JP2023153463A - Outboard engine control device - Google Patents

Abstract

To obtain an outboard engine control device capable of improving turning performance of a vessel by varying propulsion force for each outboard engine when operating with a set of steering handle and an accelerator pedal in a vessel including a multi-machine equipped outboard engine.SOLUTION: An outboard engine control device 500 includes: an accelerator position sensor 201; a shift lever position sensor 102; a steering angle sensor 301; and a target throttle opening operation device 10 for calculating and transmitting a first target throttle opening and a first propulsion direction based on accelerator position signal, shift lever position signal, steering angle signal, and speed signal to a first outboard engine 21 as well as calculating second target throttle opening and second propulsion direction and transmitting them to a second outboard engine 31.SELECTED DRAWING: Figure 1

Description

The present application relates to an outboard motor control device.

Outboard motors exist as removable propulsion engines that are installed on ships. An outboard motor integrates a drive device such as an internal combustion engine, a propeller driven by the drive device, a rudder, a fuel tank, and the like. The outboard motor is attached to the outside of the stern plate at the rear of the hull of a ship.

A ship may be equipped with a plurality of outboard motors in order to improve the failure tolerance of the ship's propulsion device or to increase the propulsive force. The provision of a plurality of outboard motors is called a state in which outboard motors are multi-equipped.

It has been realized that multiple outboard motors can be operated using a set of steering handles and an accelerator pedal (also referred to as a foot throttle pedal). By operating multiple outboard motors in a unified manner rather than individually, it is possible to reduce the burden on the boat operator and achieve comfortable boat maneuverability.

Various efforts are being implemented to improve the maneuverability of ships. There is a need to appropriately control the opening degree of a throttle valve provided in an internal combustion engine of an outboard motor with respect to the amount of depression of an accelerator pedal. If the change in the amount of accelerator pedal depression is within a predetermined tolerance range, the change in the amount of accelerator pedal depression is not directly reflected in the throttle valve opening, but the throttle valve is adjusted based on the average value of the amount of accelerator pedal depression. A technique has been proposed for controlling the opening degree of the valve (for example, Patent Document 1).

Japanese Patent Application Publication No. 2020-175678

In a ship equipped with multiple outboard motors, it is possible to maneuver the ship by changing the propulsive force for each outboard motor. By changing the propulsion force for each outboard motor, the turning performance of the vessel can be improved. However, it is difficult to change the propulsion force for each outboard motor when operating the outboard motor using a single set of steering wheel and accelerator pedal.

Patent Document 1 discloses a technique for controlling the opening degree of a throttle valve based on an average value of the amount of depression of the accelerator pedal when the change in the amount of depression of the accelerator pedal is within a predetermined tolerance range. This technology makes it possible to stably control the opening degree of the throttle valve even when the amount of accelerator pedal depression changes due to shaking of the ship due to waves, vibrations, etc. Therefore, it is possible to prevent pumping loss due to fluctuations in propulsive force and speed reduction due to water resistance.

However, there is no mention of individual changes in the propulsion force during turns for multi-engine outboard motors. In order to change the propulsion force for each outboard motor, it is necessary to operate each outboard motor individually, which makes the operation complicated and requires advanced boat maneuvering skills. This imposes a heavy burden on the ship operator.

The present application describes a method for improving the turning performance of a vessel having multiple outboard motors by changing the propulsion force of each outboard motor when operated by a set of steering handles and accelerator pedals. The purpose is to obtain an outboard motor control device.

The outboard motor control device disclosed in this application includes:
A first outboard motor is attached to one side of the longitudinal centerline of the vessel and provides propulsion to the vessel, and a second outboard motor is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to the outboard motor,
An accelerator position sensor that detects the amount of accelerator pedal depression that indicates the vessel's required propulsion force;
A shift lever position sensor that detects the position of the shift lever that directs the ship to move forward or backward;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of a ship;
a speed sensor that detects the cruising speed of the vessel, and
Based on the accelerator position signal detected by the accelerator position sensor, the shift lever position signal detected by the shift lever position sensor, the steering angle signal detected by the steering angle sensor, and the speed signal detected by the speed sensor, A first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target throttle opening and a second propulsion direction of the second outboard motor are calculated. This device includes a target throttle opening calculation device that calculates the direction and transmits the calculated direction to the second outboard motor.

The outboard motor control device disclosed in the present application changes the propulsive force of each outboard motor when operating a ship with multiple outboard motors using a set of steering handles and accelerator pedals. This makes it possible to improve the turning performance of the vehicle. Therefore, it is possible to reduce the burden on the boat operator and achieve comfortable boat maneuverability.

1 is a configuration diagram of an outboard motor control device according to Embodiment 1. FIG. FIG. 2 is a hardware configuration diagram of a target throttle opening calculation device of the outboard motor control device according to the first embodiment. FIG. 3 is an output characteristic diagram of a steering angle sensor of the outboard motor control device according to the first embodiment. FIG. 3 is a first diagram showing the propulsive force during surface rudder by the outboard motor control device according to the first embodiment. FIG. 6 is a second diagram showing the propulsive force during surface rudder by the outboard motor control device according to the first embodiment. FIG. 3 is a first diagram showing the propulsive force during steering by the outboard motor control device according to the first embodiment. FIG. 3 is a second diagram showing the propulsive force during steering by the outboard motor control device according to the first embodiment. FIG. 3 is a first diagram illustrating the propulsive force in the case of retreating when the outboard motor control device according to the first embodiment is using surface rudder. FIG. 7 is a second diagram illustrating the propulsive force in the case of backward movement when the outboard motor control device according to the first embodiment performs surface rudder. FIG. 3 is a first diagram showing the propulsive force in the case of retreating when steering the outboard motor control device according to the first embodiment. FIG. 7 is a second diagram showing the propulsive force when the outboard motor control device according to the first embodiment is moving backward when steering. FIG. 3 is a characteristic diagram of adjustment coefficients of the target throttle opening calculation device according to the first embodiment. 3 is a flowchart of outboard motor throttle control by the target throttle opening calculation device according to the first embodiment. 2 is a flowchart of ship speed calculation by the target throttle opening calculation device according to the first embodiment. 3 is a flowchart of sensor input of the target throttle opening calculation device according to the first embodiment. 5 is a flowchart of adjustment coefficient calculation by the target throttle opening calculation device according to the first embodiment. 2 is a flowchart of target throttle opening calculation by the target throttle opening calculation device according to the first embodiment. 3 is a flowchart of outboard motor transmission by the target throttle opening calculation device according to the first embodiment. FIG. 7 is a first diagram showing the propulsion force of a spin turn during surface rudder by the outboard motor control device according to Embodiment 2; FIG. 7 is a second diagram illustrating the propulsion force of a spin turn when the outboard motor control device according to the second embodiment performs a surface rudder. 7 is a flowchart of outboard motor throttle control by the target throttle opening calculation device according to Embodiment 2. FIG. 7 is a flowchart of spin-turn control of the target throttle opening calculation device according to Embodiment 2. FIG. 7 is a flowchart of spin-turn mode determination by the target throttle opening calculation device according to Embodiment 2. FIG. 7 is a flowchart of mode-in-timer processing of the target throttle opening calculation device according to the second embodiment. 7 is a flowchart of mode-out timer processing of the target throttle opening calculation device according to Embodiment 2. FIG. 7 is a flowchart of spin-turn shift selection by the target throttle opening calculation device according to the second embodiment. 7 is a flowchart of target throttle opening calculation by the target throttle opening calculating device according to the second embodiment. FIG. 7 is a diagram showing the propulsion force of a pivot turn when the outboard motor control device according to Embodiment 3 performs a surface rudder. FIG. 7 is a diagram showing the propulsion force of a pivot turn during steering by the outboard motor control device according to the third embodiment. 7 is a flowchart of outboard motor throttle control by the target throttle opening calculation device according to the third embodiment. 7 is a flowchart of spin turn and pivot turn control of the target throttle opening calculation device according to the third embodiment. 12 is a flowchart of pivot turn shift selection of the target throttle opening calculation device according to the third embodiment. 12 is a flowchart of target throttle opening calculation by the target throttle opening calculation device according to the third embodiment. 12 is a flowchart of outboard motor throttle control by the target throttle opening calculation device according to the fourth embodiment. 7 is a first flowchart of adjustment coefficient learning processing of the target throttle opening calculation device according to Embodiment 4. FIG. 12 is a second flowchart of adjustment coefficient learning processing of the target throttle opening calculation device according to Embodiment 4. FIG. 7 is a flowchart of adjustment coefficient calculation by the target throttle opening calculation device according to Embodiment 4. FIG. FIG. 7 is a first characteristic diagram of an adjustment coefficient of a target throttle opening calculation device according to a fourth embodiment. FIG. 7 is a second characteristic diagram of the adjustment coefficient of the target throttle opening calculation device according to the fourth embodiment. FIG. 7 is a third characteristic diagram of the adjustment coefficient of the target throttle opening calculation device according to the fourth embodiment.

Hereinafter, embodiments of an outboard motor control device 500 according to the present application will be described with reference to the drawings.

1. Embodiment 1
<Configuration of outboard motor control device>
FIG. 1 is a configuration diagram of an outboard motor control device 500 according to the first embodiment. Two outboard motors 21 and 31 are provided at the stern of the vessel 11. The outboard motors 21 and 31 each include an internal combustion engine, a drive device, a propeller driven by the drive device, a rudder, a fuel tank, and the like. The outboard motors 21 and 31 are attached to the outside of the stern plate of the boat 11 via brackets 22 and 32, respectively. An electric mechanism or a hydraulic mechanism is connected to the brackets 22, 32, and the angle between the outboard motors 21, 31 and the stern plate can be changed in the left-right direction. This angle allows the ship 11 to turn in the rudder (turning to the right) direction and the direction to take the rudder (turning to the left).

The outboard motors 21 and 31 each include an internal combustion engine, and engine control units (ECUs) 20 and 30 control the intake air amount, fuel supply amount, ignition timing, etc. of the internal combustion engine. The engine control devices 20 and 30 drive actuators to adjust the throttle opening of the internal combustion engine and control the amount of intake air. The engine control devices 20 and 30 drive actuators to transmit the output of the internal combustion engine to the propeller of the outboard motor via a link mechanism and the like, and control gears and clutches that change the rotational direction of the propeller. Thereby, the engine control devices 20, 30 can control the forward or reverse propulsion direction and propulsive force of the outboard motors 21, 31.

The outboard motor control device 500 externally instructs the target throttle opening and propulsion direction of each of the outboard motors 21 and 31. The outboard motor control device 500 is provided with a target throttle opening calculation device 10, a boat steering remote control 100, an accelerator pedal 200, a steering wheel 300, and a gauge (operation panel) 400. The target throttle opening calculation device 10 transmits the target throttle opening and the propulsion direction to the engine control devices 20 and 30 via the signal line 10e. The engine control devices 20 and 30 also control the internal combustion engine speed, propeller speed, propulsion direction, transmission gear shift position, actual throttle opening, intake air amount, etc. via the signal line 10e. Information regarding the operating state of the engine is transmitted to the target throttle opening calculation device 10.

FIG. 1 shows a case where there are two outboard motors, an outboard motor 21 on the starboard side and an outboard motor 31 on the port side. However, three or more outboard motors may be provided.

<Target throttle opening calculation device>
A boat steering remote control 100, an accelerator pedal 200, a steering handle 300, and a gauge 400 are provided to input information to the target throttle opening calculation device 10. The boat operation remote control 100 is provided with a shift lever 101, and the boat operator operates the shift lever 101 to change the direction of propulsion of the outboard motor to forward (F), neutral (N), or reverse (R). Can be specified. A shift lever position sensor 102 is provided on the shift lever 101 . The output signal of the shift lever position sensor 102 is transmitted as a shift lever position signal to the target throttle opening calculation device 10 via the signal line 10a.

The boat steering remote control 100 may also be provided with a throttle lever. This is because the boat speed can be adjusted by operating the throttle lever without using the accelerator pedal. The throttle lever and the shift lever may be the same lever that simultaneously indicates the throttle opening and the propulsion direction of the outboard motor.

The accelerator pedal 200 is also referred to as a foot throttle pedal. The accelerator pedal 200 is an adjustment device for adjusting the boat speed depending on the amount of foot depression. The accelerator pedal 200 is provided with an accelerator position sensor (APS) 201, and the amount of depression of the accelerator pedal 200 is transmitted as an accelerator position signal to the target throttle opening calculation device 10 via the signal line 10b.

The steering handle 300 can change the angle between the outboard motors 21 and 31 and the stern plate in the left-right direction by rotating the handle. The steering handle 300 generates an input signal for a hydraulic or electric power steering device. A steering angle sensor 301 is provided on the steering handle 300, and the output of the steering angle sensor 301 is transmitted as a steering angle signal to the target throttle opening calculation device 10 via a signal line 10c.

Gauge 400 is an operation panel. A function that displays the status of the vessel 11 such as the cruising speed, heading, trim angle, steering angle, shift lever position, accelerator pedal depression, rotational speed of the outboard motors 21 and 31, throttle opening, and propulsion direction. have

Gauge 400 is equipped with switches for inputting various information. The gauge 400 is equipped with switches such as a switch for switching whether input from the accelerator pedal 200 or the throttle lever is valid, a switch for switching whether or not learning of the adjustment coefficient is necessary, and a switch for clearing the learned value of the adjustment coefficient. There is. The gauge 400 displays the switching state of each switch. The gauge 400 and the target throttle opening calculation device 10 are connected by a signal line 10d, and can exchange input or output information. A boat operator can monitor and operate the boat 11 and the outboard motors 21 and 31 via the gauge 400.

<Hardware configuration of target throttle opening calculation device>
FIG. 2 is a hardware configuration diagram of the target throttle opening calculation device 10 of the outboard motor control device 500 according to the first embodiment. In this embodiment, target throttle opening calculation device 10 is a control unit of outboard motor control device 500. Each function of the target throttle opening calculation device 10 is realized by a processing circuit included in the target throttle opening calculation device 10. Specifically, as shown in FIG. 2, the target throttle opening calculation device 10 functions as a processing circuit, and exchanges data with a calculation processing device 90 (computer) such as a CPU (Central Processing Unit). A storage device 91 for inputting external signals to the arithmetic processing device 90, an input circuit 92 for inputting external signals to the arithmetic processing device 90, and an output circuit 93 for outputting signals from the arithmetic processing device 90 to the outside.

The arithmetic processing unit 90 includes an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), various logic circuits, and various signal processing circuits. It's okay. Further, a plurality of arithmetic processing units 90 of the same type or different types may be provided, and each processing unit may be shared and executed by these units. As the storage device 91, a RAM (Random Access Memory) configured to be able to read and write data from the arithmetic processing unit 90, a ROM (Read Only Memory) configured to be able to read data from the arithmetic processing unit 90, and a flash memory. etc. are provided. The input circuit 92 is connected to various sensors and switches, and includes an A/D converter and the like for inputting output signals of these sensors and switches to the arithmetic processing device 90. The output circuit 93 is connected to electrical loads and includes a drive circuit and the like that converts and outputs control signals from the arithmetic processing device 90 to these electrical loads.

Each function of the target throttle opening calculation device 10 is implemented by the calculation processing device 90 executing the software (program) stored in the storage device 91 such as ROM, and the storage device 91, the input circuit 92, the output circuit 93, etc. This is realized by cooperating with other hardware of the target throttle opening calculation device 10. Note that setting data such as threshold values and determination values used by the target throttle opening calculation device 10 are stored in a storage device 91 such as a ROM as part of software (program).

Each function of the target throttle opening calculation device 10 in FIG. 1 may be configured as a software module, or may be configured as a combination of software and hardware.

<Steering angle sensor>
FIG. 3 shows an example of an output characteristic diagram of the steering angle sensor 301 of the outboard motor control device 500 according to the first embodiment. In FIG. 3, when the steering angle by the steering handle 300 is neutral, the steering angle signal shows 2.5V and the ship 11 moves straight. On the other hand, when the steering wheel is fully steered (maximum right turn), the voltage is 4.5V, and when the steering wheel is fully steered (maximum left turn), the voltage is 0.5V.

When the steering wheel 300 is turned and the output of the steering angle sensor indicates surface rudder, the power steering device causes the outboard motor to change the direction of thrust in the left-right direction within a horizontal plane, causing the boat 11 to turn. At this time, turning can be made more quickly by not only changing the mounting angle of the outboard motor in the left and right direction, but also by providing a difference in the propulsive force of the left and right outboard motors.

<Adjusting the propulsive force of the outboard motor when using surface rudder>
FIG. 4 is a first diagram showing the propulsive force during surface rudder by the outboard motor control device 500 according to the first embodiment. When the steering handle 300 instructs a right turn (face rudder), the outboard motors 21 and 31 rotate counterclockwise with respect to the stern plate of the vessel 11 to tilt the propulsive force. This generates a clockwise turning force on the ship 11. At this time, turning performance can be improved by adjusting and reducing the propulsive force of the outboard motor 21 on the starboard side with respect to the propulsive force of the outboard motor 31 on the port side. In FIG. 4, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

FIG. 5 is a second diagram showing the propulsive force during surface rudder by the outboard motor control device 500 according to the first embodiment. 5 differs from FIG. 4 in that the ship 11 is equipped with three outboard motors. Even if the number of outboard motors changes from two to three, if the steering handle 300 instructs a right turn (rudder), the power steering device will cause the outboard motors 21, 31, and 41 to move to the stern of the vessel 11. Rotate counterclockwise relative to the plate to tilt the propulsion force. This generates a clockwise turning force on the ship 11. At this time, the propulsive force of the outboard motor 41 in the center is reduced relative to the propulsive force of the outboard motor 31 on the port side, and the propulsive force of the outboard motor 21 on the starboard side is further reduced to improve turning performance. can be improved. In FIG. 5, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

<Adjusting the propulsive force of the outboard motor when steering>
FIG. 6 is a first diagram showing the propulsive force during steering by the outboard motor control device 500 according to the first embodiment. When the steering handle 300 instructs a left turn (steering), the outboard motors 21 and 31 rotate clockwise with respect to the stern plate of the vessel 11 to tilt the propulsive force. This generates a counterclockwise turning force on the ship 11. At this time, turning performance can be improved by adjusting and reducing the propulsive force of the outboard motor 31 on the port side with respect to the propulsive force of the outboard motor 21 on the starboard side. In FIG. 6, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

FIG. 7 is a second diagram showing the propulsive force during steering by the outboard motor control device 500 according to the first embodiment. 7 differs from FIG. 6 in that the ship 11 is equipped with three outboard motors. Even if the number of outboard motors changes from two to three, if the steering wheel 300 instructs a left turn (steering), the power steering device will cause the outboard motors 21, 31, and 41 to move to the stern of the vessel 11. Rotate clockwise relative to the plate to tilt the propulsion force. This generates a counterclockwise turning force on the ship 11. At this time, the propulsive force of the outboard motor 41 in the center is reduced relative to the propulsive force of the outboard motor 21 on the starboard side, and the propulsive force of the outboard motor 31 on the port side is further reduced to improve turning performance. can be improved. In FIG. 7, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

<Adjusting the propulsive force of the outboard motor when going backwards when using surface rudder>
FIG. 8 is a first diagram illustrating the propulsive force in the case of backing up when the outboard motor control device 500 according to the first embodiment is using surface rudder. When the steering handle 300 indicates surface rudder, the outboard motors 21 and 31 rotate counterclockwise with respect to the stern plate of the vessel 11 to tilt the propulsion force. This generates a counterclockwise turning force on the ship 11. At this time, turning performance can be improved by adjusting and reducing the propulsive force of the outboard motor 21 on the starboard side with respect to the propulsive force of the outboard motor 31 on the port side. In FIG. 8, the strength of the water flow caused by the propeller of the outboard motor is shown by the length of the arrow.

FIG. 9 is a second diagram showing the propulsive force when the outboard motor control device 500 according to Embodiment 1 moves backward when the boat is ruddered. 9 differs from FIG. 8 in that the ship 11 is equipped with three outboard motors. Even if the number of outboard motors increases from two to three, when the steering handle 300 indicates the surface rudder, the power steering device will cause the outboard motors 21, 31, and 41 to rotate counterclockwise relative to the stern plate of the vessel 11. Rotate around to tilt the propulsion force. This generates a counterclockwise turning force on the ship 11. At this time, the propulsive force of the outboard motor 41 in the center is reduced relative to the propulsive force of the outboard motor 31 on the port side, and the propulsive force of the outboard motor 21 on the starboard side is further reduced to improve turning performance. can be improved. In FIG. 9, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

<Adjusting the propulsive force of the outboard motor when moving backwards when steering>
FIG. 10 is a first diagram showing the propulsive force in the case of retreating when steering by the outboard motor control device 500 according to the first embodiment. When the steering handle 300 indicates steering, the outboard motors 21 and 31 rotate clockwise relative to the stern plate of the vessel 11 to tilt the propulsive force and generate a clockwise turning force. At this time, turning performance can be improved by adjusting and reducing the propulsive force of the outboard motor 31 on the port side with respect to the propulsive force of the outboard motor 21 on the starboard side. In FIG. 10, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

FIG. 11 is a second diagram illustrating the propulsive force when the outboard motor control device 500 according to the first embodiment is moving backward during steering. 11 differs from FIG. 10 in that the ship 11 is equipped with three outboard motors. Even if the number of outboard motors increases from two to three, when the steering wheel 300 instructs steering, the power steering device will cause the outboard motors 21, 31, and 41 to operate clockwise relative to the stern plate of the vessel 11. Rotate around to tilt the propulsion force. This generates a clockwise turning force on the ship 11. At this time, the propulsive force of the outboard motor 41 in the center is reduced relative to the propulsive force of the outboard motor 21 on the starboard side, and the propulsive force of the outboard motor 31 on the port side is further reduced to improve turning performance. can be improved. In FIG. 11, the strength of the water flow caused by the propeller of the outboard motor is indicated by the length of the arrow.

<Adjustment coefficient>
FIG. 12 is a characteristic diagram of the adjustment coefficient of the target throttle opening calculation device according to the first embodiment. When a ship turns, turning performance can be improved by adjusting and reducing the propulsive force of the outboard motor on the inner side of the turn. FIG. 12 shows an example of the adjustment coefficient at this time. The adjustment coefficient becomes smaller as the steering angle becomes larger. That is, the larger the steering angle, the more the propulsive force can be reduced and the turning performance can be improved.

The adjustment coefficient approaches 1.0 as the ship speed increases. That is, the larger the ship speed is, the smaller the amount of reduction in the propulsive force is. This is because, when the ship speed is high, if the propulsive forces of the port and starboard outboard motors are greatly changed, a large load will be applied to the ship 11, making the navigation state of the ship 11 unstable.

The software processing executed by the target throttle opening calculation device 10 of the outboard motor control device 500 according to the first embodiment will be described below.

<Outboard motor throttle control>
FIG. 13 is a flowchart of outboard motor throttle control by the target throttle opening calculation device 10 according to the first embodiment. This flowchart shows a process in which the target throttle opening calculation device 10 recognizes the state of the vessel 11 and transmits the target throttle opening and propulsion direction instruction values to the outboard motors 21 and 31. The outboard motor throttle control process is executed at predetermined intervals (for example, every 5 ms). Here, the outboard motor throttle control process is shown as an example in which it is executed at predetermined time intervals, but for example, it may be executed using the crank angle signal of the internal combustion engine as a trigger, or it may be executed every time the vessel 11 moves a predetermined distance. It is also possible to execute the program using a specific event as a trigger.

Outboard motor throttle control is started in step S200, and boat speed calculation is executed in step S201. Boat speed can be simply determined from the number of revolutions of the outboard motor's propeller. Alternatively, the speed may be determined by time-differentiating the position detected by a GPS (Global Positioning System), an inertial navigation device, or the like. Furthermore, a method may be used to determine the ship's speed by measuring surface speed and air speed. Details of the ship speed calculation process are shown in FIG.

Next, in step S202, sensor input is performed. Signals from sensors such as the accelerator position sensor 201, shift lever position sensor 102, and steering angle sensor 301 are input. Details of sensor input processing are shown in FIG.

Next, in step S203, adjustment coefficient calculation is executed. Details of the adjustment coefficient calculation process are shown in FIG. 16.

Next, in step S204, target throttle opening calculation is executed. The amount of depression of the accelerator pedal 200 is detected based on the output of the accelerator position sensor 201, and the target throttle opening degree is calculated based on the accelerator position signal. Details of the target throttle opening calculation process are shown in FIG. 17.

Next, in step S205, outboard motor transmission is executed. The target throttle opening and propulsion direction instructions are transmitted to each outboard motor. Details of the outboard motor transmission process are shown in FIG. In step S209, the process ends.

<Ship speed calculation>
FIG. 14 is a flowchart of ship speed calculation by the target throttle opening calculation device 10 according to the first embodiment. The process in FIG. 14 shows details of the process shown in step S201 in FIG. Navigation of a ship is carried out by the rotation of a propeller provided on an outboard motor, which provides thrust.

There is a correlation between the number of rotations of the propellers of the outboard motors 21 and 31 and the speed of the boat 11. Therefore, the boat speed can be simply determined from the rotational speed of the internal combustion engine provided in the outboard motors 21, 31 or the rotational speed of the propellers of the outboard motors 21, 31. By measuring the rotational speed of the outboard motor's propeller and the cruising speed of the outboard motor, the relationship between them can be expressed as map data, and the boat speed can be determined from the propeller rotational speed of the outboard motor. More simply, the rotational speed of the propeller of the outboard motor may be directly evaluated as the boat speed.

The process is started in step S300, and in step S301, the rotation speeds of the outboard motor 31 on the port side and the outboard motor 21 on the starboard side are compared. If the rotation speed of the port side outboard motor 31 is higher (determination is YES), the process advances to step S302, and the average value of the rotation speed of the port side outboard motor 31 is stored as the boat speed V. Then, the process ends in step S309.

In step S301, if the rotation speed of the port side outboard motor is not higher (determination is NO), the process proceeds to step S303, and the average value of the rotation speed of the starboard side outboard motor 31 is stored as the boat speed V. Then, the process ends in step S309.

In FIG. 14, the rotational speed of the outboard motor with a higher rotational speed is defined as the boat speed V between the outboard motor 21 and the outboard motor 31. On the other hand, instead of taking a larger value, the average value of the rotational speeds of both outboard motors may be used as the boat speed. Further, although the average value of the boat speeds of the selected outboard motors is taken as the boat speed V, the average value can be obtained by a method such as a simple average, a moving average, or a first-order lag process (smoothing calculation).

<Sensor input>
FIG. 15 is a flowchart of sensor input of the target throttle opening calculation device 10 according to the first embodiment. The process in FIG. 15 shows details of the process shown in step S202 in FIG.

Processing is started in step S400, and information input by gauge 400 is read in step S401. Gauge 400 is a display panel that displays various conditions of ship 11. The gauge 400 is also an operation panel equipped with a switch for switching which input from the accelerator pedal 200 and the throttle lever is valid. When the accelerator pedal 200 is to be valid, an accelerator pedal valid flag FTTHEFf is set. The gauge 400 also has a learning execution switch that switches whether or not learning of the adjustment coefficient is necessary. When the learning execution switch is on, the adjustment coefficient learning mode flag STDMDf is set. Furthermore, the gauge 400 also has a learned value clear switch that clears the learned value of the adjustment coefficient. When the learned value clear switch is on, the learned value clear flag STDRf is set. In step S401, the states of these switches provided on the gauge 400 are stored as input information.

In step S402, the accelerator position signal VAPS is read. The accelerator position signal VAPS is a detection value of an accelerator position sensor 201 that detects the amount of depression of the accelerator pedal 200.

In step S403, the shift lever position INH is read. The shift lever position INH can be read from the output of the shift lever position sensor 102 that outputs the position of the shift lever 101 of the ship operation remote control 100. The shift lever position INH is expressed as forward (F), neutral (N), or reverse (R).

In step S404, the steering angle signal VSPS is read. The steering angle signal VSPS is an output signal of a steering angle sensor 301 provided on the steering wheel 300. The relationship between the steering angle signal VSPS and the steering angle is shown in FIG.

In step S405, a basic target throttle opening degree TTPB is calculated based on the accelerator position signal VAPS. Although the accelerator position signal VAPS and the basic target throttle opening degree TTPB have a substantially proportional relationship, the characteristics can be defined by a map or a function.

In step S406, the shift lever position INH is set to port side outboard motor shift INHL and starboard side outboard motor shift INHR. The sensor input process ends in step S409.

<Adjustment coefficient calculation>
FIG. 16 is a flowchart of adjustment coefficient calculation by the target throttle opening calculation device 10 according to the first embodiment. The process in FIG. 16 shows details of the process shown in step S203 in FIG.

Processing begins in step S500. In step S501, the adjustment coefficient EADJ is calculated using the map illustrated in FIG. The adjustment coefficient EADJ can be determined by interpolation from the data of the map shown in FIG. 12 based on the values of the ship speed V and the steering angle signal VSPS.

In step S502, it is determined whether the accelerator pedal valid flag FTTHEFf is set. If the accelerator pedal valid flag FTTHEFf is set (determination is YES), the process advances to step S503. If the accelerator pedal valid flag FTTHEFf is not set (determination is NO), the process advances to step S509.

In step S503, it is determined whether the steering angle signal VSPS is less than the straight-ahead determination steering angle SFSPL. If VSPS<SFSPL (determination is YES), the process advances to step S504. If VSPS<SFSPL does not hold (determination is NO), the process advances to step S506.

In step S504, the ship 11 is not traveling straight but is being steered. At this time, the adjustment coefficient EADJ is set to the port side outboard motor adjustment coefficient EADJL. Then, in step S505, the starboard side outboard motor adjustment coefficient EADJR is set to 1.0. In other words, the target throttle opening of the starboard outboard motor is not adjusted and the propulsive force is not reduced. Thereafter, the process ends in step S519.

In step S506, it is determined whether the steering angle signal VSPS is larger than the straight-ahead determination surface steering angle SFSPR. If VSPS>SFSPR (determination is YES), the process advances to step S507. If VSPS>SFSPR is not satisfied (determination is NO), the process advances to step S509.

In step S507, the ship 11 is not traveling straight but is being steered. At this time, the port side outboard motor adjustment coefficient EADJL is set to 1.0. In other words, the target throttle opening of the port side outboard motor is not adjusted and the propulsive force is not reduced. Then, in step S508, the adjustment coefficient EADJ is set to the starboard side outboard motor adjustment coefficient EADJR. Thereafter, the process ends in step S519.

In step S509, the port side outboard motor adjustment coefficient EADJL is set to 1.0. Then, in step S510, the starboard side outboard motor adjustment coefficient EADJR is set to 1.0. In other words, the target throttle openings of both the port and starboard outboard motors are not adjusted and the propulsive force is not reduced. Thereafter, the process ends in step S519.

<Target throttle opening calculation>
FIG. 17 is a flowchart of target throttle opening calculation by the target throttle opening calculating device 10 according to the first embodiment. The process in FIG. 17 shows details of the process shown in step S204 in FIG.

Processing begins in step S700. In step S701, the product of the basic target throttle opening degree TTPB and the port side outboard motor adjustment coefficient EADJL is calculated and set as the port side outboard motor target throttle opening degree TTPL. Then, the product of the basic target throttle opening TTPB and the starboard outboard motor adjustment coefficient EADJR is calculated and set as the starboard outboard motor target throttle opening TTPR. Thereafter, the process ends in step S709.

<Outboard motor transmission>
FIG. 18 is a flowchart of outboard motor transmission by the target throttle opening calculation device 10 according to the first embodiment. The process in FIG. 18 shows details of the process shown in step S205 in FIG.

Processing begins in step S750. In step S751, the port outboard motor shift INHL and the port outboard motor target throttle opening TTPL are transmitted to the port outboard motor 31. In step S752, the starboard outboard motor shift INHR and the starboard outboard motor target throttle opening TTPR are transmitted to the starboard outboard motor 21. Thereafter, the process ends in step S759.

As described above, based on the boat speed V, the steering angle signal VSPS, and the accelerator position signal VAPS, the port outboard motor shift INHL of the port outboard motor 31, the port outboard motor target throttle opening TTPL, The starboard outboard motor shift INHR of the starboard outboard motor 21 and the starboard outboard motor target throttle opening TTPR can be set individually.

A boat steering remote control 100 is provided for each outboard motor, and in many cases, the propulsion force and propulsion direction of the outboard motor can be individually controlled by a shift lever 101 and a throttle lever of the boat steering remote control. However, for a boat operator to operate multiple boat steering remote controllers at the same time, the operation is complicated and requires advanced skills. In contrast, when the boat is operated using a single set of steering handle and accelerator pedal as described above, the propulsion force of each outboard motor can be changed to improve the turning performance of the boat, reducing the burden on the operator and making the boat more comfortable. It is possible to achieve excellent ship maneuverability.

The target throttle opening calculation device 10 calculates a starboard outboard motor target throttle opening TTPR, a port outboard motor target throttle opening TTPL, and a starboard outboard motor target throttle opening TTPL for the starboard outboard motor 21 and the port outboard motor 31, respectively. By transmitting the side outboard motor shift INHR and port side outboard motor shift INHL, the outboard motors 21 and 31 can be optimally controlled. Therefore, even if the number of outboard motors mounted on the vessel 11 increases, this can be handled simply by changing the settings of the target throttle opening calculation device 10. It becomes possible to support individual control of multiple outboard motors without changing the engine control unit (ECU) of each individual outboard motor.

Although an example in which the outboard motor is driven by an internal combustion engine has been described above, the present invention can also be applied to a case where other power devices such as an electric motor are used. By setting the target throttle opening and propulsion direction to be transmitted to each outboard motor as the target rotational speed and propulsion direction, the invention can also be applied to outboard motors driven by electric motors.

2. Embodiment 2
<Spin turn>
FIG. 19 is a first diagram showing the propulsion force of a spin turn when the outboard motor control device 500 according to the second embodiment performs a surface rudder. FIG. 20 is a second diagram showing the propulsion force of a spin turn during surface rudder.

A spin turn is also called an in-situ turn. Ship spin turns are often used when a small turn is required, such as when approaching a quay, leaving a quay, or navigating a narrow waterway. A ship having this function not only has a propulsion device that applies propulsive force in the longitudinal direction of the ship body, but also has a propulsion device that applies propulsive force in the horizontal direction of the ship body.

Further, a spin turn can also be performed by driving one of the propulsion devices installed on the left and right sides of the longitudinal centerline of the hull in the forward direction and the other in the backward direction. This is a turn equivalent to a super turn in a wheeled vehicle or tracked vehicle for land traveling.

FIG. 19 shows the state of the boat 11 when the outboard motor 31 on the port side is driven in the forward direction and the outboard motor on the starboard side is driven in the astern direction when the steering handle 300 is instructing a right turn (rudder). It shows a clockwise spin turn. The arrow indicates the water flow generated by the outboard motor's propeller.

By driving the outboard motor in the opposite direction in this manner, the boat 11 can be turned with an extremely small turning radius. When performing a counterclockwise spin turn when the steering handle 300 is instructing a left turn (steering), the outboard motor 31 on the port side is moved in the reverse direction and the outboard motor on the starboard side is moved in the forward direction. Just drive it.

20 differs from FIG. 19 in that the ship 11 is equipped with three outboard motors. Even if the number of outboard motors changes from two to three, if the steering wheel 300 indicates a right turn (rudder), the port side outboard motor 31 will be turned forward and the starboard side outboard motor 31 will be turned forward. It is sufficient to drive in the reverse direction, stop the propeller of the central outboard motor 41, or set the gear to neutral. The arrow indicates the water flow generated by the outboard motor's propeller. In this way, a clockwise spin turn can be performed.

When performing a counterclockwise spin turn when the steering handle 300 is instructing a left turn (steering), the outboard motor 31 on the port side is moved in the reverse direction and the outboard motor on the starboard side is moved in the forward direction. The propeller of the central outboard motor 41 may be stopped, or the gear may be set to neutral. Then, a counterclockwise spin turn can be performed. Even if the number of installed outboard motors is more than three, a spin turn can be achieved in the same way.

<Outboard motor throttle control>
Here, a case will be described in which the outboard motor control device 500 has a function that allows the ship 11 to spin and turn. The outboard motor control device 500 and the target throttle opening calculation device 10 can use the same hardware as in the first embodiment. The functions described in the second embodiment can be realized only by changing the software executed by the target throttle opening calculation device 10, so the same reference numerals are used.

FIG. 21 is a flowchart of outboard motor throttle control by the target throttle opening calculation device according to the second embodiment. This flowchart shows a process in which the target throttle opening calculation device 10 recognizes the state of the vessel 11 and transmits the target throttle opening and propulsion direction instruction values to the outboard motors 21 and 31. The outboard motor throttle control process is executed at predetermined intervals (for example, every 5 ms). Here, the outboard motor throttle control process is shown as an example in which it is executed at predetermined time intervals, but for example, it may be executed using the crank angle signal of the internal combustion engine as a trigger, or it may be executed every time the vessel 11 moves a predetermined distance. It is also possible to execute the program using a specific event as a trigger.

The flowchart in FIG. 21 differs from the flowchart in FIG. 13 according to the first embodiment in that step S211 and step S212 are provided instead of step S204. The other parts are the same, so the different parts will be explained.

After step S203, spin turn control is executed in step S211. Determine whether or not to execute a spin turn and perform necessary processing. Details of step S211 will be explained with reference to FIGS. 22 to 26.

After step S211, target throttle opening calculation is executed in step S212. The amount of depression of the accelerator pedal 200 is detected based on the output of the accelerator position sensor 201, and the target throttle opening degree is calculated based on the accelerator position signal. Details of the target throttle opening calculation process are shown in FIG. 27.

After step S212, outboard motor transmission is executed in step S205. Then, the process ends in step S219.

<Spin turn control>
FIG. 22 is a flowchart of spin-turn control of the target throttle opening calculation device 10 according to the second embodiment. The process is started in step S800, and a spin-turn mode determination is performed in step S801. It is determined whether a mode in which a spin turn should be executed has been entered or whether a mode in which a spin turn should be executed has been exited.

Then, in step S802, spin turn shift selection is performed. In spin turn shift selection, the propulsion direction of each outboard motor is determined when performing a spin turn. Then, the process ends in step S809.

<Spin turn mode judgment>
FIG. 23 is a flowchart of spin-turn mode determination by the target throttle opening calculation device according to the second embodiment. Spin turn mode determination is started in step S900, and in step S901 it is determined whether the spin turn flag STf is set. The spin turn flag STf is a flag that is set when a spin turn is to be performed. If the spin turn flag STf is set (determination is YES), the process advances to step S902. If the spin turn flag STf is not set (determination is NO), the process advances to step S905.

In step S902, mode in timer processing is executed. The mode-in timer process is a process in which the mode-in timer TMSTMI is counted up when the condition for executing a spin turn continues to be satisfied. Details of step S902 will be explained with reference to FIG. 24.

After step S902, in step S903, it is determined whether the mode-in timer TMSTMI exceeds the mode-in determination time TI. The mode-in determination time TI is, for example, 3 seconds. If the mode-in timer TMSTMI exceeds the mode-in determination time TI (determination is YES), the process advances to step S904. If the mode-in timer TMSTMI does not exceed the mode-in determination time TI (determination is NO), the process ends in step S909.

In step S904, a spin turn flag STf is set. While the spin turn flag STf is set, the spin turn will be executed. Thereafter, the process ends in step S909.

In step S905, mode out timer processing is executed. The mode-out timer process is a process in which the mode-out timer TMSTMO is counted up when the condition for canceling the spin-turn mode continues to be satisfied. Details of step S905 will be explained with reference to FIG. 25.

After step S905, in step S906, it is determined whether the mode-out timer TMSTMO has exceeded the mode-out determination time TO. The mode-out determination time TO is, for example, 3 seconds. If the mode-out timer TMSTMO exceeds the mode-out determination time TO (determination is YES), the process advances to step S907. If the mode-out timer TMSTMO has not exceeded the mode-out determination time TO (determination is NO), the process ends in step S909.

In step S907, the spin turn flag STf is cleared. A spin turn is not executed while the spin turn flag STf is cleared. Thereafter, the process ends in step S909.

By setting the mode-in determination time TI and the mode-out determination time TO to determine the mode as described above, it is possible to prevent the spin turn flag STf, which requests execution of a spin turn, from being repeatedly set and cleared in a short period of time. can. This can prevent the behavior of the ship 11 from becoming unstable.

<Mode in timer processing>
FIG. 24 is a flowchart of mode-in-timer processing of the target throttle opening calculation device according to the second embodiment. Mode in timer processing is started in step S1000, and it is determined in step S1001 whether the accelerator pedal valid flag FTTHEFf is set. If the accelerator pedal valid flag FTTHEFf is set (determination is YES), the process advances to step S1002. If the accelerator pedal valid flag FTTHEFf is not set (determination is NO), the process advances to step S1006, the mode in timer TMSTMI is cleared, and the process ends in step S1009.

In step S1002, it is determined whether the ship speed V is less than the spin turn allowable speed VST. The allowable spin turn speed VST may be set to, for example, 700 r/min (700 revolutions per minute). This is because a spin turn causes the ship 11 to turn in an extremely small radius, so it should be prohibited when the ship speed is high. This is because the attitude of the vessel 11 becomes unstable if the vessel 11 makes a sharp turn while the vessel speed is high.

If the ship speed V is less than the spin turn allowable speed VST (determination is YES), the process advances to step S1003. If the ship speed V is not less than the allowable spin turn speed VST (determination is NO), the process advances to step S1006.

In step S1003, it is determined whether the shift lever position INH is forward (F). If the shift lever position INH is forward (F) (determination is YES), the process advances to step S1004. If the shift lever position INH is not forward (F) (determination is NO), the process advances to step S1006.

In step S1004, it is determined whether the steering angle signal VSPS is greater than or equal to the spin-turn determination surface steering angle STSPL and less than or equal to the spin-turn determination surface steering angle STSPR. Here, the spin turn determination steering angle STSPL is, for example, 0.8V, and if the steering wheel is turned to the steering angle exceeding this value, it is determined that a spin turn is required. Further, the spin turn determination surface rudder angle STSPR is, for example, 4.2V, and if the steering wheel is turned to the surface rudder by exceeding this value, it is determined that a spin turn is required.

If the steering angle signal VSPS is greater than or equal to the spin turn determination steering angle STSPL and less than or equal to the spin turn determination surface steering angle STSPR (determination is YES), it is determined that a spin turn is not required and the process proceeds to step S1006. If the steering angle signal VSPS is less than the spin turn determination steering angle STSPL or greater than the spin turn determination surface steering angle STSPR (determination is NO), it is determined that a spin turn is required and the process advances to step S1005.

In step S1005, the mode in timer TMSTMI is added (counted up), and the process ends in step S1009.

<Mode out timer processing>
FIG. 25 is a flowchart of mode-out timer processing of the target throttle opening calculation device according to the second embodiment. Mode-out timer processing is started in step S1100.

In step S1101, it is determined whether the steering angle signal VSPS is greater than or equal to the straight-ahead determination steering angle SFSPL and less than or equal to the straight-ahead determination surface steering angle SFSPR. Here, the straight-ahead determination steering angle SFSPL is, for example, 2.3V, and if the steering wheel is turned beyond this value, it is determined that the vehicle is not going straight. Further, the straight-ahead determination surface rudder angle SFSPR is, for example, 2.7V, and if the steering wheel is turned to the surface rudder by exceeding this value, it is determined that the vehicle is not traveling straight. If the steering angle signal VSPS is within the range of not less than the straight-ahead determination steering angle SFSPL and not more than the straight-ahead determination surface rudder angle SFSPR, it is determined that the ship 11 is traveling straight.

In step S1101, if the steering angle signal VSPS is within the range of more than the straight-ahead determination steering angle SFSPL and less than the straight-ahead determination surface steering angle SFSPR (determination is YES), the process advances to step S1102, where the mode-out timer TMSTMO is added (counted). (up), and the process ends in step S1109.

In step S1101, if the steering angle signal VSPS is not within the range of more than the straight-ahead determination steering angle SFSPL and less than the straight-ahead determination surface steering angle SFSPR (determination is NO), the process advances to step S1103, where the mode-out timer TMSTMO is cleared; The process ends in step S1109.

<Spin turn shift selection>
FIG. 26 is a flowchart of spin turn shift selection by the target throttle opening calculation device according to the second embodiment. Spin-turn shift selection is started in step S1200, and it is determined in step S1201 whether the spin-turn flag STf is set. If the spin turn flag STf is set (determination is YES), the process advances to step S1202. If the spin turn flag STf is not set (determination is NO), the process ends in step S1219.

In step S1202, it is determined whether the steering angle signal VSPS is less than the straight-ahead determination steering angle SFSPL. If the steering angle signal VSPS is less than the straight-ahead determination steering angle SFSPL (determination is YES), the process advances to step S1203. If the steering angle signal VSPS is not less than the straight-ahead determination steering angle SFSPL (determination is NO), the process advances to step S1205.

In step S1203, assuming that the steering wheel has been turned, a counterclockwise spin turn shift is instructed. In step S1203, the port side outboard motor shift INHL is set to reverse (R). Then, in step S1204, the starboard side outboard motor shift INHR is set to forward (F). Thereafter, the process ends in step S1219.

In step S1205, it is determined whether the steering angle signal VSPS is larger than the straight-ahead determination surface steering angle SFSPR. If the steering angle signal VSPS is larger than the straight-ahead determination surface steering angle SFSPR (determination is YES), the process advances to step S1206. If the steering angle signal VSPS is not larger than the straight-ahead determination surface steering angle SFSPR (determination is NO), the process advances to step S1208.

In step S1206, assuming that the surface rudder is turned, an instruction is given to shift the spin turn in the clockwise direction. In step S1206, the port side outboard motor shift INHL is set to forward (F). Then, in step S1207, the starboard side outboard motor shift INHR is set to reverse (R). Thereafter, the process ends in step S1219.

In step S1208, although the spin-turn flag STf is set, it is determined that the steering angle signal VSPS indicates straight travel. In step S1208, the port side outboard motor shift INHL is set to neutral (N). Then, in step S1209, the starboard side outboard motor shift INHR is set to neutral (N). Both sides are stopped (coasting). Thereafter, the process ends in step S1219.

<Target throttle opening calculation>
FIG. 27 is a flowchart of target throttle opening calculation by the target throttle opening calculating device according to the second embodiment. Target throttle opening calculation is started in step S710, and it is determined in step S711 whether the spin turn flag STf is cleared. If the spin turn flag STf is cleared (determination is YES), the process advances to step S701. If the spin turn flag STf is set (determination is NO), the process ends in step S719 without adjusting the target throttle opening.

Step S701 is the same as described in FIG. 17. Find the product of the basic target throttle opening TTPB and the port side outboard motor adjustment coefficient EADJL, and set it as the port side outboard motor target throttle opening TTPL. Then, the product of the basic target throttle opening TTPB and the starboard outboard motor adjustment coefficient EADJR is calculated and set as the starboard outboard motor target throttle opening TTPR. Thereafter, the process ends in step S719.

By configuring the outboard motor control device 500 as described above, it is possible to improve the turning performance of the boat by changing the propulsive force of each outboard motor when operating with a set of steering handle and accelerator pedal. becomes. If the steering wheel 300 is turned beyond a predetermined angle, the boat 11 can be turned with an extremely small turning radius by driving the plurality of outboard motors in opposite directions. Therefore, it is possible to reduce the burden on the boat operator and realize comfortable boat maneuverability.
3. Embodiment 3
<Pivot turn>
FIG. 28 is a diagram showing the propulsion force of a pivot turn when the outboard motor control device 500 according to the third embodiment performs a surface rudder. FIG. 29 is a diagram showing the propulsion force of a pivot turn during steering.

A pivot turn is a turn equivalent to a pivot turn in a wheeled vehicle or a tracked vehicle for land traveling. In other words, of the propulsors installed on the left and right sides of the ship, only one of the propulsors is driven and the other propulsor is stopped to make a turn. This is a turning action that is between a normal turning and a spin turn.

FIG. 28 shows a boat 11 when the outboard motor 31 on the port side is driven in the forward direction and the outboard motor 21 on the starboard side is stopped when the steering handle 300 is instructing a right turn (rudder). shows a clockwise pivot turn. The arrow indicates the water flow generated by the outboard motor's propeller. By driving only one outboard motor in this manner, the boat 11 can be turned with a small turning radius.

FIG. 29 shows a boat 11 when the starboard side outboard motor 21 is driven in the forward direction and the port side outboard motor 31 is stopped when the steering handle 300 is instructing a left turn (steering). shows a counterclockwise pivot turn. The arrow indicates the water flow generated by the outboard motor's propeller. By driving only one outboard motor, the boat 11 can be similarly turned with a small turning radius.

28 and 29 show a case where the ship 11 is equipped with two outboard motors. However, even if the vessel 11 is equipped with three or more outboard motors, the pivot turn can be executed in the same manner.

<Outboard motor throttle control>
Here, a case will be described in which the outboard motor control device 500 has a function of selectively realizing a pivot turn and a spin turn of the boat 11. The outboard motor control device 500 and the target throttle opening calculation device 10 can use the same hardware as in the first and second embodiments. The functions described in the third embodiment can be realized only by changing the software executed by the target throttle opening calculation device 10, so the same reference numerals are used.

FIG. 30 is a flowchart of outboard motor throttle control by the target throttle opening calculation device according to the third embodiment. This flowchart shows a process in which the target throttle opening calculation device 10 recognizes the state of the vessel 11 and transmits the target throttle opening and propulsion direction instruction values to the outboard motors 21 and 31. The outboard motor throttle control process is executed at predetermined intervals (for example, every 5 ms). Here, the outboard motor throttle control process is shown as an example in which it is executed at predetermined time intervals, but for example, it may be executed using the crank angle signal of the internal combustion engine as a trigger, or it may be executed every time the vessel 11 moves a predetermined distance. It is also possible to execute the program using a specific event as a trigger.

The flowchart in FIG. 30 differs from the flowchart in FIG. 13 according to the first embodiment in that step S221 and step S222 are provided instead of step S204. The other parts are the same, so the different parts will be explained.

After step S203, spin turn and pivot turn control are executed in step S221. Determines whether spin turns and pivot turns are necessary and performs necessary processing. Details of step S221 will be explained with reference to FIGS. 31 and 32.

After step S221, target throttle opening calculation is executed in step S222. The amount of depression of the accelerator pedal 200 is detected based on the output of the accelerator position sensor 201, and the target throttle opening degree is calculated based on the accelerator position signal. Details of the target throttle opening calculation process are shown in FIG. 33.

After step S222, outboard motor transmission is executed in step S205. Then, the process ends in step S229.

<Spin turn, pivot turn control>
FIG. 31 is a flowchart of spin turn and pivot turn control of the target throttle opening calculation device 10 according to the third embodiment. The process in FIG. 31 shows details of the process shown in step S221 in FIG.

The process is started in step S1500, and in step S1501, it is determined whether the steering angle signal VSPS is greater than or equal to the straight-ahead determination steering angle SFSPL and less than or equal to the straight-ahead determination surface steering angle SFSPR. Here, the straight-ahead determination steering angle SFSPL is, for example, 2.3V, and the straight-ahead determination surface rudder angle SFSPR is, for example, 2.7V.

If the steering angle signal VSPS is within the range from the straight-ahead determination steering angle SFSPL to the straight-ahead determination surface rudder angle SFSPR (determination is YES), it is determined that the ship 11 is traveling straight, and the process proceeds to step S1514. If the steering angle signal VSPS is not within the range from the straight-ahead determination steering angle SFSPL to the straight-ahead determination surface steering angle SFSPR (determination is NO), the process advances to step S1502.

In step S1502, it is determined whether the ship speed V is less than the spin turn allowable speed VST. The allowable spin turn speed VST may be set to, for example, 700 r/min (700 revolutions per minute). If the ship speed V is less than the spin-turn allowable speed VST (determination is YES), the process advances to step S1503. If the ship speed V is not less than the spin-turn allowable speed VST (determination is NO), the process advances to step S1507.

In step S1503, it is determined whether the steering angle signal VSPS is less than the spin-turn determination steering angle STSPL or larger than the spin-turn determination surface steering angle STSPR. Here, the spin turn determination steering angle STSPL is, for example, 0.8V, and if the steering wheel is turned to the steering angle exceeding this value, it is determined that a spin turn is required. Further, the spin turn determination surface rudder angle STSPR is, for example, 4.2V, and if the steering wheel is turned to the surface rudder by exceeding this value, it is determined that a spin turn is required.

If the steering angle signal VSPS is less than the spin turn determination steering angle STSPL or greater than the spin turn determination surface steering angle STSPR (determination is YES), it is determined that a spin turn is required and the process advances to step S1504. If the steering angle signal VSPS is greater than or equal to the spin turn determination steering angle STSPL and less than or equal to the spin turn determination surface steering angle STSPR (determination is NO), it is determined that a spin turn is not required and the process proceeds to step S1508.

In step S1504, the spin turn timer TMST is added (counted up). Then, in step S1505, it is determined whether the value of the spin turn timer TMST is greater than the spin turn determination time TST. If the value of the spin turn timer TMST is greater than the spin turn determination time TST (determination is YES), a spin turn flag STf is set in step S1506. After that, a spin turn will be performed. Here, the spin-turn determination time TST is, for example, 3 seconds.

Thereafter, in step S1516, spin turn shift selection processing is executed. Set the propulsion direction of each outboard motor for spin turns. Details of the process in step S1516 are shown in FIG. 26. Thereafter, the process ends in step S1519.

In step S1507, it is determined whether the ship speed V is less than the pivot turn allowable speed VPT. If the ship speed V is less than the pivot turn allowable speed VPT (determination is YES), the process advances to step S1508. If the ship speed V is not less than the pivot turn allowable speed VPT (determination is NO), the process advances to step S1514. Here, the pivot turn allowable speed VPT is, for example, 1500 r/min (1500 revolutions per minute).

In step S1508, the spin turn timer TMST is cleared. Then, in step S1509, it is determined whether the steering angle signal VSPS is in a range greater than or equal to the spin turn determination steering angle STSPL and less than the pivot turn determination steering angle, or the steering angle signal VSPS is greater than the pivot turn determination surface steering angle. It is determined whether the spin turn determination surface rudder angle is within a range equal to or less than the spin turn determination surface rudder angle STSPR.

Either the steering angle signal VSPS is in a range that is greater than or equal to the spin turn determination steering angle STSPL and less than the pivot turn determination steering angle, or the steering angle signal VSPS is greater than the pivot turn determination surface rudder angle and the spin turn determination surface rudder is determined. If the angle is within the range equal to or smaller than the angle STSPR (determination is YES), the process advances to step S1510. If the steering angle signal VSPS is not within the above range (determination is NO), the process advances to step S1514.

In step S1510, the pivot turn timer TMPT is added (counted up). Then, in step S1511, the spin turn flag STf is cleared. Then, in step S1512, it is determined whether the value of the pivot turn timer TMPT is greater than the pivot turn determination time TPT. If the value of the pivot turn timer TMPT is greater than the pivot turn determination time TPT (determination is YES), the process advances to step S1513. If the value of the pivot turn timer TMPT is not greater than the pivot turn determination time TPT (determination is NO), the process advances to step S1515. Here, the pivot turn determination time TPT is, for example, 3 seconds.

In step S1513, a pivot turn flag PTf is set. After that, a pivot turn will be executed. Next, in step S1517, pivot turn shift selection processing is executed. Set the propulsion direction of each outboard motor to make a pivot turn. Details of the process in step S1517 are shown in FIG. 32. Thereafter, the process ends in step S1519.

In step S1514, the spin turn timer TMST is cleared. Then, the pivot turn timer TMPT is cleared.

In step S1515, the spin turn flag STf is cleared. Then, the pivot turn flag PTf is cleared. Thereafter, the process ends in step S1519.

<Pivot turn shift selection>
FIG. 32 is a flowchart of pivot turn shift selection by the target throttle opening calculation device 10 according to the third embodiment. The process in the flowchart for pivot turn shift selection in FIG. 32 is the details of the process shown in step S1517 in FIG. 31.

The process is started in step S1300, and in step S1301 it is determined whether the pivot turn flag PTf is set. If the pivot turn flag PTf is set (determination is YES), the process advances to step S1302. If the pivot turn flag PTf is not set (determination is NO), the process advances to step S1309 and ends the process.

In step S1302, it is determined whether the steering angle signal VSPS is less than the pivot turn determination steering angle PTSPL. If the steering angle signal VSPS is less than the pivot turn determination steering angle PTSPL (determination is YES), it is determined that a pivot turn is required in steering, and the process advances to step S1303. Then, the port side outboard motor shift INHL is set to neutral (N). Then, set the starboard side outboard motor shift INHR to forward (F). Thereafter, the process ends in step S1309.

In step S1304, it is determined whether the steering angle signal VSPS is larger than the pivot turn determination surface steering angle PTSPR. If the steering angle signal VSPS is larger than the pivot turn determination surface steering angle PTSPR (determination is YES), the process advances to step S1305. If the steering angle signal VSPS is not larger than the pivot turn determination surface steering angle PTSPR (determination is NO), the process advances to step S1309 and ends.

In step S1305, the port side outboard motor shift INHL is set to forward (F). Then, set the starboard side outboard motor shift INHR to neutral (N). Thereafter, the process ends in step S1309.

<Target throttle opening calculation>
FIG. 33 is a flowchart of target throttle opening calculation by the target throttle opening calculating device 10 according to the third embodiment. The process in FIG. 33 is the details of the process shown in step S222 in FIG.

The process is started in step S720, and in step S711 it is determined whether the spin turn flag STf is cleared. If the spin turn flag STf is cleared (determination is YES), the process advances to step S721. If the spin turn flag STf is not cleared (determination is NO), the process ends in step S729.

In step S721, it is determined whether the pivot turn flag PTf is cleared. If the pivot turn flag PTf is cleared (determination is YES), the process advances to step S701. If the spin turn flag STf is not cleared (determination is NO), the process ends in step S729.

Step S701 is the same as described in FIG. 17. Find the product of the basic target throttle opening TTPB and the port side outboard motor adjustment coefficient EADJL, and set it as the port side outboard motor target throttle opening TTPL. Then, the product of the basic target throttle opening TTPB and the starboard outboard motor adjustment coefficient EADJR is calculated and set as the starboard outboard motor target throttle opening TTPR. Thereafter, the process ends in step S729.

By configuring as described above, it is possible to appropriately select a spin turn, a pivot turn, and a normal turning operation according to the values of the ship speed V and the steering angle signal VSPS. Thereby, it is possible to improve the maneuverability of the ship 11 and improve the comfort when maneuvering the ship. Especially on ships with multiple outboard motors, when operating with a single set of steering handle and accelerator pedal, it is possible to change the propulsion force of each outboard motor and improve the turning performance of the ship. . Therefore, it is possible to reduce the burden on the boat operator and achieve comfortable boat maneuverability.

4. Embodiment 4
<Outboard motor throttle control>
Here, learning of an adjustment coefficient for improving turning performance will be explained when the outboard motor control device 500 starts turning while the vessel 11 is cruising straight ahead and the accelerator pedal is released to improve the turning performance. do. The outboard motor control device 500 and the target throttle opening calculation device 10 can use the same hardware as in the first embodiment. The functions described in the fourth embodiment can be realized only by changing the software executed by the target throttle opening calculation device 10, so the same reference numerals are used.

FIG. 34 is a flowchart of outboard motor throttle control by the target throttle opening calculation device 10 according to the fourth embodiment. This flowchart shows a process in which the target throttle opening calculation device 10 recognizes the state of the vessel 11, transmits the target throttle opening and propulsion direction instruction values to the outboard motors 21 and 31, and learns the adjustment coefficient. There is.

The outboard motor throttle control process is executed at predetermined intervals (for example, every 5 ms). Here, the outboard motor throttle control process is shown as an example in which it is executed at predetermined time intervals, but for example, it may be executed using the crank angle signal of the internal combustion engine as a trigger, or it may be executed every time the vessel 11 moves a predetermined distance. It is also possible to execute the program using a specific event as a trigger.

The flowchart in FIG. 34 differs from the flowchart in FIG. 13 according to the first embodiment in that step S231 and step S232 are provided instead of step S203. The other parts are the same, so the different parts will be explained.

After step S202, an adjustment coefficient learning process is executed in step S231. Then, in step S232, target throttle opening calculation processing is executed. Details of step S231 will be explained with reference to FIGS. 35 and 36. Details of step S232 will be explained with reference to FIG. 37.

<Adjustment coefficient learning process>
FIG. 35 is a first flowchart of the adjustment coefficient learning process of the target throttle opening calculation device 10 according to the fourth embodiment. FIG. 36 is a second flowchart of the adjustment coefficient learning process. FIG. 36 shows a continuation of the flowchart of FIG. 35. The process in FIG. 35 explains the details of the process shown in step S231 in FIG. 34.

The process is started in step S1600, and in step S1602 it is determined whether the adjustment coefficient learning mode flag STDMDf is set. The adjustment coefficient learning mode flag STDMDf is set and cleared by the switch of the gauge 400.

If the adjustment coefficient learning mode flag STDMDf is set (determination is YES), the process advances to step S1603. If the adjustment coefficient learning mode flag STDMDf is not set (determination is NO), the process advances to step S1608.

In step S1603, it is determined whether the ship speed V is greater than the learning allowable ship speed VSTD. If the ship speed V is larger than the learning allowable ship speed VSTD (determination is YES), the process advances to step S1604. If the ship speed V is equal to or less than the learning allowable ship speed VSTD (determination is NO), the process advances to step S1614.

In step S1604, it is determined whether the accelerator position signal VAPS is larger than the learned allowable accelerator position STDAP. If the accelerator position signal VAPS is larger than the learning allowable accelerator position STDAP (determination is YES), the process advances to step S1605. If the accelerator position signal VAPS is less than or equal to the learned allowable accelerator position STDAP (determination is NO), the process advances to step S1614.

In step S1605, it is determined whether the learning permission flag STDPMf is set. If the learning permission flag STDPMf is set (determination is YES), the process advances to step S1610. If the learning permission flag STDPMf is not set (determination is NO), the process advances to step S1606.

In step S1606, it is determined whether the steering angle signal VSPS is greater than or equal to the straight-ahead determination steering angle SFSPL and less than or equal to the straight-ahead determination surface steering angle SFSPR. If the steering angle signal VSPS is within the range from the straight-ahead determination steering angle SFSPL to the straight-ahead determination surface rudder angle SFSPR (determination is YES), it is determined that the ship 11 is traveling straight and the process proceeds to step S1607. If the steering angle signal VSPS is not within the range from the straight-ahead determination steering angle SFSPL to the straight-ahead determination surface steering angle SFSPR (determination is NO), the process advances to step S1619 and ends.

In step S1607, a learning permission flag STDPMf is set. Then, the process advances to step S1619 and ends the process.

In step S1608, it is determined whether the learned value clear flag STDRf is set. If the learned value clear flag STDRf is set (determination is YES), the process advances to step S1609. Then, the adjustment coefficient learning value EADJS is cleared and the map shown in FIG. 38 is selected as the adjustment map. In this case, all adjustment coefficients are 1.0. After that, the process advances to step S1614. If the learning permission flag STDPMf is not set in step S1608 (determination is NO), the process advances to step S1614.

In step S1610, it is determined whether the steering angle signal VSPS is greater than or equal to the straight-ahead determination steering angle SFSPL and less than or equal to the straight-ahead determination surface steering angle SFSPR. If the steering angle signal VSPS is within the range of not less than the straight-ahead determination rudder angle SFSPL and less than the straight-ahead determination surface rudder angle SFSPR (determination is YES), it is determined that the vessel 11 is traveling straight, and the process proceeds to step S1619. end. If the steering angle signal VSPS is not within the range from the straight-ahead determination steering angle SFSPL to the straight-ahead determination surface steering angle SFSPR (determination is NO), the process advances to step S1611.

In step S1611, it is determined whether the learning start flag STDSTf is set. If the learning start flag STDSTf is set (determination is YES), the process advances to step S1612. If the learning start flag STDSTf is not set (determination is NO), the process advances to step S1615.

In step S1612, it is determined whether the value of the accelerator position signal change amount ΔVAPS is greater than or equal to the learned deceleration lower limit STDDECL. The learning deceleration lower limit STDDECL is a negative value, and may be set to -0.1V/5s, for example. If the value of the accelerator position signal change amount ΔVAPS is equal to or greater than the learning deceleration lower limit STDDECL (determination is YES), this indicates that the gradual return operation of the accelerator pedal has stopped.

In this case, the process advances to step S1613 to learn the adjustment coefficient. Specifically, the map having the closest data is selected and saved from the current ship speed V, steering angle signal VSPS, currently selected adjustment coefficient map, and adjustment coefficient learning value EADJS. Alternatively, the two maps having the closest data may be selected, and the two maps to be interpolated and the interpolation distance may be determined and saved from the adjustment coefficients in use that exist between them. As examples of maps to be selected, maps of adjustment coefficients are shown in FIGS. 38, 39, and 40.

In step S1614, the learning permission flag STDPMf is cleared. Then, the learning start flag STDSTf is cleared. Then, the process ends in step S1619.

In step S1615, the adjustment coefficient learning value EADJS is cleared. Then, the process advances to step S1616.

In step S1616, it is determined whether the value of the accelerator position signal change amount ΔVAPS is larger than the learning deceleration upper limit STDDECH and smaller than the learning deceleration lower limit STDDECL. If the value of the accelerator position signal change amount ΔVAPS is greater than the learning deceleration upper limit STDDECH and smaller than the learning deceleration lower limit STDDECL (determination is YES), the process advances to step S1617. If the value of the accelerator position signal change amount ΔVAPS is not in the range greater than the learning deceleration upper limit STDDECH and smaller than the learning deceleration lower limit STDDECL (determination is NO), the process proceeds to step S1619 and ends. Here, the learning deceleration upper limit STDDECH may be set to -0.3V/5s, for example.

In step S1617, the adjustment coefficient learning value EADJS is added. In step S1618, a learning start flag STDSTf is set. Thereafter, the process ends in step S1619. Here, the addition speed of the adjustment coefficient learning value EADJS may be, for example, 1%/1 s.

<Adjustment coefficient calculation>
FIG. 37 is a flowchart of adjustment coefficient calculation by the target throttle opening calculation device according to the fourth embodiment. The process in FIG. 37 is the details of the process in step S232 in FIG.

37 differs only in that step S551 and step S552 are added before step S501 in FIG. 16 according to the first embodiment. Only the different parts will be explained here.

The process is started in step S550, and it is determined in step S551 whether the learning start flag STDSTf is set. If the learning start flag STDSTf is set (determination is YES), the process advances to step S552. In step S552, a value obtained by subtracting the adjustment coefficient learning value EADJS from the adjustment coefficient obtained from the ship speed V, the steering angle signal VSPS, and the currently selected adjustment coefficient map is stored as the adjustment coefficient EADJ. After that, the process advances to step S502.

If the learning start flag STDSTf is not set (determination is NO), the process advances to step S501. Similar to step S501 in FIG. 16, the adjustment coefficient EADJ is calculated using the map. The adjustment coefficient EADJ can be determined by interpolation from the data of the map shown in FIG. 12, etc., based on the values of the ship speed V and the steering angle signal VSPS.

As mentioned above, when the ship 11 is cruising under the conditions such as when the ship speed V is larger than the learning allowable ship speed VSTD and when the accelerator position signal VAPS is larger than the learning allowable accelerator position STDAP, when the ship 11 is cruising, When the operator continues to release the accelerator pedal to ensure turning performance after starting a turn, the adjustment coefficient learning value EADJS is subtracted from the adjustment coefficient of the outboard motor in the direction of the turn to reduce the propulsive force. At this time, when the operator stops releasing the accelerator pedal, the adjustment coefficient at that time is learned.

This makes it possible to select an adjustment coefficient map having adjustment coefficients that meet the requirements of the boat operator. Therefore, it is possible to realize comfortable boat maneuverability with less burden on the boat operator. When operating a ship with multiple outboard motors using a single set of steering handle and accelerator pedal, it is possible to change the propulsive force of each outboard motor and improve the turning performance of the ship.

Although this application describes various exemplary embodiments and examples, various features, aspects, and functions described in one or more embodiments may be applicable to a particular embodiment. The present invention is not limited to, and can be applied to the embodiments alone or in various combinations. Accordingly, countless variations not illustrated are envisioned within the scope of the technology disclosed herein. For example, this includes cases where at least one component is modified, added, or omitted, and cases where at least one component is extracted and combined with components of other embodiments.

Hereinafter, various aspects of the present disclosure will be collectively described as supplementary notes.

(Additional note 1)
a first outboard motor that is attached to one side of a longitudinal centerline of the vessel and provides propulsion to the vessel; and a second outboard motor that is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to and,
an accelerator position sensor that detects the amount of depression of an accelerator pedal that indicates the required propulsive force of the vessel;
a shift lever position sensor that detects the position of a shift lever that instructs the ship to move forward and backward;
a steering angle sensor that detects a steering angle of a steering wheel that indicates the steering direction of the vessel;
a speed sensor that detects the cruising speed of the vessel, and
An accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor. Based on this, a first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target of the second outboard motor is calculated. An outboard motor control device comprising: a target throttle opening calculation device that calculates a throttle opening and a second propulsion direction and transmits the calculated throttle opening to the second outboard motor.
(Additional note 2)
The target throttle opening calculation device calculates a basic target throttle opening based on the accelerator position signal, calculates a first adjustment coefficient and a second adjustment coefficient based on the steering angle signal and the speed signal, and calculates a first adjustment coefficient and a second adjustment coefficient based on the steering angle signal and the speed signal. The product of the basic target throttle opening and the first adjustment coefficient is the first target throttle opening, and the product of the basic target throttle opening and the second adjustment coefficient is the second target throttle opening. Outboard motor control device.
(Additional note 3)
The target throttle opening calculation device sets the first adjustment coefficient and the second adjustment coefficient to 1 when determining that the ship will proceed straight based on the steering angle signal, and sets the first adjustment coefficient and the second adjustment coefficient to 1 when the ship determines that the ship will proceed straight based on the steering angle signal. When it is determined that the ship will turn to one side, the first adjustment coefficient is set to less than 1 and the second adjustment coefficient is set to 1, and when it is determined that the ship turns to the other side based on the steering angle signal, the second adjustment coefficient is set to less than 1. The outboard motor control device according to appendix 2, wherein the coefficient is less than 1 and the first adjustment coefficient is 1.
(Additional note 4)
The target throttle opening calculation device controls the first outboard position when the speed signal is less than or equal to a predetermined speed and the steering angle signal indicates one side outside a predetermined steering angle range. The outboard motor control device according to any one of Supplementary Notes 1 to 3, which stops the outboard motor and stops the second outboard motor when the steering angle signal indicates the other side outside the steering angle range. .
(Additional note 5)
The target throttle opening calculation device has a predetermined state in which the speed signal is a predetermined speed or less and the steering angle signal indicates one side or the other side outside a predetermined steering angle range. determines whether the pivot turn mode is active for a certain period of time, notifies the driver of the pivot turn mode by voice or display, and operates either the first outboard motor or the second outboard motor. The outboard motor control device according to supplementary note 4, which stops the outboard motor.
(Appendix 6)
The target throttle opening calculation device is configured to calculate, when the speed signal is less than or equal to a predetermined second speed and the steering angle signal indicates one side outside a predetermined second steering angle range. The first propulsion direction is set as reverse, and the second propulsion direction is set as forward, and when the steering angle signal indicates the other side outside a predetermined second steering angle range, the first propulsion direction is set as forward. 6. The outboard motor control device according to any one of appendices 1 to 5, wherein the second propulsion direction is reverse.
(Appendix 7)
The target throttle opening calculation device is configured such that the speed signal is a predetermined second speed or less and the steering angle signal is on one side or the other side outside a predetermined second steering angle range. If the indicated state continues for a predetermined second time period, the spin turn mode is determined, the spin turn mode is notified to the driver by voice or display, and the first propulsion direction and the second propulsion direction are determined. The outboard motor control device according to appendix 6, wherein the outboard motor control device is configured to reverse the settings.
(Additional note 8)
The target throttle opening calculation device is configured to operate after it is determined that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal when the accelerator position signal is larger than a predetermined depression amount. , the outboard motor control device according to any one of appendices 1 to 7, which reduces the target throttle opening degree of the outboard motor in the turning direction in response to a reduction in the accelerator position signal.
(Appendix 9)
The target throttle opening calculation device determines that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal when the speed signal is greater than a predetermined third speed. 9. The outboard motor control device according to any one of appendices 1 to 8, wherein the outboard motor control device reduces the target throttle opening degree of the outboard motor on the turning direction side in response to a reduction in the accelerator position signal.
(Additional note 10)
The target throttle opening calculation device is configured to control the outboard motor in the turning direction in response to a decrease in the accelerator position signal after it is determined that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal. and when the amount of change in the accelerator position signal becomes equal to or less than a predetermined amount of change, the target throttle opening of the outboard motor in the turning direction is changed to the steering angle signal at that time. and the outboard motor control device according to appendix 8 or 9, which learns in association with the speed signal.
(Appendix 11)
The target throttle opening calculation device has a plurality of maps in which the target throttle opening is associated with the steering angle signal and the speed signal, and selects a map having a value closest to the learned value to perform turning. 10.
(Appendix 12)
An outboard motor control device that is attached to a ship and gives instructions for a target throttle opening and forward or reverse propulsion direction to three or more outboard motors that provide propulsion to the ship,
The target throttle opening calculation device calculates a target throttle opening and a propulsion direction for each outboard motor based on the accelerator position signal, the shift lever position signal, the steering angle signal, and the speed signal. , the outboard motor control device according to any one of appendices 1 to 11, which transmits the target throttle opening degree and the propulsion direction to the outboard motor.
(Appendix 13)
The target throttle opening calculation device is configured such that the speed signal is a predetermined second speed or less and the steering angle signal is on one side or the other side outside a predetermined second steering angle range. The spin turn mode is determined when the indicated state continues for a predetermined second time period, and if the steering angle signal indicates one side outside the predetermined second steering angle range, the spin turn mode of the vessel is determined. The propulsion direction of the outboard motor attached to one side of the center line in the longitudinal direction is set to reverse, and the propulsion direction of the outboard motor attached to the other side of the center line is set to forward, and further, the propulsion direction of the outboard motor attached to the other side of the center line is set to forward. If the outboard motor is installed at the centerline position, the outboard motor is instructed to stop, and if the steering angle signal indicates the other side outside the predetermined second steering angle range, the outboard motor is directed in the longitudinal direction of the vessel. The propulsion direction of the outboard motor attached to one side of the center line of the vessel is forward, and the propulsion direction of the outboard motor attached to the other side of the center line is set to reverse, and The outboard motor control device according to appendix 12, which instructs to stop the outboard motor when the outboard motor is attached to the position.

10 Target throttle opening calculation device, 11 Ship, 20, 30 Engine control device, 21, 31, 41 Outboard motor, 101 Shift lever, 102 Shift lever position sensor, 200 Accelerator pedal, 201 Accelerator position sensor, 300 Steering handle, 301 Steering angle sensor, 400 Gauge, 500 Outboard motor control device

The outboard motor control device disclosed in this application includes:
A first outboard motor is attached to one side of the longitudinal centerline of the vessel and provides propulsion to the vessel, and a second outboard motor is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to the outboard motor,
An accelerator position sensor that detects the amount of accelerator pedal depression that indicates the vessel's required propulsion force;
A shift lever position sensor that detects the position of the shift lever that directs the ship to move forward or backward;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of a ship;
a speed sensor that detects the cruising speed of the vessel, and
Based on the accelerator position signal detected by the accelerator position sensor, the shift lever position signal detected by the shift lever position sensor, the steering angle signal detected by the steering angle sensor, and the speed signal detected by the speed sensor, A first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target throttle opening and a second propulsion direction of the second outboard motor are calculated. An outboard motor control device including a target throttle opening calculation device that calculates a direction and transmits the calculated direction to a second outboard motor ,
The target throttle opening calculation device maintains a state in which the speed signal is equal to or lower than a predetermined speed and the steering angle signal indicates one side outside a predetermined steering angle range for a first predetermined period of time. If the steering angle signal indicates the other side outside the steering angle range, the second outboard motor is stopped;
The target throttle opening calculation device performs a pivot turn when the speed signal is below a predetermined speed and the steering angle signal indicates one side or the other side outside the steering angle range for a first period of time. The system determines the mode and notifies the driver of the pivot turn mode by voice or display.
Further, the outboard motor control device disclosed in the present application includes:
a first outboard motor that is attached to one side of a longitudinal centerline of the vessel and provides propulsion to the vessel; and a second outboard motor that is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to and,
an accelerator position sensor that detects the amount of depression of an accelerator pedal that indicates the required propulsive force of the vessel;
a shift lever position sensor that detects the position of a shift lever that instructs the ship to move forward and backward;
a steering angle sensor that detects a steering angle of a steering wheel that indicates the steering direction of the vessel;
a speed sensor that detects the cruising speed of the vessel, and
An accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor. Based on this, a first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target of the second outboard motor is calculated. An outboard motor control device comprising a target throttle opening calculation device that calculates a throttle opening and a second propulsion direction and transmits the calculated throttle opening to the second outboard motor,
The target throttle opening calculation device is configured to control a state in which the speed signal is equal to or lower than a predetermined second speed and the steering angle signal indicates one side outside a predetermined second steering angle range. If it continues for a predetermined second period of time, the first propulsion direction is set to reverse, the second propulsion direction is set to forward, and the steering angle signal indicates the other side outside the second steering angle range. If the state continues for the second period of time, the first propulsion direction is set as forward movement, and the second propulsion direction is set as reverse movement;
The target throttle opening calculation device is configured to control the second steering angle when the speed signal is equal to or lower than the second speed and the steering angle signal indicates one side or the other side outside the second steering angle range. If the spin-turn mode continues for a period of
Further, the outboard motor control device disclosed in the present application includes:
A first outboard motor is attached to one side of the longitudinal centerline of the vessel and provides propulsion to the vessel, and a second outboard motor is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to the outboard motor,
An accelerator position sensor that detects the amount of accelerator pedal depression that indicates the vessel's required propulsion force;
A shift lever position sensor that detects the position of the shift lever that directs the ship to move forward or backward;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of a ship;
a speed sensor that detects the cruising speed of the vessel, and
Based on the accelerator position signal detected by the accelerator position sensor, the shift lever position signal detected by the shift lever position sensor, the steering angle signal detected by the steering angle sensor, and the speed signal detected by the speed sensor, A first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target throttle opening and a second propulsion direction of the second outboard motor are calculated. An outboard motor control device including a target throttle opening calculation device that calculates a direction and transmits the calculated direction to a second outboard motor,
When the accelerator position signal is larger than a predetermined depression amount, the target throttle opening calculation device calculates the accelerator position signal after it is determined that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal. The target throttle opening of the outboard motor on the side in the turning direction is lowered by an amount corresponding to the decrease in the target throttle opening of the outboard motor on the side opposite to the turning direction.
Further, the outboard motor control device disclosed in the present application includes:
A first outboard motor is attached to one side of the longitudinal centerline of the vessel and provides propulsion to the vessel, and a second outboard motor is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to the outboard motor,
An accelerator position sensor that detects the amount of accelerator pedal depression that indicates the vessel's required propulsion force;
A shift lever position sensor that detects the position of the shift lever that directs the ship to move forward or backward;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of a ship;
a speed sensor that detects the cruising speed of the vessel, and
Based on the accelerator position signal detected by the accelerator position sensor, the shift lever position signal detected by the shift lever position sensor, the steering angle signal detected by the steering angle sensor, and the speed signal detected by the speed sensor, A first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target throttle opening and a second propulsion direction of the second outboard motor are calculated. An outboard motor control device including a target throttle opening calculation device that calculates a direction and transmits the calculated direction to a second outboard motor,
The target throttle opening calculation device determines the accelerator position after determining that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal when the speed signal is greater than a predetermined third speed. In response to a decrease in the signal, the amount by which the target throttle opening degree of the outboard motor on the side in the turning direction is lowered from the target throttle opening degree of the outboard motor on the side opposite to the turning direction is increased.
Further, the outboard motor control device disclosed in the present application includes:
A first outboard motor is attached to one side of the longitudinal centerline of the vessel and provides propulsion to the vessel, and a second outboard motor is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to the outboard motor,
An accelerator position sensor that detects the amount of accelerator pedal depression that indicates the vessel's required propulsion force;
A shift lever position sensor that detects the position of the shift lever that directs the ship to move forward or backward;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of a ship;
a speed sensor that detects the cruising speed of the vessel, and
Based on the accelerator position signal detected by the accelerator position sensor, the shift lever position signal detected by the shift lever position sensor, the steering angle signal detected by the steering angle sensor, and the speed signal detected by the speed sensor, A first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target throttle opening and a second propulsion direction of the second outboard motor are calculated. An outboard motor control device including a target throttle opening calculation device that calculates a direction and transmits the calculated direction to a second outboard motor,
The outboard motor control device is installed on a boat, and gives instructions on a target throttle opening and forward or reverse propulsion direction to three or more outboard motors that provide propulsion to the boat, respectively.
The target throttle opening calculation device calculates the target throttle opening and propulsion direction for each outboard motor based on the accelerator position signal, shift lever position signal, steering angle signal, and speed signal, and calculates the target throttle opening and propulsion direction for each outboard motor. Transmits throttle opening and propulsion direction,
The target throttle opening calculation device is configured to detect a state in which the speed signal is less than or equal to a predetermined second speed and the steering angle signal indicates one side or the other side outside the predetermined second steering angle range. If the steering angle signal continues for a predetermined second time period, the spin turn mode is determined, and if the steering angle signal indicates one side outside the predetermined second steering angle range, the spin turn mode is determined. A boat in which the outboard motor attached to one side of the boat is propelled in reverse, and the outboard motor attached to the other side of the centerline is propelled forward, and the outboard motor is attached to the longitudinal centerline of the boat. If there is an outboard engine, the outboard motor installed on one side of the longitudinal centerline of the vessel is used to instruct the outboard motor to stop, and if the steering angle signal indicates the other side outside the predetermined second steering angle range, the outboard engine is The propulsion direction of the boat should be forward, and the propulsion direction of the outboard motor attached to the other side of the centerline should be reverse, and if there is an outboard motor attached to the longitudinal centerline of the boat, the outboard motor should be stopped. It gives instructions.

Claims (13)

a first outboard motor that is attached to one side of a longitudinal centerline of the vessel and provides propulsion to the vessel; and a second outboard motor that is attached to the other side of the centerline and provides propulsion to the vessel. An outboard motor control device that transmits a target throttle opening and forward or reverse propulsion direction instructions to and,
an accelerator position sensor that detects the amount of depression of an accelerator pedal that indicates the required propulsive force of the vessel;
a shift lever position sensor that detects the position of a shift lever that instructs the ship to move forward and backward;
a steering angle sensor that detects a steering angle of a steering wheel that indicates the steering direction of the vessel;
a speed sensor that detects the cruising speed of the vessel, and
An accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor. Based on this, a first target throttle opening and a first propulsion direction of the first outboard motor are calculated and transmitted to the first outboard motor, and a second target of the second outboard motor is calculated. An outboard motor control device comprising: a target throttle opening calculation device that calculates a throttle opening and a second propulsion direction and transmits the calculated throttle opening to the second outboard motor. The target throttle opening calculation device calculates a basic target throttle opening based on the accelerator position signal, calculates a first adjustment coefficient and a second adjustment coefficient based on the steering angle signal and the speed signal, and calculates a first adjustment coefficient and a second adjustment coefficient based on the steering angle signal and the speed signal. 2. The product of the basic target throttle opening and the first adjustment coefficient is the first target throttle opening, and the product of the basic target throttle opening and the second adjustment coefficient is the second target throttle opening. outboard motor control system. The target throttle opening calculation device sets the first adjustment coefficient and the second adjustment coefficient to 1 when determining that the ship will proceed straight based on the steering angle signal, and sets the first adjustment coefficient and the second adjustment coefficient to 1 when the ship determines that the ship will proceed straight based on the steering angle signal. When it is determined that the ship will turn to one side, the first adjustment coefficient is set to less than 1 and the second adjustment coefficient is set to 1, and when it is determined that the ship turns to the other side based on the steering angle signal, the second adjustment coefficient is set to less than 1. The outboard motor control device according to claim 2, wherein the coefficient is less than 1 and the first adjustment coefficient is 1. The target throttle opening calculation device controls the first outboard position when the speed signal is less than or equal to a predetermined speed and the steering angle signal indicates one side outside a predetermined steering angle range. 2. The outboard motor control device according to claim 1, wherein the outboard motor control device stops the second outboard motor when the steering angle signal indicates the other side outside the steering angle range. The target throttle opening calculation device has a predetermined state in which the speed signal is a predetermined speed or less and the steering angle signal indicates one side or the other side outside a predetermined steering angle range. determines whether the pivot turn mode is active for a certain period of time, notifies the driver of the pivot turn mode by voice or display, and operates either the first outboard motor or the second outboard motor. The outboard motor control device according to claim 4, which stops the outboard motor control device. The target throttle opening calculation device is configured to calculate, when the speed signal is less than or equal to a predetermined second speed and the steering angle signal indicates one side outside a predetermined second steering angle range. The first propulsion direction is set as reverse, and the second propulsion direction is set as forward, and when the steering angle signal indicates the other side outside a predetermined second steering angle range, the first propulsion direction is set as forward. The outboard motor control device according to claim 1, wherein the second propulsion direction is reverse. The target throttle opening calculation device is configured such that the speed signal is a predetermined second speed or less and the steering angle signal is on one side or the other side outside a predetermined second steering angle range. If the indicated state continues for a predetermined second time period, the spin turn mode is determined, the spin turn mode is notified to the driver by voice or display, and the first propulsion direction and the second propulsion direction are determined. 7. The outboard motor control device according to claim 6, wherein the outboard motor control device is configured to reverse the settings. The target throttle opening calculation device is configured to operate after it is determined that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal when the accelerator position signal is larger than a predetermined depression amount. 2. The outboard motor control device according to claim 1, wherein the target throttle opening of the outboard motor in the turning direction is reduced in response to a reduction in the accelerator position signal. The target throttle opening calculation device determines that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal when the speed signal is greater than a predetermined third speed. 2. The outboard motor control device according to claim 1, wherein the target throttle opening degree of the outboard motor in the turning direction is subsequently reduced in response to a reduction in the accelerator position signal. The target throttle opening calculation device is configured to control the outboard motor in the turning direction in response to a decrease in the accelerator position signal after it is determined that the traveling direction of the vessel has been changed from straight ahead to turning based on the steering angle signal. and when the amount of change in the accelerator position signal becomes equal to or less than a predetermined amount of change, the target throttle opening of the outboard motor in the turning direction is changed to the steering angle signal at that time. The outboard motor control device according to claim 8, wherein the outboard motor control device learns in association with the speed signal. The target throttle opening calculation device has a plurality of maps in which the target throttle opening is associated with the steering angle signal and the speed signal, and selects a map having a value closest to the learned value to perform turning. 11. The outboard motor control device according to claim 10, which is used for time-based operation. An outboard motor control device that is attached to a ship and gives instructions for a target throttle opening and forward or reverse propulsion direction to three or more outboard motors that provide propulsion to the ship,
The target throttle opening calculation device calculates a target throttle opening and a propulsion direction for each outboard motor based on the accelerator position signal, the shift lever position signal, the steering angle signal, and the speed signal. 2. The outboard motor control device according to claim 1, wherein the target throttle opening and the propulsion direction are transmitted to the outboard motor. The target throttle opening calculation device is configured such that the speed signal is a predetermined second speed or less and the steering angle signal is on one side or the other side outside a predetermined second steering angle range. The spin turn mode is determined when the indicated state continues for a predetermined second time period, and if the steering angle signal indicates one side outside the predetermined second steering angle range, the spin turn mode of the vessel is determined. The propulsion direction of the outboard motor attached to one side of the center line in the longitudinal direction is set to reverse, and the propulsion direction of the outboard motor attached to the other side of the center line is set to forward, and further, the propulsion direction of the outboard motor attached to the other side of the center line is set to forward. If the outboard motor is installed at the centerline position, the outboard motor is instructed to stop, and if the steering angle signal indicates the other side outside the predetermined second steering angle range, the outboard motor is directed in the longitudinal direction of the vessel. The propulsion direction of the outboard motor attached to one side of the center line of the vessel is forward, and the propulsion direction of the outboard motor attached to the other side of the center line is set to reverse, and The outboard motor control device according to claim 12, wherein the outboard motor control device instructs to stop the outboard motor when the outboard motor is attached to the position.

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