JP2015047899A - Ship comprising voyage state change function - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship comprising a voyage state change function by which voyage according to lever operation is executed immediately after the lever operation during a slow speed control mode.SOLUTION: The voyage control mode of a ship 10 can be switched between a normal control mode for normal voyage of the ship according to an operation position of a remote control lever 12b and a slow speed control mode for automatic slow speed voyage of the ship. Slow speed voyage instruction data for repeatedly executing shift change of forward movement and neutrality or backward movement and neutrality for every set time set according to the operation position of the remote control lever 12b, is prepared, and during the slow speed control mode, an outboard motor 20 is controlled based on the slow speed voyage instruction data. During the slow speed control mode, the remote control lever 12b is operated for selecting one of the respective shifts in the slow speed voyage instruction data as an initial shift, the shift corresponding to operation of the remote control lever 12b is selected.

Description

  According to the present invention, the navigation control mode can be switched between a normal control mode in which normal navigation is performed while changing a shift in accordance with an operation position of a lever, and a slow speed control mode in which automatic navigation is automatically performed in accordance with slow speed navigation instruction data. The present invention relates to a ship having a navigation state change function that can be performed.

  Conventionally, for example, in a ship used for fishing, it is important that the position of the ship is maintained within a certain range including the point without flowing from a point where the fish is likely to be caught. For this reason, an operation of intermittently navigating the boat back and forth or stopping it is performed by operating a steering lever. However, since it is cumbersome for the operator to repeatedly perform such operations, a ship propulsion device that can automatically and repeatedly perform control to switch the shift between forward and neutral (neutral) or reverse and neutral every predetermined time. Has also been developed (see, for example, Patent Document 1).

  This marine vessel propulsion apparatus is provided with a slow speed changeover switch for selecting one of normal navigation and slow speed navigation by a ship operator, a storage device for storing a selection table for executing the slow speed navigation, and the like. Then, when the marine vessel operator operates the slow speed changeover switch to select the slow speed navigation, the control device of the ship propulsion device can control the propulsion device according to the data of the selection table to make the ship navigate at a slow speed. In this case, shift switching control is performed, for example, by alternately repeating the neutral operation of 12 seconds and the forward operation of 2 seconds. For this reason, the ship operator only needs to perform an operation of moving the lever slightly only when the ship navigates too early or too late.

  However, in a ship using such a ship propulsion device, when the slow speed changeover switch is switched to the slow speed navigation, if the lever is operated to the acceleration side and the shift is neutral, Feel that speed control is slow. For this reason, the operator may further move the lever to the acceleration side by further operating the lever to the acceleration side. Conversely, when the slow speed switch is switched to slow speed navigation, even if the lever is operated to the deceleration side, the shift is moving forward or backward and the ship is accelerated, the ship operator Feels that speed control is slow. For this reason, the operator may further move the shift lever to the deceleration side by further operating the lever to the deceleration side.

Japanese Patent No. 4979371

  The present invention has been made to address the above-described problems, and its purpose is to respond to lever operation immediately after lever operation when the navigation control mode of the ship is switched from the normal control mode to the slow speed control mode. It is to provide a ship having a navigation state change function in which navigation is performed. In the description of each constituent element of the present invention below, the reference numerals of corresponding portions of the embodiment are shown in parentheses in order to facilitate understanding of the present invention. The present invention should not be construed as being limited to the configurations of the corresponding portions indicated by the reference numerals of the forms.

  In order to achieve the above-described object, the structural feature of the ship having the navigation state changing function according to the present invention is that the shift is advanced, neutral or reverse according to the operation position of the lever (12b, 32b, 36, 37). A propulsion device (20) provided with a shift switching device (22) for switching to, a navigation control mode, a normal control mode in which the ship (10) normally navigates according to the operation position of the lever, and a ship automatically navigating at a low speed Control mode switching means (12e, 36, SF, SR) for switching to the fine speed control mode to be performed, and a set time set in accordance with the lever operating position for forward / neutral shift switching or reverse / neutral shift switching Based on the slow speed navigation instruction data (a, b, c, d) to be repeatedly executed every time, and when the navigation control mode is the slow speed control mode. And a control device (30) for navigating the ship at a slow speed by controlling the propulsion device, and operating the lever when the sailing control mode is the slow speed control mode, and the forward, neutral or reverse shift in the slow speed navigation instruction data In selecting any one of the shifts as the initial shift, the shift corresponding to the operation of the lever is selected.

  In the present invention, in response to the operation of the lever when the navigation control mode is switched to the slow speed control mode, the control device shifts either forward, reverse or neutral in the slow speed navigation instruction data after the lever operation. The initial shift is selected to control the propulsion device. Therefore, the operation of the lever when the navigation control mode is switched to the slow speed control mode is directly reflected in the navigation state of the ship immediately after. For this reason, the ship operator can feel the speed control reaction by operating the lever sensitively, and the feeling of maneuvering becomes good. In the present invention, when forward and neutral or reverse and neutral are repeatedly executed at set times, the shift switching control can alternately repeat, for example, 12 seconds neutral and 2 seconds forward. Or a control of alternately repeating the neutral operation of 12 seconds and the reverse operation of 2 seconds. The set time of 12 seconds or 2 seconds is appropriately set according to the operation position of the lever.

  In the present invention, the slow speed navigation instruction data is composed of a plurality of slow speed navigation instruction data set at different times, and the control device controls the propulsion device according to the operation position of the lever. Thus, one slow navigation instruction data can be selected from a plurality of slow navigation instruction data. According to this, it is possible to travel at an appropriate speed according to the operation position of the lever. In this case, if there is no change in the lever operating position, the propulsion device is controlled based on the same slow speed navigation instruction data, and if there is a change in the lever operating position, the slow speed navigation instruction corresponding to the operating position is made. Data is selected. For this reason, for example, it is preferable to display numerical values such as the tilt angle of the lever at the operation position of the lever, and arrange a plurality of slow-speed navigation instruction data corresponding to the respective tilt angles.

  Another structural feature of the ship having the navigation state changing function according to the present invention is that when the lever (12b, 32b, 37) is operated to the acceleration side when the navigation control mode is the slow speed control mode, the slow speed is set. When the forward (a) or reverse (c) shift corresponding to the operation of the lever in the navigation instruction data is selected as the initial shift, and the lever is operated to the deceleration side when the navigation control mode is the fine speed control mode, The neutral (b, d) shift in the slow speed navigation instruction data is selected as the initial shift.

  According to the present invention, if the operation of the lever when the navigation control mode is switched to the slow speed control mode is an operation to the forward or reverse acceleration side, the first shift after the lever operation is forward or reverse. The operator does not feel that speed control is slow. If the operation of the lever when the navigation control mode is switched to the slow speed control mode is an operation to the deceleration side of forward or reverse, the first shift after the lever operation becomes neutral, so the operator You don't feel that control is slow. For this reason, it is possible to prevent the ship operator from excessively moving the lever to the acceleration side or the deceleration side.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that the lever operation amount is set when the lever is operated to the acceleration side when the navigation control mode is the slow speed control mode. If the amount of operation is exceeded, after executing the acceleration program set according to the amount of operation of the lever, select the forward or reverse shift corresponding to the operation of the lever in the slow speed navigation instruction data as the initial shift, When the lever is operated to the deceleration side when the navigation control mode is the slow speed control mode, if the lever operation amount exceeds the set operation amount, the acceleration program set according to the lever operation amount is executed. After that, the neutral shift in the slow speed navigation instruction data is selected as the initial shift.

  The acceleration program according to the present invention includes, for example, a set reserve time, a forward or reverse shift-in corresponding to the operation of the lever, or a half-clutch state, or a set reserve time opposite to the vessel traveling direction. The program may be a forward or reverse shift-in or a half-clutch state. In the present invention, when the navigation control mode is the slow speed control mode, if the lever is operated to the acceleration side and the operation amount of the lever exceeds the set operation amount, the ship is intermittently driven based on the slow speed navigation instruction data. If the lever is operated to the deceleration side and the operation amount of the lever exceeds the set operation amount, before the ship is intermittently driven based on the slow speed instruction data In addition, processing for increasing the reverse speed is performed. For this reason, the reaction of the speed control by the operation of the lever is further accelerated.

  In this case, when the ship is moving forward, the navigation control mode becomes the slow speed control mode, and if the lever is accelerated beyond the set operation amount, the speed is increased to the preliminary time and forward. At the same time, control based on the slow speed navigation instruction data is performed. In addition, when the ship is moving forward, the navigation control mode becomes the slow speed control mode, and if the lever is decelerated beyond the set operation amount, it will be in the reserve time, and after that it will move backward, and the slow speed navigation instruction will be given. Control based on the data is performed. The same process is performed when the ship is moving backward.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that the control device (30) repeatedly executes at every set time when the propulsion device is controlled based on the slow speed navigation instruction data. The propulsion device is controlled by counting the set time from the beginning of the selected initial shift of the forward and neutral shifts or the reverse and neutral shifts.

  According to the present invention, for example, the lever operation when the navigation control mode is switched to the slow speed control mode is an operation toward the forward acceleration side, and the shift switching control repeated every set time is 12 seconds. If the operations of the neutral and the forward of 2 seconds are alternately repeated, the forward control is first performed for 2 seconds, and then the neutral control is performed for 12 seconds. Thereafter, the control of 2 seconds forward and 12 seconds neutral is alternately repeated.

  If the operation of the lever when the navigation control mode is switched to the fine speed control mode is an operation to the forward deceleration side, first, neutral control is performed for 12 seconds, and then forward control is performed for 2 seconds. . Thereafter, the control of neutral for 12 seconds and advance of 2 seconds are alternately repeated. For this reason, the control of the first shift after the operation of the lever is rounded up early, so that the shift control different from the operation of the lever is not immediately executed or the control of the different shift is not started. For example, when the control by the shift that was executed before the operation of the lever is continued after the operation of the lever and the remaining time of the time set for the shift is consumed, the speed control is slow for the operator. However, according to the present invention, this does not occur. This prevents the operator from repeating the same operation again following the lever operation once performed.

  A constitutional feature of a ship having a navigation state changing function according to the present invention is that a clutch-type shift switching device (42) for switching a shift forward, neutral or reverse according to the operation position of the lever (44a, 45a). Control mode switching means for switching the propulsion device provided and the navigation control mode to a normal control mode for normal navigation of the ship according to the operation position of the lever and a fine speed control mode for automatically navigating the ship (40). 44a) and the direct connection of the shift switching device, the state switching between the direct connection side state and the non-connection side state between the connection state and the non-connection state with different slip rates is set according to the operating position of the lever (45a). Proceed based on the slow speed navigation instruction data to be repeatedly executed at the set time and the slow speed navigation instruction data when the navigation control mode is the slow speed control mode And a control device (45c) for navigating the ship at a slow speed by controlling the position, and operating the lever when the sailing control mode is the slow speed control mode, and any of the states of the shift switching device in the slow speed navigation instruction data In selecting such a state as the initial state, the state of the direct connection side or the non-connection side corresponding to the operation of the lever is selected.

  In the present invention, as the shift switching device, a clutch-type shift switching device that can change the connected state to a half-clutch state with different slip ratios is used. For this reason, the shift switching device can be connected in a half-clutch state with different slip ratios in addition to a direct connection state and a non-connection state, and can be changed depending on the navigation state of the ship. Also, the slow speed navigation instruction data executed by the control device at the time of the slow speed navigation is a lever for switching the state between the direct connection side state and the non-connection side state between the direct connection of the shift switching device and the connection and non-connection states having different slip ratios. It is set to be repeatedly executed every set time set according to the operation position.

  Then, the state of the shift switching device after the lever operation when the navigation control mode is switched to the slow speed control mode corresponds to the operation of the lever. That is, if the lever is operated to the acceleration side, the direct connection side state is selected as the state of the shift switching device, and if the lever is operated to the deceleration side, the state of the shift switching device is The unconnected state is selected. In this case, it is preferable to set the state of the shift switching device in a plurality of stages. If the lever is operated to the acceleration side, the state shifts to the one-stage direct connection side before the operation, and if the lever is operated to the deceleration side. Shift to the one-stage unconnected side before operation.

  Therefore, the operation of the lever when the navigation control mode is switched to the slow speed control mode is directly reflected in the navigation state of the ship immediately after. For this reason, the ship operator can feel the speed control reaction by operating the lever sensitively, and the feeling of maneuvering becomes good. In the present invention, the lever may be composed of two levers for normal sailing and slow speed sailing, and switching between normal sailing and slow speed sailing by switching the control mode means using one lever. It may be. Further, the direct connection side state and the non-connection side state in the present invention indicate relative positions between the two states, and both the direct connection side state and the non-connection side state may be on the direct connection side. However, it may be on the unconnected side. Further, the clutch of the shift switching device may be a hydraulic type or an electromagnetic type.

  Another structural feature of a ship having a navigation state change function according to the present invention is that, when the navigation control mode is the slow speed control mode, the lever is operated in the slow speed navigation instruction data when the lever is operated to the acceleration side. When the direct connection side state corresponding to is selected as the initial state and the lever is operated to the deceleration side when the navigation control mode is the slow speed control mode, the unconnected side state in the slow speed navigation instruction data is the initial state. It is to be selected as.

  According to the present invention, if the operation of the lever when the navigation control mode is switched to the slow speed control mode is an operation to the acceleration side of the forward or reverse travel, the initial state after the lever operation in the slow speed navigation instruction data is directly connected. The ship operator will not feel that the speed control is slow. In addition, if the lever operation when the navigation control mode is switched to the slow speed control mode is the forward or reverse deceleration side operation, the initial state after the lever operation in the slow speed navigation instruction data is the unconnected side The ship operator does not feel that speed control is slow. For this reason, it is possible to prevent the ship operator from excessively moving the lever to the acceleration side or the deceleration side.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that the lever operation amount is set when the lever is operated to the acceleration side when the navigation control mode is the slow speed control mode. If the operation amount is exceeded, after executing the acceleration program set according to the lever operation amount, select the direct connection side state corresponding to the lever operation in the slow speed navigation instruction data as the initial state, and navigate When the lever is operated to the deceleration side when the control mode is the fine speed control mode, if the lever operation amount exceeds the set operation amount, the acceleration program set according to the lever operation amount was executed. Later, the state on the unconnected side in the slow speed navigation instruction data is selected as the initial state.

  The acceleration program according to the present invention includes, for example, a set reserve time, a forward or reverse shift-in corresponding to the operation of the lever, or a half-clutch state, or a set reserve time opposite to the vessel traveling direction. The program may be a forward or reverse shift-in or a half-clutch state. In the present invention, when the navigation control mode is the slow speed control mode, if the lever is operated to the acceleration side and the operation amount of the lever exceeds the set operation amount, the ship is intermittently driven based on the slow speed navigation instruction data. If the lever is operated to the deceleration side and the operation amount of the lever exceeds the set operation amount, before the ship is intermittently driven based on the slow speed instruction data In addition, processing for increasing the reverse speed is performed. For this reason, the reaction of the speed control by the operation of the lever is further accelerated.

  In this case, when the ship is moving forward, the navigation control mode becomes the slow speed control mode, and if the lever is accelerated beyond the set operation amount, the speed is increased to the preliminary time and forward. At the same time, control based on the slow speed navigation instruction data is performed. In addition, when the ship is moving forward, the navigation control mode becomes the slow speed control mode, and if the lever is decelerated beyond the set operation amount, it will be in the reserve time, and after that it will move backward, and the slow speed navigation instruction will be given. Control based on the data is performed. The same process is performed when the ship is moving backward.

  Still another structural feature of a ship having a navigation state change function according to the present invention is that a shift that is repeatedly executed at every set time when the control device controls the propulsion device based on the slow speed navigation instruction data. The propulsion device is controlled by counting the set time from the beginning of the selected initial state among the states of the switching device. According to the present invention, since it is not felt that speed control is not appropriate after the operation of the lever, it is possible to prevent the boat operator from repeating the same operation again after the lever operation once performed.

  Still another structural feature of the ship having the navigation state change function according to the present invention is that the slow speed navigation instruction data is data for switching the state of the shift switching device between connected and unconnected. is there.

  According to the present invention, when the navigation control mode is the slow speed control mode, the shift switching device repeats the connected state and the non-connected state by the control of the control device, thereby moving forward and stop or reverse and stop speed. Switching is repeated every predetermined set time. In this case, the shift switching device may be switched between connection and non-connection by repeating forward / neutral or reverse / neutral shift switching every predetermined set time. It may be performed by repeatedly changing at every set time. According to the present invention, speed control in the slow navigation of a ship is facilitated.

  Another structural feature of the ship having the navigation state changing function according to the present invention is that the slow speed navigation instruction data is data for switching the state of the shift switching device between connected states having different slip ratios. is there.

  According to the present invention, only the slip ratio of the clutch of the shift switching device is changed in a shift-in state that is forward or reverse. For this reason, it becomes possible to move forward or backward in small increments while changing the speed, and speed control according to the flow speed of the sea or river where the ship navigates becomes easy.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that the shift switching device (42) is used when the navigation control mode is the slow speed control mode and the shift is set to forward or reverse. Is connected directly or with a predetermined slip rate.

  In this case, the slip ratio of the shift switching device is preferably set to 0-70% so that the driving force is transmitted nearly 100%. According to the present invention, when the ship is sailed at a slow speed in a shift-in state, the shift switching device is in a direct connection state or a half-clutch state, and in the half-clutch state, the change is from a state close to direct connection to a state close to non-connection. Is possible. For this reason, the navigation state of the ship can be further changed.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that the control mode switching means is composed of a mode switching device (12e, 30e) having an operation unit (12e), By operating the operation unit, the navigation control mode is switched to the normal control mode or the slow speed control mode.

  According to the present invention, the ship can be normally navigated while operating the lever to change the shift to forward, neutral, or reverse, and in that state, the operation of the same lever can be performed by operating the operation unit of the mode switching device. Thus, it is possible to automatically navigate the ship at a slow speed based on the slow speed navigation instruction data. In this case, the operation of the lever after the navigation control mode is changed to the fine speed control mode by the operation of the operation unit can be repeatedly switched between forward and neutral or reverse and neutral, or forward and stop or reverse. This is an operation for changing each execution time when the stop operation is repeated. In the present invention, when the operation unit is operated again when the navigation control mode is the slow speed control mode, the navigation control mode is switched to the normal control mode.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that when the slow speed region is set in the operating range of the lever (32b) and the operating position of the lever is in the slow speed region, The navigation control mode is changed to the slow control mode, and the navigation control mode is set to the normal control mode when the operation position of the lever is outside the slow speed region.

  According to the present invention, the ship can be normally navigated by changing the shift to forward, neutral or reverse by operating the lever outside the slow speed region, and automatically by operating the same lever within the slow speed region. The ship can be navigated at a slow speed while changing the shift to a state based on the slow speed navigation instruction data. In this case, the operation of the lever in the slow speed region is repeated when the forward / neutral or reverse / neutral shift is repeated, or when the forward / stop and reverse / stop operations are repeated. This is an operation to change the execution time. In the present invention, the control mode switching means is configured at the boundary between the inside and outside of the slow speed region.

  Still another structural feature of the ship having the navigation state changing function according to the present invention is that the lever is composed of the normal control lever (36, 44a) and the slow speed control lever (37, 45a), and the normal control. The normal navigation is performed by operating the lever, and the low-speed navigation is performed by operating the fine speed control lever.

  According to the present invention, the ship can be normally navigated by changing the shift to forward, neutral, or reverse by operating the normal control lever, and the fine-speed navigation instruction data is automatically obtained by operating the fine-speed control lever. The ship can be navigated at a slow speed in the state based. In this case, the fine speed control lever is operated for each execution time when the forward / neutral or reverse / neutral shift is repeatedly switched, and when the forward / stop and reverse / stop operations are repeated. It becomes operation to change.

  It is also possible to provide a fine speed region in the operation range of the normal control lever so that the operation of the fine speed control lever becomes effective when the normal control lever is located in the slow speed region. In this case, when the normal control lever is moved out of the slow speed region, the navigation control mode becomes the normal control mode, and the navigation of the ship is not affected regardless of the position of the slow speed control lever. According to the present invention, normal navigation is performed by operating the normal control lever, and slow speed navigation is performed by operating the slow speed control lever, so that erroneous operation can be prevented.

It is the side view which showed the ship which concerns on 1st Embodiment of this invention. It is the side view which showed the remote control operation part with which the ship which concerns on 1st Embodiment was equipped. It is the side view which showed the outboard motor with which the ship which concerns on 1st Embodiment was equipped. It is the block diagram which showed each apparatus with which the ship which concerns on 1st Embodiment was equipped. (A) is a graph showing the relationship between the lever angle and the forward and neutral operating time, and (b) is a graph showing the relationship between the lever angle and the reverse and neutral operating time. It is explanatory drawing which showed the operation state immediately after operating a remote control lever. It is a flowchart for performing slow-speed navigation. It is the side view which showed the remote control operation part with which the ship concerning 2nd Embodiment of this invention was equipped. It is the side view which showed the remote control operation part with which the ship which concerns on 3rd Embodiment of this invention was equipped. It is the block diagram which showed the principal part of the ship which concerns on 4th Embodiment of this invention. It is sectional drawing which showed the outline of the multi-plate hydraulic clutch mechanism with which the ship which concerns on 4th Embodiment was equipped. It is the graph which showed the input value to the clutch slip apparatus with respect to the operation amount of a slow speed control lever. It is the graph which showed the action | operation of the propeller shaft at the time of setting two preset values to the slip level which can transmit a driving force to a propeller shaft. It is explanatory drawing which showed the state which the rope with a bait needle pulled by the ship by intermittent operation moves up and down. It is the graph which showed the operation | movement of the propeller shaft at the time of setting a preset value to the slip level which can transmit a driving force to a propeller shaft, and the level which cannot transmit a driving force to a propeller shaft.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a ship 10 having a navigation state changing function according to the embodiment. The ship 10 includes a ship body 10a and an outboard motor 20 as a propulsion device of the present invention attached to the stern of the ship body 10a. A cockpit 11 is provided in the center of the ship body 10a. ing. The cockpit 11 is provided with a remote control operation unit 12 for navigating the ship 10, a steering operation unit 13, and the like. As shown in FIG. 2, the remote control operation unit 12 is configured by attaching a remote control lever 12b as a lever of the present invention to a remote control main body 12a so as to be rotatable, and a position sensor is provided inside the remote control main body 12a. 12c and a remote controller 12d are incorporated. A mode change switch 12e is provided on the side surface of the remote control main body 12a.

  The remote control lever 12b can be rotated back and forth (left in the front and right in the rear in FIG. 2) so as to draw an arc around the base end (lower end in the state of FIG. 2) connected to the remote control main body 12a. The upright position is set to the neutral position N (neutral). A position inclined forward from the neutral position N is set as a forward position F, and a position inclined backward from the neutral position N is set as a reverse position R. In the forward position F, the remote control lever 12b is decelerated as it is closer to the neutral position N and accelerated as it is tilted forward. Similarly, in the reverse drive position R, the remote control lever 12b is decelerated as it is closer to the neutral position N and accelerated as it is tilted backward.

  The position sensor 12c detects the position (angle) of the remote control lever 12b and transmits the detected value as a signal to the remote control side control unit 12d. Then, the remote control side control unit 12d transmits the signal received from the position sensor 12c to the outboard motor side control device 30 (see FIGS. 3 and 4) described later as a signal indicating the target shift position and the target engine rotation speed. Then, the outboard motor side control device 30 controls a shift switching device 22 and a throttle valve 23, which will be described later, in accordance with a signal received from the remote control side control unit 12d.

  That is, as shown in FIG. 3, the outboard motor 20 is provided with an outboard motor side control device 30, a shift switching device 22, and a throttle valve 23, and further controls the shift switching device 22. A shift actuator 24 for controlling the throttle valve and a throttle actuator 25 for controlling the throttle valve 23 are provided. Then, the shift switching device 22 performs shift switching by the control of the shift actuator 24 according to the operation of the remote control lever 12b, and the throttle opening degree of the throttle valve 23 is controlled by the control of the throttle actuator 25 according to the operation of the remote control lever 12b. Control is performed.

  In this ship 10, the remote controller 12 and the outboard motor control device 30 are electrically connected by the wiring 14, and the outboard motor control device 30, the shift actuator 24, and the throttle actuator 25 are respectively wired ( (Not shown). For this reason, forward, neutral and reverse shift switching, and acceleration and deceleration speed control are performed according to the operation of the remote control lever 12b.

  The mode switch 12e is an operation unit for selecting the navigation state of the ship 10 to one of normal navigation and slow navigation. The marine vessel 10 repeats normal navigation in which navigation is performed while performing shift switching and speed control, shift-in (forward or reverse), and neutral (neutral) alternately for a predetermined time according to the operation of the remote control lever 12b. It is possible to perform a slow speed navigation that automatically sails at a low speed. When the mode change switch 12e is pressed during normal navigation, the mode changes to slow speed navigation, and when the mode change switch 12e is pressed again, the mode changes to normal navigation. Control at the time of slow speed navigation is also performed corresponding to the operation position of the remote control lever 12b.

  A rotating shaft 13a extending rearward is provided on the main body of the steering operation unit 13 so as to be rotatable around the axis, and a steering wheel 13b is attached to the front end of the rotating shaft 13a. Further, a steering angle sensor 13c (see FIG. 4) for detecting the rotation angle of the rotating shaft 13a and a steering side control unit 13d are built in the main body of the steering operation unit 13. The steering angle sensor 13c detects the rotation angle of the steering wheel 13b via the rotation shaft 13a, and transmits the detected value as a signal to the steering side control unit 13d. Then, the steering side control unit 13d transmits the signal received from the steering angle sensor 13c to the outboard motor side control device 30 as a signal indicating the target steering angle. The outboard motor side control device 30 controls the steering actuator 15 provided in the vicinity of the outboard motor 20 in accordance with the signal received from the steering side control unit 13d.

  The outboard motor 20 is provided with a steering mechanism including a steering shaft 15a arranged in the vertical direction, and the steering actuator 15 is operated by the steering actuator 15 because it is different from the gist of the present embodiment. The outboard motor 20 can be rotated around the steering shaft 15a by operating the mechanism. Further, the steering operation unit 13 and the outboard motor side control device 30 are electrically connected by a wiring 14a, and the outboard motor side control device 30 and the steering actuator 15 are electrically connected by wiring (not shown). Connected. Therefore, the steering actuator 15 rotates the outboard motor 20 around the steering shaft 15a in accordance with the operation of the steering wheel 13b. Thereby, the ship 10 changes the traveling direction to the left and right.

  The outboard motor 20 is attached to the stern of the ship main body 10a by a bracket 16 including a swivel bracket 16a and a clamp bracket 16b in a state where steering and tilting are possible. In this outboard motor 20, an upper case 21b provided with a drive shaft 27 is connected to an upper portion of a lower case 21a provided with a shift switching device 22 and a propulsion device 26, and an engine 28 is provided above the upper case 21b. The cowling 21c is connected. The propulsion unit 26 is configured by attaching a propeller 26b to a rear end of a propeller shaft 26a arranged substantially horizontally, and a lower end of the drive shaft 27 via a shift switching device 22 assembled on the front end side of the propeller shaft 26a. It is connected to the part.

  The shift switching device 22 includes a drive gear 22a attached to the lower end of the drive shaft 27, a forward gear 22b rotatably attached to the front side of the outer peripheral surface of the propeller shaft 26a, and a forward gear 22b on the outer peripheral surface of the propeller shaft 26a. Is provided with a reverse gear 22c rotatably attached to the forward gear 22b and a dog clutch 22d disposed between the forward gear 22b and the reverse gear 22c. The drive gear 22a, the forward gear 22b, and the reverse gear 22c are each bevel gears. The forward gear 22b meshes with the drive gear 22a from the front, and the reverse gear 22c meshes with the drive gear 22a from the rear. . Therefore, the forward gear 22b and the reverse gear 22c rotate in directions opposite to each other around the axis of the propeller shaft 26a due to the rotation of the drive shaft 27 in the direction around the axis.

  The dog clutch 22d is splined to the outer peripheral surface of the propeller shaft 26a in a state of being biased forward by a spring (not shown), and can move in the axial direction of the propeller shaft 26a. Can no longer rotate. For this reason, the dog clutch 22d rotates in the direction around the axis of the propeller shaft 26a together with the propeller shaft 26a. Further, a protrusion extending forward through the inside of the forward gear 22b is provided at the front end of the dog clutch 22d. A shift shaft 29 extending in the vertical direction in parallel with the drive shaft 27 is installed in front of the drive shaft 27 in the outboard motor 20, and an eccentric drive pin 29 a is provided at the lower end of the shift shaft 29. Is provided.

  When the shift shaft 29 rotates in one direction around the axis, the dog clutch 22d is pushed by the drive pin 29a and moves backward. From this state, when the shift shaft 29 rotates in the other direction around the axis, the dog clutch 22d Moves forward. When the dog clutch 22d is positioned forward, the dog clutch 22d meshes with the forward gear 22b, and the driving force of the drive shaft 27 is transmitted to the propeller shaft 26a via the drive gear 22a, forward gear 22b, and dog clutch 22d. Thereby, the ship 10 moves forward. When the dog clutch 22d is positioned rearward, the dog clutch 22d meshes with the reverse gear 22c, and the driving force of the drive shaft 27 is transmitted to the propeller shaft 26a via the drive gear 22a, reverse gear 22c and dog clutch 22d. . Thereby, the ship 10 moves backward.

  When the dog clutch 22d is not meshed with either the forward gear 22b or the reverse gear 22c, the driving force of the drive shaft 27 is not transmitted to the propeller shaft 26a. Thereby, the ship 10 will be in the neutral state which is not accelerated ahead or back. The upper end of the shift shaft 29 is connected to the shift actuator 24. When the remote control lever 12b is operated, the shift shaft 29 is rotated by the control of the shift actuator 24 according to the operation, and the shift switching device 22 performs the shift switching. Is called.

  A lower end portion of a crankshaft (not shown) connected to the engine 28 is connected to an upper end portion of the drive shaft 27. Therefore, when the engine 28 is driven, the driving force is transmitted to the propeller 26b via the crankshaft, the drive shaft 27, the shift switching device 22 and the propeller shaft 26a, and the propeller 26b rotates to generate a propulsive force. The rotational speed of the engine 28 is determined according to the opening degree of the throttle valve 23. Therefore, when the remote control lever 12b is operated, the throttle control of the throttle valve 23 is performed by the control of the throttle actuator 25 according to the operation.

  The outboard motor side control device 30 constitutes a control device according to the present invention. As shown in FIG. 4, the outboard motor side control device 30 is constituted by a microcomputer having a CPU 30a, a ROM 30b, a RAM 30c, a timer 30d, a switching unit 30e, and the like. Yes. The ROM 30b stores a program for controlling the operation of the steering actuator 15, the shift actuator 24, and the throttle actuator 25, various data, and the like when the ship 10 travels normally or at a low speed. Various data such as detection values detected by the position sensor 12c and the steering angle sensor 13c are temporarily stored in the RAM 30c.

  Then, the CPU 30a executes a program stored in the ROM 30b using data stored in the ROM 30b or the RAM 30c, and the timer 30d measures a time during which the program is executed by the CPU 30a. The switching unit 30e is composed of a control circuit, and changes the program executed by the CPU 30a according to the operation of the mode switch 12e, thereby changing the navigation state of the ship 10 between normal navigation and slow navigation. Switch with.

  The ROM 30b stores the graph data shown in FIGS. 5A and 5B and the program shown in FIG. The graph shown in FIG. 5A shows the relationship between the forward and neutral operating times with respect to the angle of the remote control lever 12b when the ship 10 sails at a slow speed. In FIG. 5A, the horizontal axis indicates the angle (lever angle) of the remote control lever 12b, and the vertical axis indicates the operation time (seconds). When the angle of the remote control lever 12b is "0", the remote control lever 12b is in the neutral position N facing vertically, and when the angle of the remote control lever 12b is "70", the remote control lever 12b is tilted 70 degrees forward from the vertical. It becomes a state.

  A curve a in which square marks are connected by a line indicates a forward operation, and a curve b in which circular marks are connected by a line indicates a neutral operation. According to FIG. 5 (a), when the angle of the remote control lever 12b is 10 degrees, it is 1 second forward and 25 seconds neutral, and while the angle of the remote control lever 12b is maintained at 10 degrees, it is 1 second. The forward and 25-second neutral operations are repeated.

  In FIG. 5B, the horizontal axis indicates the angle of the remote control lever 12b, the vertical axis indicates the operation time (seconds), and the remote control lever 12b is vertical when the angle of the remote control lever 12b is 0 degrees. However, when the angle of the remote control lever 12b is 45, the remote control lever 12b is inclined 45 degrees backward from the vertical. A curve c in which square marks are connected by lines indicates a backward operation, and a curve d in which circular marks are connected by lines indicates a neutral operation. In FIG. 5B, when the angle of the remote control lever 12b is 10 degrees, the backward movement is 1 second and neutral 15 seconds. When the angle of the remote control lever 12b is 40 degrees, the backward movement 10 seconds and neutral 3 seconds. It has become.

  In FIG. 6, when the ship 10 is navigating at a low speed according to the data shown in FIGS. 5 (a) and 5 (b), if the speed is changed by moving the remote control lever 12b, the next operation is performed. It shows what the initial shift will look like. When the ship 10 is navigating at a low speed, the remote control lever 12b is not operated, and when the remote control lever 12b is stationary at a fixed position, as shown in FIGS. 5 (a) and 5 (b), the remote control lever 12b The forward and neutral operations or the reverse and neutral operations are repeatedly performed according to a set time set in accordance with the angle. Then, when the remote control lever 12b is moved and the angle is changed by the operation of the boat operator, the set time is also changed according to the changed angle.

  In FIG. 6, the central time chart A of the three time charts shown above and below corresponds to the current angle of the remote control lever 12b. The upper time chart B corresponds to the angle of the remote control lever 12b when the current remote control lever 12b is moved to the increasing side (acceleration side), and the lower time chart C shows the current remote control lever 12b. This corresponds to the angle of the remote control lever 12b when moved to the decreasing side (deceleration side). In each time chart A, B, C, the light-colored portion indicates the shift-in (forward or reverse) operation time, the dark-colored portion indicates the neutral operation time, and one frame of each portion is 1 Represents seconds.

  The time chart A repeats the shift-in of 2 seconds and the neutrality of 12 seconds, which corresponds to the case where the lever angle in FIG. 5A is 30 degrees. As described above, when the remote control lever 12b is operated to the acceleration side while the forward and neutral operations are repeated in the time when the lever angle is set as 30 degrees, the data in which the lever angle is set as 40 degrees, that is, It will operate according to data that repeats 3 seconds of advance and 10 seconds of neutrality. At this time, even if the shift executed in the time chart A is neutral, when shifting to the time chart B, the shift starts from the forward shift instead of the neutral shift, and further operates from the initial stage of the forward shift. Like to do.

  Further, when the remote control lever 12b is operated to the deceleration side while the forward and neutral operations are repeated at the time when the lever angle is set as 30 degrees, the data in which the lever angle is set as 20 degrees, that is, 1 It operates according to data in which the advance of second and the neutral of 15 seconds are repeated. At this time, even when the shift being executed in the time chart A is in the middle of neutralization, when shifting to the time chart C, the operation is performed from the neutral initial stage, not in the middle of neutrality. The same applies when operating on the reverse side. As described above, in the ship 10, when the remote control lever 12b is operated to the acceleration side during the slow speed navigation, the operation is executed from the beginning of the next data shift-in, and when the remote control lever 12b is operated to the deceleration side, The operation is executed from the neutral initial stage of the next data.

  Next, the operation of the present embodiment configured as described above will be described with reference to the flowchart of FIG. This program is repeatedly executed every predetermined short time, for example, every 100 ms after the key switch 17 (see FIG. 1) is turned on by the driver's operation. The execution of this program is started from step 100, and the CPU 30a of the outboard motor side control device 30 reads the lever angle r (t) which is the operation position of the remote control lever 12b detected by the position sensor 12c in step 102. . That is, the outboard motor side control device 30 inputs the lever angle r (t) in the front-rear direction of the remote control lever 12b and stores it in the RAM 30c.

  Next, the program proceeds to step 104 to determine whether or not it is a slow speed region. Here, it is determined whether the navigation control mode set by the mode selector switch 12e is the normal control mode during normal navigation or the slow control mode during slow navigation. Here, if the mode selector switch 12e is set to the normal control mode, it is determined as “no” and the process proceeds to Step 106. In step 106, the time TM counted by the timer 30d is cleared, and the routine proceeds to step 152. Next, in step 152, after updating the lever angle r (t) stored in step 102 as the previous lever position r (t-1), the program proceeds to step 154 and the program is temporarily terminated.

  Then, the program starts again from step 100, and the above-described processing is repeated until it is determined “yes” in step 104. During this time, the lever angle r (t) is updated to a new value. Further, the ship 10 normally navigates according to the operation of the remote control lever 12b, but in this case, the time TM is not counted. If "yes" is determined in step 104, the process proceeds to step 108, where r (t-1) -r (t), which is the difference between the previous lever angle and the current lever angle, is an increase / decrease operation threshold value (-). It is determined whether or not it is smaller than A. The increase / decrease operation threshold value A is set as a boundary value for determining whether the remote control lever 12b is actually detected and detected or due to an error due to shaking or the like. For example, it is 0.7 degree.

  Here, it is determined whether or not the remote control lever 12b has been operated in the “0” direction in the graphs shown in FIGS. 5A and 5B, that is, in the neutral position N side of the remote control operation unit 12. Here, if the remote control lever 12b is operated in the “0” direction, it is determined as “yes”, and the process proceeds to Step 110. In step 110, off output processing (processing for performing output corresponding to the curves b and d in FIGS. 5A and 5B) is performed. Next, in step 112, it is determined whether or not the flag is “1”.

  When this flag is “1”, it indicates that it is in an off output state, and when it is “0”, it is an on output (opposite to the “0” direction, curves a in FIGS. , C corresponding to the output) state. Assume that the flag is set to “0” in the initial state. Therefore, in step 112, it is determined as “no”, and the process proceeds to step 114. In step 114, processing for setting the flag to “1” is performed. In step 116, processing for clearing the counted time TM is performed.

  Next, the program proceeds to step 150, and after counting time TM is started, in step 152, the current lever angle r (t) stored in step 102 is updated as the previous lever position r (t-1). . Then, the process proceeds to step 154, and the program is temporarily terminated. The program starts again from step 100, and the off-output process is repeated while it is determined “yes” in steps 104 and 108. During this time, the lever angle r (t) is updated to a new value. Further, the ship 10 is maintained in a deceleration state in which the remote control lever 12b approaches the neutral position N. During this time, the operation of the remote control lever 12b to the “0” side is continued, so the time TM is not counted. During this time, the process of step 114 is also omitted.

  If the remote control lever 12 b is not operated in the “0” direction and it is determined “no” in step 108, the program proceeds to step 118. In step 118, it is determined whether or not r (t-1) -r (t), which is the difference between the previous lever angle and the current lever angle, is greater than the increase / decrease operation threshold value (+) A. The Here, it is determined whether or not the remote control lever 12b is operated in a direction opposite to “0”, that is, forward or reverse, which is a shift-in corresponding to the curves a and c in FIGS. 5 (a) and 5 (b). The Here, if the remote control lever 12b is operated in the direction opposite to “0”, it is determined as “yes”, and the process proceeds to Step 120. In step 120, an ON output process is performed.

  Next, in step 122, it is determined whether or not the flag is 0. Since the flag has been set to “1” in the previous program processing, in step 122, it is determined as “no” and the process proceeds to step 124, where processing for setting the flag to “0” is performed. In step 126, processing for clearing the time TM is performed. Next, the program proceeds to step 150, and after counting time TM is started, in step 152, the current lever angle r (t) stored in step 102 is updated as the previous lever position r (t-1). To do. Then, the process proceeds to step 154, and the program is temporarily terminated.

  The program is started again from step 100, and “yes” is determined in step 104, “no” is determined in step 108, and “yes” is determined in step 118, and the on-output process is repeated. During this time, the lever angle r (t) is updated to a new value. Further, the ship 10 is continued in a forward or reverse shift-in state. During this time, the operation of the remote control lever 12b on the opposite side to “0” is continued, so the time TM is not counted. Further, the process of step 124 is also omitted.

  If the remote control lever 12b is not operated in the “0” direction or the direction opposite to “0” and it is determined “no” in step 118, the program proceeds to step 128. In this case, since the remote control lever 12b is not operated and is in a still state or a state close thereto, intermittent driving based on the angle of the remote control lever 12b in the graphs shown in FIGS. 5A and 5B is performed thereafter. . In this case, first, at step 128, it is determined whether or not the flag is “1”. If the process immediately before the program to be repeatedly executed is a process when the remote control lever 12b is operated in the “0” direction, the flag is set to “1” here. Is determined. Thus, the program proceeds to step 130. The processing here corresponds to the processing when shifting from the time chart A to the time chart C in FIG. 6 described above.

  In step 130, it is determined whether or not the counted time TM is shorter than the set OFF output holding time. Here, the set time corresponding to the angle of the remote control lever 12b is selected from FIGS. 5 (a) and 5 (b). Further, since the processing of the current program is processing after the remote control lever 12b is operated in the “0” direction, the first shift becomes neutral. Here, if the counted time TM is shorter than the set time for off output, it is determined as “yes” and the program proceeds to step 132. In step 132, off output processing is performed. Then, after performing the processing of steps 150 and 152 described above, the process proceeds to step 154, and the program is temporarily terminated.

  The program is started again from step 100. In step 104, “yes” is determined. In steps 108 and 118, “no” is determined. In step 128, “yes” is determined. This continues until the counted time TM reaches the set time for off output. When the counted time TM reaches the set time for off output and it is determined as “no” in step 130, the program proceeds to step 134. In step 134, it is determined whether or not the counted time TM is shorter than the sum of the set time for off output and the set time for on output. If the count time TM is short, the routine proceeds to step 136 where ON output processing is performed.

  If the remote control lever 12b is not operated in this state, the ON output process in step 136 is repeated until the counted time TM reaches the total value of the OFF output setting time and the ON output setting time. It is. When the counted time TM reaches the total value of the set time for off output and the set time for on output and determines “no” in step 134, the program proceeds to step 138. In step 138, the counted time TM is cleared. Thereafter, the processing in steps 150 and 152 is performed, and the program proceeds to step 154 and the program ends. Thereafter, if the remote control lever 12b is not operated, the processes of steps 128 to 138 are repeated. Thus, the off output and the on output are alternately executed at the set times.

  Further, when determining the state of the flag in step 128, if the process immediately before the repeatedly executed program is a process in which the remote control lever 12b is operated in the direction opposite to “0”, the flag is set to “0”. Since it is set, it is determined as “no” in step 128, and the program proceeds to step 140. The processing here corresponds to the processing when shifting from the time chart A to the time chart B in FIG. 6 described above.

  In step 140, it is determined whether or not the counted time TM is shorter than the ON output set time. Again, the set time corresponding to the angle of the remote control lever 12b is selected from FIGS. 5 (a) and 5 (b). In addition, since the processing of the current program is processing after the remote control lever 12b is operated in the direction opposite to “0”, the first shift is forward or reverse which is a shift-in. Here, if the counted time TM is shorter than the set time for ON output, it is determined as “yes” and the routine proceeds to step 142. In the program 142, ON output processing is performed. Then, after performing the processing of steps 150 and 152 described above, the process proceeds to step 154, and the program is temporarily terminated.

  The program is started again from step 100. While the determination is “yes” in step 104 and “no” is determined in steps 108, 118, and 128, the on-output process in step 142 is repeated. This is continued until the counted time TM reaches the set time for ON output. When the counted time TM reaches the set time for ON output and it is determined as “no” in step 140, the program proceeds to step 144. In step 144, it is determined whether or not the counted time TM is shorter than the total value of the set time for ON output and the set time for OFF output. If the count time TM is short, an off output process is performed in step 146.

  In this state, if the remote control lever 12b is not operated, the off output process is repeated until the counted time TM reaches the total value of the set time for the on output and the set time for the off output. When the counted time TM reaches the total value of the set time for on output and the set time for off output, and determines “no” in step 144, the program proceeds to step 148. In step 148, the counted time TM is cleared. Thereafter, the processing in steps 150 and 152 is performed, and the program proceeds to step 154 and the program ends. Thereafter, if the remote control lever 12b is not operated, the processing of steps 140 to 148 is repeated. Thereby, the ON output and the OFF output are alternately executed at the set times.

  Thereafter, the above-described program is executed in accordance with the operation of the remote control lever 12b. When this program is started and the remote control lever 12b is not operated when the mode change switch 12e is entered to enter the slow speed region, the flag is set to “0”. The process proceeds from step 128 to step 140, where the first shift is on the output side, but the first shift may be on the off output side by setting a flag.

  Further, in the flowchart shown in FIG. 7, in order to count the set time between the off output and the on output, a process of clearing the elapsed time TM is performed every time the shift is switched. A flowchart for counting the total elapsed time when the mode is the slow speed control mode is also stored. Although not shown in the figure, in this flowchart, the count is started when the slow speed region is entered by operating the mode changeover switch 12e, and is counted when the slow speed range is reached by operating the mode changeover switch 12e again. Time is cleared.

  As described above, in the ship 10 according to the present embodiment, when the mode change switch 12e is entered into the slow speed region and the navigation control mode is the slow speed control mode, the operation corresponds to the operation of the remote control lever 12b. Any one of forward shift, reverse shift-in and neutral shift is selected as the initial shift after the remote control lever 12b is operated. Therefore, the operation of the remote control lever 12b is directly reflected in the navigation state of the ship 10 as it is. For this reason, the boat operator can feel the speed control reaction sensitively, and the boat maneuvering feeling becomes good.

  Further, when the control by the initial shift after the operation of the remote control lever 12b is executed, the set time is counted from the beginning of the selected shift. For this reason, the control by the first shift based on the operation of the remote control lever 12b is rounded up early, and the shift control different from the operation of the remote control lever 12b is not immediately executed. For this reason, it is prevented that the ship operator repeats the same operation again following the lever operation once performed, assuming that the control by the operation of the remote control lever 12b is not executed. Further, since the navigation state can be changed between normal navigation and slow navigation by pressing the mode change switch 12e, the navigation state can be changed easily and reliably.

(Second Embodiment)
FIG. 8 shows a remote control operation unit 32 provided in a ship according to the second embodiment of the present invention. In this remote control operation section 32, no mode change switch is provided, and the slow speed areas SF and SR are set in the operation range of the remote control lever 32b. As for the remote control lever 32b, the upright position is set to the neutral position N (neutral). Then, the position from the neutral position N to a predetermined angle, for example, a position inclined by 30 degrees is set as the slow speed area SF, and the position from the neutral position N to the position inclined by a predetermined angle, for example, 30 degrees, is set as the slow speed area SR. Has been.

  A position inclined further forward from the slow speed area SF is set as a forward position F, and a position inclined further backward from the slow speed area SR is set as a reverse position R. In the slow speed regions SF and SR, the speed is reduced as the remote control lever 32b is closer to the neutral position N, and the speed is accelerated as the vehicle is tilted forward or backward. That is, as the remote control lever 32b is closer to the neutral position N, the shift-in time becomes shorter and the neutral time becomes longer, and as the remote control lever 32b is tilted forward or backward, the shift-in time becomes longer and the neutral time becomes shorter. . Similarly, in the forward drive position F and the reverse drive position R, the remote control lever 32b is decelerated as it is closer to the neutral position N and accelerated as it leans forward or backward.

  About the structure of the other part of the ship provided with this remote control operation part 32, it is the same as the ship 10 mentioned above. Therefore, the same parts in FIG. In the present embodiment, when the remote control lever 32b is in the slow speed region SF beyond the boundary from the forward position F by operation, and when the remote control lever 32b is in the slow speed region SR beyond the boundary from the reverse position R by operation. At step 104 of the program described above, it is determined that it is within the slow speed region.

  According to the present embodiment, since the ship operator can perform shift switching and speed control when navigating the ship between normal navigation and slow speed navigation only by operating the remote control lever 32b, the operation becomes easy. About the other effect of this embodiment, it is the same as that of the ship 10 mentioned above. In the present embodiment, when a dial type operation unit is provided and the remote control lever 32b is located in the slow speed regions SF and SR, intermittent operation is performed stepwise by rotating the operation unit. You can also change the time. According to this, the slow speed areas SF and SR can be set to a narrower range (angle).

(Third embodiment)
FIG. 9 shows a remote control operation unit 35 provided in a ship according to the third embodiment of the present invention. The remote control operation unit 35 is configured by attaching a normal control lever 36 and a slow speed control lever 37 to the left and right side surfaces of a box-shaped remote control main body 35a so as to be rotatable. In FIG. 9, the left is the front, the right is the rear, the front is the left side, and the back is the right side. The normal control lever 36 is disposed on the right side surface of the remote control main body 35a, and can be rotated back and forth so as to draw an arc around the base end connected to the remote control main body 35a.

  The normal control lever 36 is set to a neutral position N at a position where the normal control lever 36 stands upright in the operation range, and is slightly moved before and after the neutral position N, similarly to the remote control lever 32b of the remote control operation unit 32 described above. The area is set. This slow speed region is set between a neutral position N and a position inclined forward and backward by a predetermined angle, for example, 10 degrees. A position inclined further forward from the slow speed region is set as a forward movement position F, and a position inclined further backward from the slow speed area is set as a backward movement position R. The dead zone is a dead zone. Further, in the forward position F and the reverse position R, the normal control lever 36 is decelerated as it is closer to the neutral position N and accelerated as it leans forward or backward.

  The slow speed control lever 37 is disposed on the left side surface of the remote control main body 35a so as to face the normal control lever 36, and can be rotated back and forth so as to draw an arc around the base end connected to the remote control main body 35a. It has become. The slow speed control lever 37 is operated and makes the ship sail at a slow speed when the normal control lever 36 is located in the slow speed region. In other words, in the operating range of the slow speed control lever 37, the front part is set to perform control for making the slow speed navigation forward with the position where the slow speed control lever 37 stands upright, and the rear part is set to move backward. It is set to perform control to make a slow speed navigation.

  Therefore, each angle on the front side in the operation range of the slow speed control lever 37 corresponds to the graph shown in FIG. 5A, and each angle on the rear side in the operation range of the slow speed control lever 37 corresponds to FIG. This corresponds to the graph shown in (b). Although not shown, a position sensor corresponding to the normal control lever 36 and the fine speed control lever 37 and a remote control unit are incorporated in the remote control body 35a. About the structure of the other part of the ship provided with this remote control operation part 35, it is the same as the ship 10 mentioned above.

  With this configuration, the ship can be normally navigated by changing the shift to forward, neutral, or reverse by operating the normal control lever 36, and with the normal control lever 36 positioned in the slow speed region, By operating the control lever 37, it is possible to make the ship sail at a low speed while automatically changing the shift between forward and neutral or reverse and neutral. Further, when the normal control lever 36 is moved out of the slow speed region during the slow speed navigation, the navigation control mode becomes the normal control mode. In this case, the operation of the slow speed control lever 37 becomes invalid.

  In this embodiment, the control mode switching means is configured in the slow speed region provided in the operation range of the normal control lever 36, and when the normal control lever 36 enters the slow speed region beyond the boundary from the forward position F by operation. When the normal control lever 36 is operated to enter the slow speed region beyond the boundary from the reverse position R, it is determined in step 104 of the program described above that it is within the slow speed region. Further, according to the present embodiment, normal navigation is performed by operating the normal control lever 36, and slow speed navigation is performed by operating the slow speed control lever 37, so that it is possible to prevent erroneous operation. About the other effect of this embodiment, it is the same as that of the ship 10 mentioned above.

(Fourth embodiment)
FIG. 10 is a schematic configuration diagram showing a main part of a ship 40 (see FIG. 14) according to the fourth embodiment of the present invention. In this ship 40, a speed reducer 42 is connected to the engine 41 via a drive shaft 41 a, and further, a propeller 43 a is connected to the speed reducer 42 via a propeller shaft 43. The reduction gear 42 is provided with a switching valve 42a and a clutch slip device 42b. A normal control operation unit 44 is connected to the switching valve 42a, and a slow speed control operation unit 45 is connected to the clutch slip device 42b. Has been. The normal control operation unit 44 and the slow speed control operation unit 45 are formed in the same shape as the remote control operation unit 35 of the third embodiment described above, and include a normal control lever 44a and a slow speed control lever 45a. .

  The normal control lever 44a is used to perform forward / neutral / reverse shift switching and acceleration / deceleration control. The normal control operation unit 44 includes a control unit 44b and an actuator 44c in addition to the normal control lever 44a. It is equipped. The control unit 44b operates the actuator 44c according to the operation amount of the normal control lever 44a, thereby controlling the opening degree of a throttle valve (not shown) of the engine 41 and switching control of the switching valve 42a. Thereby, the ship 40 normally navigates according to the operation of the normal control lever 44a. Further, in a part of the movement range of the normal control lever 44a, a slow speed region for switching the navigation control mode from the normal control mode to the slow speed control mode is set.

  The slow speed control lever 45a becomes effective when the navigation control mode is the slow speed control mode, and is used for an operation for navigating the ship 40 at a slow speed. The main body of the slow speed control lever 45a incorporates a detector 45b that detects an operation amount of the slow speed control lever 45a as an electrical characteristic value. The slow speed control operation unit 45 also includes a control unit 45c that controls the operation of the clutch slip device 42b according to the operation amount of the slow speed control lever 45a detected by the detector 45b. As a result, the ship 40 navigates at a slow speed in accordance with the operation of the slow speed control lever 45a.

  The reduction gear 42 constitutes a hydraulic clutch type shift switching device according to the present invention, and a part thereof is constituted by a multi-plate hydraulic clutch mechanism 46 shown in FIG. The multi-plate hydraulic clutch mechanism 46 is installed in front of a forward gear (not shown) provided in the reduction gear 42 and behind a reverse gear (not shown). FIG. 11 shows the multi-plate hydraulic clutch mechanism 46 on the forward gear side. The multi-plate hydraulic clutch mechanism 46 is a multi-plate type comprising a hydraulic piston 46b, a spring 46c, an outer friction plate 47a, and an inner friction plate 47b inside a cylindrical outer portion 46a that is rotated by the driving force of the drive shaft 41a. The clutch 47 is incorporated. A hydraulic path 46d communicating with a hydraulic chamber (not shown) is formed in one of the outer portions 46a (left in FIG. 11), and oil in the hydraulic chamber 46d is operated by a hydraulic pump (not shown). Sent to.

  The hydraulic piston 46b is configured by projecting a pressing projection from the peripheral edge of the ring-shaped plate in the direction opposite to the hydraulic path 46d, and is arranged to be slidable with respect to the inner surface of the outer portion 46a. . The hydraulic piston 46b passes through a support portion 46e disposed in the axial direction on the hydraulic path 46d side in the outer shell portion 46a, and is biased toward the hydraulic path 46d by a spring 46c supported by the support portion 46e. Yes. The outer friction plate 47a and the inner friction plate 47b of the multi-plate clutch 47 are configured by ring-shaped plate members arranged alternately. The outer peripheral portion of the outer friction plate 47a is assembled to the inner peripheral surface of the outer portion 46a. The inner peripheral portion of the inner friction plate 47 b is assembled to the outer peripheral surface of the connecting member 43 b connected to the propeller shaft 43.

  For this reason, when the hydraulic pump is operated, oil is sent into the outer portion 46a via the hydraulic path 46d, and when the hydraulic piston 46b moves to the multi-plate clutch 47 side against the elastic force of the spring 46c by high hydraulic pressure, The outer friction plate 47a and the inner friction plate 47b are pressed against each other. As a result, the outer friction plate 47 a and the inner friction plate 47 b can rotate together, and the driving force of the drive shaft 41 a is transmitted to the propeller shaft 43. Further, when the hydraulic pressure in the outer portion 46 a is low and the outer friction plate 47 a and the inner friction plate 47 b are not pressed against each other, the driving force of the drive shaft 41 a is not transmitted to the propeller shaft 43.

  The hydraulic pressure in the outer portion 46a is larger than the value obtained by dividing the elastic force of the spring 46c by the area of the hydraulic piston 46b, but increases as the outer friction plate 47a and the inner friction plate 47b are pressed firmly. If not, the multi-plate hydraulic clutch mechanism 46 is in a half-clutch state. In this case, slip occurs between the outer friction plate 47a and the inner friction plate 47b, and the slip rate changes according to the hydraulic pressure in the outer portion 46a. The change of the slip ratio between the outer friction plate 47a and the inner friction plate 47b is performed by the control unit 45c controlling the operation of the hydraulic pump via the clutch slip device 42b. That is, the clutch slip device 42b is incorporated in the multi-plate hydraulic clutch mechanism 46 and maintains the multi-plate clutch 47 in a half-clutch state.

  In the ship 40 according to the present embodiment configured as described above, the operation range represented by the input to the clutch slip device 42b with respect to the operation amount of the slow speed control lever 45a becomes four stages as shown in FIG. Is set to In FIG. 12, the horizontal axis represents the electrical characteristic conversion value V (r) corresponding to the operation amount of the slow speed control lever 45a detected by the detector 45b, and the vertical axis represents the calculation obtained by the calculation by the control unit 45c. The conversion characteristic value M (V (r)) is shown. The calculation conversion characteristic value M (V (r)) is a value obtained by the control unit 45c by calculating based on the electric characteristic conversion value V (r) and preset values M1 and M2 described later. The characteristic value M is input to the clutch slip device 42b.

  In FIG. 12, three points V0, V1, and V2 are determined between the minimum value V (rmin) and the maximum value V (rmax) in the operation range of the slow speed control lever 45a, and calculation is performed using each point as a boundary. A control map for specifying the conversion characteristic value M (V (r)) is delimited. Region (1) shown in FIG. 12 is a direct operation region, and region (2) is a slip operation region from less than direct connection to a predetermined slip level. Further, the region (3) is a region in which the operation is alternately repeated between the predetermined slip level of the region (2) and another level set to be lower than the predetermined slip level. This is the area where the connection slips completely.

  The preset value M1 is an arithmetic conversion characteristic value M (V (r)) corresponding to a predetermined slip level located at the boundary between the above-described regions (2) and (3), and the preset value M2 is the above-described region ( This is an operation conversion characteristic value M (V (r)) corresponding to another level of 3). That is, by setting the preset values M1 and M2 to arbitrary values, the position of the region (3) in FIG. 12 can be changed as appropriate. The clutch slip device 42b operates the speed reducer 42 and rotates the propeller shaft 43 according to the input characteristic value M thus obtained.

  Next, the operation of the propeller shaft 43 when both the preset values M1 and M2 are set to the slip level at which the driving force can be transmitted to the propeller shaft 43 will be described with reference to FIG. FIG. 13 shows the time transition of the rotation Np of the propeller shaft 43 obtained when the slow speed control lever 45a is slowly moved from one (left direct connection side) to the other (right non-connection side). Yes. In this case, the operation amount of the slow speed control lever 45a from the minimum rmin to r0 is a direct operation region corresponding to the region (1) in FIG. 12, and the operation amount from r0 to r1 is as shown in FIG. This is a slip operation region corresponding to the region (2).

  In the direct operation region, the driving force of the drive shaft 41a is transmitted 100% to the propeller shaft 43. In the slip operation region, the slip rate of the multi-plate clutch 47 gradually increases as the operation amount increases, and when the operation amount is r1. The slip rate is, for example, about 60%. Further, when the operation amount of the slow speed control lever 45a is from r1 to r2, the operation amount is r2 alternately between the two two slip levels corresponding to the region (3) in FIG. 12, and the operation amount is r2. To rmax is an unconnected operation region corresponding to region (4) in FIG. In the repeated operation region, the propeller shaft 43 repeats the rotation Np1 and the rotation Np2 slower than that. Further, in the non-coupled operation region, the slip rate of the multi-plate clutch 47 is close to 100%, and the driving force of the drive shaft 41 a is not transmitted to the propeller shaft 43.

  When the fine speed control lever 45a is stopped at a predetermined position where the operation amount is between r1 and r2, the propeller shaft 43 is rotated between the rotation Np1 and the rotation Np2 at a set time interval corresponding to the position. Repeated operation. Therefore, the speed of the ship 40 increases as the operation amount is stopped at a position close to r1, and the speed of the ship 40 increases as the operation amount is stopped at a position close to r2. The speed is slow. That is, as the operation amount is stopped at a position close to r1, the time for operating at the rotation Np1 is longer than the operation time at the rotation Np2 as the operation speed is stopped at the position near r1, and the operation amount is close to r2. When the operation is stopped, the time for operating at the rotation Np1 becomes shorter than the time for operating at the rotation Np2.

  When the control shown in FIG. 13 is performed, the slip operation based on the slip level is alternately executed in two stages while the operation amount of the slow speed control lever 45a is from r1 to r2. For this reason, as shown in FIG. 14, when performing “long line fishing” in which a large number of bait needles 48 are connected to the ropes 48 a and pulled from the ship 40, the bait needles 48 are sucked upward every predetermined time. Therefore, the sinking position of the bait needle 48 changes up and down. As a result, it can be expected that the fish 49 can easily bite the bait needle 48.

  Next, the preset value M1 is set to a slip level at which the driving force can be transmitted to the propeller shaft 43, and the preset value M2 is set to a level at which the driving force cannot be transmitted to the propeller shaft 43. The operation will be described with reference to FIG. In FIG. 15, as in the case shown in FIG. 13, the driving force of the drive shaft 41 a is transmitted 100% to the propeller shaft 43 in the direct operation region. In the slip operation region, the slip rate of the multi-plate clutch 47 gradually increases as the operation amount increases. When the operation amount is r1, the slip rate is about 70%, for example.

  When the operation amount of the slow speed control lever 45a is between r1 and r2, the propeller shaft 43 repeats the operations of the rotation Np1 and the rotation Np2, and at this time Np2 is set to “zero”. For this reason, the slip operation in a state where the slip ratio is large and the disconnected state are alternately repeated. Similarly to the case shown in FIG. 13, in the non-coupled operation region, the slip rate of the multi-plate clutch 47 is close to 100%, and the driving force of the drive shaft 41 a is not transmitted to the propeller shaft 43.

  When the control shown in FIG. 15 is performed, an extremely low speed region between a slip operation with a large slip rate and a non-connected stop state when the manipulated variable of the slow speed control lever 45a is from r1 to r2. The operation at is performed alternately in two stages. For this reason, the ship 40 can be navigated at a low speed without feeling unpleasant vibration peculiar to intermittent operation. In addition, the operation of the slow speed control lever 45a can be performed continuously in the stop state from the fastest speed, with direct connection operation, slip operation, intermittent operation at low speed, non-connection operation and boat speed, enabling intuitive and simple operation. Become.

  In the present embodiment, preset values M1 and M2 can be set as appropriate so that a method other than the control shown in FIGS. 13 and 15 can also be operated. Can be made. Also in the present embodiment, by performing the control according to the flowchart shown in FIG. 7, the shift corresponding to the operation of the slow speed control lever 45a when the navigation control mode is switched to the slow speed control mode is performed. The propulsion device is controlled by selecting it as the initial shift after the operation 45a.

  In this case, the time when the manipulated variable of the slow speed control lever 45a exceeds r1 from the r0 side corresponds to the case of [yes] at step 104. Further, the rotation Np1 corresponds to an on output, and the rotation Np2 corresponds to an off output. Accordingly, the operation of the slow speed control lever 45a when the navigation control mode is switched to the slow speed control mode is directly reflected in the navigation state of the ship 40 as it is. For this reason, the boat operator can feel the speed control reaction due to the operation of the slow speed control lever 45a sensitively, and the boat maneuvering feeling becomes good.

  In the present embodiment, the normal control lever 44a and the slow speed control lever 45a are used. However, either one is omitted and a mode change switch is provided. You may enable it to control normal navigation and slow navigation by operation. Further, without providing the mode change switch, a wide fine speed region may be set in the lever operation range, and the fine speed navigation may be controlled within the range. Further, an electromagnetic clutch may be used instead of the multi-plate hydraulic clutch mechanism 46.

  In each of the above-described embodiments, when the navigation control mode is the slow speed control mode, the remote control lever 12b is operated, and then the remote control lever 12b is stopped. However, as another embodiment of the present invention, before the intermittent driving is started, a process of increasing or decreasing the speed of the ship 10 or the like can be added. For example, if the set operation amount of the remote control lever 12b or the like is set to 5 degrees and the operation amount is less than 5 degrees, the same control as in each of the embodiments described above is performed, and if the operation amount is 5 degrees or more, the increase amount Perform processing based on the speed program or deceleration program.

  As a speed-increasing program, for example, when the ship 10 or the like is moving forward and the remote control lever 12b or the like is operated to increase the speed, the shift-in is performed if the operation amount is 5 degrees or more and less than 10 degrees. If the operation amount is 10 degrees or more and less than 15 degrees, the shift-in is performed for 3 seconds. If the operation amount is 15 degrees or more and less than 20 degrees, the shift-in is performed for 4 seconds, and the operation amount is 20 degrees or more. It is assumed that the shift-in is set to be performed for 5 seconds. Then, after the execution of the speed increasing program is completed, the elapsed time is cleared, and intermittent driving by the same control as that of each of the above-described embodiments is started from the shift-in state. Similarly, this speed increasing program is executed also when the remote control lever 12b or the like is operated to increase the reverse speed while the ship 10 or the like is moving backward.

  Further, as a deceleration program, for example, when the remote control lever 12b or the like is operated to the deceleration side while the ship 10 or the like is moving forward, if the operation amount is 5 degrees or more and less than 10 degrees, the backward movement is performed for 2 seconds. If the operation amount is 10 degrees or more and less than 15 degrees, the backward movement is performed for 3 seconds. If the operation amount is 15 degrees or more and less than 20 degrees, the backward movement is performed for 4 seconds. If the operation amount is 20 degrees or more, the backward movement is 5 seconds. Suppose that it is set as second implementation. And after execution of this deceleration program is complete | finished, elapsed time is cleared and the intermittent drive by the same control as each embodiment mentioned above is started from the state of shift-in. Similarly, when the remote control lever 12b or the like is operated to the deceleration side while the ship 10 or the like is moving backward, the deceleration program is executed by replacing the reverse movement with the forward movement.

  That is, in this embodiment, when the processing of steps 108 to 150 in the flowchart shown in FIG. 7 is repeated, if the operation amount of the remote control lever 12b or the like exceeds the set operation amount, the process proceeds to step 128. In addition, the above-described processing is performed. According to this embodiment, before the intermittent drive is started, the control according to the operation of the remote control lever 12b or the like is performed for a set preliminary time, and thus the speed control reaction by the operation of the remote control lever 12b or the like is further accelerated. . Other functions and effects of this embodiment are the same as those of the above-described embodiment. In addition, this invention is not limited to each embodiment mentioned above, It can implement by changing suitably within the technical scope of this invention. For example, each configuration provided in each embodiment can be implemented by changing the combination.

  DESCRIPTION OF SYMBOLS 10,40 ... Ship, 12b, 32b ... Remote control lever, 12e ... Mode change switch, 20 ... Outboard motor, 22 ... Shift switching device, 30 ... Outboard motor side control device, 36, 44a ... Normal control lever, 37, 45a ... Slow speed control lever, 42 ... Reducer, 42b ... Clutch slip device, 45c ... Control unit.

Claims (14)

A propulsion device including a shift switching device that switches the shift to forward, neutral or reverse according to the operation position of the lever;
Control mode switching means for switching the navigation control mode between a normal control mode for normal navigation of the ship according to the operation position of the lever and a fine speed control mode for automatically navigating the ship at a low speed;
Slow-speed navigation instruction data for repeatedly executing a shift change between forward and neutral or a shift change between reverse and neutral every set time set according to the operation position of the lever;
A control device for navigating the ship at a slow speed by controlling the propulsion device based on the slow speed navigation instruction data when the navigation control mode is the slow speed control mode;
When the navigation control mode is the slow speed control mode, the lever is operated, and when the shift of the forward, neutral or reverse shift in the slow speed navigation instruction data is selected as the initial shift, A ship equipped with a navigational state changing function characterized in that a shift corresponding to an operation is selected.   When the lever is operated to the acceleration side when the navigation control mode is the slow speed control mode, a forward or reverse shift corresponding to the operation of the lever in the slow speed navigation instruction data is selected as an initial shift, The navigation according to claim 1, wherein when the lever is operated to the deceleration side when the navigation control mode is the slow speed control mode, a neutral shift in the slow speed navigation instruction data is selected as an initial shift. Ship with state change function.   When the lever is operated to the acceleration side when the navigation control mode is the slow speed control mode, if the operation amount of the lever exceeds the set operation amount, it is set according to the operation amount of the lever. After the acceleration program is executed, a forward or reverse shift corresponding to the operation of the lever in the slow speed navigation instruction data is selected as an initial shift, and the lever is operated when the navigation control mode is the slow speed control mode. When the operation amount of the lever exceeds the set operation amount when operated to the deceleration side, after executing the acceleration program set according to the operation amount of the lever, in the slow speed navigation instruction data The ship provided with the navigation state change function according to claim 2, wherein a neutral shift is selected as an initial shift.   When the control device controls the propulsion device based on the slow speed navigation instruction data, the beginning of a selected initial shift of forward and neutral or reverse and neutral shifts repeatedly executed at set time The ship provided with the navigation state changing function according to any one of claims 1 to 3, wherein the propulsion device is controlled by counting a set time from the start. A propulsion device including a clutch-type shift switching device that switches the shift to forward, neutral or reverse according to the operation position of the lever;
Control mode switching means for switching the navigation control mode between a normal control mode for normal navigation of the ship according to the operation position of the lever and a fine speed control mode for automatically navigating the ship at a low speed;
The state switching between the direct connection state and the non-connection side state between the direct connection of the shift switching device and the connection and non-connection states having different slip rates is repeated every set time set according to the operation position of the lever. Slow speed instruction data for execution,
A control device for navigating the ship at a slow speed by controlling the propulsion device based on the slow speed navigation instruction data when the navigation control mode is the slow speed control mode;
The lever is operated when the navigation control mode is the slow speed control mode, and the lever is selected when selecting one of the states of the shift switching device in the slow speed navigation instruction data as an initial state. A ship equipped with a navigational state changing function, wherein the state of the direct connection side or the non-connection side corresponding to the operation of is selected.   When the lever is operated to the acceleration side when the navigation control mode is the slow speed control mode, the direct connection side state corresponding to the operation of the lever in the slow speed navigation instruction data is selected as an initial state, 6. The state according to claim 5, wherein when the lever is operated to the deceleration side when the navigation control mode is the slow speed control mode, the unconnected state in the slow speed navigation instruction data is selected as an initial state. A ship with a navigational state change function.   When the lever is operated to the acceleration side when the navigation control mode is the slow speed control mode, if the operation amount of the lever exceeds the set operation amount, it is set according to the operation amount of the lever. After executing the acceleration program, the direct connection side state corresponding to the operation of the lever in the slow speed navigation instruction data is selected as an initial state, and the lever is decelerated when the navigation control mode is the slow speed control mode. If the operation amount of the lever exceeds the set operation amount, the acceleration program set according to the operation amount of the lever is executed, and then the non-speed navigation instruction data The ship provided with the navigation state changing function according to claim 6, wherein the state on the connecting side is selected as an initial state.   When the control device controls the propulsion device based on the slow-speed navigation instruction data, a set time from the beginning of a selected initial state among the states of the shift switching device that is repeatedly executed every set time The ship provided with the navigation state changing function according to any one of claims 5 to 7, wherein the propulsion device is controlled by counting the number of times.   The navigation state changing function according to any one of claims 5 to 8, wherein the slow-speed navigation instruction data is data for switching a state of the shift switching device between connection and non-connection. Ship.   The navigation speed change function according to any one of claims 5 to 8, wherein the slow speed navigation instruction data is data for switching the state of the shift switching device between connected states having different slip rates. Ship.   6. The shift switching device according to claim 5, wherein when the navigation control mode is the slow speed control mode and the shift is set to forward or reverse, the shift switching device is in a direct connection or a connection state having a predetermined slip ratio. A ship provided with the navigation state changing function according to any one of 10.   The control mode switching means includes a mode switching device having an operation unit, and the navigation control mode is switched to the normal control mode or the slow speed control mode by operating the operation unit. A ship provided with the navigation state change function according to any one of claims 1 to 11.   When a slow speed region is set in the lever operating range, and the lever operating position is in the slow speed region, the navigation control mode is the slow speed control mode, and the lever operating position is outside the slow speed region. The ship provided with the navigation state changing function according to any one of claims 1 to 12, wherein the navigation control mode is the normal control mode.   14. The lever according to claim 1, wherein the lever comprises a normal control lever and a slow speed control lever, wherein normal navigation is performed by operating the normal control lever, and slow speed navigation is performed by operating the slow speed control lever. A ship provided with a navigational state changing function according to any one of the above.

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