JP7499805B2 - Outboard engine control device - Google Patents

Description

This application relates to an outboard motor control device.

Outboard motors are removable propulsion units that are fitted to boats. Outboard motors are made up of a drive unit such as an internal combustion engine, a propeller driven by the drive unit, a rudder, a fuel tank, and other components. Outboard motors are attached to the outside of the stern plate at the rearmost part of the boat's hull.

A boat may be equipped with multiple outboard motors to improve the failure resistance of the boat's propulsion system or to increase propulsive power. When multiple outboard motors are installed, the boat is called a multi-motor boat.

It is now possible to operate multiple outboard motors with a single steering wheel and accelerator pedal (also called a foot throttle pedal). By operating multiple outboard motors in a unified manner rather than individually, the burden on the operator is reduced and comfortable maneuverability is achieved.

Various efforts are being made to improve the maneuverability of ships. There is a demand for the throttle valve opening of the outboard motor's internal combustion engine to be appropriately controlled in response to the amount of accelerator pedal depression. A technology has been proposed in which, when the change in the amount of accelerator pedal depression is within a predetermined tolerance range, the change in the amount of accelerator pedal depression is not directly reflected in the throttle valve opening, but the throttle valve opening is controlled based on the average value of the amount of accelerator pedal depression (for example, Patent Document 1).

JP 2020-175678 A

In a boat equipped with multiple outboard motors, it is possible to steer the boat by changing the propulsive force of each outboard motor. Changing the propulsive force of each outboard motor can improve the boat's turning performance. However, when operating with a single set of steering wheel and accelerator pedal, it is difficult to change the propulsive force of each outboard motor.

Patent Document 1 discloses a technology that controls the throttle valve opening based on the average accelerator pedal depression amount when the change in accelerator pedal depression amount is within a predetermined tolerance range. This technology makes it possible to stably control the throttle valve opening amount even when the accelerator pedal depression amount varies due to the vessel's rocking and vibration caused by rough waves. This makes it possible to prevent pumping loss due to fluctuations in propulsive force and speed reduction due to water resistance.

However, there is no mention of individually changing the propulsive force when turning for multiple outboard motors. In order to change the propulsive force for each outboard motor, it would be necessary to operate each outboard motor individually, which would make the operation complicated and require advanced boat-handling skills. This would impose a heavy burden on the boat operator.

The purpose of this application is to provide an outboard motor control device that can change the propulsive force of each outboard motor and improve the turning performance of a boat with multiple outboard motors when operated with a single set of steering handle and accelerator pedal.

The outboard motor control device disclosed in the present application comprises:
An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides a propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides a propulsive force to the boat,
an accelerator position sensor that detects the amount of depression of an accelerator pedal indicating the required propulsive force of the vessel;
a shift lever position sensor that detects the position of a shift lever that instructs the forward and reverse movement of the vessel;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of the ship;
A speed sensor for detecting the speed of the vessel; and
an outboard motor control device comprising a target throttle opening calculation device which calculates and transmits to the first outboard motor a first target throttle opening and a first propulsion direction of a first outboard motor, and calculates and transmits to the second outboard motor a second target throttle opening and a second propulsion direction of a second outboard motor, based on an accelerator position signal detected by an accelerator position sensor, a shift lever position signal detected by a shift lever position sensor, a steering angle signal detected by a steering angle sensor, and a speed signal detected by a speed sensor,
the target throttle opening calculation device stops the first outboard motor when the speed signal is equal to or lower than a predetermined speed and the steering angle signal indicates one side outside a predetermined steering angle range for a predetermined first period of time, and stops the second outboard motor when the steering angle signal indicates the other side outside the steering angle range for the first period of time;
The target throttle opening calculation device determines that the vehicle is in pivot turn mode when the speed signal is below a predetermined speed and the steering angle signal indicates one side or the other of the outer steering angle range for a first period of time, and notifies the driver that the vehicle is in pivot turn mode by voice or display.
Further, the outboard motor control device disclosed in the present application includes:
1. An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides propulsive force to the boat,
an accelerator position sensor for detecting an amount of depression of an accelerator pedal indicating a required propulsive force of the vessel;
a shift lever position sensor for detecting a position of a shift lever for instructing forward and reverse movement of the boat;
a steering angle sensor for detecting a steering angle of a steering wheel which indicates a steering direction of the ship;
a speed sensor for detecting a traveling speed of the vessel; and
an outboard motor control device comprising a target throttle opening calculation device which calculates a first target throttle opening and a first propulsion direction for the first outboard motor and transmits them to the first outboard motor, and calculates a second target throttle opening and a second propulsion direction for the second outboard motor and transmits them to the second outboard motor, based on an accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor,
the target throttle opening degree calculation device sets the first propulsion direction as reverse and the second propulsion direction as forward when the speed signal is equal to or lower than a predetermined second speed and the state in which the steering angle signal indicates one side outside a predetermined second steering angle range continues for a predetermined second time, and sets the first propulsion direction as forward and the second propulsion direction as reverse when the state in which the steering angle signal indicates the other side outside the second steering angle range continues for the second time,
The target throttle opening calculation device determines that the vehicle is in spin turn mode when the speed signal is equal to or lower than the second speed and the steering angle signal indicates one side or the other side outside the second steering angle range for the second period of time, and notifies the driver by voice or display that the vehicle is in spin turn mode .
Further , the outboard motor control device disclosed in the present application includes:
An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides a propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides a propulsive force to the boat,
an accelerator position sensor that detects the amount of depression of an accelerator pedal indicating the required propulsive force of the vessel;
a shift lever position sensor that detects the position of a shift lever that instructs the forward and reverse movement of the vessel;
A steering angle sensor that detects the steering angle of a steering wheel that indicates the steering direction of the ship;
A speed sensor for detecting the speed of the vessel; and
an outboard motor control device comprising a target throttle opening calculation device which calculates and transmits to the first outboard motor a first target throttle opening and a first propulsion direction of a first outboard motor, and calculates and transmits to the second outboard motor a second target throttle opening and a second propulsion direction of a second outboard motor, based on an accelerator position signal detected by an accelerator position sensor, a shift lever position signal detected by a shift lever position sensor, a steering angle signal detected by a steering angle sensor, and a speed signal detected by a speed sensor,
The outboard motor control device is mounted on the boat and issues a target throttle opening and a forward or reverse propulsion direction command to each of three or more outboard motors that provide propulsive power to the boat,
the target throttle opening calculation device calculates a target throttle opening and a propulsion direction for each outboard motor based on the accelerator position signal, the shift lever position signal, the steering angle signal, and the speed signal, and transmits the target throttle opening and the propulsion direction to the outboard motor;
The target throttle opening calculation device determines a spin turn mode when the speed signal is equal to or lower than a predetermined second speed and when the state in which the steering angle signal indicates one side or the other side of the outer side of the predetermined second steering angle range continues for a predetermined second time, and when the steering angle signal indicates one side of the outer side of the predetermined second steering angle range, sets the propulsion direction of the outboard motor attached on one side of the centerline in the fore-aft direction of the boat to reverse and the propulsion direction of the outboard motor attached on the other side of the centerline to forward, and instructs the outboard motor, if any, to stop when there is an outboard motor attached at a position on the centerline in the fore-aft direction of the boat, and instructs the outboard motor attached on the other side of the centerline to stop when there is an outboard motor attached at a position on the centerline in the fore-aft direction of the boat to stop when there is an outboard motor attached at a position on the centerline in the fore-aft direction of the boat,

The outboard motor control device disclosed in this application makes it possible to change the propulsive force of each outboard motor and improve the turning performance of a boat with multiple outboard motors when the boat is operated using a single set of steering handle and accelerator pedal. This reduces the burden on the operator and makes it possible to achieve comfortable maneuverability.

1 is a configuration diagram of an outboard motor control device according to a first embodiment. FIG. 1 is a hardware configuration diagram of a target throttle opening degree calculation device of an outboard motor control device according to a first embodiment. FIG. 4 is an output characteristic diagram of a steering angle sensor of the outboard motor control device according to the first embodiment. FIG. FIG. 4 is a first diagram showing the propulsive force at starboard rudder caused by the outboard motor control device according to the first embodiment. FIG. 4 is a second diagram showing the propulsive force at starboard rudder caused by the outboard motor control device according to the first embodiment. FIG. 4 is a first diagram showing a propulsive force during steering by the outboard motor control device according to the first embodiment. FIG. 4 is a second diagram showing the propulsive force during steering by the outboard motor control device according to the first embodiment. FIG. 4 is a first diagram showing the propulsive force in the case of reverse steering with starboard steering by the outboard motor control device according to the first embodiment. FIG. 11 is a second diagram showing the propulsive force in the case of reverse steering with starboard steering by the outboard motor control device according to the first embodiment. FIG. 4 is a first diagram showing a propulsive force in reverse when steering by the outboard motor control device according to the first embodiment. FIG. 11 is a second diagram showing the propulsive force in reverse when steering by the outboard motor control device according to the first embodiment. 5 is a characteristic diagram of an adjustment coefficient of the target throttle opening degree calculation device according to the first embodiment. FIG. 4 is a flowchart of an outboard motor throttle control performed by the target throttle opening degree calculation device according to the first embodiment. 4 is a flowchart of a boat speed calculation performed by the target throttle opening degree calculation device according to the first embodiment. 4 is a flowchart of a sensor input of the target throttle opening degree calculation device according to the first embodiment. 5 is a flowchart of an adjustment coefficient calculation process performed by the target throttle opening degree calculation device according to the first embodiment. 4 is a flowchart of a target throttle opening calculation performed by the target throttle opening calculation device according to the first embodiment. 5 is a flowchart of an outboard motor transmission of the target throttle opening degree computing device according to the first embodiment. FIG. 11 is a first diagram showing the propulsive force of a spin turn at starboard rudder by the outboard motor control device according to the second embodiment. FIG. 11 is a second diagram showing the propulsive force of a spin turn at starboard rudder by the outboard motor control device according to the second embodiment. 10 is a flowchart of an outboard motor throttle control by a target throttle opening degree calculation device according to a second embodiment. 10 is a flowchart of a spin turn control of the target throttle opening degree calculation device according to the second embodiment. 10 is a flowchart of a spin turn mode determination performed by the target throttle opening degree calculation device according to the second embodiment. 10 is a flowchart of a mode-in timer process of the target throttle opening degree calculation device according to the second embodiment. 10 is a flowchart of a mode out timer process of the target throttle opening degree calculation device according to the second embodiment. 11 is a flowchart of a spin turn shift selection of the target throttle opening degree calculation device according to the second embodiment. 10 is a flowchart of a target throttle opening calculation performed by a target throttle opening calculation device according to a second embodiment. FIG. 13 is a diagram showing the propulsive force of a pivot turn at the time of starboard steering by the outboard motor control device according to the third embodiment. FIG. 13 is a diagram showing the propulsive force of a pivot turn during steering by the outboard motor control device according to the third embodiment. 13 is a flowchart of an outboard motor throttle control by a target throttle opening degree calculation device according to a third embodiment. 13 is a flowchart of spin turn and pivot turn control of the target throttle opening degree calculation device according to the third embodiment. 13 is a flowchart of a pivot turn shift selection of the target throttle opening degree calculation device according to the third embodiment. 11 is a flowchart of a target throttle opening calculation performed by a target throttle opening calculation device according to a third embodiment. 13 is a flowchart of an outboard motor throttle control by a target throttle opening degree calculation device according to a fourth embodiment. 13 is a first flowchart of an adjustment coefficient learning process of the target throttle opening degree calculation device according to the fourth embodiment. 13 is a second flowchart of the adjustment coefficient learning process of the target throttle opening degree calculation device according to the fourth embodiment. 13 is a flowchart illustrating an adjustment coefficient calculation process performed by the target throttle opening degree calculation device according to the fourth embodiment. FIG. 13 is a first characteristic diagram of an adjustment coefficient of the target throttle opening degree calculation device according to the fourth embodiment. FIG. 13 is a second characteristic diagram of the adjustment coefficient of the target throttle opening degree calculation device according to the fourth embodiment. FIG. 13 is a third characteristic diagram of the adjustment coefficient of the target throttle opening degree calculation device according to the fourth embodiment.

The following describes an embodiment of the outboard motor control device 500 according to the present application with reference to the drawings.

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

Each of the outboard motors 21, 31 is equipped with an internal combustion engine, and the intake air volume, fuel supply volume, ignition timing, etc. of the internal combustion engine are controlled by engine control devices (ECU: Engine Control Unit) 20, 30. The engine control devices 20, 30 drive an actuator to adjust the throttle opening of the internal combustion engine and control the intake air volume. The engine control devices 20, 30 drive an actuator to transmit the output of the internal combustion engine to the propeller of the outboard motor via a link mechanism or the like, and control the gears and clutches that switch the rotation direction of the propeller. This allows the engine control devices 20, 30 to control the forward or reverse propulsion direction and propulsive force of the outboard motors 21, 31.

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

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

<Target throttle opening calculation device>
A boat maneuvering remote control 100, an accelerator pedal 200, a steering wheel 300, and a gauge 400 are provided for inputting information to the target throttle opening calculation device 10. The boat maneuvering remote control 100 is provided with a shift lever 101, and the boat operator can operate the shift lever 101 to specify the propulsion direction of the outboard motor as forward (F), neutral (N), or reverse (R). The shift lever 101 is provided with a shift lever position sensor 102. An output signal of the shift lever position sensor 102 is transmitted to the target throttle opening calculation device 10 as a shift lever position signal via a signal line 10a.

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

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

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

The gauge 400 is a control panel. It has the function of displaying the status of the vessel 11, such as its speed, heading, trim angle, steering angle, shift lever position, accelerator pedal depression amount, RPMs of the outboard motors 21 and 31, throttle opening, and propulsion direction.

The gauge 400 is equipped with switches for inputting various information. The gauge 400 is equipped with switches such as a switch for switching whether the input from the accelerator pedal 200 or the throttle lever is valid, a switch for switching whether the adjustment coefficient needs to be learned, and a switch for clearing the learned value of the adjustment coefficient. The gauge 400 displays the switching state of each switch. The gauge 400 and the target throttle opening calculation device 10 are connected by a signal line 10d, and can exchange input or output information. The operator can monitor and operate the state of the boat 11 and the outboard motors 21, 31 via the gauge 400.

<Hardware Configuration of Target Throttle Opening Calculation Device>
2 is a hardware configuration diagram of the target throttle opening calculation device 10 of the outboard motor control device 500 according to the first embodiment. In this embodiment, the target throttle opening calculation device 10 is a control unit of the outboard motor control device 500. The functions of the target throttle opening calculation device 10 are realized by a processing circuit provided in the target throttle opening calculation device 10. Specifically, as shown in FIG. 2, the target throttle opening calculation device 10 includes, as a processing circuit, a calculation processing device 90 (computer) such as a CPU (Central Processing Unit), a storage device 91 that exchanges data with the calculation processing device 90, an input circuit 92 that inputs an external signal to the calculation processing device 90, and an output circuit 93 that outputs a signal from the calculation processing device 90 to the outside.

The arithmetic processing device 90 may be an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), various logic circuits, and various signal processing circuits. In addition, the arithmetic processing device 90 may be a plurality of devices of the same type or different types, which may share and execute each process. The storage device 91 may be a RAM (Random Access Memory) configured to be able to read and write data from the arithmetic processing device 90, a ROM (Read Only Memory) configured to be able to read data from the arithmetic processing device 90, a flash memory, etc. The input circuit 92 is connected to various sensors and switches, and is equipped with an A/D converter, etc. that inputs the output signals of these sensors and switches to the arithmetic processing device 90. The output circuit 93 is connected to electric loads, and is equipped with a drive circuit, etc. that converts and outputs control signals from the arithmetic processing device 90 to these electric loads.

The functions of the target throttle opening calculation device 10 are realized by the calculation processing device 90 executing software (programs) stored in a storage device 91 such as a ROM, and working in cooperation with other hardware of the target throttle opening calculation device 10, such as the storage device 91, the input circuit 92, and the output circuit 93. Note that setting data such as thresholds and judgment values used by the target throttle opening calculation device 10 are stored in the storage device 91 such as a ROM as part of the software (programs).

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

<Steering angle sensor>
Fig. 3 shows an example of an output characteristic diagram of the steering angle sensor 301 of the outboard motor control device 500 according to embodiment 1. In Fig. 3, when the steering angle by the steering wheel 300 is neutral, the steering angle signal indicates 2.5V and the boat 11 proceeds straight. In contrast, when the rudder is fully starboard (maximum right turn), the signal indicates 4.5V, and when the rudder is fully left (maximum left turn), the signal indicates 0.5V.

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

<Adjusting the thrust of the outboard motor when steering to starboard>
Fig. 4 is a first diagram showing the propulsive force during starboard steering by the outboard motor control device 500 according to the first embodiment. When the steering wheel 300 is instructing a right turn (starboard steering), the outboard motors 21, 31 rotate counterclockwise relative to the stern plate of the boat 11 to tilt the propulsive force. This generates a clockwise turning force on the boat 11. At this time, the turning performance can be improved by adjusting and reducing the propulsive force of the starboard outboard motor 21 relative to the propulsive force of the port outboard motor 31. In Fig. 4, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

Figure 5 is a second diagram showing the propulsive force when the outboard motor control device 500 according to the first embodiment is used for starboard steering. In Figure 5, the difference from Figure 4 is that the number of outboard motors installed on the vessel 11 is three. Even if the number of outboard motors is increased from two to three, when the steering wheel 300 is instructing a right turn (starboard steering), the power steering device rotates the outboard motors 21, 31, and 41 counterclockwise relative to the stern plate of the vessel 11 to tilt the propulsive force. This generates a clockwise turning force on the vessel 11. At this time, the propulsive force of the central outboard motor 41 is reduced relative to the propulsive force of the port-side outboard motor 31, and the propulsive force of the starboard-side outboard motor 21 is further reduced, thereby improving the turning performance. In Figure 5, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

<Adjusting the outboard motor's thrust when steering>
Fig. 6 is a first diagram showing the propulsive force during steering by the outboard motor control device 500 according to the first embodiment. When the steering wheel 300 is instructing a left turn (steering), the outboard motors 21, 31 rotate clockwise relative to the stern of the boat 11 to tilt the propulsive force. This generates a counterclockwise turning force on the boat 11. At this time, the turning performance can be improved by adjusting and reducing the propulsive force of the port-side outboard motor 31 relative to the propulsive force of the starboard-side outboard motor 21. In Fig. 6, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

Figure 7 is a second diagram showing the propulsive force during steering by the outboard motor control device 500 according to the first embodiment. In Figure 7, the boat 11 is different from Figure 6 in that the number of outboard motors is three. Even if the number of outboard motors is increased from two to three, when the steering wheel 300 is instructing a left turn (steering), the power steering device rotates the outboard motors 21, 31, and 41 clockwise relative to the stern of the boat 11 to tilt the propulsive force. This generates a counterclockwise turning force on the boat 11. At this time, the propulsive force of the central outboard motor 41 is reduced relative to the propulsive force of the starboard outboard motor 21, and the propulsive force of the port outboard motor 31 is further reduced, thereby improving the turning performance. In Figure 7, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

<Adjusting the outboard motor thrust when reversing with starboard steering>
Fig. 8 is a first diagram showing the propulsive force in reverse with starboard rudder by the outboard motor control device 500 according to the first embodiment. When the steering wheel 300 indicates starboard rudder, the outboard motors 21, 31 rotate counterclockwise relative to the stern plate of the boat 11 to tilt the propulsive force. This generates a counterclockwise turning force on the boat 11. At this time, the turning performance can be improved by adjusting and reducing the propulsive force of the starboard outboard motor 21 relative to the propulsive force of the port outboard motor 31. In Fig. 8, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

Figure 9 is a second diagram showing the propulsive force in reverse when steering to starboard by the outboard motor control device 500 according to the first embodiment. Figure 9 differs from Figure 8 in that the number of outboard motors installed on the boat 11 is now three. Even when the number of outboard motors is increased from two to three, when the steering wheel 300 is instructing starboard steering, the power steering device rotates the outboard motors 21, 31, and 41 counterclockwise relative to the stern plate of the boat 11 to tilt the propulsive force. This generates a counterclockwise turning force on the boat 11. At this time, the propulsive force of the central outboard motor 41 is reduced relative to the propulsive force of the port-side outboard motor 31, and the propulsive force of the starboard-side outboard motor 21 is further reduced, thereby improving turning performance. In Figure 9, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

<Adjusting the outboard motor thrust when reversing with steering>
Fig. 10 is a first diagram showing the propulsive force in reverse steering by the outboard motor control device 500 according to the first embodiment. When the steering wheel 300 is instructing steering, the outboard motors 21, 31 rotate clockwise relative to the stern of the boat 11 to tilt the propulsive force and generate a clockwise turning force. At this time, the turning performance can be improved by adjusting and reducing the propulsive force of the port-side outboard motor 31 relative to the propulsive force of the starboard-side outboard motor 21. In Fig. 10, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

Figure 11 is a second diagram showing the propulsive force in the case of reverse steering by the outboard motor control device 500 according to the first embodiment. In Figure 11, the difference from Figure 10 is that the number of outboard motors provided on the boat 11 is three. Even if the number of outboard motors is increased from two to three, when the steering wheel 300 is instructing steering, the power steering device rotates the outboard motors 21, 31, and 41 clockwise relative to the stern of the boat 11 to tilt the propulsive force. This generates a clockwise turning force for the boat 11. At this time, the propulsive force of the central outboard motor 41 is reduced relative to the propulsive force of the starboard outboard motor 21, and the propulsive force of the port outboard motor 31 is further reduced, thereby improving turning performance. In Figure 11, the strength of the water flow caused by the propellers of the outboard motors is indicated by the length of the arrows.

<Adjustment coefficient>
Fig. 12 is a characteristic diagram of the adjustment coefficient of the target throttle opening calculation device according to the first embodiment. When the boat is turning, the turning performance can be improved by adjusting and reducing the propulsive force of the outboard motor on the inside of the turn. Fig. 12 shows an example of the adjustment coefficient in this case. The adjustment coefficient becomes smaller as the steering angle increases. In other words, the larger the steering angle, the greater the reduction in propulsive force can be made, improving the turning performance.

The adjustment coefficient approaches 1.0 as the boat speed increases. In other words, the greater the boat speed, the smaller the reduction in propulsive force. This is because if the propulsive force of the port and starboard outboard motors is changed significantly when the boat speed is high, a large load is placed on the boat 11, causing the boat 11 to become unstable.

The following describes the software processing executed by the target throttle opening calculation device 10 of the outboard motor control device 500 according to the first embodiment.

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

Outboard motor throttle control is started in step S200, and boat speed calculation is performed in step S201. Boat speed can be calculated simply from the rotation speed of the outboard motor propeller. Alternatively, the speed can be calculated by time-differentiating the ship's position detection value from a GPS (Global Positioning System) or an inertial navigation system. Furthermore, a method of measuring the water surface speed and airspeed to determine the boat speed can also be used. Details of the boat speed calculation process are shown in FIG. 14.

Next, in step S202, sensor input is executed. Signals from sensors such as the accelerator position sensor 201, the shift lever position sensor 102, and the steering angle sensor 301 are input. Details of the sensor input processing are shown in FIG. 15.

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

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

Next, in step S205, outboard motor transmission is performed. The target throttle opening and the command value for the propulsion direction are transmitted to each outboard motor. Details of the outboard motor transmission process are shown in FIG. 18. In step S209, the process ends.

<Ship speed calculation>
Fig. 14 is a flowchart of boat speed calculation by the target throttle opening calculation device 10 according to embodiment 1. The process in Fig. 14 shows details of the process shown in step S201 in Fig. 13. A boat is propelled by thrust provided by rotation of a propeller provided on an outboard motor.

There is a correlation between the rotation speed of the propellers of the outboard motors 21, 31 and the speed of the boat 11. Therefore, the boat speed can be easily calculated from the rotation speed of the internal combustion engines provided in the outboard motors 21, 31 or the rotation speed of the propellers of the outboard motors 21, 31. The rotation speed of the propellers of the outboard motors and the cruising speed of the outboard motors are measured on the actual machine, and the relationship is represented as map data, so that the boat speed can be calculated from the propeller rotation speed of the outboard motors. Even more simply, the rotation speed of the propellers of the outboard motors can be evaluated as the boat speed itself.

Processing begins in step S300, and in step S301, the RPMs of the port-side outboard motor 31 and the starboard-side outboard motor 21 are compared. If the RPM of the port-side outboard motor is higher (determination is YES), the process proceeds to step S302, and the average RPM of the port-side outboard motor 31 is stored as the boat speed V. Processing then ends in step S309.

If the RPM of the port outboard motor is not higher in step S301 (determination is NO), the process proceeds to step S303 and the average RPM of the starboard outboard motor 31 is stored as the boat speed V. The process then ends in step S309.

In FIG. 14, the speed of the outboard motor 21 or the outboard motor 31, whichever has the higher speed, is defined as the boat speed V. However, instead of taking the larger value, the average of the speeds of both outboard motors may be defined as the boat speed. Also, while the average of the boat speeds of the selected outboard motors is defined as the boat speed V, the average can be determined by a method such as a simple average, a moving average, or first-order lag processing (smoothing calculation).

<Sensor input>
15 is a flowchart of the sensor input of the target throttle opening degree calculation device 10 according to the embodiment 1. The process of FIG. 15 shows details of the process shown in step S202 of FIG.

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

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

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

In step S404, the steering angle signal VSPS is read. The steering angle signal VSPS is an output signal of the steering angle sensor 301 provided on the steering wheel 300. The relationship between the steering angle signal VSPS and the steering angle is shown in FIG. 3.

In step S405, the basic target throttle opening TTPB is calculated based on the accelerator position signal VAPS. The accelerator position signal VAPS and the basic target throttle opening TTPB are approximately proportional to each other, but the characteristics can be specified by a map or a function.

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

<Adjustment coefficient calculation>
16 is a flowchart showing the calculation of the adjustment coefficient by the target throttle opening degree calculation device 10 according to the embodiment 1. The process in FIG. 16 shows details of the process shown in step S203 in FIG.

Processing starts in step S500. In step S501, the adjustment coefficient EADJ is calculated using the map shown in FIG. 12. The adjustment coefficient EADJ can be determined by interpolating the data in the map in FIG. 12 based on the boat speed V and the steering angle signal VSPS.

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

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

In step S504, the vessel 11 is not proceeding straight, but is being steered. At this time, the port side outboard motor adjustment coefficient EADJL is set to the adjustment coefficient EADJ. Then, in step S505, the starboard side outboard motor adjustment coefficient EADJR is set to 1.0. In other words, the starboard side outboard motor does not adjust the target throttle opening and does not reduce the propulsive force. After that, the process ends in step S519.

In step S506, it is determined whether the steering angle signal VSPS is greater than the straight ahead judgment steering angle SFSPR. If VSPS>SFSPR (determination is YES), the process proceeds to step S507. If VSPS>SFSPR is not greater (determination is NO), the process proceeds to step S509.

In step S507, the vessel 11 is not proceeding straight ahead, but is steered to starboard. In this case, the port-side outboard motor adjustment coefficient EADJL is set to 1.0. In other words, the port-side outboard motor does not adjust the target throttle opening and does not reduce the propulsive force. Then, in step S508, the starboard-side outboard motor adjustment coefficient EADJR is set to the adjustment coefficient EADJ. After that, the process ends in step S519.

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

<Target throttle opening calculation>
17 is a flowchart showing the calculation of the target throttle opening by the target throttle opening calculation device 10 according to embodiment 1. The process in FIG. 17 shows details of the process shown in step S204 in FIG.

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

<Outboard engine transmission>
18 is a flowchart of the outboard motor transmission of the target throttle opening calculation device 10 according to the embodiment 1. The process in FIG. 18 shows details of the process shown in step S205 in FIG.

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

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

Each outboard motor is provided with a maneuvering remote control 100, and in many cases the thrust and thrust direction of the outboard motors can be controlled individually using the shift lever 101 and throttle lever of the maneuvering remote control. However, for the operator to operate multiple maneuvering remote controls simultaneously is cumbersome and requires advanced skills. In contrast, when operating using a single set of steering handlebars and accelerator pedal as described above, changing the thrust of each outboard motor improves the turning performance of the boat, reducing the burden on the operator and achieving comfortable maneuverability.

The target throttle opening calculation device 10 transmits the starboard outboard motor target throttle opening TTPR, the port outboard motor target throttle opening TTPL, the starboard outboard motor shift INHR, and the port outboard motor shift INHL to the starboard outboard motor 21 and the port outboard motor 31, respectively, thereby enabling optimal control of the outboard motors 21, 31. Therefore, even if the number of outboard motors mounted on the boat 11 increases, it is possible to accommodate this by simply changing the settings of the target throttle opening calculation device 10 in the same manner. It is possible to accommodate individual control of multiple outboard motors without changing the engine control units (ECUs) of the individual outboard motors.

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

2. Second embodiment
<Spin turn>
Fig. 19 is a first diagram showing the propulsive force of a spin turn at starboard rudder by the outboard motor control device 500 according to Embodiment 2. Fig. 20 is a second diagram showing the propulsive force of a spin turn at starboard rudder.

A spin turn is also called turning on the spot. A ship's spin turn is often used when it needs to turn tightly, such as when docking at a quay, when leaving a quay, or when navigating a narrow waterway. Ships that have propellers that apply propulsive force in the fore-aft direction of the ship, as well as propellers that apply propulsive force in the left-right direction of the ship, have this function.

A spin turn can also be performed by driving one of the propellers, installed on the left and right of the centerline in the fore-and-aft direction of the hull, forward and the other in reverse. This type of turn is equivalent to a pivot turn in wheeled or tracked land vehicles.

Figure 19 shows the state of the boat 11 spinning clockwise when the steering wheel 300 is instructing a right turn (starboard rudder) and the port-side outboard motor 31 is driven forward and the starboard-side outboard motor is driven astern. The arrows indicate the water currents generated by the outboard motor propellers.

By driving the outboard motors in the opposite direction in this way, the boat 11 can be turned with an extremely small turning radius. To perform a counterclockwise spin turn when the steering wheel 300 is indicating a left turn (steer), the port-side outboard motor 31 is driven in the reverse direction and the starboard-side outboard motor is driven in the forward direction.

Figure 20 differs from Figure 19 in that the boat 11 is equipped with three outboard motors. Even if the number of outboard motors increases from two to three, when the steering wheel 300 indicates a right turn (starboard rudder), the port-side outboard motor 31 is driven forward and the starboard-side outboard motor is driven astern, and the propeller of the central outboard motor 41 is stopped or the gear is put into neutral. The arrows indicate the water flow generated by the outboard motor propellers. In this way, a clockwise spin turn can be performed.

When performing a counterclockwise spin turn when the steering wheel 300 is indicating a left turn (steer), the port outboard motor 31 is driven in the reverse direction and the starboard outboard motor is driven forward, and the propeller of the central outboard motor 41 is stopped or the gear is put into neutral. This allows a counterclockwise spin turn to be performed. A spin turn can be similarly achieved even if more than three outboard motors are installed.

<Outboard motor throttle control>
Here, a case will be described in which the outboard motor control device 500 has a function that can realize a spin turn of the boat 11. The outboard motor control device 500 and the target throttle opening calculation device 10 can use the same hardware as in embodiment 1. The functions described in embodiment 2 can be realized simply by changing the software executed by the target throttle opening calculation device 10, so the same reference numerals are used.

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

The flowchart in FIG. 21 differs from the flowchart in FIG. 13 relating to embodiment 1 in that steps S211 and S212 have been added instead of step S204. The rest of the process is the same, so only the differences will be explained.

After step S203, spin turn control is executed in step S211. It is determined whether or not a spin turn is required, and the necessary processing is carried out. Details of step S211 are described in Figures 22 to 26.

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

After step S212, outboard motor transmission is performed in step S205. Then, processing ends in step S219.

<Spin turn control>
22 is a flowchart of the spin turn control of the target throttle opening calculation device 10 according to the embodiment 2. The process starts in step S800, and in step S801, a spin turn mode determination is performed. It is determined whether the vehicle has entered a mode in which a spin turn should be performed, or has exited from a mode in which a spin turn should be performed.

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

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

In step S902, mode-in timer processing is executed. The mode-in timer processing is a process for counting up the mode-in timer TMSTMI if the condition for executing a spin turn continues to be satisfied. Details of step S902 are described in FIG. 24.

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

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

In step S905, mode out timer processing is executed. The mode out timer processing is a process for counting up the mode out timer TMSTMO if the condition for canceling the spin turn mode continues to be met. Details of step S905 are described in FIG. 25.

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

In step S907, the spin turn flag STf is cleared. While the spin turn flag STf is cleared, a spin turn will not be performed. Processing then ends in step S909.

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

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

In step S1002, it is determined whether the vessel speed V is less than the spin turn permissible speed VST. The spin turn permissible speed VST may be set to, for example, 700 r/min (700 revolutions per minute). A spin turn causes the vessel 11 to turn with an extremely small radius, and therefore should be prohibited when the vessel speed is high. This is because a sharp turn at a high vessel speed causes the vessel 11 to become unstable.

If the vessel speed V is less than the spin turn permissible speed VST (determination is YES), proceed to step S1003. If the vessel speed V is not less than the spin turn permissible speed VST (determination is NO), proceed to step S1006.

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

In step S1004, it is determined whether the steering angle signal VSPS is equal to or greater than the spin turn determination steering angle STSPL and equal to or less than the spin turn determination starboard steering angle STSPR. Here, the spin turn determination steering angle STSPL is, for example, 0.8 V, and if the steering wheel is turned starboard beyond this value, it is determined that a spin turn is requested. Also, the spin turn determination starboard steering angle STSPR is, for example, 4.2 V, and if the steering wheel is turned starboard beyond this value, it is determined that a spin turn is requested.

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

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

<Mode out timer processing>
25 is a flowchart of the mode out timer process of the target throttle opening degree calculation device according to embodiment 2. In step S1100, the mode out timer process is started.

In step S1101, it is determined whether the steering angle signal VSPS is equal to or greater than the straight-ahead determination steering angle SFSPL and equal to or less than the straight-ahead determination starboard steering angle SFSPR. Here, the straight-ahead determination steering angle SFSPL is, for example, 2.3 V, and if the steering wheel is turned to starboard beyond this value, it is determined that the ship is not traveling straight. Also, the straight-ahead determination starboard steering angle SFSPR is, for example, 2.7 V, and if the steering wheel is turned to starboard beyond this value, it is determined that the ship is not traveling straight. If the steering angle signal VSPS is in the range equal to or greater than the straight-ahead determination steering angle SFSPL and equal to or less than the straight-ahead determination starboard steering angle SFSPR, it is determined that the ship 11 is traveling straight.

In step S1101, if the steering angle signal VSPS is in the range of equal to or greater than the straight-ahead determination steering angle SFSPL and equal to or less than the straight-ahead determination steering angle SFSPR (determination is YES), the process proceeds to step S1102, increments (counts up) the mode-out timer TMSTMO, and ends the process in step S1109.

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

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

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

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

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

In step S1206, assuming that the rudder is turned to starboard, a shift for a clockwise spin turn is instructed. In step S1206, the port side outboard motor shift INHL is set to forward (F). Then, in step S1207, the starboard side outboard motor shift INHR is set to reverse (R). Processing then ends in step S1219.

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

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

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

By configuring the outboard motor control device 500 as described above, it is possible to change the propulsive force of each outboard motor and improve the turning performance of the boat when operating with a single set of steering wheel and accelerator pedal. When the steering wheel 300 is turned beyond a predetermined angle, the multiple outboard motors are driven in the opposite direction, making it possible to turn the boat 11 with an extremely small turning radius. This reduces the burden on the operator and realizes comfortable maneuverability.
3. Third embodiment
<Pivot turn>
Fig. 28 is a diagram showing the propulsive force of a pivot turn at starboard steering by the outboard motor control device 500 according to Embodiment 3. Fig. 29 is a diagram showing the propulsive force of a pivot turn at clockwise steering.

A pivot turn is equivalent to a pivot turn in wheeled or tracked land vehicles. In other words, it refers to turning by driving only one of the propellers installed on the left and right sides of the hull, and stopping the other. It is a turning action that is somewhere between a normal turn and a spin turn.

Figure 28 shows the state of the boat 11 pivoting clockwise when the steering wheel 300 is instructing a right turn (starboard rudder), the port-side outboard motor 31 is driven forward, and the starboard-side outboard motor 21 is stopped. The arrows indicate the water flow generated by the outboard motor propellers. By driving only one of the outboard motors in this way, the boat 11 can be turned with a small turning radius.

Figure 29 shows the state of the boat 11 pivoting counterclockwise when the steering wheel 300 is instructing a left turn (steering) and the starboard outboard motor 21 is driven forward and the port outboard motor 31 is stopped. The arrows indicate the water flow generated by the outboard motor propellers. By driving only one of the outboard motors, the boat 11 can be turned with a similarly small turning radius.

Figures 28 and 29 show a case where the boat 11 is equipped with two outboard motors. However, even if the boat 11 is equipped with three or more outboard motors, the pivot turn can be performed in the same way.

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

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

The flowchart in Figure 30 differs from the flowchart in Figure 13 relating to embodiment 1 in that steps S221 and S222 have been added instead of step S204. The rest of the process is the same, so only the differences will be explained.

After step S203, in step S221, spin turn and pivot turn control is executed. It is determined whether or not a spin turn or pivot turn needs to be executed, and the necessary processing is carried out. Details of step S221 are described in Figures 31 and 32.

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

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

<Spin turn and pivot turn control>
31 is a flowchart of the spin turn and pivot turn control of the target throttle opening degree calculation device 10 according to the embodiment 3. The process in FIG. 31 shows details of the process shown in step S221 in FIG.

Processing begins in step S1500, and in step S1501, it is determined whether the steering angle signal VSPS is equal to or greater than the straight-line determination steering angle SFSPL and equal to or less than the straight-line determination steering angle SFSPR. Here, the straight-line determination steering angle SFSPL is, for example, 2.3 V, and the straight-line determination steering angle SFSPR is, for example, 2.7 V.

If the steering angle signal VSPS is in the range of the straight-ahead judgment rudder angle SFSPL or more and the straight-ahead judgment starboard rudder angle SFSPR or less (the judgement is YES), it is judged that the vessel 11 is proceeding straight, and the process proceeds to step S1514. If the steering angle signal VSPS is not in the range of the straight-ahead judgment rudder angle SFSPL or more and the straight-ahead judgment starboard rudder angle SFSPR or less (the judgement is NO), the process proceeds to step S1502.

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

In step S1503, it is determined whether the steering angle signal VSPS is less than the spin turn judgment steering angle STSPL or greater than the spin turn judgment starboard steering angle STSPR. Here, the spin turn judgment steering angle STSPL is, for example, 0.8 V, and if the steering wheel is turned starboard beyond this value, it is determined that a spin turn is requested. Also, the spin turn judgment starboard steering angle STSPR is, for example, 4.2 V, and if the steering wheel is turned starboard beyond this value, it is determined that a spin turn is requested.

If the steering angle signal VSPS is less than the spin turn judgment steering angle STSPL or greater than the spin turn judgment face steering angle STSPR (determination is YES), a spin turn is requested and the process proceeds to step S1504. If the steering angle signal VSPS is greater than or equal to the spin turn judgment steering angle STSPL and less than or equal to the spin turn judgment face steering angle STSPR (determination is NO), a spin turn is not requested and the process proceeds to step S1508.

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

Then, in step S1516, the spin turn shift selection process is executed. The propulsion direction of each outboard motor is set to perform a spin turn. Details of the process of step S1516 are shown in FIG. 26. Then, in step S1519, the process ends.

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

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

If the steering angle signal VSPS is in a range equal to or greater than the spin turn determination steering angle STSPL and less than the pivot turn determination steering angle, or if the steering angle signal VSPS is in a range equal to or greater than the pivot turn determination steering angle and less than the spin turn determination steering angle STSPR (determination: YES), proceed to step S1510. If the steering angle signal VSPS is not in the above range (determination: NO), proceed to step S1514.

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

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

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

In step S1515, the spin turn flag STf is cleared. Then, the pivot turn flag PTf is cleared. After that, processing ends in step S1519.

<Pivot turn shift selection>
32 is a flowchart of pivot turn shift selection by the target throttle opening degree calculation device 10 according to embodiment 3. The process of the pivot turn shift selection flowchart in FIG 32 is detailed processing of step S1517 in FIG 31.

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

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

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

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

<Target throttle opening calculation>
33 is a flowchart showing the calculation of the target throttle opening by the target throttle opening calculation device 10 according to embodiment 3. The process in FIG. 33 shows details of the process shown in step S222 in FIG.

Processing begins in step S720, and in step S711 it is determined whether the spin turn flag STf has been cleared. If the spin turn flag STf has been cleared (determination is YES), the process proceeds to step S721. If the spin turn flag STf has not been cleared (determination is NO), the process ends in step S729.

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

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

The above configuration allows appropriate selection of spin turn, pivot turn, and normal turning operation depending on the boat speed V and the value of the steering angle signal VSPS. This improves the maneuverability of the boat 11 and increases comfort when maneuvering. In particular, in a boat with multiple outboard motors, when operating with a single set of steering handle and accelerator pedal, it is possible to change the propulsive force of each outboard motor and improve the turning performance of the boat. This reduces the burden on the operator and achieves comfortable maneuverability.

4. Fourth embodiment
<Outboard motor throttle control>
Here, the learning of adjustment coefficients for improving turning performance will be described when the outboard motor control device 500 starts turning while the boat 11 is cruising straight ahead and the accelerator pedal is released to improve turning performance. The outboard motor control device 500 and the target throttle opening calculation device 10 can use the same hardware as in embodiment 1. The functions described in embodiment 4 can be realized simply by changing the software executed by the target throttle opening calculation device 10, so the same reference numerals are used.

Figure 34 is a flowchart of the outboard motor throttle control of the target throttle opening calculation device 10 according to embodiment 4. This flowchart shows the process in which the target throttle opening calculation device 10 recognizes the state of the boat 11, transmits the target throttle opening and propulsion direction instruction values to the outboard motors 21 and 31, and learns the adjustment coefficient.

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

The flowchart in Figure 34 differs from the flowchart in Figure 13 relating to embodiment 1 in that steps S231 and S232 have been added instead of step S203. The rest of the process is the same, so only the differences will be explained.

After step S202, in step S231, an adjustment coefficient learning process is executed. Then, in step S232, a target throttle opening calculation process is executed. Details of step S231 are described in Figures 35 and 36. Details of step S232 are described in Figure 37.

<Adjustment Coefficient Learning Process>
Fig. 35 is a first flowchart of the adjustment coefficient learning process of the target throttle opening calculation device 10 according to embodiment 4. Fig. 36 is a second flowchart of the adjustment coefficient learning process. Fig. 36 shows a continuation of the flowchart of Fig. 35. The process of Fig. 35 explains the details of the process shown in step S231 of Fig. 34.

Processing begins in step S1600, and in step S1602, it is determined whether the adjustment coefficient learning mode flag STDMDf is set. The adjustment coefficient learning mode flag STDMDf is set and cleared by a switch on the gauge 400.

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

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

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

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

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

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

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

In step S1610, it is determined whether the steering angle signal VSPS is equal to or greater than the straight-ahead determination steering angle SFSPL and equal to or less than the straight-ahead determination steering angle SFSPR. If the steering angle signal VSPS is in the range of equal to or greater than the straight-ahead determination steering angle SFSPL and equal to or less than the straight-ahead determination steering angle SFSPR (the determination is YES), it is determined that the ship 11 is traveling straight, and the process proceeds to step S1619, where the process ends. If the steering angle signal VSPS is not in the range of equal to or greater than the straight-ahead determination steering angle SFSPL and equal to or less than the straight-ahead determination steering angle SFSPR (the determination is NO), the process proceeds to step S1611.

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

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

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

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

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

In step S1616, it is determined whether the value of the accelerator position signal change amount ΔVAPS is greater than the learned deceleration upper limit STDDECH and less than the learned deceleration lower limit STDDECL. If the value of the accelerator position signal change amount ΔVAPS is greater than the learned deceleration upper limit STDDECH and less than the learned deceleration lower limit STDDECL (determination is YES), proceed to step S1617. If the value of the accelerator position signal change amount ΔVAPS is not greater than the learned deceleration upper limit STDDECH and less than the learned deceleration lower limit STDDECL (determination is NO), proceed to step S1619 and end the process. Here, the learned deceleration upper limit STDDECH may be, for example, -0.3V/5s.

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

<Adjustment coefficient calculation>
37 is a flowchart showing adjustment coefficient calculation by the target throttle opening degree calculation device according to embodiment 4. The process in FIG. 37 shows details of the process content of step S232 in FIG.

Figure 37 differs from Figure 16 in embodiment 1 only in that steps S551 and S552 have been added before step S501. Here, only the differences will be explained.

Processing begins in step S550, and in step S551 it is determined whether the learning start flag STDSTf is set. If the learning start flag STDSTf is set (determination is YES), the process proceeds to step S552. In step S552, the adjustment coefficient obtained from the boat speed V, steering angle signal VSPS, and the currently selected adjustment coefficient map minus the adjustment coefficient learning value EADJS is stored as the adjustment coefficient EADJ. Then, the process proceeds to step S502.

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

As described above, when the boat 11 is cruising under conditions where the boat speed V is greater than the learning allowable boat speed VSTD and the accelerator position signal VAPS is greater than the learning allowable accelerator position STDAP, if the boat starts to turn from a straight line and the operator continues to release the accelerator pedal to ensure turning ability, the adjustment coefficient learning value EADJS is subtracted from the adjustment coefficient of the outboard motor in the turning direction to reduce propulsive force. At this time, the adjustment coefficient at that time is learned when the operator stops releasing the accelerator pedal.

This makes it possible to select an adjustment coefficient map with an adjustment coefficient that meets the requirements of the operator. This makes it possible to realize comfortable maneuverability with less of a burden on the operator. In a boat with multiple outboard motors, when operating with a single set of steering wheel and accelerator pedal, it is possible to change the propulsive force of each outboard motor and improve the turning performance of the boat.

Although various exemplary embodiments and examples are described in this application, the various features, aspects, and functions described in one or more embodiments are not limited to the application of a particular embodiment, but may be applied to the embodiments alone or in various combinations. Thus, countless variations not illustrated are anticipated within the scope of the technology disclosed in this specification. For example, this includes cases in which at least one component is modified, added, or omitted, and even cases in which at least one component is extracted and combined with components of another embodiment.

Various aspects of this disclosure are summarized below as appendices.

(Appendix 1)
1. An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides propulsive force to the boat,
an accelerator position sensor for detecting an amount of depression of an accelerator pedal indicating a required propulsive force of the vessel;
a shift lever position sensor for detecting a position of a shift lever for instructing forward and reverse movement of the boat;
a steering angle sensor for detecting a steering angle of a steering wheel which indicates a steering direction of the ship;
a speed sensor for detecting a sailing speed of the vessel; and
an outboard motor control device comprising: a target throttle opening calculation device that calculates a first target throttle opening and a first propulsion direction for the first outboard motor and transmits them to the first outboard motor, and calculates a second target throttle opening and a second propulsion direction for the second outboard motor and transmits them to the second outboard motor, based on an accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor.
(Appendix 2)
2. An outboard motor control device as described in claim 1, wherein the target throttle opening calculation device calculates a basic target throttle opening based on the accelerator position signal, calculates a first adjustment coefficient and a second adjustment coefficient based on the steering angle signal and the speed signal, and determines a first target throttle opening as a product of the basic target throttle opening and the first adjustment coefficient as a product of the basic target throttle opening and the second adjustment coefficient as a second target throttle opening.
(Appendix 3)
3. An outboard motor control device as described in Appendix 2, wherein the target throttle opening calculation device sets the first adjustment coefficient and the second adjustment coefficient to 1 when it is determined based on the steering angle signal that the boat will proceed straight, sets the first adjustment coefficient to less than 1 and the second adjustment coefficient to 1 when it is determined based on the steering angle signal that the boat will turn to one side, and sets the second adjustment coefficient to less than 1 and the first adjustment coefficient to 1 when it is determined based on the steering angle signal that the boat will turn to the other side.
(Appendix 4)
4. An outboard motor control device according to claim 1, wherein the target throttle opening calculation device stops the first outboard motor when the speed signal is equal to or lower than a predetermined speed and the steering angle signal indicates one side outside a predetermined steering angle range, and stops the second outboard motor when the steering angle signal indicates the other side outside the steering angle range.
(Appendix 5)
An outboard motor control device as described in Appendix 4, wherein the target throttle opening calculation device determines the pivot turn mode when the speed signal is equal to or lower than a predetermined speed and the steering angle signal indicates one side or the other side of a predetermined steering angle range for a predetermined period of time, notifies the driver of the pivot turn mode by voice or display, and stops either the first outboard motor or the second outboard motor.
(Appendix 6)
6. An outboard motor control device according to claim 1, wherein the target throttle opening calculation device sets the first propulsion direction as reverse and the second propulsion direction as forward when the speed signal is equal to or lower than a predetermined second speed and the steering angle signal indicates one side outside a predetermined second steering angle range, and sets the first propulsion direction as forward and the second propulsion direction as reverse when the steering angle signal indicates the other side outside the predetermined second steering angle range.
(Appendix 7)
7. An outboard motor control device as described in claim 6, wherein the target throttle opening calculation device determines the spin turn mode when the speed signal is equal to or lower than a predetermined second speed and the steering angle signal indicates one side or the other side of a predetermined second steering angle range for a predetermined second time period, notifies the driver by voice or display that the spin turn mode is in effect, and sets the first propulsion direction and the second propulsion direction to be opposite to each other.
(Appendix 8)
8. An outboard motor control device according to claim 1, wherein when the accelerator position signal is greater than a predetermined depression amount, after it is determined that the traveling direction of the boat has changed from straight ahead to turning based on the steering angle signal, the target throttle opening calculation device reduces the target throttle opening of the outboard motor on the turning direction side in response to a decrease in the accelerator position signal.
(Appendix 9)
9. An outboard motor control device as claimed in any one of claims 1 to 8, wherein the target throttle opening calculation device reduces the target throttle opening of the outboard motor on the turning direction side in response to a decrease in the accelerator position signal after it is determined that the direction of travel of the boat has changed from straight ahead to turning based on the steering angle signal when the speed signal is greater than a predetermined third speed.
(Appendix 10)
10. An outboard motor control device as described in claim 8 or 9, wherein, after it is determined that the traveling direction of the boat has been changed from straight ahead to turning based on the steering angle signal, the target throttle opening calculation device reduces the target throttle opening of the outboard motor on the turning direction side in response to a decrease in the accelerator position signal, and when an amount of change in the accelerator position signal becomes equal to or smaller than a predetermined amount of change, learns the target throttle opening of the outboard motor on the turning direction side in association with the steering angle signal and the speed signal at that time.
(Appendix 11)
11. The outboard motor control device according to claim 10, wherein the target throttle opening calculation device has a plurality of maps correlating the target throttle opening with the steering angle signal and the speed signal, and selects a map having a value closest to the learned value for use in driving during turning.
(Appendix 12)
An outboard motor control device which is mounted on a boat and which issues a target throttle opening and a command for a forward or reverse propulsion direction to three or more outboard motors which provide a propulsive force to the boat, comprising:
12. An outboard motor control device according to any one of claims 1 to 11, wherein the target throttle opening calculation device calculates a target throttle opening and a propulsion direction for each of the outboard motors based on the accelerator position signal, the shift lever position signal, the steering angle signal, and the speed signal, and transmits the target throttle opening and the propulsion direction to the outboard motors.
(Appendix 13)
13. An outboard motor control device as described in appendix 12, wherein the target throttle opening calculation device determines a spin turn mode when the speed signal is equal to or lower than a predetermined second speed and a state in which the steering angle signal indicates one side or the other side of a second predetermined steering angle range continues for a second predetermined time, and when the steering angle signal indicates one side of the second predetermined steering angle range, sets the propulsion direction of the outboard motor mounted on one side of the centerline of the longitudinal direction of the boat to reverse and the propulsion direction of the outboard motor mounted on the other side of the centerline to forward, and instructs the outboard motor, if any, mounted on a position on the centerline of the longitudinal direction of the boat to stop, and when the steering angle signal indicates the other side of the second predetermined steering angle range, sets the propulsion direction of the outboard motor mounted on one side of the centerline of the longitudinal direction of the boat to forward and the propulsion direction of the outboard motor mounted on the other side of the centerline to reverse, and instructs the outboard motor, if any, mounted on a position on the centerline of the longitudinal direction of the boat to stop.

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

Claims (3)

1. An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides propulsive force to the boat,
an accelerator position sensor for detecting an amount of depression of an accelerator pedal indicating a required propulsive force of the vessel;
a shift lever position sensor for detecting a position of a shift lever for instructing forward and reverse movement of the boat;
a steering angle sensor for detecting a steering angle of a steering wheel which indicates a steering direction of the ship;
a speed sensor for detecting a traveling speed of the vessel; and
an outboard motor control device comprising a target throttle opening calculation device which calculates a first target throttle opening and a first propulsion direction for the first outboard motor and transmits them to the first outboard motor, and calculates a second target throttle opening and a second propulsion direction for the second outboard motor and transmits them to the second outboard motor, based on an accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor,
the target throttle opening calculation device stops the first outboard motor when the speed signal is equal to or lower than a predetermined speed and a state in which the steering angle signal indicates one side outside a predetermined steering angle range continues for a predetermined first time, and stops the second outboard motor when the steering angle signal indicates the other side outside the steering angle range continues for the first time,
the target throttle opening calculation device determines that a pivot turn mode is being entered in which only one of the first outboard motor or the second outboard motor is stopped when the speed signal is equal to or lower than the predetermined speed and the state in which the steering angle signal indicates one side or the other side of the outer steering angle range continues for the first period of time, and notifies the driver that the pivot turn mode is being entered by audio or visual indication. 1. An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides propulsive force to the boat,
an accelerator position sensor for detecting an amount of depression of an accelerator pedal indicating a required propulsive force of the vessel;
a shift lever position sensor for detecting a position of a shift lever for instructing forward and reverse movement of the boat;
a steering angle sensor for detecting a steering angle of a steering wheel which indicates a steering direction of the ship;
a speed sensor for detecting a traveling speed of the vessel; and
an outboard motor control device comprising a target throttle opening calculation device which calculates a first target throttle opening and a first propulsion direction for the first outboard motor and transmits them to the first outboard motor, and calculates a second target throttle opening and a second propulsion direction for the second outboard motor and transmits them to the second outboard motor, based on an accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor,
the target throttle opening degree calculation device sets the first propulsion direction as reverse and the second propulsion direction as forward when the speed signal is equal to or lower than a predetermined second speed and the state in which the steering angle signal indicates one side outside a predetermined second steering angle range continues for a predetermined second time, and sets the first propulsion direction as forward and the second propulsion direction as reverse when the state in which the steering angle signal indicates the other side outside the second steering angle range continues for the second time,
the target throttle opening calculation device determines that the outboard motor is in a spin turn mode in which the first propulsion direction and the second propulsion direction are set to be opposite to each other when the speed signal is equal to or less than the second speed and the state in which the steering angle signal indicates one side or the other side of the second steering angle range continues for the second period of time, and notifies the driver that the spin turn mode is in progress by audio or visual display. 1. An outboard motor control device that transmits a target throttle opening and a command for a forward or reverse propulsion direction to a first outboard motor that is attached to one side of a center line in a fore-and-aft direction of a boat and provides propulsive force to the boat, and a second outboard motor that is attached to the other side of the center line and provides propulsive force to the boat,
an accelerator position sensor for detecting an amount of depression of an accelerator pedal indicating a required propulsive force of the vessel;
a shift lever position sensor for detecting a position of a shift lever for instructing forward and reverse movement of the boat;
a steering angle sensor for detecting a steering angle of a steering wheel which indicates a steering direction of the ship;
a speed sensor for detecting a sailing speed of the vessel; and
an outboard motor control device comprising a target throttle opening calculation device which calculates a first target throttle opening and a first propulsion direction for the first outboard motor and transmits them to the first outboard motor, and calculates a second target throttle opening and a second propulsion direction for the second outboard motor and transmits them to the second outboard motor, based on an accelerator position signal detected by the accelerator position sensor, a shift lever position signal detected by the shift lever position sensor, a steering angle signal detected by the steering angle sensor, and a speed signal detected by the speed sensor,
the outboard motor control device is mounted on a boat and issues a target throttle opening and a forward or reverse propulsion direction command to three or more outboard motors that provide propulsive force to the boat,
the target throttle opening calculation device calculates a target throttle opening and a propulsion direction for each of the outboard motors based on the accelerator position signal, the shift lever position signal, the steering angle signal, and the speed signal, and transmits the target throttle opening and the propulsion direction to the outboard motors;
the target throttle opening calculation device determines a spin turn mode when the speed signal is equal to or less than a predetermined second speed and when the steering angle signal indicates one side or the other side of a second predetermined steering angle range for a second predetermined time, and when the steering angle signal indicates one side of the second predetermined steering angle range, sets the propulsion direction of the outboard motor mounted on one side of the centerline of the boat in the longitudinal direction astern and the propulsion direction of the outboard motor mounted on the other side of the centerline for the longitudinal direction of the boat to reverse and the propulsion direction of the outboard motor mounted on the other side of the centerline for the longitudinal direction of the boat to forward and instructs the outboard motor, if any, to stop; and when the steering angle signal indicates the other side of the second predetermined steering angle range, sets the propulsion direction of the outboard motor mounted on one side of the centerline of the boat in the longitudinal direction to forward and the propulsion direction of the outboard motor mounted on the other side of the centerline for the longitudinal direction of the boat to reverse and instructs the outboard motor, if any, to stop.

Images