JP5102752B2 - Outboard motor control device and ship equipped with the same - Google Patents

Description

  The present invention relates to an outboard motor control apparatus for controlling a plurality of outboard motors, and a ship equipped with the same.

  An outboard motor is a propulsion device for a ship, and generally includes a prime mover and a propeller driven by the prime mover. The outboard motor is attached to the stern in a state where steering in the left-right direction is possible. In order to control the turning angle of the outboard motor, a turning mechanism is equipped on the ship. The steering mechanism steers the outboard motor in accordance with the operation of the steering handle by the operator. In the case of a multi-machine configuration in which a plurality of outboard motors are provided on the stern, the steering device turns the plurality of outboard motors in synchronization.

Patent Document 1 below discloses a configuration in which a steering angle of a steering wheel is detected by a steering angle sensor, and two outboard motors are steered according to the detection result. This Patent Document 1 further discloses a control for fixing a turning angle and performing a turning operation of a ship with only an output difference between both outboard motors when a failure occurs in the steering device.
JP 2007-91115 A

  In the configuration of Patent Document 1, not only the outboard motor in which the steering device has failed, but also the steering angle of the outboard motor corresponding to the normal steering device is fixed, and the turning ability of the ship is mainly based on the output difference of the outboard motor. Is secured. However, since it is the structure which ensures the turning property of a ship at the expense of a propulsive force, the traveling speed of a ship is sacrificed. Further, since it is necessary to control the propulsive force according to the steering angle of the steering wheel, there is a problem that the control content is complicated.

Therefore, an object of the present invention is to control outboard motors that can ensure the maximum propulsive force and ensure turning performance even when a failure occurs in the steering angle control of some outboard motors. It is providing a device and a ship provided with the device.
The invention according to claim 1 for achieving the above object is an outboard motor control apparatus for controlling a plurality of outboard motors, wherein a failure occurs in the turning angle control of any outboard motor. A failure determination means for determining whether or not the steering angle control stop means for stopping the turning angle control of the outboard motor determined to have a failure in the steering angle control by the failure determination means, Steering angle range limiting means for limiting the steering angle range of another normal outboard motor according to the steering angle of the outboard motor in which a failure has occurred in the steering angle control, and the steering angle range limiting means An outboard motor control device including a steered angle control unit that performs a steered angle control of the normal outboard motor within a steered angle range limited by.

  According to this configuration, when a failure occurs in the turning angle control of any outboard motor, the turning angle control of the outboard motor is stopped. Then, according to the turning angle of the outboard motor in which the turning angle control has failed, the turning angle range of other outboard motors that are normal (the turning angle control has not failed) is limited. . A normal turning angle control of the outboard motor is performed within this limited turning angle range. Thus, even if a failure occurs in the steering angle control of one of the outboard motors, the steering angle control of other normal outboard motors is continued although it is within the limited steering angle range. Is done. As a result, it is possible to ensure a traveling speed of a certain level or more using the propulsive force of the normal outboard motor, and it is possible to ensure the turning performance of the ship by the steering angle control of the normal outboard motor.

Examples of turning angle control failures include a turning mechanism failure to turn an outboard motor, a turning angle sensor failure to detect the turning angle, and a signal line from the turning angle sensor to the controller. There are disconnection / short circuit failure, control signal transmission system failure from controller to steering mechanism (disconnection, short circuit, etc.).
The turning angle range limiting means preferably restricts the turning angle range of a normal outboard motor to a maximum range in which mechanical interference with the outboard motor whose turning angle control is stopped can be avoided. . As a result, the maximum turning performance of the ship can be ensured.

The invention according to claim 2 further includes a retraction control means for turning the outboard motor in which a failure has occurred in the turning angle control to a predetermined retraction turning angle, and the turning angle control stop means includes a turning angle control stop means. The outboard motor control device according to claim 1, wherein after the outboard motor having a failure in control is steered to the retraction steered angle, the steered angle control for the outboard motor is stopped. .
Even when a failure occurs in the turning angle control, the outboard motor may be steerable. For example, the case where the turning speed becomes slow (response failure) due to an increase in mechanical resistance (friction, etc.) during turning by the turning mechanism is applicable. In such a case, the outboard motor in which the steering angle control has failed is minimized so that the restriction on the steering of other normal outboard motors is minimized before the steering control is stopped. It is preferable to retract. As a result, the normal steering angle range of the outboard motor can be ensured to the maximum, so that it is easy to ensure the turning ability of the ship.

  The invention according to claim 3 further includes a steerability determination unit that determines whether or not the outboard motor that is determined to have a failure in the steering angle control by the failure determination unit can be steered, The retraction control means is for turning the outboard motor to the retraction turning angle when it is determined that the outboard motor is steerable, and the turning angle control stop means is the outboard motor. The steering angle control relating to the outboard motor is stopped without waiting for the outboard motor to steer to the retracted steering angle when it is determined that the steering is impossible. This is an outboard motor control device.

  According to this configuration, when a failure occurs in the turning angle control of any outboard motor, it is determined whether or not the outboard motor can be steered. If the steering is possible, the outboard motor is steered to the retraction steer angle. Thereby, the maximum turning angle range of other normal outboard motors can be secured. If turning is impossible, the outboard motor is stopped at the turning angle position at that time (when it is determined that a failure has occurred). Depending on this stop position, the steering angle range of other normal outboard motors is limited.

The invention according to claim 4 is the outboard motor control device according to claim 2 or 3, wherein the retracted turning angle is determined at one end of a turning angle range.
According to this configuration, when a failure occurs in the turning angle control of any outboard motor, the outboard motor is steered to one end of the turning angle range. As a result, the maximum turning angle range can be secured for other normal outboard motors, so that it is easy to secure the turning ability of the ship.

  In particular, when a plurality of outboard motors are arranged side by side, it is preferable to set the retracted turning angle at one end of the turning angle range with respect to the outboard motor arranged at the end in the arrangement direction. More specifically, when a plurality of outboard motors are arranged in the left-right direction of the ship, the rightmost outboard motor uses the maximum right turning angle as the retraction turning angle, and the leftmost outboard motor uses the maximum left The turning angle may be set as the retraction turning angle. Thereby, the other outboard motors adjacent to them can ensure the maximum steering angle range.

The invention according to claim 5 is the outboard motor control device according to claim 2 or 3, wherein the retracted turning angle is set at the center of the turning angle range.
When a failure occurs in the turning angle control of an outboard motor in which other outboard motors are adjacently arranged on both sides, the outboard motors on both sides are retreated by retracting the outboard motor to the center of the turning angle range. Each can secure a certain range of turning angle.

The invention according to claim 6 is the outboard motor control device according to claim 2 or 3, wherein the retracted turning angle is individually set for the plurality of outboard motors.
Specifically, the retracted turning angle of the outboard motor arranged at one end in the arrangement direction is preferably set to the one end side maximum turning angle in the turning angle range. Moreover, it is preferable that the retraction turning angle of the outboard motor in which other outboard motors are arranged on both sides is a turning angle in the center of the turning angle range.

  According to a seventh aspect of the present invention, the outboard motor control device controls a steering actuator for individually turning the plurality of outboard motors, and the ship in which a failure has occurred in the steering angle control. The retraction control means for retreating the outer unit by turning until the load of the turning actuator reaches a predetermined value, the turning angle control stopping means is an outboard where the turning angle control has failed. The outboard motor control device according to claim 1, wherein the steering angle control relating to the outboard motor is stopped after the aircraft is retracted by the retraction control means.

  According to this configuration, when a failure occurs in the steering angle control of any outboard motor, the outboard motor is steered until the load of the steering actuator corresponding to the outboard motor reaches a predetermined value. Is called. As a result, the outboard motor is retracted as much as possible so as not to disturb the steering of other normal outboard motors. Specifically, when an outboard motor in which a failure has occurred in the turning angle control is steered to a mechanical turning limit, the load on the turning actuator increases. As a result, the outboard motor is retracted to the mechanical turning limit. In other words, the turning angle corresponding to the mechanical turning limit is the retracted turning angle.

The steering actuator may be an electric actuator (for example, an electric motor). In this case, the outboard motor in which the turning angle control has failed is steered until the load current reaches a predetermined value, and then the turning angle control is stopped.
The invention according to claim 8 further includes propulsive force control means for stopping the generation of the propulsive force of the outboard motor before turning the outboard motor in which a failure has occurred in the steering angle control. 7. The outboard motor control device according to claim 7.

According to this configuration, if a failure occurs in the steering angle control of any outboard motor, the generation of the propulsive force of the outboard motor is stopped, and then the outboard motor is retracted to the retracted steering angle. It is done. As a result, when the outboard motor is retracted, it is possible to avoid a propulsive force in a direction unintended by the operator from acting on the ship.
The invention according to claim 9 is an outboard motor control according to any one of claims 1 to 8, which controls a hull, a plurality of outboard motors mounted on the hull, and the plurality of outboard motors. A ship including the device.

  According to this configuration, when a failure occurs in the steering angle control of any outboard motor, the steering angle control of the outboard motor is stopped, while the steering angle control of another normal outboard motor is stopped. Will continue. As a result, it is possible to maximize the propulsive force generated by a normal outboard motor to ensure a certain traveling speed, and to ensure the turning ability of the ship by controlling the steering angle of the normal outboard motor. can do.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is an illustrative plan view for explaining the configuration of a ship according to the first embodiment of the present invention. The ship 1 includes a hull 2, a pair of outboard motors 3, a pair of steering mechanisms 4, an operation unit 5, and a controller 6.
The pair of outboard motors 3 includes a starboard outboard motor 3R disposed on the starboard on the hull tail and a port outboard motor 3L disposed on the port on the tail tail of the hull. The pair of outboard motors 3 are attached to the stern plate 2a of the hull 2 side by side and are in a state capable of swinging (turning) in the left-right direction. The outboard motor 3 includes an engine (internal combustion engine) 10 as a prime mover and a propeller 11 that is rotationally driven by the engine 10. The upper part in which the engine 10 is accommodated is protected by a top cowling 12. The top cowling 12 has a streamlined (drop-shaped) outer shape in a plan view, and the top cowling 12 defines a plan view outer shape of the outboard motor 3. That is, the outboard motor 3 has a plan view outer shape that becomes wider toward the rear (more precisely, as it moves away from the swing center).

The pair of turning mechanisms 4 includes a starboard turning mechanism 4L corresponding to the port outboard motor 3L and a starboard turning mechanism 4R corresponding to the starboard outboard motor 3R. The port steering mechanism 4L swings (steers) the port outboard motor 3L to the left and right. The starboard steering mechanism 4R swings (steers) the starboard outboard motor 3R left and right.
The operation unit 5 includes a steering handle 5a operated by a vessel operator and a steering angle sensor 5b that detects a steering angle (operation angle) of the steering handle 5a. The output signal of the steering angle sensor 5b is input to the controller 6.

The controller 6 is a so-called electronic control unit (ECU) and includes a microcomputer. The controller 6 controls the operation of the turning mechanism 4 according to the steering angle detected by the steering angle sensor 5b. Although the control system is not shown, the controller 6 has a function of controlling the output of the engine 10.
FIG. 2 is a plan sectional view for explaining the configuration of the steering mechanism 4. The outboard motor 3 is attached to the stern plate 2 a (see FIG. 1) of the hull 2 via the clamp bracket 7 and the swivel bracket 8. More specifically, the clamp bracket 7 is fixed to the stern plate 2 a, and the swivel bracket 8 is coupled to the clamp bracket 7. Further, the outboard motor 3 is attached to the swivel bracket 8 in a state in which the outboard motor 3 can swing (turn) in the left-right direction. More specifically, the clamp bracket 7 supports the swivel bracket 8 so as to be rotatable in the vertical direction via a tilt shaft 15 extending in the horizontal direction. The swivel bracket 8 has a steering shaft 16 erected at the rear end thereof. A main body 17 of the outboard motor 3 is supported on the steering shaft 16 so as to be rotatable in the left-right direction.

The outboard motor main body 17 is provided with a steering bracket 18 that protrudes forward from the steering shaft 16. The outboard motor 3 can be steered left and right with respect to the swivel bracket 8 by swinging the steering bracket 18 around the steering shaft 16.
There is no mechanical connection between the left and right outboard motors 3L, 3R, and they can be steered independently. However, since the left and right outboard motors 3L and 3R are arranged close to each other, there is a risk of colliding with each other if chaotic steering is performed. The left and right steering mechanisms 4L and 4R are controlled by the controller 6 so that such a collision does not occur.

  The turning mechanism 4 includes a pair of left and right support members 21, a ball screw shaft 22, a ball screw nut 23, and a turning motor 24 as a turning actuator. The pair of support members 21 are rotatably supported by the clamp bracket 7 via the tilt shaft 15. A ball screw shaft 22 is bridged between the support members 21. A ball screw nut 23 is screwed onto the ball screw shaft 22. The steering motor 24 rotates the ball screw nut 23 around the ball screw shaft 22, and has a housing 25 that accommodates the ball screw nut 23. Hereinafter, when differentiating the steering motors 24 corresponding to the starboard steering mechanism 4L and the starboard steering mechanism 4R, they are referred to as “a starboard steering motor 24L” and a “starboard steering motor 24R”, respectively.

The ball screw shaft 22 is supported by the support member 21 so that its axis is along the left-right direction of the hull 2. The ball screw nut 23 is rotatably supported in the housing 25, and movement in the axial direction of the housing 25 (parallel to the axial direction of the ball screw shaft 22) is restricted.
The steered motor 24 includes a stator 26 fixed in a housing 25, and energizes a coil (not shown) of the stator 26, thereby rotating the ball screw nut 23 as a rotor. The rotation of the steering motor 24 is controlled by the controller 6. A turning angle sensor 30 that detects the turning angle of the outboard motor 3 by detecting the rotation of the ball screw nut 23 is provided in the housing 25. The steered angle sensor 30 can be constituted by a gap sensor that detects a large number of grooves (projections) formed on the outer peripheral surface of the ball screw nut 23 by a change in magnetic flux, for example. Hereinafter, when distinguishing the turning angle sensors 30 attached to the starboard turning mechanism 4L and the starboard turning mechanism 4R, they are referred to as “a starboard turning angle sensor 30L” and a “starboard turning angle sensor 30R”, respectively.

  The housing 25 includes a steering arm 27 that extends rearward toward the outboard motor 3. A connecting pin 28 is erected at the rear end of the steering arm 27. A long hole 29 formed at the tip of the steering bracket 18 is loosely fitted to the connecting pin 28. Thus, the steering bracket 18 is rotatably connected to the steering arm 27.

  With such a configuration, when the ball screw nut 23 is rotated by the steering motor 24, the ball screw nut 23 moves in the left-right direction along the ball screw shaft 22. As a result, the lateral movement of the housing 25 is caused, and the steering bracket 18 coupled to the steering arm 27 swings around the steering shaft 16. As a result, turning of the outboard motor 3 coupled to the steering bracket 18 is achieved.

FIG. 3 is a block diagram for explaining an electrical configuration related to the steering control of the ship. The controller 6 is supplied with output signals from the steering angle sensor 5b and the left and right turning angle sensors 30L and 30R. Based on these signals, the controller 6 controls the steering motors 24L and 24R provided in the left and right steering mechanisms 4L and 4R.
The controller 6 includes a CPU and a memory, and realizes functions as a plurality of function processing units by executing a predetermined program. More specifically, the controller 6 includes an individual turning angle setting unit 31, an individual turning control unit 32, a failure determination unit 34, a turning angle control stop unit 35, a turning angle range limiting unit 36, and a retraction control unit 37. The functions as the steering availability determination unit 38 and the propulsive force control unit 39 are executed.

The function as the individual turning angle setting unit 31 is a function for individually setting the target turning angle δL ^* of the port outboard motor 3L and the target turning angle δR ^* of the starboard outboard motor 3R. The function of the individual steering control unit 32, separately set target steering angle [delta] L ^*, a function for individually turning control the port-side outboard motor 3L and the starboard-side outboard motor 3R according &Dgr; R ^*. The function as the failure determination unit 34 is a function for determining whether or not a failure has occurred in the turning angle control of the outboard motor 3. The function as the turning angle control stop unit 35 is a function of stopping the turning angle control related to the outboard motor 3 that is determined to have a failure in the turning angle control. The function as the steered angle range limiting unit 36 refers to another outboard motor that does not have a failure in the steered angle control according to the steered angle of the outboard motor whose steered angle control is stopped (normal This is a function that limits the steering angle range of the outboard motor. After the turning angle range is restricted, the individual turning control unit 32 executes normal turning angle control of the outboard motor within the restricted turning angle range. The function as the evacuation control unit 37 is a function of turning an outboard motor in which a failure has occurred in the turning angle control to a predetermined evacuation turning angle. The function as the steerability determination unit 38 is a function that determines whether or not the outboard motor that has failed in the steered angle control can be steered. The function as the propulsive force control unit 39 is a function for controlling the propulsive force of the outboard motor 3 (including generation / stop of propulsive force).

  The outboard motor 3 is provided with a shift mechanism, and the shift mechanism is controlled to any one of a forward position, a reverse position, and a neutral position. The forward position is a shift position at which the driving force of the engine 10 is transmitted to the propeller 11 so that the propeller 11 rotates in the rotational direction that generates the forward driving force. The reverse drive position is a shift position at which the driving force of the engine 10 is transmitted to the propeller 11 so that the propeller 11 rotates in the rotational direction that generates the reverse propulsion force. The neutral position is a shift position where the driving force of the engine 10 is not transmitted to the propeller 11. Therefore, the generation of propulsive force can be stopped by controlling the shift position of the shift mechanism to the neutral position. The function of the controller 6 as the propulsive force control unit 39 includes a function of instructing the outboard motor 3 with a shift position.

  FIG. 4 is an explanatory diagram illustrating the turning angle control of the left and right outboard motors. When the steering handle 5a is in the neutral position, the turning angles δL and δR of the left and right outboard motors 3L and 3R are zero. That is, the left and right outboard motors 3L and 3R generate a propulsive force in directions parallel to each other. The steered angle refers to an angle (plan view) formed by the center line 11a of the propeller 11 of the outboard motor 3 with respect to the ship center line 1a. The ship center line 1a is a straight line passing through the bow and the stern center in plan view.

When the steering handle 5a is rotated clockwise, the steering angles δL and δR of the left and right outboard motors 3L and 3R change accordingly, and the propeller 11 of the outboard motors 3L and 3R moves to the right with respect to the hull 2. Is rotated. Thereby, when the outboard motors 3L and 3R are driven forward, their propulsive force is directed leftward with respect to the ship center line 1a. As a result, the ship 1 turns to the right. The steered angles δL and δR of the outboard motors 3L and 3R increase as the operation amount for turning the steering handle 5a to the right increases. However, the steering angles δL and δR of the left and right outboard motors 3L and 3R are not equal, and the steering angle δR of the starboard outboard motor 3R is larger than the steering angle δL of the port outboard motor 3L. . The difference between the turning angles δL and δR of the left and right outboard motors 3L and 3R increases as the turning angles δL and δR increase. This is to avoid interference between the outboard motors 3L and 3R having an outer shape that becomes wider toward the rear side in plan view. That is, if the turning angles δL and δR of the outboard motors 3L and 3R are made equal, the clearance between the outboard motors 3L and 3R decreases as the turning angle increases, and finally the two come into contact with each other. It reaches. Therefore, in this embodiment, the target turning angle δR ^* of the starboard outboard motor 3R located on the downstream side (right side) in the steering direction is set to the target turning angle of the port outboard motor 3L located on the upstream side (left side) in the steering direction. The steering angle is set to be larger than the steering angle δL ^* . Note that “the turning angle is large” means that the absolute value of the turning angle is large. The same applies to the target turning angle.

The same applies to leftward steering. That is, when the steering handle 5a is rotated counterclockwise, the steering angles δL and δR of the left and right outboard motors 3L and 3R change accordingly, and the propeller 11 of the outboard motors 3L and 3R moves relative to the hull 2. To the left. Accordingly, when the outboard motors 3L and 3R are driven forward, their propulsive force is directed to the right with respect to the ship center line 1a. As a result, the ship 1 turns leftward. The steered angles δL and δR of the outboard motors 3L and 3R increase as the operation amount for turning the steering handle 5a to the left increases. However, the steering angles δL and δR of the left and right outboard motors 3L and 3R are not equal, and the steering angle δL of the port outboard motor 3L is larger than the steering angle δR of the starboard outboard motor 3R. . The difference between the turning angles δL and δR of the left and right outboard motors 3L and 3R increases as the turning angles δL and δR increase. That is, in this embodiment, the target turning angle δL ^* of the port outboard motor 3L located on the downstream side (left side) in the steering direction is set to the target turning angle of the starboard outboard motor 3R located on the upstream side (right side) in the steering direction. The steering angle is set to be larger than the steering angle δR ^* .

FIG. 5 is a flowchart for explaining the contents of processing executed by the controller 6 in order to realize the steering control as described above. The controller 6 acquires the steering angle detected by the steering angle sensor 5b (step S1), and calculates the basic target turning angle δ ^* corresponding to this steering angle (step S2). The basic target turning angle δ ^* is a target turning angle obtained without considering the interference between the outboard motors 3L and 3R.

Next, based on the basic target turning angle δ ^* , the controller 6 sets the target turning angle for the port outboard motor 3L (hereinafter referred to as “portal target turning angle”) δL ^* and the starboard outboard motor. A target turning angle (hereinafter referred to as “starboard target turning angle”) δR ^* for 3R is obtained (steps S3 and S4; function as the individual turning angle setting unit 31). These target turning angles δL ^* and δR ^* have values obtained by adding necessary corrections to the basic target turning angle δ ^* so as to avoid interference between the outboard motors 3L and 3R.

Thus the outboard motor 3L, the target steering angle [delta] L ^* of 3R, the &Dgr; R ^* is obtained, the controller 6, these target turning angle [delta] L ^*, on the basis of the &Dgr; R ^*, port turning mechanism 4L and starboard steering The steering motors 24L and 24R of the mechanism 4R are respectively controlled (Steps S5 and S6. Functions as the individual steering control unit 32). More specifically, the steering angle sensor 30L, port and starboard outboard motor 3L are respectively detected by 30R, the actual steering angle [delta] L of the 3R, &Dgr; R is the target steered angle [delta] L ^*, matching &Dgr; R ^* As described above, the controller 6 performs feedback control on the steering motors 24L and 24R, respectively.

FIG. 6 is a diagram for explaining a setting example of the port target turning angle and the starboard target turning angle. The turning angle is represented by giving a positive sign for rightward turning and a negative sign for leftward turning. The horizontal axis is the basic target turning angle δ ^*, which is a value corresponding (proportional) to the steering angle of the steering handle 5a. In a region where the basic target turning angle δ ^* is positive (right steering region), the starboard target turning angle δR ^* is set equal to the basic target turning angle δ ^* . On the other hand, the port target turning angle δL ^* is set to a value smaller than the basic target turning angle δ ^* . On the other hand, in the region where the basic target turning angle δ ^* is negative (left steering region), the port target turning angle δL ^* is set equal to the basic target turning angle δ ^* . In contrast, the right target steering angle δR ^* has an absolute value smaller than the absolute value of the basic target turning angle δ ^* .

More specifically, the starboard target turning angle δR ^* is calculated from zero to the maximum right turning angle when the basic target turning angle δ ^* changes from zero to the maximum right turning angle δmax_r (for example, 30 degrees). It is determined to change linearly up to δRmax_r (= δmax_r). Further, the starboard target turning angle δR ^* is equal to the maximum left turning angle δRmax_l (| δRmax_l | <) when the basic target turning angle δ ^* changes from the left maximum turning angle δmax_l (for example, −30 degrees) to zero. | Δmax_l |) to be linearly changed from zero. Similarly, the port target turning angle δL ^* is calculated from zero to the left maximum turning angle δLmax_r (<δmax_r) when the basic target turning angle δ ^* changes from zero to the maximum right turning angle δmax_r (for example, 30 degrees). ) To change linearly. Further, the port target turning angle δL ^* is obtained from the left maximum turning angle δLmax_l (= δmax_l) when the basic target turning angle δ ^* changes from the left maximum turning angle δmax_l (for example, −30 degrees) to zero. It is determined to change linearly to zero. Then, δRmax_r−δLmax_r ≧ ε _r (ε _r > 0) between the maximum right turning angle δRmax_r of the starboard target turning angle δR ^{* and} the maximum right turning angle δLmax_r of the port target turning angle δL ^*. The relationship is established. Similarly, | δLmax_l | − | δRmax_l | ≧ ε _l (ε) between the left maximum turning angle δRmax_l of the starboard target turning angle δR ^{* and} the left maximum turning angle δLmax_l of the port target turning angle δL ^*. _l > 0) is established. ε _r and ε _l are values obtained by converting the minimum clearance to be secured between the outboard motors 3L and 3R to the right or left to the maximum (converted into the difference in the turning angle) (maximum This is the minimum turning angle difference in the turning angle).

Thus, in the right turning angle region, the target turning angle δL ^* of the port outboard motor 3L is set to a value smaller than the basic target turning angle δ ^* . Further, in the left turning angle region, the target turning angle δR ^* of the starboard outboard motor 3R is set such that the absolute value thereof is smaller than the absolute value of the basic target turning angle δ ^* . Thereby, the interference between the outboard motors 3L and 3R can be avoided at any turning angle. Moreover, for the outboard motor on the downstream side in the turning direction, a large maximum turning angle can be secured, so that the turning performance of the ship 1 can be improved.

Note that the port target turning angle δL ^* does not need to be set according to the characteristic line shown by the two-dot chain line in FIG. 6, and can be set to a value belonging to a region below the characteristic line. Similarly, the starboard target turning angle δR ^* does not have to be set according to the characteristic line shown by the solid line in FIG. 6, and can be set to a value belonging to the region above the characteristic line. That is, the outboard motor 3L, in the region outside interference that might have the 3R, basic target steering angle [delta] ^* according the Port target steered angle [delta] L ^* and starboard target steered angle &Dgr; R ^* is a configurable individually Yes (active control).

  FIG. 7 is an explanatory diagram illustrating the operation when a failure occurs in the turning angle control of any outboard motor. For example, when a failure occurs in the steering angle control of the starboard outboard motor 3R, the controller 6 determines whether the starboard outboard motor 3R can be steered. If the turning is impossible, the turning angle control of the starboard outboard motor 3R is stopped. If turning is possible, the controller 6 turns the starboard outboard motor 3R to the right maximum turning angle δRmax_r, and then stops turning angle control. That is, the maximum right turning angle δRmax_r is the retraction turning angle of the starboard outboard motor 3R. Similarly, for the port outboard motor 3L, the left maximum turning angle δLmax_l is the retraction turning angle.

After stopping the steering angle control of the starboard outboard motor 3R in this way, the controller 6 limits the steering angle range of the port outboard motor 3L according to the steering angle δR of the starboard outboard motor 3R. The controller 6 performs the turning angle control of the port outboard motor 3L within the restricted turning angle range.
The failure of the turning angle control generally means that the turning angle of the outboard motor does not change with a predetermined response to a command generated by the controller 6. More specifically, when the turning resistance by the turning mechanism 4 becomes large (response failure), when the signal wire of the turning angle sensor 30 is broken or short-circuited (turning angle detection failure), the controller A case where a disconnection / short circuit failure occurs in the command signal line from 6 is assumed. Such a failure in turning angle control is classified into a case where the outboard motor cannot be steered and a case where the outboard motor can be steered even if there is a problem such as responsiveness.

  The failure of the turning angle control is detected by monitoring the turning angle response to the turning command in the controller 6 (function as the failure determination unit 34). More specifically, the controller 6 generates a target turning angle for the outboard motor 3 and detects a turning angle detected by the turning angle sensor 30. Then, when the turning angle does not reach the target turning angle even after a predetermined determination time has elapsed from the generation of the target turning angle, the controller 6 determines that a failure has occurred in the turning angle control.

With reference to FIG. 6 again, the limitation of the turning angle range when a failure occurs in the turning angle control of the outboard motor will be described. For example, it is assumed that a failure occurs in the turning angle control of the starboard outboard motor 3R, and the turning angle control is stopped at the failure turning angle δR _f . At this time, the port target turning angle δL ^* is set according to the characteristic line 51 with respect to the basic target turning angle δ ^* equal to or greater than the basic target turning angle δ _f1 corresponding to the failure turning angle δR _f . That is, the port target turning angle δL ₁ corresponding to the failure turning angle δR _f is set as a new right maximum turning angle δLmax_r for the port outboard motor 3L. Thus, the settable range of the port target turning angle δL ^* , that is, the turning angle range of the port outboard motor 3L is limited to a range 52 that does not interfere with the starboard outboard motor 3R in which the turning angle control is stopped. It will be.

When the starboard outboard motor 3R in which the steering angle control has failed can be steered and is steered to the maximum right steered angle δRmax_r, the restriction on the steered angle range of the port outboard motor 3L is ultimately limited. Is the same as when the turning angle control of the starboard outboard motor 3R is normal.
Then, the failure to the steering angle control of the port-side outboard motor 3L is generated, a case where the steering angle control malfunction steering angle [delta] L _f is stopped. At this time, with respect to the failure turning angle δL basic target turning angle corresponding to the _f [delta] _f2 following basic target steering angle [delta] ^{*, *} the starboard target turning angle &Dgr; R, is set in accordance with the characteristic line 53. That is, the starboard target turning angle δR ₂ corresponding to the failure turning angle δL _f is set as a new left maximum turning angle δRmax_l for the starboard outboard motor 3R. Thus, the settable range of the starboard target turning angle δR ^* , that is, the turning angle range of the starboard outboard motor 3R is limited to the range 54 that does not interfere with the portside outboard motor 3L in which the turning angle control is stopped. It will be.

When the steering outboard motor 3L in which the steering angle control has failed can be steered and is steered to the maximum left steering angle δLmax_l, the restriction on the steering angle range of the starboard outboard motor 3R is ultimately limited. Is the same as when the steering angle control of the port outboard motor 3L is normal.
FIG. 8 is a flowchart for explaining an operation example when a failure occurs in the steering angle control of the outboard motor. The controller 6 determines whether or not a failure has occurred in the turning angle control of either the outboard motor 3L or 3R (step S11, function as the failure determination unit 34). If the turning angle control of any outboard motor is normal (step S11: NO), normal steering control (see FIG. 5) is executed (step S12). When a failure has occurred in the steering angle control of any outboard motor (step S11: YES), the controller 6 stops the generation of propulsive force by the failure side outboard motor (step S13, propulsive force control unit). 39 as a function). Specifically, the controller 6 sets the shift position of the failure-side outboard motor to the neutral position, so that the driving force of the engine 10 is not applied to the propeller 11. Thereby, generation | occurrence | production of a thrust can be stopped.

  Next, the controller 6 determines whether or not the failure-side outboard motor can be steered (step S14, function as the steerability determination unit 38). This determination can be made, for example, by monitoring whether there is a change in the turning angle detected by the turning angle sensor 30 when a drive current is supplied to the turning motor 24. If the steering is possible, the controller 6 drives the corresponding steering motor 24 to steer the faulty outboard motor toward the retraction steering angle (step S15. As the retraction control unit 37). function). If the failure-side outboard motor is the starboard outboard motor 3R, the retracted turning angle is the maximum right turning angle δRmax_r. If the outboard motor is the port outboard motor 3L, the retracted turning angle is the left maximum turning angle δLmax_l.

  Further, the controller 6 monitors the output of the turning angle sensor 30 corresponding to the failure side outboard motor, and determines whether or not the retraction turning angle has been reached (step S16). When the retracted turning angle is reached (step S16: YES), the controller 6 stops the turning angle control of the failure side outboard motor (step S17, function as the turning angle control stop unit 35). When the failure side outboard motor cannot be steered (step S14: NO), the controller 6 immediately stops the turning angle control of the failure side outboard motor (step S17).

  After stopping the turning angle control of the failure side outboard motor, the controller 6 acquires the turning angle of the failure side outboard motor at that time from the corresponding turning angle sensor 30. Based on this turning angle, the controller 6 restricts the turning angle range of the normal outboard motor (step S18; function as the turning angle range restriction unit 36). Specifically, the maximum turning angle of the normal side outboard motor is newly set based on the turning angle of the failure side outboard motor. Thereafter, the controller 6 executes the turning angle control of only the normal side outboard motor in the restricted turning angle range (step S19, function as the individual turning control unit 32).

FIG. 9 is a flowchart for explaining another operation example when a failure occurs in the turning angle control of the outboard motor. In FIG. 9, steps corresponding to the steps shown in FIG. 8 are given the same reference numerals.
In this operation example, output signals of current detectors 41L and 41R (referred to collectively as “current detectors 41”) for detecting the drive currents of the steering motors 24L and 24R, respectively, are used (see FIG. 3). .

  In this operation example, the controller 6 determines whether or not the turning angle can be detected (step S21). For example, when the signal line of the turning angle sensor 30 is disconnected or short-circuited, the turning angle cannot be detected. When the turning angle can be detected (step S21: YES), the operation is the same as in FIG. On the other hand, when the turning angle cannot be detected (step S21: NO), the controller 6 refers to the output signal of the current detector 41 and turns the steering motor corresponding to the failure side outboard motor. It is determined whether the drive current value of 24 is equal to or greater than a predetermined threshold value (step S22). When the failure-side outboard motor reaches the retraction turning angle and the turning thereof is physically restricted, the load on the turning motor 24 increases, and thus the drive current increases. Therefore, the controller 6 controls the turning of the failure-side outboard motor toward the retracted turning angle until the drive current value of the steering motor 24 becomes equal to or greater than the threshold (step S22: YES) (step S15). Function as the evacuation control unit 37). Therefore, even when the turning angle cannot be detected, the failure-side outboard motor can be turned to the retracted turning angle. Thereafter, the controller 6 stops the steering control of the failure side outboard motor, and performs the same processing as in the operation example of FIG.

  As described above, according to this embodiment, when a failure occurs in the turning angle control of either the port outboard motor 3L or the starboard outboard motor 3R, the turning angle control of the failure side outboard motor is stopped. The Then, a limit is imposed on the steered angle range of the normal side outboard motor according to the steered angle of the failure side outboard motor at the time when the steered angle control is stopped. By performing the turning angle control of the normal side outboard motor within this limited turning angle range, the normal side outboard motor can be steered without interfering with the failure side outboard motor. As a result, it is possible to ensure the turning performance of the vessel 1 while effectively using the propulsive force of the normal outboard motor to ensure a certain traveling speed or more. In addition, when the outboard motor in which the steering angle control has failed can be steered, the outboard motor is steered to the retracted steered angle so that it can be retracted. The maximum steering angle range can be secured.

FIG. 10 is an illustrative plan view for explaining the structure of a ship according to the second embodiment of the present invention. In FIG. 10, parts corresponding to the parts shown in FIG. 1 are given the same reference numerals.
The ship according to this embodiment is further provided with another outboard motor 3C (hereinafter referred to as “central outboard motor 3C” for distinction) between the left and right outboard motors 3L and 3R. The central outboard motor 3C is attached to the stern plate 2a of the hull 2 with the same configuration as the outboard motors 3L and 3R. Further, a central turning mechanism 4C is provided corresponding to the central outboard motor 3C. The configuration of the central turning mechanism 4C is the same as that of the left side turning mechanism 4L and the right side turning mechanism 4R. A steering motor 24 </ b> C (see FIG. 11) provided in the central turning mechanism 4 </ b> C is controlled by the controller 6.

  FIG. 11 is a block diagram showing the electrical configuration of the ship according to this embodiment. In FIG. 11, parts corresponding to those shown in FIG. 3 are given the same reference numerals. In this embodiment, a steering motor 24 </ b> C is added as a control target of the controller 6. The output signal of the central turning angle sensor 30C that detects the turning angle δC of the central outboard motor 3C is input to the controller 6. The controller 6 controls the operation of the central turning motor 24C in accordance with the steering angle detected by the steering angle sensor 5b and the turning angle (central turning angle) detected by the central turning angle sensor 30C. Moreover, the controller 6 uses the output signal of the current detector 41C that detects the drive current of the central turning motor 24C as necessary.

FIG. 12 is an explanatory diagram illustrating the turning angle control of three outboard motors. When the steering handle 5a is in the neutral position, the steering angles δL, δR, δC of the left and right outboard motors 3L, 3R, 3C are all zero. That is, the three outboard motors 3L, 3R, 3C generate a propulsive force in directions parallel to each other.
When the steering handle 5a is rotated clockwise, the steering angles δL, δR, δC of the left, right, and center outboard motors 3L, 3R, 3C change accordingly, and the propellers of the outboard motors 3L, 3R, 3C change accordingly. 11 is rotated to the right with respect to the hull 2. Accordingly, the propulsive force of the outboard motors 3L, 3R, 3C is leftward with respect to the ship center line 1a. As a result, the ship 1 turns to the right. The steered angles δL, δR, δC of the outboard motors 3L, 3R, 3C also increase as the operation amount for turning the steering handle 5a to the right increases. However, the turning angles δL, δR, δC of the three outboard motors 3L, 3R, 3C are not equal. Specifically, the starboard turning angle δR is larger than the central turning angle δC, and the central turning angle δC is larger than the starboard turning angle δL. The difference between the turning angles δL and δC and the difference between the turning angles δC and δR increase as the turning angles δL, δR, and δC increase. This is to avoid the interference of the outboard motors 3L, 3R, 3C having an outer shape that becomes wider toward the rear side in plan view. That is, if the turning angles δL, δR, and δC of the outboard motors 3L, 3R, and 3C are made equal, the clearance between the outboard motors 3L, 3R, and 3C decreases as the turning angle increases. Will contact adjacent outboard motors. Therefore, in this embodiment, the outboard motor positioned on the downstream side (right side) in the steering direction is set to have a larger steering angle.

  The same applies to leftward steering. That is, when the steering handle 5a is rotated counterclockwise, the steering angles δL, δR, δC of the left, right, and center outboard motors 3L, 3R, 3C change accordingly, and the outboard motors 3L, 3R, 3C change. The propeller 11 is rotated to the left with respect to the hull 2. Accordingly, the propulsive force of the outboard motors 3L, 3R, 3C is directed to the right with respect to the ship center line 1a. As a result, the ship 1 turns leftward. The steered angles δL, δR, δC of the outboard motors 3L, 3R, 3C also increase as the operation amount for turning the steering handle 5a to the left increases. However, the starboard turning angle δL is larger than the central turning angle δC, and the central turning angle δC is larger than the starboard turning angle δR. In other words, the outboard motor located on the downstream side (left side) in the turning direction is set to have a larger turning angle. As the turning angle increases, the difference between the turning angles δL and δC and the difference between the turning angles δC and δR increase.

FIG. 13 is a diagram for explaining a setting example of a port target turning angle, a starboard target turning angle, and a central target turning angle. As in the case of FIG. 6, the turning angle is represented by giving a positive sign to the rightward turning and a negative sign to the leftward turning. The horizontal axis is the basic target turning angle δ ^*, which is a value corresponding (proportional) to the steering angle of the steering handle 5a.
In a region where the basic target turning angle δ ^* is positive (right steering region), the starboard target turning angle δR ^* is set equal to the basic target turning angle δ ^* . On the other hand, the central target turning angle δC ^* is set to a value smaller than the basic target turning angle δ ^* , and the port target turning angle δL ^* is set to a value smaller than the central target turning angle δC ^*. It has been established. Similarly, in a region where the basic target turning angle δ ^* is negative (left steering region), the port target turning angle δL ^* is set equal to the basic target turning angle δ ^* . On the other hand, the central target turning angle δC ^* has a smaller absolute value than the absolute value of the basic target turning angle δ ^* . Further, the right target steering angle δR ^* is set to a value whose absolute value is smaller than the absolute value of the central target turning angle δC ^* .

More specifically, the starboard target turning angle δR ^* , the central target turning angle δC ^*, and the portside target turning angle δL ^* are determined from the basic target turning angle δ ^* to the right maximum turning angle δmax_r (for example, 30 degrees), it is determined to change linearly from zero to the respective right maximum turning angles δRmax_r, δCmax_r, δLmax_r. The starboard target turning angle δR ^* , the central target turning angle δC ^*, and the portside target turning angle δL ^* are set such that the basic target turning angle δ ^* is from the maximum left turning angle δmax_l (for example, −30 degrees) to zero. When changing, it is determined to change linearly from the left maximum turning angle δRmax_l, δCmax_l, δLmax_l to zero. Then, among the right maximum turning angles δRmax_r, δCmax_r, and δLmax_r, the relationships δRmax_r−δCmax_r ≧ ε ₁ (ε ₁ > 0) and δCmax_r−δLmax_r ≧ ε ₂ (ε ₂ > 0) are established. Similarly, | δLmax_l | − | δCmax_l | ≧ ε ₃ (ε ₃ > 0), | δCmax_l | − | δRmax_l | ≧ ε ₄ (ε ₄ > 0) between the left maximum turning angles δRmax_l, δCmax_l, and δLmax_l. ) Is established. ε ₁ , ε ₂ , ε ₃ , ε ₄ are the maximum steered state in which the outboard motors 3L, 3R, 3C are steered to the right or left to the maximum, and the minimum clearance to be secured between them is It is the value converted into the turning angle difference (minimum turning angle difference at the maximum turning angle).

Thus, in the right turning angle region, the target turning angles δC ^* and δL ^* of the center and port outboard motors 3C and 3L are set to values smaller than the basic target turning angle δ ^* . Further, in the left turning angle region, the target turning angles δC ^* and δR ^* of the center and starboard outboard motors 3C and 3R are such that each absolute value is smaller than the absolute value of the basic target turning angle δ ^*. Is set to be Thereby, the interference between the outboard motors 3L and 3R can be avoided at any turning angle. In addition, as the outboard motor on the downstream side in the turning direction can secure a larger maximum turning angle, the turning performance of the ship can be improved.

FIG. 14 is a flowchart for explaining the steering control executed by the controller 6. In FIG. 14, steps corresponding to the respective steps shown in FIG. 5 are given the same reference numerals.
The controller 6 acquires the steering angle detected by the steering angle sensor 5b (step S1), and calculates the basic target turning angle δ ^* corresponding to this steering angle (step S2).

Then, the controller 6, based on the basic target steering angle [delta] ^*, a port target steering angle [delta] L ^*, a starboard target steering angle &Dgr; R ^*, obtaining a central target steered angle .delta.C ^* (step S3, S4, S41, function as the individual turning angle setting unit 31).
Thus the outboard motors 3L, 3R, 3C target turning angle [delta] L ^*, &Dgr; R ^*, when .delta.C ^* is obtained, the controller 6, these target turning angle [delta] L ^*, &Dgr; R ^*, based on .delta.C ^*, port The steering motors 24L, 24R, and 24C of the steered mechanism 4L, starboard steered mechanism 4R, and central steered mechanism 4C are respectively controlled (steps S5, S6, and S42. Functions as the individual steered control unit 32). More specifically, the actual turning angles δL, δR, and δC of the port, starboard, and central outboard motors 3L, 3R, and 3C detected by the turning angle sensors 30L, 30R, and 30C are the target turning angles. The controller 6 feedback-controls the steering motors 24L, 24R, and 24C so as to coincide with δL ^* , δR ^* , and δC ^* .

FIG. 15 is an explanatory diagram illustrating the operation when a failure occurs in the turning angle control of the central outboard motor. The operation when a failure occurs in the turning angle control of the starboard outboard motor 3R or the port outboard motor 3L is the same as in the case of the first embodiment described above.
When a failure occurs in the turning angle control of the central outboard motor 3C, the controller 6 determines whether the central outboard motor 3C can be steered. If the turning is impossible, the turning angle control of the central outboard motor 3C is stopped. If the steering is possible, the controller 6 turns the central outboard motor 3C to the neutral position (δC = 0), and then stops the turning angle control for the central outboard motor 3C. That is, the center position of the turning angle range is the retraction turning angle of the central outboard motor 3C.

After stopping the turning angle control of the central outboard motor 3C in this way, the controller 6 determines the turning angle range of the starboard outboard motor 3R and the port outboard motor 3L according to the turning angle δC of the central outboard motor 3C. Limit. The controller 6 performs the turning angle control of the starboard outboard motor 3R and the portside outboard motor 3L within the limited turning angle range.
Referring to FIG. 13 again, the limitation of the turning angle range when a failure occurs in the turning angle control of the outboard motor will be described.

For example, it is assumed that a failure occurs in the turning angle control of the starboard outboard motor 3R, and the turning angle control is stopped at the failure turning angle δR _f . At this time, with respect to the failure turning angle δR basic target turning angle corresponding to the _f [delta] _f1 or more basic target steering angle [delta] ^*, central target steered angle .delta.C ^* is set according to the characteristic line 61, port target rolling The steering angle δL ^* is set according to the characteristic line 62. That is, the center point steering angle δC ₁ corresponding to the failure steering angle δR _f is set as a new right maximum steering angle δCmax_r for the central outboard motor 3C. Further, the port target turning angle δL ₁ corresponding to the failure turning angle δR _f is set as a new right maximum turning angle δLmax_r for the port outboard motor 3L. Thus, the settable range of the central target turning angle δC ^* , that is, the turning angle range of the central outboard motor 3C is limited to a range 63 that does not interfere with the starboard outboard motor 3R in which the turning angle control is stopped. It will be. Further, the settable range of the port target turning angle δL ^* , that is, the turning angle range of the port outboard motor 3L is a range that does not interfere with the central outboard motor 3C steered in the limited turning angle range 63. It will be limited to 64.

When the starboard outboard motor 3R in which the steering angle control has failed can be steered and is steered to the maximum right steering angle δRmax_r, the central outboard motor 3C and the port outboard motor 3L are eventually turned on. The restriction on the turning angle range is the same as when the turning angle control of the starboard outboard motor 3R is normal.
Next, a case is assumed where a failure occurs in the turning angle control of the central outboard motor 3C, and the turning angle control is stopped at the failure turning angle δC _f . At this time, with respect to the failure turning angle δC target turning angle corresponding to the _f [delta] _f2 following basic target steering angle [delta] ^*, starboard target steered angle &Dgr; R ^* is set according to the characteristic line 65. That is, the starboard target turning angle δR ₂ corresponding to the failure turning angle δC _f is set as a new left maximum turning angle δRmax_l for the starboard outboard motor 3R. Thus, the settable range of the starboard target turning angle δR ^* , that is, the turning angle range of the starboard outboard motor 3R is limited to a range 66 that does not interfere with the central outboard motor 3C in which the turning angle control is stopped. It will be. Further, with respect to the failure turning angle δC target turning angle corresponding to the _f [delta] _f2 or more basic target steering angle [delta] ^{*, *} the port target steering angle [delta] L, are set in accordance with the characteristic line 67. That is, the port target turning angle δL ₂ corresponding to the failure turning angle δC _f is set as a new right maximum turning angle δLmax_r for the port outboard motor 3L. Thus, the settable range of the port target turning angle δL ^* , that is, the turning angle range of the port outboard motor 3L is limited to a range 68 that does not interfere with the central outboard motor 3C in which the turning angle control is stopped. It will be.

When the central outboard motor 3C in which the steering angle control has failed can be steered and is steered to the neutral position (δC = 0) that is the retraction steered angle, the starboard outboard motor 3R The maximum turning angle δRmax_l = 0, and the right maximum turning angle δLmax_r = 0 of the port outboard motor 3L.
Then, the failure to the steering angle control of the port-side outboard motor 3L is generated, a case where the steering angle control malfunction steering angle [delta] L _f is stopped. At this time, with respect to the failure turning angle δL target turning angle corresponding to the _f [delta] _f3 following basic target steering angle [delta] ^*, central target steered angle .delta.C ^* is set according to the characteristic line 69, starboard target steered The angle δR ^* is set according to the characteristic line 70. That is, the central target turning angle δC ₃ corresponding to the failure turning angle δL _f is set as a new left maximum turning angle δCmax_l for the central outboard motor 3C. Further, the starboard target turning angle &Dgr; R ₃ corresponding to the failure turning angle [delta] L _f, it is a new left maximum steering angle δRmax_l for starboard-side outboard motor 3R. Thus, the settable range of the central target turning angle δC ^* , that is, the turning angle range of the central outboard motor 3C is limited to a range 71 that does not interfere with the port outboard motor 3L in which the turning angle control is stopped. It will be. Further, the settable range of the starboard target turning angle δR ^* , that is, the turning angle range of the starboard outboard motor 3R is a range that does not interfere with the central outboard motor 3C steered in the limited turning angle range 71. Will be limited to 72.

When the port side outboard motor 3L in which the steering angle control has failed can be steered and is steered to the maximum left steering angle δLmax_l, the central outboard motor 3C and the starboard outboard motor 3R are eventually turned on. The restriction on the turning angle range is the same as when the turning angle control of the port outboard motor 3L is normal.
FIG. 16 is a flowchart for explaining an operation example when a failure occurs in the turning angle control of the outboard motor. In FIG. 16, steps corresponding to the respective steps shown in FIG. 8 are given the same reference numerals. The operation when a failure occurs in the turning angle control of the port outboard motor 3L or the starboard outboard motor 3R is the same as that in the first embodiment (see FIG. 8). On the other hand, when a failure occurs in the turning angle control of the central outboard motor 3C, when turning to the retracted turning angle (neutral position), other outboard motors (portside outboard motors) 3L or starboard outboard motor 3R) may occur. Therefore, when a failure occurs in the turning angle control of the central outboard motor 3C, the outboard motor in which the interference occurs needs to be steered simultaneously in the same direction.

  Therefore, in this embodiment, the controller 6 causes the outboard motor in which interference occurs when the steering angle control of the central outboard motor 3C has failed to steer to the retracted steering angle in the same direction. Control for turning is executed (step S15a). At this time, in order to prevent the ship operator from turning unintentionally, the controller 6 stops the generation of propulsive force not only for the central outboard motor 3C but also for the outboard motor in which the interference occurs. Let

  After the central outboard motor 3C is retracted to the retraction steering angle, the controller 6 resumes the generation of the propulsion force of the outboard motor in which the interference occurs, and steers the port outboard motor 3L and starboard outboard motor 3R. Execute angle control. The steered angle range at this time is the maximum range that does not interfere with the central outboard motor 3C fixed at the retracted steered angle. Of course, when the central outboard motor 3C cannot be steered (step S14), the controller 6 stops the steering angle control of the central outboard motor 3C at that position (step S17). Then, the controller 6 limits the steering angle range for the port outboard motor 3L and the starboard outboard motor 3R according to the steering angle of the central outboard motor 3C at the stop position (step S18). The turning angle control of those outboard motors 3L and 3R is executed within the restricted turning angle range (step S19).

  Although two embodiments of the present invention have been described above, the present invention can be implemented in other forms. For example, in the embodiment described above, an outboard motor in which a failure has occurred in the turning angle control is steered to a predetermined retracted turning angle, but when the failure is detected, the outboard motor is turned. The steering angle control may be stopped. In this case, the steering angle range of other normal outboard motors is limited according to the steering angle of the outboard motor at the time of failure detection.

In the above-described embodiment, when the outboard motor in which the steering angle control has failed is steered to the retraction steered angle, the generation of the propulsive force of the outboard motor is stopped. The generation of propulsive force for all outboard motors including the aircraft may be temporarily stopped.
In the above-described embodiment, the electric motor is applied as the steering actuator. However, another electric actuator such as a solenoid may be applied, or a hydraulic actuator may be applied.

  Furthermore, in the above-described embodiment, the configuration of two aircraft (first embodiment) and the configuration of three aircraft (second embodiment) have been described. Of course, the present invention includes four or more outboards. The same can be applied to a ship equipped with a machine. In this case, for the inner outboard motor sandwiched between the rightmost outboard and the leftmost outboard motors, the median value of the respective steering angle ranges (steering angle = 0) may be used as the retraction steering angle.

In addition, various design changes can be made within the scope of matters described in the claims.
The correspondence relationship between the terms described in the claims and the terms in the above-described embodiment will be shown below.
Ship: Ship 1
Hull: Hull 2
Outboard motor: Port outboard motor 3L, starboard outboard motor 3R, Central outboard motor 3C
Outboard motor control device: controller 6, turning angle sensor 30
Failure determination means: failure determination unit 34
Steering angle control stop means: Steering angle control stop unit 35
Steering angle range limiting means: Steering angle range limiting unit 36
Turning angle control means: individual turning control unit 32
Retraction control means: Retraction control unit 37
Steering permission determination means: Steering permission determination unit 38
Propulsive force control means: Propulsive force control unit 39
Steering actuator: Steering motor 24

It is an illustrative top view for demonstrating the structure of the ship which concerns on 1st Embodiment of this invention. It is a plane sectional view for explaining the composition of a turning mechanism. It is a block diagram for demonstrating the electrical structure relevant to ship steering control. It is explanatory drawing illustrating the turning angle control of the left and right outboard motors. It is a flowchart for demonstrating the content of the steering control by a controller. It is a figure for demonstrating the example of a setting of a port target turning angle and a starboard target turning angle. It is explanatory drawing illustrating operation | movement when a failure arises in the turning angle control of either outboard motor. 5 is a flowchart for explaining an operation example when a failure occurs in the turning angle control of the outboard motor. 7 is a flowchart for explaining another operation example when a failure occurs in the turning angle control of the outboard motor. It is an illustrative top view for demonstrating the structure of the ship which concerns on 2nd Embodiment of this invention. It is a block diagram which shows the electrical structure of the ship which concerns on 2nd Embodiment. It is explanatory drawing illustrating the turning angle control of three outboard motors. It is a figure for demonstrating the example of a setting of a starboard target turning angle, a starboard target turning angle, and a center target turning angle. In 2nd Embodiment, it is a flowchart for demonstrating the steering control performed by the controller. It is explanatory drawing illustrating operation | movement when a failure arises in steering angle control of a center outboard motor. 5 is a flowchart for explaining an operation example when a failure occurs in the turning angle control of the outboard motor.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ship 2 Hull 3 Outboard motor 3L Port outboard motor 3R Starboard outboard motor 3C Central outboard motor 4 Steering mechanism 4C Central steering mechanism 4L Left star steering mechanism 4R Starboard steering mechanism 5 Operation part 5a Steering handle 5b Steering Angle sensor 6 Controller 10 Engine 11 Propeller 24 Steering motor 24L Left side steering motor 24R Right side steering motor 24C Central steering motor 30 Steering angle sensor 30L Left side steering angle sensor 30R Right side steering angle sensor 30C Center Steering angle sensor 31 Individual steered angle setting unit 32 Individual steered control unit 34 Failure judgment unit 35 Steering angle control stop unit 36 Steering angle range limiting unit 37 Retraction control unit 38 Steering propriety judgment unit 39 Propulsion force control unit 41 current detector 41C current detector 41L current detector 41R current detector 52,54,63,64,66,68,71,72 limited steering angle range

Claims (9)

An outboard motor control device for controlling a plurality of outboard motors,
Failure determination means for determining whether a failure has occurred in the steering angle control of any outboard motor;
A turning angle control stop means for stopping the turning angle control of the outboard motor that has been determined that the turning angle control has failed by the failure determination means;
Steering angle range limiting means for limiting the steering angle range of other normal outboard motors according to the steering angle of the outboard motor in which the steering angle control has failed,
An outboard motor control device comprising: a turning angle control means for performing a turning angle control of the normal outboard motor within a turning angle range restricted by the turning angle range restriction means. A retraction control means for turning the outboard motor in which a failure has occurred in the turning angle control to a predetermined turning turning angle;
The turning angle control stop means stops the turning angle control related to the outboard motor after the outboard motor in which the turning angle control has failed is steered to the retracted turning angle. The outboard motor control device according to claim 1. Further includes a steerability determination unit that determines whether or not the outboard motor that has been determined to have failed in the steering angle control by the failure determination unit may be steered;
The retraction control means steers the outboard motor to the retraction steered angle when it is determined that the outboard motor is steerable.
When the outboard motor is determined to be unable to be steered, the turning angle control stop means steers the outboard motor without waiting for the outboard motor to steer to the retracted steered angle. The outboard motor control device according to claim 2, wherein the angle control is stopped.   The outboard motor control device according to claim 2 or 3, wherein the retracted turning angle is set at one end of a turning angle range.   The outboard motor control device according to claim 2 or 3, wherein the retracted turning angle is determined at a center of a turning angle range.   The outboard motor control device according to claim 2 or 3, wherein the retracted turning angle is individually set for the plurality of outboard motors. The outboard motor control device controls a turning actuator for individually turning the plurality of outboard motors,
A retraction control means for retreating the outboard motor in which a failure has occurred in the turning angle control by turning until the load of the turning actuator reaches a predetermined value;
The turning angle control stop means stops turning angle control related to the outboard motor after the outboard motor in which the turning angle control has failed is retracted by the retraction control means. The outboard motor control device according to Item 1.   8. The propulsion force control means for stopping the generation of the propulsive force of the outboard motor before turning the outboard motor in which a failure has occurred in the turning angle control. Outboard motor control device. The hull,
A plurality of outboard motors mounted on the hull;
A ship including the outboard motor control device according to any one of claims 1 to 8, which controls the plurality of outboard motors.

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