JPH0714152Y2 - Automatic Planing Controller for Motor Boat - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention enables the screw of an outboard motor to be installed regardless of whether the motor boat equipped with the outboard motor is traveling normally or accelerating. The present invention relates to an automatic planing control device for a motor boat, which keeps the motor as horizontal or constant as possible and protects the motor during down blow.

In the following description, horizontalizing the hull is referred to as planing.

[Conventional technology]

In order to run the motor boat equipped with the outboard motor efficiently and to improve the riding comfort,
As shown in Fig. 6 (1), it is desirable to make the attitude of the hull 10 as parallel to the water surface as possible. Under steady operating conditions, the propulsive force of the hull 10 as shown in Fig. 6 (3) or (4) is shown regardless of whether the bow is raised or lowered as shown in Fig. 6 (2). It is desirable to keep the angle of the screw 12 for generating the angle parallel or constant with respect to the horizontal plane.

On the other hand, the bow rises when the motor boat accelerates. In this state, the state shown in FIG. 6 (2) is obtained, and the direction of the propulsive force of the hull 10 does not match the traveling direction, so it is difficult to perform efficient acceleration.

For this reason, the motor boat has a connection angle between the outboard motor 11 and the hull 10 (that is, an angle between the screw 12 and the hull 10).
Some are equipped with a trim device to manually adjust the.
In this trim device, the hull 10 and the outboard motor 11 are connected by a hydraulic cylinder, and the hydraulic cylinder is expanded and contracted so that the connection angle between the hull 10 and the outboard motor 11 can be changed. The hull 10 was made horizontal by turning on / off the hydraulic motor and switching the rotation direction.

That is, at the time of accelerating the motor boat, FIG. 6 (9)
As shown in the figure, drive the outboard motor 11 once in the DOWN direction and plan quickly (level the hull), then hull it.
After 10 becomes horizontal as shown in Fig. 6 (7),
As shown in FIG. 6 (5), the outboard motor 11 is returned to the vertical direction from the DOWN direction.

In FIG. 6, the state shown in FIG. 6 (5) is the reference state, and in the state shown in FIG. 6 (6), the outboard motor 11 is moved upward (UP) to raise the bow of the hull 10. The state shown in FIG. 6 (7) shows the state in which the outboard motor 11 has been moved downward (DOWN) in order to lower the bow.

[Problems to be solved by the device]

However, not only does the bow point upward when accelerating the hull, but it may also point upward for some reason during steady running. In this case, unlike the case where the outboard motor 11 is directed in the DOWN direction as shown in FIG. 6 (9) during acceleration, the outboard motor 11 is temporarily up as shown in FIG. 6 (8). It is desirable to keep the state shown in FIG. 6 (3) by turning in the direction.

There is a problem in that it is difficult to perform such an operation manually in a quick manner by judging the above situation.

In addition, when equipped with an automatic trim device, the propulsion device, that is, the outboard motor 11
The driving hydraulic motor 15 is always in an operating state in order to operate the motor, and heat is generated so much that the protection thermal switch is easily operated. In particular, when the machine is repeatedly used for repeated acceleration / deceleration, many machines are in a down blow state. At this time, the motor current is maximized, so that considerable heat is generated and the motor 15 is thermally damaged.

In order to solve the above problems, the present invention enables automatic planing during acceleration and steady running, and stops motor rotation during down blow.
An object of the present invention is to provide an automatic planing control device in a motor / boater in which thermal damage to the motor 15 is avoided by shutting off the motor drive current.

[Means for Solving the Problems]

 The principle of the present invention will be described with reference to FIG.

FIG. 1 is a block diagram of the principle of the present invention. In the figure, an angle signal generation circuit 1 detects an inclination of the outboard motor 11 by an angle sensor provided in the outboard motor 11 and generates an angle signal. The triangular wave generating circuit 2 generates a triangular wave, and the output signal of the triangular wave and the angle signal of the angle signal generating circuit 1 are added in the adding circuit 3. Acceleration detection circuit 4
Detects the tilt of the hull 10 due to acceleration by an angle sensor provided on the hull 10, and outputs an acceleration signal when the tilt exceeds a predetermined angle. The comparison circuit 6 compares the reference voltage level in the comparison circuit 6 with the output level of the addition circuit 3 or the output level of the acceleration detection circuit 4. Outboard motor 11 output from the comparison circuit 6
The driver circuit 7 is driven with a pulse width corresponding to the slope of
By controlling the motor control circuit 8, the rotation direction of the motor is changed to control the angle between the hull 10 and the outboard motor 11. The connection angle detection circuit 9 detects the connection angle between the outboard motor 11 and the hull 10 by an angle detection means such as a trim gauge, and when the detected angle becomes equal to or less than a predetermined connection angle, the motor is operated. The control operation of the driver circuit 7 is forcibly changed to stop.

[Action]

When the motor / boat is traveling steadily, the inclination of the outboard motor 11 detected by the angle sensor provided in the outboard motor 11 is output from the angle signal generating circuit 1 as a voltage level signal. Then, the voltage level signal and the triangular wave generation circuit 2
The triangular wave generated in 1 is added by the adder circuit 3. Then, the output level of the adder circuit 3 is compared with the reference voltage in the comparison circuit 6, and the comparison circuit 6 outputs with a pulse width according to the inclination of the outboard motor 11. That is, the comparison circuit 6 outputs a signal whose pulse width is modulated according to the inclination of the outboard motor 11. This signal drives the gate of the FET of the motor control circuit 8 via the driver circuit 7, and the hull 10
The motor is rotated so that the outboard motor 11 becomes horizontal with respect to the water surface regardless of the inclination of.

Further, the acceleration detection circuit 4 detects an inclination of the hull 10 due to acceleration by an angle sensor 19 provided on the hull 10, and outputs an acceleration signal when the inclination becomes equal to or more than a predetermined angle. The acceleration signal detected by the acceleration detection circuit 4 is applied to the comparison circuit 6. When the acceleration signal is detected, the comparison circuit 6 always outputs an output signal.
In this case, that is, when the acceleration signal is detected from the acceleration detection circuit 4, the output signal of the comparison circuit 6 is transferred to the FET of the motor control circuit 8 via the driver circuit 7 so as to move in the direction of lowering the outboard motor 11. Drive the gate. Then, the outboard motor 11 is lowered by the rotation of the motor, and the bow raised by the accelerated traveling is lowered.

The motor / voter is provided with a detection means such as a trim gauge for detecting an angle between the hull 10 and the propulsion device, that is, a connection angle between the hull 10 and the outboard motor 11, and the detection means is a predetermined connection. When the angle becomes equal to or smaller than the angle, the connection angle detection circuit 9 outputs a stop signal to the driver circuit 7 to stop the motor rotation. When the stop signal is output from the connection angle detection circuit 9, the outboard motor 11 is operated in the lowering direction.
The drive voltage to the FET is cut off via the driver circuit 7. This stops the rotation of the motor and avoids damage due to heat generation.

〔Example〕

An embodiment of the present invention will be described with reference to FIGS.

FIG. 2 is a schematic configuration diagram of an automatic planing control device in a motor boat. In the figure, an outboard motor 11 is provided at the stern of the motor boat, and a screw 12 of the outboard motor 11 is driven by an engine (not shown). Further, the angle between the outboard motor 11 and the hull 10 of the motor boat can be changed by expanding and contracting the hydraulic cylinder 13 as shown by the arrow in the figure. The hydraulic cylinder 13 is a hydraulic pump
It is driven by 14 and DC motor 15. System 16 is
A DC motor control and drive power source are obtained from a battery 17, and a voltage level signal corresponding to the inclination of the outboard motor 11 is obtained from an angle sensor 18 provided in the outboard motor 11. An angle sensor 19 provided on the hull 10 detects the tilt of the hull 10 due to acceleration, and a voltage level signal corresponding to the tilt is input to the system 16.

The trim gauge U is for detecting the connection angle between the hull 10 and the propulsion device, that is, the outboard motor 11, and, for example, a potentiometer or an electromagnetic resistance element is used, and the connection angle,
That is, a voltage corresponding to the angle between the hull 10 and the outboard motor 11 is output, and the output is input to the system 16 and also to the trim meter on the cockpit, and the angle is displayed on the trim meter. It has become so.

In such a configuration, the angle sensors 18 and 19 detect the inclination of the hull 10 of the motor boat and the outboard motor 11 as a voltage level signal and transmit it to the system 16. In the system 16, a control circuit described later determines whether the detected voltage level signal indicates steady running or accelerating running. When the system 16 determines that the vehicle is in steady running, the screw 12 of the outboard motor 11 is constantly facing the water surface regardless of the direction of the bow, as shown in Fig. 6 (3) or (4). The hydraulic cylinder 13 is driven so that it becomes horizontal.

When the system 16 determines that the vehicle is accelerating, the stern screw is temporarily moved as shown in Fig. 6 (9).
12 goes down and raises the stern, that is, DO outboard motor 11
Drive the hydraulic cylinder 13 to drive in the WN direction,
Keep 10 horizontal and then let outboard motor 11 recover from the DOWN state.

Next, the relationship between the angle sensor 18 provided on the outboard motor 11 and its output voltage will be described with reference to FIG.

As shown in Fig. 3 (1), if the hull 10 of the motor boat is horizontal to the water surface, the angle sensor 18 indicates the vertical direction of the earth, that is, 0 °, and the output voltage is, for example, 4
Adjusted to output V.

As shown in Fig. 3 (2), when the bow of the motor boat drops below the water surface, the output voltage becomes higher than the reference voltage of 4V.

As shown in Fig. 3 (3), when the bow of the motor boat rises above the water surface, the output voltage becomes lower than the reference voltage of 4V.

Further, the output voltage, that is, the voltage level signal similar to that described above can be obtained from the angle sensor 19 provided on the hull 10.

Next, an embodiment of the control circuit according to the present invention and its time chart will be described with reference to FIGS.

In FIG. 4, the angle signal generation circuit 1 appropriately amplifies the differential voltage between the voltage level signal detected by the outboard motor sensor S and the reference voltage set by the angle setting volume V by the differential amplifier K. ing.

The triangular wave generation circuit 2 generates, for example, a 20 kHz triangular wave by the operational amplifiers J and I.

The adder circuit 3 adds the output of the differential amplifier K and the output of the operational amplifier I of the triangular wave generating circuit 2 by the operational amplifier C. The comparator circuit 6 is composed of operational amplifiers H, F, G and E. The non-inverting terminals of the operational amplifiers H and F have a (+) comparison voltage ', and the operational amplifiers G and E have non-inverting terminals. A (-) comparison voltage 'is given. The absolute value of this comparison voltage is slightly larger than the amplitude of the triangular wave.

The acceleration detection circuit 4 includes a hull sensor T for detecting acceleration and a differential voltage for amplifying a differential voltage between a voltage level signal of the hull sensor T and a reference voltage set by the acceleration sensitive angle setting volume W. Amplifier N and the differential amplifier N
It is composed of an operational amplifier L that compares the differential voltage amplified by the reference voltage with a reference voltage that is set in advance.

The output of the adder circuit 3 is applied to the inverting terminals of the operational amplifiers H, F, G, E in the comparison circuit 6. The output of the operational amplifier L of the acceleration detection circuit 4 is given to the non-inverting terminals of the operational amplifiers H, F, G, E in the comparison circuit 6 via the diodes D3 and D4.

The operational amplifiers H and G of the comparison circuit 6 drive the FETs and FETs forming the PWM bridge circuit via the photocoupler PC and the driver circuits O and Q in the driver circuit 7. Further, the operational amplifiers F and E directly drive the FET and FET via the driver circuits P and R. The motor M is driven by the FET or drive to move the outboard motor 11 in the UP or DOWN direction.

The connection angle detection circuit 9 includes a trim gauge U for detecting the connection angle between the hull 10 and the propulsion device, that is, the outboard motor 11,
It is composed of an operational amplifier X that amplifies the output obtained from the trim gauge U, and an operational amplifier Y that compares the output amplified by the operational amplifier X with a reference voltage.

The trim gauge U of the connection angle detection circuit 9 is such that the detection voltage thereof becomes lower as the connection angle becomes smaller. In the down blow state, the trim gauge U drops to, for example, 2.5V. The reference voltage of the operational amplifier Y that constitutes the comparator is set so as to output the KL level at the voltage value immediately before the down blow state, and the output of this operational amplifier Y drives the NAND gate Z and the diode D5 of the driver circuit 7. It is connected so as to be applied to the gate of the transistor Tr via each.

The current limit circuit 5 is a resistor R of the motor control circuit 8.
A current flowing in the operational amplifier is detected, the detected voltage is appropriately amplified by the operational amplifier M, and then input to the non-inverting terminal and the inverting terminal of the operational amplifiers A and B, respectively. These operational amplifiers A and B
Is a comparator that is compared with a predetermined reference voltage,
When the current flowing through the resistor R becomes larger than a predetermined current, output signals are respectively output from the operational amplifiers A and B, and the non-inverting terminals of the operational amplifiers H and F and the non-inverting terminals of the operational amplifiers G and H of the comparison circuit 6 are output. It is configured so that the FET that is input and the FET that constitutes the PWM bridge circuit or the overcurrent does not flow.

Next, the operation of the control circuit in the present invention will be described.

During steady running, as shown in Fig. 6 (1), the hull 10
Is horizontal, the angle of the outboard motor sensor S is 0 °.
Then, 4V is output as shown in Fig. 3 (1). Therefore, the output 4V of the outboard motor sensor S and the reference voltage 4V of the differential amplifier K are the same, and there is no output of the differential amplifier K. As a result, the output of the triangular wave generating circuit 2 is directly input to the comparing circuit 6 through the adding circuit 3. Comparison voltage'and '
If the relation between the output voltage of the triangular wave and the output voltage of the triangular wave is determined as shown in FIG.
Since the outputs of H to H are not output, the motor M of the motor control circuit 8 is not driven. Therefore, the relationship between the hull 10 and the outboard motor 11 remains as shown in FIG. 6 (1).

When the bow of the hull 10 is raised as shown in Fig. 6 (2), the output of the outboard motor sensor S is as shown in Fig. 3 (3) when the hull 10 is horizontal (4V shown). It becomes a low voltage. Therefore, the output of the differential amplifier K swings to (-). The output of the adder circuit 3, which is the sum of the output of the differential amplifier K and the output of the triangular wave generation circuit 2, is (+) by the operational amplifier C as shown in the time chart (b) of FIG.
Swing to. If the bow is raised further, it will be indicated by the dotted line.

Since it rises to the output level (+) of the operational amplifier C, its peak value becomes higher than the comparison voltage '.

Therefore, the output levels of the operational amplifiers H and F become L level during the time chart (c) of FIG. 5, that is, while the peak value is higher than the comparison voltage '. The time when this L level is output is compared with the inclination of the hull 10. That is, operational amplifiers H and F
The output of the pulse width modulation (PWM) according to the inclination of the hull 10
It will be what was done. This L-level output becomes H-level via the driver circuit 7, joins the gates of FET and, and turns on FET and drives the motor M. The driving direction of the motor M at this time is a direction in which the outboard motor 11 is up, as shown in FIG. 6 (3). That is, the screw 12 is leveled. At this time, the outputs of the operational amplifiers G and E in the comparison circuit 6 are always at the L level as shown in FIG. 5 (d), so that they are at the L level via the driver circuit 7, and the FET and FET are always turned off. .

Next, in the steady running, when the hull 10 is tilted in the opposite direction and the bow is lowered, the above operation is reversed. That is,
The outboard motor sensor S has a voltage higher than 4V as shown in FIG. 3 (2), and the output of the differential amplifier K swings to (+). Therefore, the output of the operational amplifier C of the adder circuit 3 becomes (-), and its peak value becomes lower than the comparison voltage ', as shown in FIG. 5 (e). Therefore, the outputs of the operational amplifiers G and E in the comparison circuit 6 are at the H level.
The output time of this H level is proportional to the inclination of the hull 10. That is, the outputs of the operational amplifiers G and E are pulse width modulated (PWM) according to the inclination of the hull 10. This H level output goes to H level via the driver circuit 7, joins the gates of FET and, and turns on FET and drives the motor M. The driving direction of the motor M at this time is as shown in FIG. 6 (4).
It is a direction to down the outboard motor 11. That is, the screw
Make 12 horizontal. Further, at this time, the outputs of the operational amplifiers H and F in the comparison circuit 6 are always at the H level, so that they are at the L level via the driver circuit 7, and the FET and
It becomes F.

In this way, when the bow rises during steady running,
In either case, the outboard motor sensor S provided on the outboard motor 11 can automatically make the outboard motor 11 horizontal with respect to the water surface.

Next, the case where the motor boat accelerates will be described.

When the motor boat is accelerated, the hull 10 tilts greatly and the bow rises upward. In this state, the hull 10 and the outboard motor 11
Considering the case where and are fixed, as shown in FIG. 6 (2), there is an angular difference between the direction of the propulsive force A of the screw 12 and the traveling direction, resulting in poor efficiency.

In addition, in order to keep the screw 12 horizontal as shown in Fig. 6 (3), the outboard motor 11 should be set in If it goes up in the B direction and goes up, the planing will be delayed as shown in Fig. 6 (8). For this reason,
When accelerating, the outboard motor 11 is once in the DOWN direction (Fig. 6 (9)).
(In the direction shown in the drawing) so that the bow of the bow C is moved to the bow B of the stern.

That is, the hull 10 is planed and reaches stable running quickly.

In order to give the above-mentioned operation to the outboard motor 11, the acceleration detection circuit 4 including the hull sensor T is provided in the control circuit.

The output of the hull sensor T provided on the hull 10 is input to the inverting terminal of the operational amplifier L via the differential amplifier N.
The hull sensor T has the same characteristics as the output of the outboard sensor S and outputs a voltage corresponding to the inclination of the hull 10. A reference voltage for detecting the acceleration set to a certain voltage by the acceleration sensitive angle setting volume W is input to the non-inverting terminal of the operational amplifier L. The reference voltage set by the acceleration sensitive angle setting volume W for detecting the acceleration is compared with the output of the differential amplifier N input to the inverting terminal of the operational amplifier L. Here, the reference voltage for detecting the acceleration is set to a value lower than the range that the outboard motor sensor S detects and outputs during steady running, and if the hull 10 is within a predetermined angle, the operational amplifier The output of L is at L level. Therefore, the output of the operational amplifier L is L level during steady running, and while the output level of this operational amplifier L is L,
The operation of the operational amplifiers E to H of the comparison circuit 6 is not affected by the diodes D3 and D4.

Now, when the motor boat accelerates, the output of the hull sensor T drops much more than in the case of steady running. When this value is applied to the inverting terminal of the operational amplifier L via the differential amplifier N and becomes lower than the reference voltage input to the non-inverting terminal of the operational amplifier L of the acceleration detection circuit 4, the output of the operational amplifier L is at the H level. become. This H level output is
The reference voltages are input to the points 'and' via the diodes D3 and D4, respectively, and the reference voltages of the operational amplifiers E to H in the comparison circuit 6 are clamped to (+). Therefore, the outputs of the operational amplifiers H and F become H level, and the driver circuit 7 becomes L level, and FET and FET are turned off.

Further, the outputs of the operational amplifiers G and E also become H level and L level, and both become H level in the driver circuit 7, and FET
And become ON. Therefore, the motor M is
Is rotated in the DOWN direction to forcibly orient the bow in the C direction shown in Fig. 6 (9).

When the outboard motor 11 is turned in the DOWN direction, the hull 10 approaches the planing state, and the output of the hull sensor T returns to a steady value. At this time, when the output of the hull sensor T becomes higher than the reference voltage of the acceleration detection circuit 4 (the set voltage of the acceleration sensitive angle setting volume W), the output of the operational amplifier L returns to the L level, and the control circuit operates normally. become.

In the case of accelerating traveling, the sensor T for the hull, that is, the acceleration detection circuit 4 operates in this way with priority over the sensor S side for the outboard motor, that is, the angle signal generation circuit 1.
Even if the boat slowly accelerates and the bow of the hull 10 tries to go up, when the tilt of the hull 10 reaches a predetermined angle, the acceleration detection circuit 4 operates, and immediately the motor M rotates the outboard motor 11 in the DOWN direction to raise the bow. Move it back horizontally.

The trim gauge U of the connection angle detection circuit 9 detects the connection angle between the hull 10 and the propulsion device, that is, the outboard motor 11, and outputs a detection voltage inversely proportional to this connection angle. In the down blow state, the trim gauge U outputs a detection voltage dropped to about 2.5V, and the operational amplifier Y generates an L level output signal at the detection voltage immediately before the down blow state. By the generation of this L level output signal, the transistor Tr of the driver circuit 7 is held off, and the output of the NAND gate Z is held at L level. Therefore, the drive signal of the FET that causes the motor M to rotate in the DOWN direction is cut off, and the rotation of the motor M is stopped. This avoids thermal damage due to overcurrent of the motor M.

When the motor boat increases in speed and enters the planing state, the motor M is driven by the signal from the angle signal generation circuit 1.
The FET, which rotates in the UP direction, is driven, the detection voltage of the trim gauge U rises accordingly, and the L-level output signal from the operational amplifier Y disappears. That is, the connection angle detection circuit 9 is reset, the above-mentioned automatic control state is entered, and control by normal traveling is performed.

[Effect of device]

According to the present invention, the motor for driving the outboard motor in the vertical direction is controlled according to the inclination of the hull, so that the screw of the outboard motor can be automatically moved with respect to the water surface regardless of whether the bow is up or down during steady traveling. Can be horizontal.

In addition, when accelerating including slow acceleration, the outboard motor can be forced to lower the bow so that planing can be achieved quickly.

Then, heat generation due to the continuation of the down blow state in which the maximum current flows in the motor is avoided, and the heat damage of the motor can be prevented.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a principle block in the present invention, FIG. 2 is a schematic configuration diagram of an automatic planing control device in a motor boat, FIG. 3 is an explanatory diagram of an angle sensor and voltage relationship, and FIG. FIG. 5 is a control circuit of the present invention, FIG. 5 is a time chart of the control circuit of the present invention, and FIG. 6 is an explanatory view of the relationship between the motor boat and the outboard motor. 1 …… Angle signal generation circuit, 2 …… Triangle wave generation circuit, 3 …… Addition circuit, 4 …… Acceleration detection circuit, 5 …… Current limit circuit, 6
…… Comparison circuit, 7 …… Driver circuit, 8 …… Motor control circuit, 9 …… Coupling angle detection circuit.

Claims (1)

[Scope of utility model registration request] 1. An angle signal generation circuit 1 for detecting an inclination of an outboard motor 11 to generate an angle signal, a triangular wave generation circuit 2, and output level signals of the angle signal generation circuit 1 and the triangular wave generation circuit 2. An adding circuit 3 for adding, an acceleration detecting circuit 4 for detecting an inclination of the hull 10 due to acceleration, and outputting an acceleration signal when the inclination exceeds a predetermined angle, an output level of the adding circuit 3 or A comparison circuit 6 for comparing the output level of the acceleration detection circuit 4 with a reference voltage, and a driver circuit 7 for driving a motor by a signal output from the comparison circuit 6 as an amplitude corresponding to the inclination of the hull 10 and the outboard motor 11. And a motor control circuit 8 for controlling the motor 15 for changing the angle between the outboard motor 11 and the hull 10 by the driver circuit 7, and the connection angle between the outboard motor 11 and the hull 10 is detected, and this detection is performed. A connecting angle detection circuit 9 for changing the control operation of the driver circuit 7 so as to stop the operation of the motor 15 when the outgoing angle becomes equal to or less than a predetermined connecting angle, The automatic planing control device for a motor boat is characterized in that the motor 15 is protected at the time of down-blowing as well as the control for maintaining the above.