Patent Publication Number: US-2023150639-A1

Title: Steering apparatus for marine vessel, and marine vessel

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of priority to Japanese Patent Application No. 2021-187171, 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 steering apparatus for a marine vessel, and a marine vessel. 
     2. Description of the Related Art 
     Conventionally, a steering apparatus for a marine vessel is known which is provided with various kinds of switches so as to be capable of assisting maneuvering of the marine vessel. For example, in a marine vessel disclosed in Japanese Laid-Open Patent Publication (kokai) No. 2018-158628, a left lateral movement switch and a right lateral movement switch, which move a hull of the marine vessel laterally, are located on a steering apparatus. In addition, multiple types of switches such as a switch for pivot-turning the hull, a switch for releasing a left lateral movement mode, and a switch for releasing a right lateral movement mode are located on the steering apparatus. 
     Some of the switches located on the steering apparatus are used when bringing the hull alongside a pier or the like. When bringing the hull alongside the pier, it is necessary to operate the switch while paying attention to the state of approach of the hull to the pier. In order not to accidentally operate a switch that is not intended, it is necessary to visually check the switches for a short period of time at a frequency according to the situation, but there is room for improvement from the viewpoint of improving operability. 
     SUMMARY OF THE INVENTION 
     Preferred embodiments of the present invention provide steering apparatuses for marine vessels, and marine vessels that are each able to improve operability of switches. 
     According to a preferred embodiment of the present invention, a steering apparatus for a marine vessel includes a central portion supported rotatably around a rotation fulcrum with respect to a hull, a wheel portion, a spoke portion that connects the central portion and the wheel portion, first switches, second switches located in proximity to the first switches, respectively, and paddles operable to cause a thrust to be applied to the hull in a front-rear direction. The first switches and the second switches are operable to control the hull in different modes. The first switches are located at positions where a marine vessel operator is able to operate the first switches with fingers of the operator&#39;s hands operating the paddles. The first switches and the second switches are located on the spoke portion, and the first switches and the second switches are different from each other in height in a pressing direction of the first switches and the second switches. 
     According to another preferred embodiment of the present invention, a steering apparatus for a marine vessel includes a central portion supported rotatably around a rotation fulcrum with respect to a hull, a wheel portion, a spoke portion that connects the central portion and the wheel portion, first switches, and second switches located in proximity to the first switches, respectively. The first switches and the second switches are operable to control the hull in different modes. The first switches and the second switches are located on the spoke portion, and the first switches and the second switches are different from each other in height in a pressing direction of the first switches and the second switches. 
     According to another preferred embodiment of the present invention, a marine vessel includes a steering apparatus for the marine vessel. 
     According to a preferred embodiment of the present invention, the steering apparatus for the marine vessel includes the central portion supported rotatably around the rotation fulcrum with respect to the hull, the wheel portion, the spoke portion that connects the central portion and the wheel portion, the first switches, the second switches located in proximity to the first switches, respectively, and the paddles operable to cause the thrust to be applied to the hull in the front-rear direction. The first switches and the second switches are operable to control the hull in different modes. The first switches are located at the positions where the marine vessel operator is able to operate the first switches with the fingers of the operator&#39;s hands operating the paddles. The first switches and the second switches are located on the spoke portion, and the first switches and the second switches are different from each other in the height in the pressing direction. 
     This enables the marine vessel operator to operate the first switches while operating the paddles. In addition, an erroneous operation of the switches located adjacent to each other is reduced or prevented due to the difference in their height. Therefore, the operability of the switches including the operability of the paddles is improved. As a result, it is possible to improve the operability of the switches. 
     The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a plan view of a marine vessel according to a preferred embodiment of the present invention. 
         FIG.  2    is a side view of the marine vessel according to a preferred embodiment of the present invention. 
         FIG.  3    is a schematic side view that shows a configuration of a first marine vessel propulsion device. 
         FIG.  4    is a block diagram of a control system of the marine vessel including a marine vessel maneuvering support system. 
         FIG.  5    is a view of a steering apparatus when viewed from above. 
         FIG.  6    is a view of the steering apparatus when viewed from the front. 
         FIG.  7    is a schematic partial sectional view taken along line A-A of  FIG.  6   . 
         FIG.  8    is a flowchart that shows a drive mode process. 
         FIGS.  9 A to  9 E  are schematic views that show a thrust acting on a hull in a lateral movement mode or a pressing mode. 
         FIG.  10    is a flowchart that shows a corresponding-to-paddle process. 
         FIG.  11    is a perspective view of another marine vessel. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. 
       FIG.  1    is 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 vessel  1 .  FIG.  1    shows a portion of an internal configuration of the marine vessel  1 .  FIG.  2    is a side view of the marine vessel  1 . The marine vessel  1  is, for example, a jet propulsion boat, and is such a marine vessel called a jet boat or a sports boat. 
     The marine vessel  1  includes a hull  2 , engines  3 L and  3 R, and marine vessel propulsion devices  4 L and  4 R. The hull  2  includes a deck  11  and a hull  12 . The hull  12  is located below the deck  11 . A maneuvering seat  13  is located on the deck  11 . In addition, a steering apparatus  14  functioning as the steering apparatus for the marine vessel, and a remote control unit  15  are located near the maneuvering seat  13 . 
     The marine vessel  1  includes the engine  3 L (hereinafter, also referred to as “a first engine  3 L”) and the engine  3 R (hereinafter, also referred to as “a second engine  3 R”). In addition, the marine vessel  1  includes the marine vessel propulsion device  4 L (hereinafter, also referred to as “a first marine vessel propulsion device  4 L”) and the marine vessel propulsion device  4 R (hereinafter, also referred to as “a second marine vessel propulsion device  4 R”). 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 engine  3 L and the second engine  3 R are housed in the hull  2 . An output shaft of the first engine  3 L is connected to the first marine vessel propulsion device  4 L. An output shaft of the second engine  3 R is connected to the second marine vessel propulsion device  4 R. The first marine vessel propulsion device  4 L is driven by the first engine  3 L, and generates a propulsive force (a thrust) that moves the hull  2 . The second marine vessel propulsion device  4 R is driven by the second engine  3 R, and generates the propulsive force (the thrust) that moves the hull  2 . The first marine vessel propulsion device  4 L and the second marine vessel propulsion device  4 R are located side by side laterally. 
       FIG.  3    is a schematic side view that shows a configuration of the first marine vessel propulsion device  4 L. In  FIG.  3   , a portion of the first marine vessel propulsion device  4 L is shown in cross section. The first marine vessel propulsion device  4 L is a jet propulsion device that sucks in water around the hull  2  and jets it out. 
     As shown in  FIG.  3   , the first marine vessel propulsion device  4 L includes a first impeller shaft  21 L, a first impeller  22 L, a first impeller housing  23 L, a first nozzle  24 L, a first deflector  25 L, and a first reverse bucket  26 L. The first impeller shaft  21 L extends in a front-rear direction. A front portion of the first impeller shaft  21 L is connected to the output shaft of the first engine  3 L via a coupling  28 L. A rear portion of the first impeller shaft  21 L is located inside the first impeller housing  23 L. The first impeller housing  23 L is located behind a water suction portion  27 L. The first nozzle  24 L is located behind the first impeller housing  23 L. 
     The first impeller  22 L is attached to the rear portion of the first impeller shaft  21 L. The first impeller  22 L is located inside the first impeller housing  23 L. The first impeller  22 L rotates together with the first impeller shaft  21 L and sucks the water from the water suction portion  27 L. The first impeller  22 L jets the sucked water rearward from the first nozzle  24 L. 
     The first deflector  25 L is located behind the first nozzle  24 L. The first reverse bucket  26 L is located behind the first deflector  25 L. The first deflector  25 L is configured so as to change a jetting direction of the water from the first nozzle  24 L to a left/right direction. That is, by changing the direction of the first deflector  25 L to the left/right direction, a traveling direction (a moving direction) of the marine vessel  1  is changed to the left or the right. 
     A first steering actuator  32 L is connected to the first deflector  25 L of the first marine vessel propulsion device  4 L. The first reverse bucket  26 L is switchable between a forward position, a reverse position, and a neutral position. When the first reverse bucket  26 L is in the forward position, the water from the first nozzle  24 L is jetted rearward. As a result, the marine vessel  1  moves forward. When the first reverse bucket  26 L is in the reverse position, the jetting direction of the water from the first nozzle  24 L is changed to ahead (the water from the first nozzle  24 L is jetted forward). As a result, the marine vessel  1  moves backward. 
     Here, the neutral position of the first reverse bucket  26 L is a position between the forward position and the reverse position. In the neutral position, the first reverse bucket  26 L changes the direction of a jet flow of the water from the first nozzle  24 L to the left or the right of the hull  2 . Therefore, in the neutral position, the first reverse bucket  26 L reduces a propulsive force (a thrust) that moves the hull  2  forward. As a result, either the hull  2  is slowed down or the hull  2  is held at a stopping position. Although illustration is omitted, the second marine vessel propulsion device  4 R is configured similarly to the first marine vessel propulsion device  4 L. 
     Next, a control system of the marine vessel  1  will be described.  FIG.  4    is a block diagram of the control system of the marine vessel  1  including the marine vessel maneuvering support system in a preferred embodiment of the present invention. 
     The marine vessel maneuvering support system includes a controller  40  (a control unit) and the steering apparatus  14 . The controller  40  includes 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 vessel  1 . 
     The marine vessel  1  includes the first steering actuator  32 L and a first shift actuator  34 L. The controller  40  is communicably connected to the first engine  3 L, the first steering actuator  32 L, and the first shift actuator  34 L. 
     The first steering actuator  32 L changes a steering angle of the first deflector  25 L. The first steering actuator  32 L is, for example, an electric motor. Alternatively, the first steering actuator  32 L may be another actuator such as a hydraulic cylinder. 
     The first shift actuator  34 L is connected to the first reverse bucket  26 L of the first marine vessel propulsion device  4 L. The first shift actuator  34 L switches the position of the first reverse bucket  26 L between the forward position, the reverse position, and the neutral position. The first shift actuator  34 L is, for example, an electric motor. Alternatively, the first shift actuator  34 L may be another actuator such as a hydraulic cylinder. 
     The marine vessel  1  includes a second steering actuator  32 R and a second shift actuator  34 R. The second steering actuator  32 R is connected to a second deflector  25 R of the second marine vessel propulsion device  4 R. The second shift actuator  34 R is connected to a second reverse bucket  26 R of the second marine vessel propulsion device  4 R. These configurations are devices to control the second marine vessel propulsion device  4 R, and are the same configurations as the configuration of the first steering actuator  32 L and the configuration of the first shift actuator  34 L that are described above. The controller  40  is communicably connected to the second steering actuator  32 R and the second shift actuator  34 R. 
     The controller  40  may be a single apparatus, or may be a plurality of separate control units. The controller  40  is communicably connected to the steering apparatus  14  and the remote control unit  15 . 
     The remote control unit  15  is operated to adjust outputs of the engines  3 L and  3 R and switch between forward moving and backward moving. The remote control unit  15  includes a first throttle lever  15 L and a second throttle lever  15 R. The first throttle lever  15 L and the second throttle lever  15 R are operable in a forward moving direction and in a backward moving direction from zero operation positions, respectively. 
     The remote control unit  15  outputs signals that indicate operation amounts and operation directions of the first throttle lever  15 L and the second throttle lever  15 R. In a normal marine vessel maneuvering mode (described below), the controller  40  controls a rotational speed of the first engine  3 L according to the operation amount of the first throttle lever  15 L. The controller  40  controls a rotational speed of the second engine  3 R according to the operation amount of the second throttle lever  15 R. The controller  40  controls the first shift actuator  34 L according to the operation direction of the first throttle lever  15 L. The controller  40  controls the second shift actuator  34 R according to the operation direction of the second throttle lever  15 R. As a result, switching between the forward moving and the backward moving of the marine vessel  1  is performed. 
     The marine vessel  1  includes a display unit  39  and a setting operation unit  38 . The display unit  39  includes a display and displays various kinds of information based on instructions from the controller  40 . The setting operation unit  38  includes 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 unit  38  are supplied to the controller  40 . 
     The steering apparatus  14  includes a left lateral movement switch  53 , a right lateral movement switch  54 , a pivot turning switch  55 , an RPM (revolutions per minute) adjustment switch  56 , a left paddle  57 , a right paddle  58 , an enabled/disabled changeover switch  59 , a left pressing switch  63 , and a right pressing switch  64 . The switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , and the paddles  57  and  58  are operated by a marine vessel operator, and operation signals are supplied to the controller  40 . Functions and arrangements of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , and the paddles  57  and  58  will 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 controller  40  controls a bow direction of the hull  2  according to the operation of a wheel portion  43 . The steering apparatus  14  outputs an operation signal, which indicates an operation position of the wheel portion  43 , to the controller  40 . The controller  40  controls the steering actuators  32 L and  32 R according to the operation of the wheel portion  43 . As a result, the bow direction of the hull  2  is changed to the left or the right. In addition, in the normal marine vessel maneuvering mode, the controller  40  controls the marine vessel propulsion devices  4 L and  4 R according to the operation of the remote control unit  15 . 
     In the drive modes, the controller  40  controls the marine vessel propulsion devices  4 L and  4 R according to the operations of the switches and the paddles of the steering apparatus  14 . That is, the functions of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , and the paddles  57  and  58  of the steering apparatus  14  are enabled in the drive modes. 
     The enabled/disabled changeover switch  59  switches 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 switch  59  is pressed. 
     The lateral thrust generation modes (the lateral movement modes and the pressing modes) generate a thrust that moves the hull  2  in a lateral direction. Among the lateral movement modes, the left lateral movement mode and the right lateral movement mode control the marine vessel propulsion devices  4 L and  4 R so as to laterally move the hull  2  leftward and rightward, respectively. Further, among the pressing modes, the left pressing mode and the right pressing mode control the marine vessel propulsion devices  4 L and  4 R so that the hull  2  comes alongside a docking place such as a pier and a state in which the hull  2  is pressed against the docking place is maintained. The lateral movement modes and the pressing modes are common in that the thrust to move the hull  2  in the lateral direction acts on the hull  2 . However, the lateral thrust (the thrust in the lateral direction) acting on the hull  2  is smaller in the pressing modes than in the lateral movement modes. 
     Here, moving laterally means that the hull  2  moves in a horizontal direction without rotating in a yaw direction around the center of gravity G (see  FIG.  1   ). For example, in the lateral movement modes without pivot turning, the center of gravity G of the hull  2  moves 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 hull  2  in an oblique direction (diagonally left, right, front and rear) by applying a thrust in the front-rear direction (described below with reference to  FIGS.  9 A to  9 E, and  10   ). Furthermore, the pivot turning mode is a mode in which the hull  2  is rotated around the center of gravity G in the yaw direction. 
       FIG.  5    is a view of the steering apparatus  14  when viewed from above.  FIG.  6    is a view of the steering apparatus  14  when viewed from the front. 
     The steering apparatus  14  includes a steering mast  41 , and a paddle cover  49  provided with the left paddle  57  and the right paddle  58  (see  FIG.  5   ). In addition, as shown in  FIG.  6   , the steering apparatus  14  includes a central portion  44 , the wheel portion  43  having an annular shape, and three spoke portions (a first spoke portion  45 , a second spoke portion  46 , and a third spoke portion  47 ). The spoke portions  45 ,  46 , and  47  connect the central portion  44  and the wheel portion  43  to form a steering wheel that rotates together (rotates integrally). In addition, the steering wheel including the left paddle  57 , the right paddle  58 , and the paddle cover  49  may also be referred to as a steering wheel. The wheel portion  43  is a portion that is gripped by the marine vessel operator. 
     The central portion  44  is supported rotatably around a rotation fulcrum C 0 , which is a shaft line (an axis) of a steering shaft  42 , with respect to the hull  2 . In  FIG.  6   , the steering apparatus  14  is viewed from the front in a shaft line direction of the rotation fulcrum C 0 . 
     Hereinafter, positional relationships and angular relationships in a circumferential direction about the rotation fulcrum C 0  will be specified by a state where the steering wheel is in the neutral position shown in  FIG.  6   . The neutral position referred to here is the rotational position of the wheel portion  43  when the hull  2  is caused to move straight. Virtual straight lines passing through the center positions of the spoke portions  45 ,  46 , and  47  in the width direction and the rotation fulcrum C 0  when viewed from the shaft line direction of the rotation fulcrum C 0  are set as virtual straight lines L 1 , L 2 , and L 3 , respectively. The virtual straight line L 1  extends diagonally to the upper left from the rotation fulcrum C 0 , and the virtual straight line L 2  extends diagonally to the upper right from the rotation fulcrum C 0 . Therefore, the first spoke portion  45  is a left spoke portion that extends to the upper left from the central portion  44 , and the second spoke portion  46  is a right spoke portion that extends to the upper right from the central portion  44 . 
     In the circumferential direction about the rotation fulcrum C 0 , the virtual straight line L 1 , the virtual straight line L 2 , and the virtual straight line L 3  define an angle of about 120° with each other. That is, the spoke portions  45 ,  46 , and  47  are located at angular intervals of about 120°. 
     A surface  48  of the spoke portions  45 ,  46 , and  47  and the central portion  44  is a continuous reference surface. The switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64  are located on the surface  48 . The switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64  are all push button type switches that are movable in a direction perpendicular to the surface  48 . 
     The left lateral movement switch  53 , the left pressing switch  63 , and the pivot turning switch  55  are located on the first spoke portion  45  in this order from the outward side in a radial direction centered on the rotation fulcrum C 0 . The left lateral movement switch  53  and the left pressing switch  63  are adjacent to each other. The left lateral movement switch  53  and the left pressing switch  63  are positioned on the common virtual straight line L 1 . 
     The right lateral movement switch  54 , the right pressing switch  64 , and the RPM adjustment switch  56  are located on the second spoke portion  46  in this order from the outward side in the radial direction centered on the rotation fulcrum C 0 . The right lateral movement switch  54  and the right pressing switch  64  are adjacent to each other. The right lateral movement switch  54  and the right pressing switch  64  are positioned on the common virtual straight line L 2 . 
     In the radial direction centered on the rotation fulcrum C 0 , an outer edge position of the left lateral movement switch  53  is farther away than an outer edge position of the left pressing switch  63  with respect to the rotation fulcrum C 0 . Similarly, in the radial direction centered on the rotation fulcrum C 0 , an outer edge position of the right lateral movement switch  54  is farther away than an outer edge position of the right pressing switch  64  with respect to the rotation fulcrum C 0 . 
     A set of the switches  53  and  63  and a set of the switches  54  and  64  are provided as a left and right pair. When viewed from the shaft line direction of the rotation fulcrum C 0 , the set of the switches  53  and  63  and the set of the switches  54  and  64  are located at positions that are linearly symmetrical with respect to a straight line extending along the virtual straight line L 3 . Similarly, the pivot turning switch  55  and the RPM adjustment switch  56  are located at positions that are linearly symmetrical with respect to the straight line extending along the virtual straight line L 3 . The enabled/disabled changeover switch  59  (a third switch) is located on the third spoke portion  47 . 
     The left paddle  57  and the right paddle  58  protrude from the paddle cover  49  (see  FIG.  5   ). The left paddle  57  and the right paddle  58  are freely movable in the front-rear direction. The paddles  57  and  58  are moved 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 paddles  57  and  58  are released. The paddles  57  and  58  are operable at arbitrary positions between the initial positions and maximum operation positions. With respect to the steering mast  41 , the paddle cover  49 , the left paddle  57 , and the right paddle  58  rotate integrally with the wheel portion  43  around the rotation fulcrum C 0 . 
     As shown in  FIG.  6   , when viewed from the shaft line direction of the rotation fulcrum C 0 , the left paddle  57  and the right paddle  58  are located at positions that are linearly symmetrical with respect to the straight line extending along the virtual straight line L 3 . The left lateral movement switch  53  is located at a position where the marine vessel operator is able to operate the left lateral movement switch  53  with a finger of a hand operating the left paddle  57  while operating the left paddle  57 . The right lateral movement switch  54  is located at a position where the marine vessel operator is able to operate the right lateral movement switch  54  with a finger of a hand operating the right paddle  58  while operating the right paddle  58 . 
     The left paddle  57  exists in an angle range θL in the circumferential direction about the rotation fulcrum C 0 . The right paddle  58  exists in an angle range θR in the circumferential direction about the rotation fulcrum C 0 . Therefore, in a state where the wheel portion  43  is in the neutral position, the switches  53  and  63  are positioned within the angle range θL in the circumferential direction in which the left paddle  57  is located, and the switches  54  and  64  are positioned within the angle range θR in the circumferential direction in which the right paddle  58  is located. 
     A virtual plane passing through the rotation fulcrum C 0  and parallel to the left/right direction is set as a virtual plane  50  (see  FIG.  6   ). In the state where the wheel portion  43  is in the neutral position, the switches  53  and  63  are positioned above the virtual plane  50 , and in the circumferential direction about the rotation fulcrum C 0 , are positioned within an angle range from, for example, about 20° to about 40° with respect to the virtual plane  50 . The same applies to the switches  54  and  64 , and although angles are not shown, the switches  54  and  64  are positioned within the angle range from about 20° to about 40° with respect to the virtual plane  50 . It should be noted that the angle range θL and the angle range θR are also included in the angle range from about 20° to about 40° with respect to the virtual plane  50 . 
     Further, in the state where the wheel portion  43  is in the neutral position, in the shaft line direction of the rotation fulcrum C 0 , when the wheel portion  43  is viewed from the marine vessel operator, at least a portion of the first spoke portion  45  and at least a portion of the left paddle  57  overlap each other, and at least a portion of the second spoke portion  46  and at least a portion of the right paddle  58  overlap each other. 
       FIG.  7    is a schematic partial sectional view taken along line A-A of  FIG.  6   . It should be noted that the line A-A extends through the virtual straight line L 1 . The left lateral movement switch  53  and the left pressing switch  63  are different from each other in height in a pressing direction (in a position of an operated surface). That is, the left lateral movement switch  53  protrudes than the surface  48  (protrudes with respect to the surface  48 ), and the left pressing switch  63  is recessed from the surface  48  (is recessed with respect to the surface  48 ). A height relationship between the switches  54  and  64  is the same as the height relationship between the switches  53  and  63 . Moreover, as with the left pressing switch  63 , the enabled/disabled changeover switch  59 , the pivot turning switch  55 , and the RPM adjustment switch  56  may be recessed from the surface  48  (may be recessed with respect to the surface  48 ). 
     Further, an operated surface  53   a  of the left lateral movement switch  53  becomes higher toward the outer side in the radial direction centered on the rotation fulcrum C 0 . This makes it easier to recognize the operated surface  53   a  with a sense of touch even while performing the paddle operation. It should be noted that a height of the operated surface  53   a  may vary uniformly in the radial direction. However, from the viewpoint of facilitating recognition of the operated surface  53   a , it is not essential that the height of the operated surface  53   a  varies uniformly in the radial direction, and a region whose height does not vary may exist in a portion of the operated surface  53   a . Therefore, the height of the operated surface  53   a  may be higher at a second position (for example, a position farthest from the rotation fulcrum C 0  in the radial direction), which is located on the outer side than a first position (for example, a position nearest to the rotation fulcrum C 0  in the radial direction), than at the first position. 
     Further, as indicated by a dotted line in  FIG.  7   , the shape of the operated surface  53   a  may include a lip portion  53   b  at a position near the outer side in the radial direction. By providing the lip portion  53   b , not only it is easier to recognize the operated surface  53   a  with 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 switch  54  may also be configured in the same manner as the operated surface  53   a.    
     Next, the functions of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , and the paddles  57  and  58  of the steering apparatus  14  will be described. In addition, a control performed by the controller  40  will be described. 
     Primarily in the normal marine vessel maneuvering mode, the controller  40  controls the bow direction of the hull  2  according to the operation of the wheel portion  43 . The steering apparatus  14  outputs the operation signal, which indicates the operation position of the wheel portion  43 , to the controller  40 . The controller  40  controls the steering actuators  32 L and  32 R according to the operation of the wheel portion  43 . As a result, the bow direction of the hull  2  is changed to the left or the right. 
     Primarily in the drive modes, the controller  40  controls the marine vessel propulsion devices  4 L and  4 R based on the operation signals of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , and the paddles  57  and  58 . 
     The left paddle  57  (a paddle for backward moving) is an operation portion to cause a backward thrust to be applied to the hull  2 , and the right paddle  58  (a paddle for forward moving) is an operation portion to cause a forward thrust to be applied to the hull  2 . Primarily in the drive modes, the controller  40  controls so as to apply a thrust corresponding to operation amounts of the paddles  57  and  58  to the hull  2 . The paddles  57  and  58  are usually operated while the wheel portion  43  is gripped by the marine vessel operator. 
     The functions of the switches  53 ,  54 ,  55 ,  56 ,  63 , and  64  that are located on the surface  48  are enabled in the drive modes. Therefore, the enabled/disabled changeover switch  59  switches enabling/disabling of the functions of the switches  53 ,  54 ,  55 ,  56 ,  63 , and  64 . 
     The left lateral movement switch  53 , the right lateral movement switch  54 , the left pressing switch  63 , and the right pressing switch  64  are mode switches to select or activate the lateral thrust generation mode. 
     The left lateral movement switch  53  and the right lateral movement switch  54  are first switches to select or activate the lateral movement mode, and are switches to continue generating the thrust in the lateral direction with respect to the hull  2  while these switches are pressed by the marine vessel operator. The controller  40  controls the marine vessel propulsion devices  4 L and  4 R in accordance with instructions from the switches  53  and  54  to execute the lateral movement mode. The controller  40  maintains the lateral movement mode during the operation period of the switches  53  and  54 . 
     The left pressing switch  63  and the right pressing switch  64  are second switches to select or activate the pressing mode, and are switches to generate the thrust in the lateral direction with respect to the hull  2  in response to being pressed. The controller  40  controls the marine vessel propulsion devices  4 L and  4 R in accordance with instructions from the switches  63  and  64  to execute the pressing mode. The controller  40  maintains the pressing mode during the period from when the switches  63  and  64  are operated until when the release operation is performed. 
     Therefore, the switches  53  and  54  and the switches  63  and  64  are also switches to control the hull  2  in modes different from each other (the lateral movement mode and the pressing mode). In other words, the switches  53 ,  54 ,  63 , and  64  are common in that all of them are switches to cause the thrust to be applied to the hull  2  in the lateral direction. However, the switches  63  and  64  are mainly used when bringing the hull alongside, and a frequency of use of the switches  53  and  54  is higher than a frequency of use of the switches  63  and  64 . In addition, since not only the switches  53  and  54  (the first switches) have a function (a first function) that instructs to apply the thrust in the lateral direction to the hull  2 , but also the switches  63  and  64  (the second switches) have the function (the first function) that instructs to apply the thrust in the lateral direction to the hull  2 , the switches  53  and  54  (the first switches) and the switches  63  and  64  (the second switches) have functions (the first functions) that overlap each other. On the other hand, the switches  53  and  54  (the first switches) are the switches to continue generating the thrust in the lateral direction with respect to the hull  2  while they are pressed by the marine vessel operator, and the switches  63  and  64  (the second switches) are the switches to generate the thrust in the lateral direction with respect to the hull  2  in response to being pressed. From this point of view, the switches  53  and  54  (the first switches) and the switches  63  and  64  (the second switches) have second functions that are different from each other. 
     The pivot turning switch  55  instructs to start the pivot turning mode. In the pivot turning mode, the controller  40  controls the marine vessel propulsion devices  4 L and  4 R to rotate the hull  2  leftward or rightward on the spot according to the rotation operation of the wheel portion  43 . 
     The RPM adjustment switch  56  switches engine speeds of the engines  3 L and  3 R between at least two stages (for example, low and high). Switching of the engine speeds of the engines  3 L and  3 R is applied to each mode of the drive modes. The stages of the engine speeds of the engines  3 L and  3 R that are switchable are set in advance for each mode. 
       FIG.  8    is a flowchart that shows a drive mode process. In the controller  40 , 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 switch  59  in 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 or ended. 
     In step S 101 , the controller  40  shifts the marine vessel maneuvering mode to the drive mode. In step S 102 , the controller  40  determines whether or not the operation of the steering apparatus  14  (the operation of any one of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , the paddles  57  and  58 , and the wheel portion  43 ) has been detected. The operations of the steering device  14  referred to here include pressing operations and releasing operations of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , changing the depths of pressing of the paddles  57  and  58 , and the rotation operation of the wheel portion  43 . 
     Then, in the case that the operation of the steering apparatus  14  has not been detected (NO in step S 102 ), the controller  40  proceeds to step S 115 , 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 switch  59  during 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 S 115 ), the controller  40  returns to step S 102 , and on the other hand, in the case that the release operation of the drive mode has been detected (YES in step S 115 ), the controller  40  proceeds to step S 116 . In step S 116 , the controller  40  shifts the marine vessel maneuvering mode to the normal marine vessel maneuvering mode, and ends the drive mode process shown in  FIG.  8   . 
     In the case that the operation of the steering apparatus  14  has been detected (YES in step S 102 ), the controller  40  shifts 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 switch  53  or the right lateral movement switch  54  (step S 103 ), the controller  40  executes step S 109 , and then proceeds to step S 115 . 
     In step S 109 , in the case of not being in the lateral movement mode, the controller  40  shifts to the left lateral movement mode when the left lateral movement switch  53  is newly press-operated, and shifts to the right lateral movement mode when the right lateral movement switch  54  is 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 switch  53  or the right lateral movement switch  54  is release-operated, the controller  40  releases 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 switch  54  is 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 switch  53  is 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 S 109 , the controller  40  controls the marine vessel propulsion devices  4 L and  4 R to apply a thrust, which moves the hull  2  laterally to the left or the right, to the hull  2 . Therefore, in the case of not being in contact with the pier, the hull  2  laterally moves to the left or the right. This will be described with reference to  FIGS.  9 A to  9 E . 
       FIGS.  9 A to  9 E  are schematic views that show a thrust acting on the hull  2  in the lateral movement mode or the pressing mode. For the sake of convenience, it is assumed that a rotation center position when the hull  2  pivot-turns coincides with the center of gravity G. Further, it is assumed that the first marine vessel propulsion device  4 L and the second marine vessel propulsion device  4 R are located at left and right symmetrical positions with respect to a center line of the hull  2  in the front-rear direction. 
       FIG.  9 A  shows the thrust acting on the hull  2  in the right lateral movement mode or the right pressing mode. As shown in  FIG.  9 A , in the right lateral movement mode or the right pressing mode, a first thrust acting line  4 L-P of the first marine vessel propulsion device  4 L and a second thrust acting line  4 R-P of the second marine vessel propulsion device  4 R intersect at the center of gravity G. In this case, a first thrust FL of the first marine vessel propulsion device  4 L is a vector facing to front right, and a second thrust FR of the second marine vessel propulsion device  4 R 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 hull  2  with the center of gravity G as an acting point FO. Therefore, since no rotational moment acts on the hull  2 , the hull  2  laterally 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 in  FIG.  9 A . 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.  9 B to  9 D  will be described below in conjunction with the description of  FIG.  10   . 
     In the case that the detected operation is an operation of the left pressing switch  63  or the right pressing switch  64  as a result of the determination in step S 102  (step S 104 ), the controller  40  executes step S 110 , and then proceeds to step S 115 . 
     In step S 110 , in the case of not being in the pressing mode, the controller  40  shifts to the left pressing mode when the left pressing switch  63  is press-operated, and shifts to the right pressing mode when the right pressing switch  64  is press-operated. In addition, when the left pressing switch  63  is press-operated during the right pressing mode, the controller  40  shifts to the left pressing mode. Further, when the right pressing switch  64  is press-operated during the left pressing mode, the controller  40  shifts to the right pressing mode. On the other hand, when the left pressing switch  63  is press-operated during the left pressing mode, the controller  40  releases the left pressing mode. Further, when the right pressing switch  64  is press-operated during the right pressing mode, the controller  40  releases the right pressing mode. 
     In the case of having shifted to the left pressing mode or the right pressing mode in step S 110 , the controller  40  controls the marine vessel propulsion devices  4 L and  4 R to apply a thrust, which moves the hull  2  laterally to the left or the right (the resultant force FS smaller than that in the lateral movement mode), to the hull  2 . At this time, if the hull  2  is in contact with the pier or the like, or is sufficiently close to the pier or the like, the state in which the hull  2  is pressed against the pier or the like is maintained. 
     In the case that the detected operation is an operation of the pivot turning switch  55  as the result of the determination in step S 102  (step S 105 ), the controller  40  executes step S 111 , and then proceeds to step S 115 . 
     In step S 111 , in the case of not being in the pivot turning mode, the controller  40  shifts to the pivot turning mode when the pivot turning switch  55  is newly press-operated. On the other hand, during the pivot turning mode, when the pivot turning switch  55  is newly press-operated, the controller  40  releases the pivot turning mode. 
     In the case that the detected operation is an operation of the RPM adjustment switch  56  as the result of the determination in step S 102  (step S 106 ), the controller  40  executes step S 112 , and then proceeds to step S 115 . 
     In step S 112 , when the RPM adjustment switch  56  is newly press-operated, the controller  40  switches the engine speeds of the engines  3 L and  3 R 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 switch  56  is 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 switch  56  is operated. 
     In the case that the detected operation is one of other operations as the result of the determination in step S 102  (step S 107 ), the controller  40  executes other processes (processes corresponding to one of the other operations) in step S 113 , and then proceeds to step S 115 . 
     In step S 113 , for example, during the pivot turning mode, when the rotation operation of the wheel portion  43  as one of the other operations has been performed, the controller  40  controls so as to make the hull  2  pivot-turn at a speed corresponding to a rotation amount of the wheel portion  43 . In order to make the hull  2  pivot-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 line  4 L-P and the second thrust acting line  4 R-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 S 113 , 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 paddle  57  or the right paddle  58  as the result of the determination in step S 102  (step S 108 ), the controller  40  executes a corresponding-to-paddle process (see  FIG.  10   ) that will be described below in step S 114 , and then proceeds to step S 115 . 
       FIG.  10    is a flowchart that shows the corresponding-to-paddle process executed in step S 114  of  FIG.  8   . 
     In step S 201 , the controller  40  determines 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 S 201 ), the controller  40  proceeds to step S 202 , and on the other hand, in the case that the lateral movement mode is not being executed (NO in step S 201 ), the controller  40  proceeds to step S 203 . 
     In step S 202 , the controller  40  controls the magnitude of the thrust in the front-rear direction acting on the hull  2  according to the operation amounts of the paddles. That is, the controller  40  controls at least one of the marine vessel propulsion devices  4 L and  4 R 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 paddle  57  is operated, the controller  40  changes the magnitude of the thrust in the front-rear direction according to the operation amount of the left paddle  57 , and when the right paddle  58  is operated, the controller  40  changes the magnitude of the thrust in the front-rear direction according to the operation amount of the right paddle  58 . The controller  40  controls 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 controller  40  changes 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 device  4 L 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 device  4 R 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 devices  4 L and  4 R 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 paddle  58  is newly operated during the right lateral movement mode shown in  FIG.  9 A . Upon this, the forward thrust corresponding to the operation amount (the operation depth) of the right paddle  58  after the operation is generated. For this purpose, the controller  40  at least either increases the thrust of the marine vessel propulsion device  4 L or decreases the thrust of the marine vessel propulsion device  4 R. Here, from the viewpoint of improving the efficiency of the thrust change, the controller  40  increases only the thrust of the marine vessel propulsion device  4 L providing the forward moving component thrust. 
     By changing (increasing) only the thrust of the marine vessel propulsion device  4 L, a state shown in  FIG.  9 B  is obtained. It should be noted that the angles of the first thrust acting line  4 L-P and the second thrust acting line  4 R-P are not changed.  FIG.  9 B  shows the thrust acting on the hull  2  when only the first thrust FL is increased without changing the second thrust FR with respect to the state of  FIG.  9 A . By increasing only the thrust of the marine vessel propulsion device  4 L, 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 hull  2  moves laterally to the diagonal front right. 
     On the other hand, it is assumed that the left paddle  57  is newly operated during the right lateral movement mode shown in  FIG.  9 A . In this case, the controller  40  decreases only the thrust of the marine vessel propulsion device  4 L. Upon this, a state shown in  FIG.  9 C  is 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 hull  2  moves 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 paddle  58  is newly operated during the left lateral movement mode, the controller  40  increases only the thrust of the marine vessel propulsion device  4 R providing the forward moving component thrust. Upon this, a state shown in  FIG.  9 D  is obtained. The vector direction of the resultant force FS faces to diagonal front left, and the hull  2  moves laterally to the diagonal front left. On the other hand, when the left paddle  57  is newly operated during the left lateral movement mode, the controller  40  decreases only the thrust of the marine vessel propulsion device  4 R. Upon this, a state shown in  FIG.  9 E  is obtained. The vector of the resultant force FS faces to diagonal rear left, and the hull  2  moves 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 controller  40  controls 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 controller  40  controls 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 paddle  58  decreases during the right lateral movement mode and during moving to the diagonal front right, the controller  40  decreases the thrust of the marine vessel propulsion device  4 L. 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 paddle  57  decreases during the right lateral movement mode and during moving to the diagonal rear right, the controller  40  increases the thrust of the marine vessel propulsion device  4 L. 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 paddle  58  decreases during the left lateral movement mode and during the moving to the diagonal front left, the controller  40  decreases the thrust of the marine vessel propulsion device  4 R. 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 paddle  57  decreases during the left lateral movement mode and during the moving to the diagonal rear left, the controller  40  increases the thrust of the marine vessel propulsion device  4 R. As a result, the vector direction of the resultant force FS becomes closer to the left. 
     The marine vessel operator is operating either the switch  53  or the switch  54  during the lateral movement mode. In this state, it is necessary to operate either the paddle  57  or the paddle  58 . However, the switch  53  is positioned within the angle range θL, and the switch  54  is positioned within the angle range θR (see  FIG.  6   ). Therefore, since the marine vessel operator is able to easily operate the paddles  57  and  58  while pressing the lateral movement switches  53  and  54 , the operability is easy. 
     In step S 203 , the controller  40  determines whether or not the pressing mode is currently being executed. In the case that the pressing mode is being executed (YES in step S 203 ), the controller  40  proceeds to step S 204 , and on the other hand, in the case that the pressing mode is not being executed (NO in step S 203 ), the controller  40  proceeds to step S 205 . 
     In step S 204 , the controller  40  controls the magnitude of the thrust in the front-rear direction acting on the hull  2  according to the number of times of operations of the paddles. That is, the controller  40  controls at least one of the marine vessel propulsion devices  4 L and  4 R 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 controller  40  performs 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 controller  40  displaces the thrust stage by 1 stage in the backward moving direction (by −1 stage in the forward moving direction) each time the left paddle  57  is 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 paddle  58  is operated. 
     From the viewpoint of improving the efficiency of the thrust change, the controller  40  changes 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 devices  4 L and  4 R 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 devices  4 L and  4 R for changing the thrust in the front-rear direction is the same as the control in the lateral movement mode (step S 202 ). 
     It is assumed that in  FIG.  9 A , it is during the right pressing mode, and the hull  2  is in a alongside pier state (the hull  2  comes alongside the pier). When the right paddle  58  is operated once in this state, since the thrust in the forward moving direction is increased by one stage, as shown in  FIG.  9 B , the thrust toward the diagonal front right acts on the hull  2 . Since the hull  2  is already in the alongside pier state, the hull  2  moves forward. Therefore, it is convenient to finely adjust the position in the front-rear direction of the hull  2 , which is in the alongside pier state. It should be noted that in the case that it is during the pressing mode and the hull  2  is not in the alongside pier state, each time the right paddle  58  is operated once, the direction of diagonal movement (diagonally moving) becomes closer to the front. 
     In step S 205 , the controller  40  executes other processes corresponding to the paddle operation. After steps S 202 , S 204 , and S 205 , the controller  40  ends the corresponding-to-paddle process shown in  FIG.  10   . 
     In this way, the controller  40  performs the control so as to generate or change the thrust in the front-rear direction acting on the hull  2  according to the paddle operation when the lateral thrust generation mode is being executed. That is, when the right paddle  58  is operated, the controller  40  generates the forward thrust, increases the forward thrust, or decreases the backward thrust. When the left paddle  57  is operated, the controller  40  generates 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 hull  2  without 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 switch  53  and the left pressing switch  63  are different from each other in height in the pressing direction (in the position of the operated surface) (see  FIG.  7   ). In addition, the right lateral movement switch  54  and the right pressing switch  64  are different from each other in height in the pressing direction. Here, the switches  53  and  54  and the switches  63  and  64  have a common function that starts the lateral moving of the hull  2 , 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 switches  53  and  54  and the switches  63  and  64  partially 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 switches  53 ,  54 ,  63 , and  64 ). 
     In addition, since the switches  53  and  54  are located at the positions where the marine vessel operator is able to operate the switches  53  and  54  with the fingers of the hands operating the paddles  57  and  58  while operating the paddles  57  and  58 , respectively, it is possible to improve the operability including the operation of the paddles  57  and  58 . 
     In particular, as shown in  FIG.  6   , the switches  53  and  63  are positioned within the angle range θL in the circumferential direction about the rotation fulcrum C 0  in which the left paddle  57  is located, and the switches  54  and  64  are positioned within the angle range θR in the circumferential direction in which the right paddle  58  is located. In addition, when viewed from the shaft line direction of the rotation fulcrum C 0 , at least a portion of the first spoke portion  45  and at least a portion of the left paddle  57  overlap each other, and at least a portion of the second spoke portion  46  and at least a portion of the right paddle  58  overlap each other. These facilitate concurrent operations of the switches  54  and  64  and the left paddle  57  and concurrent operations of the switches  53  and  54  and the right paddle  58 . 
     Moreover, the switches  53  and  54  that continue to generate the thrust in the lateral direction with respect to the hull  2  while they are pressed by the marine vessel operator, and the switches  63  and  64  that generate the thrust in the lateral direction with respect to the hull  2  in response to being pressed, are provided separately. As a result, it is possible to improve the operability especially when making the hull  2  move laterally or bringing the hull  12  alongside the pier. 
     Further, the lateral thrust acting on the hull  2  is smaller in thrust in the lateral direction while the switches  53  and  54  are pressed by the marine vessel operator (in the lateral movement mode) than the thrust in the lateral direction in response to pressing of the switches  63  and  64  (in the pressing mode). As a result, it is possible to appropriately execute wanting to bring the hull  12  alongside the pier quickly and the case of wanting to maintain the alongside pier state. 
     In addition, the switches  53  and  63  are positioned above the virtual plane  50 , and in the circumferential direction about the rotation fulcrum C 0 , are positioned within the angle range from about 20° to about 40° with respect to the virtual plane  50  (see  FIG.  6   ). This makes it easy for the marine vessel operator to operate the switches  53  and  63  while standing. It should be noted that from the viewpoint of facilitating the operation, the switches  53  and  63  may be positioned within an angle range from, for example, about 0° to about 60° with respect to the virtual plane  50 . 
     In addition, the switches  53  and  63  are positioned on the common virtual straight line L 1 , and the switches  54  and  64  are positioned on the common virtual straight line L 2  (see  FIG.  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 C 0 , the outer edge positions of the switches  53  and  54  are farther away than the outer edge positions of the switches  63  and  64  with respect to the rotation fulcrum C 0 . This makes it easy to operate the switches  53  and  54  with thumbs of the hands that grips the wheel portion  43 . When bringing the hull  12  alongside the pier, it is assumed that the pressing operation and the releasing operation of the switches  53  and  54  are repeated several times. Therefore, locating the switches  53  and  54 , which are frequently used during the alongside pier operation, closer to the wheel portion  43  contributes to an improvement in the operability. 
     Further, since the operated surface  53   a  of the left lateral movement switch  53  becomes higher toward the outer side in the radial direction centered on the rotation fulcrum C 0 , it is easy to recognize the operated surface  53   a  with the sense of touch, which contributes to an improvement in the operability. 
     In addition, by operating the enabled/disabled changeover switch  59  to switch the marine vessel maneuvering mode between the normal marine vessel maneuvering mode and the drive mode, the functions of the switches  53 ,  54 ,  63 , and  64  are easily switched between enabled and disabled. As a result, the usability is improved. 
     Furthermore, since the set of the switches  53  and  63  is located on the first spoke portion  45  that extends to the upper left from the central portion  44 , and the set of the switches  54  and  64  is located on the second spoke portion  46  that extends to the upper right from the central portion  44 , 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 mode (the switches  53 ,  54 ,  63 , and  64 ) are provided on the wheel portion  43 , and the steering apparatus  14  is further provided with the left paddle  57  and the right paddle  58  that are used to issue an instruction to apply the thrust in the front-rear direction to the hull  2 . The controller  40  is configured or programmed to control at least one of the marine vessel propulsion devices  4 L and  4 R, and execute the lateral thrust generation mode in accordance with the instructions from the mode switches. The controller  40  is configured or programmed to control at least one of the marine vessel propulsion devices  4 L and  4 R to generate or change the thrust in the front-rear direction acting on the hull  2  in response to the operations of the paddles  57  and  58  when the lateral thrust generation mode is being executed. For example, with the operations near the wheel portion  43 , the marine vessel operator is able to move the hull  2  diagonally during the lateral movement mode, and adjust the longitudinal position of the hull  2  during the pressing mode. As a result, it is possible to improve the operability when bringing the hull  12  alongside 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 hull  2  is 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&#39;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 hull  2  is 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 hull  2  at 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 switches  53  and  54  is maintained, the lateral movement of the hull  2  is 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 switches  63  and  64  are operated until when the release operation is performed, the pressing mode is maintained. For example, when the left pressing switch  63  is press-operated during the left pressing mode, the left pressing mode is released, and when the right pressing switch  64  is press-operated during the right pressing mode, the right pressing mode is released. Therefore, it is possible to remove the fingers from the switches  63  and  64  while maintaining the execution of the pressing mode. This contributes to an improvement in the operability. 
     In addition, the set of the switches  53  and  63  and the set of the switches  54  and  64  are 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 hull  12  alongside 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 hull  12  alongside the pier by moving the hull  2  diagonally during the lateral movement mode and by adjusting the longitudinal position of the hull  2  during the pressing mode, it does not matter where the switches  53 ,  63 ,  54 , and  64  and the paddles  57  and  58  are located. In addition, the positional relationships between the switches  53 ,  63 ,  54 , and  64 , and the paddles  57  and  58  also 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 apparatus  14  may be enabled in both the normal marine vessel maneuvering mode and the drive mode. 
     It should be noted that the hull  2  may be provided with three or more marine vessel propulsion devices, and the controller  40  may 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 switch  59  is 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 switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64 , and the paddles  57  and  58  are always enabled, and steps S 101 , S 115 , and S 116  of  FIG.  8    may be eliminated. Regarding release of the lateral thrust generation mode or the pivot turning mode in the case that the enabled/disabled changeover switch  59  is not provided, it may be released by operating a component of the marine vessel  1  with a higher functional priority such as the remote control unit  15 . Alternatively, a predetermined button may be assigned for release for each mode. 
     It should be noted that the set of the switches  53  and  63  and the set of the switches  54  and  64  do 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 paddles  57  and  58  may be provided on the wheel portion  43 . It should be noted that a configuration, in which the paddles  57  and  58  do not rotate integrally with the wheel portion  43 , is not excluded. 
     It should be noted that the wheel portion  43 , which is rotate-operated to steer, does not have to be annular, and it is also not essential that the wheel portion  43  is 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 switches  53 ,  54 ,  63 , and  64  may 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 switch  53  or the switch  54  is operated for a short time, and the pressing mode may be selected or activated when the switch  53  or the switch  54  is operated for a long time exceeding a certain period of time (when a long press of the switch  53  or the switch  54  is performed). 
     It should be noted that at least one of the switches  53 ,  54 ,  55 ,  56 ,  59 ,  63 , and  64  is 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 in  FIG.  11   , the marine vessel may include outboard motors functioning as the marine vessel propulsion devices  4 L and  4 R. That is, the marine vessel propulsion devices  4 L and  4 R are not limited to jet propulsion devices, and may be other marine vessel propulsion devices such as outboard motors. 
     While preferred embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.