JP2014172446A - Accelerator lever and ship equipped with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an accelerator lever and a ship equipped with the same capable of stably detecting operation amount for an extended period.SOLUTION: In a ship in which an operation amount of an accelerator lever 2 which is an operation tool is detected with a potentiometer, a plurality of potentiometers, or a first potentiometer 2B and a second potentiometer 2c, are provided, and the operation amount of the accelerator lever 2 is detected with the first potentiometer 2b and the second potentiometer 2c, and then, the operation amounts detected with the first potentiometer 2b and the second potentiometer 2c are combined to be inputted in a ship managing control unit 19 which is a controller.

Description

  The present invention relates to an accelerator lever and a ship including the same.

  2. Description of the Related Art Conventionally, there is known a ship that transmits power from a prime mover (engine) arranged inside or outside a hull to a plurality of propulsion devices arranged outside the hull. The propulsion device propels the hull by rotating the propeller for propulsion. The operation of the engine or the like is performed by an operating tool provided in the cockpit. The operation amount of the operation tool is detected by a potentiometer provided inside the operation tool. For example, an engine controller (ECU) controls the throttle of the engine based on a signal detected by a potentiometer of an accelerator lever.

  In a ship equipped with such an operation tool, a ship equipped with an operation tool provided with a detection sensor in addition to the potentiometer so that the minimum necessary ship maneuvering can be performed even when an abnormality such as a disconnection or a short circuit occurs in the potentiometer. There is. For example, as described in Patent Document 1.

  However, in the ship described in Patent Document 1, the ship maneuvering function is greatly limited when an abnormality occurs in the potentiometer. Therefore, even if the minimum necessary maneuvering function can be used, maneuvering may be difficult depending on the skill of the operator. For this reason, it is disadvantageous in that a stable operation cannot be performed even if an auxiliary function at the time of failure is added to the operation tool.

JP 2009-67249 A

  The present invention has been made to solve such a problem, and an object of the present invention is to provide an accelerator lever capable of stably detecting an operation amount over a long period of time and a ship equipped with the accelerator lever.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  That is, according to the first aspect of the present invention, a ship's accelerator lever in which the operation amount of the operation tool is detected by the potentiometer is provided with a plurality of potentiometers, and each of the potentiometers detects the operation amount of the accelerator lever. The manipulated variables are combined and input to the control device.

  According to a second aspect of the present invention, the first potentiometer and the second potentiometer, which are the plurality of potentiometers, are provided at the center of rotation of the accelerator lever, and the first potentiometer and the second potentiometer are connected in parallel to swing the accelerator lever. The angle is detected.

  According to a third aspect of the present invention, the ship includes an engine in a hull and an accelerator lever that performs acceleration control of the engine by the accelerator lever.

  As effects of the present invention, the following effects can be obtained.

  According to the first aspect of the invention, the reliability of the accelerator lever is improved without changing the input configuration to the control device. Thereby, the operation amount can be detected stably over a long period of time.

  According to the second aspect of the present invention, it is possible to stably detect the operation amount of the accelerator lever even if a temporary non-contact state occurs in one of the first potentiometer and the second potentiometer. Thereby, the operation amount can be detected stably over a long period of time.

  According to invention of Claim 3, the reliability of the accelerator lever of a ship improves. Thereby, the operation amount can be detected stably over a long period of time.

The figure which shows the whole outline | summary of the ship which concerns on this invention. The figure which shows the structure of the outdrive apparatus of the ship which concerns on this invention. The figure which shows the structure of the accelerator lever and ship steering control apparatus of the ship which concern on this invention. The figure which shows the structure of the accelerator lever of the ship which concerns on this invention.

  First, an overall outline and configuration of a ship 100 according to an embodiment of the present invention will be described with reference to FIGS. 1 and 2. 1 and 2 shows a so-called biaxial propulsion type ship provided with two outdrive devices. However, even a uniaxial propulsion method or the like is established, and the present invention is not limited to this.

  As shown in FIGS. 1 and 2, in the ship 100, the operating state of the engine 6, for example, the fuel injection amount by the throttle device 7 (see FIG. 3) is adjusted according to the operation of the accelerator lever 2. The rotation speed of the is changed and propelled. The ship 100 includes an accelerator lever 2, a steering handle 3, a joystick lever 4, two engines 6, an ECU 9, two outdrive devices 10, and a boat maneuvering control device 19 on the hull 1. Further, the hull 1 is provided with a monitor 5 for displaying the operation status and the like in the vicinity of the steering handle 3 or the joystick lever 4. The ship 100 is configured to be able to turn the outdrive device 10 in accordance with the operation of the steering handle 3 and the joystick lever 4.

  The ECU 9 controls the engine 6. The ECU 9 stores various programs and data for controlling the engine 6. The ECU 9 is provided for each engine 6. The ECU 9 may be configured such that a CPU, ROM, RAM, HDD, and the like are connected by a bus, or may be configured by a one-chip LSI or the like.

  The ECU 19 is connected to the throttle device 7 and can control the opening and closing of the throttle valve 7b of the throttle device 7 (see FIG. 3).

  As shown in FIG. 2, the outdrive device 10 propels the hull 1 by rotating the propeller 15 for propulsion. In addition, the outdrive device 10 turns the hull 1 by turning with respect to the traveling direction of the hull 1. The outdrive device 10 mainly includes an input shaft 11, a switching clutch 12, a drive shaft 13, an output shaft 14, and a propulsion propeller 15.

  The input shaft 11 transmits the rotational power of the engine 6 to the switching clutch 12. One end of the input shaft 11 is connected to a universal joint attached to the output shaft of the engine 6. The other end of the input shaft 11 is connected to a switching clutch 12 disposed inside the upper housing 10U.

  The switching clutch 12 can switch the rotational power of the engine 6 transmitted via the input shaft 11 or the like between the forward rotation direction and the reverse rotation direction. The switching clutch 12 has a forward rotating bevel gear connected to an inner drum including a disk plate, and a reverse rotating bevel gear. The switching clutch 12 switches the rotational direction depending on which disk plate the pressure plate of the outer drum connected to the input shaft 11 is pressed against.

  The drive shaft 13 transmits the rotational power of the engine 6 transmitted through the switching clutch 12 and the like to the output shaft 14. The bevel gear provided at one end of the drive shaft 13 is engaged with the forward rotation bevel gear and the reverse rotation bevel gear provided in the switching clutch 12. The bevel gear provided at the other end portion of the drive shaft 13 is meshed with the bevel gear of the output shaft 14 disposed inside the lower housing 10R.

  The output shaft 14 transmits the rotational power of the engine 6 transmitted through the drive shaft 13 and the like to the propeller 15 for propulsion. The bevel gear provided at one end of the output shaft 14 meshes with the bevel gear of the drive shaft 13 as described above. A propeller for propulsion 15 is attached to the other end of the output shaft 14.

  The propulsion propeller 15 generates a propulsive force by rotating. The propeller 15 for propulsion is driven by the rotational power of the engine 6 transmitted through the output shaft 14 and the like. The propeller 15 for propulsion generates a propulsive force when a plurality of blades 15a arranged around the rotation axis block surrounding water.

  The outdrive device 10 is supported by a gimbal housing 8 attached to the stern board (transom board) of the hull 1. Specifically, the outdrive device 10 is supported by the gimbal housing 8 so that the gimbal ring 16 of the outdrive device 10 is substantially perpendicular to the water line wl. The gimbal ring 16 is a substantially cylindrical rotation shaft attached to the outdrive device 10. The outdrive device 10 rotates around the gimbal ring 16.

  A steering arm 17 extending inside the hull 1 is attached to the upper end portion of the gimbal ring 16. Then, the steering arm 17 rotates the outdrive device 10 around the gimbal ring 16. The steering arm 17 is driven by a hydraulic actuator 18 that is interlocked according to the operation of the steering handle 3 or the joystick lever 4.

  The boat maneuvering control device 19 creates a control signal based on detection signals from the accelerator lever 2, the steering handle 3, the joystick lever 4, and the like. Further, the boat maneuvering control device 19 is capable of creating a control signal based on information from a global positioning system (GPS: Global Positioning System). That is, the ship maneuvering control device 19 enables so-called automatic navigation in which the ship is automatically maneuvered by calculating the route from its own position and the set destination, in addition to the maneuvering manually performed by the operator.

  The boat maneuvering control device 19 stores various programs and data for controlling the engine 6 and the outdrive device 10. The ECU 19 may be configured such that a CPU, ROM, RAM, HDD, and the like are connected by a bus, or may be configured by a one-chip LSI or the like.

  The boat maneuvering control device 19 is connected to the accelerator lever 2, the steering handle 3, the joystick lever 4, and the like, and can acquire control signals from the accelerator lever 2, the steering handle 3, the joystick lever 4, and the like.

  The boat maneuvering control device 19 is connected to the ECU 9 of each engine 6, and can acquire the activation status of each engine 6 and various signals acquired by each ECU 9.

  The boat maneuvering control device 19 is connected to the monitor 5, and displays on the monitor 5 the operation status of the accelerator lever 2, the steering handle 3 and the joystick lever 4, the status of each engine 6 based on various signals acquired from each ECU 9, and the like. Is possible.

  Next, the accelerator lever 2 which is one of the above-described operating tools will be specifically described with reference to FIGS. 3 and 4.

  As shown in FIG. 3, the accelerator lever 2 adjusts the operating state of the engine 6. Specifically, the throttle device 7 of the engine 6 is operated based on the operation amount of the accelerator lever 2 to change the fuel injection amount. The accelerator lever 2 is disposed in the cockpit at a position away from the engine 6.

  The accelerator lever 2 is provided with a first potentiometer 2b and a second potentiometer 2c at the rotation center of an operation lever 2a that is supported in a swingable manner. The 1st potentiometer 2b and the 2nd potentiometer 2c are comprised from the variable resistor which converts and detects a rotation angle into a voltage. The 1st potentiometer 2b and the 2nd potentiometer 2c are comprised from a contact-type potentiometer. The accelerator lever 2 is connected to the boat maneuvering control device 19 via the wiring 20 (see FIG. 4). The accelerator lever 2 is configured to be able to transmit a signal about the swing angle of the operation lever 2 a detected by the first potentiometer 2 b and the second potentiometer 2 c to the boat maneuvering control device 19 via the wiring 20. In the present embodiment, the potentiometer is composed of a contact-type variable resistor, but is not limited thereto, and any potentiometer that can detect the operation amount of the operation lever 2a may be used.

  In the accelerator lever 2, when the operation lever 2a is operated (see the white arrow in FIG. 4), the resistance values of the first potentiometer 2b and the second potentiometer 2c vary according to the operation amount. Accordingly, the voltage value applied to the first potentiometer 2b and the second potentiometer 2c varies. The accelerator lever 2 transmits the voltage (detection signal) of the first potentiometer 2b and the second potentiometer 2c to the boat maneuvering control device 19. The boat maneuvering control device 19 transmits a control signal to the electric actuator 7 a of the throttle device 7 based on the detection signal acquired from the accelerator lever 2. As a result, the throttle valve 7c of the engine 6 is controlled to be opened and closed by the electric actuator 7a, and the rotational speed of the engine 6 is changed.

  When the operation lever 2 a of the accelerator lever 2 is in the N position, the output of the engine 6 is not transmitted to the propeller for propulsion 15. When the operation lever 2a is at the position F, the output of the engine 6 is transmitted to the propeller for propulsion 15 so that the ship 100 moves forward. The output of the engine 6 increases as the operation amount of the operation lever 2a increases. That is, the forward speed of the ship 100 increases. When the operation lever 2a is in the R position, the output of the engine 6 is transmitted to the propeller for propulsion 15 so that the ship 100 moves backward. The output of the engine 6 increases as the operation amount of the operation lever 2a increases. That is, the reverse speed of the ship 100 increases. Thus, the accelerator lever 2 is configured such that the first potentiometer 2b and the second potentiometer 2c sequentially detect the operation amount of the operation lever 2a and transmit it to the boat maneuvering control device 19.

  As shown in FIG. 4, the accelerator lever 2 is configured such that the first potentiometer 2b and the second potentiometer 2c can independently detect the operation amount of the operation lever 2a. That is, in the accelerator lever 2, the operation amount of the operation lever 2a is detected twice by the first potentiometer 2b and the second potentiometer 2c.

  The accelerator lever 2 has a first potentiometer 2b and a second potentiometer 2c connected in parallel inside. As a result, the accelerator lever 2 combines the detection signal of the first potentiometer 2b and the detection signal of the second potentiometer 2c and outputs it as one output. That is, the accelerator lever 2 includes the first potentiometer 2b and the second potentiometer 2c, and is connected to the boat maneuvering control device 19 only by the wiring 20 that is a single system. Therefore, it is not necessary to provide a plurality of wirings to the input / output points of the boat maneuvering control device 19 and the boat maneuvering control device 19 according to the number of potentiometers. In the present embodiment, the accelerator lever 2 includes two potentiometers, but is not limited thereto.

  Further, the accelerator lever 2 can maintain the detection accuracy by the detection signal of the other potentiometer even if a detection failure due to a temporary non-contact state (sliding noise) occurs in one potentiometer. Similarly, the accelerator lever 2 can reduce the probability of failure of the accelerator lever 2 due to disturbance by continuing detection with the other potentiometer even if a failure occurs in one potentiometer. That is, the service life of the accelerator lever 2 can be extended by providing a plurality of potentiometers.

As described above, the ship 100 according to the present invention includes a first potentiometer 2b and a second potentiometer 2c, which are a plurality of potentiometers, in the ship 100 in which the operation amount of the accelerator lever 2 that is one of the operation tools is detected by the potentiometer. , And the operation amount of the accelerator lever 2 is detected by the first potentiometer 2b and the second potentiometer 2c, and the operation amounts detected by the first potentiometer 2b and the second potentiometer 2c are combined and the ship maneuvering control which is a control device It is input to the device 19.
With this configuration, the reliability of the accelerator lever 2 is improved without changing the input configuration of the boat maneuvering control device 19. Thereby, the operation amount can be detected stably over a long period of time.

The first potentiometer 2b and the second potentiometer 2c are provided at the center of rotation of the accelerator lever 2, and the first potentiometer 2b and the second potentiometer 2c are connected in parallel to detect the swing angle of the accelerator lever 2. Is.
By configuring in this way, it is possible to stably detect the operation amount of the accelerator lever 2 even if a temporary non-contact state occurs in one of the first potentiometer 2b and the second potentiometer 2c. Thereby, the operation amount can be detected stably over a long period of time.

Further, the hull 1 is provided with an engine 6 and an accelerator lever 2 that performs acceleration control of the engine 6 with an accelerator lever 2.
By configuring in this way, the reliability of the accelerator lever 2 of the ship 100 is improved. Thereby, the operation amount can be detected stably over a long period of time.

2 Accelerator lever 2b 1st potentiometer 2c 2nd potentiometer 19 Ship maneuvering control device 100 Ship

Claims (3)

In the accelerator lever of a ship where the operation amount of the operation tool is detected by a potentiometer,
An accelerator lever that includes a plurality of potentiometers, detects the operation amount of the accelerator lever by each potentiometer, and the operation amounts detected by the respective potentiometers are combined and input to the control device.   The first potentiometer and the second potentiometer which are the plurality of potentiometers are provided at the rotation center of the accelerator lever, and the first potentiometer and the second potentiometer are connected in parallel to detect the swing angle of the accelerator lever. The accelerator lever according to 1.   The ship provided with the accelerator lever of Claim 1 or Claim 2 which equips a ship body with an engine and performs acceleration control of an engine by the said accelerator lever.

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