JP2010241207A - Marine vessel propulsion system and marine vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power consumption marine vessel propulsion system capable of integrating a main key, suppressing power consumption, and turning off a power source for a corresponding propeller system individually on an abnormality of each propeller system in a marine vessel propulsion system or a marine vessel provided with a plurality of the propeller systems. <P>SOLUTION: A single key switch for turning on and off three units of outboard engines all at once is provided. Multiple start/stop switches 82S, 82C, 82P for starting/stopping each outboard engine individually are also provided. When either one of the start/stop switches 82S, 82C, 82P is pressed longer, a power supply for the corresponding outboard engine is turned off individually by a computer 30 in a corresponding one of remote control ECUs 20S, 20C, 20P. This means is applicable for a system made up of four or more units of the outboard engines, too. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a marine vessel propulsion system including a plurality of propulsion device systems and a marine vessel.

  An example of a marine propulsion system is an outboard motor. The outboard motor is attached to, for example, the rear of the hull. An outboard motor is a device that obtains a propulsive force by rotating a propeller with the power of a prime mover such as an engine. Depending on the required propulsive force, a plurality of outboard motors may be attached to the hull. The outboard motor is provided with a prime mover control unit (prime motor ECU (electronic control unit)) for controlling the output of the prime mover.

A steering device, a remote control device for adjusting the output of the outboard motor, and a gauge (meter) for displaying the state of the outboard motor are arranged at the maneuvering seat of the ship. The steering device includes, for example, a steering handle. The operation of the steering handle is transmitted to the outboard motor through a cable so that the direction of the outboard motor can be changed.
The remote control device includes levers for selecting the shift position of the outboard motor and adjusting the motor output. The position of this lever is detected by a position sensor. The lever position detected by the position sensor is sent to the outboard motor. The shift position is a forward position, a neutral position, and a reverse position. When the forward movement position is selected, the propeller rotation direction becomes the rotation direction that gives a propulsive force in the forward direction to the ship. When the retreat position is selected, the propeller rotation direction becomes a rotation direction that applies a propulsive force in the reverse direction to the ship. In the neutral position, the power of the prime mover is not transmitted to the propeller.

The gauge includes a display unit, and displays the operation state of the outboard motor, the output (rotational speed) of the prime mover, and the like. When a plurality of outboard motors are provided, a plurality of gauges are provided accordingly, and a display corresponding to each outboard motor is performed.
One battery is provided for each outboard motor. When an engine is provided as a prime mover, power is supplied from this battery to a starter for starting the engine and an engine ECU as a prime mover control unit. The maneuvering seat is provided with a power switch for switching supply / cutoff of power from the battery to the outboard motor. When a plurality of outboard motors are provided, a plurality of power switches are provided accordingly. The power switch has, for example, a form of a key switch for inserting and rotating a main key, and also serves as a start switch for starting the engine. More specifically, when the key switch is operated from the off position to the on position, power is supplied from the battery to the outboard motor. Further, when the key switch is operated from the on position to the start position, the starter is activated and a cranking operation is performed.

  When there are multiple outboard motors, there are as many power switches as there are outboard motors, so the user must carry around as many main keys as the number of outboard motors. is there. Therefore, Patent Document 1 below describes that a single common power switch is provided for a plurality of outboard motors instead of individual power switches. When such a common power switch is provided, the main key can be integrated into one, so that the main key can be easily carried.

JP 2004-52697 A

  When a common power switch is provided instead of individual power switches for a plurality of propulsion system (for example, outboard motors), the main key can be easily carried as described above. However, when one propulsion system fails, the power supply of only the failed propulsion system cannot be cut off. For this reason, power consumption becomes a problem. That is, if the power is turned on in a state where the prime mover (for example, the engine) is not started due to a failure, the power of the corresponding battery is consumed and the battery is not charged. Of course, there is also a problem from the viewpoint of energy saving. In addition, if one propulsion system has a failure that should normally be turned off (for example, a short circuit in the power supply system, etc.), only the failed propulsion system cannot be turned off. If the power of all the propulsion unit systems is turned off, the propulsion power of the ship cannot be obtained. Therefore, it is necessary to continue with the power of the failed propulsion unit system turned on.

Accordingly, an object of the present invention is to turn on / off the power supplies of a plurality of propulsion system at the same time, reduce power consumption, and individually power the propulsion system when a specific propulsion system fails. It is to provide a marine propulsion system that can be continued with the propulsion system remaining by turning off.
Another object of the present invention is to provide a marine vessel provided with the marine vessel propulsion system as described above.

  In order to achieve the above object, a first aspect of the present invention provides a plurality of propulsion system each including a prime mover and a prime mover control means, and a common power switch for collectively turning on / off the plurality of propulsion systems. A plurality of power-off command input means for individually turning off the power of each propulsion system, and based on inputs from the common power switch and each power-off command input means, Power supply control means for performing on / off control, wherein the power supply control means collectively turns on the power of each propulsion system when the common power switch is turned on, and Collective power off means for collectively turning off the power of each propulsion unit system when the common power switch is turned off, and when the common power switch is in the on state. In addition, when a power-off command is input by any one of the power-off command input means, the first individual power-off means for individually turning off the power of the propulsion system corresponding to the power-off command input means, This is a marine propulsion system. The “prime mover” includes an engine (internal combustion engine), an electric motor, and the like.

  According to this configuration, by operating a common power switch (may be a single common power switch), a plurality of propulsion system power supplies may be turned on or off at once. can do. For this reason, when the common power switch is constituted by a key switch, a main key for turning on / off the power of a plurality of propulsion devices can be integrated. On the other hand, when a power-off command is input by any of the power-off command input means when the common power switch is on, the power of the propulsion system corresponding to the power-off command input means is individually turned off. . The state of the propulsion system in which the power is individually turned off in this way may be referred to as “individual power off mode”.

  Therefore, for example, when one propulsion system fails, the power of only the failed propulsion system can be turned off. That is, it is possible to individually turn off the power of the propulsion system in which the prime mover (for example, the engine) is not started due to a failure or the like. For this reason, useless power consumption can be suppressed. Further, in a system in which a battery as a power source is charged by the operation of a prime mover, battery exhaust can be suppressed or prevented. Further, since the power of the propulsion system in which a failure or the like has occurred can be turned off and the power of other normal propulsion systems can be turned on, there is no hindrance to the navigation of the ship.

  According to a second aspect of the present invention, there are provided a plurality of start / stop switches for individually starting / stopping the prime movers of each propulsion system, and the operation of each of the start / stop switches for inputting a start / stop command. And further comprising an operation determination means for determining a first operation and a specific operation different from the first operation and a second operation for inputting a power-off command. A stop switch also serves as the plurality of power-off command input means, and the first individual power-off means responds to the fact that the second operation has been performed by the operation determination means. The marine vessel propulsion system according to item 1.

  In this configuration, by performing the second operation on the start / stop switch for individually starting / stopping the prime mover of each propulsion system, the power supply of the propulsion system corresponding to the start / stop switch is individually set. Can be turned off. Therefore, according to this configuration, the same effect as that of the invention of claim 1 can be obtained without providing a special switch for individually turning off the power.

According to a third aspect of the present invention, the first operation of each start / stop switch is a short press operation of the start / stop switch, and the second operation of each start / stop switch is the start / stop. The marine vessel propulsion system according to claim 2, which is a long press operation of a switch.
In this configuration, the power supply of the propulsion system corresponding to the start / stop switch can be individually turned off by long-pressing the start / stop switch.

According to a fourth aspect of the present invention, when the common power switch is in an on state, the power supply control means causes the propulsion when the start / stop switch corresponding to the propulsion unit system in which the power is off is operated. The marine vessel propulsion system according to claim 2 or 3, further comprising first individual power-on means for individually turning on the power of the aircraft system.
According to this configuration, when the common power switch is in the on state, when the start / stop switch corresponding to the propulsion system in which the power is off (individual power off mode) is operated, the propulsion system Power is turned on. That is, it is possible to turn on the power of the propulsion system in the individual power off mode by a simple operation.

The first individual power on means may individually turn on the power of the propulsion system and generate a start command for starting the prime mover of the propulsion system.
The invention according to claim 5 further includes a plurality of individual power switches for individually turning on / off the power of each propulsion system, and the power control means is configured to turn on any of the individual power switches. The second individual power-on means for individually turning on the power of the propulsion unit system corresponding to the individual power switch, and when any one of the individual power switches is turned off, corresponds to the individual power switch The marine propulsion system according to any one of claims 1 to 4, further comprising a second individual power-off unit that individually turns off the power of the propulsion system.

According to this configuration, the power supply of the propulsion system can be individually turned on / off by operating the individual power switch. In this case, the individual power switch is provided exclusively for individually turning on / off the power of the propulsion system, and therefore, the operation can be a simple operation.
In addition, as described above, the first individual power-on means may turn on the power of the propulsion system individually and generate a start command for starting the prime mover of the propulsion system. is there. In this case, when the first individual power-on means operates, the power of the propulsion system in the individual power-off mode is turned on and at the same time, the prime mover is started. According to the fifth aspect of the present invention, the power of the propulsion system can be turned on without starting the prime mover of the propulsion system in the individual power off mode.

  A sixth aspect of the present invention is the marine propulsion system according to any one of the first to fifth aspects, further comprising display means for displaying a power on / off state of each propulsion unit system. According to this configuration, when there is a propulsion system in which the power is turned off even though the common power switch is on (propulsion system in the individual power off mode). This makes it easier for the user to recognize this.

  The invention according to claim 7 is a hull, a plurality of propulsion systems mounted on the hull, each including a prime mover and a prime mover control means, and the plurality of propulsion system controlled by the plurality of propulsion systems. A marine vessel propulsion system according to the item. According to this configuration, it is possible to provide a ship that can collectively turn on / off the power supplies of a plurality of propulsion system and can suppress power consumption.

It is a perspective view for demonstrating the structure of the ship which concerns on 1st Embodiment of this invention. It is a top view for demonstrating the structure of an operation panel. It is a figure for demonstrating the electrical structure of a ship. It is a flowchart which shows the procedure of the process performed by the computer in corresponding remote control ECU, when a start / stop switch is operated. It is a flowchart which shows the procedure of the process performed by the computer in engine ECU. It is a figure explaining the ON / OFF state of the power supply of an outboard motor, and the transition (state transition) of the engine operating state of the said outboard motor. It is a figure for demonstrating 2nd Embodiment, Comprising: It is a flowchart which shows the procedure of the process performed by the computer in corresponding remote control ECU, when a start / stop switch is operated. It is a top view which shows the operation panel provided with the separate power supply on / off switch. It is a flowchart which shows the procedure of the process performed by the computer in each remote control ECU when an individual power supply on / off switch is provided.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a perspective view for explaining the configuration of a ship according to the first embodiment of the present invention.
The ship 1 includes a hull 2 and an outboard motor 3 as a propulsion system. A plurality of outboard motors 3 (three in this embodiment) are provided. These outboard motors 3 are mounted side by side on the stern of the hull 2. When distinguishing the three outboard motors, the one on the starboard side is the “starboard outboard motor 3S”, the one on the center is the “central outboard motor 3C”, and the one on the port is “ The outboard motor 3P. Each of these outboard motors 3 includes an engine (internal combustion engine), and generates a propulsive force by a propeller (screw) rotated by the driving force of the engine.

A maneuvering seat 5 is provided in the front part (the bow side) of the hull 2. The maneuvering seat 5 is provided with a handle device 6, a remote controller 7, an operation panel 8, and a gauge 9.
The handle device 6 includes a steering handle 6a that is rotated by a vessel operator. The operation of the steering handle 6a is mechanically transmitted to a steering mechanism (not shown) provided at the stern by a cable (not shown). This steering mechanism links the three outboard motors 3 and changes their directions. Thereby, the direction of propulsive force changes and the traveling direction of the ship 1 can be changed accordingly. Of course, a power steering apparatus including a sensor that detects the steering angle of the steering handle 6a and an actuator that is driven according to the steering angle detected by the sensor may be employed. In this case, there is no mechanical coupling between the steering handle 6a and the steering mechanism, the actuator is driven by a control signal corresponding to the steering operation, and the outboard motor 3 is steered by the driving force. .

Three remote controllers 7 are provided corresponding to the three outboard motors 3. When distinguishing these, the one corresponding to the starboard outboard motor 3S is referred to as “starboard remote controller 7S”, the one corresponding to the central outboard motor 3C is referred to as “central remote controller 7C”, and corresponds to the port outboard motor 3P. This is called “port remote control 7P”. The remote controller 7 includes a lever 7a that can tilt forward and backward.
The tilt position of the lever 7a is detected by position sensors 11S, 11C, and 11P (see FIG. 3) such as a potentiometer. The position sensor 11S corresponds to the starboard remote controller 7S. The position sensor 11C corresponds to the central remote controller 7C. The position sensor 11P corresponds to the port remote control 7P. These are collectively referred to as “position sensor 11”. The output signal of the position sensor 11 is sent to the corresponding outboard motor 3. The outboard motor 3 controls the shift position of the outboard motor and the engine rotation speed in accordance with a signal from the position sensor 11.

  The outboard motor 3 includes a shift mechanism (not shown) interposed in a power transmission system between the engine and the propeller. The shift mechanism includes a clutch member that can be displaced between a plurality of shift positions, and a shift actuator that displaces the clutch member. The clutch member is driven by a shift actuator and is disposed at any one of the forward position, the neutral position, and the reverse position. The forward position is a shift position where the driving force of the engine is transmitted to the propeller and the propeller rotates forward. The reverse position is a shift position where the driving force of the engine is transmitted to the propeller and the propeller rotates backward. The neutral position is a shift position where power transmission between the engine and the propeller is interrupted. Forward rotation is the direction of rotation of the propeller that gives propulsion in the forward direction to the ship. The reverse direction is the direction of rotation of the propeller that gives the propeller a propulsive force in the reverse direction.

  The shift position of the shift mechanism of the outboard motor 3 is controlled according to the operation of the lever 7a. Specifically, when the lever 7a is tilted forward from a predetermined neutral position to a predetermined forward shift-in position or more, the shift position of the outboard motor 3 becomes the forward position, and propulsive force in the forward direction from the outboard motor 3 Is generated. When the lever 7a is tilted backward from the neutral position to a predetermined reverse shift-in position or more, the shift position of the outboard motor 3 becomes the reverse position, and a propulsive force in the reverse direction is generated from the outboard motor 3. If the lever 7a is within a predetermined range including the neutral position (between the forward shift-in position and the reverse shift-in position), the shift position of the outboard motor 3 becomes the neutral position, and the outboard motor 3 does not generate propulsive force. . Further, the output of the outboard motor 3, that is, the rotational speed of the engine provided in the outboard motor 3 is changed in accordance with the tilting amount of the lever 7a.

Three gauges 9 are provided corresponding to the three outboard motors 3. These gauges 9 display the state of the corresponding outboard motor 3. More specifically, the engine speed of the corresponding outboard motor 3 and other necessary information are displayed.
As shown in FIG. 2, the operation panel 8 includes a single key switch (common power switch) 81 for turning on / off the power sources of the three outboard motors 3 at once, Individual start / stop switches 82. The operation panel 8 further includes three lamps 83 for displaying the on / off state of the power supply of each outboard motor 3.

  The key switch 81 collectively turns on / off the power of the three outboard motors 3 and starts the engines of the three outboard motors 3 all at once. Specifically, by operating the key switch 81 from the off position to the on position, the power supplies of the three outboard motors 3 can be turned on collectively. Further, when the key switch 81 is operated from the on position to the start position, the three outboard motors 3 can be started in a lump. Further, by operating the key switch 81 from the on position to the off position, the power supplies of the three outboard motors 3 can be collectively turned off.

  Three start / stop switches and lamps are provided corresponding to the three outboard motors 3. A start / stop switch 82S and a lamp 83S provided in the vicinity thereof correspond to the starboard outboard motor 3S. A start / stop switch 82C and a lamp 83C provided in the vicinity thereof correspond to the central outboard motor 3C. The start / stop switch 82P and a lamp 83P provided in the vicinity thereof correspond to the port outboard motor 3P.

The operation method of the start / stop switch 82 includes a first operation and a second operation. In this embodiment, the first operation is a “short press operation”, and the second operation is a “long press operation”. The “long press operation” is a continuous operation for a predetermined time or more.
By short-pressing the start / stop switch 82 individually, the engines of the three outboard motors 3 can be started and stopped individually. Further, when the key switch 81 is in the on position, the power supply of the outboard motor 3 corresponding to the start / stop switch 82 can be individually turned off by individually pressing and holding the start / stop switch 82. it can.

FIG. 3 is a diagram for explaining an electrical configuration of a main part of the ship 1.
Three remote control ECUs (electronic control units) 20S, 20C, and 20P are provided corresponding to the three remote controls 7S, 7C, and 7P, respectively. That is, a remote controller ECU 20S corresponding to the starboard remote controller 7S, a remote controller ECU 20C corresponding to the central remote controller 7C, and a remote controller ECP20P corresponding to the port remote controller 7P are provided. Hereinafter, the remote control ECUs 20S, 20C, and 20P are collectively referred to as “remote control ECU 20”.

  Three batteries 12S, 12C, 12P and three power supply relays 13S, 13C, 13P are provided corresponding to the three outboard motors 3S, 3C, 3P, respectively. That is, the battery 12S and power relay 13S corresponding to the starboard outboard motor 3S, the battery 12C and power relay 13C corresponding to the central outboard motor 3C, and the battery 12P and power relay 13P corresponding to the port outboard motor 3P are provided. Is provided. Hereinafter, the batteries 12S, 12C, and 12P are collectively referred to as “battery 12”. The power relays 13S, 13C, and 13P are collectively referred to as “power relay 13”.

  The outboard motors 3S, 3C, and 3P include an engine (not shown), an engine ECU 50S, 50C, and 50P, a starter (not shown), an injector (not shown), a spark plug (not shown), and an electronic throttle valve (not shown). And a shift actuator (not shown). Further, each outboard motor 3S, 3C, 3P includes an engine speed sensor (not shown), a shift position sensor (not shown), and the like.

  The engine ECU 50S corresponds to the starboard outboard motor 3S, the engine ECU 50C corresponds to the central outboard motor 3C, and the engine ECU 50P corresponds to the port outboard motor 3P. Since the configurations of the engine ECUs 50S, 50C, and 50P are the same, the engine ECU 50C corresponding to the central outboard motor 3C will be mainly described below. The engine ECUs 50S, 50C, and 50P are collectively referred to as “engine ECU 50”.

The engine ECU 50C includes a computer (microcomputer) 60, a power supply circuit 71, a switching transistor 72, and a plurality of backflow prevention diodes 73, 74, and 75. The power supply circuit 71 generates necessary power for each part in the computer 60 and the outboard motor 3C including the engine ECU 50C.
Battery 12C is connected to power supply circuit 71 via power supply relay 13C and diode 73 in engine ECU 50C. When power supply relay 13C is turned on, power is supplied from battery 12C to power supply circuit 71 in engine ECU 50C. One end of the coil of the power relay 13 </ b> C is connected to the battery 12 </ b> C, and the other end is grounded via the switching transistor 72.

  The base of the switching transistor 72 is connected to the corresponding remote controller ECU 20 </ b> C via the diode 74 and the electric signal line 14. The base of the switching transistor 72 is further connected to the computer 60 via a diode 75. The power relay 13C becomes conductive when the switching transistor 72 is turned on. The switching transistor 72 has a wake-up signal sent to its base from the corresponding remote control ECU 20C via the electric signal line 14 or a self-holding output sent from the computer 60 to its base. When it becomes, it will be in ON state.

Since the configurations of the remote control ECUs 20S, 20C, and 20P are the same, the remote control ECU 20C corresponding to the central remote control 7C will be mainly described below.
The remote control ECU 20C includes a computer (microcomputer) 30, a power supply circuit 41, a switching transistor 42, a gate 43, and a plurality of backflow prevention diodes 44 and 45. The power supply circuit 41 generates power for peripheral devices connected to the computer 30 in addition to the computer 30. The power supply circuit 41 is connected to the corresponding battery 12 </ b> C via the switching transistor 42. When the switching transistor 42 is turned on, power is supplied to the power supply circuit 41 from the battery 12C.

The operation panel 8 includes a common power switch 81A and a common start switch 81B that operate in response to an operation of the key switch 81.
The common power switch 81A is a switch that is turned on when the key switch 81 (see FIG. 2) is operated to the on position. One end of the common power switch 81A is connected to one of the batteries 12. In this embodiment, one end of the common power switch 81A is connected to a battery 12C corresponding to the central outboard motor 3C. The other end of the common power switch 81A is connected to the common power line 91.

  The common power supply line 91 is drawn into each remote control ECU 20. The remote control ECU 20 </ b> C will be described. The common power supply line 91 is connected to the anode of the diode 44. The cathode of the diode 44 is connected to the base of the switching transistor 42. The anode of the diode 44 is connected to the computer 30 and one input terminal (signal input terminal) of the gate 43 (AND gate). The base of the switching transistor 42 is further connected to the computer 30 via a diode 45.

As described above, when the switching transistor 42 is turned on, power is supplied to the power supply circuit 41. The switching transistor 42 is turned on when the common power switch 81A is turned on or when the self-holding output sent from the computer 30 to the base becomes H level.
The other input terminal (control input terminal) of the gate 43 is connected to the computer 40. The output terminal of the gate 43 is connected to the diode 74 in the corresponding engine ECU 50C via the electric signal line 14. The electric signal line 14 is used for transmission of a Wake Up signal output from the gate 43. The Wake Up signal becomes H level when the common power switch 81A is in the ON state and the condition that the gate control signal sent from the computer 30 to the control input terminal of the gate 43 is H level is satisfied. When the above condition is not satisfied, the Wake Up signal becomes L level.

The common start switch 81B is a switch that is turned on when the key switch 81 is operated to the start position. One end of the common start switch 81B is connected to the common power line 91. The other end of the common start switch 81B is commonly connected to the computer 30 in the remote control ECU 20P, 20C, 20S.
One end of each of the start / stop switches 82S, 82C, 82P provided on the operation panel 8 is connected to the common power supply line 91. The other ends of the start / stop switches 82S, 82C, 82P are connected to the computer 30 in the corresponding remote control ECU 20S, 20C, 20P.

  Corresponding lamps 83S, 83C, 83P and corresponding position sensors 11S, 11C, 11P are connected to the computer 30 in each remote control ECU 20S, 20C, 20P. Further, the computers 30 in the respective remote control ECUs 20S, 20C, 20P are connected to the computers 60 in the corresponding engine ECUs 50S, 50C, 50P via LAN cables (buses) 15 of the inboard LAN (local area network). . The bus 15 is used for communication of control signals and various information.

Each gauge 9S, 9C, 9P is connected to a LAN cable (bus) 15 of the inboard LAN, for example. Thus, the gauges 9S, 9C, 9P can perform data communication with the computer 60 in the corresponding engine ECU 50S, 50C, 50P and the computer 30 in the corresponding remote control ECU 20S, 20C, 20P.
When the key switch 81 is operated from the off position to the on position, the common power switch 81A is turned on. When the common power switch 81A is turned on, the switching transistor 42 is turned on, and the common power-on signal input to the computer 30 and the input signal to the signal input terminal of the gate 43 are at the H level. When the switching transistor 42 is turned on, power is supplied from the battery 12 to the power supply circuit 41. Accordingly, the computer 30 is turned on and power is supplied to the peripheral devices. When the power source of the computer 30 is turned on, the computer 30 sets the self-holding output to the switching transistor 42 to the H level. As a result, the switching transistor 42 is kept on.

  When the common power-on signal input to the computer 30 becomes H level, the computer 30 sets the gate control signal input to the control input terminal of the gate 43 to H level. In addition, the computer 30 transmits a common power-on command to the microcomputer 60 in the corresponding engine ECU 50 via the bus 15. Further, the computer 30 turns on the corresponding lamp 83.

  Since the H level signal is already input to the signal input terminal of the gate 43, the Wake output from the gate 43 when the control signal input to the control input terminal of the gate 43 is set to the H level by the computer 30. The Up signal becomes H level. Accordingly, the switching transistor 72 in the corresponding engine ECU 50 is turned on, and the corresponding power supply relay 13 is turned on.

When the power relay 13 becomes conductive, power is supplied from the corresponding battery 12 to the power circuit 71 via the power relay 13 and the diode 73. As a result, the power of the computer 60 is turned on, and power is supplied to each part in the corresponding outboard motor 3.
As described above, when the common power switch 81A is turned on, a common power-on command is sent to the computer 60 from the microcomputer 30 in the corresponding remote control ECU 20. When the computer 60 receives the common power-on command, the computer 60 sets the self-holding output to the switching transistor 72 to the H level. As a result, the switching transistor 72 is maintained in the ON state, and the power supply relay 13 maintains the conductive state. In this way, by operating the key switch 81 from the off position to the on position, the power of the three outboard motors 3 can be turned on collectively.

  When the key switch 81 is operated from the on position to the start position, the common start switch 81B is turned on. When the common start switch 81B is turned on, a common start signal is input to the computer 30 in each remote control ECU 20. When the common start signal is input, the computer 30 in each remote control ECU 20 transmits a start command via the bus 15 to the computer 60 in the corresponding engine ECU 50 on condition that the start permission condition is satisfied. To do. The start permission condition includes, for example, that the lever position of the corresponding remote controller 7 is a neutral position and the shift position of the corresponding outboard motor 3 is a neutral position.

  When each computer 60 receives the start command, it performs an engine start process. In the engine start process, the computer 60 energizes a starter (not shown), performs fuel supply control and ignition control, and starts the engine. Therefore, by operating the key switch 81 from the on position to the start position, it becomes possible to start the engines of the three outboard motors 3 at once.

  When the key switch 81 is operated from the on position to the off position, the common power switch 81A is turned off. When the common power switch 81A is turned off, the common power-on signal input to the computer 30 in each remote control ECU 20 becomes L level and the Wake Up signal becomes L level. When the common power-on signal input to the computer 30 becomes L level, the computer 30 transmits a power-off command (common power-off command) to the computer 60 in the corresponding engine ECU 50 via the bus 15. After executing other necessary termination processing, the computer 30 sets the self-holding output to the switching transistor 42 to L level. As a result, the switching transistor 42 is turned off, and the supply of power to the power supply circuit 41 is interrupted. Accordingly, the power supply of the computer 30 is turned off and the supply of power to the peripheral circuits is also stopped.

  When the computer 60 in each engine ECU 50 receives the power-off command (common power-off command) from the computer 30 in the corresponding remote control ECU 20, it executes a predetermined termination process and then holds it in the switching transistor 72. Set the output to L level. Since the Wake Up signal is at L level, when the self-holding output to the switching transistor 72 becomes L level, the switching transistor 72 is turned off. Thereby, the self-holding of the power supply relay 13 is released, and the supply of power to the power supply circuit 71 is cut off. Accordingly, the power supply of the computer 60 is turned off, and the supply of power to each part in the corresponding outboard motor 3 is also stopped. In this way, by operating the key switch 81 from the on position to the off position, the power supply of the three outboard motors 3 and the power supply of the three remote control ECUs 20 can be shut off collectively.

Next, the operation when the start / stop switch 82 is operated when the common power switch 81A is in the ON state will be described.
FIG. 4 is a flowchart showing a procedure of processing executed by the computer 30 in the corresponding remote control ECU 20 when the start / stop switch 82 is operated when the common power switch 81A is in the on state. The computer 30 repeatedly executes this process every control cycle.

  When the start / stop switch 82 is turned on (pressed) (step S1: YES), the computer 30 determines whether or not the engine of the corresponding outboard motor 3 is operating (step S2). Information such as the operating status of the corresponding engine and the shift position of the corresponding outboard motor is sent from the computer 60 in the corresponding engine ECU 50 to the computer 30 in the remote control ECU 20 via the bus 15. The determination in step S2 is made based on the information on the engine operating status sent from the corresponding computer 60.

  If the engine is stopped (step S2: NO), the computer 30 determines whether or not the start permission condition is satisfied (step S3). The start permission condition is, for example, that the lever position of the corresponding remote controller 7 is a neutral position and the shift position of the corresponding outboard motor 3 is a neutral position. If the start permission condition is satisfied (step S3: YES), the computer 30 outputs an engine start command (step S4). And this process is complete | finished. The engine start command output from the computer 30 is sent to the computer 60 in the corresponding engine ECU 50 via the bus 15.

If it is determined in step S3 that the start permission condition is not satisfied, the current process is terminated.
If it is determined in step S2 that the engine of the corresponding outboard motor 3 is in operation (step S2: YES), the computer 30 outputs an engine stop command (step S5). The engine stop command output from the computer 30 is sent to the computer 60 in the corresponding engine ECU 50 via the bus 15.

  Further, the computer 30 starts a timer for measuring a predetermined fixed time (step S6). Then, it is determined whether or not a predetermined fixed time has passed with the start / stop switch 83 being turned on in step S1 (steps S7 and S8). If the start / stop switch 83 is turned off before a predetermined time has elapsed (step S7: YES), the computer 30 determines that the start / stop switch 83 is not “long press operation” but “short press operation”. It is determined that the “push operation” has been performed, and the current process ends.

  If the predetermined constant time has passed with the start / stop switch 83 turned on in step S1 (step S8: YES), the computer 30 determines that the start / stop switch 83 has been “long pressed”. Then, the process proceeds to step S9. In step S9, the computer 30 sets the gate control signal to the L level. As a result, the Wake Up signal becomes L level. Further, the computer 30 outputs a power-off command (individual power-off command: the command itself is the same command as the above-mentioned common power-off command). The power-off command (individual power-off command) output from the computer 30 is sent to the computer 60 in the corresponding engine ECU 50 via the bus 15. Further, the computer 30 turns off the corresponding lamp 83 and ends the current process.

FIG. 5 is a flowchart showing a procedure of processes executed by the computer 60 in the engine ECU 50. This process is repeatedly executed every control cycle.
Whether the computer 60 has received an engine stop command (step S31), has received an engine start command (step S32), has received a power-off command (common power-off command or individual power-off command) No (step S33) is monitored.

  When the computer 60 receives an engine stop command (step S31: YES), the computer 60 performs an engine stop process for stopping the corresponding engine (step S34). Specifically, the computer 60 stops the engine by stopping the fuel injection by the injector and stopping the ignition operation by the spark plug.

When the computer 60 receives an engine start command (step S32: YES), the computer 60 performs an engine start process for starting the corresponding engine (step S35). Specifically, the computer 60 energizes the starter, performs fuel supply control and ignition control, and starts the engine.
When the computer 60 receives the power-off command (step S33: YES), the computer 60 performs an ECU termination process for normally terminating the computer 60 (step S36). Thereafter, the computer 60 turns off the self-holding output to the switching transistor 72 (L level) (step S37). Thereby, the power supply of the computer 60 is turned off.

  As described above, when the computer 30 in the remote control ECU 20 outputs a power-off command (see, for example, step S9 in FIG. 4), the Wake Up signal is set to the L level. For this reason, when the self-holding output to the switching transistor 72 is set to the L level in step S37, the switching transistor 72 is turned off, and the corresponding power supply relay 13 is cut off. Thereby, the supply of power from the corresponding battery 12 to the power supply circuit 71 is cut off, and the power supply of the computer 60 is cut off.

FIG. 6 is a diagram for explaining the on / off state of the power supply of the outboard motor 3 and the transition (state transition) of the operating state of the engine of the outboard motor 3. State transition is performed for each outboard motor 3. Here, the state transition of the central outboard motor 3C will be described.
In the initial state 101, the key switch 81 is in the off position, and the lamp 83C is in the extinguished state. When the key switch 81 is operated from the off position to the on position in the initial state 101, the power of the outboard motor 3C is turned on and the engine stop state 102 is entered. When the engine is stopped, the lamp 83C is lit.

  When the start / stop switch 82C is depressed in the engine stop state 102, the engine of the outboard motor 3C is started and the engine operation state 103 is entered (steps S1, S2, S3, S4 in FIG. 4, steps in FIG. 5). (See S32, 35). When the start / stop switch 82C is pressed for a short time in the engine operation state 103, the engine of the outboard motor 3 is stopped as shown by an arrow 111, and the state is changed to the engine stop state 102 (step S1, FIG. 4). S2, S5, see steps S31, S34 in FIG. 5).

  When the start / stop switch 82C is operated for a long time in the engine operation state 103, the state transitions as indicated by an arrow 112. That is, after the transition to the engine stop state 102 (see steps S1, S2, S5 in FIG. 4 and steps S31, S34 in FIG. 5), the power of the outboard motor 3C is individually turned off to enter the individual power off mode 104. (See steps S6 to S9 in FIG. 4 and S33, S36, and S37 in FIG. 5). In the individual power off mode 104, since the power of the outboard motor 3C is off, the lamp 83C is turned off even though the key switch 81 is in the on position.

In the individual power off mode 104, when the key switch 81 is operated from the on position to the off position, the state transitions to the initial state 101 as indicated by an arrow 113.
For example, it is assumed that the engine of one outboard motor 3 has failed when all the outboard motors 3 are powered on and their engines are operating. In such a case, the power of all the outboard motors 3 can be turned off by operating the key switch 81. However, by operating the key switch 81, it is not possible to turn off only the outboard motor 3 in which the engine has failed.

  In the first embodiment, in such a case, the power to only the outboard motor 3 is turned off by long-pressing the start / stop switch 82 corresponding to the outboard motor 3 of the failed engine. (See arrow 112 in FIG. 6). Specifically, when the start / stop switch 82 corresponding to the outboard motor 3 of the failed engine is operated for a long time, YES is obtained in steps S1 and S2 in FIG. 4, and an engine stop command is output (see step S5). . Also, YES is determined in the step S8, the Wake Up signal is set to the L level, and a power off command (individual power off command) is output (see step S9). As a result, the power of the outboard motor 3 of the failed engine is turned off (see step S37 in FIG. 5).

  As described above, in the first embodiment, since the power of the outboard motor 3 whose engine is not started due to a failure or the like can be individually turned off, wasteful power consumption can be suppressed and the outboard motor 3 can be used. It is possible to prevent the battery from running out. Since the power of the outboard motor 3 in which a failure or the like has occurred can be turned off and the power of other normal outboard motors 3 can be turned on, there is no hindrance to the navigation of the ship.

  A second embodiment of the present invention will be described. Also in the second embodiment, as in the first embodiment, the corresponding outboard motor 3 can be set to the individual power-off mode by a long press operation of the start / stop switch 83. Furthermore, in the second embodiment, unlike the first embodiment, when the outboard motor 3 is in the individual power-off mode, the corresponding outboard motor is operated by operating the corresponding start / stop switch 83. 3 can be turned on to start the engine.

Referring to FIG. 6, in the second embodiment of the present invention, for example, when the outboard motor 3C is in the individual power off mode 104, when the start / stop switch 83C is pushed down, a broken arrow As indicated at 114, a transition to the engine operating state 103 can be made.
FIG. 7 is a flowchart for explaining the second embodiment, and is a flowchart showing a process that the computer 30 in the remote control ECU 20 repeats every control cycle. More specifically, a procedure of processing executed by the computer 30 when the start / stop switch 82 is operated is shown. The processing contents of the computer 60 in the engine ECU 50 are the same as those in the first embodiment.

Steps S1 to S9 in FIG. 7 are the same as steps S1 to S9 in FIG. The flowchart of FIG. 7 differs from the flowchart of FIG. 4 in that steps S11, S12, and S13 are added.
In the second embodiment, when the start / stop switch 82 is turned on (pressed) (step S1: YES), it is determined whether or not the flag F is set (step S11). The flag F is a flag for storing that the outboard motor 3 is in the individual power-off mode (a state indicated by reference numeral 104 in FIG. 6). As will be described later, this flag F is set (F = 1) when the outboard motor 3 is set to the individual power-off mode. This flag F is reset (F = 0) during an initialization process that is executed when the power of the computer 30 in the remote control ECU 20 is turned on.

  If the flag F is reset (F = 0) (step S11: NO), that is, if the corresponding outboard motor 3 is not in the individual power-off mode, the computer 30 is the same as in the first embodiment. In step S2, it is determined whether or not the engine of the corresponding outboard motor 3 is in operation. If the corresponding outboard motor 3 is in operation, the computer 30 outputs an engine stop command (step S5) and then starts a timer (step S6).

  And it is discriminate | determined whether predetermined fixed time passed, with the start / stop switch 83 being turned on (step S7, S8). If the predetermined constant time has passed with the start / stop switch 83 being turned on (step S8: YES), that is, if the start / stop switch 83 is "long pressed", the flag F is set. Set (F = 1) (step S13). Then, the process proceeds to step S9. In step S9, the computer 30 gives an L level signal to the gate 43 to set the Wake Up signal to the L level, outputs a power off command (individual power off command), and turns off the corresponding lamp 83. As a result, the corresponding outboard motor 3 enters the individual power-off mode. As described above, the flag F is set (F = 1) when the outboard motor 3 is set to the individual power-off mode.

  If it is determined in step S11 that the flag F is set (F = 1) (step S11: YES), that is, the operation of the computer 30 when the corresponding outboard motor 3 is in the individual power-off mode. Is as follows. That is, the computer 30 gives an H level signal to the gate 43 to turn on the Wake Up signal (set to H level), output a power-on command, and reset the flag F (F = 0) (step S12). The power-on command output from the computer 30 is transmitted to the computer 60 in the corresponding engine ECU 50 via the bus 15. Accordingly, the power of the outboard motor 3 in the individual power off mode is turned on.

  After performing the processing of step 12, the computer 30 proceeds to step S3 and determines whether or not the start permission condition is satisfied. If the start permission condition is satisfied (step S3: YES), an engine start command is output (step S4). The engine start command output from the computer 30 is transmitted to the computer 60 in the corresponding engine ECU 50 via the bus 15. Accordingly, the engine of the corresponding outboard motor 3 is started. If it is determined in step S3 that the start permission condition is not satisfied (step S3: NO), the computer 30 ends the current process.

  In the second embodiment, when the outboard motor 3 is in the individual power-off mode, the power of the outboard motor 3 is turned on by operating the start / stop switch 83 corresponding to the outboard motor 3. It can be turned on and the engine can be started. That is, the engine can be started simultaneously with turning on the power of the outboard motor 3 in the individual power-off mode by a simple operation.

  As shown in FIG. 8, a plurality of individual power sources for individually turning on / off the power sources of the outboard motors 3S, 3C, 3P on the operation panel 8 in the first embodiment or the second embodiment. On / off switches 84S, 84C, 84P may be provided. The individual power on / off switch 84S corresponds to the starboard outboard motor 3S. The individual power on / off switch 84C corresponds to the central outboard motor 3S. The individual power on / off switch 84P corresponds to the starboard outboard motor 3P. The individual power on / off switches 84S, 84C, and 84P are collectively referred to as “individual power on / off switch 84”. The operation signal of the individual power on / off switch 84 is input to the corresponding remote control ECU 20.

In this case, the computer 30 in each remote control ECU 20 executes a process as shown in FIG. 9 according to the operation of the corresponding individual power on / off switch 84. The contents of the processing of the computer 60 in the engine ECU 50 are not changed.
Referring to FIG. 9, in computer 30 in remote control ECU 20, when the corresponding individual power on / off switch 84 is operated (step S21: YES), the power of corresponding outboard motor 3 (engine ECU 50) is turned on. It is determined whether or not it is in a state (step S22). If the power of the corresponding outboard motor 3 is on (step S22: YES), the computer 30 gives an L level signal to the gate 43 to turn off the Wake Up output (set to L level). Further, the computer 30 outputs a power-off command (individual power-off command), and turns off the corresponding lamp 83 (step S23).

  The power-off command (individual power-off command) output from the computer 30 is sent to the corresponding engine ECU 50 via the bus 15. As a result, the power of the corresponding outboard motor 3 is turned off (individual power off mode). When applied to the second embodiment, in step S23, the computer 30 further sets a flag F (F = 1).

  In step S22, when the power of the corresponding outboard motor 3 is off (step S22: NO), the computer 30 turns on the Wake Up output (sets to H level) and outputs a power on command. Then, the corresponding lamp 83 is turned on (step S24). The power-on command output from the computer 30 is sent to the corresponding engine ECU 50 via the bus 15. Thereby, the power supply of the corresponding outboard motor 3 is turned on. When applied to the second embodiment, in step S24, the computer 30 further resets the flag F (F = 0).

  As described above, when the individual power on / off switch 84 is provided for each outboard motor 3, the state is shifted from the individual power off mode 104 to the engine stop state 102 as indicated by the dashed arrow 115 in FIG. 6. It becomes possible. For example, when the outboard motor 3C is in the individual power off mode 104, when the corresponding individual power on / off switch 84 is operated, the power of the outboard motor 3 is turned on and the engine is stopped (102). Steps S21, S22, S24 in FIG. 9).

  Further, as indicated by the broken line arrow 116 in FIG. 6, it is possible to shift to the individual power-off mode 104 without starting the engine from the engine stop state 102. For example, when the outboard motor 3C is in the engine stop state 102, when the corresponding individual power on / off switch 84 is operated, the power of the outboard motor is turned off and the individual power off mode 104 is set (see FIG. 9 steps S21, S22, S23).

As mentioned above, although embodiment of this invention was described, this invention can also be implemented with another form. For example, in the above-described embodiment, the key switch 81 has a function of a common start switch, but may not have a function of a common start switch.
In the above-described embodiment, the outboard motor (outboard motor) is taken as an example of the propulsion system. However, the present invention can be applied to a marine propulsion system including a propulsion system of another form. is there. Other examples of the propulsion system include an inboard / outboard motor (stern drive, inboard motor / outboard drive), an inboard motor (inboard motor), and a water jet drive. The outboard motor has a propulsion unit including a prime mover and a propulsion force generation member (propeller) outside the ship, and is further provided with a steering mechanism that rotates the entire propulsion unit in the horizontal direction with respect to the hull. . On the other hand, in the inboard / outboard motor, the prime mover is disposed inside the ship, and the drive unit including the propulsion force generating member and the steering mechanism is disposed outside the ship. The inboard motor has a configuration in which both the prime mover and the drive unit are built in the hull, and the propeller shaft extends out of the ship from the drive unit. In this case, a steering mechanism is provided separately. The water jet drive obtains a propulsive force by accelerating water sucked from the bottom of the ship with a pump and injecting it from an injection nozzle at the stern. In this case, the steering mechanism includes an injection nozzle and a mechanism that rotates the injection nozzle along a horizontal plane.

In addition, various design changes can be made within the scope of matters described in the claims.
The correspondence between the constituent elements described in the claims and the constituent elements in the above-described embodiment will be shown below.
Propulsion system: Outboard motor 3
Common power switch: Common power switch 81A
Power-off command input means: start / stop switch 82
Power control means: remote control ECU 20
Individual power switch: Individual power on / off switch 84
First individual power off means: remote control ECU 20, S1, S2, S5 to S9 in FIG.
First individual power-on means: remote control ECU 20, S1, S11, S12, S13 in FIG.
Second individual power-off means: remote control ECU 20, S21 to S23 in FIG.
Second individual power-on means: remote control ECU 20, S21, S22, S24 in FIG.
Operation discriminating means: remote control ECU 20, S1, S2, S6 to S8 in FIG.
Display means: lamp 83

DESCRIPTION OF SYMBOLS 1 Ship 2 Hull 3 Outboard motor 3S Starboard outboard motor 3C Central outboard motor 3P Port outboard motor 5 Maneuvering seat 6 Handle device 6a Steering handle 7 Remote control 7a Lever 7S Starboard remote control 7C Central remote control 7P Left remote control 8 Operation panel 9 Gauge 9S starboard gauge 9C center gauge 9P port gauge 12C, 12P, 12S battery 13S, 13C, 13P power relay 14 electric signal line 15 bus 20S, 20C, 20P remote control ECU
30 Computer 41 Power supply circuit 42 Switching transistor 43 Gate 44, 45 Backflow prevention diode 50S, 50C, 50P Engine ECU
60 Computer 71 Power supply circuit 72 Switching transistor 73, 74, 75 Backflow prevention diode 81 Key switch 81A Common power switch 81B Common start switch 82S, 82C, 82P Start / stop switch 83S, 83C, 83P Lamp 84S, 84C, 84P Individual Power on / off switch 91 Common power line 101 Initial state 102 Engine stopped state 103 Engine operating state 104 Individual power off mode

Claims (7)

A plurality of propulsion system each including a prime mover and prime mover control means;
A common power switch for collectively turning on / off the plurality of propulsion system systems;
A plurality of power-off command input means for individually turning off the power of each propulsion unit system;
Power control means for performing on / off control of the power of each propulsion system based on inputs from the common power switch and each power-off command input means,
The power control means includes
Collective power on means for collectively turning on the power of each propulsion system when the common power switch is turned on,
Collective power off means for collectively turning off the power of each propulsion system when the common power switch is turned off;
When the common power switch is in the ON state, when a power-off command is input by any one of the power-off command input means, the first power supply for the propulsion system corresponding to the power-off command input means is individually turned off. A marine vessel propulsion system including: A plurality of start / stop switches for individually starting / stopping the prime mover of each propulsion system;
The operation of each start / stop switch is a first operation for inputting a start / stop command, and a second operation for inputting a power-off command, which is a specific operation different from the first operation. Operation discriminating means for discriminating between the operation and
The plurality of start / stop switches also serve as the plurality of power-off command input means,
2. The marine vessel propulsion system according to claim 1, wherein the first individual power-off unit responds to the fact that the second operation is determined by the operation determination unit.   The first operation of each start / stop switch is a short press operation of the start / stop switch, and the second operation of each start / stop switch is a long press operation of the start / stop switch. The marine vessel propulsion system according to claim 2. The power control means includes
When the common power switch is in the on state, when the start / stop switch corresponding to the propulsion system whose power is off is operated, the first individual power source that individually turns on the power of the propulsion system. The marine vessel propulsion system according to claim 2 or 3, further comprising an on means. A plurality of individual power switches for individually turning on / off the power of each propulsion system;
The power control means includes
A second individual power-on means for individually turning on the power of the propulsion unit system corresponding to the individual power switch when any individual power switch is turned on;
5. The apparatus further comprises second individual power off means for individually turning off the power of the propulsion unit system corresponding to the individual power switch when any of the individual power switches is turned off. The marine vessel propulsion system according to any one of the above.   The marine vessel propulsion system according to any one of claims 1 to 5, further comprising display means for displaying a power on / off state of each propulsion unit system. The hull,
A plurality of propulsion system mounted on the hull, each including a prime mover and a prime mover control means;
A marine vessel including the marine vessel propulsion system according to claim 1, wherein the marine vessel propulsion system is controlled.

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