Patent Description:
A speed of a marine vessel is adjusted by operating a lever of a remote control switch provided at a maneuvering seat. In recent years, with the aim of reducing the burden on a marine vessel operator or the like, a marine vessel maneuvering system of the marine vessel has been equipped with a constant speed navigation mode that keeps the speed of the marine vessel constant without the marine vessel operator continuing to operate the lever of the remote control switch. For example, as shown in <FIG>, a speed control switch <NUM> functioning as an operation piece is provided on the side face of a lever <NUM> of a remote control switch <NUM>, and after the marine vessel operator operates the lever <NUM> of the remote control switch <NUM> to increase the speed of the marine vessel to a predetermined speed, when the marine vessel operator operates the speed control switch <NUM>, the marine vessel shifts to the constant speed navigation mode in which the marine vessel continues to navigate at the predetermined speed. Such a speed control switch <NUM> is provided with up and down buttons (indicated by "+" and "-" in <FIG>), and by operating the up and down buttons, it is possible for the marine vessel operator to change the speed of the marine vessel navigating in the constant speed navigation mode (For example, see "<NPL>).

However, the predetermined speed when the marine vessel is navigating in the constant speed navigation mode is often a relatively high speed, and in order to maintain the course of the marine vessel, the marine vessel operator needs to keep holding a steering wheel.

Therefore, in the case of changing the speed of the marine vessel navigating in the constant speed navigation mode with the up and down buttons of the speed control switch <NUM>, since the marine vessel operator needs to hold the steering wheel with one hand and operate the speed control switch <NUM> of the remote control switch <NUM> located away from the steering wheel with the other hand, it is not easy for the marine vessel operator to operate the speed control switch <NUM> accurately. In addition, since the up and down buttons are provided along with the speed control switch <NUM>, they cannot be made large, and it cannot be said that the operability is good. That is, there is room for improvement in the operability of the operation piece for changing the speed of the marine vessel.

It is the object of the present invention provide a marine vessel that is able to improve the operability of an operation piece for changing a speed of a marine vessel.

According to the present invention said object is solved by a marine vessel having the features of independent claim <NUM>. Preferred embodiments are laid down in the further dependent claims.

According to a preferred embodiment, a marine vessel includes a steering mechanism for the marine vessel. The steering mechanism for the marine vessel includes a steering wheel, a speed increasing paddle that accelerates the marine vessel, and a speed decreasing paddle that decelerates the marine vessel.

According to another preferred embodiment, a marine vessel includes a steering mechanism for the marine vessel. The steering mechanism for the marine vessel includes a steering wheel, a speed increasing switch that accelerates the marine vessel, and a speed decreasing switch that decelerates the marine vessel. The steering wheel includes a central portion that is supported rotatably around a rotation fulcrum with respect to a hull of the marine vessel, a wheel portion that has an annular shape, and at least two spoke portions that connect the central portion and the wheel portion. The at least two spoke portions are positioned above a virtual plane passing through the rotation fulcrum and parallel to a left/right direction, and are positioned within an angle range from <NUM>° to <NUM>° with respect to the virtual plane in a circumferential direction about the rotation fulcrum. The speed increasing switch and the speed decreasing switch are located on the at least two spoke portions, respectively.

According to another preferred embodiment, a steering handle for a marine vessel includes a steering wheel, a speed increasing paddle that accelerates the marine vessel, and a speed decreasing paddle that decelerates the marine vessel.

According to the preferred embodiments, although the steering mechanism for the marine vessel includes the steering wheel, the speed increasing paddle that accelerates the marine vessel, and the speed decreasing paddle that decelerates the marine vessel, since the speed increasing paddle and the speed decreasing paddle are able to be configured (made) larger than the speed control switch <NUM>, it is possible for a marine vessel operator to easily operate the speed increasing paddle and the speed decreasing paddle. Further, since the speed increasing switch and the speed decreasing switch are located on each of the at least two spoke portions of the steering wheel of the steering mechanism for the marine vessel, it is possible for the marine vessel operator to operate the speed increasing switch and the speed decreasing switch without taking his/her hands off the steering wheel. As a result, it is possible to improve the operability of the operation piece for changing the speed of the marine vessel.

Hereinafter, preferred embodiments will be described with reference to the drawings.

<FIG> is a perspective view of a marine vessel equipped with a steering mechanism for a marine vessel according to a preferred embodiment. A marine vessel <NUM> includes a hull <NUM>, and a plurality of, for example, two outboard motors <NUM> that function as marine vessel propulsion devices and are mounted on the hull <NUM>. It should be noted that the number of the outboard motors <NUM> provided in the marine vessel <NUM> is not limited to two, and may be one or three or more. The two outboard motors <NUM> are mounted side by side on the stern of the hull <NUM>. Each outboard motor <NUM> includes an engine (not shown) which is an internal combustion engine functioning as a power source, and obtains a thrust from a propeller (not shown) which is rotated by a driving force of the corresponding engine. It should be noted that each outboard motor <NUM> may include an electric motor functioning as the power source, or may include both an engine and an electric motor functioning as the power source.

In addition, in the marine vessel <NUM>, a maneuvering seat <NUM> is provided on the bow side, which is the front part of the hull <NUM>. <FIG> is a perspective view of a principal part of the maneuvering seat <NUM>. A steering mechanism <NUM> for a marine vessel (hereinafter, also simply referred to as "a marine vessel steering mechanism <NUM>") that functions as a steering handle for a marine vessel), a remote control switch <NUM>, a joystick <NUM>, a main operation unit <NUM>, and an MFD (Multi Function Display) <NUM> are located on the maneuvering seat <NUM>.

The marine vessel steering mechanism <NUM> is a device for a marine vessel operator to determine the course of the marine vessel <NUM>. The marine vessel steering mechanism <NUM> includes a steering wheel <NUM> which can be rotatably operated, and speed adjusting paddles <NUM> and <NUM>. The marine vessel operator is able to turn the marine vessel <NUM> left or right by rotatably operating the steering wheel <NUM> left or right. Further, the marine vessel operator is able to increase a rotation speed of the engine of the outboard motor <NUM> by operating the speed adjusting paddle <NUM> (a speed increasing paddle) so as to increase a vessel speed of the marine vessel <NUM>. On the other hand, the marine vessel operator is able to decrease the rotation speed of the engine of the outboard motor <NUM> by operating the speed adjusting paddle <NUM> (a speed decreasing paddle) so as to decrease the vessel speed of the marine vessel <NUM>.

The remote control switch <NUM> includes levers <NUM> corresponding to the outboard motors <NUM>, respectively. By operating each lever <NUM>, the marine vessel operator is able to switch a direction of the thrust generated by the corresponding outboard motor <NUM> between a forward moving direction and a backward moving direction, and adjust the output of the corresponding outboard motor <NUM> so as to adjust the vessel speed of the marine vessel <NUM>.

The joystick <NUM> can be operated to be tilted forward, backward, leftward and rightward, and can also be operated to rotate about an axis. By operating the joystick <NUM>, the marine vessel operator is able to navigate the marine vessel <NUM> with a course corresponding to a tilting direction of the joystick <NUM> and a thrust corresponding to a tilting amount of the joystick <NUM>. In a normal mode, the outboard motor <NUM> works mainly according to an operation of the marine vessel steering mechanism <NUM> and an operation of the remote control switch <NUM>. On the other hand, in a joystick mode, the outboard motor <NUM> works mainly according to an operation of the joystick <NUM>. It is possible to switch between the normal mode and the joystick mode by a change-over switch (not shown).

The main operation unit <NUM> includes a main switch <NUM> and an emergency switch <NUM>. The main switch <NUM> (one main switch <NUM>) is provided in common for the outboard motors <NUM> (respective outboard motors <NUM>). The main switch <NUM> is an operation piece for collectively starting and collectively stopping the engines of the outboard motors <NUM> (the respective outboard motors <NUM>).

The MFD <NUM> is, for example, a color LCD display. The MFD <NUM> functions as a display that displays various kinds of information, and also functions as a touch panel that accepts inputs from the marine vessel operator. For example, the MFD <NUM> displays the rotation speed of the engine of each outboard motor <NUM> and the vessel speed of the marine vessel <NUM>, and as will be described later, accepts settings for changing functions assigned to the speed adjusting paddles <NUM> and <NUM>.

<FIG> is a block diagram for schematically explaining a configuration of a marine vessel maneuvering system of the marine vessel <NUM>. As shown in <FIG>, in addition to the outboard motors <NUM>, the marine vessel steering mechanism <NUM>, the remote control switch <NUM>, the joystick <NUM>, the main operation unit <NUM>, and the MFD <NUM> that are described above, the marine vessel maneuvering system of the marine vessel <NUM> includes a GPS (Global Positioning System) <NUM>, an HS (Heading Sensor) <NUM>, a remote control ECU (Engine Control Unit) <NUM> functioning as a controller, SCUs (Steering Control Units) <NUM>, and a steering shaft sensor <NUM>.

The GPS <NUM> obtains the current position of the marine vessel <NUM> and transmits the current position of the marine vessel <NUM> to the remote control ECU <NUM> as position information. The HS <NUM> incorporates direction sensors (azimuth sensors) such as a yaw sensor, a roll sensor, and a pitch sensor, an acceleration sensor that measures an acceleration of the marine vessel <NUM> in a front-rear direction (a longitudinal direction), an acceleration sensor that measures an acceleration of the marine vessel <NUM> in a left/right direction, and an acceleration sensor that measures an acceleration of the marine vessel <NUM> in a vertical direction. The HS <NUM> transmits a direction of the marine vessel <NUM> and the respective accelerations (movement) of the marine vessel <NUM> to the remote control ECU <NUM>.

The remote control ECU <NUM> is a main controller of the marine vessel maneuvering system, and controls operations of respective components of the marine vessel maneuvering system according to digital signals that will be described later, and various kinds of programs. In addition, the remote control ECU <NUM> controls the engine of each outboard motor <NUM> according to the operation of each lever <NUM> of the remote control switch <NUM>. The SCU <NUM> is provided corresponding to each outboard motor <NUM>, and controls a steering unit (a steering mechanism) that horizontally turns the corresponding outboard motor <NUM> with respect to the hull <NUM> of the marine vessel <NUM> so as to change an acting direction of the thrust of each outboard motor <NUM>. The steering shaft sensor <NUM> detects a rotation angle (an operation angle) of the steering wheel <NUM> of the marine vessel steering mechanism <NUM>.

In the marine vessel maneuvering system, the respective components are connected to each other by a CAN (Control Area Network) <NUM> that is a network in which a plurality of nodes are individually connected to a bus. In the CAN <NUM>, operation inputs to the respective components are transmitted as the digital signals to the remote control ECU <NUM> via the bus.

In addition, in the marine vessel maneuvering system, the remote control switch <NUM> is connected to the remote control ECU <NUM> not only by the CAN <NUM> but also by individual wiring (see a broken line in <FIG>), and the main operation unit <NUM> is connected to the remote control ECU <NUM> not by the CAN <NUM> but by individual wiring (see a broken line in <FIG>). The operation input to each lever <NUM> of the remote control switch <NUM> is transmitted also as an analog signal to the remote control ECU <NUM>, and the operation input to the main switch <NUM> of the main operation unit <NUM> and the operation input to the emergency switch <NUM> of the main operation unit <NUM> are also transmitted as analog signals to the remote control ECU <NUM>.

Furthermore, in the marine vessel steering mechanism <NUM>, the speed adjusting paddles <NUM> and <NUM> are connected to the CAN <NUM> via a steering substrate (not shown) of the marine vessel steering mechanism <NUM>. The operation inputs to the speed adjusting paddles <NUM> and <NUM> are transmitted as the digital signals to the remote control ECU <NUM> via the steering substrate.

It should be noted that in the marine vessel maneuvering system, the respective components may be connected to each other not by the CAN but by a LAN (Local Area Network) such as Ethernet (registered trademark) that performs connecting via a network device, or the respective components may be directly connected to each other. Also in this case, the operation inputs to the respective components are transmitted as the digital signals to the remote control ECU <NUM>.

<FIG> and <FIG> are views for explaining a configuration of the marine vessel steering mechanism <NUM>. <FIG> shows a case that the marine vessel steering mechanism <NUM> is viewed right opposite from the side of the marine vessel operator, and <FIG> shows a case that the marine vessel steering mechanism <NUM> is obliquely viewed from the opposite side of the marine vessel operator. It should be noted that a vertical direction and a left/right direction of <FIG> correspond to the vertical direction and the left/right direction of the marine vessel <NUM>, the depth side of <FIG> is the bow side of the marine vessel <NUM>, and the front side of <FIG> is the stern side of the marine vessel <NUM>.

As shown in <FIG> and <FIG>, the marine vessel steering mechanism <NUM> includes the steering wheel <NUM>, the speed adjusting paddles <NUM> and <NUM>, and a column portion <NUM> that pivotally and rotatably supports the steering wheel <NUM>. The steering wheel <NUM> includes a central portion <NUM> that is supported rotatably around a rotation fulcrum (a steering shaft) <NUM> with respect to the column portion <NUM>, a wheel portion <NUM> that has an annular shape, and at least two spoke portions, for example, three spoke portions (spoke portions <NUM>, <NUM>, and <NUM>) that connect the central portion <NUM> and the wheel portion <NUM>.

The speed adjusting paddle <NUM> is a substantially T-shaped lever, and is provided so as to protrude rightward from the column portion <NUM> when viewed right opposite from the side of the marine vessel operator. Furthermore, the speed adjusting paddle <NUM> is also a substantially T-shaped lever, and is provided so as to protrude leftward from the column portion <NUM> when viewed right opposite from the side of the marine vessel operator. On the other hand, the steering wheel <NUM> is provided on the stern side of the column portion <NUM>. That is, the speed adjusting paddle <NUM>, the speed adjusting paddle <NUM>, and the steering wheel <NUM> are separately provided with respect to the column portion <NUM>. It is preferable that both the speed adjusting paddle <NUM> and the speed adjusting paddle <NUM> are located within a range that fingers of the marine vessel operator who is gripping the wheel portion <NUM> can reach.

The column portion <NUM> supports the speed adjusting paddles <NUM> and <NUM> so that they can be tilted substantially forward and backward, respectively. Each of the speed adjusting paddles <NUM> and <NUM> accepts the operation when the marine vessel operator pulls the each of the speed adjusting paddles <NUM> and <NUM> toward the front side once. The operations of the speed adjusting paddles <NUM> and <NUM>, that is, the tilting of the speed adjusting paddles <NUM> and <NUM> toward the front side of the marine vessel operator are/is converted into analog signals by, for example, a potentiometer, and transmitted to the steering substrate of the marine vessel steering mechanism <NUM>. It should be noted that the speed adjusting paddle <NUM> (the speed increasing paddle) may be provided so as to protrude leftward from the column portion <NUM> when viewed right opposite from the side of the marine vessel operator, and the speed adjusting paddle <NUM> (the speed decreasing paddle) may be provided so as to protrude rightward from the column portion <NUM> when viewed right opposite from the side of the marine vessel operator.

When the steering wheel <NUM> is at a position that makes the marine vessel <NUM> move straight, the spoke portion <NUM> is positioned below a virtual plane <NUM> passing through the rotation fulcrum <NUM> and parallel to the left/right direction, and extends downward from the rotation fulcrum <NUM>.

Further, when the steering wheel <NUM> is at the position that makes the marine vessel <NUM> move straight, the spoke portion <NUM> (the other spoke portion) is positioned above the virtual plane <NUM>, and extends from the rotation fulcrum <NUM> so as to be positioned within an angle range from <NUM>° to <NUM>° clockwise with respect to the virtual plane <NUM> in a circumferential direction about the rotation fulcrum <NUM> (within an angle range indicated by θ1 in <FIG>), preferably, so as to be positioned within an angle range from <NUM>° to <NUM>° clockwise with respect to the virtual plane <NUM> in the circumferential direction about the rotation fulcrum <NUM> (within an angle range indicated by θ2 in <FIG>).

Furthermore, when the steering wheel <NUM> is at the position that makes the marine vessel <NUM> move straight, the spoke portion <NUM> (one spoke portion) is positioned above the virtual plane <NUM>, and extends from the rotation fulcrum <NUM> so as to be positioned within an angle range from <NUM>° to <NUM>° counterclockwise with respect to the virtual plane <NUM> in the circumferential direction about the rotation fulcrum <NUM> (within an angle range indicated by θ3 in <FIG>), preferably, so as to be positioned within an angle range from <NUM>° to <NUM>° counterclockwise with respect to the virtual plane <NUM> in the circumferential direction about the rotation fulcrum <NUM> (within an angle range indicated by θ4 in <FIG>).

In the marine vessel steering mechanism <NUM>, when the steering wheel <NUM> is viewed from the marine vessel operator, the spoke portion <NUM> and the speed adjusting paddle <NUM> are located so as to overlap each other, and the spoke portion <NUM> and the speed adjusting paddle <NUM> are located so as to overlap each other.

In the marine vessel <NUM> that is navigating, sometimes the marine vessel operator grips the wheel portion <NUM> while standing, at that time, since the marine vessel operator holds the wheel portion <NUM> from above, the marine vessel operator grips the upper half of the wheel portion <NUM>, particularly grips the vicinity where the wheel portion <NUM> intersects the spoke portions <NUM> and <NUM>. Therefore, since the marine vessel operator is able to operate the speed adjusting paddle <NUM> and the speed adjusting paddle <NUM> with his or her fingers without regripping the wheel portion <NUM>, the operability of the speed adjusting paddles <NUM> and <NUM> is improved.

In addition, the speed adjusting paddles <NUM> and <NUM> are attached to the column portion <NUM> so as to rotate in the same manner as the steering wheel <NUM> rotates. Therefore, even in the case that the steering wheel <NUM> rotates, when the steering wheel <NUM> is viewed from the marine vessel operator, the spoke portion <NUM> and the speed adjusting paddle <NUM> remain overlapped, and the spoke portion <NUM> and the speed adjusting paddle <NUM> remain overlapped. It should be noted that the speed adjusting paddles <NUM> and <NUM> may be fixed to the column portion <NUM> with respect to a rotational operation direction of the steering wheel <NUM> so that even in the case that the steering wheel <NUM> rotates, the speed adjusting paddles <NUM> and <NUM> do not rotate.

As described above, in the CAN <NUM>, the operation input to the speed adjusting paddle <NUM> and the operation input to the speed adjusting paddle <NUM> are transmitted as the digital signals to the remote control ECU <NUM> via the steering substrate of the marine vessel steering mechanism <NUM>. When the remote control ECU <NUM> receives a digital signal indicating that the speed adjusting paddle <NUM> has been operated, the remote control ECU <NUM> transmits a control signal to an ECU (not shown) of each outboard motor <NUM> to increase the rotation speed of the engine of each outboard motor <NUM> by a predetermined rotation speed, for example, <NUM> rpm. In addition, when the remote control ECU <NUM> receives a digital signal indicating that the speed adjusting paddle <NUM> has been operated, the remote control ECU <NUM> transmits a control signal to the ECU of each outboard motor <NUM> to decrease the rotation speed of the engine of each outboard motor <NUM> by a predetermined rotation speed, for example, <NUM> rpm.

In the preferred embodiment, the number of times of operations of the speed adjusting paddles <NUM> and <NUM> that are able to change the vessel speed of the marine vessel <NUM> is limited, for example, the number of times of the operations of the speed adjusting paddles <NUM> and <NUM> is limited to <NUM> times. In this case, the marine vessel operator can increase or decrease the rotation speed of the engine by up to <NUM> rpm by operating the speed adjusting paddles <NUM> and <NUM>.

Furthermore, when the vessel speed of the marine vessel <NUM> is high, since it is difficult to feel a change in the vessel speed even in the case that the vessel speed changes slightly, it is preferable that the width of the vessel speed that changes by one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM> is large. On the other hand, when the vessel speed of the marine vessel <NUM> is low, since even a slight change in the vessel speed can be felt, it is preferable that the width of the vessel speed that changes by one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM> is small. In response to this, in the preferred embodiment, the rotation speed of the engine, which is changed by one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>, may be changed according to the vessel speed of the marine vessel <NUM>. For example, when the vessel speed of the marine vessel <NUM> is high, the rotation speed of the engine, which is changed by one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>, may be set to be larger than <NUM> rpm, and when the vessel speed of the marine vessel <NUM> is low, the rotation speed of the engine, which is changed by one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>, may be set to be smaller than <NUM> rpm. As a result, the marine vessel operator can naturally accelerate and decelerate the marine vessel <NUM> by operating the speed adjusting paddles <NUM> and <NUM>.

In the preferred embodiment, although the remote control ECU <NUM> changes the rotation speed of the engine by the predetermined rotation speed according to the operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>, the remote control ECU <NUM> may monitor the vessel speed of the marine vessel <NUM> based on the position information from the GPS <NUM>, and may control each outboard motor <NUM> so as to change the vessel speed of the marine vessel <NUM> by a predetermined amount according to the operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>. Specifically, when the remote control ECU <NUM> receives the digital signal indicating that the speed adjusting paddle <NUM> has been operated, the remote control ECU <NUM> transmits the control signal to the ECU of each outboard motor <NUM>, and controls each outboard motor <NUM> so as to increase the vessel speed of the marine vessel <NUM> by the predetermined amount. Furthermore, when the remote control ECU <NUM> receives the digital signal indicating that the speed adjusting paddle <NUM> has been operated, the remote control ECU <NUM> transmits the control signal to the ECU of each outboard motor <NUM>, and controls each outboard motor <NUM> so as to decrease the vessel speed of the marine vessel <NUM> by the predetermined amount. Also in this case, a change amount of the vessel speed due to one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM> may be changed according to the vessel speed of the marine vessel <NUM>. For example, when the vessel speed of the marine vessel <NUM> is high, the predetermined amount, which is the change amount of the vessel speed due to one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>, is set to be large, and when the vessel speed of the marine vessel <NUM> is low, the predetermined amount, which is the change amount of the vessel speed due to one operation of the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM>, is set to be small.

Since the speed adjusting paddles <NUM> and <NUM> transmit the digital signals according to the operation inputs, by assigning arbitrary functions to these digital signals, it is possible to change functions executed by the operations of the speed adjusting paddles <NUM> and <NUM>. For example, the function of changing the rotation speed of the engine by the predetermined rotation speed according to the operation of the speed adjusting paddle <NUM> may be changed to the function of changing the vessel speed of the marine vessel <NUM> by the predetermined amount according to the operation of the speed adjusting paddle <NUM>. This change is realized by the marine vessel operator using the MFD <NUM> to change assigning of functions to the digital signals with respect to the operation inputs to the speed adjusting paddles <NUM> and <NUM>.

Also, like the speed control switch <NUM>, the speed adjusting paddles <NUM> and <NUM> function as switches for shifting the marine vessel <NUM> to a constant speed navigation mode in which the marine vessel <NUM> continues to navigate at a constant speed. For example, in the case that the navigation mode of the marine vessel <NUM> is not the constant speed navigation mode, when the marine vessel operator operates the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM> once, in response to this operation, the remote control ECU <NUM> shifts the marine vessel <NUM> to the constant speed navigation mode in which the vessel speed at that time is maintained. After the marine vessel <NUM> shifts to the constant speed navigation mode, when the operation of only the speed adjusting paddle <NUM> or the speed adjusting paddle <NUM> is newly accepted, in response to this operation newly accepted, the remote control ECU <NUM> accelerates or decelerates the marine vessel <NUM> as described above. Furthermore, in the preferred embodiment, when the marine vessel operator simultaneously operates the speed adjusting paddle <NUM> and the speed adjusting paddle <NUM>, the remote control ECU <NUM> releases the constant speed navigation mode of the marine vessel <NUM>.

It should be noted that shifting to the constant speed navigation mode may be performed according to the operation of a speed control switch located on the lever <NUM> of the remote control switch <NUM>, and releasing of the constant speed navigation mode may be performed according to the operation of the lever <NUM> of the remote control switch <NUM> (movement of the lever <NUM> from its current position to another position).

According to the preferred embodiment, although the speed adjusting paddle <NUM> for increasing the vessel speed and the speed adjusting paddle <NUM> for decreasing the vessel speed are located on the marine vessel steering mechanism <NUM>, the speed adjusting paddles <NUM> and <NUM> can be configured to be larger than the speed control switch of the remote control switch <NUM>. In particular, in the marine vessel steering mechanism <NUM>, in the case that the speed adjusting paddles <NUM> and <NUM> are located within the range that the fingers of the marine vessel operator who is gripping the wheel portion <NUM> can reach, the marine vessel operator is able to operate the speed adjusting paddle <NUM> and the speed adjusting paddle <NUM> with his or her fingers without regripping the wheel portion <NUM>. As a result, the marine vessel operator is able to easily operate the speed adjusting paddles <NUM> and <NUM>, and it is possible to improve the operability of the speed adjusting paddles <NUM> and <NUM>. Furthermore, since the marine vessel operator is able to operate the speed adjusting paddles <NUM> and <NUM> without taking his/her hands off the wheel portion <NUM>, for example, in the case that the sea is rough with waves, since the marine vessel operator does not need to take his/her hands off the wheel portion <NUM> when adjusting the vessel speed of the marine vessel <NUM>, the marine vessel operator is able to maintain the course of the marine vessel <NUM> even in rough weather.

Preferred embodiments have been described above. The present teaching also coincides with other embodiments, and various modifications and changes thereof.

For example, although when the speed adjusting paddle <NUM> is operated, the vessel speed of the marine vessel <NUM> increases, and when the speed adjusting paddle <NUM> is operated, the vessel speed of the marine vessel <NUM> decreases, the marine vessel maneuvering system may be configured so that when the speed adjusting paddle <NUM> is operated, the vessel speed of the marine vessel <NUM> decreases, and when the speed adjusting paddle <NUM> is operated, the vessel speed of the marine vessel <NUM> increases.

In addition, functions other than the function of adjusting the vessel speed of the marine vessel <NUM> may be assigned to the speed adjusting paddles <NUM> and <NUM>. For example, in the case that the marine vessel <NUM> navigates at an extremely low speed, a function of moving the marine vessel <NUM> forward at the extremely low speed during operation may be assigned to the speed adjusting paddle <NUM>, and a function of moving the marine vessel <NUM> backward at the extremely low speed during operation may be assigned to the speed adjusting paddle <NUM>. In this case, when the marine vessel <NUM> is not navigating at the extremely low speed, as described above, the function of adjusting the vessel speed of the marine vessel <NUM> is assigned to the speed adjusting paddles <NUM> and <NUM>. Settings of these functions are realized by the marine vessel operator using the MFD <NUM> to perform assigning of respective functions to the digital signals with respect to the operation inputs to the speed adjusting paddles <NUM> and <NUM>.

Furthermore, as shown in <FIG>, instead of the wheel portion <NUM> that has the annular shape, the steering wheel <NUM> of the marine vessel steering mechanism <NUM> may be provided with handlebars <NUM> and <NUM>, which are located on the right and the left, respectively. In this case, when the steering wheel <NUM> is viewed from the marine vessel operator, the speed adjusting paddle <NUM> is located so as to overlap a spoke portion <NUM> that connects the handlebar <NUM> located on the starboard side and the central portion <NUM>, and the speed adjusting paddle <NUM> is located so as to overlap a spoke portion <NUM> that connects the handlebar <NUM> located on the port side and the central portion <NUM>.

Furthermore, although the marine vessel steering mechanism <NUM> includes the speed adjusting paddles <NUM> and <NUM>, instead of the speed adjusting paddles <NUM> and <NUM>, speed adjusting levers having the same functions may be located on the marine vessel steering mechanism <NUM>. As with the speed adjusting paddles <NUM> and <NUM>, when the steering wheel <NUM> is viewed from the marine vessel operator, the speed adjusting levers are also located so that the spoke portions <NUM> and <NUM>, and the speed adjusting levers overlap, respectively.

Furthermore, as shown in <FIG>, instead of the speed adjusting paddles <NUM> and <NUM>, the marine vessel steering mechanism <NUM> may include a speed adjusting switch <NUM> (a speed increasing switch) that increases the vessel speed of the marine vessel <NUM> by operation, and a speed adjusting switch <NUM> (a speed decreasing switch) that decreases the vessel speed of the marine vessel <NUM> by operation. The speed adjusting switch <NUM> is located on the spoke portion <NUM>, and the speed adjusting switch <NUM> is located on the spoke portion <NUM>. It is preferable that both the speed adjusting switch <NUM> and the speed adjusting switch <NUM> are located within the range that the fingers of the marine vessel operator who is gripping the wheel portion <NUM>, for example, thumbs, can reach.

In the CAN <NUM>, an operation input to the speed adjusting switch <NUM> and an operation input to the speed adjusting switch <NUM> are transmitted as digital signals to the remote control ECU <NUM>. Upon receiving a digital signal indicating that the speed adjusting switch <NUM> has been operated, the remote control ECU <NUM> performs the same processing as when receiving the digital signal indicating that the speed adjusting paddle <NUM> has been operated. Furthermore, upon receiving a digital signal indicating that the speed adjusting switch <NUM> has been operated, the remote control ECU <NUM> performs the same processing as when receiving the digital signal indicating that the speed adjusting paddle <NUM> has been operated.

In addition, as with the operation inputs to the speed adjusting paddles <NUM> and <NUM>, the change amount of the rotation speed of the engine or the change amount of the vessel speed of the marine vessel <NUM> corresponding to the operation input to the speed adjusting switch <NUM> or the operation input to the speed adjusting switch <NUM> may be changed according to the vessel speed of the marine vessel <NUM>.

Furthermore, as with the speed adjusting paddles <NUM> and <NUM>, the speed adjusting switch <NUM> and the speed adjusting switch <NUM> may function as switches for shifting the marine vessel <NUM> to the constant speed navigation mode. In this case, in the case that the navigation mode of the marine vessel <NUM> is not the constant speed navigation mode, when the marine vessel operator operates the speed adjusting switch <NUM> or the speed adjusting switch <NUM> once, the marine vessel <NUM> shifts to the constant speed navigation mode, and after the marine vessel <NUM> shifts to the constant speed navigation mode, when the marine vessel operator simultaneously operates the speed adjusting switch <NUM> and the speed adjusting switch <NUM>, the constant speed navigation mode of the marine vessel <NUM> is released.

As described above, in the case that the speed adjusting switch <NUM> and the speed adjusting switch <NUM> are located on the spoke portion <NUM> and the spoke portion <NUM>, respectively, the marine vessel operator gripping the wheel portion <NUM> is able to easily operate the speed adjusting switch <NUM> and the speed adjusting switch <NUM>, and it is possible to improve the operability of the speed adjusting switch <NUM> and the speed adjusting switch <NUM>. It should be noted that in order to prevent erroneous operations, the speed adjusting switch <NUM> and the speed adjusting switch <NUM> may be provided so as to be slightly recessed from the surface of the spoke portion <NUM> and the surface of the spoke portion <NUM>, respectively.

Claim 1:
A marine vessel (<NUM>) comprising:
a steering mechanism (<NUM>) for the marine vessel (<NUM>),
at least one propulsion device (<NUM>), and
a controller (<NUM>) which is configured or programmed to control the propulsion device (<NUM>) of the marine vessel (<NUM>), wherein the steering mechanism (<NUM>) for the marine vessel (<NUM>) comprises a steering handle comprising:
a steering wheel (<NUM>);
a speed increasing paddle (<NUM>) or a speed increasing switch (<NUM>) configured for controlling an acceleration of the marine vessel (<NUM>); and
a speed decreasing paddle (<NUM>) or a speed decreasing switch (<NUM>) configured for controlling a deceleration of the marine vessel (<NUM>), wherein the propulsion device (<NUM>) comprises an engine, characterized in that, when the speed increasing paddle (<NUM>) or the speed increasing switch (<NUM>) is operated once, the controller (<NUM>) is configured or programmed to control a rotation speed of the engine to increase by a predetermined rotation speed, and
when the speed decreasing paddle (<NUM>) or the speed decreasing switch (<NUM>) is operated once, the controller (<NUM>) is configured or programmed to control the rotation speed of the engine to decrease by a predetermined rotation speed, wherein
the predetermined rotation speed varies according to a speed of the marine vessel (<NUM>).