JP2009208607A - Stop device of small vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stop device of a small vessel with an engine operated by an engine remote controller, wherein a throttle is returned to an idling position with a simple operation, a shift (engine clutch) is returned to a neutral position, switching of the engine clutch is prevented when the throttle is in a position other than the idling position, and re-operation is possible only when a shift knob of the engine remote controller is in the neutral position when returning to an ordinary operation state after the stop signals are transmitted, and the throttle knob is in the idling position. <P>SOLUTION: The small vessel mounted with the engine 20 operable with a portable transmitter 3 includes a stop switch 8 attached therein. When the stop signals are transmitted from the stop switch 8, the throttle 21 of the engine 20 is switched to the idling position, and the engine clutch 22 is switched to the neutral position only when the throttle 21 is in the idling position. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a small vessel equipped with an engine shift (clutch) and a device for remotely manipulating a throttle (also referred to as an engine remote controller) for stopping the small vessel by cutting off the propulsive force of the engine with a simple device during navigation. Relates to a stop device.

  The above-mentioned remote control device generally has a mechanical type and an electric type. In the mechanical type, a ship operator usually operates the shift lever and throttle lever of the control head to control the engine. In addition, a device has been developed in which a shift lever and a control lever of a mechanical control head can be operated by holding a small portable transmitter via an actuator unit. In a small vessel equipped with such a portable transmitter, it is impossible to operate or operate the boat unless the portable transmitter is at hand.

As a prior art related to this type of stopping device, when water is dropped from a water transportation system in operation, the water transportation system may stop at a position not far from the water-dropper or notify other persons other than the water transportation system. A possible lifesaving system has been proposed (see, for example, Patent Document 1). The life-saving system includes a device main body, a detection unit disposed in the device main body for detecting the presence of water, and a predetermined water detection signal when the detection unit disposed in the device main body detects the presence of water. A portable transmitter comprising: a wireless transmitter for sending; a power source disposed in the apparatus main body for driving the apparatus main body; and a mounting tool attached to the apparatus main body and attached to the human body; Propulsion power source stop means for receiving the water detection signal transmitted from the wireless transmission unit and stopping the propulsion power source of the water transportation specified in advance is provided.
JP 2002-232303 A

  In a small vessel of the type in which the engine is operated with an engine remote controller such as the portable transmitter described above, for example, a ship operator falls into the water while sailing, goes out for fishing alone and falls during sailing, or maneuvering If passengers other than passengers have to stop the propulsion by the engine for some reason, if the navigation can be stopped with a simple operation by simply pressing the switch, the convenience will be greatly improved. Such a small vessel is not provided with such a device (equipment).

  Therefore, it is conceivable to stop the operation of the engine, but usually the engine has different start / stop switch styles depending on the manufacturer, and it is not possible to provide engine stop means corresponding to the engine of each company. Have difficulty.

  In addition, in the case of a small vessel equipped with an autopilot device called an autopilot, it can be automatically maneuvered until it arrives at its destination, but when it arrives, the operator generally switches off the engine. It is necessary to operate.

  Furthermore, if the stop signal (stop position return signal) is cancelled, the operation with the engine remote controller can be performed, but if it is simply switched so that the operation with the engine remote controller is possible, the vehicle will start suddenly. There is a risk that it may be dangerous. Therefore, in order to avoid such a dangerous situation, it is necessary to provide a safety function that cannot be operated again unless the engine throttle is in the idle position and the engine clutch is in the neutral position.

  The present invention has been made in view of the above points, and in a small vessel of the type in which the engine is operated by an engine remote controller, 1) a stop switch provided in the vessel is pressed to generate a stop signal, or 2) the destination is reached by autopilot. A small vessel that can return a throttle to the idle position and return the shift (engine clutch) to the neutral position when a signal is sent or 3) a stop signal is sent from a portable transmitter when the water falls. It is intended to provide a stop device.

  Another object of the present invention is to provide a small boat stop device that can prevent the engine clutch from being switched when the throttle is not in the idle position in order to protect the engine clutch.

  Furthermore, when returning to the normal operating state after the stop signal is transmitted, both the engine remote control shift knob is in the neutral position and the throttle knob is in the idle position. A third problem is to provide a small boat stop device that can prompt the operator to return both knobs when the knob is not in such a position.

  In order to solve the above-described problems, a stop device for a small vessel according to the present invention operates a shift lever and a throttle lever of a mechanical control head via an actuator unit, respectively, and a clutch and a throttle of an engine by a push-pull cable. In a small vessel equipped with an engine that can be operated by a portable transmitter or other engine remote controller, a stop switch attached to the small vessel, a stop signal transmitter incorporated in the automatic control device of the small vessel, or a wireless stop When the stop signal is transmitted from any one of the stop switch, the stop signal transmitter, or the wireless stop signal transmitter, comprising at least one or a set of a signal transmitter and a wireless receiver thereof The throttle of the engine switches to the idle position Or together with the throttle is switched to the idle position, the engine clutch only by the throttle idle position, characterized in that as switched to the neutral position.

  According to the stop device for a small boat according to the present invention having the above-described configuration, when a water drop person carries a stop signal transmitter, particularly when a crew member, a ship operator, or the like of the small boat falls, a water drop person If the person does not carry the water, the surrounding occupant simply presses the stop switch, and the engine throttle is switched to the idle position, or the throttle is switched to the idle position and the engine clutch is in the neutral position. Since the navigation of the small vessel is stopped, the water struck person can be rescued immediately, or the water spiller himself can return to the small ship. Moreover, instead of stopping the operation of the engine as the propulsion device, the engine clutch is switched to the neutral position or switched, and the throttle is returned to the idle position to stop the navigation of the small vessel. It can be applied reliably regardless of the manufacturer. Further, as specified in claim 3, since the engine clutch is switched to the neutral position only when the throttle is in the idle position, the engine clutch is switched without applying an excessive load. Can do.

  According to a second aspect of the present invention, the actuator unit includes a motor for operating the shift lever and a motor for operating the throttle lever, and a lever and a push connected to a rotation operation unit of the shift lever via a push-pull cable. A lever connected to the rotation operation portion of the throttle lever via a pull cable and a control means (control panel) for each motor can be provided.

  In this way, the clutch and throttle of the engine are operated via the shift lever and throttle lever of the control head that can be manually operated, so by disconnecting the actuator unit from the shift lever and throttle lever of the control head, The engine clutch and throttle can be controlled by manually operating the shift lever and throttle lever.

  According to a third aspect of the present invention, when the stop signal is transmitted, the control means determines whether or not the throttle is in an idle position. If the throttle signal is not in the idle position, the shift operation motor in the actuator unit is stopped. While continuing the state and ending the series of operations without operating the engine clutch, if the throttle is in the idle position, a command signal for neutralizing the shift lever is transmitted, and the actuator unit Preferably, the position of the shift operation lever is detected, and if the lever is in a position other than the neutral position, the shift operation lever is rotated by the motor and the shift operation lever is rotated to the neutral position.

  In this way, since the engine clutch is switched to the neutral position only when the throttle of the engine is in the idle position, the engine clutch is protected.

  According to a fourth aspect of the present invention, when returning to a normal operation state after the stop signal is transmitted, the control means causes the throttle knob of the engine remote control to be in the idle position and the clutch knob to be in the neutral position, respectively. It is desirable to prevent remote control of the engine throttle and clutch unless it is returned. Further, if only the clutch knob is returned to the neutral position, the engine throttle and clutch can be operated by remote control.

  In this way, there is no risk that the small boat will start suddenly when returning to the normal operating state after the stop signal is transmitted.

  Since the stop device for a small boat according to the present invention has the above configuration, the following excellent effects are obtained.

  ・ By simply pressing the stop switch, the engine throttle is switched to the idle position and the engine clutch is switched to the neutral position to stop the navigation of the small vessel. The waterfaller can return to the small ship himself.

・ Since the engine, which is a propulsion device, is not stopped, the engine clutch is switched to the neutral position and the throttle is returned to the idle position to stop the navigation of the small vessel. Regardless, it can be applied reliably.
Since the engine clutch is switched to the neutral position only when the throttle is in the idle position, the engine clutch can be switched without applying an excessive load.

  -Since the clutch and throttle of the engine are operated via the shift lever and throttle lever of the control head that can be operated manually, the shift lever and throttle lever are disconnected by disconnecting the actuator unit from the shift lever and throttle lever of the control head. Can be operated manually to control the clutch and throttle of the engine.

  -There is no risk of a small ship starting suddenly when returning to normal operation after a stop signal is transmitted.

  Embodiments of a stop device for a small boat according to the present invention will be described below with reference to the drawings.

  FIG. 1 is an explanatory view showing the entire layout of a small boat including a propulsion device equipped with a stop device for a small boat according to an embodiment of the present invention, and FIGS. 2 and 3 show the operation procedure of the stop device of the present invention. It is a flowchart to show.

  As shown in the upper part of FIG. 1, the stopping device 1 of the present embodiment controls the governor of the engine 20 to adjust the rotational speed, and switches the engine clutch 22 from the neutral position to forward or backward, and from forward and backward. The shift 23 for returning to the neutral position is incorporated in a small vessel (not shown) that is already equipped with a mechanical control head 26 that can be manually operated via push-pull cables 24 and 25, respectively. Of course, the stop device 1 can be incorporated when the mechanical control head 26 is provided.

  In the present embodiment, an actuator unit 2 and a wired portable transmitter 3 as an electric remotor controller connected to the unit 2 via an electric wire 4 are further provided. In this case, as shown in FIG. 1, in the actuator unit 2, in addition to the control panel 7 as a control means, two sets of motors M1 and M2 for operating the shift lever 27 and for operating the throttle lever 28, electromagnetic Clutches C1 and C2 and levers L1 and L2 are provided. One lever L1 is connected to the rotation operation portion of the shift lever 27 via the push-pull cable 5, and the other lever L2 is rotated to the throttle lever 28 via the push-pull cable 6. Each is connected to the operation unit. As shown in FIG. 4, the portable transmitter 3 includes a dial operation knob 31 for shifting operation, a knob operation knob 32 for the engine 20 and a steering knob 33 in series. Although the portable transmitter 3 is also provided with a steering knob 33, an actuator unit is not provided for the steering operation, and a steering hydraulic cylinder installed on the stern at the rotation angle of the steering knob 33 (see FIG. (Not shown) is operated directly.

  The stop device 1 in this embodiment is a stop (stop position return) switch 8 attached to an appropriate place (preferably a plurality of locations) in a small vessel, and a stop signal (stop position return signal) transmitted in the automatic pilot device 15. And a wireless stop signal (stop position return signal) transmitter 10 and a wireless receiver 11 carried by a ship operator and other crew members, and a stop switch 8, a stop signal transmitter 9, and a wireless receiver. Each of the receivers 11 is connected to a control board (mainly composed of a microcomputer) 7 as a control means by electric wires 12. The CPU of the control panel 7 stores a shift operation program and a throttle operation program for executing an emergency stop of a small boat according to the present invention. FIG. 4 is an enlarged front view showing a part of the portable transmitter 3 used for remote control of shift, throttle, and steering. Reference numeral 13 in FIG. 14 is connected.

  A dial type clutch operating knob 31 (hereinafter referred to as a clutch knob 31) that can rotate clockwise and counterclockwise from the neutral position in the portable transmitter 3 shown in FIG. 4 moves forward when rotated clockwise. On the contrary, when it is rotated counterclockwise, it moves backward.

  Here, an example of the procedure of the shift / throttle operation by the stopping device 1 of this example will be described based on the flowcharts shown in FIGS.

  First, in the flowchart of FIG. 2, when a shift operation is started (Step 100), it is determined whether or not a stop signal (also called a stop position return signal or an emergency stop signal) is transmitted by the CPU of the control panel 7 (Step 101). If NO, the position of the clutch knob 31 of the portable transmitter 3 is read into the central processing unit (CPU) of the control panel 7 in the actuator unit 2 (Step 102). Then, it is determined whether or not the interlock is set (Step 103). If NO (release), the CPU determines the position of the clutch knob 31 (Step 108). In this example, since the voltage changes at the rotational position of the clutch knob 31, the CPU determines the position of the clutch knob 31 based on the voltage change. Here, the position of the clutch knob 32 becomes the command value.

  -If it is a neutral position, the command signal to neutralize the shift lever 27 of the control head 26 is transmitted (Step 109).

  -If it is an advance position, the command signal to the effect of making the shift lever 27 of the control head 26 advance (continuous) will be transmitted (Step 110).

  If it is in the reverse drive position, a command signal is sent to make the shift lever 27 of the control head 26 reverse (continuous) (Step 111).

  When the CPU of the control panel 7 receives any of the above signals, the current position of the lever L1 (current shift position) in the actuator unit 2 is read into the CPU, and this is fed back as an FB value. The command value is compared with the FB value (Step 112).

  If the command value (for example, the voltage value generated at the reverse position) is smaller than the FB value (for example, the voltage value generated at the neutral position), the motor M1 reverses (Step 113), and the engine clutch 22 is connected via the push-pull cable 5. Is switched to reverse and reverse, and a series of work is completed (Step 118). If the command value (for example, the voltage value generated at the neutral position) is the same as the FB value (for example, the voltage value generated at the neutral position), the motor M1 continues to be stopped (Step 114), and a series of operations are performed. The process ends (Step 118). Further, if the command value (for example, the voltage value generated at the forward position) is larger than the FB value (for example, the voltage value generated at the neutral position), the motor M1 rotates forward (Step 115), and the engine clutch is connected via the push-pull cable 5. 22 switches to forward and moves forward, and the series of operations ends (Step 118). In the present embodiment, the command value and the FB value are compared with a voltage value. Further, the engine speed during forward / reverse travel is usually adjusted arbitrarily by the ship operator using the throttle knob 32. In addition, according to this flowchart, when a series of operation is completed and becomes END (Step 118), it automatically returns to START (Step 100) which is a start state of the operation, and the common processing of this flowchart is repeatedly executed. .

  If it is determined whether or not the interlock in Step 103 is set, the position of the clutch knob 31 and the current position of the lever L1 in the actuator unit 2 (current shift position) are read into the CPU, respectively. When the two positions are compared and matched, the interlock is released and the process returns to the step 108. However, if the positions of the two are different, the motor M1 continues to be stopped (Step 117), and a series of work ends (Step 118).

  On the other hand, in the flowchart of FIG. 2, when the stop switch 8 is pushed and turned ON, or when a stop signal is transmitted from the stop signal transmitter 9 or the wireless stop signal transmitter 10, a stop signal is transmitted in the next Step 101. In this case, since it is YES, in the next Step 104, the interlock is set, and it is determined whether or not the throttle 21 is in the idle position (Step 105). The interlock setting in Step 104 is for memorizing that a stop signal is transmitted, the throttle is returned to the idle position, and the engine clutch 22 is returned to the neutral position.

  If NO (other than the idle position), the shift operation motor M2 in the actuator unit 2 continues to be stopped (Step 116), and the series of operations are terminated without the engine clutch 22 being operated (Step 118). The process from the start state (Step 100) is repeated. This process is provided for the purpose of preventing the engine clutch 22 from being switched when the throttle 21 is not in the idle position in order to protect the engine clutch 22.

  However, if it is determined as YES (idle position) in Step 105, a command signal for neutralizing the shift lever 27 of the control head 26 in the next Step 109 is transmitted. Step 109 and subsequent steps are as described above. That is, when the CPU of the control panel 7 receives the command signal, the position of the lever L1 in the actuator unit 2 is read by the CPU, and this is fed back as an FB value. Subsequently, the command value and the FB value are The engine clutch 22 is switched to the neutral position in Step 113 to Step 115. As described above, when the engine 20 is in operation, when the series of operations is completed (Step 118), the operation 20 automatically returns to the operation start state (Step 100).

  Next, in the flowchart of FIG. 3, when the throttle operation is started (Step 200), it is determined whether or not an emergency stop signal is transmitted (Step 201). If NO, the throttle operation knob 32 of the portable transmitter 3 is determined. The position of the throttle lever 32 (hereinafter referred to as the throttle knob 32) and the position of the current lever L2 for operating the throttle 21 in the actuator unit 2 (the current engine speed) are the central processing unit (CPU) of the control panel 7 in the actuator unit 2, respectively. ) Is read (Step 202). Then, the CPU calculates a command value (engine speed) of the throttle 21 from the position of the throttle knob 32 (Step 203). In the present embodiment, since the voltage changes depending on the rotational position of the throttle knob 32 and the position of the lever L2, the CPU determines the positions of the throttle knob 32 and the lever L2 based on the voltage change. Here, the command value will be described below as the medium speed rotation position.

  Then, it is determined whether or not the interlock is set (Step 204). If NO (release), the command value and the FB value are compared (Step 209). Here, if the command value (voltage generated at the medium speed rotation position) is smaller than the FB value (for example, voltage generated at the high speed rotation position), the motor M2 reverses (Step 210), and the throttle via the push-pull cable 6 is performed. 21 rotates in the reverse direction, the rotational speed of the engine 20 is lowered to the medium speed rotational position, and a series of operations is completed (Step 214). If the command value (voltage generated at the medium speed rotation position) is the same as the FB value (for example, voltage generated at the medium speed rotation position), the motor M2 continues to be stopped (Step 211). The rotation speed is maintained at the medium speed rotation position, and the series of operations is completed (Step 210). Further, if the command value (voltage generated at the medium speed rotation position) is larger than the FB value (eg, voltage generated at the idle position), the motor M2 rotates forward (Step 212), and the throttle 21 is connected via the push-pull cable 6. The engine 20 rotates in the forward rotation direction, the rotation speed of the engine 20 is increased to the medium speed rotation position, and the series of operations is completed (Step 214).

  If YES (set) in Step 204, it is determined whether or not the position of the throttle knob 32 (see FIG. 4) matches the position of the throttle operating lever L2 in the actuator unit 2 (Step 207). If YES (match), the interlock is released (Step 208) and the process proceeds to Step 209. If NO (different), the motor M2 in the actuator unit 2 is kept stopped (Step 213), and a series of operations is completed (Step 214).

  On the other hand, it is determined in Step 201 whether or not an emergency stop signal has been transmitted. If YES, an interlock (blocking the switching of the engine clutch at other than the idle position) is set (step 205), and then the throttle lever 21 is turned on. A command value for setting the idle position is transmitted (step 206). Then, as described above, if the command value (voltage generated at the idle position) is smaller than the FB value (for example, voltage generated at the medium speed rotation position), the motor M2 reverses (Step 210), and the push-pull cable 6 is used. The throttle 21 rotates in the reverse direction, and the rotational speed of the engine 20 is lowered to the idle position, and a series of operations is completed (Step 214). Further, if the command value (idle position) is the same as the FB value (for example, idle position), the motor M2 continues to be stopped (Step 211), the engine 20 is kept at the idle position, and a series of operations are performed. Ends (Step 214). When the emergency stop signal is transmitted, the command value is the idle position, and the FB value does not become smaller than the idle position, so the motor M2 does not rotate forward, in other words, does not shift to Step 212.

  Although the above embodiment of the stopping device of the present invention has been described above, it can be implemented as follows.

  For the wireless stop signal transmitter 10, for example, a water detection sensor may be attached and a stop signal may be automatically transmitted when the water falls.

  As a stop signal transmitter, in the above-described embodiment, a stop switch 8 installed at a proper position in a small ship, a stop signal transmitter 9 incorporated in the automatic pilot device 15, and a wireless stop signal transmitter 10 that can be carried by a passenger. However, the present invention is not limited to these. For example, the portable transmitter 3 may be provided with a stop signal transmission switch, or only the stop switch 8 may be provided.

  In the above-described embodiment, when the stop signal is transmitted, the throttle 21 is returned to the idle position and the engine clutch 22 is switched to the neutral position. It is also possible not to switch 22 to the neutral position.

  An example of the portable transmitter 3 is shown in FIG. 4, but this is only an example, and for example, a throttle and a clutch knob can be shared.

  In the embodiment shown in FIG. 1, the structure in which the electromagnetic clutch C is provided between the motor M and the lever L is shown, but the electromagnetic clutch C can be omitted.

It is explanatory drawing which shows the whole layout provided with the stop apparatus of the small boat which concerns on one Embodiment of this invention. It is a flowchart which shows an example of the operation | movement procedure of the stop apparatus of this invention. It is a flowchart which shows an example of the operation | movement procedure of the stop apparatus of this invention. FIG. 4 is an enlarged front view showing a part of the portable transmitter 3 of FIG.

Explanation of symbols

1 Stop device 2 Actuator unit 3 Portable transmitter (engine remote control)
4 electric wire 5 · 6 push-pull cable 7 control panel 8 stop switch 9 stop signal transmitter 10 wireless stop signal transmitter 11 wireless receiver 12 · 14 electric wire 13 navigation device 15 autopilot M1 ・ M2 motor L1 ・ L2 lever 20 Engine 21 Throttle 22 Engine clutch 23 Shift 24/25 Push-pull cable 26 Control head 27 Shift lever 31, 32/33 Dial type knob

Claims (4)

In a small vessel equipped with an engine in which the shift lever and throttle lever of the mechanical control head are operated via an actuator unit, and the engine clutch and throttle can be operated with a portable transmitter or other engine remote control by a push-pull cable. ,
A stop switch mounted in the small vessel, a stop signal transmitter incorporated in the automatic control device of the small vessel, or at least one or a set of a wireless stop signal transmitter and a wireless receiver thereof ,
When a stop signal is transmitted from any one of the stop switch, the stop signal transmitter, or the wireless stop signal transmitter, the throttle of the engine is switched to the idle position or the throttle is switched to the idle position. In addition, the stop device for a small vessel is characterized in that the engine clutch is switched to the neutral position only when the throttle is in the idle position.   In the actuator unit, there are motors for operating the shift lever and throttle lever, a lever connected to the rotation operation portion of the shift lever via a push-pull cable, and a throttle lever via a push-pull cable. The stop device for a small vessel according to claim 1, further comprising a lever connected to the rotation operation unit and a control unit for each of the motors.   When the stop signal is transmitted, the control means determines whether or not the throttle is in the idle position. If the throttle is not in the idle position, the shift operation motor in the actuator unit is kept stopped to operate the engine clutch. If the throttle is in the idle position, a command signal for neutralizing the shift lever is transmitted to detect the position of the shift operation lever in the actuator unit. 3. The small vessel according to claim 2, wherein if the lever is located at a position other than the neutral position, the shift operation lever is rotated by the motor and the shift operation lever is rotated to the neutral position. Stop device.   When returning to the normal operation state after the stop signal is transmitted, unless the throttle knob of the engine remote control is returned to the idle position and the clutch knob is returned to the neutral position by the control means, the throttle and engine The stop device for a small vessel according to claim 2 or 3, wherein the clutch cannot be operated by remote control.

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