JP5360241B2 - Ship steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering system which allows ship handling without becoming steering disabled, when an abnormality of a turning angle sensor which detects a rotation position of an outboard motor in a ship is detected. <P>SOLUTION: The steering system includes: a handle 1 by which a ship handling person indicates a steering direction; a steered wheel sensor 2 which detects an operation angle of the handle 1; a plurality of actuators 5 which are prepared for each of a plurality of outboard motors 4 and turn the outboard motors 4; the plurality of turning angle sensors 6 which are arranged and detect turning angle of the outboard motors 4 by the plurality of actuators 5; and a control device 8 which computes a control turning angle to carry out rotation driving of the plurality of actuators 5 based on the operation angle and carries out rotation driving of the plurality of actuators 5 according to a difference of the control turning angle and the turning angle. The control device 8 makes the plurality of actuators 5 carry out synchronized operation, and when detecting abnormalities of the turning angle sensor 6, while continuing rotation driving based on the normal turning angle sensor information, restricts the turning angle to drive, compared with when the turning angle sensor 6 is normal. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

The present invention relates to a steering device that controls the outboard motor by means of an electric motor, and more particularly to a steering device to which a countermeasure function in the case where an abnormality occurs in a rotation angle sensor that detects the rotation angle of the outboard motor. Is.

Conventionally, Patent Document 1 describes an electric steering device using an electric motor as a marine steering device. In Patent Document 1, an actuator for turning an outboard motor, a turning angle sensor for detecting a turning angle of the outboard motor, a steering wheel sensor for detecting a rotation angle of a handle, and the turning angle sensor and the steering wheel sensor. The actuator controller outputs a control signal to the actuator in response to a signal, and the handle and the outboard motor are only electrically connected. The turning angle can be determined based on the steering wheel operation amount, and the actuator can be driven by the turning angle value to steer the outboard motor as intended by the operator.
Further, as in Patent Document 2, there is a configuration of two or more actuator controllers or one actuator for a plurality of outboard motors instead of one actuator and one controller for one outboard motor. It has been devised.

JP 2005-280579 A JP 2007-126033 A

In the conventional steering device as described above, when the turning angle sensor breaks down, the actuator controller does not know the turning position of the outboard motor, and continues to drive the actuator even when the operation limit position of the outboard motor is reached. Pulling it may cause actuator failure. On the other hand, if the actuator is stopped, there is a problem that the rudder cannot be steered and cannot be steered.

An object of the present invention is to solve the above-described problems. Even if the turning angle sensor fails, the turning angle sensor signal is not input to the actuator controller. An object of the present invention is to provide a steering device that can continue to operate a boat without causing an actuator to fail.

The steering device according to the present invention includes a steering wheel that a steering operator instructs a steering direction, a steering wheel sensor that detects an operation angle of the steering wheel, and a plurality of outboard motors in a ship to which a plurality of outboard motors are attached. A plurality of actuators for turning the outboard motor and a plurality of turning angle sensors for detecting a turning angle of the outboard motor by the plurality of actuators, and driving the plurality of actuators based on the operation angle. And a control device that drives the plurality of actuators to rotate according to a difference between the control rotation angle and the rotation angle, and when the abnormality of the rotation angle sensor is detected, the control device , and said actuator and said actuator of said turn angle sensor abnormality the turn angle sensor normally tuned operation, a normal turn angle sensor information While continuing the turning drive of the turn angle sensor abnormality of actuator based, compared to the case where the turn angle sensor is normal, it is to limit the turn angle of driving of the turn angle sensor abnormality of the actuator.

According to the steering device of the present invention, even when an abnormality of the turning angle sensor is detected, the steering can be continued without causing the actuator to fail.

1 is a system configuration diagram of a steering apparatus in Embodiment 1 of the present invention. FIG. It is a flowchart of control when a turning angle sensor is normal. 3 is a flowchart of control in the first embodiment. 3 is a flowchart of control in the first embodiment. 3 is a flowchart of control in the first embodiment. FIG. 6 is a system configuration diagram of a steering device in a second embodiment. 10 is a flowchart of control in the second embodiment. 10 is a flowchart of control in the third embodiment. 10 is a flowchart of control in the fourth embodiment. FIG. 10 is a system configuration diagram of a steering device in a fifth embodiment. 10 is a flowchart of control in the fifth embodiment.

Embodiment 1 FIG.
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, the same or equivalent members and parts will be described with the same reference numerals.
FIG. 1 is a system configuration diagram of the present invention. The steering device according to the present invention includes an outboard motor (4) as a power source, a handle (1) installed in a driver's seat of a hull, a steering wheel sensor (2) for detecting an operation angle of the handle, and an outboard motor. The turning angle sensor signal and the steering wheel sensor signal are input to the operation angle, the actuator (5) for turning the steering wheel, the turning angle sensor (6) for detecting the turning angle of the outboard motor controlled by the actuator, and the steering wheel sensor signal. From the control device (8) that calculates the control turning angle accordingly and outputs a drive signal to the actuator (5) to control the turning angle of the outboard motor (4) based on the difference between the control turning angle and the turning angle. Composed. Here, the control device (8) is a drive signal to the control turning angle calculation device (3) for calculating the turning angle for control according to the operation angle from the functional aspect and the mounting position on the ship, and the actuator (5). And a controller (7) for outputting. There are not only one outboard motor but also a ship including a plurality of outboard motors. Further, a type in which a single actuator is used to drive a plurality of outboard motors, and a configuration in which each outboard motor is provided with an actuator are also conceivable. Furthermore, a plurality of control devices and turning angle sensors may be installed for the outboard motor or the actuator. That is, at least one of the outboard motor (4), the actuator (5), the turning angle sensor (6), and the control device (8) is mounted, and a plurality of them are mounted depending on the ship, and there are various combinations of these numbers. Further, the control turning angle calculation device (3) and the controller (7) or the controllers (7) may be connected by so-called CAN.

First, the operation when the turning angle sensor is normal will be described with reference to FIG.
When the boat operator turns the steering wheel (1) in S201, the steering wheel sensor (2) detects the operating angle of the steering wheel in S202, and the control turning angle calculation device (3) receives the operating angle by the steering wheel sensor signal in S203. Based on the received information, the control turning angle calculation device (3) calculates the control angle to be turned by the outboard motor (4) in S204, and transmits the control turning angle signal to the controller (7) in S205. Here, for example, the control turning angle may not be an absolute value but may be represented by the amount of change from the previously transmitted control turning angle. If the amount of change is a positive number, the outboard motor is turned to the starboard side and changed. If the amount is negative, turn the outboard to the port side. Further, the turning angle sensor is assumed that the starboard end is 100%, the starboard end is −100%, and the center point is 0.

When the controller (7) receives the control turning angle signal and the current turning angle signal from the turning angle sensor (6) in S206, the control turning angle is added to the current turning angle in S207 to calculate the target turning angle. In step S208, the controller (7) performs clip processing so that the target turning angle is in the range of −100 to 100%. In S209, it is checked whether the current turning angle and the target turning angle are the same. If the target turning angle does not match the current turning angle (NO), the current turning angle and the target turning angle are compared in S210. If the current turning angle is larger than the target turning angle (YES), it is turned to the left in S211. If the current turning angle is smaller than the target turning angle (NO), it is turned to the right in S212. If the target turning angle matches the current turning angle (YES), the driving of the actuator is stopped in S213. Thus, the controller (7) is responsible for feedback control that continues to drive the actuator until the current turning angle and the target turning angle match.

Next, a method for detecting abnormality of the turning angle sensor will be described.
The abnormality of the turning angle sensor can be detected by detecting the hardware such as opening and shorting of the power supply for the turning angle sensor, opening and shorting of the ground, and opening and shorting of the signal by the controller (7). In addition, when a plurality of turning angle sensors are provided, it is possible to detect a case where the relationship between the signal characteristics of these sensors is not within a predetermined value and to determine that there is an abnormality. Further, when the value of the turning angle sensor does not change even though the controller drives the actuator, it can be performed by software detection that determines that there is an abnormality.

In such a system, if an abnormality in the turning angle sensor is detected, the actual actuator position and the turning angle sensor value will be different, so the actuator may continue to move in a direction different from the intention of the vessel operator, May stop and stop moving. Therefore, a method will be described in which the steering device can turn without failure of the actuator even when an abnormality of the turning angle sensor is detected.

A response method when the controller (7) detects an abnormality of the turning angle sensor (6) will be described with reference to the flowchart of FIG. The flowchart in FIG. 3 is assumed to be inserted between S206 and S207 in FIG.
In S301, the controller detects whether or not the turning angle sensor is abnormal. If there is no abnormality (NO), the process returns to S207 in FIG. On the other hand, if a turning angle sensor abnormality is detected (YES), the controller stops updating the turning angle sensor value in S302. During normal operation, the controller holds the current value and past value of the turning angle sensor. When the turning angle sensor is abnormal, the update of the turning angle sensor value is stopped, so that the past value of the turning angle sensor can be held as a substantially accurate value. Next, in S303, the controllers are electrically connected to each other, and it is confirmed whether there is another normal turning angle sensor using, for example, CAN communication. If there is a normal turning angle sensor, the process proceeds to S304, and if there is no normal turning angle sensor, the process proceeds to S307. In S304, it is confirmed whether or not the control of the actuator before the occurrence of the abnormality of the turning angle sensor is a synchronous operation. Here, the tuning operation refers to a state in which a plurality of actuators are rotated in association with each other at almost the same angle by a handle operation. If the operation is synchronous, the actuator having the abnormal turning angle sensor controls in S305 according to the value of the normal turning angle sensor. Since the plurality of outboard motors are considered to be at substantially the same position if they are in a synchronized operation, the operation can be guaranteed by following a normal turning angle sensor.

On the other hand, when the operation is not synchronized, for example, the starboard outboard motor is largely turned to turn right, and the port outboard motor is hardly turned. To drive. Further, when the lateral movement is performed with the propeller propulsion directions of the left and right outboard motors reversed, depending on the operation mode, for example, the outboard motor may be rotated in the reverse direction. In this case, a special control process with a restrictive operation is performed in S306, which will be described later. If there is no normal turning angle sensor, there is only one turning angle sensor in S307, and special processing is performed when an abnormality is detected. This content will also be described later.

Next, the control contents depending on another normal turning angle sensor in S305 will be described in more detail with reference to FIG. The controller (7) that has detected the abnormality of the turning angle sensor receives the current turning angle of another normal turning angle sensor in S401. In S402, it is determined whether or not the control turning angle is within a certain threshold (−a <control turning angle <a). This is for the amount of play of the steering wheel, and the fine steering operation is ignored so as not to affect the turning of the outboard motor. If it is within the threshold range, the outboard motor is not driven in S403, so an actuator rotation stop signal is output. On the other hand, if it is outside the threshold range, in S404, the current turning angle of the other machine is added to the control turning angle to calculate the target turning angle. Thereafter, the turning angle abnormality processing control is entered. This abnormality processing is separated into two patterns. In S405, the current turning angle is compared with the threshold value b. Here, it is | b |> | a |, and it is checked whether or not the outboard motor has already turned around the port side or the starboard end.

If the threshold value | b | is equal to or greater than the threshold value | b | in S405, the turning drive is continued in accordance with the turning angle sensor value of the other machine in S406, and the follow-up control by this other machine turning angle sensor is continued until it falls within the threshold value b range. On the other hand, in S407, when the follow-up control is within the threshold value b range or the current turning angle is within the threshold value | b |, the same feedback control is performed using the turning angle sensor value of the other machine. Then, the target turning angle is limited within the range b, and the actuator is driven and controlled so that the turning angle does not exceed | b |. That is, the control area is limited by the target turning angle clip process more than when the turning angle sensor is normal. This is because the mounting position and inclination are not the same depending on the outboard motor, and there are individual differences in the outboard motor and the turning angle sensor. It is what. In S406 and S407, when the target turning angle does not match the current turning angle, if the target turning angle is smaller than the current turning angle in S408, the turning is made to the left, and if the target turning angle is larger than the current turning angle, the turning is made to the right. . If the target turning angle matches the current turning angle, the driving is stopped and the process ends. In this series of controls, when the position where the abnormality of the turning angle sensor is detected is in an area exceeding the threshold, the turning control is continued as usual according to the turning angle sensor of the other machine until it falls within the threshold. The control is performed so that the threshold value is not exceeded when the value falls within the threshold value. In the follow-up control in S406, even if it is on the normal turning angle sensor side, the turning drive of the actuator is stopped or the power is reduced when reaching the end of turning, so that the same stop will occur after a while even in the worst case on the abnormal sensor side. Or, power is reduced. However, prior to that, for example, divided by a predetermined time, the tracking control is continued for the normal turning angle sensor within the predetermined time, and then the control is stopped until it enters the range b again, the power is reduced, or the control is performed only in the center position return direction. It is also possible to do.

Next, another control method will be described with reference to FIG. It is assumed that the same reference numerals as those in FIG. 4 perform equivalent processing. When calculating the target turning angle in S501a, the target turning angle itself is limited to a narrower range than normal by multiplying the sum of the control turning angle and the current turning angle of the other machine by a coefficient K1 (K1 <1). To do. Thereafter, in S408, normal feedback control is continued based on the difference between the target turning angle and the turning angle of the other machine. Here, since the target turning angle differs between the normal one and the abnormal turning angle sensor value, the abnormal one is controlled using the deviation between the previous value and the current value of the normal turning angle sensor. Furthermore, as another method for limiting the target turning angle, K2 (K2 <1) can be added to the control turning angle itself as in S501b. The turning drive can be continued by limiting the turning angle to a small region compared with the normal time. Furthermore, an upper limit can be added to the target turning angle itself. Selection of these restriction addition methods is, for example, a free handle, that is, a structure in which the steering angle of the handle is not limited and can be rotated and rotated in the same direction any number of times, and conversely, a structure in which the steering wheel rotation angle is limited like an automobile, etc. It can also depend on the handle structure. On the other hand, this restriction causes a difference in turning angle with the outboard motor of the other aircraft, and this restriction may make the operator feel uncomfortable. For this reason, normal outboard motors can also eliminate this sense of incongruity by giving similar restrictions.

When it is determined that the abnormality of the turning angle sensor has been recovered, it is easy to return to normal control. For example, when an abnormality of the turning angle sensor is detected, updating of only the previous value of the turning angle sensor is stopped, and the current value is provided with another means for continuing to update, and the determination of whether it is normal or abnormal continues. As described above, even when the turning angle sensor is abnormal, it is possible to easily return to the normal control when returning to the normal determination by continuously determining the normality and the abnormality. In addition, there is a method in which the previous value is stored when an abnormality of the turning angle sensor is detected, and the update is continued as usual to determine whether it is normal or abnormal.
As described above, a turning angle sensor abnormality occurs, and not only the turning control is continued according to the turning angle sensor of a normal actuator of another machine, but also the operation of the ship is not caused by causing a failure of the actuator by limiting the turning angle. There is an effect that can continue.

Embodiment 2. FIG.
Next, a description will be given of a method for dealing with a case where an abnormality is detected in the turning angle sensor and there is no normal turning angle sensor, for example, when only one actuator and turning angle sensor are installed as in a small vessel. Although the system configuration is shown in FIG. 6, the controller (7) of this ship has a drive current detection means (9) for detecting the current driving the actuator. The drive current detection means (9) needs to be able to detect currents in the left and right directions in order to rotate the actuator (5).

A method of continuing the rotation using the drive current detecting means (9) will be described with reference to FIG. If it is within the threshold value range (control turning angle> a) in S701, it turns to the right for a predetermined time in S702. If it is within the threshold value range (control turning angle <-a) in S703, it turns to the left for a predetermined time in S704. This threshold value a is the amount of play of the handle described in the first embodiment. If the value is greater than a certain angle, the fine handle operation should be ignored so as not to affect the turning of the outboard motor. Can do.

Next, the drive current of the actuator is detected in S705. In S706, it is determined whether the drive current is larger or smaller than the threshold value | c |. If the current value is smaller than the threshold value | c |, the driving is continued as it is. If the current value is larger than the threshold value | c |, it is determined that the outboard motor is at the boundary of the drive range, and if it turns more than that, the steering device will break down, and the drive of the actuator is stopped in S707. Further, the drive stop at S707 is not stopped suddenly, but can be stopped while gradually reducing the current.

The predetermined time in S702 or S704 is a time determined in advance by an experiment or the like. The value of the current that flows can also be varied. The trigger that can change the time and current depends on the magnitude or speed of the control turning angle, and if the current value is large, it will rotate faster, so if the specified time is shortened and conversely the current value is small The predetermined time can be corrected longer.
The threshold values a and c do not need to be constant values, and can be changed depending on, for example, the boat speed, and can be set to a larger value as the boat speed increases.

Embodiment 3 FIG.
Next, as another method, a method using the estimated turning angle will be described. The turning angle estimation means is assumed to be arranged in the controller (7), and a specific method will be described with reference to FIG.
In S801, a target turning angle is calculated. The method adds the estimated turning angle to the control turning angle. In the first control that detects the abnormality of the turning angle sensor, the normal past turning angle in FIG. 3, S302 of the first embodiment is substituted. After that, the estimated turning angle described later is used.

In step S802, the turning limit angle of the outboard motor is limited. The left limit angle is left_deg and the right limit angle is right_deg. That is, in S802, it is determined whether the target turning angle is within the turning limit angle of the outboard motor. If the turning limit angle of the outboard motor is exceeded, processing is performed so that the turning limit angle of the outboard motor becomes the target turning angle. In S803, it is determined which side of the port side or starboard side exceeds the limit angle. If it exceeds the limit angle on the port side, the target turning angle is set to left_deg which is the limit angle on the port side in S804. If the starboard side limit angle is exceeded, the target turning angle is set to right_deg which is the starboard side limit angle in S805.

In S806, the actuator drive time is determined from the control turning angle. It is also possible to control the drive current. Apart from the time / current variable method described in the second embodiment, the actuator drive current value is determined from the ship speed, trim angle, shift position, etc., so that the estimated turning angle and the actual outboard motor Highly accurate control with close rotation angle is possible. For example, the coefficient which changes according to a ship speed, a trim angle, a target turning angle, and the present turning angle is set, and it correct | amends by multiplying the coefficient with an electric current value. For example, the coefficient of the ship speed is set so that the current value increases as the ship speed increases. The trim angle coefficient is set so that the current value increases as the trim angle decreases. These relationships can be stored as a map, and the time and current can be varied according to the ship maneuvering situation at the time of control. This is because in the case of an outboard motor, the load received by the outboard motor changes depending on the boat speed and trim angle, and the current value required for turning changes. In addition, when a plurality of outboard motors are installed, the propeller rotation direction may be reversed. Depending on the direction of rotation of the propeller, the load applied to the outboard motor varies depending on the left and right. For this reason, it is also possible to change the current when turning around the outboard motor installation position. Similarly, since the rotation of the propeller is reversed during forward and reverse travel, the current value can be changed even at the shift position. With this determined value, the outboard motor is driven to rotate in S807.

If the drive time has elapsed in S808, the estimated turning angle is updated as the target turning angle. Thus, the estimated turning angle can be used in S801 except for the first turning angle sensor abnormality. Since this estimated turning angle is only an estimated value, an error occurs with the actual turning angle, and this error may be reduced but may also be increased. For example, if there is a situation where the boat does not drive to the left or right despite the boat speed exceeding a predetermined level, the estimated turning angle becomes equal to the actual turning angle by resetting the estimated turning angle to the center and zero. The error can be suppressed, and the accuracy of the result turning control can be improved.

Unlike the feedback control with the target turning angle in the first embodiment, the turning angle estimation method is a so-called open control. This control can be used for the abnormal processing 1 and 2 of S306 and S307 in FIG. Further, in the non-synchronization processing of S306, for the purpose of preventing the interference between the outboard motors, the map for calculating the estimated turning angle is further limited to a direction in which the turning angle is smaller, thereby performing the non-synchronization control. It is also possible to perform turning control with a limited turning angle. Further, in the non-tuning process, the limit value left_deg or right_deg of the target turning angle in S804 and S805 can be set to different values. For example, it is conceivable that the limit value in the opposite direction to the steering direction of the operator is set to a small value. Not only when the limit value is set to a small value, but also when the outboard motor turns in the opposite direction to other outboard motors, the outboard motors approach each other to prevent interference between them. The limit value is small, and the limit value in the away direction can be increased. When three or more outboard motors are mounted, it is possible to prevent the limit value from being too small so that the outboard motors mounted on the inner side do not interfere with each other. In this method, the ship maneuverability can be improved. Further, the limit values left_deg and right_deg can be made smaller than the clip value in S208 of FIG.

Furthermore, when the turning angle sensor abnormality is detected, if it is non-synchronous control, it can be changed to synchronous control. If the outboard motor is in a safe state even if it is not intended by the operator, for example, the neutral and idle state, the abnormal value is automatically detected at the same time as the abnormality is detected. It can be turned to the correct position. The outboard motor to be moved here may be an outboard motor with an abnormal turning angle sensor, a normal outboard motor, or any outboard motor. If it is not safe to turn, it is possible to wait until it is in a safe state and return to the tuning operation. In addition, when the outboard motors are in substantially the same position during the boat maneuvering, it is possible to return to the synchronized operation. If the operation returns to the tuning operation, processing may be performed in accordance with the normal turning angle sensor of the other machine as in S305 of FIG.

Embodiment 4 FIG.
As another method, when the controller detects an abnormality in the turning angle sensor, a method of controlling the turning position in a plurality of stages and depending on a predetermined actuator driving time will be described with reference to FIG. For example, in the example of the control region of the outboard motor when controlling in the simplest three stages, max_deg = 100% and mid_deg = 20%. FIG. 9A shows a flow for determining the outboard motor position from the previous value of the turning angle sensor. It is determined whether it is in the region of −100 ≦ turning angle sensor previous value ≦ −20, and if it is within this region, the outboard motor position act_pos = 0. If it is not the region of S901, it is determined in S903 whether the region is −20 <turning angle sensor previous value <20, and if it is within this region, act_pos = 1. If neither S901 nor S903 is applicable, the region is 20 ≦ turning angle sensor previous value ≦ 100, so act_pos = 2.

FIG. 9B shows an example of processing at the time of three-stage control when the operator operates the steering wheel after the outboard motor position is determined.
First, in S911, it is determined whether the ship operator has operated the steering wheel by a certain angle (threshold e) or more. In this process, since the outboard motor is controlled in a plurality of stages, a threshold is set so that the outboard motor does not move even if the handle is moved finely. The threshold e can also be set to a variable value like the threshold c in the second embodiment. If it is determined in S911 that the handle operation is equal to or larger than the predetermined angle, the process proceeds to S912, and it is determined whether act_pos = 0. If act_pos = 0, the outboard motor is facing the most port side, so that it can only turn from the position to the starboard side and does not turn from this position to the port side. If it is a turn to the starboard side in S913, it turns to the right for a predetermined time. Since the position of the outboard motor has been turned from the port side to the vicinity of the center due to the turning in S914, act_pos is updated from 0 to 1 in S915. On the other hand, if act_pos = 2 in S916, the outboard motor is most facing the starboard side, so that it can only turn from the position to the port side, and does not turn from this position to the starboard side. If it is a turn request to the port side in S917, it turns to the left for a predetermined time. As the position of the outboard motor is turned from the starboard side to the vicinity of the center due to the turning of S918, the act_pos is updated from 2 to 1 in S919. If neither S912 nor S916, act_pos = 1, so the process proceeds to S920. Since the outboard motor is in the center position, it can be turned on either side. Which direction is moved depends on the control turning angle (S921, S923). After turning for a predetermined time, the position act_pos of the outboard motor is updated (S922, S924).

As the turn time, the actuator drive time is set in advance according to the number of control stages, drive current, and the like. When the number of control stages is large and the width of the rotation area of the outboard motor is set differently, the rotation time can be made variable depending on the position. When the number of control stages is increased, two or more threshold values for the control turning angle may be provided, and several regions may be turned at a time depending on the size of the threshold value. In order to improve accuracy and safety, an engine control controller that controls engine ignition, injection, and intake air volume is provided. In a system in which the engine control controller and the controller can communicate via CAN, if the turning angle sensor fails A process for limiting the boat speed may be added by reducing the fuel injection amount and the intake air amount.

Embodiment 5 FIG.
As another method, FIG. 10 shows a system configuration in which the actuator is a motor and has a motor angle sensor for detecting the motor turning angle instead of the turning angle of the outboard motor itself. In the figure, reference numeral 10 denotes a motor angle sensor of an actuator motor, and the controller (7) has motor angle calculation means (11). The motor angle calculation means (11) calculates the turning angle of the motor when the motor is rotated clockwise or counterclockwise according to the signal of the motor angle sensor (10), and this turning angle corresponds to the turning angle of the outboard motor. To do.

A method of continuing the rotation using the motor angle calculation means (11) will be described with reference to FIG. Here, the turning angle calculated by the motor angle calculating means is defined as the calculated turning angle. As in the third embodiment, the calculated turning angle substitutes the normal past turning angle in FIG. 3, S302 of the first embodiment in the first control in which an abnormality of the turning angle sensor is detected. Thereafter, an arithmetic turning angle described later is used.

In S1101, the control turning angle is added to the calculated turning angle to calculate the target turning angle. The controller (7) performs clip processing so as to be within the range of the target turning angle set in advance in S1102. In S1103, it is checked whether the target turning angle and the calculated turning angle are the same. If the target turning angle and the calculated turning angle do not match (NO), the calculated turning angle and the target turning angle are compared in S1105. If the calculated turning angle is larger than the target turning angle (YES), it is turned to the left in S1106, and if the calculated turning angle is smaller than the target turning angle (NO), it is turned to the right in S1107. When the rotation is performed in S1106 and S1107, the controller (7) calculates the calculated rotation angle from the signal of the motor angle sensor (10) in S1108 and performs feedback control. If the target turning angle matches the calculated turning angle (YES), the actuator driving is stopped in S1104.

As described above, a similar effect can be obtained even by a method of substituting the turning angle based on the driving of the actuator instead of detecting the turning angle of the outboard motor itself. The present invention is not limited to the above-described embodiments, and it goes without saying that possible combinations of these embodiments are included. A control angle calculation device (3) that calculates a turning angle for control from a steering wheel sensor signal that is an instruction of a marine vessel operator, and a controller (7) that drives an actuator according to the difference between the control turning angle and the turning angle sensor. Although described separately, these means may be configured as one control device. Further, the process of setting the play of the handle by setting a threshold value for the control turning angle is effective for any embodiment regardless of whether the sensor is normal or abnormal.

In the steering device of the present invention, when a turning angle sensor abnormality is detected, non-synchronous control can be stopped and changed to synchronous control. When it is determined that this abnormality has been recovered, normal control is restored. Is easy.

The steering device of the present invention can drive the outboard motor in accordance with the intention of the operator, and can continue to operate the boat even when an abnormality of the turning angle sensor is detected. In addition, the turning drive can be continued regardless of the number of outboard motors and turning angle sensors.

In the steering apparatus of the present invention, the turning angle sensor may be a motor angle sensor as in the fifth embodiment, and all the embodiments can be realized as long as the turning angle sensor can detect the position of the actuator. Needless to say.

1 steering wheel, 2 steering wheel sensor, 3 control angle calculation device, 4 outboard motor, 5 actuator, 6 turning angle sensor, 7 controller, 8 control device

Claims (2)

In a ship to which a plurality of outboard motors are attached, a handle for an operator to instruct a steering direction, a steering wheel sensor for detecting an operation angle of the handle, and the outboard motor provided in each of the plurality of outboard motors. And a plurality of turning angle sensors for detecting a turning angle of the outboard motor by the plurality of actuators, and calculating a control turning angle for turning the plurality of actuators based on the operation angle. A control device that drives the plurality of actuators to rotate according to the difference between the control turning angle and the turning angle, and when the abnormality of the turning angle sensor is detected, the control device detects the abnormality of the turning angle sensor. and said actuator of said turn angle sensor normal to the actuator tuned operation, the turn angle sensor abnormality based on the normal turn angle sensor information While continuing to turn the driving of the actuator, as compared with the case where the turn angle sensor is normal, and limits the turn angle of driving of the turn angle sensor abnormality of the actuator steering system. The steering apparatus according to claim 1, wherein the control device continues control by limiting to a small region with respect to a maximum region in which the actuator can be driven to rotate.

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