JPS61263894A - Automatic attitude control device for ship propelling machinery - Google Patents

Abstract

PURPOSE:To obtain a maximum speed accurately according to a condition of a ship, by generating a lift command signal of attitude change of a propelling machinery according to information that a ship speed exceeds a set value of a planing limit speed, and thereby automatically changing attitude of the propelling machinery according to the ship speed. CONSTITUTION:An underwater position of a propeller of a propelling machinery is detected by a lift position sensor 1, and a signal therefrom is input into a lift control circuit 3 including a position information circuit 4, a lift amount comparator circuit 5 and a lift position comparator circuit 6. A ship speed information detected by a ship speed sensor 2 is compared with a set value of a planing limit speed in a speed comparator circuit 7, and a lift command signal is input from the lift comparator circuit 6 through a switching circuit 8 to a driver circuit 11 to drive a power lift device 12. Further, the speed information from the speed comparator circuit 7 is compared with a speed information from a speed information memory circuit 9 at a fixed time in a speed determining circuit 10, and a command signal is output therefrom. Then, a lift position of the propelling machinery is automatically properly selected according to the ship speed to thereby obtain a maximum speed accurately.

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention is an automatic attitude control device for a marine propulsion device that automatically controls the attitude of a propulsion device such as an outboard motor or an inboard/outboard motor so that the maximum speed can be obtained. It is related to.

(Prior Art) Some ships are equipped with a propulsion device propelled by a propeller immersed in water, and the attitude of this propulsion device with respect to the ship is changed to control the speed of the ship so as to obtain the maximum speed. This attitude change of the propulsion machine is carried out by a power lift device, and when accelerating, the power lift device maintains the propulsion machine's propeller in the water to obtain sufficient propulsive force. Afterwards, the propulsion unit is lifted up to take part of the propeller out of the water, reducing the resistance of the lower case and achieving maximum speed.

By the way, in the past, the lift amount of the propulsion machine was manually adjusted. That is, during acceleration and after reaching a predetermined speed,
Manually for each time to get maximum speed,
It controlled the propulsion machine's attitude. Further, the height of the propulsion device was set so as to obtain the collapsing speed according to the condition of the ship, such as the number of people on board the ship and the weight and position of the cargo loaded on the ship.

(Problem to be solved by the invention) In this way, the attitude of the propulsion device is controlled to obtain the maximum speed, but manually controlling it according to the speed is time-consuming, and It is complicated to select the propulsion machine to obtain the maximum speed depending on the load.

This invention was made against the background of the above circumstances, and it is possible to automatically control the attitude of the propulsion machine to simplify the control, and also to control the position of the propulsion device to the position where the maximum speed can be obtained accurately according to the state of the ship. The purpose is to provide an automatic attitude control device for propulsion machines.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention is provided with a propulsion device propelled by a propeller submerged in water in the hull, and the attitude of this propulsion device is adjusted according to the ship speed and dust. In the ship propulsion device to be changed, a speed detection means for obtaining ship speed dust information compares this ship speed dust information with a preset planing limit speed after acceleration, and when the ship speed dust exceeds the planing limit speed,
It is characterized by comprising a control means that outputs a command signal to change the attitude of the propulsion device according to the ship's speed and dust so as to obtain the maximum speed.

(Function) In this invention, the speed detection means obtains ship speed dust information, and the control means compares this ship speed dust information with a preset planing limit speed after acceleration, so that the ship speed dust is determined to be at the planing limit speed. When the ship exceeds the speed, it outputs a lift command signal that changes the attitude of the propulsion machine according to the ship's speed and dust. This lift command signal drives the power lift device and changes the attitude of the propulsion machine to obtain the maximum speed, so there is no need to manually select the attitude of the propulsion machine, and the operation is easy. In addition, regardless of the number of crew members, cargo, etc. of the ship, the lift position of the propulsion device is automatically and appropriately selected according to the ship's speed, and the maximum speed can be obtained with high accuracy.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

FIG. 1 is a block diagram showing the basic configuration of an attitude control device for a marine vessel propulsion device.

In the figure, reference numeral 1 indicates a lift position sensor that detects the lift position of the propulsion device, and 2 indicates a ship speed dust sensor that constitutes speed detection means that detects the speed of the ship.

The height of the propulsion device detected by the lift position sensor 1, that is, the position information indicating the underwater position of the propeller of the propulsion device is stored in a position information storage circuit 4 constituting a lift control circuit 3 which is a control means.
．． The signal is input to a lift amount comparison circuit 5 and a lift position comparison circuit 6.

The speed information of the ship detected by the ship speed and dust sensor 2 is input to the speed comparison circuit 7, where it is compared with a set planing limit speed, and if the ship speed is equal to or higher than the planing limit speed, outputs an up command signal to the lift amount comparison circuit 5. If the ship speed is less than the planing limit speed, the lift position comparison circuit 6 compares it with the set position during acceleration, and if it is higher than the set position, outputs a down command signal to the switching circuit 8.

Further, the speed information from the speed comparison circuit 7 is input to the speed information storage circuit 9 and the speed judgment circuit 1O, and the speed judgment circuit 1O receives the speed information from the speed comparison circuit 7 and the predetermined time from the speed information storage circuit 9. Comparing the previous speed information, if the speed has been increased, an up command signal is input to the lift position comparison circuit 5. Further, when the speed is being reduced, a down command signal is input to the switching circuit 8.

Then, if there is no speed change, no signal is output.

The lift amount comparison circuit 5 compares the device information constituted by the lift position sensor l with the position information stored in the position information storage circuit 4 a predetermined time ago,
Under the condition that the up command signal is input from the speed determining circuit 10 and the speed determining circuit 10, a lift command signal for lifting up the propulsion device is input to the switching circuit 8 when the lift command signal changes by a certain amount.

The switching circuit 8 receives the up command signal or the down command signal and outputs it to the drive circuit 11, and the drive circuit 11 drives the power lift device 12 based on this command signal to adjust the height of the propulsion machine.

This switching circuit 8 is always connected to the automatic side, and can be changed to the manual side by a signal from the manual changeover operation switch 13. I am able to operate it.

Next, the operation of this embodiment will be explained.

The height of the propulsion machine is determined by the lift position sensor 1.

Always position information storage circuit 4. It is input to a lift amount comparison circuit 5 and a lift position comparison circuit 6.

Now, when the propulsion machine is driven and accelerated, its speed is detected by the ship speed sensor 2, and the speed information is sent to the speed comparison circuit 7.
is input. When the speed is below the planing limit speed and the height of the propulsion device is higher than the set value at the time of acceleration, a down command signal is output from the lift position comparison circuit 6. This down command signal is input to the drive circuit 11 via the switching circuit 8, and the power lift device 12
The propeller is driven to lower the position of the propulsion unit, and the propeller is set in a predetermined position underwater to obtain sufficient propulsive force and increase acceleration.

On the other hand, if the planing limit speed is exceeded, an up command signal is input from the speed comparison circuit 7 to the lift amount comparison circuit 5. Further, the speed determination circuit 1O determines whether or not the speed is increasing, and if the speed is increasing, an up command signal is input to the lift amount comparison circuit 5.

In the lift position comparison circuit 5, when the propulsion machine is in the ascending state under the condition that the up command signal is input, the up command signal is sent to the drive circuit 1 via the switching circuit 8.
1 and drives the power lift device 12 to lift up the propulsion machine and adjust the underwater position of the propeller.

This lift-up is performed by the speed judgment circuit 10 every time the speed increases to a predetermined amount. As a result, after acceleration, the propulsion unit is lifted up to take part of the propeller out of the water, reducing the resistance of the lower case and achieving maximum speed.

If the speed does not increase after the propulsion device is lifted up, the speed judgment circuit 10 will not output a command signal, so the propulsion device will be held at the same position.

Further, when the speed of the ship is determined to be in a deceleration state by the speed judgment circuit 10, a down command signal is inputted to the drive circuit 11 via the switching circuit 8, and the power lift device GT12 is driven to position the propulsion machine. lower.

When the speed becomes below the planing limit speed, as described above, a command signal from the speed comparison circuit 7 causes the lift position comparison circuit 6 to output a down command signal to lower the propulsion machine to the set acceleration position.

FIG. 2 is a block diagram showing another embodiment of the attitude control Sat for a marine vessel propulsion device according to the present invention.

In this embodiment, the control means is composed of a lift control circuit 3 for controlling the power lift device 12 described above, and a trim control circuit 15 for driving the power trim device 14. This power trim device IT4 changes the trim position, that is, the angle of the propulsion unit with respect to the hull.By changing this trim position to a larger angle, the hull is tilted and the front side of the hull floats, reducing the wet area of water. Reduce water resistance and obtain maximum speed.

When the speed is equal to or higher than the planing limit speed, the speed comparison circuit 7 of the lift control circuit 3 inputs a lift-up command signal to the lift amount comparison circuit 5 and also inputs a trim-up command signal to the trim position comparison circuit 16.

Further, if the speed information from the speed comparison circuit 7 is equal to or higher than the planing limit speed, it is input to the first speed information storage circuit 17 and the first speed judgment circuit 18. Further, if the speed is below the planing limit speed, the information is input to the second speed information storage circuit 19 and the second speed judgment circuit 20.

The first speed judgment circuit 18 receives the speed information from the first speed information storage circuit 17 a predetermined time ti ago and the current speed information from the speed comparison circuit 7, and compares the image information. As a result, if the speed is greater than the speed before the predetermined time tl,
That is, if the speed is increasing, an up command signal is input to the lift comparison circuit 5, while if the deceleration is bad, a down command signal is input to the switching circuit 8.

In the second speed determination circuit 20, the speed information before the predetermined time t2 is inputted from the second speed information storage circuit 19, and both the speed information before the predetermined time t2 and the current speed information are below the planing limit speed. When it is determined that this is the case, a down command signal is output to the switching circuit 8 of the lift control circuit 3 and the switching circuit 21 of the trim control circuit 15.

The trim position comparison circuit 16 includes a trim position adjuster 2.
2 is manually operated to find the best value in terms of speed, maneuverability, and stability, and the trim position information of this setting is compared with the trim position information detected from the trim position sensor 23. be done. When the current trim position and the set trim position match in the trim position comparison circuit 16, a lift up command signal is output to the lift amount comparison circuit 5 of the lift control circuit 3. On the other hand, if it is below the set value, a trim-up command signal is output to the drive circuit 24 via the switching circuit 21, and drives the power trim device 14 in the up direction.

The trim position information obtained from the hull trim position sensor 25, that is, the inclination of the hull in the traveling direction, is input to a comparison circuit 26 and compared with the set hull trim position, and when the actual trim position is larger than the set value.

A down command signal is output to the switching circuit 21.

The hull trim position information is input to the differentiation circuit 27 to obtain the hull trim position velocity, and when the hull trim position velocity is larger than the set trim angular velocity in the comparator circuit 28, a down command signal is output.

The roll position information obtained from the hull roll position sensor 29, that is, the lateral tilt of the hull, is input to the differentiation circuit 30.
A roll angular velocity is obtained like F1, and this angular velocity is compared with a set roll angular velocity in a comparison circuit 31, and if it is larger than the set value, a down command signal is output.

These down command signals or up signals are outputted from the switching circuit 21 to the drive circuit 24, which drives the power trim device 14 and controls the propulsion machine to a predetermined position.

3 to 6 show this embodiment applied to an outboard motor for a small boat.

A lock bracket 63 is fixed to a stern plate 62 of a hull 61 of a small boat. A lift bracket 64 is supported by the lock bracket 63 so as to be movable up and down, and a swivel bracket 65 is supported by the lift bracket 64 so as to be rotatable around a substantially horizontal axis via a trim shaft 66 . A propulsion device 67 is supported by the swivel bracket 65 so as to be rotatable around a steering shaft 68 orthogonal to the trim shaft 66 .

The propulsion @67 consists of an upper casing 69, a lower casing 70, and an internal combustion engine 72 housed in a cowling 71 arranged on the upper part of the upper casing 69. The internal combustion engine 72 rotates a propeller 73 provided in the lower casing 70 via drive shafts (not shown) arranged in the upper casing 69 and the lower casing 70 .

The lift bracket 64 is attached to the lock bracket 63.
For example, it is supported via a slide member 74 made of synthetic resin. The lift bracket 64 slides up and down with respect to the lock bracket 64 by the power lift device 12, and the slide member 74
4 slides smoothly.

The lift cylinder 12a of this power lift device 12 is fixed to a lock bracket 63 by a support shaft 12b,
A piston rod 12c is slidably provided in the lift cylinder 12a. The piston rod 12c is connected to a lift bracket 64 via a support shaft 12d.

The lift cylinder 12a is defined by a piston row 2C into a lift cylinder upper chamber 12e and a lift cylinder lower chamber 12f. The lift cylinder upper chamber 12c is the oil passage 12g, and the lift cylinder lower chamber 12d is the oil passage 1.
Drive means 12i consisting of a motor and a pump via 2h
It communicates with The piston rod 12c is connected to the cylinder upper chamber 12e or the cylinder lower chamber 12 from this driving means 12i.
The lift bracket 64 slides within the lift cylinder lza by the hydraulic pressure supplied to f, thereby moving the lift bracket 64 up and down.

As shown in FIGS. 4 and 5, the lock bracket 63 is provided with a lift position sensor l. For example, a shaft 1a to which a magnet is fixed is fixed to a lock bracket 63, and a lever 1b provided on the shaft 1a is a swash plate 1c fixed to a lift bracket 64.
The lift position sensor l, which is in contact with the magnet, changes its magnetic field as the shaft 1a rotates in proportion to the movement of the swash plate 1c, and changes the lift position by changing the output voltage of a magnetoresistive element placed near the magnet. It is designed to detect.

On the other hand, the swivel bracket 65 is provided with a power trim device 1i14, which tilts the swivel bracket 65 about a trim shaft 66 as a fulcrum to control the trim position of the outboard motor 67.

Tilt cylinder 1 of this power tilt/trim device 14
4a is provided on the main body of the tilt/trim device so as to be rotatable about a pin 14b, and trim cylinders 14b are provided on both sides of this tilt cylinder 14&.

A piston rod 14d is slidably fitted into the tilt cylinder 14a, and the tip end of the piston rod 14d is connected to a swivel bracket 65 via a support shaft 75. Further, a piston rod 14e is fitted into the trim cylinder 14c, and its tip abuts against the swivel bracket 65. And tilt cylinder 1
A tilt cylinder upper chamber 14f and a lift cylinder lower chamber 14g are defined within 4a by a piston rod 14d,
Also, the inside of the trim cylinder 14c is also inside the trim cylinder upper chamber 14.
h and a trim cylinder lower chamber 14i are defined. The tilt cylinder upper chamber 14f, lower chamber 14g, and trim cylinder upper chamber 14h and lower chamber 14i are communicated with a pump 14j via an oil passage (not shown), and are operated by a motor 14k.

The lift bracket 64 is provided with a trim position sensor 23, which has the same structure as the lift position sensor 1, and detects the trim position from the amount of rotation of the swivel bracket 65 around the tilt shaft 66. It is supposed to be done.

On the other hand, the hull 61 is provided with a hull trim position sensor 25 and a hull roll position sensor 29, and these sensors 25 and 29 are, for example, heavy tilt sensors.

Next, the operation of this embodiment will be explained.

When the internal combustion engine 72 is driven to rotate the propeller 73, the propulsion force of the propeller 73 causes the vehicle to start and accelerate. This acceleration is carried out for a certain period of time, and speed information at this time is detected by the boat speed sensor 2 and input to the speed comparison circuit 7.

If the speed is below the planing limit speed, the first speed information storage circuit 19 and the second speed judgment circuit 20
The switching circuit 8 of the lift control circuit 3 and the trim control circuit 15
A down command signal is output to the switching circuit 21. This drives the power lift device 12 and the power trim device 14 to maintain the propulsion fi 67 at the set position during acceleration.

When the speed increases to exceed the planing limit speed, the speed comparison circuit 7 outputs an up command signal to the lift amount comparison circuit 5 and the trim position comparison circuit 16. This trim position comparison circuit 16 outputs an up command signal when the trim position of the propulsion @ 67 is below the set value, and sends it to the power trim device 1 via the switching circuit 21 and the drive circuit 24.
4 to tilt the propulsion device 67 at a predetermined angle.

If the trim position of the propulsion device 67 matches the set value, an up command signal is output from the trim position comparison circuit 16 and input to the lift amount comparison circuit 5. On the other hand, in the speed comparison circuit 7, when the speed information obtained from the ship speed sensor 2 exceeds the planing limit speed, the speed information is sent via the first speed information storage circuit 17 and the first speed judgment circuit 1B to determine if the speed is increasing. Then, an up command signal is output to the lift amount comparison circuit 5.

In the lift amount comparison circuit 5, under the condition that the up command signal is input from the trim position comparison circuit 16, when the speed comparison circuit 7 and the up command signal from the first speed judgment circuit 1B are input, that is, , when the ship speed exceeds the planing limit speed for a certain period of time, the switching circuit 8. LF circuit 1
1, the pump of the power lift device 12 is rotated to operate in the lift-up direction.

Then, the first speed information storage circuit 69 stores the ship speed, and the first speed judgment circuit 4 constantly compares the ship speed with the ship speed at a predetermined time, and determines whether the speed has changed to a predetermined value or more after a predetermined time. Then, an up command signal is output to further lift up the vehicle. On the other hand, when the speed is maintained in a constant state after lift-up, the command signal is not output from the first speed determination circuit 18, so the propulsion device 67 is maintained in that state.

When the speed is reduced, a down command signal is output from the first speed judgment circuit 18 to the switching circuit 8,
The power lift device 12 is operated in the lift-down direction via the drive circuit 11. In this way, promotion @67
The height of the vehicle is automatically controlled according to the speed to obtain the maximum speed.

When the boat speed becomes less than the planing limit speed, the speed information is transferred from the speed comparison circuit 7 to the second speed information storage circuit 19 and the second speed information storage circuit 19.
The signal is input to the speed judgment circuit 20, and a down command signal is output to the switching circuit 8 of the lift control circuit 3 and the switching circuit 21 of the trim control circuit 15 to simultaneously perform lift down and trim down.

Further, based on the information obtained by the hull trim position sensor 25 , if the trim position of the hull 61 is equal to or higher than the set value in the comparison circuit 26 , or if the trim position speed obtained via the differentiation circuit 27 is determined in the comparison circuit 28 If it is determined that it is larger than the set value, a down command signal is output to the switching circuit 21.

Further, the angular velocity is obtained from the roll position information obtained from the hull roll angle sensor 29 in the differential circuit 30, and when this angular velocity is equal to or higher than a set value, a down command signal is sent to the switching circuit 2.
Output to 1.

In this way, when any of the down command signals is input to the switching circuit 21, it is determined that the ship is in an unstable state, and the drive circuit No. 2 operates the pump of the power trim device 14 in reverse to perform trimming. Go down.

FIG. 7 is a part of a block diagram of an attitude control device for a marine vessel propulsion device showing still another embodiment. FIG. 8 shows this embodiment applied to an outboard motor for a small boat.

A pressure liquid supply device 76 is arranged in a portion of the propulsion device 67 surrounded by the cowling 71, and this pressure liquid supply! ItI
i76 is the lift cylinder 12a and tilt cylinder 14
a,) Supplying pressure fluid to the rim cylinder 14b. The pressure liquid supply system R76 is controlled by a control means A comprising a lift control circuit 3 and a trim control circuit 15. In this embodiment, the pressure liquid supply device 76 uses oil as the pressure fluid, and a motor 77 is provided on the side of the internal combustion engine 72.

This motor 77 is connected via a one-way clutch 79 to a pump 78 arranged below.

When the motor 77 rotates to the right when viewed from above, the one-way clutch 79 is connected, and when the motor 77 rotates to the left, the one-way clutch 79 is disconnected, and the gear on the top of the motor rises, causing the internal combustion engine [ 0 to enable 5i72 to start
The manual switching operation switch 13 includes a starting switch that rotates the motor 77 to the left, and an operation switch that rotates the motor 77 to the right and can operate the electric switching valves 32 and 33 of the pump 7'8.

The pump 78 is connected to the upper chambers 12e and 14f of the lift cylinder 12a, tilt cylinder 14a, and trim cylinder 14c via discharge pipes ao and ai.

14h, and the upper chambers 12f, 14g, and 14i of the lift cylinder l 2 a, the tilt cylinder 14a, and the trim cylinder 14c, respectively, via suction pipes 82.83. The pump 7B has a built-in electric switching valve (not shown), and based on a signal from the control means A, this electric switching valve adjusts the oil supply ratio to the lift cylinder 12a, tilt cylinder 14a, and trim cylinder 14c.
Also, the supply adjustment of each upper chamber or lower chamber is performed, and thereby the respective piston rods 12c, 14d.

14e can be moved up and down.

(Effects of the Invention) As described above, the present invention obtains ship speed information using the speed detection means, and compares this ship speed information with a preset planing limit speed after acceleration using the control means to determine the ship speed. When the planing limit speed is exceeded, a lift command signal is output that changes the attitude of the propulsion machine according to the ship speed, so the attitude of the propulsion machine can be changed by the power lift device to obtain the maximum speed. , it is easy to operate because there is no need to manually select the attitude of the propulsion device. Furthermore, the lift position is automatically and appropriately selected according to the speed of the ship, regardless of the number of passengers on the ship, the cargo loaded, etc., and the maximum speed can be obtained with high accuracy.

[Brief explanation of drawings]

Fig. 1 is a professional diagram showing the configuration of the present invention, Fig. 3 is a block diagram showing another embodiment, Fig. 3 is an overall diagram showing an embodiment in which the invention is applied to an outboard motor, Figure 4 shows ■ in Figure 3.
-■ sectional view, FIG. 5 is a v--■ sectional view in FIG. 4, FIG. 6 is a ■--■ sectional view in FIG. FIG. 8 is an overall view of this embodiment applied to an outboard motor. l...Lift position sensor 2...Ship speed sensor 3...Lift control circuit 5...Lift amount comparison circuit 6...Lift position comparison circuit 7...Speed comparison circuit 8...Switching Circuit 9...Speed information storage circuit i o -...Speed judgment circuit Fig. 3 Fig. 4 Fig. 5 Fig. 7

Claims (2)

[Claims] (1) In a ship propulsion device that is equipped with a propulsion device propelled by a propeller immersed in water in the ship body, and that changes the attitude of this propulsion device according to the ship speed, a speed detection means for obtaining ship speed information, and a speed detection means for obtaining ship speed information. and a preset planing limit speed after acceleration, and if the ship speed exceeds the planing limit speed, a lift command signal is output that changes the attitude of the propulsion machine according to the ship speed to obtain the maximum speed. An automatic attitude control device for a ship propulsion device, comprising a control means. (2) The control means outputs a lift command signal that changes the attitude of the propulsion machine to obtain the maximum speed, and also outputs the trim position information obtained from the trim position detection means of the propulsion machine and the trim position set in advance. 2. The automatic attitude control device for a marine vessel propulsion device according to claim 1, which outputs a trim command signal for selecting a trim position of the propulsion device to a position where the maximum speed can be obtained based on the information.