JP2006312375A - Control device of outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To supply the operating current for ship maneuvering part installed on a hull simultaneously from a plurality of outboard motor units installed on the hull in a multiple arrangement and prevent the device operation from becoming unstable even in case a potential difference is generated between the ship maneuvering part and each outboard motor. <P>SOLUTION: Midway of each power supply lines 114R/114L through which the operating current of the ship maneuvering part 102 is conducted, the first insulating mechanism 130R/130L to transmit the operating current from the power supply 100R/100L to the ship maneuvering part 102 is installed while the ship maneuvering part 102 and the power supply 100R/100L of the outboard motor 12R/12L is insulated electrically from each other, thereby insulates (separated) the ship maneuvering part 102 and the power supply system of each outboard motor 12R/12L electrically. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an outboard motor control apparatus.

  In recent years, there has been proposed a DBW (Drive By Wire) control device in which at least one of steering, shift change of the outboard motor, and adjustment of the rotation speed of the mounted internal combustion engine is performed by an actuator. In this device, the ship maneuvering part (steering wheel and shift / throttle lever) arranged on the hull is electrically connected to the outboard motor, and control signals and operating current are input between the maneuvering part and the outboard motor. Output is done. Specifically, each of the maneuvering unit and the outboard motor is provided with an electronic control unit, and the electronic control unit of the maneuvering unit outputs an actuator control signal according to the operation of the maneuvering unit by the operator, and the outboard motor The electronic control unit controls driving of the actuator based on the control signal. Each electronic control unit is supplied with an operating current from a power supply unit arranged in the outboard motor.

For example, as described in Patent Document 1, it is widely performed that a plurality of outboard motors are mounted on the hull in parallel. In the technique described in Patent Document 1, the convenience is improved by simultaneously starting the internal combustion engines of the outboard motors by operating one switch.
JP 2004-52697 A (paragraphs 0023 to 0025, etc.)

  When the operation of multiple outboard motors is controlled by a DBW control device, the maneuvering unit is electrically connected to each outboard motor and is supplied with operating current from multiple outboard motors simultaneously. become. Therefore, if a potential difference is generated between the boat maneuvering unit and each outboard motor, the operation of the apparatus may become unstable.

  Accordingly, the object of the present invention is to solve the above-described problems, while simultaneously supplying the operating currents of the marine vessel maneuvering unit arranged on the hull from a plurality of outboard motors multiply mounted on the hull, An object of the present invention is to provide a control device for an outboard motor that prevents the operation of the device from becoming unstable even when a potential difference occurs between the outboard motors.

  In order to solve the above-described object, according to claim 1, a plurality of ships each performing at least one of steering, shift change and adjustment of the rotational speed of an internal combustion engine mounted thereon by an actuator. In the control device for an outboard motor, a ship maneuvering unit that is disposed in a hull to which the plurality of outboard motors are mounted so as to be operated by a ship operator and outputs a control signal of the actuator in accordance with the operation of the ship operator; A plurality of actuator control means for controlling the operation of the actuator based on a control signal of the actuator, respectively, and a plurality of outboard motors, respectively. A plurality of power supply sections for supplying operating current; a plurality of power supply lines for connecting the ship maneuvering section to the plurality of power supply sections to conduct the operating current; and A first insulation mechanism that is disposed in the middle of the power line of the book and that electrically insulates between the boat maneuvering unit and the power source unit and transmits the operating current from the power source unit to the boat maneuvering unit. Configured.

  Further, in the present invention, the plurality of actuator control signal lines for connecting the ship maneuvering unit to the plurality of actuator control means to conduct the control signal of the actuator, and the plurality of the plurality of actuator control signal lines. A second insulation mechanism disposed in the middle of the actuator control signal line and transmitting the actuator control signal from the boat maneuvering unit to the actuator control unit while electrically insulating the maneuvering unit and the actuator control unit; It comprised so that.

  Further, in claim 3, further, an informing unit that is arranged in the marine vessel maneuvering unit and informs the operating state of the outboard motor to the marine vessel operator, and a plurality of outboard motors are arranged respectively. A plurality of sensors for generating an output indicating an operating state of the outboard motor, and the plurality of outboard motors, respectively, and outputting a control signal of the notification section based on the output of the sensor to A plurality of notification unit control means for controlling the operation; a plurality of notification unit control signal lines for connecting the notification unit to the plurality of notification unit control means and conducting the control signal of the notification unit; and The notifying unit control signal is transmitted from the notifying unit control unit to the notifying unit while being electrically insulated between the notifying unit and the notifying unit control unit, respectively disposed in the middle of the plurality of notifying unit control signal lines. A third insulation mechanism for transmitting to Sea urchin was constructed.

  According to a fourth aspect of the present invention, at least one of the first to third insulation mechanisms is constituted by an insulation transformer.

  In the outboard motor control apparatus according to claim 1, the plurality of power lines for connecting the marine vessel maneuvering unit to the power source unit disposed in each of the plurality of outboard motors and conducting the operating current of the marine vessel maneuvering unit. Since the first insulation mechanism for transmitting the operating current from the power supply unit to the boat maneuvering unit is provided in the middle of the marine vessel maneuvering unit and the power source unit, the boat maneuvering unit and each outboard motor are provided. Can be electrically insulated (separated). Therefore, even when a potential difference is generated between the marine vessel maneuvering unit and each outboard motor, it is possible to prevent the operation of the apparatus from becoming unstable.

  Further, in the outboard motor control apparatus according to claim 2, a plurality of the maneuvering sections are connected to the actuator control means disposed in each of the plurality of outboard motors to conduct the actuator control signals. Since a second insulation mechanism is provided in the middle of the actuator control signal line to transmit the actuator control signal from the boat maneuvering section to the actuator control means while electrically insulating between the boat maneuvering section and the actuator control means. The power handling system of the marine vessel maneuvering unit and each outboard motor can be insulated (separated) more reliably and electrically. Therefore, even when a potential difference is generated between the marine vessel maneuvering unit and each outboard motor, it is possible to more reliably prevent the operation of the apparatus from becoming unstable.

  Further, in the outboard motor control apparatus according to claim 3, the notifying unit disposed in the marine vessel maneuvering unit is connected to the notifying unit control means disposed in each of the plurality of outboard motors. The control signal of the notification unit is transmitted from the notification unit control unit to the notification unit while electrically insulating between the notification unit and the notification unit control unit in the middle of a plurality of notification unit control signal lines for conducting the control signal. Since the third insulation mechanism is provided, even when the notification unit is provided in the boat maneuvering unit, the power maneuvering unit and the power system of each outboard motor can be electrically insulated (separated) reliably. And the operation of the apparatus can be kept stable.

  In the outboard motor control apparatus according to claim 4, since at least one of the first to third insulation mechanisms is constituted by an insulation transformer, the above-described effect can be simplified. Can be obtained at

  The best mode for carrying out the outboard motor control apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall outboard motor control apparatus according to the first embodiment of the present invention.

  As shown in FIG. 1, a plurality of, specifically two outboard motors 12 </ b> R and 12 </ b> L are mounted on the rear part of the hull (boat hull) 10. That is, multiple outboard motors are hung on the hull 10 (two hung). Hereinafter, the outboard motor 12R on the starboard side (right side toward the front in the traveling direction) is referred to as a “starboard outboard motor”, and the outboard motor 12L on the port side (the same left side) is referred to as a “portside outboard motor”.

  A steering wheel 14 is disposed near the cockpit of the hull 10. The steering wheel 14 can be freely rotated by the vessel operator. In the vicinity of the cockpit, a remote control box (hereinafter referred to as “remote control box”) 16 and a plurality of notification lamps 18 are further arranged. The remote control box 16 is provided with a shift / throttle lever 20 that can be swung by a ship operator.

  FIG. 2 is an enlarged side view partially showing a cross section of the outboard motor shown in FIG. Since the starboard outboard motor 12R and the portboard outboard motor 12L have the same configuration, the distinction between starboard and portside is omitted in the description of FIG.

  As shown in FIG. 2, the outboard motor 12 includes a stern bracket 24. The stern bracket 24 is fixed to the rear of the hull 10 and is connected to the swivel case 28 via the tilting shaft 26. The outboard motor 12 includes a mount frame 30. The mount frame 30 includes a shaft portion 32, and the shaft portion 32 is accommodated in the swivel case 28 so as to be rotatable about a vertical axis. The mount frame 30 has an upper end and a lower end (lower end of the shaft portion 32) fixed to a frame (not shown) constituting the main body of the outboard motor 12.

  A steering electric motor (actuator) 34 that drives the shaft portion 32 is disposed on the swivel case 28. The output shaft of the steering electric motor 34 is connected to the upper end of the mount frame 30 via the reduction gear mechanism 36. That is, by operating the electric motor 34 for turning, the rotation output is transmitted to the mount frame 30 via the reduction gear mechanism 36, so that the outboard motor 12 moves left and right (vertically) with the shaft portion 32 as a turning shaft. Steered around the axis)

  Further, an internal combustion engine (hereinafter referred to as “engine”) 40 is mounted on the upper portion of the outboard motor 12. Specifically, the engine 40 is a spark ignition gasoline engine and has a displacement of 2200 cc. The engine 40 is located on the water surface and is covered with an engine cover 42.

  A throttle body 46 is connected to the intake pipe 44 of the engine 40. The throttle body 46 includes a throttle valve 48 therein, and a throttle electric motor (actuator) 50 for opening and closing the throttle valve 48 is integrally attached thereto. The output shaft of the throttle electric motor 50 is connected to the throttle valve 48 via a reduction gear mechanism (not shown) disposed adjacent to the throttle body 46. That is, by operating the throttle electric motor 50, the throttle valve 48 is opened and closed, the intake air of the engine 40 is metered, and the engine speed is adjusted.

  An extension case 54 is attached below the engine cover 42. A gear case 56 is further attached below the extension case 54. A drive shaft (vertical shaft) 60 that is rotatably supported around the vertical axis is inserted into the extension case 54 and the gear case 56. The drive shaft 60 is connected to the crankshaft (not shown) of the engine 40 at the upper end, and is provided with a pinion gear 62 at the lower end.

  In addition, a propeller shaft 64 that is rotatably supported around a horizontal axis is accommodated in the gear case 56. One end of the propeller shaft 64 protrudes from the gear case 56 toward the rear of the outboard motor 12, and the propeller 66 is attached thereto.

  A shift mechanism 70 is further accommodated in the gear case 56. The shift mechanism 70 includes a forward gear (bevel gear) 72, a reverse gear (bevel gear) 74, a clutch 76, a shift slider 78, and a shift rod 80.

  The forward gear 72 and the reverse gear 74 are arranged on the outer periphery of the propeller shaft 64 and are rotated in opposite directions by meshing with the pinion gear 62 described above. A clutch 76 is disposed between the forward gear 72 and the reverse gear 74. The clutch 76 rotates integrally with the propeller shaft 64.

  The shift rod 80 is disposed in parallel with the vertical axis direction. The clutch 76 is connected to a rod pin 82 provided on the bottom surface of the shift rod 80 via a shift slider 78. The rod pin 82 is formed at a position eccentric from the rotation center of the shift rod 80 by a predetermined distance. Therefore, by rotating the shift rod 80, the rod pin 82 is displaced while drawing an arcuate movement locus having a radius of the predetermined distance (the amount of eccentricity) described above. The displacement of the rod pin 82 is transmitted to the clutch 76 as a displacement parallel to the axial direction of the propeller shaft 64 via the shift slider 78. As a result, the clutch 76 is slid to a position where it engages with either the forward gear 72 or the reverse gear 74 or a position where it does not engage any of them.

  A shift electric motor (actuator) 84 that drives the shift mechanism 70 is disposed inside the engine cover 42. The output shaft of the shift electric motor 84 is connected to the upper end of the shift rod 80 via the reduction gear mechanism 86. Therefore, by operating the shift electric motor 84, the rotation output is transmitted to the shift rod 80 via the reduction gear mechanism 86, and the clutch 76 is slid. Thereby, a shift change is performed. Specifically, the shift position is switched among forward, neutral and reverse.

  In the following description, the members of the starboard outboard motor 12L and the members of the port outboard motor 12L are distinguished from each other by adding a subscript R or L to the reference numerals of the members shown in FIG.

  FIG. 3 is a block diagram showing in detail the configuration of the apparatus shown in FIG.

  As shown in FIG. 3, each outboard motor 12R, 12L includes throttle opening sensors 90R, 90L, respectively. The throttle opening sensors 90R and 90L are arranged in the vicinity of the throttle valves 48R and 48L, and generate an output indicating the throttle opening. The outboard motors 12R and 12L include shift position sensors 92R and 92L and turning angle sensors 94R and 94L. The shift position sensors 92R and 92L are arranged in the vicinity of the shift rods 80R and 80L, and generate an output indicating the shift position, specifically, an output indicating the rotation angle of the shift rods 80R and 80L. Further, the turning angle sensors 94R and 94L are arranged in the vicinity of the shaft portions 32R and 32L, and output indicating the turning angles of the outboard motors 12R and 12L, specifically, the rotation angles of the shaft portions 32R and 32L. Produces output.

  The outboard motors 12R and 12L further include water temperature sensors 96R and 96L. The water temperature sensors 96R and 96L are attached to the engine (not shown in FIG. 3) and generate an output indicating the coolant temperature. In addition to the water temperature sensors 96R and 96L, the outboard motors 12R and 12L include a plurality of sensors (not shown) that generate outputs indicating the operating state of the outboard motors 12R and 12L.

  The output of each sensor described above is input to ECUs (electronic control units; hereinafter referred to as “outboard motor side ECU”) 98R, 98L mounted on the outboard motors 12R, 12L. The outboard motor side ECUs 98R and 98L are composed of a microcomputer equipped with a CPU, a ROM, a RAM, and the like, and are housed in engine covers 42R and 42L (not shown in FIG. 3).

  Further, power supply units 100R and 100L are disposed in the outboard motors 12R and 12L. The power supply units 100R and 100L supply operating current to the outboard motor side ECUs 98R and 98L.

  On the other hand, a ship maneuvering section 102 and an insulated power supply device 104 are arranged on the hull 10. The boat maneuvering unit 102 includes an operation system and instruments necessary for maneuvering the outboard motors 12R and 12L. Specifically, in addition to the steering wheel 14 and the remote control box 16 described above, an ECU (electronic control unit; hereinafter referred to as “steering maneuvering unit”). 110 ”), a notification unit 112, and the like. The marine vessel maneuvering side ECU 110 is composed of a microcomputer as in the outboard motor side ECUs 98R and 98L. The notification unit 112 includes the plurality of notification lamps 18 described above.

  The boat maneuvering unit 102, specifically, the maneuvering unit side ECU 110 is supplied with operating power simultaneously from the two power source units 100R and 100L. The marine vessel maneuvering unit 102 (steering maneuvering unit side ECU 110) is connected to each of the power source units 100R and 100L via a plurality of (two in total) power source lines 114R and 114L that conduct the operating current.

  As illustrated, a steering angle sensor 116 is disposed in the vicinity of the rotation axis of the steering wheel 14. The steering angle sensor 116 generates an output corresponding to the steering angle of the steering wheel 14. A lever position sensor 118 is disposed in the remote control box 16. The lever position sensor 118 generates an output corresponding to the operation position of the shift / throttle lever 20.

  The outputs of the steering angle sensor 116 and the lever position sensor 118 are input to the ship maneuvering unit side ECU 110. The maneuvering unit side ECU 110 outputs the control signals (drive instruction signals) of the respective electric motors based on the input values. Specifically, the control signals of the steering electric motors 34R and 34L are output based on the output of the steering angle sensor 120, and the shift electric motors 84R and 84L and the throttle electric motor are controlled based on the output of the lever position sensor 122. Control signals for the motors 48R and 48L are output. Hereinafter, the control signals of the electric motors are collectively referred to as “actuator control signals”.

  The maneuvering unit side ECU 110 is connected to each of the outboard motor side ECUs 98R and 98L via a plurality of signal lines (hereinafter referred to as “actuator control signal lines”) 122R and 122L that conduct the actuator control signal. That is, the actuator control signal output by the boat maneuvering unit side ECU 110 is input to the outboard motor side ECUs 98R and 98L via the actuator control signal lines 122R and 122L.

  The outboard motor side ECUs 98R and 98L have throttle opening values corresponding to the control signals based on the control signals of the throttle electric motors 50R and 50L output from the boat maneuvering unit side ECU 110 and the outputs of the throttle opening sensors 90R and 90L. The operation of the electric motors 50R, 50L for throttle is controlled so that Further, the outboard motor side ECUs 98R, 98L, based on the control signals of the shift electric motors 84R, 84L and the outputs of the shift position sensors 92R, 92L, shift electric motors 84R so that the shift is in a position corresponding to the control signals. , 84L are controlled. Further, the outboard motor side ECUs 98R, 98L respond to the control signals of the turning angles of the outboard motors 12R, 12L based on the control signals of the turning electric motors 34R, 34L and the outputs of the turning angle sensors 94R, 94L. The operations of the steered electric motors 34R and 34L are controlled so as to be the same values.

  Further, the outboard motor side ECUs 98R and 98L output control signals (lighting instruction signals; hereinafter referred to as “notification unit control signals”) of the notification unit 112 based on outputs from the water temperature sensors 96R and 96L, etc. Control the behavior. Specifically, for example, when engine overheating is detected from the outputs of the water temperature sensors 96R and 96L, the corresponding notification lamp 18 is turned on to notify the operator. Similarly, when an abnormality of each part of the outboard motors 12R, 12L is detected from the output of a sensor (not shown), the corresponding notification lamp 18 is lit to notify the operator.

  Note that the notification unit 112 (specifically, each of the notification lamps 18) is connected to the outboard motor via a plurality of signal lines (hereinafter referred to as “notification unit control signal lines”) 124R and 124L that conduct the notification unit control signal. It is connected to each of the side ECUs 98R and 98L. That is, the notification unit control signals output from the outboard motor side ECUs 98R and 98L are input to the notification unit 112 via the notification unit control signal lines 124R and 124L.

  Insulated power supply device 104 is interposed in the middle of each of power supply lines 114R and 114L, actuator control signal lines 122R and 122L, and notification unit control signal lines 124R and 124L. The insulated power supply device 104 includes first insulation mechanisms 130R and 130L arranged in the middle of the power supply lines 114R and 114L, second insulation mechanisms 132R and 132L arranged in the middle of the actuator control signal lines 122R and 122L, And third insulating mechanisms 134R and 134L disposed in the middle of the notification unit control signal lines 124R and 124L.

  Next, the configuration of the insulated power supply device 104 will be described in detail. FIG. 4 is an explanatory diagram illustrating a circuit configuration of the insulated power supply device 104.

  As shown in FIG. 4, the first insulation mechanisms 130R and 130L, the second insulation mechanisms 132R and 132L, and the third insulation mechanisms 134R and 134L are each composed of an insulation transformer, and are electrically insulated primary coils. And a secondary coil.

  Primary coils 130R1 and 130L1 of first insulation mechanisms 130R and 130L are connected to power supply units 100R and 100L, respectively. On the other hand, the secondary coils 130R2 and 130L2 are connected to the boat maneuvering unit side ECU 110. As described above, the primary coils 130R1 and 130L1 and the secondary coils 130R2 and 130L2 are electrically insulated, but when the operating current output from the power supply units 100R and 100L flows through the primary coils 130R1 and 130L1, An induced electromotive force is generated in the secondary coils 130R2 and 130L2, and an operating current is supplied to the boat maneuvering unit side ECU 110.

  In this way, by arranging the first insulation mechanisms 130R and 130L on the power supply lines 114R and 114L, the ship maneuvering unit side ECU 110 and the power supply units 100R and 100L are electrically insulated from each other while the power supply units 100R and 100L are electrically insulated. The operating current is transmitted to the maneuvering unit side ECU 110. In other words, the power handling system 102 and the power systems of the outboard motors 12R and 12L are electrically insulated (separated).

  More specifically, the secondary coil 130R2 and the secondary coil 130L2 are connected to each other downstream of the first insulating mechanisms 130R and 130L, and then connected to the ship maneuvering unit side ECU 110 via the voltage adjustment circuit 140. The The voltage adjustment circuit 140 is provided to eliminate the difference in output voltage between the power supply unit 100R and the power supply unit 100L. Thereby, a stable operating current is always supplied to the maneuvering unit side ECU 110.

  The primary coils 132R1 and 132L1 of the second insulation mechanisms 132R and 132L are connected to the boat maneuvering side ECU 110, respectively, while the secondary coils 132R2 and 132L2 are connected to the outboard motor side ECUs 98R and 98L, respectively. Therefore, when the actuator control signal (current) output from the ship maneuvering unit side ECU 110 flows through the primary coils 132R1 and 132L1, induced electromotive force is generated in the secondary coils 132R2 and 132L2, and the outboard motor side ECUs 98R and 98L are controlled. A signal is supplied.

  That is, by disposing the second insulation mechanisms 132R and 132L on the actuator control signal lines 122R and 122L, the boat maneuvering side ECU 110 is electrically insulated between the boat maneuvering side ECU 110 and the outboard motor side ECUs 98R and 98L. To the outboard motor side ECUs 98R and 98L. The outboard motor side ECUs 98R and 98L control the operation of each electric motor based on the actuator control signal input in this way.

  The primary coils 134R1 and 134L1 of the third insulating mechanisms 134R and 134L are connected to the outboard motor side ECUs 98R and 98L, respectively, while the secondary coils 134R2 and 134L2 are connected to the notification unit 112, respectively. Therefore, when the notification unit control signals (current) output from the outboard motor side ECUs 98R and 98L flow through the primary coils 134R1 and 134L1, induced electromotive forces are generated in the secondary coils 134R2 and 134L2, and the notification unit 112 is controlled. A signal is supplied.

  That is, by disposing the third insulation mechanisms 134R and 134L on the notification unit control signal lines 124R and 124L, the notification unit 112 and the outboard motor side ECUs 98R and 98L are electrically insulated, and the outboard motor side A notification unit control signal is transmitted to the notification unit 112 from the ECUs 98R and 98L. Each lamp 18 (not shown in FIG. 4) of the notification unit 112 is turned on according to the notification unit control signal input in this way.

  As described above, in the outboard motor control apparatus according to the first embodiment of the present invention, the power line 114R, which connects the boat maneuvering unit 102 to the power source units 100R, 100L and conducts the operating current of the marine vessel maneuvering unit 102, In the middle of 114L, first insulation mechanisms 130R and 130L for transmitting the operating current from the power supply units 100R and 100L to the boat control unit 102 while providing electrical insulation between the boat control unit 102 and the power supply units 100R and 100L are provided. Therefore, the ship maneuvering unit 102 and the power supply system of each outboard motor 12R, 12L are electrically insulated (separated). Therefore, even when a potential difference is generated between the marine vessel maneuvering unit 102 and each outboard motor 12R, 12L, it is possible to prevent the operation of the apparatus from becoming unstable.

  In addition, electrical connection between the boat maneuvering unit 102 and the outboard motor side ECUs 98R, 98L is made in the middle of the actuator control signal lines 122R, 122L for connecting the boat maneuvering unit 102 to the outboard motor side ECUs 98R, 98L and conducting the actuator control signals. Since the second insulation mechanisms 132R and 132L are provided for transmitting the actuator control signal from the boat maneuvering unit 102 to the ECUs 98R and 98L while being insulated from each other, the power handling system of the boat maneuvering unit 102 and the outboard motors 12R and 12L is electrically connected. Is surely insulated. Therefore, even when a potential difference is generated between the boat maneuvering unit 102 and each outboard motor 12R, 12L, it is possible to more reliably prevent the operation of the apparatus from becoming unstable.

  Similarly, the notification unit 112 and the outboard are connected in the middle of the notification unit control signal lines 124R and 124L for connecting the notification unit 112 provided with the boat maneuvering unit 102 to the outboard motor side ECUs 98R and 98L and conducting the notification unit control signal. Since the third insulating mechanisms 134R and 134L that transmit the notification unit control signal from the ECUs 98R and 98L to the notification unit 112 while electrically insulating the aircraft side ECUs 98R and 98L are provided, the notification unit is provided in the boat maneuvering unit 102. Even when 112 is provided, the power control system of the marine vessel maneuvering unit 102 and the outboard motors 12R and 12L is electrically and reliably insulated, so that the operation of the apparatus can be kept stable.

  Furthermore, since the first to third insulation mechanisms 130R, 130L, 132R, 132L, 134R, and 134L are constructed of insulation transformers, the above-described effects can be obtained with a simple configuration.

  3 and 4, the actuator control signal lines include two signal lines 122R connected to the outboard motor side ECU 98R and signal lines 122L connected to the outboard motor side ECU 98L. Are provided in accordance with the type of actuator control signal output from the maneuvering unit side ECU 110. In addition, second insulation mechanisms 132R and 132L are arranged in the middle of all of them. The same applies to the notification unit control signal line and the third insulation mechanism.

  Further, the number of turns of the primary coil and the secondary coil constituting the insulation transformer may be changed as appropriate, and the first to third insulation mechanisms 130R, 130L, 132R, 132L, 134R, and 134L may function as transformers.

  As described above, according to the first embodiment of the present invention, at least one of the steering of the outboard motor, the shift change, and the adjustment of the rotation speed of the mounted internal combustion engine (engine 40) is respectively applied to the actuator (steering). In the control device for a plurality of (two) outboard motors (12R, 12L) performed by the electric motors 34R, 34L, the electric motors 50R, 50L for the throttle, and the electric motors 84R, 84L for the shift) A boat maneuvering unit (102, specifically, a maneuvering unit side ECU 110) is disposed on a hull (10) to which an external unit is mounted so as to be operated by a marine vessel operator and outputs a control signal of the actuator in accordance with the operation of the marine vessel operator. And a plurality of (two) actuators respectively disposed on the plurality of outboard motors and controlling the operation of the actuator based on a control signal of the actuator. Control means (outboard motor side ECUs 98R, 98L), a plurality (two) of power supply units (100R, 100L) respectively disposed in the plurality of outboard motors and supplying operating current to the boat maneuvering unit; A plurality of (two) power supply lines (114R, 114L) for connecting the ship maneuvering section to the plurality of power supply sections to conduct the operating current, respectively, and the middle of the plurality of power supply lines. And a first insulation mechanism (130R, 130L) for transmitting the operating current from the power supply unit to the boat maneuvering unit while electrically insulating the boat maneuvering unit and the power source unit.

  Furthermore, a plurality of actuator control signal lines (122R, 122L) for conducting the control signals of the actuator by connecting the boat maneuvering section to the plurality of actuator control means (98R, 98L), respectively, A second insulation mechanism disposed in the middle of the actuator control signal line and transmitting the actuator control signal from the boat maneuvering unit to the actuator control unit while electrically insulating the maneuvering unit and the actuator control unit; (132R, 132L).

  Furthermore, an informing unit (112) disposed in the marine vessel maneuvering unit and informing the operator of the operating state of the outboard motor, and an operating state of the outboard motor respectively disposed in the plurality of outboard motors. A plurality of sensors (water temperature sensors 96R, 96L) that generate an output to be output and the plurality of outboard motors, respectively, and output a control signal of the notification unit based on the output of the sensor to A plurality of notification unit control means (outboard motor side ECUs 98R, 98L) for controlling the operation and a plurality of notification units connected to the plurality of notification unit control means for conducting the control signals of the notification unit. Of the notification unit control signal lines (124R, 124L) and the plurality of notification unit control signal lines, respectively, and electrically insulates between the notification unit and the notification unit control means. Control signal The third insulating mechanism (134R, 134L) for transmitting the serial notification unit controlling means to the notification unit is configured to include a.

  In addition, at least one of the first to third insulating mechanisms (130R, 130L, 132R, 132L, 134R, 134L) is configured to include an insulating transformer.

  In the above description, the first to third insulation mechanisms 130R, 130L, 132R, 132L, 134R, and 134L are insulated transformers, but other components may be used as long as they have similar functions. .

  Further, although two outboard motors are mounted on the hull 10, three or more outboard motors may be used. Furthermore, although all the actuators for steering outboard motors are electric motors, other actuators such as hydraulic cylinders may be used. Moreover, although the alerting | reporting part 112 was comprised from the alerting lamp 18, you may use a buzzer etc.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram illustrating an outboard motor control apparatus according to a first embodiment of the present invention. FIG. 2 is an enlarged side view partially showing a cross section of the outboard motor shown in FIG. 1. It is a block diagram which shows the structure of the apparatus shown in FIG. 1 in detail. It is explanatory drawing showing the circuit structure of the insulated power supply device shown in FIG.

Explanation of symbols

  10: hull, 12R: starboard outboard motor, 12L: port outboard motor, 34R, 34L: electric motor for steering (actuator), 40: engine (internal combustion engine), 50R, 50L: electric motor for throttle (actuator) 84R, 84L: Shift electric motor (actuator), 96R, 96L: Water temperature sensor (sensor), 98R, 98L: Outboard motor side ECU (actuator control means, notification section control means), 100R, 100L: Power supply section, 102: Ship maneuvering unit, 112: Notification unit, 114R, 114L: Power supply line, 122R, 122L: Actuator control signal line, 124R, 124L: Notification unit control signal line, 130R, 130L: First insulation mechanism, 132R, 132L: Second insulation mechanism, 134R, 134L: third insulation mechanism

Claims (4)

In a control device for a plurality of outboard motors that perform at least one of steering, shift change, and adjustment of the rotational speed of the mounted internal combustion engine with an actuator,
a. A marine vessel maneuvering portion that is arranged to be freely operated by a marine vessel operator on a hull to which the plurality of outboard motors are mounted, and that outputs a control signal of the actuator according to the operation of the marine vessel operator;
b. A plurality of actuator control means arranged in each of the plurality of outboard motors and controlling the operation of the actuator based on a control signal of the actuator;
c. A plurality of power supply units respectively disposed in the plurality of outboard motors for supplying an operating current to the boat maneuvering unit;
d. A plurality of power lines for connecting the boat maneuvering section to the plurality of power supply sections to conduct the operating current;
And e. A first insulation mechanism that is disposed in the middle of the plurality of power lines, and that electrically insulates between the boat maneuvering unit and the power source unit, and transmits the operating current from the power source unit to the boat maneuvering unit;
An outboard motor control device comprising: further,
f. A plurality of actuator control signal lines for connecting the marine vessel maneuvering unit to the plurality of actuator control means and conducting the control signal of the actuator;
And g. A plurality of actuator control signal lines arranged in the middle of each of the plurality of actuator control signal lines, wherein the actuator control signal is transmitted from the boat maneuvering unit to the actuator control unit while electrically insulating between the boat maneuvering unit and the actuator control unit; Two insulation mechanisms;
The outboard motor control device according to claim 1, further comprising: further,
h. An informing unit that is arranged in the marine vessel maneuvering unit and informs the operator of the operating state of the outboard motor;
i. A plurality of sensors that are respectively disposed on the plurality of outboard motors to generate an output indicating an operating state of the outboard motor;
j. A plurality of notification unit control means arranged respectively in the plurality of outboard motors, for controlling the operation of the notification unit by outputting a control signal of the notification unit based on the output of the sensor;
k. A plurality of notification unit control signal lines for connecting the notification unit to the plurality of notification unit control means and conducting the control signal of the notification unit;
And l. The notifying unit control signal is transmitted from the notifying unit control unit to the notifying unit while being electrically insulated between the notifying unit and the notifying unit control unit. A third insulation mechanism that transmits to
The outboard motor control device according to claim 2, further comprising: 4. The outboard motor control apparatus according to claim 3, wherein at least one of the first to third insulation mechanisms includes an insulation transformer.