JP2005263185A - Electric steering device for small vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric steering device for a small vessel capable of suppressing energy consumption. <P>SOLUTION: The electric steering device for the small vessel is provided with an outboard motor 2 as a steering means horizontally steerably arranged on a rear part of a hull 1; steering means 3, 6, 13-15 for steering the outboard motor 2 in response to steering operation of a steering handle 4; an assist device 5 provided with an electric motor 9 for assist-driving the steering means in an operation direction of the steering handle 4; an operation state detection means for detecting the operation state of an engine 24 for imparting propulsion force to the hull by a voltage of a battery 21; and a control means 7 for controlling assist force of the assist device 5 in response to steering torque inputted from the steering handle 4. The control means 7 stops operation of the electric motor 9 when the operation state detection means detects the stopping state of the engine 24. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an electric steering apparatus for a small vessel, in which power assist is performed by an electric motor when steering means such as an outboard motor or rudder equipped with an engine-driven propulsion device is steered with respect to a hull.

  2. Description of the Related Art Conventionally, an electric steering device for a small boat that is power-assisted with an electric motor when steering means such as an outboard motor equipped with an engine-driven propulsion device is steered with respect to a hull is known (see Patent Document 1).

This is because the rotation of the engine is transmitted to the propeller via the drive shaft and reduction gear in the outboard motor to generate the propulsion force of the hull, while the generator (alternator) is driven by the engine to generate power, and the electric power Is stored in a battery and supplied to an auxiliary machine such as an electric steering device.
Japanese Patent No. 2772646

  By the way, in a small vessel equipped with an electric steering device as in the above-described conventional example, the operation of an auxiliary machine such as an electric steering device is ensured by the electric power supplied from the generator while the engine is rotating, and the battery is not operated when the engine is stopped. The operation of these auxiliary machines is ensured by the electric power charged in the. Since the power capacity stored in the battery is finite, a system switch that cuts off the power supplied to the electric auxiliary equipment such as an electric steering device is equipped. When the engine is stopped, the system switch uses the system switch to supply power to the electric auxiliary equipment. The supply is cut off.

  However, as in the above-described conventional example, when the engine is stopped and the system switch cuts off the power supply to the electric auxiliaries, there is still a concern of overdischarge of the battery (battery running out) due to forgetting to turn off the system switch. Met.

  Accordingly, the present invention has been made in view of the above problems, and an object thereof is to provide an electric steering apparatus for a small boat that can suppress energy consumption.

  A first aspect of the present invention is a steering means disposed at the rear of a hull so as to be steerable in a horizontal direction, a steering means for steering the steering means in accordance with a steering operation of a steering handle, and assisting driving of the steering means in a steering handle operating direction. And an operating state detecting means for detecting an operating state of the engine for applying a propulsive force to the hull, and a control means for controlling the assisting force of the electric actuator in accordance with a steering torque input from the steering handle. The control means stops the operation of the electric actuator when the operating state detecting means detects a stop state of the engine. As the steering means, there is an outboard motor incorporating a rudder and a propulsion device that are rotatably arranged at the rear of the hull.

  The second invention is characterized in that, in the first invention, the operation stop of the electric actuator when the engine is stopped by the control means sets the output command to zero.

  The third invention is characterized in that, in the first invention, the operation stop of the electric actuator in the engine stop state by the control means cuts off the power supply to the electric actuator.

  According to a fourth invention, in the first invention, the operation stop of the electric actuator in the engine stop state by the control means is set to the electric actuator when the output command is set to zero and the engine is in the stop state even after a predetermined time has elapsed. The power supply is cut off.

  According to a fifth invention, in the first to fourth inventions, the control means stops the operation of the electric actuator after a predetermined time after the operation state detection means detects the engine stop state.

  According to a sixth invention, in the first to fifth inventions, the control means permits the operation of the electric actuator when it is determined that the steering handle is steered by a steering torque signal.

  According to a seventh aspect, in the first to sixth aspects, the operating state detecting means detects the operating state of the engine based on the voltage state of the battery.

  According to an eighth invention, in the first invention, provided is a rotation speed detection means for detecting the rotation speed of the engine, and when the control means determines a stop state of the engine from the detected rotation speed, Stop operation.

  In a ninth aspect based on the eighth aspect, the control means stops the operation of the electric actuator after a predetermined time after the rotational speed detection means detects the engine stop state.

  A tenth invention is the eighth or ninth invention, wherein the electric actuator includes engagement means for selectively engaging with the steering handle in accordance with an energized state, and the control means detects an engine stop state. The energization to the engaging means is stopped after the predetermined time.

  Therefore, in the first aspect of the invention, the steering means disposed so as to be steerable in the horizontal direction at the rear of the hull, the steering means for steering the steering means in accordance with the steering operation of the steering handle, and the steering means in the steering handle operating direction. An electric actuator for assisting driving; an operating state detecting means for detecting an operating state of the engine; and a control means for controlling an assisting force of the electric actuator in accordance with a steering torque input from the steering handle. When the operating state detecting means detects the engine stop state, the operation of the electric actuator is stopped. Therefore, even if the system switch is forgotten to be turned off, the power consumption by the electric actuator can be suppressed, and the battery overdischarge ("battery rising" )) Can be prevented

  In the second invention, in addition to the effects of the first invention, the operation stop of the electric actuator in the engine stop state by the control means is performed when the engine is stopped after a short engine stop when the output command is zero. It is possible to reduce a sense of incongruity when the electric steering apparatus is returned to normal control after being restarted. That is, since the motor current for canceling the gyro effect is only increased or decreased, the uncomfortable feeling in steering the steering wheel can be reduced.

  In the third invention, in addition to the effect of the first invention, the operation stop of the electric actuator while the engine is stopped by the control means cuts off the power supply to the electric actuator, so that the energy consumption is minimized. It is possible to shift to a limited power saving state and avoid battery over-discharge (battery exhaust) as much as possible.

  In the fourth invention, in addition to the effect of the first invention, the operation stop of the electric actuator in the engine stopped state by the control means is performed when the output command is zero and the engine is in the stopped state even after a predetermined time has elapsed. When the power supply to the electric actuator is cut off, the output current to the electric motor is only reduced when the engine is stopped for a short time, while reducing the uncomfortable feeling when returning to the normal state, and the power is supplied when the engine is stopped for a long time. It is possible to shift to a power saving state that cuts off power and minimizes energy consumption.

  In the fifth invention, in addition to the effects of the first to fourth inventions, the control means temporarily stops the operation of the electric actuator after a predetermined time after the operation state detection means detects the engine stop state. It is possible to avoid the restriction of the operation of the electric steering device due to the engine stop. Further, when the engine stop state is detected by the power supply voltage, it is possible to avoid an erroneous determination when the battery voltage temporarily drops due to the operation of other auxiliary machines.

  In the sixth aspect of the invention, in addition to the effects of the first to fifth aspects of the invention, when the control means determines that the steering handle is steered by the steering torque signal, the operation of the electric actuator is permitted. The user's steering operation is not restricted.

  In the seventh invention, in addition to the effects of the first to sixth inventions, the operating state detecting means detects the operating state of the engine based on the voltage state of the battery, and thereby the power source driving the electric steering device ( Battery) It can be determined whether the engine is rotating or stopped by the voltage value.

  In the eighth aspect of the invention, when the engine stop state is determined from the detected rotation speed, the operation of the electric actuator is stopped, so that energy consumption can be suppressed and the battery can be prevented from running out.

  In the ninth aspect of the invention, in addition to the effect of the eighth aspect of the invention, the operation of the electric actuator is stopped after a predetermined time after the rotational speed detecting means detects the engine stop state. Operational restrictions can be avoided.

  In the tenth invention, since the energization of the engaging means is stopped after a predetermined time when the rotational speed detecting means detects the engine stop state, energy consumption can be further suppressed.

  Hereinafter, an electric steering apparatus for a small boat according to the present invention will be described based on an embodiment.

  FIG. 1 is a system configuration diagram showing a first embodiment of an electric steering apparatus for a small ship to which the present invention is applied, and shows an apparatus equipped with an outboard motor as a steering means. In the following description, a small vessel steering device including an outboard motor as a steering means will be described. However, a small vessel equipped with a rudder equipped with a propulsion device on a hull and used only for steering (without a built-in propulsion device). For an automotive steering device, the outboard motor can be applied as it is by replacing it with a rudder.

  In FIG. 1, an electric steering apparatus for a small boat is arranged at the rear part of an outboard motor 2 as a steering means arranged at the rear part of the hull 1 and at the rear part of the hull 1 to which the outboard motor 2 is attached. A cylinder device 3 for turning the outboard motor 2 in turn, a power assist device 5 and a pump device 6 installed in the driver's seat of the hull 1 for converting the steering operation of the steering handle 4 into steering hydraulic pressure, and the power assist device 5. And a controller 7 to be controlled.

  The outboard motor 2 is configured to transmit the rotation of the engine (not shown) built in the engine housing 10 to the propeller 11 via a drive shaft (not shown) and a bevel gear (not shown). Generate propulsion. The outboard motor 2 is supported by a vertical shaft 12 (pilot shaft) provided on a swivel bracket (not shown) so as to be rotatable in a horizontal plane.

  The cylinder device 3 includes a rod cylinder 3A fixed to the swivel bracket, a steering bracket 13 fixed to the outboard motor 2 and extending toward the hull 1, a steering bracket 13 and a piston rod 3B of the rod cylinder 3A. And a drag link 14 connecting the end portions. Both the rod cylinders 3A include a piston (not shown) that is slidable in the cylinder 3A and moves integrally with the piston rod 3B. The left and right cylinder chambers partitioned by the piston are used as a pair of discharge ports of the pump device 6. Each is connected via a hydraulic pipe 15. Then, the cylinder chamber on the side to which the steering hydraulic pressure is supplied from the pump device 6 is expanded to move the piston and the piston rod 3B. This movement is transmitted to the steering bracket 13 via the drag link 14, and the outboard motor 2 is moved. Is rotated in the horizontal plane via the vertical axis 12 and steered. The hydraulic fluid is discharged from the other cylinder chamber to be contracted, and is sucked into the pump device 6 through the hydraulic pipe 15.

  The power assist device 5 detects a steering torque applied to the steering handle 4 with a torque sensor 20, calculates an assist force corresponding to the detected steering torque with an ECU 7A of the control unit 7, and a current servo amplifier 7B of the control unit 7. The electric motor 9 is driven through the PWM 8 in accordance with the current command value amplified in step, and the pump device 6 is driven to rotate through the output shaft.

  The pump device 6 is a positive displacement pump device that sucks in the amount of hydraulic fluid measured according to the rotation amount of the output shaft of the power assist device 5 from one port according to the rotation direction and discharges it from the other port, The cylinder device 3 connected via the pipe 15 is operated. The power assist device 5 and the pump device 6 are preferably formed integrally.

  Electric power from the battery 21 is supplied to the ECU 7A and the current servo amplifier 7B of the control unit 7, and the electric power from the battery 21 is also controlled to open and close by the control unit 7 in the PWM 8 that controls the electric motor 9. Supplied. Further, the battery 21 is configured to be charged with electric power generated by an alternator (generator) 25 driven by an engine (built in the outboard motor 2) 24. The voltage of the battery 21 fluctuates depending on the charging power and the power consumption consumed by the electric steering device and other auxiliary machines. While the engine 24 is rotating, the charging power and the power consumption are balanced and the fluctuation is suppressed. When the engine 24 is stopped, it decreases according to the power consumption. The voltage of the battery 21 is input to the control unit 7 as a voltage signal, and is used to determine whether the engine 24 is rotating or stopped.

  The operation related to the suppression of energy consumption of the electric power steering apparatus for small boats having the above configuration will be described below based on the flowchart executed by the ECU 7A of the control unit 7 shown in FIGS. FIG. 2 is a flowchart of a power saving mode monitoring process periodically executed by the ECU 7A during the normal control mode, and FIG. 3 is a flowchart of a power saving mode return process periodically executed by the ECU 7A during the power saving mode. is there.

  In the normal control mode, the engine 24 is rotated, the generated power of the alternator 25 driven by the engine 24 is charged to the battery 21 and supplied to the auxiliary machine, and the electric steering apparatus is also connected via the system switch 22. The power is supplied to the PWM 8 via the relay 23 in the on state.

  In this state, when the steering handle 4 is steered, the torque sensor 20 detects the steering, the assist force corresponding to the detected steering torque is calculated by the ECU 7A, and the PWM 8 is passed through the current command value amplified by the current servo amplifier 7B. The electric motor 9 is driven to rotate the pump device 6 via the output shaft. The pump device 6 sucks the amount of hydraulic fluid measured according to the rotation amount of the output shaft of the power assist device 5 from one of the ports according to the rotation direction, and discharges it from the other port. One cylinder chamber of the device 3 is expanded to move the piston and the piston rod 3B, and this movement causes the steering bracket 13 to rotate via the drag link 14, and the outboard motor 2 is moved in the horizontal plane via the vertical shaft 12. And the outboard motor 2 is steered. The hydraulic fluid is discharged from the other cylinder chamber to be contracted and returned to the pump device 6 through the hydraulic pipe 15.

  In the flowchart of the power saving mode monitoring process shown in FIG. 2 periodically executed in the ECU 7A, first, in step S1, it is determined whether or not the battery voltage is equal to or lower than a preset specified value. Since the power is generated by the alternator 25 when the engine 24 is rotating, the power saving mode monitoring process is terminated because the power is not reduced below the specified value (voltage). In a state where the engine 24 is stopped and charging power is not supplied from the alternator 25, the battery voltage drops and falls below the specified value, so the process proceeds to step S2.

  In step S2, it is determined whether or not the battery voltage equal to or lower than the specified value determined in step S1 continues for a preset time. If the battery voltage does not reach the predetermined time, the current power saving mode monitoring process is terminated. If it continues for a predetermined time, the process proceeds to step S3. In this way, the process is terminated when the preset time is not reached, thereby avoiding erroneously determining that the temporary drop of the battery voltage due to the operation of another auxiliary device is the engine stop. The engine stop is reliably determined.

  In step S3, it is determined whether the steering torque is within a neutral range. FIG. 4 shows the relationship between steering torque and assist force (assist current). In the figure, motor current characteristics having three types of characteristics with respect to the steering torque are shown. These three characteristics can be switched according to a changeover switch or a hull speed.

  By the way, in the case of a small ship with an outboard motor having a single screw or a small ship having a propulsion device in its hull itself, if there is only one screw, the steering torque reaction force is generated by the action of the rotational reaction force of the propeller 11. Even if the outboard motor 2 is in a straight traveling state, for example, torque is generated to turn rightward, and in order to steer leftward, FIG. As shown, the left steering cannot be performed unless a steering torque sufficient to overcome the gyro effect is applied. Further, at the time of right steering, the gyro effect is added, and steering can be performed with a small steering torque, and the left and right steering forces become unbalanced. The left / right steering force imbalance due to the gyro effect increases in proportion to the rotational speed of the propeller 11, and increases as the hull speed increases, for example, as shown in FIG. For this reason, in order to maintain the hull 1 in the straight traveling state, an assist current that always exerts an assist force sufficient to balance the gyro effect in the leftward turning direction is always supplied to the electric motor 9.

  Accordingly, whether or not the steering torque is in the neutral range is determined by whether or not the steering torque is in the neutral range in consideration of the gyro effect. When the steering torque is not within the neutral range, the steering handle 4 is being steered by the driver, the current power saving mode monitoring process is terminated, and the steering torque is within the neutral range. If the steering handle 4 is not being steered by the person, the process proceeds to step S4.

  In step S4, the motor current for canceling the gyro effect commanded to PWM8 is set to zero, and the process proceeds to step S5. Since the motor current becomes zero, the power consumed by discharging from the battery 21 can be saved.

  In step S5, it is determined whether or not the command output for setting the motor current to PWM8 to zero in step S4 continues for a preset time. If the command output does not reach the predetermined time, the current power saving mode monitoring process is performed. If the process is continued for a predetermined time, the process proceeds to step S6. In this way, when the preset predetermined time is not reached, the process is terminated to determine whether the engine is stopped for a short time or for a long time. When the engine is stopped for a short time, the engine 24 is started again. The discomfort of the steering feeling at the time of returning is reduced.

  In step S6, since it is determined that the engine is stopped for a long time, the relay 23 is turned off to cut off the power supplied from the battery 21 to the PWM 8, and the process proceeds to step S7.

  In step S7, since it is determined that the operation is stopped for a longer time, the ECU 7A that minimizes energy consumption is shifted to the power saving mode, battery overdischarge (battery exhaust) is avoided as much as possible, and the process ends. In the power saving mode, processing is performed in which the power supply voltage of the torque sensor 20 and the current sensor of the electric motor 9 is set to zero voltage. Further, in the power saving mode, the ECU 7A only performs the power saving mode return processing shown in FIG. 3 periodically, thereby reducing the battery load on the ECU 7A and further suppressing battery overdischarge (battery rising). To do.

  Next, the power saving mode return process periodically executed by the ECU 7A during the power saving mode will be described with reference to the flowchart shown in FIG.

  First, in step S10, it is determined whether or not the battery voltage is equal to or higher than a preset specified value. In the state where the engine 24 is stopped, the power generation by the alternator 25 is not performed, so the battery voltage is lower than the preset specified value, and the current power saving mode return process is terminated. Since the alternator 25 generates power when the engine 24 is started, the battery voltage rises to a specified value (voltage) or more, and the process proceeds to step S11.

  In step S11, it is determined whether or not the battery voltage equal to or higher than the specified value determined in step S10 continues for a predetermined time set in advance. If the predetermined time is not reached, the current power saving mode return processing is terminated. If it continues for a predetermined time, the process proceeds to step S12. As described above, the process is terminated when the predetermined time is not reached, thereby avoiding a malfunction such as noise at the time of starting the engine or waiting for the engine rotation to be stabilized by warming up after the engine is started.

  In step S12, it is determined whether or not the steering torque is out of the neutral range and the steering wheel 4 is steered. When the steering torque is within the neutral range, the steering handle 4 is not being steered by the driver, and the current power saving mode return process is terminated, and the steering torque is outside the neutral range. If the steering wheel 4 is being steered by a person, the process proceeds to step S13.

  In step S13, since it is determined that the engine 24 is reliably operated and the steering handle 4 is steered, the relay 23 is turned on to supply electric power to be supplied from the battery 21 to the PWM 8, and the process proceeds to step S14. .

  In step S14, the ECU 7A is switched to the normal control mode, and the process ends. In the normal control mode, the ECU 7A periodically executes the power saving mode monitoring process shown in FIG. 2, switches the motor current to the PWM 8 to a command output that cancels the gyro effect, and resumes other steering control. Let

  In the above embodiment, as means for stopping the operation of the electric motor 9 when the engine is stopped, the output command to the electric motor 9 is set to zero, and the electric motor 9 is in a state where the engine is in a stopped state even after a predetermined time has elapsed. The power supply to the electric motor 9 is cut off, but not shown, but only one of the output command to the electric motor 9 is set to zero or the electric power supply to the electric motor 9 is cut off. May be.

  In the above-described embodiment, the electric steering device is described as having the power assist device 5 and the pump device 6 in the driver's seat and the cylinder device 3 for steering the outboard motor 2 at the rear of the hull 1. Although not shown, the power assist device in the driver's seat and the link mechanism that replaces the cylinder device at the rear of the hull may be connected by a link mechanism or push-pull wire, and the power assist device may be connected to the rear of the hull. In any case, any type may be used as long as it is assisted by an electric actuator such as an electric motor.

  FIGS. 6 and 7 are flowcharts of the second embodiment executed by the ECU 7A of the control unit 7 regarding the operation relating to the suppression of energy consumption of the electric steering apparatus for small boats. In the first embodiment, the power saving mode is monitored based on the battery voltage. However, this embodiment is characterized in that the power saving mode is monitored based on the engine speed instead of the battery voltage.

  In the present embodiment, the power assist device 5 detects the steering torque applied to the steering handle 4 with the torque sensor 20, calculates the assist force corresponding to the detected steering torque with the ECU 7 </ b> A of the control unit 7, and controls the control unit 7. The electric motor 9 is driven via the PWM 8 in accordance with the current command value amplified by the current servo amplifier 7B, and the pump device 6 connected to the output shaft of the electric motor 9 is driven to rotate via a clutch (not shown). The clutch is engaged when energized, transmits the driving force of the electric motor 9 to the pump device 6, and assists the operation of the steering handle 4 by the hydraulic pressure from the pump device 6. When the assist is not performed, the clutch is not engaged.

  The engine 24 is provided with a rotation speed sensor 26 for detecting the rotation speed, and the output of the rotation speed sensor 26 is input to the control unit 7 and used to determine whether the engine 24 is rotating or stopped. .

  An operation related to suppression of energy consumption of the electric steering apparatus for small boats configured as described above will be described below based on flowcharts executed by the ECU 7A of the control unit 7 shown in FIGS. FIG. 6 is a flowchart of the power saving mode monitoring process periodically executed by the ECU 7A during the normal control mode, and FIG. 7 is a flowchart of the power saving mode return process periodically executed by the ECU 7A during the power saving mode. is there.

  FIG. 6 is a flowchart of the power saving mode monitoring process performed in the ECU 7A. First, in step S21, it is determined whether or not the engine speed is equal to or less than a predetermined value set in advance. If the engine speed exceeds a predetermined value, the current power saving mode monitoring process is terminated. If the engine speed is equal to or lower than the predetermined value, the process proceeds to step S22. The predetermined value is set to a value that is approximately close to the engine stop speed.

  In step S22, it is determined whether or not the engine speed determined in step S21 continues for a predetermined time set in advance. If the engine speed does not reach the predetermined time, the current power saving mode monitoring process is terminated, and only for the predetermined time. If it is continued, the process proceeds to step S23. As described above, the engine stop is surely determined by terminating the process when the predetermined time is not reached.

  As in the first embodiment, in step S23, it is determined whether the steering torque is within a neutral range. FIG. 4 shows the relationship between steering torque and assist force (assist current).

  Whether or not the steering torque is in the neutral range is determined by whether or not the steering torque is in the neutral range in consideration of the gyro effect. When the steering torque is not within the neutral range, the steering handle 4 is being steered by the driver, the current power saving mode monitoring process is terminated, and the steering torque is within the neutral range. If the steering handle 4 is not being steered by the person, the process proceeds to step S24.

  In step S24, the motor current for canceling the gyro effect commanded to PWM8 is set to zero, and the process proceeds to step S25. Since the motor current becomes zero, the power consumed by discharging from the battery 21 can be saved.

  In step S25, it is determined whether or not the command output for setting the motor current to PWM8 to zero in step S4 continues for a preset time. If the command output does not reach the predetermined time, the current power saving mode monitoring process is performed. When the operation is continued for a predetermined time, the process proceeds to step S26. In this way, when the preset predetermined time is not reached, the process is terminated to determine whether the engine is stopped for a short time or for a long time. When the engine is stopped for a short time, the engine 24 is started again. The discomfort of the steering feeling at the time of returning is reduced.

  In step S26, it is determined that the engine will be stopped for a long time. Therefore, the relay 23 is turned off to cut off the power supplied from the battery 21 to the PWM8, the energization of the clutch of the electric motor 9 is stopped, and the process proceeds to step S27. move on. The electric power supplied from the battery 21 to the PWM 8 is cut off, and energization of the clutch of the electric motor 9 is stopped, so that a further energy saving effect can be expected.

  In step S27, since it is determined that the engine is stopped for a longer time, the ECU 7A that minimizes energy consumption is shifted to the power saving mode to avoid battery overdischarge (battery exhaust) as much as possible, and the process is terminated. In the power saving mode, processing is performed in which the power supply voltage of the torque sensor 20 and the current sensor of the electric motor 9 is set to zero voltage. Further, in the power saving mode, the ECU 7A only performs the power saving mode return process shown in FIG. 7 periodically, thereby reducing the battery load on the ECU 7A and further suppressing the battery overdischarge (battery rising). To do.

  Next, the power saving mode return process periodically executed by the ECU 7A during the power saving mode will be described with reference to the flowchart shown in FIG.

  First, in step S30, it is determined whether or not the engine speed is equal to or higher than a predetermined value set in advance. When the engine 24 is stopped, the power saving mode return process is terminated. When the engine 24 is started and the engine speed is equal to or higher than the predetermined value, the process proceeds to step S31.

  In step S31, it is determined whether or not the engine speed equal to or greater than the predetermined value determined in step S30 continues for a predetermined time, and if the predetermined time is not reached, the current power saving mode return process is terminated, If it continues for a predetermined time, the process proceeds to step S12. As described above, the process is terminated when the predetermined time is not reached, thereby avoiding a malfunction such as noise at the time of starting the engine or waiting for the engine rotation to be stabilized by warming up after the engine is started.

  In step S32, it is determined whether or not the steering torque is out of the neutral range and the steering wheel 4 is steered. When the steering torque is within the neutral range, the steering handle 4 is not being steered by the driver, and the current power saving mode return process is terminated, and the steering torque is outside the neutral range. If the steering wheel 4 is being steered by a person, the process proceeds to step S33.

  In step S33, since it is determined that the engine 24 is reliably operated and the steering handle 4 is steered, the relay 23 is turned on to supply electric power to be supplied from the battery 21 to the PWM 8, and the electric motor 9 Energize the clutch, engage the clutch, and proceed to step S34.

  In step S34, the ECU 7A is switched to the normal control mode, and the process ends. In the normal control mode, the ECU 7A periodically executes the power saving mode monitoring process shown in FIG. 2, switches the motor current to the PWM 8 to a command output that cancels the gyro effect, and resumes other steering control. Let

1 is a system configuration diagram of an electric steering apparatus for a small boat showing an embodiment of the present invention. The flowchart of the power saving mode monitoring process periodically performed by a controller. The flowchart of the power saving mode return process periodically performed by a controller. The characteristic view which shows the relationship between steering torque and assist force (assist current). The characteristic view which shows the characteristic of the left-right steering torque with respect to hull speed. The other flowchart of the power saving mode monitoring process periodically performed by a controller. The other flowchart of the power saving mode return process periodically performed by the controller.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hull 2 Outboard motor as steering means 3 Cylinder device 4 Steering handle 5 Power assist device 6 Pump device 7 Control unit (control means)
8 PWM
DESCRIPTION OF SYMBOLS 9 Electric motor 11 Propeller 13 Steering bracket 14 Drag link 15 Hydraulic piping 20 Torque sensor 21 Battery 22 System switch 23 Relay 24 Engine 25 Alternator 26 Rotation speed sensor

Claims (10)

Steering means arranged to be steerable in the horizontal direction at the rear of the hull;
Steering means for steering the steering means in accordance with a steering operation of a steering handle;
An electric actuator for assisting driving of the steering means in a steering handle operating direction;
An operating state detecting means for detecting an operating state of the engine for imparting propulsive force to the hull;
Control means for controlling the assist force of the electric actuator according to the steering torque input from the steering handle,
The said control means stops the action | operation of the said electric actuator, when the driving | running state detection means detects the stop state of an engine, The electric steering apparatus for small ships characterized by the above-mentioned.   The electric steering apparatus for a small boat according to claim 1, wherein the operation stop of the electric actuator in the engine stop state by the control means is such that an output command is zero.   2. The electric power steering apparatus for a small boat according to claim 1, wherein the operation stop of the electric actuator while the engine is stopped by the control means is to cut off power supply to the electric actuator.   The operation stop of the electric actuator in the engine stop state by the control means is to shut off the power supply to the electric actuator when the output command is zero and the engine is in the stop state even after a predetermined time has elapsed. The electric steering apparatus for a small boat according to claim 1 characterized by the above-mentioned.   The said control means stops the operation | movement of the said electric actuator after the predetermined time when the driving | running state detection means detected the engine stop state, The small ship use as described in any one of Claims 1-4 characterized by the above-mentioned. Electric steering device.   The small-size control unit according to any one of claims 1 to 5, wherein the control unit permits the operation of the electric actuator when it is determined that the steering handle is steered by a steering torque signal. Marine electric steering system.   The electric steering device for a small boat according to any one of claims 1 to 6, wherein the operating state detecting means detects an operating state of the engine based on a voltage state of a battery. A rotation speed detecting means for detecting the rotation speed of the engine;
The electric steering apparatus for a small boat according to claim 1, wherein the control means stops the operation of the electric actuator when it determines a stop state of the engine from the detected rotational speed.   The electric steering apparatus for a small boat according to claim 8, wherein the control means stops the operation of the electric actuator after a predetermined time after detecting the engine stop state. The electric actuator includes engagement means that selectively engages with the steering handle according to an energized state,
The electric steering apparatus for a small boat according to claim 8 or 9, wherein the control means stops energization to the engagement means after a predetermined time after detecting an engine stop state.

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