JP2009234514A - Vessel propulsion device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To smoothly perform the operation of a vessel when a vessel propulsion device provided on the vessel is provided with an outboard motor in which a propeller driven by an electric motor. <P>SOLUTION: A drive operation part 26 is turned at normal rotation and reverse rotation from a neutral position, and a state that the feeding of electric power to the electric motor 19 is shut off is maintained until a turning amount reaches an amount of first normal rotation and first reverse rotation. Furthermore, when it is normal rotation and reverse rotation, a current of a value corresponding to the turning amount at that time is fed to the electric motor 19. There is provided an electronic control device 29 for continuously maintaining the turing amount to the first reverse rotation amount or larger at the reverse rotation of the drive operation part 26, comparing a retreating erroneous operation total time obtained by summing up respective maintenance times in which the maintenance time is shorter than an erroneous operation determination time threshold and the maximum value of the turning amount at that time is smaller than an erroneous operation determination turning amount threshold with a separately set reference time and outputting the comparison signal. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes an outboard motor configured to drive a propeller by an electric motor, and allows the propeller to be rotated forward and backward by an output of the electric motor by forward rotation and reverse rotation operation of a drive operation unit. The present invention relates to a marine vessel propulsion device that can steer a hull by a steering operation to a drive operation unit.

  Conventionally, there is a ship propulsion apparatus disclosed in Patent Document 1 below. According to this publication, a ship propulsion device for a ship has a steering lever that is pivotally supported by the hull so as to be steerable about a longitudinal axis and that protrudes substantially horizontally from its upper end. And an outboard motor in which a propeller is driven by an electric motor, a battery capable of supplying electric power to the electric motor, and a protruding portion of the steering lever, and a shaft center along the protruding direction of the steering lever. And a drive operation unit that can be rotated forward and backward.

  Further, as suggested in FIG. 7 and FIG. 8C of the above publication, in the above configuration, there is one configured as follows.

  That is, when the drive operation unit is rotated forward and backward from a neutral position around the axis, the supply of electric power is interrupted until the rotation amounts reach the first forward rotation and the first reverse rotation amount, respectively. And when the rotation amount increases toward the second normal rotation amount and the second reverse rotation amount, respectively, the current (voltage) corresponding to the rotation amount at that time is maintained. ) Is supplied to the electric motor, and the propeller is rotated forward and backward.

  When the ship propulsion device is used for maneuvering such as a ship, the propeller is rotated forward by the electric motor if the drive operation unit is operated to rotate forward from the neutral position to the first forward rotation amount or more. The hull is advanced. Further, if the drive operation unit is operated to rotate backward from the neutral position to the first reverse rotation amount or more, the propeller is reversed by the electric motor and the hull is moved backward. Further, when the outboard motor is rotated around the shaft center by operating the drive operation portion constituting a part of the steering lever at the time of forward or reverse of the hull, the hull is steered.

  Here, when the said ship is a fishing boat, there exist conventionally the following, for example in the ship maneuvering condition in a fishing ground.

  That is, as the first ship maneuvering situation, a plurality of people board the boat, and one of the crew members grips the driving operation unit for driving the propeller and steering the hull without fishing. It is supposed to be operated. In this case, since the said passenger | crew can always visually recognize a drive operation part, operation about this drive operation part can be made appropriate without an erroneous operation. Therefore, it is considered that the ship can be smoothly maneuvered.

  On the other hand, as a second boat maneuvering situation, there is a case where only one person gets on board and fishes and operates the drive operation unit together. In this case, this occupant tends to concentrate mainly on fishing with the right hand of the arm, and the operation to the drive operation unit is not relied on visually by grasping this with the left hand.

In the second ship maneuvering situation, when operating the drive operation unit, generally, the drive operation unit is normally rotated forward from the neutral position and then returned to the neutral position to frequently advance the hull in small increments. Repeatedly. Further, during this time, the drive operation unit is once rotated in the reverse direction from the neutral position with a relatively small number of times, and then returned to the neutral position to repeatedly move the hull in small increments. Further, during this time, the steering of the hull by the steering operation to the drive operation unit is frequently repeated. For convenience, the steering operation to the drive operation unit is performed instead of the reverse of the hull by the reverse rotation operation of the drive operation unit.
JP-A-9-164999

  By the way, as described above, when only one person is on board and fishing and operation to the drive operation unit are performed together, the operation to the drive operation unit is visually recognized as described above. It is done without resorting to it. Therefore, in particular, when the drive operation unit is rotated forward from the neutral position and then returned to the neutral position or when the steering operation to the drive operation unit is frequently repeated, the drive operation unit is set to the neutral position. May be rotated in the reverse direction by mistake, that is, the “reverse operation” may be performed on the drive operation unit.

  When the drive operation unit is unintentionally reversely rotated as the “reverse operation error”, the propeller is reversely rotated by the output of the electric motor, and the hull is moved backward unexpectedly. As a result of inhibition, it is not preferable.

  The present invention has been made paying attention to the circumstances as described above, and an object of the present invention is to provide an outboard motor in which a marine vessel propulsion device provided on a marine vessel drives a propeller by an electric motor, and a drive operation unit. When the propeller can be rotated forward and reversely by the output of the electric motor by forward and reverse rotation operations, and the hull can be steered by the steering operation to the drive operation unit, It is to be able to do smoothly.

The invention according to claim 1 includes an outboard motor 8 having a steering lever 15 pivotally supported by the hull 3 so as to be steerable and projecting outward, and the propeller 14 is driven by an electric motor 19; A battery 21 that can supply electric power to the electric motor 19 and a drive operation unit 26 that constitutes a protruding portion of the steering lever 15 are provided. The drive operation unit 26 is rotated forward and backward from a neutral position N around an axis 27. The power supply is cut off until the rotation amount R reaches the first forward rotation and the first reverse rotation amount R1, R1 ′. When the rotation amount R is increased toward the second forward rotation amount and the second reverse rotation amount R2 and R2 ′ by the rotations D and E, a current having a value corresponding to the rotation amount R at that time is the electric motor 19. The propeller 14 is rotated forward and reverse B In the ship propulsion device adapted to C,
During the reverse rotation E of the drive operation unit 26, the rotation amount R is continuously maintained to be equal to or greater than the first reverse rotation amount R1 ′, the maintenance time T1 is less than the erroneous operation determination time threshold t, and at this time The total reverse movement operation time TE, which is the sum of the maintenance times T1 in which the maximum value Rmax ′ of the rotation amount R is less than the erroneous operation determination rotation amount threshold value r ′, is compared with a separately set reference time TS, and the comparison signal Is a marine vessel propulsion device characterized in that an electronic control device 29 is provided.

  According to the second aspect of the present invention, when the comparison value between the reference time TS and the reverse reverse operation total time TE is equal to or greater than a predetermined comparison value a, the control device 29 controls to increase the first reverse rotation amount R1 ′. The ship propulsion device according to claim 1, wherein the value is set to R ″.

  In addition, in this section, the reference numerals and drawing numbers appended to the above terms are not intended to limit the technical scope of the present invention to the “Example” section and the contents of the drawings described later.

  The effects of the present invention are as follows.

According to the first aspect of the present invention, there is provided an outboard motor having a steering lever that is pivotally supported by the hull so as to be steerable and protrudes outward, and that drives the propeller by the electric motor, and supplies electric power to the electric motor. A battery to be enabled, and a drive operation unit that constitutes the protruding portion of the steering lever. The drive operation unit is rotated forward and backward from a neutral position around the axis, and the amount of rotation is first. Until the normal rotation and the first reverse rotation amount are reached, the state of the supply of electric power is maintained. Further, the normal rotation and the reverse rotation are further performed, and the rotation amounts become the second normal rotation and the second reverse rotation amount, respectively. In the marine vessel propulsion device in which when the current increases, a current corresponding to the amount of rotation at that time is supplied to the electric motor so that the propeller rotates forward and reverse.
During the reverse rotation of the drive operation unit, the rotation amount is continuously maintained to be equal to or greater than the first reverse rotation amount, the maintenance time is less than the erroneous operation determination time threshold value, and the maximum value of the rotation amount at this time is An electronic control device is provided that compares the total backward movement total time obtained by summing up the above maintenance times that are less than the erroneous operation determination rotation amount threshold with a separately set reference time and outputs a comparison signal.

  For this reason, if it is determined by the comparison signal that there are too many “backward misoperations” in the operation of the drive operation unit, the ship operator should be aware of this and operate the drive operation unit. Well, this will allow the vessel to operate smoothly.

  According to a second aspect of the present invention, when the comparison value between the reference time and the reverse reverse operation total time is equal to or greater than a predetermined comparison value, the control device controls the first reverse rotation amount to a larger value. Yes.

  That is, when it is determined by the comparison signal that the “reverse operation mistake” is excessive in the operation of the drive operation unit, as described above, the first reverse rotation amount is changed to a larger value. Therefore, in the operation to the drive operation unit, even if there is no intention to reverse the hull, the above change is made even if the drive operation unit is reversely rotated more than the first reverse rotation amount from the neutral position. If this value is reached, the power supply from the battery to the electric motor is maintained in an interrupted state, and the reverse rotation of the propeller is prevented.

  Therefore, in light of the actual situation of the operation of the drive operation unit, it is possible to avoid performing a “reverse operation” on the drive operation unit, and to prevent the hull from being moved backward unexpectedly. It will be smoother.

  The marine vessel propulsion apparatus according to the present invention includes an outboard motor in which a propeller is driven by an electric motor. The marine vessel propulsion apparatus provided on the marine vessel is driven by a forward rotation and a reverse rotation operation to a drive operation unit. In order to achieve the object of enabling the propeller to be driven forward and reverse, and to enable the vessel to be smoothly maneuvered when the hull is steerable by the steering operation to the drive operation unit. The best mode for carrying out is as follows.

  That is, the ship propulsion device has a steering lever that is pivotally supported by the hull so as to be steerable and protrudes outward, and supplies the electric power to the outboard motor that drives the propeller by the motor. The battery includes an enabling battery, and a drive operation portion that constitutes the protruding portion of the steering lever. The drive operation unit is rotated forward and backward from a neutral position around the axis, and the supply of electric power is interrupted until the rotation amounts reach the first forward rotation and the first reverse rotation amount, respectively. When the rotation amount further increases toward the second forward rotation and the second reverse rotation amount, respectively, a current corresponding to the rotation amount at that time is supplied to the motor. Thus, the propeller is rotated forward and backward.

  During the reverse rotation of the drive operation unit, the rotation amount is continuously maintained to be equal to or greater than the first reverse rotation amount, the maintenance time is less than the erroneous operation determination time threshold value, and the maximum value of the rotation amount at this time is An electronic control device is provided that compares the total backward movement total time obtained by summing up the above maintenance times that are less than the erroneous operation determination rotation amount threshold with a separately set reference time and outputs a comparison signal.

  In order to explain the present invention in more detail, an embodiment thereof will be described with reference to the accompanying drawings.

  1 and 2, reference numeral 1 denotes a ship. The ship 1 is attached to a hull 3 floated on water 2 and a rear part or a side part of the hull 3 to propel the hull 3 in a desired direction. Device 4. The marine vessel propulsion apparatus 4 includes a bracket 7 that is detachably supported by the hull 3 by a clamp 6 and an outboard motor 8 that is supported by the bracket 7. The outboard motor 8 includes the clamp 6 and the bracket 7 are detachably supported with respect to the hull 3 by operation.

  The outboard motor 8 has a support 12 made of a circular pipe supported by the bracket 7 so as to be able to rotate A around a longitudinal axis 11, and a lower end of the support 12 in water 2. A propulsion unit 13 that is supported and propels the hull 3 in a desired direction, a propeller 14 that is supported by the propulsion unit 13, and a steering lever that protrudes outward in a substantially horizontal direction from the upper end of the support 12. 15.

  The propulsion unit 13 includes a cylindrical propulsion case 18 that constitutes an outer shell thereof and extends in the horizontal direction. In this case, if one direction in the longitudinal direction of the propulsion case 18 is the front Fr, the propeller 14 is supported at the rear end portion of the propulsion case 18. The propulsion unit 13 includes an electric motor 19 that is included in the propulsion case 18 and that allows the propeller 14 to perform forward rotation B and reverse rotation C. A battery 21 is provided for supplying electric power through the electric wire 20 to the electric motor 19. The battery 21 is installed in the hull 3 and is provided with a connector 22 for detachably connecting the electric wire 20 and the battery 21.

  The steering lever 15 projects from the upper end side of the support 12 toward the front Fr. A housing 25 is formed on the base side of the steering lever 15, and the protruding portion of the steering lever 15 is a drive operation unit 26 that can be held and operated by a vessel operator. The drive operation unit 26 has a cylindrical shape having an axis 27 extending along the protruding direction of the steering lever 15, and is pivotally supported on the housing 25 so as to be rotatable D and E around the axis 27. Has been. Further, in the housing 25, a potentiometer 28 interlocked with the drive operation unit 26 and a control device capable of electronically controlling the electric motor 19 via the potentiometer 28 based on an operation on the drive operation unit 26. 29.

  A certain point in the circumferential direction of the drive operation unit 26 is used as a reference portion 32 of the drive operation unit 26. The reference unit 32 protrudes radially outward from a general surface of the outer peripheral surface of the drive operation unit 26, and It is a long ridge in the axial direction. The reference portion 32 of the drive operation unit 26 is always elastically biased by a spring (not shown) so as to be positioned at the top of the drive operation unit 26 in the circumferential direction. And the state of this drive operation part 26 is made into the neutral position N around the shaft center of this drive operation part 26, and the electric power supply from the said battery 21 to the electric motor 19 is interrupted | blocked at this time.

  It is assumed that the drive operation unit 26 is gripped, and the drive operation unit 26 is rotated forward D while countering the urging force of the spring from a neutral position N around the axis 27 toward one direction (clockwise). . In this case, until the rotation amount R, which is the operation amount of the drive operation unit 26, reaches the first normal rotation amount R1, the power supply is maintained in a blocked state. When the rotation amount R of the drive operation unit 26 becomes equal to or greater than the first normal rotation amount R1 due to the further forward rotation D of the drive operation unit 26, power supply from the battery 21 to the electric motor 19 is started. The electric motor 19 is started.

  When the rotation amount R of the drive operation unit 26 increases from the first normal rotation amount R1 toward the second normal rotation amount R2 by the further normal rotation D of the drive operation unit 26, the rotation amount R corresponds to the rotation amount R. A forward rotation current (voltage) having a value to be supplied is supplied to the electric motor 19 and the output of the electric motor 19 is increased. Then, the propeller 14 interlocked with the electric motor 19 is rotated forward B, and the hull 3 is advanced.

  On the other hand, the drive operation unit 26 is gripped, and the drive operation unit 26 is rotated in the reverse rotation direction E against the biasing force of the spring from the neutral position N around the axis 27 toward the other direction (counterclockwise). Suppose that In this case, the power supply is maintained in a cut-off state until the rotation amount R, which is the operation amount of the drive operation unit 26, reaches the first reverse rotation amount R1 ′. When the rotation amount R of the drive operation unit 26 becomes equal to or greater than the first reverse rotation amount R1 ′ due to the further reverse rotation E of the drive operation unit 26, power supply from the battery 21 to the electric motor 19 is started. Then, the electric motor 19 is started.

  When the rotation amount R of the drive operation unit 26 increases from the first reverse rotation amount R1 ′ to the second reverse rotation amount R2 ′ by the further reverse rotation E of the drive operation unit 26. Then, a reverse current (voltage) having a value corresponding to the rotation amount R is supplied to the electric motor 19 and the output of the electric motor 19 is increased. Then, the propeller 14 interlocked with the electric motor 19 is reversely rotated C, and the hull 3 is moved backward.

  That is, if electric power is supplied from the battery 21 to the electric motor 19 via the potentiometer 28 and the control device 29 by the rotation B and C operations to the drive operation unit 26, the propeller 14 is rotated forward B by the electric motor 19. Alternatively, the hull 3 is moved forward or backward by being driven in reverse C. Further, in this case, if the driving operation unit 26 that is a part of the steering lever 15 is held and the steering operation is performed on the driving operation unit 26, the propulsion unit 13 rotates around the axis 11 of the support 12. The hull 3 is steered. Thereby, the ship 1 can be propelled in a desired direction.

  FIG. 3 shows a flowchart of the control of the electric motor 19 by the control device 29, where S denotes each step of the program.

  2 to 4, when the ship 1 is operated, first, the operation is started by grasping the drive operation unit 26 (S2). Then, when the drive operation unit 26 is rotated forward D from the neutral position N and the rotation amount R of the drive operation unit 26 starts to become equal to or greater than the first normal rotation amount R1, power supply from the battery 21 to the electric motor 19 is performed. Is started, and the electric motor 19 is started.

  Next, the time during which the rotation amount R of the drive operation unit 26 is greater than or equal to the first forward rotation amount R1 and the time during which the rotation amount R is greater than or equal to the first reverse rotation amount R1 ′ are integrated over time from a certain starting point. It is assumed that the integrated value reaches a preset reference time TS (S3).

  On the other hand, in the range of the reference time TS, the reverse total is obtained by summing the respective times (T1 to T3) in which the rotation amount R of the reverse rotation E of the drive operation unit 26 is equal to or greater than the first reverse rotation amount R1 ′. Time TR (= T1 + T2 + T3) is calculated (S4).

  Further, in the range of the reference time TS, the total time TE for the “reverse operation error” is calculated to calculate the total reverse operation time TE (S5). In FIG. 4, the time when the “reverse operation error” is performed corresponds to the portion indicated by T1. Specifically, the time T1 during which the “backward misoperation” is performed is that the rotation amount R is continuously maintained to be greater than or equal to the first reverse rotation amount R1 ′ during the reverse rotation E of the drive operation unit 26. The maintenance time (T1) is less than the erroneous operation determination time threshold t, and the maximum value Rmax ′ of the rotation amount R at this time is less than the erroneous operation determination rotation amount threshold r ′ (> first reverse rotation amount R1 ′). Means maintenance time.

  Here, the reverse total time TR−the reverse reverse operation total time TE = “backward proper operation” time, which corresponds to the portions indicated by T2 and T3 in FIG. Specifically, the time T2 during which the “reverse operation” is performed is that the rotation amount R is continuously maintained to be greater than or equal to the first reverse rotation amount R1 ′ during the reverse rotation E of the drive operation unit 26. This maintenance time (T2) means the time when the erroneous operation determination time threshold t is equal to or greater than the above.

  Further, the time T3 of the “backward proper operation” means that the rotation amount R is continuously maintained to be greater than or equal to the first reverse rotation amount R1 ′ during the reverse rotation E of the drive operation unit 26. T3) is less than the erroneous operation determination time threshold t, and means the maintenance time in which the maximum value Rmax ′ of the rotation amount R at this time is greater than or equal to the erroneous operation determination rotation amount threshold r ′.

  Next, in S6, the reference time TS is compared with the reverse operation total operation time TE based on the results of S3 to S5, and the comparison signal is output. Specifically, in S6, the value of TR / (TS-TE) is compared with a predetermined comparison value a set in advance. In this case, the predetermined comparison value a is, for example, about 0.3.

  In S6, when TR / (TS-TE)> a, it is assumed that there are few (not many) “backward misoperations” in the operation on the drive operation unit 26, and a control map for executing normal operations is provided for this drive operation unit 26. Applied (S7). This control map corresponds to that shown by the solid line in FIG. 2, and is based on the above description.

  In S6, when TR / (TS-TE) ≦ a, a comparison signal indicating that “reverse operation error” is excessive in the operation on the drive operation unit 26 is output. Based on this comparison signal, a control map for avoiding a reverse operation error is applied to the drive operation unit 26 (S9). This control map is indicated by a one-dot chain line in FIG. 2, and is configured such that the first reverse rotation amount R1 ′ is set to a larger value R1 ″.

  Note that when a comparison signal is output from S6 to S9, a warning signal such as a warning buzzer or a warning light may be issued by this comparison signal.

  According to the above configuration, during the reverse rotation E of the drive operation unit 26, the rotation amount R is continuously maintained to be greater than or equal to the first reverse rotation amount R1 ′, and this maintenance time is less than the erroneous operation determination time threshold t. In addition, the reverse operation total operation time TE, which is the sum of the respective maintenance times in which the maximum value Rmax ′ of the rotation amount R at this time is less than the erroneous operation determination rotation amount threshold r ′, is compared with a separately set reference time TS, An electronic control device 29 for outputting the comparison signal is provided.

  For this reason, when it is determined by the comparison signal that there are too many “backward misoperations” in the operation of the drive operation unit 26, the ship operator pays attention to this and operates the drive operation unit 26. What is necessary is just to carry out, and this will be able to operate the ship 1 smoothly.

  Further, as described above, when the comparison value between the reference time TS and the reverse reverse operation total time TE is equal to or greater than a predetermined comparison value a, the control device 29 controls the first reverse rotation amount R1 ′ to a larger value. R ”.

  That is, when it is determined by the comparison signal that the “reverse operation error” is excessive in the operation of the drive operation unit 26, as described above, the first reverse rotation amount R1 ′ is a larger value R. Therefore, in the operation to the drive operation unit 26, the drive operation unit 26 is mistakenly moved from the neutral position N to the first reverse rotation amount R1 ′ or more even though there is no intention of moving the hull 3 backward. Even if the reverse rotation E is performed, the power supply from the battery 21 to the electric motor 19 is maintained in the cut-off state until the changed value R ″ is reached, and the reverse rotation C of the propeller 14 is prevented. The

  Therefore, in light of the actual operation of the drive operation unit 26, it is avoided that the “reverse operation” is performed on the drive operation unit 26, and it is possible to prevent the hull 3 from being moved backward unexpectedly. One ship maneuvering can be performed more smoothly.

  Although the above is based on the illustrated example, the reference time TS may be arbitrarily set to a certain continuous time during use of the outboard motor 8, for example, 1 hour. Further, it may be obtained by accumulating only the time during which the rotation amount R of the drive operation unit 26 is equal to or greater than the first reverse rotation amount R1 ′. In addition, the control by the control device 29 is described based on the rotation amount R of the drive operation unit 26, but the current (voltage) supplied from the battery 21 to the electric motor 19 according to the rotation amount R is described. It may be based.

It is a partial side view of a ship. It is a related figure of the II-II line arrow figure of FIG. 1, and an electrical graph. It is a flowchart figure of control by a control apparatus. It is a graph which shows the time-dependent fluctuation | variation of the electric current supplied to an electric motor from a battery by operation to a drive operation part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ship 2 Water 3 Hull 4 Ship propulsion apparatus 8 Outboard motor 11 Axle 12 Support body 13 Propulsion unit 14 Propeller 15 Steering lever 18 Propulsion case 19 Electric motor 21 Battery 26 Drive operation part 27 Axis 28 Potentiation 29 Control apparatus 32 Reference | standard part A rotation B forward rotation C reverse rotation D forward rotation E reverse rotation N neutral position R rotation amount R1 first forward rotation amount R2 second forward rotation amount R1 ′ first reverse rotation amount R2 ′ second reverse rotation amount Rmax ′ Maximum value R "value TS reference time TR reverse total time TE reverse reverse operation total time t erroneous operation determination time threshold r 'erroneous operation determination rotation amount threshold a predetermined comparison value

Claims (2)

An outboard motor that is pivotally supported by the hull so as to be steerable and has a steering lever that protrudes outward, the propeller being driven by an electric motor, a battery that can supply electric power to the electric motor, and the above A drive operation unit that constitutes a protruding portion of the steering lever, and the drive operation unit is rotated forward and backward from a neutral position around the axis, and the rotation amounts are respectively the first forward rotation and the first reverse rotation. The state where the power supply is cut off is maintained until the amount of movement is reached, and when the amount of rotation increases toward the second forward rotation and the second reverse rotation, respectively, In the ship propulsion device in which a current having a value corresponding to the amount of rotation at the time is supplied to the electric motor so that the propeller rotates forward and backward,
During the reverse rotation of the drive operation unit, the rotation amount is continuously maintained to be equal to or greater than the first reverse rotation amount, the maintenance time is less than the erroneous operation determination time threshold value, and the maximum value of the rotation amount at this time is An electronic control device is provided that compares the total reverse operation time obtained by totaling the above maintenance times that are less than the erroneous operation determination rotation amount threshold value with a separately set reference time and outputs a comparison signal. Ship propulsion device.   The first reverse rotation amount is set to a larger value under the control of the control device when a comparison value between the reference time and the total reverse operation error time is equal to or greater than a predetermined comparison value. The ship propulsion apparatus according to 1.

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