JP4707362B2 - Propulsive force control device, ship maneuvering support system and ship equipped with the same, and propulsive force control method - Google Patents

Description

  The present invention relates to a propulsion force control device applied to a ship equipped with a propulsion device, a marine vessel maneuvering support system and a ship provided with the same, and a propulsion force control method.

Conventionally, a propulsion device having an air assist type engine and a multi-stage gear has been used in order to make a small vessel such as a boat sail at a very low speed. Extremely low speed traveling is necessary for trolling and berthing / arriving. However, the propulsion unit as described above is not widely adopted because of its complicated structure and high cost.

On the other hand, Patent Document 1 discloses a technique for controlling a hydraulic clutch of a ship engine, and discloses a configuration in which a multi-plate clutch is alternately controlled between a half-clutch state and a direct-coupled state to obtain a desired trolling speed. ing.
However, since the clutch plate slips in the half-clutch state, it is difficult to accurately control the propulsive force even if the rotational speed of the drive shaft preceding the clutch is detected. That is, in order to accurately control the propulsive force with the configuration of Patent Document 1, it is necessary to detect and feed back the rotational speed of the propeller shaft subsequent to the clutch.

Further, in an outboard motor that is a kind of propulsion device, a dog clutch has been conventionally employed. In the case of a dog clutch, the half-clutch state does not exist, and it is either a connected state or a disconnected state. Therefore, the only way to reduce the trolling speed is to reduce the engine speed. However, since the engine rotational speed cannot be less than the idling rotational speed, trolling at an extremely low speed is impossible.
Japanese Patent Publication No. 06-68292

SUMMARY OF THE INVENTION An object of the present invention is to provide a propulsive force control apparatus suitable for extremely low speed cruise control of a ship, and a marine vessel maneuvering support system and a ship using the propulsive force control apparatus.
Another object of the present invention is to provide a propulsive force control method suitable for extremely low speed cruise control of a ship.

In order to achieve the above object, a propulsive force control device according to claim 1 is attached to a hull of a ship, and includes a prime mover, a propulsion force generating member that obtains a rotational force from the prime mover and generates a propulsion force, and the prime mover. A clutch including a dog clutch that can be switched between a coupled state for transmitting rotational force to the propulsive force generating member and an interrupted state (neutral state) for interrupting transmission of rotational force from the prime mover to the propulsive force generating member. A propulsive force control device for controlling a propulsion device including a mechanism and a clutch actuating device that operates the clutch mechanism, the target rotation speed acquiring means for acquiring the target rotation speed of the prime mover, and the target rotation speed a rotational speed comparing means for comparing the target rotational speed obtained by the obtaining means with a predetermined lower limit value, based on the comparison result by the pre Machinery rolling speed comparison means, said A prime mover control means for driving the prime mover at a predetermined reference rotational speed (for example, it may be equal to the lower limit value) when the target rotational speed is smaller than the lower limit value; and the target rotational speed acquisition means Clutch control means for controlling the clutch actuating device based on the target rotational speed obtained by the step, wherein the clutch control means has the target rotational speed at the lower limit based on a comparison result by the rotational speed comparison means. The clutch mechanism is held in the engaged state when the value is equal to or greater than the value, and when the target rotational speed is smaller than the lower limit value, intermittent engagement control for intermittently engaging the clutch mechanism can be executed. And the clutch control means determines the maintenance time of the coupled state during a predetermined control cycle by the target rotational speed acquisition means. The coupling maintenance time calculating means determined according to the obtained target rotational speed, and the clutch mechanism is in a coupling state during the maintenance time calculated by the coupling maintenance time calculating means, and the remaining period in the control cycle is as the clutch mechanism to the cut-off state, and a discontinuous binding control means for switching the clutch mechanism alternately between the blocking state and the coupling state, the coupling maintenance time calculation means, before Kikai rolling speed comparison means Based on the comparison result by the above, when the target rotational speed is smaller than the lower limit value, the propulsive force equivalent to the propulsive force that should be obtained when rotating the prime mover at the target rotational speed is obtained. A maintenance time for maintaining the clutch mechanism in the engaged state is calculated.

According to this configuration, the clutch operating device is controlled according to the target propulsive force, whereby the clutch mechanism is switched between the coupled state and the disconnected state. Since the clutch mechanism transmits the rotation of the prime mover to the propulsive force generating member with substantially no slip by the dog clutch , the propulsive force can be accurately controlled by controlling the clutch mechanism. Further, by switching between a state in which the propulsive force generating member rotates and a state in which the propulsive force generating member does not rotate, a weak propulsive force can be generated, and the ship can travel at an extremely low speed. This facilitates trolling and berthing / arrival.
In the present invention, the intermittent coupling control is executed when the target rotational speed of the prime mover is less than the lower limit value. That is, if the target rotational speed is equal to or higher than the lower limit value, the propulsive force can be controlled by controlling the rotational speed of the prime mover. Further, when the target rotational speed is less than or equal to the lower limit value, for example, if the rotational speed of the prime mover is kept at a constant value and the clutch mechanism is intermittently engaged, a weak propulsive force corresponding to the target rotational speed is obtained. Can be generated.

The prime mover may be an engine (internal combustion engine), an electric motor, or other prime movers.
The ship may be relatively small, such as a cruiser, fishing boat, water jet, watercraft.
The propulsion device may be in any form of an outboard motor (outboard motor), an inboard / outboard motor (stern drive, inboard motor / outboard drive), an inboard motor (inboard motor), and a water jet drive. The outboard motor has a propulsion unit including a prime mover and a propulsion force generation member (propeller) outside the ship, and is further provided with a steering mechanism that rotates the entire propulsion unit in the horizontal direction with respect to the hull. . The inboard / outboard motor is a motor in which a prime mover is disposed inside the ship and a drive unit including a propulsion force generating member and a steering mechanism is disposed outside the ship. The inboard motor has a configuration in which both the prime mover and the drive unit are built in the hull, and the propeller shaft extends out of the ship from the drive unit. In this case, a steering mechanism is provided separately. The water jet drive obtains propulsive force by accelerating water sucked from the bottom of the ship with a pump and injecting it from an injection nozzle at the stern. In this case, the steering mechanism includes an injection nozzle and a mechanism that rotates the injection nozzle along a horizontal plane.

請 Motomeko to 2, as described in the coupling maintenance time calculating means, the target rotational speed Na, the reference rotational speed Nb, the control period S, the coupling state maintenance time of the clutch mechanism s In this case, the combined state maintaining time s may be calculated according to the following equation.
s = (Na / Nb) · S
That is, a calculation result (Nb × (s / S)) obtained by multiplying the reference rotation speed Nb by the combined state maintaining time s divided by the control cycle S is equal to the target rotation speed Na. It is preferable to calculate the combined state maintaining time s. A calculation result (S−s) obtained by subtracting the coupling state maintaining time s from the control cycle S is a time for maintaining the clutch mechanism in the disengaged state (neutral state).

As described in claim 3 , the reference rotation speed may be set equal to the lower limit value. Thereby, while the rotational speed of the prime mover is fixed to the lower limit value, extremely low speed traveling is enabled by performing intermittent coupling control of the clutch mechanism. Moreover, energy saving can also be achieved by setting the rotational speed of the prime mover to the lower limit.
According to a fourth aspect of the present invention, when the ship includes a plurality of the propulsion devices attached to the hull, the clutch control means intermittently connects the clutch mechanism. A plurality of clutch actuating devices respectively provided in the plurality of propulsion devices so that the switching timings of coupling / disconnection of the plurality of clutch mechanisms respectively provided in the plurality of propulsion devices are synchronized during the intermittent coupling control to be performed It is preferable to control the above.

According to this configuration, since the propulsive force is generated from the plurality of propulsion devices in synchronization, the rider does not feel uncomfortable or the passenger feels uncomfortable, and the riding comfort can be improved. .
In addition, as described in claim 5 , it is preferable that a prime mover state determination unit that determines whether the prime mover is in an operating state or a stopped state is further provided. In this case, when the prime mover state determining means determines that the prime mover is in a stopped state, the clutch control means performs intermittent engagement control for intermittently engaging the clutch mechanism. In response, the intermittent coupling control is interrupted, and after that, when the prime mover state determining means determines that the prime mover is in an operating state, the interrupted intermittent coupling control is resumed in response thereto. Preferably there is.

According to this configuration, when the prime mover stops during the intermittent coupling control, the intermittent coupling control can be stopped, and when the prime mover returns to the operating state, the intermittent coupling control can be resumed quickly.
Further, as described in claim 6 , when the ship includes a plurality of the propulsion devices attached to the hull, the prime mover state determination means is provided for each of the plurality of propulsion devices. Determining whether the plurality of prime movers provided is in an operating state or a stopped state, and the clutch control means is performing intermittent coupling control for a plurality of clutch mechanisms respectively provided in the plurality of propulsion units, If any one of the plurality of prime movers is determined to be stopped by the prime mover state determination means, the intermittent coupling control for all of the plurality of clutch mechanisms may be interrupted in response thereto. preferable.

As a result, when any one of the plurality of propulsion devices is stopped, the balance of the propulsive force is lost, and the hull moves in an undesired direction or an undesired rotation occurs in the hull. Can be prevented.
Furthermore, as described in claim 7 , it is preferable that a restart control means for restarting the prime mover determined to be stopped by the prime mover state determination means is further provided. Thereby, the prime mover can be quickly returned to the operating state.

As described in claim 8 , the clutch mechanism transmits a rotational force from the prime mover so that the propulsive force generating member advances the hull forward, and a rotational force from the prime mover. It is preferable that the propulsive force generating member can be switched between a reverse coupling state where the propulsion member transmits the hull so as to move backward and a shut-off state where the rotational force from the prime mover is not transmitted to the propulsive force generator member.

In this case, in the intermittent coupling control, the forward coupling state and the cutoff state are alternately switched or the reverse coupling state and the cutoff state are alternately switched according to a desired propulsive force direction.
Maneuvering assistance system of the present invention, the target propulsive force input operation unit for inputting a target driving force corresponding to the target rotational speed that is acquired by the target rotational speed acquiring unit, according to any one of claims 1 to 8 And a propulsive force control device (claim 9) .

According to this configuration, it is possible to easily travel at an extremely low speed by inputting the target propulsive force.
The ship of the present invention includes a hull, a motor attached to the hull, a motor, a propulsion generating member that generates a propulsive force by obtaining a rotational force from the motor, and a rotational force from the motor to the propulsive force generating member. a coupling state of transmitting, capable of switching to the blocking state for blocking the transmission of the rotational force to the driving force generating member from the prime mover, a clutch mechanism includes a dog clutch, and a clutch actuator for actuating the clutch mechanism And a marine vessel maneuvering support system according to claim 9 . According to this configuration, even an unfamiliar ship operator can easily travel at an extremely low speed.

According to a propulsive force control method of the present invention, as set forth in claim 11 , the motor is attached to the hull of a ship, and a motor, a propulsive force generating member that generates a propulsive force by obtaining a rotational force from the motor, and the motor said to propulsive force generating member and the coupling state of transmitting the rotational force, which can be switched between cut-off state in which the transmission of the rotational force to the driving force generating member from the prime mover, a clutch mechanism including a dog clutch, and A method for controlling a propulsion device having a clutch operating device that operates the clutch mechanism, the target rotational speed acquiring step for acquiring a target rotational speed of the prime mover, and the acquired target rotational speed being a predetermined value A step of comparing with a lower limit value, and a prime mover control for driving the prime mover at a predetermined reference rotational speed when the target rotational speed is smaller than the lower limit value Step and, based on the target rotational speed obtained by the target rotational speed acquisition step, the saw including a clutch control step of controlling the clutch actuator, the clutch control step, the target rotational speed is equal to or larger than the lower limit value And holding the clutch mechanism in the engaged state when the target rotational speed is smaller than the lower limit value, and performing intermittent engagement control for intermittently engaging the clutch mechanism, The clutch control step further includes a coupling maintenance time calculation step for determining a maintenance time of the coupling state during a predetermined control period according to the target rotation speed acquired by the target rotation speed acquisition step, and the coupling maintenance time calculation step. The clutch mechanism is kept engaged during the maintenance time calculated by the A remaining period in the control cycle includes an intermittent coupling control step of performing the intermittent control in which the clutch mechanism is alternately switched between the coupled state and the disconnected state so that the clutch mechanism is in a disconnected state; In the coupling maintenance time calculation step, when the target rotational speed is smaller than the lower limit value, a propulsive force equivalent to the propulsive force that should be obtained when the prime mover is rotated at the target rotational speed is obtained. calculating a holding time for maintaining the clutch mechanism in binding condition characterized by containing Mukoto.

By this method, the propulsive force can be accurately controlled by controlling the clutch mechanism, and the ship can be easily navigated at a very low speed .

Further, it is possible to perform intermittent coupling control that generates a weak driving force corresponding to the target rotational speed lower than the lower limit value, the ship can cause very low speed cruising.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a conceptual diagram for explaining the configuration of a ship 1 according to an embodiment of the present invention. The ship 1 is a relatively small ship such as a cruiser or a boat, and a pair of outboard motors 11 and 12 are attached to the stern (transom) 3 of the hull 2. The pair of outboard motors 11 and 12 are attached to positions that are symmetrical with respect to a center line 5 that passes through the stern 3 and the bow 4 of the hull 2. That is, one outboard motor 11 is attached to the port rear portion of the hull 2, and the other outboard motor 12 is attached to the starboard rear portion of the hull 2. Therefore, in the following, when these outboard motors are distinguished, they are referred to as “portside outboard motor 11” and “starboard outboard motor 12”, respectively. The portside outboard motor 11 and the starboard outboard motor 12 incorporate electronic control units 13 and 14 (hereinafter referred to as “outboard motor ECU 13” and “outboard motor ECU 14”), respectively.

  The hull 2 is provided with a console 6 for maneuvering. The console 6 includes, for example, a steering operation unit 7 for steering operation, a throttle operation unit 8 for operating outputs of the outboard motors 11 and 12, and a constant turning angular velocity (turning speed. And a lateral movement operation unit 10 (target synthetic propulsion force acquisition means, target movement angle acquisition means) for lateral movement while holding (zero). The steering operation unit 7 includes a steering wheel 7a as an operation member. The throttle operation unit 8 includes throttle levers 8a and 8b corresponding to the port outboard motor 11 and the starboard outboard motor 12, respectively. Further, in this embodiment, the lateral movement operation unit 10 is configured by a joystick type input device, and an almost upright operation lever 10a (also serves as a target thrust force input operation unit and a target movement angle input operation unit). The turning lever 10a has a turning speed adjustment knob 10b (target angular velocity input operation portion) that is rotatably provided on the head of the operation lever 10a.

  The amount of operation of the operation units 7, 8, and 10 provided on the console 6 is, for example, via a LAN (local area network; hereinafter referred to as “inboard LAN”) arranged in the hull 2. It is input to the cruise control device 20 as an electrical signal. The cruise control device 20 is an electronic control unit (ECU) including a microcomputer, and has a function as a propulsion force control device for controlling the propulsion force and a function as a steering control device for steering control. ing. An angular velocity signal output from the yaw rate sensor 9 (angular velocity detection means) for detecting the angular velocity (yaw rate, turning speed) of the hull 2 is also input to the cruise control device 20 via the inboard LAN. It has become.

The cruise control device 20 further communicates with the outboard motor ECUs 13 and 14 via the inboard LAN. More specifically, the cruise control device 20 includes the engine speeds (rotational speeds) NL and NR of the outboard motors 11 and 12 and the outboard motors 11 and 12 from the outboard motor ECUs 13 and 14. Steering angles φL and φR, which are directions of In addition, the cruise control device 20 controls the outboard motor ECUs 13 and 14 with target steering angles φL _t and φR _t (subscript “t” represents a target value. The same applies hereinafter), target throttle opening, target Data indicating the shift position (forward, neutral, reverse) and the target trim angle are provided.

  In this embodiment, the cruise control device 20 corresponds to the normal cruise mode in which the outboard motors 11 and 12 are controlled in accordance with the operation of the steering operation unit 7 and the throttle operation unit 8 and the operation of the lateral movement operation unit 10. Thus, the control mode is switched to the lateral movement mode for controlling the outboard motors 11 and 12. Specifically, the traveling control device 20 enters the normal traveling mode when an input from the steering operation unit 7 or the throttle operation unit 8 is detected, and the lateral movement mode when the operation of the lateral movement operation unit 10 is detected. It becomes.

  In the normal cruise mode, the cruise control device 20 controls the steering angles φL and φR of the outboard motors 11 and 12 to be equal to each other in accordance with the operation of the steering wheel 7a. That is, the outboard motors 11 and 12 generate a propulsive force in directions parallel to each other. In the normal sailing mode, the sailing control device 20 determines the target throttle opening and the target shift position for the outboard motors 11 and 12 according to the operation amount and the operation direction of the throttle levers 8a and 8b. The throttle levers 8a and 8b can be tilted forward and backward, respectively. When the marine vessel operator tilts the throttle lever 8a forward from the neutral position by a certain amount, the cruise control device 20 sets the target shift position of the port outboard motor 11 as the forward movement position. When the boat operator further tilts the throttle lever 8a forward, the cruise control device 20 sets the target throttle opening of the port outboard motor 11 according to the amount of operation. On the other hand, when the marine vessel operator tilts the throttle lever 8a backward by a certain amount, the cruise control device 20 sets the target shift position of the port outboard motor 11 as the reverse drive position. When the boat operator further tilts the throttle lever 8a backward, the cruise control device 20 sets the target throttle opening of the port outboard motor 11 according to the amount of operation. Similarly, the cruise control device 20 sets the target shift position and the target throttle opening of the starboard outboard motor 12 in accordance with the operation of the throttle lever 8b.

The head portions of the throttle levers 8a and 8b are bent in directions close to each other to form a substantially horizontal gripping portion. As a result, the operator can control the outputs of the outboard motors 11 and 12 while operating the throttle levers 8a and 8b at the same time to keep the throttle openings of the left and right outboard motors 11 and 12 substantially equal. .
In the lateral movement mode, the cruise control device 20 sets the target steering angles φL _t , φR _t , the target shift position, and the target throttle opening of the left and right outboard motors 11 and 12 according to the operation of the lateral movement operation unit 10. Set. The control in the lateral movement mode will be described in detail later.

  FIG. 2 is a schematic sectional view for explaining a common configuration of the outboard motors 11 and 12. The outboard motors 11 and 12 have a propulsion unit 30 as a propulsion unit and an attachment mechanism 31 for attaching the propulsion unit 30 to the hull 2. The attachment mechanism 31 includes a clamp bracket 32 that is detachably fixed to the rear plate of the hull 2, and a swivel bracket 34 that is rotatably coupled to the clamp bracket 32 about a tilt shaft 33 as a horizontal rotation shaft. It has. The propulsion unit 30 is attached to the swivel bracket 34 so as to be rotatable around the steering shaft 35. Thereby, the steering angle (the azimuth angle formed by the direction of the propulsive force with respect to the center line of the hull 2) can be changed by rotating the propulsion unit 30 around the steering shaft 35. Further, the trim angle of the propulsion unit 30 (the angle formed by the propulsive force with respect to the horizontal plane) can be changed by rotating the swivel bracket 34 around the tilt shaft 33.

  The housing of the propulsion unit 30 includes a top cowling 36, an upper case 37, and a lower case 38. In the top cowling 36, an engine 39 as a drive source is installed such that the axis of the crankshaft is in the vertical direction. A power transmission drive shaft 41 connected to the lower end of the crankshaft of the engine 39 extends in the vertical direction into the lower case 38 through the upper case 37.

A propeller 40 serving as a propulsive force generating member is rotatably mounted on the lower rear side of the lower case 38. In the lower case 38, a propeller shaft 42 which is a rotation shaft of the propeller 40 is passed in the horizontal direction. The rotation of the drive shaft 41 is transmitted to the propeller shaft 42 via a shift mechanism 43 as a clutch mechanism.
The shift mechanism 43 includes a drive gear 43a composed of a bevel gear fixed to the lower end of the drive shaft 41, a forward gear 43b composed of a bevel gear rotatably disposed on the propeller shaft 42, and also pivots on the propeller shaft 42. It has the reverse gear 43c which consists of the bevel gear arrange | positioned freely, and the dog clutch 43d arrange | positioned between the forward gear 43b and the reverse gear 43c.

The forward gear 43b meshes with the drive gear 43a from the front side, and the reverse gear 43c meshes with the drive gear 43a from the rear side. Therefore, the forward gear 43b and the reverse gear 43c are rotated in opposite directions.
On the other hand, the dog clutch 43 d is splined to the propeller shaft 42. That is, the dog clutch 43 d is slidable in the axial direction with respect to the propeller shaft 42, but cannot rotate relative to the propeller shaft 42, and rotates together with the propeller shaft 42.

  The dog clutch 43d is slid on the propeller shaft 42 by the rotation around the axis of the shift rod 44 extending in the vertical direction in parallel with the drive shaft 41. As a result, the dog clutch 43d is shifted to any one of the forward position coupled to the forward gear 43b, the reverse position coupled to the reverse gear 43c, and the neutral position not coupled to either the forward gear 43b or the reverse gear 43c. Be controlled.

  When the dog clutch 43d is in the forward position, the rotation of the forward gear 43b is transmitted to the propeller shaft 42 through the dog clutch 43d with substantially no slippage. As a result, the propeller 40 rotates in one direction (forward direction) and generates a propulsive force in a direction to advance the hull 2. On the other hand, when the dog clutch 43d is in the reverse drive position, the rotation of the reverse gear 43c is transmitted to the propeller shaft 42 through the dog clutch 43d with substantially no slippage. Since the reverse gear 43c rotates in the opposite direction to the forward gear 43b, the propeller 40 rotates in the opposite direction (reverse direction) and generates a propulsive force in the direction of moving the hull 2 backward. When the dog clutch 43d is in the neutral position, the rotation of the drive shaft 41 is not transmitted to the propeller shaft. That is, since the driving force transmission path between the engine 39 and the propeller 40 is blocked, no propulsive force in any direction is generated.

  In relation to the engine 39, a starter motor 45 for starting the engine 39 is arranged. The starter motor 45 is controlled by the outboard motor ECUs 13 and 14. In addition, a throttle actuator 51 for changing the throttle opening by operating the throttle valve 46 of the engine 39 and changing the intake air amount of the engine 39 is provided. The throttle actuator 51 may be an electric motor. The operation of the throttle actuator 51 is controlled by the outboard motor ECUs 13 and 14. The engine 39 is further provided with an engine rotation detector 48 for detecting the rotation speeds NL and NR of the engine 39 by detecting the rotation of the crankshaft.

Further, a shift actuator 52 (clutch actuating device) for changing the shift position of the dog clutch 43d is provided in association with the shift rod 44. The shift actuator 52 is composed of, for example, an electric motor, and its operation is controlled by the outboard motor ECUs 13 and 14.
Further, the steering rod 47 fixed to the propulsion unit 30 is coupled with a steering actuator 53 including, for example, a hydraulic cylinder and controlled by the outboard motor ECUs 13 and 14. By driving the steering actuator 53, the propulsion unit 30 can be rotated around the steering shaft 35, and a steering operation can be performed. Thus, the steering mechanism 50 including the steering actuator 53, the steering rod 47, and the steering shaft 35 is formed. The steering mechanism 50 is provided with a steering angle sensor 49 for detecting the steering angles φL and φR.

  A trim actuator (tilt trim actuator) 54 including a hydraulic cylinder and controlled by the outboard motor ECUs 13 and 14 is provided between the clamp bracket 32 and the swivel bracket 34. The trim actuator 54 rotates the propulsion unit 30 about the tilt shaft 33 by rotating the swivel bracket 34 about the tilt shaft 33. Thereby, the trim angle of the propulsion unit 30 changes.

FIG. 3 is a block diagram showing a configuration (a ship maneuvering support system) related to the cruise control of the ship 1. The cruise control device 20 includes a throttle control unit 21 that generates a target throttle opening command value for controlling the throttle actuators 51 of the left and right outboard motors 11 and 12, and a shift actuator 52 of the outboard motors 11 and 12. Steering for generating target steering angles φL _t and φR _t for controlling the shift actuator 22 (clutch control means) that generates a target shift position command value for control and the steering actuator 53 of the outboard motors 11 and 12. A control unit 23 and a trim angle control unit 24 that generates a target trim angle command value for controlling the trim actuator 54 of the outboard motors 11 and 12 are provided. The functions of these control units 21 to 24 may be realized when a microcomputer provided in the cruise control device 20 executes a predetermined software process.

The command values generated by the control units 21 to 24 are given to the outboard motor ECUs 13 and 14 via the interface unit (I / F) 25. Outboard motor ECU13, 14 controls the actuators 51-54 based on the provided command signal.
The outboard motor ECUs 13, 14 travel the engine rotation speeds NL, NR detected by the engine rotation detection unit 48 and the steering angles φL, φR detected by the steering angle sensor 49 via the interface unit 25. This is given to the control device 20. The engine speeds NL and NR are given to the throttle control unit 21, and the steering angles φL and φR are given to the steering control unit 23. The steering angles φL and φR may be given from the steering control unit 23 to the throttle control unit 21 as well. Instead of the steering angles φL and φR, the target steering angles φL _t and φR _t may be given from the steering control unit 23 to the throttle control unit 21.

On the other hand, signals from the steering operation unit 7, the throttle operation unit 8, the yaw rate sensor 9, and the lateral movement operation unit 10 are input to the cruise control device 20 via the interface unit (I / F) 26. It has become. An input signal from the steering operation unit 7 is input to the steering control unit 23 in order to calculate the target steering angles φL _t and φL _t . The input signal from the throttle operation unit 8 is such that a signal indicating the magnitude of the target propulsive force is input to the throttle control unit 21 and a signal indicating the direction of the propulsive force is input to the shift control unit 22. It has become. The angular velocity ω detected by the yaw rate sensor 9 is input to the steering control unit 23.

The signal from the lateral movement operation unit 10 is input to the throttle control unit 21 as a signal representing the target combined propulsive force and the target movement angle (orientation), and the target angular velocity ω _t set by operating the turning speed adjusting knob 10b. Is input to the steering control unit 23.
The shift control unit 22 is also provided with an intermittent shift command signal from the throttle control unit 21. When the engine speed corresponding to the target propulsive force is lower than the idle speed (lower limit speed, for example, 700 rpm) of the engine 39, the intermittent shift command signal indicates whether the dog clutch 43d is in the forward position or the reverse position and the neutral position. It is a signal for performing the intermittent shift operation which switches alternately. By this intermittent shift operation, it is possible to generate a propulsive force corresponding to the engine speed lower than the idle speed. Details of this operation will be described later.

  FIG. 4 is a diagram for explaining the principle when the ship 1 is sailed in the lateral movement mode. The position where the center line 5 of the hull 2 intersects the stern 3 is the origin O, the x-axis is taken on the bow 4 side along the center line 5, and the y-axis is directed from the origin O along the stern 3 (transom) toward the port side Take. The origin O is an intermediate point between the propulsive force generation points by the pair of propulsion units 30 provided in the outboard motors 11 and 12.

In the lateral movement mode, the steering control unit 23 has action lines (indicated by broken lines) that are extensions of the propulsive force vectors TL and TR generated by the left and right outboard motors 11 and 12 within a predetermined range on the x axis. The target steering angles φL _t and φR _t of the left and right outboard motors 11 and 12 are set so that they intersect and the target angular velocity ω _t is achieved. At this time, the trim angle control unit 24 equalizes the trim angles of the left and right outboard motors 11 and 12 to equalize the horizontal component of the propulsive force generated by the propulsion unit 30 of the outboard motors 11 and 12. Control.

The intersection of the action lines of the propulsive force vectors TL and TR is expressed as an action point F = (a, 0) (where a> 0), and the left and right outboard motors 11 and 12 are symmetric with respect to the center line 5 ( 0, b), (0, -b) (where b is a constant, and b> 0), the driving force is generated. In this case, assuming that the steering angle φR = φ of the starboard outboard motor 12, the steering angle φL of the portside outboard motor 11 is expressed as φL = −φ. φ = tan ⁻¹ (b / a).

A combined vector obtained by combining the propulsive force vectors TL and TR at the action point F is represented by TG. The direction of the combined vector TG (the direction that forms the movement angle θ with respect to the x-axis) represents the direction of the combined propulsive force (the moving direction of the hull 2), and the magnitude of the combined vector TG is the combined propulsive force. Represents the size of. Therefore, the direction of the composite vector TG is made to coincide with the target movement angle θ _t of the hull 2 (corresponding to the tilting direction of the operation lever 10 a) given from the lateral movement operation unit 10, and the target composition given from the lateral movement operation unit 10. The magnitude | TG | of the composite vector TG may be matched with the propulsive force (corresponding to the tilting amount of the operation lever 10a). In other words, the target propulsive force vectors TL _t and TR _t of the left and right outboard motors 11 and 12 may be determined so that such a combined vector TG can be obtained.

The case where the action point F coincides with the instantaneous center G of the hull 2 is the simplest case. At this time, the angular velocity ω (angular velocity around the instantaneous center G) of the hull 2 becomes zero, and the hull 2 can be moved in the horizontal direction (parallel movement) while keeping the heading 4 constant.
More specifically, as shown in FIG. 5, the steering angles φR = φ and φL = −φ (where φ ≧ 0) are determined so that the action point F coincides with the instantaneous center G, and the port side outboard motor is set. 11 generates a propulsive force in the reverse direction, and generates a propulsive force in the forward direction from the starboard outboard motor 12 to satisfy | TL | = | TR |. At this time, the hull 2 moves parallel to the left side perpendicular to the direction of the bow 4 while keeping the direction of the bow 4 constant. By such a lateral movement operation, the berthing operation or the berthing operation of the ship 1 can be performed.

When the action point F does not coincide with the instantaneous center G (see FIG. 4), a rotational moment around the instantaneous center G is generated, and the angular velocity ω of the hull 2 is not equal to zero. In other words, when a target angular velocity ω _t other than zero is set by the turning speed adjustment knob 10 b of the lateral movement operation unit 10, there is a deviation between the instantaneous center G and the action point F according to the target angular velocity ω _t. The steering angles φL, φR are controlled so as to occur.

In fact, in this embodiment, the angular velocity omega is detected by the yaw rate sensor 9, to be equal to the target angular speed omega _t, steering angle .phi.L, .phi.R is controlled. In this case, when the angular velocity ω = 0, and the instantaneous center G is on the center line 5, the action point F coincides with the instantaneous center G. When the angular velocity ω ≠ 0, the action point F and the instantaneous center G do not coincide even if the instantaneous center G is on the center line 5.

FIG. 6 is an illustrative view for explaining more specific control of the steering angles φL and φR. The instantaneous center G is not necessarily on the center line 5. For example, in a small vessel 1, an occupant moves on the hull 2, or a fish tank that is mounted on the hull 2 is loaded with a fish that has been landed, so that the instantaneous center G easily moves and its position Is not restricted to the centerline 5.
However, even when the instantaneous center G is not on the center line 5, a desired lateral movement maneuvering is possible while the action point F is positioned on the center line 5. Specifically, when a straight line 60 passing through the instantaneous center G and extending along the direction of the target movement angle θ _t is drawn, the action point F is positioned at the intersection of the straight line 60 and the center line 5. Then, the magnitudes of the propulsive force vectors TL and TR of the left and right outboard motors 11 and 12 may be determined so that the combined propulsive force vector TG along the straight line 60 can be obtained from the action point F. As a result, the hull 2 can be translated while maintaining the angular velocity ω = 0.

The propulsion units 30 of the left and right outboard motors 11 and 12 can only be rotated within a limited angle range around the steering shaft 35. Therefore, the action point F cannot actually be positioned on the center line 5 closer to the origin O than the predetermined lower limit value (a _min , 0). Further, when the action point F is located farther than the predetermined upper limit value (a _max , 0) on the center line 5 and a desired composite vector TG in the lateral direction is obtained, the left and right outboard motors From 11 and 12, a very large driving force must be generated. Therefore, the position of the action point F on the center line 5 is limited within the range Δx of (a _min , 0) and (a _max , 0) due to the limitation by the steering angle and the limitation by the output of the engine 39. .

Because of this limitation, as long as the action point F is arranged on the center line 5, for example, when the instantaneous center G is at the position (a ′, c) shown in FIG. A parallel movement toward the range shown can not be realized. That is, the angular velocity ω = 0 cannot be realized, and a rotational moment is applied to the hull 2.
Therefore, in this embodiment, as shown in FIG. 7, when the steering angle φR is decreased and the predetermined switching reference steering angle φ _S is reached, the action point F is set outside the center line 5. When the predetermined switching reference rudder angle φ _S is reached, the angular velocity ω = ω _t (for example, ω _t = 0) cannot be achieved even if the operating point F reaches (a _max , 0). In this case, when the steering angles φL and φR are controlled so that the angular velocity ω = 0, the action point F is located on the straight line 62 that passes through the instantaneous center G and extends along the target movement angle θ. Then, the outputs (propulsive force) of the left and right outboard motors 11 and 12 are controlled so that a composite vector TG having a desired size and direction is obtained.

In general, since the instantaneous center G is located at any position in the hull 2, it is sufficient if the action point is determined within a predetermined range Δy that is about the width in the left-right direction of the hull 2. When this can not achieve the target angular speed omega _t be determined to the point F is in the predetermined range [Delta] y, for example, by an alarm, may be notified that it the rider.
Go to increase the steering angle φR, as well when you can not be achieved on the center line 5 is the point of action F the (a _min, 0) still target angular velocity reached the ω _t, to generate an alarm, the operator It is preferable to notify that.

In order to simplify the control, the steering angles φL and φR of the left and right outboard motors 11 and 12 are calculated by the following equations in the situation shown in FIG.
φL = ψ−φ _S
φR = ψ + φ _S (ψ is the steering angle correction value)
Thus the steering angle .phi.L, if as a to define a .phi.R, since so that may be set a steering angle correction value that can achieve the target angular speed omega _t [psi, the control operation is simplified. However, φ _S is a switching reference rudder angle that is a steering angle when the action point F is at the point (a _max , 0) on the center line 5, and φ _S = tan ⁻¹ (b / a _max ). is there.

Next, a specific method for calculating the propulsive forces | TL | and | TR | to be generated from the left and right outboard motors 11 and 12 will be described with reference to FIG.
The magnitude | TG _t | of the target composite propulsive force TG _t input from the lateral movement operation unit 10 is determined by the mass of the entire ship 1 and the acceleration to be generated. The magnitude | TR _t | of the target propulsion vector TR _t of the starboard outboard motor 12 that realizes the target composite propulsion magnitude | TG _t | is the magnitude of the target propulsion vector TL _t of the port outboard motor 11. It is assumed that it is given by multiplying | TL _t | by a coefficient k of the following equation (1) which is a scalar quantity (the following equation (1)).

| TL _t | = k | TR _t | (1)
However, the transverse movement _{mode, φ t = φR t = -φL} t (φ t is the target steering angle basic value) so that the target steering angle .phi.R _t of the right and left outboard motors 11 and 12, is .phi.L _t set Shall be.
On the other hand, the target propulsive force vectors TL _t of the right and left outboard motors 11 and 12, by synthesizing the TR _t, when the target combined propulsive force vector TG _t is obtained, x-direction component of the target combined propulsive force vector TG _t The following equation holds for TG _t x and y-direction component TG _t y.

TG _t x = | TG _t | cos θ _t = | TR _t | cos φ _t + | TL _t | cos φ _t (2)
TG _t y = | TG _t | sin θ _t = | TR _t | sin φ _t − | TL _t | sin φ _t (3)
From this, | TR _t | can be expressed by the following equation.

  On the other hand, the following relationship is obtained from the equations (2) and (3).

  Substituting the formula (1) into the formula (5) and rearranging the formula gives the following formula.

Solving this for k yields:
_{k = (tanφ t -tanθ t)} / (tanφ t + tanθ t) ...... (7)
Therefore, a coefficient k is obtained from the target steering angle basic value φ _t (= φR _t ) and the target movement angle θ _t by the above equation (7). This coefficient k, the target steering angle basic value φ _t , the target movement angle Based on θ _t and the target composite propulsive force | TG _t |, the target propulsive force | TR _t | of the starboard outboard motor 12 is obtained by the above equation (4). Further, the target propulsive force | TL _t | of the port outboard motor 12 is obtained by the above equation (1).

Therefore, the microcomputer calculates using the target steering angle basic value φ _t (which may be detected by the steering angle sensor 49 of the starboard outboard motor 12), the target moving angle θ _t and the target combined propulsive force | TG _t | Through the processing, the target propulsive forces | TL _t | and | TR _t | of the left and right outboard motors 11 and 12 can be obtained.
However, the equation (4) becomes 0/0 when θ _t = −π / 4, 3π / 4 (rad) and cannot be calculated. Therefore, in the embodiment described later, the target propulsive force with respect to various target steering angle basic values φ _t and target composite propulsive force | TG _t | with respect to the target moving angle θ _{t in} increments of π / 36 in the range from 0 to 2π. | TL _t | and | TR _t | are calculated in advance, and the calculation results are held as a map and used for propulsion control.

As shown in FIG. 7, when the action point F deviates from the center line 5, the relationship φL = −φR = −φ is broken. However, even in this case, the map can be applied. This is because the steering angle target values φL _t and φR _t are determined as φL _t = φ _t −φ _S and φR _t = φ _t + φ _S. More specifically, the target steering angle basic value phi _t a steering angle input value φR _t -ψ _{t (or, φ t ← φR-ψ t} ) replaced, and the target movement angle input value target movement angle theta _t The map may be applied in place of θ _t −ψ _t .

FIG. 8 is a block diagram for explaining functional configurations of the throttle control unit 21 and the shift control unit 22, and particularly shows a configuration related to control in the lateral movement mode. The throttle control unit 21 includes a target engine speed calculation module 70 (target propulsive force calculation means) that calculates target engine speeds | NL _t | and | NR _t | of the engines 39 of the left and right outboard motors 11 and 12; A throttle opening degree calculation module 80 (propulsion force control means) for calculating each target throttle opening degree of the engine 39 of the outboard motors 11 and 12 based on the calculated target engine speed | NL _t | and | NR _t |; It has.

The target engine speed calculation module 70 obtains the steering angle φR (the target steering angle φR _t may be used) of the starboard outboard motor 12 and the target steering angle correction value ψ _t from the steering control unit 23, and is used for map search. A steering angle input value calculation unit 71 that calculates a steering angle input value φR−ψ _t (or φR _t −ψ _t ), a target movement angle θ _t from the lateral movement operation unit 10, and the target steering angle correction value ψ _t And a target movement angle input value calculation unit 72 for calculating a target movement angle input value θ _t −ψ _t for map search based on the above. Further, the target engine speed calculation module 70 includes a target propulsive force calculation unit 74 for calculating the target propulsive force | TL _t |, | TR _t | of the port outboard motor 11, and the target propulsive force | TL _t |, | A propulsive force-rotational speed conversion table 75 for generating target engine rotational speeds NL _t , NR _t ( signed values indicating the direction of propulsive power generation) of the left and right outboard motors 11, 12 corresponding to TR _t | A lower limit rotational speed determination unit 76 that obtains absolute values | NL _t | and | NR _t | of the target engine rotational speed and compares them with a predetermined lower rotational speed (for example, equal to the idle rotational speed of the engine 39). I have.

The target propulsive force calculation unit 74 includes the steering angle input value φR−ψ _t (or φR _t −ψ _t ), the target moving angle input value θ _t −ψ _t, and the target combined propulsive force given by the lateral movement operating unit 10 | TG _The above-described map that outputs the target propulsive force | TL _t |, | TR _t |
Since the target propulsive force | TL _t |, | TR _t | is not suitable for the control of the engine 39 as it is, the target engine rotational speed NL _t , NR is determined in the propulsive force-rotational speed conversion table 75 according to the characteristics of the engine 39. converted to _t . The signs of the target engine speeds NL _t and NR _t are determined according to the target movement angle θ _t . Specifically, if 0 ≦ θ _t ≦ π, the target rotational speed NL _t of the port outboard motor 11 is given a negative sign indicating reverse, and the target rotational speed NR _t of the starboard outboard motor 12 is A positive sign representing forward movement is given. On the other hand, if π <θ _t <2π (or −π <θ _t <0), the target rotational speed NL _t of the port outboard motor 11 is given a positive sign indicating forward movement, and the starboard outboard motor 12 minus sign representing the reverse is assigned to the target rotational speed NR _t. The obtained target engine speeds NL _t and NR _t are supplied to the lower limit speed determination unit 76 as a rotation speed comparison unit and also input to the shift control unit 22.

The lower limit rotational speed determination unit 76 determines whether the absolute values | NL _t |, | NR _t | of the target engine rotational speed are less than the lower limit rotational speed NLL (= idle rotational speed), and the determination result is the shift control unit 22. To give. The absolute values | NL _t | and | NR _t | of the target engine speed are given to the throttle opening calculation module 80. However, when the target engine speed | NL _t | of the port outboard motor 11 is less than the lower limit speed NLL, the lower limit speed determination unit 76 substitutes the lower limit speed NLL for the target engine speed | NL _t | To do. Similarly, when the target engine speed | NR _t | of the starboard outboard motor 12 is less than the lower limit speed NLL, the lower limit speed determination unit 76 sets the lower limit speed NLL to the target engine speed | NR _t |. assign a.

The throttle opening calculation module 80 includes a port PI (proportional integration) control module 81 and a starboard PI control module 82, which have the same configuration. The port PI control module 81 receives the target engine speed | NL _t | of the port outboard motor 11 from the lower limit speed determination unit 76 and the current engine speed from the outboard motor ECU 13 of the port outboard motor 11. The number NL (≧ 0) is input. These deviations εL = | NL _t | −NL are calculated by the deviation calculator 83. The deviation εL output from the deviation calculation unit 83 is given to the proportional gain multiplication unit 84 and subjected to a discrete integration process in the integration unit 85. The integration result by the integration unit 85 is given to the integration gain multiplication unit 86. The proportional gain multiplier 84 outputs a value obtained by multiplying the deviation εL by the proportional gain kp, and the integral gain multiplier 86 outputs a value obtained by multiplying the integral value of the deviation εL by the integral gain ki. These are added by the adding unit 87, whereby the target throttle opening degree for the engine 39 of the port outboard motor 11 is obtained. This target throttle opening is given to the outboard motor ECU 13 of the port outboard motor 11. Thus, the port PI control module 81 performs so-called PI (proportional integration) control.

The starboard PI control module 82 is similarly configured. That is, the starboard PI control module 82 performs PI (proportional integration) control on the deviation εR between the target engine speed | NR _t | for the starboard outboard motor 12 and the current engine speed NR (≧ 0). The target throttle opening degree for the engine 39 of the starboard outboard motor 12 is output. This target throttle opening is given to the outboard motor ECU 14 of the starboard outboard motor 12.

The shift control unit 22 has a port shift control module 91 and a starboard shift control module 92, which are similarly configured. These shift control modules 91, 92 are based on the target engine speeds NL _t , NR _t given from the propulsive force-rotation speed conversion table 75 and shift mechanisms 43 (more specifically, dogs). A shift control signal for controlling the shift position of the clutch 43d) to a forward position, a reverse position or a neutral position is generated. When the target engine speeds NL _t and NR _t are less than the lower limit speed NLL, these shift control modules 91 and 92 periodically shift the shift position of the shift mechanism 43 into a neutral position and a forward position or a reverse position. Switching and intermittent shift control (intermittent coupling control) for intermittently coupling the engine 39 and the propeller 40 are executed.

  Hereinafter, this intermittent shift control is referred to as “PWM control” (pulse width modulation control). Further, the time during which the rotation of the engine 39 is transmitted to the propeller shaft 42 when the shift position is set to the forward position or the reverse position during the PWM control cycle S is referred to as “shift-in time”. In the PWM cycle S, the time (S-Sin) excluding the shift-in time Sin is a “neutral time” in which the shift position is set to the neutral position.

The port shift control module 91 determines the shift position (forward position, reverse position or neutral position) of the shift mechanism 43 based on the sign of the target engine speed NL _t of the port outboard motor 11 given from the propulsion-rotation speed conversion table 75. ) Is output. Further, the port shift control module 91 calculates a shift-in time calculation unit 94 (based on the absolute value | NL _t | of the target engine speed NL _t given from the propulsive force-rotation speed conversion table 75) Coupling maintenance time calculation means). Further, the port shift control module 91 generates a shift position output unit 95 (intermittent coupling) that generates a shift position signal of the shift mechanism 43 of the port outboard motor 11 based on the outputs of the shift rule table 93 and the shift-in time calculation unit 94. Control means).

The shift rule table 93 outputs a signal representing the forward position when the sign of the target engine speed NL _t is positive, and outputs a signal representing the reverse position when the sign is negative. Further, when the absolute value of the target engine speed NL _t can be regarded as substantially zero (for example, 100 rpm or less), a signal representing the neutral position is output.
The shift-in time calculation unit 94 sets Sin = S when the lower limit rotation speed determination unit 76 determines that the target engine rotation speed NL _t is equal to or higher than the lower limit rotation speed NLL. In this case, PWM control is not performed, and the shift position of the shift mechanism 43 is held at the shift position generated by the shift rule table 93. On the other hand, the lower limit engine speed determining section 76, when the target engine speed NL _t is determined to be less than the lower limit engine speed NLL is shift-time calculation section 94, a duty ratio D of the PWM control D = NL _t / NLL is set, and the shift-in time Sin = S · D is set.

  The shift position output unit 95 outputs a shift position signal with the PWM period S as a period. More specifically, the shift position output unit 95 continues the shift position signal according to the output of the shift rule table 93 over the shift-in time Sin calculated by the shift-in time calculation unit 94 during the PWM cycle S. In the remaining neutral time, a shift position signal representing the neutral position is generated regardless of the output of the shift rule table 93. Of course, if the shift-in time Sin = S, a shift position signal according to the output of the shift rule table 93 is output from the beginning to the end.

The starboard shift control module 92 is configured in the same manner, and performs the same operation on the target engine speed NR _t corresponding to the starboard outboard motor 12 and the determination result of the lower limit speed determination unit 76 for the absolute value thereof. This is executed to control the shift position of the shift mechanism 43 of the starboard outboard motor 12.
Since the engine 39 of the outboard motors 11 and 12 cannot be operated at a speed lower than the lower limit speed NLL because of its nature, an output less than the lower speed limit NLL cannot be obtained. Therefore, in this embodiment, when the target engine speeds NL _t and NR _t having absolute values less than the lower limit speed NLL are set, the engine 39 is operated at the lower limit speed NLL, while the engine 39 rotates. And intermittently transmitted to the propeller 40 at a duty ratio D corresponding to the target engine speeds NL _t and NR _t . Thereby, it is possible to obtain a propulsive force corresponding to a rotational speed lower than the idle rotational speed NLL.

  The shift control unit 22 further includes an engine state determination unit 90 (motor state determination unit) for determining whether the engines 39 of the left and right outboard motors 11 and 12 are stopped during the lateral movement mode. It has been. The engine state determination unit 90 acquires the rotational speeds NL and NR of the engines 39 of the left and right outboard motors 11 and 12 from the outboard motor ECUs 13 and 14. The engine state determination unit 90 determines whether the engine 39 is operating based on whether the engine speeds NL and NR are substantially zero. If the engine 39 of any outboard motor is stopped during the lateral movement mode, a signal indicating this is given to the shift position output unit 95. In response to this, the shift position output unit 95 controls the shift positions of the shift mechanisms 43 of all the outboard motors 11 and 12 to be neutral.

  The engine state determination unit 90 also has a function as restart control means for controlling restart of the engine 39. That is, when the engine state determination unit 90 determines that the engine 39 of any outboard motor 11 or 12 has stopped during the lateral movement mode, the engine state determination unit 90 causes the outboard motor ECUs 13 and 14 of the outboard motor 11 or 12 to On the other hand, the restart of the engine 39 is requested. In response to this, the outboard motor ECUs 13 and 14 operate the starter motor 45.

  The engine state determination unit 90 monitors the engine speeds NL and NR to determine whether or not the engine 39 has been restarted. When the engine 39 in the stopped state is restarted and the engines 39 of all the outboard motors 11 and 12 are in the operating state, a signal indicating that is given to the shift position output unit 95. In response to this, the shift position output unit 95 returns to the state of controlling the shift mechanism 43 in accordance with the outputs of the shift rule table 93 and the shift-in time calculation unit 94.

  FIG. 9 is a timing chart for explaining the PWM operation by the starboard shift control module 91 and the starboard shift control module 92. A solid line represents a change in the shift position of the shift mechanism 43 of the port outboard motor 11 controlled by the port shift control module 91. A broken line represents a change in the shift position of the shift mechanism 43 of the starboard outboard motor 12 controlled by the starboard shift control module 92.

Assume that the absolute values of the target engine speeds NL _t and NR _t of the left and right outboard motors 11 and 12 are both lower than the lower limit speed (idle speed) NLL. At this time, the shift-in time calculation units 94 provided in the port shift control module 91 and the starboard shift control module 92 respectively calculate the shift-in times Sin_L and Sin_R. Therefore, in the port side outboard motor 11, the dog clutch 43d shifts in to the forward position or the reverse position over the shift-in time Sin_L in the PWM cycle S, and the dog clutch 43d in the remaining time (S-Sin_L). Is in the neutral position. Similarly, in the starboard outboard motor 12, the dog clutch 43d shifts into the forward position or the reverse position over the shift-in time Sin_R in the PWM cycle S, and during the remaining time (S-Sin_R), the dog clutch 43d is a neutral position. During the shift-in times Sin_L and Sin_R, the rotation of the engine 39 rotating at the lower limit rotation speed NLL is transmitted to the propeller 40.

  In this embodiment, the shift position output units 95 provided in the port shift control module 91 and the starboard shift control module 92 respectively synchronize the PWM shift control with each other. That is, as shown in FIG. 9, the shift-in timing is synchronized in each PWM cycle. Thereby, the riding comfort at the time of PWM control can be improved. Of course, the necessary propulsive force can be generated from the outboard motors 11 and 12 without synchronizing the PWM shift control. However, due to the shift in the shift-in timing in the left and right outboard motors 11 and 12, Ride comfort gets worse.

FIG. 10 is a block diagram showing a functional configuration of the steering control unit 23, and particularly shows a configuration related to control in the lateral movement mode. The steering control unit 23 includes a first target steering angle calculation unit 101 (target steering angle calculation unit) that calculates target steering angles φR _t and φL _t when the operation point F is on the center line 5, and the operation point F is The second target steering angle calculation unit 102 (target steering angle calculation means) for calculating the target steering angles φR _t and φL _t when outside the center line 5 and any one of these outputs is selected and output. A selector 103 and a comparison unit 104 for controlling switching of the selector 103 are provided.

The comparison unit 104 calculates the target steering angle φR _t of the starboard outboard motor 12 calculated by the first target steering angle calculation unit 101 and the switching reference steering angle φ _S (= tan ⁻¹ (b / a _max )). Compare. That is, the comparison unit 104 sends the first target steering angle to the selector 103 if the target steering angle φR _t of the starboard outboard motor 12 calculated by the first target steering angle calculation unit 101 is equal to or greater than the switching reference steering angle φ _S. The output of the calculation unit 101 is selected. On the other hand, when the target steering angle φR _t of the starboard outboard motor 12 calculated by the first target steering angle calculation unit 101 is less than the switching reference steering angle φ _S , the comparison unit 104 sends the second target steering to the selector 103. The output of the angle calculation unit 102 is selected.

The first target steering angle calculation unit 101 is configured by a PI (proportional integration) control module that receives the angular velocity ω detected by the yaw rate sensor 9 and the target angular velocity ω _t given from the lateral movement operation unit 10 as inputs. . That is, the first target steering angle calculation unit 101 operates so as to make the angular velocity ω coincide with the target angular velocity ω _t by PI control. More specifically, the first target steering angle computing unit 101 includes a deviation calculating unit 106 for calculating a deviation εω the angular velocity omega and the target angular speed omega _t, proportional gain kω the output εω of the deviation computing section 106 ₁ , a proportional gain multiplication unit 107 that multiplies ₁ , an integration unit 108 that integrates the deviation εω output from the deviation calculation unit 106, an integral gain multiplication unit 109 that multiplies the output of the integration unit 108 by an integral gain kθ ₁ , And a first adder 110 that generates the steering angle deviation Δφ by adding the outputs of the gain multiplier 107 and the integral gain multiplier 109. These constitute the steering angle deviation calculating means.

Further, the first target steering angle calculation unit 101 stores a memory 111 (basic target steering angle storage means) that stores an initial target steering angle φi as a basic target steering angle, and an initial target steering angle φi stored in the memory 111. Is added to the steering angle deviation Δφ generated by the first addition unit 110 to obtain a target steering angle basic value φ _t (= φi + Δφ). This target steering angle basic value φ _t is used as it is as the target steering angle φR _t for the starboard outboard motor 12. The value -.phi _t obtained by inverting the sign of the target steering angle basic value phi _t in reversing unit 113 is a target steering angle .phi.L _t for the port-side outboard motor 11.

The memory 111 is constituted by a non-emergence rewritable memory such as a flash memory or an EEPROM (electrically erasable / writable read-only memory). In this memory 111, for example, prior to the delivery of the ship 1 from the dealer to the user, the initial target steering angle φi is written using, for example, a dedicated input device. The initial target steering angle φi at this time is based on the design instantaneous center Gi (a _i , 0) determined according to the types of the hull 2 and the outboard motors 11 and 12, for example, φi = tan ⁻¹ (b / A _i ). The instantaneous center Gi (a _i , 0) may be obtained by actual measurement after performing a test cruise.

The memory 111 may store parameters a _i and b corresponding to the initial target steering angle φi as initial target steering angle information. In this case, the initial target steering angle φi is obtained by calculating φi = tan ⁻¹ (b / a _i ).
In this embodiment, a learning function for learning the fluctuation of the instantaneous center G depending on the load change of the ship 1 is added. That is, a write processing unit 114 that updates the initial target steering angle φi in the memory 111 is provided. The write processing unit 114 is generated by the second addition unit 112 when the outboard motors 11 and 12 are stopped to stop the traveling control or when the lateral movement mode is switched to the normal traveling mode. the target steering angle basic value phi _t who is written into the memory 111 as a new initial target steering angle .phi.i.

The second target steering angle calculation unit 102 is also configured by a PI (proportional integration) control module that receives the angular velocity ω detected by the yaw rate sensor 9 and the target angular velocity ω _t given from the lateral movement operation unit 10 as inputs. . That is, the second target steering angle calculation unit 102 operates so that the angular velocity ω matches the target angular velocity ω _t by PI control. More specifically, the second target steering angle computing unit 102 includes a deviation calculating unit 116 for calculating a deviation εω the angular velocity omega and the target angular speed omega _t, proportional gain kW ₂ with respect to the output εω of the deviation computing section 116 , The integral gain 118 that integrates the deviation εω output from the deviation calculator 116, the integral gain multiplier 119 that multiplies the output of the integrator 118 by the integral gain kθ ₂ , and the proportional gain. A first adder 120 that generates the target steering angle correction value ψ _t by adding the outputs of the multiplier 117 and the integral gain multiplier 119. Further, the second target steering angle calculation unit 102 includes a memory 121 that stores a switching reference steering angle φ _S and a target steering that the first addition unit 120 generates the switching reference steering angle φ _S stored in the memory 121. A value obtained by adding the angle correction value ψ _t to the second addition unit 122 for obtaining the target steering angle φR _t (= φ _S + ψ _t ) for the starboard outboard motor 12 and a value obtained by inverting the sign of the switching reference steering angle φ _S an inverting unit 123 that generates -.phi _S, the target steering angle .phi.L _t for the port-side outboard motor 11 by adding the target steering angle correction value [psi _t to a value -.phi _S of the inversion unit 123 generates (= - and a third adder 124 that generates (φ _S + ψ _t ). The switching reference steering angle φ _S generated by the memory 121 is also given to the comparison unit 104.

Further, the selector 103 can switch and output the target steering angle correction value ψ _t generated from the first addition unit 120 and zero.
In such a state that the target angular velocity ω _t can be achieved by moving the action point F within the predetermined range Δx (x = a _{min to} a _max range, see FIG. 7) on the center line 5, the first The target steering angles φL _t and φR _t generated by the target steering angle calculation unit 101 are selected by the selector 103 and given to the outboard motor ECUs 13 and 14. In this case, the target steering angle .phi.L _t of the right and left outboard motors 11, 12, between φR _{t, φL t} = -φR _t the relationship is established. Further, the selector 103 outputs ψ _t = 0 as the value of ψ _t used for the calculation of the throttle control unit 21.

On the other hand, even if the action point F is moved within the predetermined range Δx on the center line 5, the target angular velocity ω _t cannot be achieved, and when the action point F reaches the end point (a _max , 0) of the range Δx, φR _t <Φ _S , and the selector 103 selects the output of the second target steering angle calculation unit 102. Thereby, the target steering angles φL _t and φR _{t based} on the switching reference steering angle φ _S are set for the left and right outboard motors 11 and 12 so that the action point F moves out of the center line 5. The Further, the selector 103 outputs a value generated by the first addition unit 120 as the value of ψ _t used for the calculation of the throttle control unit 21.

FIG. 11 is a flowchart for explaining the throttle control by the throttle control unit 21. The target engine speed calculation module 70 acquires the starboard target steering angle φR _t (or the actually detected steering angle φR) and the target steering angle correction value ψ _t from the steering control unit 23, and further, the lateral movement operation unit 10. To obtain the target movement angle θ _t and the target combined driving force | TG _t | (step S10).

Based on these, the target propulsive force | TL _t |, | TR _t | of the left and right outboard motors 11 and 12 is calculated mainly by the operation of the target propulsive force calculating unit 74 (step S11). Further, the propulsive force-rotational speed conversion table 75 allows the target engine rotational speeds NL _t , NR _t (absolute values are less than the lower limit rotational speed NLL according to the target propulsive forces | TL _t |, | TR _t | and the target moving angle θ. Is the lower limit rotational speed) (step S12). Based on this, a throttle opening command is generated mainly by the operation of the throttle opening calculation module 80 and supplied to the outboard motor ECUs 13 and 14 (step S13). In response to this, the outboard motor ECUs 13 and 14 control each throttle actuator 52 in accordance with the given throttle opening command (step S14). Thus, the throttle opening degree of the engine 39 of the outboard motors 11 and 12 is controlled, and as a result, the engine speed is controlled. As a result, the left and right outboard motors 11 and 12 generate target propulsive forces | TL _t | and | TR _t |, respectively.

  The throttle control unit 21 further determines whether or not to continue the control in the lateral movement mode (step S15). This determination can be made based on whether or not the operation of the lateral movement operation unit 10 continues, that is, whether or not significant input from the lateral movement operation unit 10 is detected. In addition, when a significant input from the steering operation unit 7 or the throttle operation unit 8 is detected, the control in steps S10 to S14 is terminated assuming that the vehicle should return from the lateral movement mode to the normal traveling mode. When the control in the lateral movement mode is continued, the processing from step S10 is repeated.

FIG. 12 is a flowchart for explaining the control contents regarding the shift mechanism 43 of the port outboard motor 11. When the target engine speed NL _t is calculated by the propulsive force-rotation speed conversion table 75 (step S20), the lower limit speed determination unit 76 compares the absolute value with the lower limit speed NLL (step S21). . When the target engine speed NL _t is less than the lower limit speed NLL, the shift-in time calculation unit 94 of the shift control unit 22 sets the duty ratio D = NL _t / NLL, and the lower limit speed determination unit 76 sets the target engine speed NLL. The absolute value of the number NL _t is input to the throttle opening calculation module 80 (the port side PI control module 81) as the lower limit rotational speed NLL (step S22A).

Further, the shift-in time calculation unit 94 calculates the shift-in time Sin = S · D (step S23). Further, a shift position corresponding to the target engine speed NL _t is set by the shift rule table 93 (step S23). Based on these, a shift position command is output from the shift position output unit 95 (step S24). Based on this shift position command, the outboard motor ECU 13 controls the shift actuator 52.

When the target engine speed NL _t is equal to or higher than the lower limit speed NLL (step S21), the shift-in time calculation unit 94 sets the duty ratio D = 1, and the lower limit speed determination unit 76 sets the target engine speed NL _t . This is input as it is to the throttle opening calculation module 80 (the port side PI control module 81) (step S22B). Thereafter, the processing from step S23 is performed.

The determination in step S25 is the same as the determination in step S15 of FIG.
Further, the control related to the shift mechanism 43 of the starboard outboard motor 12 is performed in the same manner.
FIG. 13 is a flowchart for explaining a control operation in the lateral movement mode by the steering control unit 23. The steering control unit 23 acquires the angular velocity ω detected by the yaw rate sensor 9 and the target angular velocity ω _t input from the lateral movement operation unit 10 (step S30A). The first target steering angle calculation unit 101 obtains a target steering angle basic value φ _t = φi + Δφ by PI control (step S30B). Then, the target steering angles φL _t = −φ _t and φR _t = φ _t of the left and right outboard motors 11 and 12 are obtained and input to the selector 103 (step S31).

On the other hand, the comparison unit 104 compares the target steering angle basic value φ _t with the switching reference steering angle φ _S (= tan ⁻¹ (b / a _max ) (step S32). If φ _t ≧ φ _S , The selector 103 is controlled to select the output of the first target steering angle calculation unit 101 (step S33), and the steering control unit 23 integrates the integration value of the integration unit 118 on the second target steering angle calculation unit 102 side. (Step S34) If φ _t <φ _S , the selector 103 is controlled to select the output of the second target steering angle calculation unit 102 (step S35). The angle calculation unit 102 calculates the target steering angle correction value ψ _t by PI control (step S36), and based on this, the target steering angle φL _t = ψ _t − of the left and right outboard motors 11 and 12 is calculated. phi _S, calculates the _{φR t = ψ t + φ S} ( step S37 .

The target steering angles φL _t and φR _t of the left and right outboard motors 11 and 12 selected by the selector 103 are output to the outboard motor ECUs 13 and 14 (step S38). Therefore, the outboard motor ECUs 13 and 14 control the steering actuators 53 of the left and right outboard motors 11 and 12 based on the given target steering angles φL _t and φR _t . Thereafter, the steering control unit 23 determines whether or not to end the control in the lateral movement mode (step S39). This determination is the same as the determination performed by the throttle control unit 21 in step S15 of FIG. When the control in the lateral movement mode is to be continued, the control from step S30A is repeated.

  FIG. 14 is a flowchart for explaining stop monitoring processing of the outboard motors 11 and 12 executed by the engine state determination unit 90 provided in the shift control unit 22 in the lateral movement mode. The engine state determination unit 90 monitors the engine speeds NL and NR given from the outboard motor ECUs 13 and 14, and determines whether or not the engine 39 of at least one outboard motor 11 or 12 has stopped (step S40). . If the engine 39 of any outboard motor 11 or 12 is in an operating state, the control of the shift mechanism 43 by the shift position output unit 95 is continued (step S41).

  On the other hand, when the stop state of the engine 39 of any of the outboard motors 11 and 12 is detected, the shift positions of the shift mechanisms 43 of all the outboard motors 11 and 12 are set to the neutral position with respect to the shift position output unit 95. Is given (step S42). Accordingly, no propulsive force is generated from any of the outboard motors 11 and 12. Next, the engine state determination unit 90 gives a restart command to the outboard motor ECUs 13 and 14 of the outboard motors 11 and 12 with the engine 39 stopped (step S43). Thereby, in the outboard motors 11 and 12, the starter motor 45 is operated and the engine 39 is restarted.

Thereafter, the engine state determination unit 90 determines whether or not to end the control (step S44). This determination is the same as the determination performed by the throttle control unit 21 in step S15 of FIG. When the control in the lateral movement mode is to be continued, the control from step S40 is repeated.
FIG. 15 is a block diagram for explaining a second embodiment of the present invention, and shows the configuration of a rotation speed calculation module 130 that can be used in place of the target engine rotation speed calculation module 70 of FIG. Yes. In FIG. 15, the same functional parts as those shown in FIG. 8 are denoted by the same reference numerals . Reference is also made to FIGS.

In this embodiment, according to the target combined propulsive force | TG _t | given from the lateral movement operation unit 10, the propulsion-rotation speed conversion table 131 (first rotation speed setting means)) A target engine speed NL _t is obtained. This target engine speed NL _t is given to the engine speed calculation unit 132 (second rotation speed setting means). The engine speed calculator 132 is further provided with a target steering angle φR _t of the starboard outboard motor 12 (the detected steering angle φR may be used), a target steering angle correction value ψ _t , and a target movement angle θ _t. . Based on these, the engine speed calculation unit 132, so that the resultant propulsive force for moving the hull 2 toward a target movement angle theta _t is obtained, the target engine speed for the engine 39 of the starboard-side outboard motor 12 Obtain NR _t .

The target engine speed NL _t need not be a value at which a propulsive force corresponding to the target combined propulsive force | TG _t | is generated from the outboard motor 11. Rather, the target engine speed NL _t is preferably a value smaller than the value corresponding to the target combined driving force | TG _t |. This is because the direction of the propulsive force generated by the outboard motors 11 and 12 and the moving direction of the hull 2 are greatly different at the time of lateral movement maneuvering, so the outboard motor is in spite of the small composite propulsive force | TG |. The 11 and 12 engines 39 are operated at a high speed. Therefore, at the time of lateral movement maneuvering, there is a possibility that the ship operator and the occupant may feel uncomfortable or uncomfortable due to loud engine sounds.

  In this embodiment, the operation amount of the lateral movement operation unit 10 can be associated with the engine speed of the port outboard motor 11. As a result, the engine 39 can be operated at the number of revolutions expected by the vessel operator with respect to the operation amount of the lateral movement operation unit 10. As a result, discomfort caused by loud engine noise can be alleviated. Moreover, since the engine speed according to the operation amount of the lateral movement operation unit 10 is obtained, the boat operator does not feel uncomfortable.

While the two embodiments of the present invention have been described above, the present invention can also be implemented in other forms. For example, in the above-described embodiment, it is assumed that the instantaneous center G of the hull 2 fluctuates. However, when the instantaneous center G can be regarded as substantially unchanged, the configuration and the control content are simplified. Can be. Specifically, the target steering angle basic value φ _t corresponding to each of the various target angular velocities ω _t is determined in advance and stored in the memory. In the lateral movement mode, the corresponding target steering angle basic value φ _t is stored from the memory. The target steering angles φL _t and φR _t of the left and right outboard motors 11 and 12 may be determined by reading. Further, if the target angular velocity ω _t can be fixed to zero, the target steering angle basic value φ _t in the lateral movement mode is determined by the instantaneous center G and the propulsive force generation positions of the outboard motors 11 and 12. And a constant value determined by the geometrical relationship (the value at which the action point F coincides with the instantaneous center G). In this case, the configuration and control contents are further simplified.

In the above-described embodiment, the example in which the pair of outboard motors 11 and 12 is provided has been described. However, for example, a third outboard motor may be provided on the center line 5 of the hull 2.
In addition, various design changes can be made within the scope of matters described in the claims.

It is a conceptual diagram for demonstrating the structure of the ship which concerns on one Embodiment of this invention. FIG. 3 is a schematic cross-sectional view for explaining the configuration of the outboard motor. It is a block diagram which shows the structure (cruising control system) regarding the cruise control of the said ship. It is a figure for demonstrating the principle in the case of navigating a hull by lateral movement mode. It is a figure for demonstrating the principle in the case of moving a hull to the horizontal direction orthogonal to the centerline of a hull. It is an illustration figure for demonstrating the specific content of steering control. It is an illustration figure for demonstrating the principle in the case of defining an action point out of a center line. It is a block diagram for demonstrating the functional structure of a throttle control part and a shift control part, and shows the structure regarding the control especially in a lateral movement mode. It is a timing chart for demonstrating the PWM operation | movement by a port shift control module and a starboard shift control module. It is a block diagram which shows the functional structure of a steering control part, and shows the structure regarding the control at the time of a lateral movement mode especially. It is a flowchart for demonstrating throttle control. It is a flowchart for demonstrating the control content regarding the shift mechanism of port outboard motor. It is a flowchart for demonstrating control operation at the time of the lateral movement mode by a steering control part. 5 is a flowchart for explaining outboard motor stop monitoring processing; FIG. 9 is a block diagram for explaining a second embodiment of the present invention, and shows a configuration of a rotation speed calculation module that can be used in place of the rotation speed calculation module of FIG. 8.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ship 2 Hull 3 Stern 4 Bow 5 Center line 6 Console 7 Steering operation part 7a Steering wheel 8 Throttle operation part 8a Throttle lever 8b Throttle lever 9 Yaw rate sensor 10 Lateral movement operation part 10a Operation lever 10b Turning speed adjustment knob 11 Port side ship Outboard motor 12 Starboard outboard motor 13 Outboard motor ECU
14 Outboard motor ECU
DESCRIPTION OF SYMBOLS 20 Navigation control device 21 Throttle control part 22 Shift control part 23 Steering control part 24 Trim angle control part 25 Interface part 26 Interface part 30 Propulsion unit 31 Attachment mechanism 32 Clamp bracket 33 Tilt shaft 34 Swivel bracket 35 Steering shaft 36 Top cowling 37 Upper case 38 Lower case 39 Engine 40 Propeller 41 Drive shaft 42 Propeller shaft 43 Shift mechanism 43a Drive gear 43b Forward gear 43c Reverse gear 43d Dog clutch 44 Shift rod 45 Starter motor 46 Throttle valve 47 Steering rod 48 Engine rotation detector 49 Steering angle sensor 50 Steering mechanism 51 Throttle actuator 52 Shift actuator 53 Steering actuator 54 Trim door Tutor 60 straight line 62 straight line 70 target engine speed calculation module 71 steering angle input value calculation unit 72 target movement angle input value calculation unit 74 target propulsion force calculation unit 75 propulsion force-rotation number conversion table 76 lower limit rotation number determination unit 80 throttle opening Degree calculation module 81 Port side PI control module 82 Starboard PI control module 83 Deviation calculation unit 84 Proportional gain multiplication unit 85 Integration unit 86 Integration gain multiplication unit 87 Addition unit 90 Engine state determination unit 91 Port side shift control module 92 Starboard side shift control module 93 Shift Rule table 94 Shift-in time calculation unit 95 Shift position output unit 101 First target steering angle calculation unit 102 Second target steering angle calculation unit 103 Selector 104 Comparison unit 106 Deviation calculation unit 107 Proportional gain multiplication unit 108 Integration unit 109 Integration group 109 In multiplication unit 110 Addition unit 111 Memory 112 Addition unit 113 Inversion unit 114 Write processing unit 116 Deviation calculation unit 117 Proportional gain multiplication unit 118 Integration unit 119 Integral gain multiplication unit 120 Addition unit 121 Memory 122 Addition unit 123 Inversion unit 124 Addition unit 130 Rotational speed calculation module 131 Propulsive force-rotational speed conversion table 132 Engine rotational speed calculation section F Action point G Instantaneous center

Claims (11)

A motor mounted on the hull of a ship, a motor, a propulsive force generating member that generates a propulsive force by obtaining the rotational force from the motor, a combined state that transmits the rotational force from the motor to the propulsive force generating member, and the motor Propulsion for controlling a propulsion device including a clutch mechanism including a dog clutch, and a clutch actuating device for operating the clutch mechanism, which can be switched to an interrupted state in which transmission of rotational force to the propulsive force generating member is interrupted. A force control device,
Target rotational speed acquisition means for acquiring the target rotational speed of the prime mover;
Rotational speed comparison means for comparing the target rotational speed acquired by the target rotational speed acquisition means with a predetermined lower limit value;
Before based on the comparison result by Kikai rolling speed comparison means, when the target rotational speed is smaller than the lower limit value, the motor control means for driving the prime mover at a reference rotational speed that is determined in advance,
Clutch control means for controlling the clutch operating device based on the target rotational speed acquired by the target rotational speed acquisition means,
The clutch control unit holds the clutch mechanism in a coupled state when the target rotation speed is equal to or higher than the lower limit value based on the comparison result by the rotation speed comparison unit, while the target rotation speed is set to the lower limit value. When smaller than, it is possible to execute intermittent coupling control to intermittently couple the clutch mechanism,
The clutch control means is a coupling maintenance time calculation means for determining a maintenance time of the coupling state during a predetermined control cycle according to a target rotation speed acquired by the target rotation speed acquisition means;
The clutch mechanism is engaged during the maintenance time calculated by the coupling maintenance time calculating means, and the clutch mechanism is disengaged during the remaining period of the control cycle so that the clutch mechanism is engaged. Intermittent coupling control means for alternately switching between the state and the cutoff state,
The coupling maintenance time calculation means, based on the comparison result of the previous Kikai rolling speed comparison means, when the target rotational speed is smaller than the lower limit value is obtained when rotating the motor at the target rotational speed A propulsive force control device that calculates a maintenance time for maintaining the clutch mechanism in a coupled state so as to obtain a propulsive force equivalent to a power propulsive force. The bond maintenance time calculation means includes
When the target rotational speed is Na, the reference rotational speed is Nb, the control period is S, and the coupled state maintaining time of the clutch mechanism is s, the coupled state maintaining time s is calculated according to the following equation. The propulsive force control device according to claim 1, wherein
s = (Na / Nb) · S The reference rotational speed, thrust control apparatus according to claim 1, wherein that the equal defined in the lower limit. The ship includes a plurality of the propulsion devices attached to the hull,
The clutch control means synchronizes the switching timings of coupling / disconnection of the plurality of clutch mechanisms respectively provided in the plurality of propulsion units during the intermittent coupling control for intermittently coupling the clutch mechanisms. The propulsive force control device according to any one of claims 1 to 3 , wherein a plurality of clutch actuating devices respectively provided in the plurality of propulsion devices are controlled. Further includes a prime mover state determination means for determining whether the prime mover is in an operating state or a stopped state;
The clutch control means, in response to the determination that the prime mover is in a stopped state by the prime mover state determination means during the intermittent engagement control that intermittently engages the clutch mechanism, Intermittent coupling control is interrupted, and thereafter, when the prime mover state determination means determines that the prime mover is in an operating state, the interrupted intermittent coupling control is resumed in response thereto. The propulsive force control device according to any one of claims 1 to 4 . The ship includes a plurality of the propulsion devices attached to the hull,
The prime mover state determination means determines whether the plurality of prime movers respectively provided in the plurality of propulsion devices are in an operating state or a stopped state,
The clutch control means is in a state where any one of the plurality of prime movers is stopped by the prime mover state determination means during execution of intermittent coupling control for the plurality of clutch mechanisms respectively provided in the plurality of propulsion devices. 6. The propulsive force control device according to claim 5, wherein, in response to the determination, intermittent coupling control for all of the plurality of clutch mechanisms is interrupted. The propulsive force control device according to claim 5 or 6 , further comprising restart control means for restarting the prime mover determined to be in a stopped state by the prime mover state determination means. The clutch mechanism includes a forward-coupled state in which the propulsive force generating member transmits the rotational force from the prime mover so that the propulsion member advances the hull, and the propulsive force generating member causes the propulsive force generation member to move the hull backward. a reverse coupling state of transmitting as, according to the rotational force from the prime mover to any of claims 1 to 7, characterized in that switchable to a shut-off state does not transmit the driving force generating member Propulsion control device. A target thrust input operation unit for inputting a target thrust corresponding to the target rotational speed acquired by the target rotational speed acquisition means;
A marine vessel maneuvering support system comprising the propulsive force control device according to any one of claims 1 to 8 . The hull,
Attached to the hull, engine, driving force generating member for generating a propulsive force to give a rotational force from the prime mover, a coupling state of transmitting a rotational force to the thrust generating member from the prime mover, from the prime mover A clutch mechanism including a dog clutch that can be switched to a shut-off state that interrupts transmission of rotational force to the propulsive force generating member, and a propulsion device that includes a clutch actuating device that operates the clutch mechanism;
A marine vessel maneuvering support system according to claim 9 . Attached to the hull of the ship, the prime mover, a coupling state of transmitting propulsive force generating member for generating a propulsive force to give a rotational force from the prime mover, the a rotational force to the thrust generating member from the prime mover, the prime mover A clutch mechanism including a dog clutch , and a propulsion device including a clutch actuating device for operating the clutch mechanism, which can be switched to a cutoff state in which transmission of rotational force to the propulsive force generating member is cut off. A method,
A target rotational speed acquisition step of acquiring a target rotational speed of the prime mover ;
Comparing the acquired target rotational speed with a predetermined lower limit;
A prime mover control step of driving the prime mover at a predetermined reference rotational speed when the target rotational speed is smaller than the lower limit;
Based on the obtained target rotation speed by the target rotational speed acquisition step, seen including a clutch control step of controlling the clutch actuation device,
The clutch control step holds the clutch mechanism in a coupled state when the target rotational speed is equal to or higher than the lower limit value, and intermittently engages the clutch mechanism when the target rotational speed is smaller than the lower limit value. Including a step of performing intermittent coupling control for coupling state,
The clutch control step further includes
A combined maintenance time calculating step for determining a maintenance time of the combined state during a predetermined control period according to the target rotational speed acquired by the target rotational speed acquiring step;
The clutch mechanism is engaged during the maintenance time calculated by the coupling maintenance time calculating step, and the clutch mechanism is disengaged during the remaining period of the control cycle. An intermittent coupling control step for performing the intermittent control that switches alternately between a state and the cutoff state,
In the coupling maintenance time calculation step, when the target rotational speed is smaller than the lower limit value, a propulsive force equivalent to the propulsive force that should be obtained when the prime mover is rotated at the target rotational speed is obtained. propulsion control method comprising steps including Mukoto for calculating a holding time for maintaining the clutch mechanism in the bound state.

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