first marine vessel propulsion device4L and the second marine vessel propulsion device4R are located at left and right symmetrical positions with respect to a center line of the hull2in the front-rear direction.

FIG.9Ashows the thrust acting on the hull2in the right lateral movement mode or the right pressing mode. As shown inFIG.9A, in the right lateral movement mode or the right pressing mode, a first thrust acting line4L-P of the first marine vessel propulsion device4L and a second thrust acting line4R-P of the second marine vessel propulsion device4R intersect at the center of gravity G. In this case, a first thrust FL of the first marine vessel propulsion device4L is a vector facing to front right, and a second thrust FR of the second marine vessel propulsion device4R is a vector facing to rear right. A resultant force of the first thrust FL and the second thrust FR becomes a resultant force FS. The resultant force FS becomes a vector facing to the right. Therefore, the resultant force FS, which faces to the right, acts as a thrust on the hull2with the center of gravity G as an acting point FO. Therefore, since no rotational moment acts on the hull2, the hull2laterally moves to the right without pivot-turning.

In addition, in the case of the left lateral movement mode or the left pressing mode, it can be understood that the left direction and the right direction are reversed with respect to the example shown inFIG.9A. It should be noted that in the pressing mode, the direction of the resultant force FS remains the same as that in the lateral movement mode, and the magnitude of the resultant force FS is controlled to be smaller than in the lateral movement mode. It should be noted that the resultant force FS may be the same in the lateral movement mode and the pressing mode.FIGS.9B to9Dwill be described below in conjunction with the description ofFIG.10.

In the case that the detected operation is an operation of the left pressing switch63or the right pressing switch64as a result of the determination in step S102(step S104), the controller40executes step S110, and then proceeds to step S115.

In step S110, in the case of not being in the pressing mode, the controller40shifts to the left pressing mode when the left pressing switch63is press-operated, and shifts to the right pressing mode when the right pressing switch64is press-operated. In addition, when the left pressing switch63is press-operated during the right pressing mode, the controller40shifts to the left pressing mode. Further, when the right pressing switch64is press-operated during the left pressing mode, the controller40shifts to the right pressing mode. On the other hand, when the left pressing switch63is press-operated during the left pressing mode, the controller40releases the left pressing mode. Further, when the right pressing switch64is press-operated during the right pressing mode, the controller40releases the right pressing mode.

In the case of having shifted to the left pressing mode or the right pressing mode in step S110, the controller40controls the marine vessel propulsion devices4L and4R to apply a thrust, which moves the hull2laterally to the left or the right (the resultant force FS smaller than that in the lateral movement mode), to the hull2. At this time, if the hull2is in contact with the pier or the like, or is sufficiently close to the pier or the like, the state in which the hull2is pressed against the pier or the like is maintained.

In the case that the detected operation is an operation of the pivot turning switch55as the result of the determination in step S102(step S105), the controller40executes step S111, and then proceeds to step S115.

In step S111, in the case of not being in the pivot turning mode, the controller40shifts to the pivot turning mode when the pivot turning switch55is newly press-operated. On the other hand, during the pivot turning mode, when the pivot turning switch55is newly press-operated, the controller40releases the pivot turning mode.

In the case that the detected operation is an operation of the RPM adjustment switch56as the result of the determination in step S102(step S106), the controller40executes step S112, and then proceeds to step S115.

In step S112, when the RPM adjustment switch56is newly press-operated, the controller40switches the engine speeds of the engines3L and3R in stages according to the stage corresponding to the current mode. In the case of the mode in which the number of the stages is two, the engine speeds are alternately switched between a first value and a second value each time the RPM adjustment switch56is operated. In the case of the mode in which the number of the stages is three or more, the set engine speeds may be cycled or reciprocated each time the RPM adjustment switch56is operated.

In the case that the detected operation is one of other operations as the result of the determination in step S102(step S107), the controller40executes other processes (processes corresponding to one of the other operations) in step S113, and then proceeds to step S115.

In step S113, for example, during the pivot turning mode, when the rotation operation of the wheel portion43as one of the other operations has been performed, the controller40controls so as to make the hull2pivot-turn at a speed corresponding to a rotation amount of the wheel portion43. In order to make the hull2pivot-turn, an extension line of the vector of the resultant force FS should not pass through the center of gravity G by changing an angle of either or both angles of the first thrust acting line4L-P and the second thrust acting line4R-P. As a result, the acting point FO does not coincide with the center of gravity G. In addition, if the operation (not shown) of the switch is performed, in step S113, a process corresponding to the operation (not shown) of the switch may also be executed.

In the case that the detected operation is an operation of the left paddle57or the right paddle58as the result of the determination in step S102(step S108), the controller40executes a corresponding-to-paddle process (seeFIG.10) that will be described below in step S114, and then proceeds to step S115.

FIG.10is a flowchart that shows the corresponding-to-paddle process executed in step S114ofFIG.8.

In step S201, the controller40determines whether or not the lateral movement mode is currently being executed. In the case that the lateral movement mode is being executed (YES in step S201), the controller40proceeds to step S202, and on the other hand, in the case that the lateral movement mode is not being executed (NO in step S201), the controller40proceeds to step S203.

In step S202, the controller40controls the magnitude of the thrust in the front-rear direction acting on the hull2according to the operation amounts of the paddles. That is, the controller40controls at least one of the marine vessel propulsion devices4L and4R so as to generate a thrust with a magnitude corresponding to the operation amount in a direction corresponding to the operated paddle. Specifically, when the left paddle57is operated, the controller40changes the magnitude of the thrust in the front-rear direction according to the operation amount of the left paddle57, and when the right paddle58is operated, the controller40changes the magnitude of the thrust in the front-rear direction according to the operation amount of the right paddle58. The controller40controls such that the greater the operation amount of the paddle, the greater the magnitude of the thrust in the front-rear direction.

In a preferred embodiment of the present invention, from the viewpoint of increasing the efficiency of thrust change, the controller40changes only the thrust of the marine vessel propulsion device providing a forward moving component thrust. During the right lateral movement mode or during the right pressing mode, the marine vessel propulsion device4L corresponds to the marine vessel propulsion device providing the forward moving component thrust. During the left lateral movement mode or during the left pressing mode, the marine vessel propulsion device4R corresponds to the marine vessel propulsion device providing the forward moving component thrust. It should be noted that the thrust of both the marine vessel propulsion devices4L and4R may be changed, or only the thrust of the marine vessel propulsion device providing a backward moving component thrust may be changed.

An example will be described. For example, it is assumed that the right paddle58is newly operated during the right lateral movement mode shown inFIG.9A. Upon this, the forward thrust corresponding to the operation amount (the operation depth) of the right paddle58after the operation is generated. For this purpose, the controller40at least either increases the thrust of the marine vessel propulsion device4L or decreases the thrust of the marine vessel propulsion device4R. Here, from the viewpoint of improving the efficiency of the thrust change, the controller40increases only the thrust of the marine vessel propulsion device4L providing the forward moving component thrust.

By changing (increasing) only the thrust of the marine vessel propulsion device4L, a state shown inFIG.9Bis obtained. It should be noted that the angles of the first thrust acting line4L-P and the second thrust acting line4R-P are not changed.FIG.9Bshows the thrust acting on the hull2when only the first thrust FL is increased without changing the second thrust FR with respect to the state ofFIG.9A. By increasing only the thrust of the marine vessel propulsion device4L, the vector direction of the resultant force FS faces to diagonal front right while the acting point FO coincides with the center of gravity G. As a result, the hull2moves laterally to the diagonal front right.

On the other hand, it is assumed that the left paddle57is newly operated during the right lateral movement mode shown inFIG.9A. In this case, the controller40decreases only the thrust of the marine vessel propulsion device4L. Upon this, a state shown inFIG.9Cis obtained. By decreasing only the first thrust FL without changing the second thrust FR, the vector of the resultant force FS faces to diagonal rear right while the acting point FO coincides with the center of gravity G. As a result, the hull2moves laterally to the diagonal rear right.

On the other hand, the control of the thrust in the front-rear direction performed by the paddle operation during the left lateral movement mode can be considered left and right symmetrical with respect to the case during the right lateral movement mode.

For example, when the right paddle58is newly operated during the left lateral movement mode, the controller40increases only the thrust of the marine vessel propulsion device4R providing the forward moving component thrust. Upon this, a state shown inFIG.9Dis obtained. The vector direction of the resultant force FS faces to diagonal front left, and the hull2moves laterally to the diagonal front left. On the other hand, when the left paddle57is newly operated during the left lateral movement mode, the controller40decreases only the thrust of the marine vessel propulsion device4R. Upon this, a state shown inFIG.9Eis obtained. The vector of the resultant force FS faces to diagonal rear left, and the hull2moves laterally to the diagonal rear left.

In addition, in the case that the operation of the paddle is an operation that increases the operation amount from a position halfway in the operation direction, the controller40controls so as to increase the thrust in the front-rear direction, which has been generated, in accordance with the operation amount.

On the other hand, in the case that the operation of the paddle is an operation that decreases the operation amount, the controller40controls so as to decrease the thrust in the front-rear direction, which has been generated, in accordance with the current operation amount. For example, in the case that the operation amount of the right paddle58decreases during the right lateral movement mode and during lateral moving to the diagonal front right, the controller40decreases the thrust of the marine vessel propulsion device4L. As a result, the vector direction of the resultant force FS becomes closer to the right. In addition, in the case that the operation amount of the left paddle57decreases during the right lateral movement mode and during lateral moving to the diagonal rear right, the controller40increases the thrust of the marine vessel propulsion device4L. As a result, the vector direction of the resultant force FS becomes closer to the right.

In addition, in the case that the operation amount of the right paddle58decreases during the left lateral movement mode and during lateral moving to the diagonal front left, the controller40decreases the thrust of the marine vessel propulsion device4R. As a result, the vector direction of the resultant force FS becomes closer to the left. In addition, in the case that the operation amount of the left paddle57decreases during the left lateral movement mode and during lateral moving to the diagonal rear left, the controller40increases the thrust of the marine vessel propulsion device4R. As a result, the vector direction of the resultant force FS becomes closer to the left.

The marine vessel operator is operating either the switch53or the switch54during the lateral movement mode. In this state, it is necessary to operate either the paddle57or the paddle58. However, the switch53is positioned within the angle range θL, and the switch54is positioned within the angle range θR (seeFIG.6). Therefore, since the marine vessel operator is able to easily operate the paddles57and58while pressing the lateral movement switches53and54, the operability is easy.

In step S203, the controller40determines whether or not the pressing mode is currently being executed. In the case that the pressing mode is being executed (YES in step S203), the controller40proceeds to step S204, and on the other hand, in the case that the pressing mode is not being executed (NO in step S203), the controller40proceeds to step S205.

In step S204, the controller40controls the magnitude of the thrust in the front-rear direction acting on the hull2according to the number of times of operations of the paddles. That is, the controller40controls at least one of the marine vessel propulsion devices4L and4R so as to generate a thrust with a magnitude corresponding to the number of times of the operations in the direction (forward or backward) corresponding to the operated paddle. It should be noted that there is no distinction between the left pressing mode and the right pressing mode as far as the control of the thrust change in the front-rear direction is concerned.

The controller40performs a control so as to change the magnitude of the thrust in the front-rear direction in stages (one stage at a time) each time the number of times of the operations of the paddles increases. Specifically, as the thrust stage of the thrust in the front-rear direction, a plurality of stages is predetermined. It is assumed that a + direction is the forward moving direction and a − direction is the backward moving direction. The controller40displaces the thrust stage by 1 stage in the backward moving direction (by −1 stage in the forward moving direction) each time the left paddle57is operated, and displaces the thrust stage by 1 stage in the forward moving direction (by +1 stage in the forward moving direction) each time the right paddle58is operated.

From the viewpoint of improving the efficiency of the thrust change, the controller40changes only the thrust of the marine vessel propulsion device providing the forward moving component thrust in stages. It should be noted that the thrust of both the marine vessel propulsion devices4L and4R may be changed in stages, or only the thrust of the marine vessel propulsion device providing the backward moving component thrust may be changed in stages. The control of the marine vessel propulsion devices4L and4R for changing the thrust in the front-rear direction is the same as the control in the lateral movement mode (step S202).

It is assumed that inFIG.9A, it is during the right pressing mode, and the hull2is in a alongside pier state (the hull2comes alongside the pier). When the right paddle58is operated once in this state, since the thrust in the forward moving direction is increased by one stage, as shown inFIG.9B, the thrust toward the diagonal front right acts on the hull2. Since the hull2is already in the alongside pier state, the hull2moves forward. Therefore, it is convenient to finely adjust the position in the front-rear direction of the hull2, which is in the alongside pier state. It should be noted that in the case that it is during the pressing mode and the hull2is not in the alongside pier state, each time the right paddle58is operated once, the direction of diagonal movement (diagonally moving) becomes closer to the front.

In step S205, the controller40executes other processes corresponding to the paddle operation. After steps S202, S204, and S205, the controller40ends the corresponding-to-paddle process shown inFIG.10.

In this way, the controller40performs the control so as to generate or change the thrust in the front-rear direction acting on the hull2according to the paddle operation when the lateral thrust generation mode is being executed. That is, when the right paddle58is operated, the controller40generates the forward thrust, increases the forward thrust, or decreases the backward thrust. When the left paddle57is operated, the controller40generates the backward thrust, increases the backward thrust, or decreases the forward thrust. Therefore, it is possible to adjust the direction of the diagonal movement and adjust the position in the front-rear direction.

In addition, in the lateral movement mode or in the pressing mode, in order to laterally move or diagonally move the hull2without causing pivot-turning, the extension line of the vector of the resultant force FS should pass through the center of gravity G. The acting point FO and the center of gravity G do not necessarily have to coincide with each other.

According to a preferred embodiment of the present invention, the left lateral movement switch53and the left pressing switch63are different from each other in height in the pressing direction (in the position of the operated surface) (seeFIG.7). In addition, the right lateral movement switch54and the right pressing switch64are different from each other in height in the pressing direction. Here, the switches53and54and the switches63and64have a common function that starts the lateral moving of the hull2, and are adjacent to each other.

Therefore, according to a preferred embodiment of the present invention, it may not be easy to operate appropriate switches unless the marine vessel operator operates the switches while carefully and visually confirming the switches. Moreover, since the functions of the switches53and54and the switches63and64partially overlap, they are likely to be recognized as conceptually similar switches. Therefore, by providing different heights as described above, the switches are easily recognized even by the feeling of touch, and the appropriate switches are operated without sufficient visual check. Therefore, it is possible to improve the operability of the switches (the switches53,54,63, and64).

In addition, since the switches53and54are located at the positions where the marine vessel operator is able to operate the switches53and54with the fingers of the hands operating the paddles57and58, respectively, it is possible to improve the operability including the operation of the paddles57and58.

In particular, as shown inFIG.6, the switches53and63are positioned within the angle range θL in the circumferential direction about the rotation fulcrum C0in which the left paddle57is located, and the switches54and64are positioned within the angle range θR in the circumferential direction in which the right paddle58is located. In addition, when viewed from the shaft line direction of the rotation fulcrum C0, at least a portion of the first spoke portion45and at least a portion of the left paddle57overlap each other, and at least a portion of the second spoke portion46and at least a portion of the right paddle58overlap each other. These facilitate concurrent operations of the switches54and64and the left paddle57and concurrent operations of the switches53and54and the right paddle58.

Moreover, the switches53and54that continue to generate the thrust in the lateral direction with respect to the hull2while they are pressed by the marine vessel operator, and the switches63and64that generate the thrust in the lateral direction with respect to the hull2in response to being pressed, are provided separately. As a result, it is possible to improve the operability especially when making the hull2move laterally or bringing the hull12alongside the pier.

Further, the lateral thrust acting on the hull2is smaller in thrust in the lateral direction while the switches53and54are pressed by the marine vessel operator (in the lateral movement mode) than the thrust in the lateral direction generated in response to pressing of the switches63and64(in the pressing mode). As a result, it is possible to appropriately execute wanting to bring the hull12alongside the pier quickly and the case of wanting to maintain the alongside pier state.

In addition, the switches53and63are positioned above the virtual plane50, and in the circumferential direction about the rotation fulcrum C0, are positioned within the angle range from about 20° to about 40° with respect to the virtual plane50(seeFIG.6). This makes it easy for the marine vessel operator to operate the switches53and63while standing. It should be noted that from the viewpoint of facilitating the operation, the switches53and63may be positioned within an angle range from, for example, about 0° to about 60° with respect to the virtual plane50.

In addition, the switches53and63are positioned on the common virtual straight line L1, and the switches54and64are positioned on the common virtual straight line L2(seeFIG.6). As a result, the switches having similar functions in terms of the lateral movement in the same direction are located side by side, so that the operation is intuitively understood.

In addition, in the radial direction centered on the rotation fulcrum C0, the outer edge positions of the switches53and54are farther away than the outer edge positions of the switches63and64with respect to the rotation fulcrum C0. This makes it easy to operate the switches53and54with thumbs of the hands that grips the wheel portion43. When bringing the hull12alongside the pier, it is assumed that the pressing operation and the releasing operation of the switches53and54are repeated several times. Therefore, locating the switches53and54, which are frequently used during the alongside pier operation, closer to the wheel portion43contributes to an improvement in the operability.

Further, since the operated surface53aof the left lateral movement switch53becomes higher toward the outer side in the radial direction centered on the rotation fulcrum C0, it is easy to recognize the operated surface53awith the sense of touch, which contributes to an improvement in the operability.

In addition, by operating the enabled/disabled changeover switch59to switch the marine vessel maneuvering mode between the normal marine vessel maneuvering mode and the drive mode, the functions of the switches53,54,63, and64are easily switched between enabled and disabled. As a result, the usability is improved.

Furthermore, since the set of the switches53and63is located on the first spoke portion45that extends to the upper left from the central portion44, and the set of the switches54and64is located on the second spoke portion46that extends to the upper right from the central portion44, it is possible to improve the operability with the left and right hands in the left and right lateral thrust generation modes.

According to a preferred embodiment of the present invention, the mode switches that issue an instruction to execute the lateral thrust generation modes (the switches53,54,63, and64) are provided on the wheel portion43, and the steering apparatus14is further provided with the left paddle57and the right paddle58that are used to issue an instruction to apply a thrust in the front-rear direction to the hull2. The controller40is configured or programmed to control at least one of the marine vessel propulsion devices4L and4R, and execute the lateral thrust generation modes in accordance with the instructions from the mode switches. The controller40is configured or programmed to control at least one of the marine vessel propulsion devices4L and4R to generate or change the thrust in the front-rear direction acting on the hull2in response to the operations of the paddles57and58when the lateral thrust generation mode is being executed. For example, with the operations near the wheel portion43, the marine vessel operator is able to move the hull2diagonally during the lateral movement mode, and adjust the longitudinal position of the hull2during the pressing mode. As a result, it is possible to improve the operability when bringing the hull12alongside the pier.

In addition, when the lateral thrust generation mode is being executed, by changing only the thrust of the marine vessel propulsion device providing the forward moving component thrust in accordance with the paddle operations, it is possible to increase the efficiency of the thrust change in the front-rear direction.

In addition, in the case that the paddle operation is performed when the lateral movement mode is being executed, the magnitude of the thrust in the front-rear direction acting on the hull2is controlled in response to the operation amounts of the paddles. This allows the marine vessel operator to adjust, for example, a forward moving speed or a backward moving speed (that is, a diagonal movement speed) during the lateral movement. In particular, since the control is performed so that the greater the operation amount of the paddle, the greater the magnitude of the thrust in the front-rear direction, it matches the operator's feeling, and the operability is easy.

In addition, in the case that the paddle operation is performed when the pressing mode is being executed, the magnitude of the thrust in the front-rear direction acting on the hull2is controlled in response to the number of times of the operations of the paddles. As a result, for example, it is possible to easily maintain the pressed state of the hull2at an appropriate longitudinal position. In particular, since the magnitude of the thrust in the front-rear direction changes in stages each time the number of times of the operations of the paddles increases, it is easy to perform a fine adjustment, and the operability is easy.

Further, since the lateral movement mode during the operation period of the switches53and54is maintained, the lateral movement of the hull2is continued by continuing to press the switches. This facilitates the switching operation between execution and interruption of the lateral movement mode. On the other hand, during the period from when the switches63and64are operated until when the release operation is performed, the pressing mode is maintained. For example, when the left pressing switch63is press-operated during the left pressing mode, the left pressing mode is released, and when the right pressing switch64is press-operated during the right pressing mode, the right pressing mode is released. Therefore, it is possible to remove the fingers from the switches63and64while maintaining the execution of the pressing mode. This contributes to an improvement in the operability.

In addition, the set of the switches53and63and the set of the switches54and64are provided as a left and right pair. In the lateral thrust generation mode, since the thrust is generated in the left direction with the left pair of switches or the right direction with the right pair of switches, it is possible to bring the hull12alongside the pier on either the left side or the right side.

It should be noted that as long as it is possible to obtain the effect of enhancing the operability when bringing the hull12alongside the pier by moving the hull2diagonally during the lateral movement mode and by adjusting the longitudinal position of the hull2during the pressing mode, it does not matter where the switches53,63,54, and64and the paddles57and58are located. In addition, the positional relationships between the switches53,63,54, and64, and the paddles57and58also do not matter.

Although the present invention has been described in detail based on the preferred embodiments described above, the present invention is not limited to these specific preferred embodiments, and various embodiments within the scope not deviating from the gist of the present invention are also included in the present invention. For example, the following modifications are possible.

For example, a portion or all of the functions of the switches and the paddles of the steering apparatus14may be enabled in both the normal marine vessel maneuvering mode and the drive mode.

It should be noted that the hull2may be provided with three or more marine vessel propulsion devices, and the controller40may control the three or more marine vessel propulsion devices to realize control of the lateral movement, the diagonal movement, and the pivot turning. It should be noted that some or all of the marine vessel propulsion devices may be electric motors.

It should be noted that providing the enabled/disabled changeover switch59is not essential, and the lateral thrust generation mode and the pivot turning mode may be realized within the normal marine vessel maneuvering mode. In that case, at least a portion of the switches53,54,55,56,59,63, and64, and the paddles57and58are always enabled, and steps S101, S115, and S116ofFIG.8may be eliminated. Regarding release of the lateral thrust generation mode or the pivot turning mode in the case that the enabled/disabled changeover switch59is not provided, it may be released by operating a component of the marine vessel1with a higher functional priority such as the remote control unit15. Alternatively, a predetermined button may be assigned for release for each mode.

It should be noted that the set of the switches53and63and the set of the switches54and64do not necessarily have to be provided as the left and right pair, and may be provided only on one side.

It should be noted that the paddles57and58may be provided on the wheel portion43. It should be noted that a configuration, in which the paddles57and58do not rotate integrally with the wheel portion43, is not excluded.

It should be noted that the wheel portion43, which is rotate-operated for steering, does not have to be annular, and it is also not essential that the wheel portion43is referred to as “a wheel portion”.

It should be noted that a single switch may be provided with a function to select or activate “the lateral movement mode” and a function to select or activate “the pressing mode”. For example, at least one of the switches53,54,63, and64may be provided with a function that is able to select or activate the lateral movement mode or the pressing mode depending on the operation mode. One example of such a function is that the lateral movement mode may be selected or activated when the switch53or the switch54is operated for a short time, and the pressing mode may be selected or activated when the switch53or the switch54is operated for a long time exceeding a certain period of time (when a long press of the switch53or the switch54is performed).

It should be noted that at least one of the switches53,54,55,56,59,63, and64is not limited to a push button type switch, and may be one of other types of switches, for example, may be a slide type switch, a rotary type switch, or a toggle type switch.

A marine vessel, to which preferred embodiments of the present invention are applied, is not limited to a jet propulsion boat, and may be one of other types of marine vessels. For example, as shown inFIG.11, the marine vessel may include outboard motors functioning as the marine vessel propulsion devices4L and4R. That is, the marine vessel propulsion devices4L and4R are not limited to jet propulsion devices, and may be other marine vessel propulsion devices such as outboard motors.