US20220411031A1 - Ship propulsion device - Google Patents
Ship propulsion device Download PDFInfo
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- US20220411031A1 US20220411031A1 US17/780,918 US202017780918A US2022411031A1 US 20220411031 A1 US20220411031 A1 US 20220411031A1 US 202017780918 A US202017780918 A US 202017780918A US 2022411031 A1 US2022411031 A1 US 2022411031A1
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- propulsion
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- propulsion unit
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- marine vessel
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- 238000001514 detection method Methods 0.000 claims abstract description 43
- 230000007257 malfunction Effects 0.000 abstract description 83
- 230000001141 propulsive effect Effects 0.000 description 26
- 238000000034 method Methods 0.000 description 12
- 238000010586 diagram Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B79/00—Monitoring properties or operating parameters of vessels in operation
- B63B79/30—Monitoring properties or operating parameters of vessels in operation for diagnosing, testing or predicting the integrity or performance of vessels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B79/00—Monitoring properties or operating parameters of vessels in operation
- B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/08—Steering gear
- B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
- B63H25/18—Transmitting of movement of initiating means to steering engine
- B63H25/24—Transmitting of movement of initiating means to steering engine by electrical means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
- B63H2020/003—Arrangements of two, or more outboard propulsion units
Definitions
- the present disclosure relates to a marine vessel propulsion device.
- Patent Literature 1 discloses a plurality of outboard motors that are the propulsion devices of this type.
- each outboard motor includes an engine and a propeller, and generates propulsive force by rotating the propeller with the driving force of the engine.
- a turning angle of each outboard motor is controlled by a steering device, so that a direction of the propulsive force is changed, and a travel direction of the marine vessel is changed accordingly.
- the steering device includes a main ECU and a turning ECU.
- the turning ECU monitors whether a malfunction has occurred in the steering angle control of each outboard motor. If some malfunction occurs in the steering angle control of any of the outboard motors, the steering ECU notifies the main ECU of the matter. This allows the main ECU to detect occurrence of a malfunction in the steering angle control of any of the outboard motors, and to recognize the outboard motor in which a malfunction has occurred in the steering angle control.
- the main ECU also controls engine speed by using the outboard motor ECU.
- the main ECU When a malfunction has occurred in the steering angle control of any outboard motor, the main ECU performs, for the outboard motor in which the malfunction has occurred (i.e., the malfunctioning outboard motor), a process to forcibly stop generation of the propulsive force by the particular malfunctioning outboard motor. Specifically, the main ECU fixes the engine speed of the malfunctioning outboard motor to a predetermined idle speed. The main ECU also limits the engine speed of the other normal outboard motors (i.e., outboard motors in which no malfunction occurs in the steering angle control) to less than or equal to a predetermined speed limit.
- the main ECU fixes the engine speed of the malfunctioning outboard motor to a predetermined idle speed.
- the main ECU also limits the engine speed of the other normal outboard motors (i.e., outboard motors in which no malfunction occurs in the steering angle control) to less than or equal to a predetermined speed limit.
- Patent Literature 1 Japanese Unexamined Patent Publication No. 2014-80082.
- an object of the disclosure is, for a marine vessel that navigates with a marine vessel propulsion device having three or more propulsion units, to provide a marine vessel propulsion device that facilitates continuation of navigation by increasing ease of balancing between left and right propulsive forces, regarding the propulsive force that is generated by the particular marine vessel propulsion device, when a fault occurs in any of the propulsion units.
- a marine vessel propulsion device having the following configuration. Specifically, this marine vessel propulsion device has three or more propulsion units, a fault detection unit, and a control unit.
- the three or more propulsion units are mounted to the hull of the marine vessel.
- the fault detection unit is capable of detecting occurrence of a fault for each of the three or more propulsion units.
- the control unit controls the three or more propulsion units.
- the three or more propulsion units are arranged left-right symmetrically.
- the control unit stops the propulsion unit for which occurrence of a fault has been detected, and the control unit stops, among the three or more propulsion units, at least one propulsion unit that is arranged on a side opposite the propulsion unit for which occurrence of a fault has been detected and which is arranged on either of the left side and the right side of the hull.
- the at least one propulsion unit to be stopped with the stoppage of the propulsion unit for which occurrence of a fault has been detected includes a propulsion unit that is in a left-right symmetrical relationship with the propulsion unit for which occurrence of a fault has been detected.
- the marine vessel propulsion device described above preferably has the following configuration. Specifically, when the fault detection unit detects, regarding the three or more propulsion units, that a fault has occurred in another propulsion unit in operation different from the propulsion unit for which occurrence of a fault has detected, the control unit stops the another propulsion unit. When the number of the propulsion units in operation is reduced to one as a result of stopping the another propulsion unit, the control unit maintains operation of the propulsion unit in operation and/or resumes the at least one propulsion unit that has been stopped without occurrence of a fault being detected. When there will be no propulsion unit in operation as a result of stopping the central propulsion unit, the control unit resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- the marine vessel propulsion device described above may have the following configuration. Specifically, when the number of the propulsion units in operation is reduced to one as a result of stopping the another propulsion unit, the control unit maintains operation of the propulsion unit in operation and resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- the at least one propulsion unit to be resumed includes the propulsion unit that is arranged on the side opposite the propulsion unit in operation that is arranged on either of the left side and right side of the hull.
- the marine vessel propulsion device described above may have the following configuration.
- the control unit stops operation of the propulsion unit in operation and resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- another propulsion unit that is arranged closer to the lateral center of the hull than the one propulsion unit may be operated. This improves the balance between left and right propulsive forces.
- the marine vessel propulsion device described above preferably has the following configuration. Specifically, this marine vessel propulsion device has an odd number of propulsion units. One of the three or more propulsion units is arranged at the lateral center of the hull. The control unit controls the one propulsion unit that is arranged at the lateral center of the hull independently of other propulsion units among the three or more propulsion units.
- the other propulsion units even when both the propulsion unit in which a fault has been detected and the propulsion unit corresponding thereto are stopped, one propulsion unit that is arranged at the lateral center of the hull is controllable. Therefore, it is possible to continue navigation while easily balancing the left and right propulsive forces by the other propulsion units. Furthermore, the strength of the propulsive force may be adjusted by the one propulsion unit arranged at the lateral center of the hull.
- the marine vessel propulsion device described above preferably has the following configuration. Specifically, when the fault detection unit detects that a fault has occurred in the one propulsion unit that is arranged at the lateral center of the hull, the control unit stops the one propulsion unit. When there will be no propulsion unit as a result of stopping the one propulsion unit, the control unit resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- FIG. 1 is a schematic plan view illustrating an overall configuration of a marine vessel provided with a marine vessel propulsion device according to a first embodiment of the present disclosure.
- FIG. 3 is a flowchart illustrating a process in which a control unit controls propulsion units based on output results from a malfunction detection unit.
- FIG. 4 is a schematic plan view illustrating an overall configuration of a marine vessel provided with a marine vessel propulsion device according to a second embodiment of the present disclosure.
- FIG. 6 is a flowchart illustrating a process in which a control unit controls a central propulsion unit based on output results from a malfunction detection unit.
- FIG. 1 is a schematic plan view illustrating an overall configuration of a marine vessel 2 provided with the marine vessel propulsion device 1 .
- FIG. 2 is a block diagram illustrating an electrical configuration of the marine vessel 2 .
- the marine vessel 2 has a hull 3 .
- the marine vessel 2 is provided with the marine vessel propulsion device 1 .
- the marine vessel propulsion device 1 includes three or more propulsion units 11 and a control unit 12 .
- the four propulsion units 11 are composed of a first propulsion unit 11 A, a second propulsion unit 11 B, a third propulsion unit 11 C, and a fourth propulsion unit 11 D.
- the number of the propulsion units 11 may be six or eight, but not particularly limited thereto.
- the four propulsion units 11 are provided at the stern of the marine vessel 2 .
- the four propulsion units 11 are each mounted to the hull 3 .
- the four propulsion units 11 are arrayed along the left-right direction.
- the first propulsion unit 11 A, the second propulsion unit 11 B, the third propulsion unit 11 C, and the fourth propulsion unit 11 D are arranged in this order from the left side of the hull 3 .
- the four propulsion units 11 are oppositely arranged on the right and left sides of the hull 3 across a center line 15 passing through the lateral center of the hull 3 .
- Two of the four propulsion units 11 are placed on the left side in the hull 3 .
- the other two propulsion units 11 specifically the third propulsion unit 11 C and the fourth propulsion unit 11 D, are placed on the right side in the hull 3 .
- the four propulsion units 11 are arranged left-right symmetrically in plan with the center line 15 as a symmetry axis. Specifically, the first propulsion unit 11 A and the fourth propulsion units 11 D are in a left-right symmetric corresponding relationship, while the second propulsion unit 11 B and the third propulsion unit 11 C are in a left-right symmetric corresponding relationship.
- Each of the four propulsion units 11 has a driving source (engine or electric motor) and a screw.
- Each propulsion unit 11 may rotate the screw by the driving force of a driving source.
- the rotary shaft direction of the screw may be changed around the top-bottom direction axis.
- the rotary shaft direction, stop/normal rotation/reverse rotation, and rotation speed, of the screw are controlled by the control unit 12 .
- the control unit 12 may change such control parameters independently for each propulsion unit 11 .
- the control unit 12 controls each of the propulsion units 11 , whereby various maneuvers of the marine vessel 2 , including forward-backward movement, lateral parallel movement, and spin turn, are realized.
- the control unit 12 is configured as a computer including a CPU, a ROM and a RAM.
- the ROM stores various programs, etc., including a program for operating each propulsion unit 11 .
- the CPU may read and execute various programs, etc., from the ROM.
- Cooperation of the hardware and software described above allows the control unit 12 to serve as a malfunction detection unit (fault detection unit) 12 a illustrated in FIG. 2 .
- control unit 12 is connected to each of four propulsion units 11 composed of the first propulsion unit 11 A, the second propulsion unit 11 B, the third propulsion unit 11 C, and the fourth propulsion unit 11 D.
- the control unit 12 controls each propulsion unit 11 to allow operation or stoppage of the propulsion unit 11 .
- the first lever position sensor 21 detects the operating position of a throttle lever provided on the marine vessel 2 .
- the control unit 12 adjusts the operating state of the driving source of the propulsion units 11 to change the rotational speed of the screw according to the operating position of the throttle lever operated by an operator (ship operator). This allows the propulsion units 11 to propel the marine vessel 2 .
- the control unit 12 controls the four propulsion units 11 based on the output results from the malfunction detection unit 12 a.
- the control unit 12 determines whether a malfunction has occurred in any propulsion unit 11 among the four propulsion units 11 (step S 101 ). This determination is performed based on the detection results from the malfunction detection unit 12 a. That is, when the malfunction detection unit 12 a detects occurrence of a malfunction in any of the propulsion units 11 , the control unit 12 recognizes that the particular propulsion unit 11 malfunctions.
- step S 101 If it is determined that a malfunction has occurred in any of the four propulsion units 11 (step S 101 , Yes), the control unit 12 stops the malfunctioning propulsion unit 11 (step S 102 ). On the other hand, if it is determined that no malfunction has occurred in the four propulsion units 11 (step S 101 , No), the process returns to step S 101 .
- the control unit 12 stops the second propulsion unit 11 B, and then stops at least one of the third propulsion unit 11 C and the fourth propulsion unit 11 D on the right side, which are the propulsion units 11 arranged on the other of the right and left sides in the hull 3 .
- the propulsion unit 11 in a left-right symmetric relationship with the malfunctioning propulsion unit 11 is stopped.
- the control unit 12 stops the second propulsion unit 11 B, and also stops the third propulsion unit 11 C.
- the propulsion units 11 that continue to be operated are the first propulsion unit 11 A and the fourth propulsion unit 11 D.
- control unit 12 determines whether a malfunction has occurred in the other propulsion units 11 that maintain operation (step S 104 ).
- step S 104 If it is determined that a malfunction has occurred in any of the other propulsion units 11 (step S 104 , Yes), the control unit 12 stops the other propulsion unit 11 (step S 105 ). As in the example described above, if it is determined that a malfunction has newly occurred in the fourth propulsion unit 11 D with the second propulsion unit 11 B and the third propulsion unit 11 C being stopped, the control unit 12 stops operation of the fourth propulsion unit 11 D. On the other hand, if it is determined that no malfunction has occurred in any of the other propulsion units 11 (step S 104 , No), the process returns to step S 104 .
- the control unit 12 determines whether there are two or more remaining propulsion units in operation 11 or whether there are less than two remaining propulsion units in operation 11 (i.e., normal propulsion units in which no malfunction has occurred) (step S 106 ).
- the number of the propulsion units 11 is four.
- the number of the propulsion units 11 to be stopped is three out of four. Since the number of propulsion units 11 in operation is one, the control unit 12 necessarily determines in step S 106 that there are less than two remaining propulsion units 11 in operation.
- step S 106 determines whether there are less than two propulsion units 11 in operation. If it is determined that there are less than two propulsion units 11 in operation (step S 106 , No), the control unit 12 determines whether there is one propulsion unit 11 in operation (step S 108 ). According to the example described above, at step S 108 , the number of propulsion units 11 in operation is one. Therefore, decision made in step S 108 is Yes.
- step S 109 the control unit 12 continues operation of the one propulsion unit 11 in operation.
- the first propulsion unit 11 A which is positioned on the side laterally opposite the fourth propulsion unit 11 D, should be stopped.
- stopping the only operating first propulsion unit 11 A would make it impossible to navigate. Therefore, in this case, operation of the first propulsion unit 11 A is controlled not to be stopped.
- the number of the propulsion units 11 is an odd number, for example, five.
- the number of the propulsion units 11 that continue to be operated decreases while maintaining an odd number, for example, as from five to three, or from three to one.
- the particular propulsion unit 11 is stopped in step S 105 . Since operation of all the propulsion units 11 has been stopped, decision made in step S 106 is No and decision made in step S 108 is also No.
- the control unit 12 then resumes operation of at least one normal propulsion unit 11 in stoppage (step S 110 ).
- step S 108 a state in which at least one normal propulsion unit 11 is operational is realized, and the propulsive force is then secured. This allows the marine vessel 2 to continue sailing.
- the marine vessel propulsion device 1 of the particular embodiment includes the four propulsion units 11 , the malfunction detection unit 12 a, and the control unit 12 .
- the four propulsion units 11 are mounted to the hull 3 of the marine vessel 2 .
- the malfunction detection unit 12 a is capable of detecting occurrence of a malfunction for each of the four propulsion units 11 .
- the control unit 12 controls the four propulsion units 11 .
- the four propulsion units 11 are arranged left-right symmetrically.
- control unit 12 stops, among the four propulsion units 11 , at least one propulsion unit 11 that is arranged on the side opposite the propulsion unit 11 for which occurrence of a malfunction has been detected and which is arranged on either of the left side and the right side of the hull 3 .
- the control unit 12 stops the another propulsion unit 11 .
- the control unit 12 maintains operation of the propulsion unit 11 in operation.
- operation of the at least one propulsion unit 11 has been stopped without occurrence of a malfunction being detected may be resumed.
- the control unit 12 resumes operation of the propulsion unit 11 that has been stopped without occurrence of a malfunction being detected.
- FIG. 4 is a schematic plan view illustrating an overall configuration of a marine vessel 2 provided with the marine vessel propulsion device 1 x according to the second embodiment.
- components that are identical or similar to those of the embodiment described above are designated with the same references in the drawings, and descriptions thereof may be omitted.
- the marine vessel propulsion device 1 x illustrated in FIG. 4 is different from the marine vessel propulsion device 1 of the first embodiment, in terms of including an odd number of propulsion units (five propulsion units) 11 .
- One propulsion unit 11 among the odd number of propulsion units 11 is arranged at the lateral center of the hull 3 . This propulsion unit 11 arranged at the lateral center is controlled independently of the other propulsion units 11 .
- the five propulsion units 11 are composed of a first propulsion unit 11 A, a second propulsion unit 11 B, a third propulsion unit 11 C, a fourth propulsion unit 11 D, and a central propulsion unit 11 E.
- the first propulsion unit 11 A and the fourth propulsion unit 11 D are in a left-right symmetric corresponding relationship with respect to the center line 15
- the second propulsion unit 11 B and the third propulsion unit 11 C are in a left-right symmetric corresponding relationship with respect to the center line 15
- the five propulsion units 11 are left-right symmetrical.
- FIG. 6 is a flowchart illustrating a process in which the control unit 12 controls the central propulsion unit 11 E based on the output results from the malfunction detection unit 12 a.
- the control unit 12 determines whether a malfunction has occurred in the central propulsion unit 11 E (step S 201 ). This determination is performed based on the detection results from the malfunction detection unit 12 a. That is, when the malfunction detection unit 12 a detects occurrence of a malfunction in the central propulsion unit 11 E, the control unit 12 recognize that the central propulsion unit 11 E malfunctions.
- step S 201 if it is determined that no malfunction has occurred in the central propulsion unit 11 E (step S 201 , No), the process returns to step S 201 .
- control unit 12 determines whether there is any propulsion unit 11 in operation (step S 203 ). That is, it is determined, regarding the four other propulsion units 11 , that whether there is any propulsion unit 11 that has not been stopped.
- the marine vessel propulsion device 1 x of the particular embodiment includes an odd number of propulsion units (five propulsion units) 11 .
- the central propulsion unit 11 E which is one of the five propulsion units 11 , is arranged at the lateral center of the hull 3 .
- the control unit 12 controls the central propulsion unit 11 E independently of the other propulsion units 11 among the five propulsion units 11 .
- the control unit 12 stops the central propulsion unit 11 E when the malfunction detection unit 12 a detects occurrence of a malfunction in the central propulsion units 11 E.
- the control unit 12 resumes operation of the at least one normal propulsion unit 11 in stoppage.
- a left-right symmetrical arrangement of three or more propulsion units 11 in the hull 3 includes not only a state in which one propulsion unit 11 is arranged at a position precisely left-right symmetrical with the other propulsion unit 11 , but also a state in which one propulsion unit 11 is arranged at a position slightly displaced from the position precisely left-right symmetrical with the other propulsion unit 11 .
- the flowchart in FIG. 3 is applicable to both a case in which there are an even number of propulsion units 11 and a case in which there are an odd number of the propulsion units 11 .
- This flowchart may be modified to a flowchart specific to a case in which there are an even number of propulsion units 11 or a flowchart specific to a case in which there are an odd number of propulsion units 11 .
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- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
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- Safety Devices In Control Systems (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Abstract
A ship propulsion device includes three or more propulsion units, a malfunction detection unit, and a control unit. The control unit is configured to control the three or more propulsion units. The three or more propulsion units are disposed with left-right symmetry. Based on a malfunction detected in any one of the three or more propulsion units by the malfunction detection unit while the three or more propulsion units are operating, the control unit is configured to stop the propulsion unit in which the malfunction is detected, and, on a left side and a right side of a hull, stop at least one propulsion unit of the three or more propulsion units disposed on the side opposite from the side on which the propulsion unit in which the malfunction is detected is disposed.
Description
- The present disclosure relates to a marine vessel propulsion device.
- Conventionally, there has been known a marine vessel propulsion device having a plurality of propulsion units.
Patent Literature 1 discloses a plurality of outboard motors that are the propulsion devices of this type. - In the configuration of
Patent Literature 1, three outboard motors are provided. These outboard motors are mounted side-by-side at the stern of the marine vessel in a manner swingable (turnable) in the left-right direction. Each outboard motor includes an engine and a propeller, and generates propulsive force by rotating the propeller with the driving force of the engine. A turning angle of each outboard motor is controlled by a steering device, so that a direction of the propulsive force is changed, and a travel direction of the marine vessel is changed accordingly. - The steering device includes a main ECU and a turning ECU. The turning ECU monitors whether a malfunction has occurred in the steering angle control of each outboard motor. If some malfunction occurs in the steering angle control of any of the outboard motors, the steering ECU notifies the main ECU of the matter. This allows the main ECU to detect occurrence of a malfunction in the steering angle control of any of the outboard motors, and to recognize the outboard motor in which a malfunction has occurred in the steering angle control. The main ECU also controls engine speed by using the outboard motor ECU.
- When a malfunction has occurred in the steering angle control of any outboard motor, the main ECU performs, for the outboard motor in which the malfunction has occurred (i.e., the malfunctioning outboard motor), a process to forcibly stop generation of the propulsive force by the particular malfunctioning outboard motor. Specifically, the main ECU fixes the engine speed of the malfunctioning outboard motor to a predetermined idle speed. The main ECU also limits the engine speed of the other normal outboard motors (i.e., outboard motors in which no malfunction occurs in the steering angle control) to less than or equal to a predetermined speed limit.
- Patent Literature 1: Japanese Unexamined Patent Publication No. 2014-80082.
- According to the configuration of the
aforementioned Patent Literature 1, when a malfunction occurs in the steering angle control of any outboard motor, generation of the propulsive force by the malfunctioning outboard motor is forcibly stopped, whereas generation of the propulsive forces by the other normal outboard motors is maintained. Therefore, depending on the position of the malfunctioning outboard motor at the stern, navigation may be continued with an imbalance between the left and right propulsive forces generated by the outboard motors. For example, if a malfunction occurs in the propulsion unit mounted on the leftmost side, navigation is performed using the propulsive force by the propulsion unit mounted on the rightmost side and the propulsion unit positioned at the lateral center, which are the other normal outboard motors. Therefore, navigation is likely to become difficult after occurrence of a malfunction in the outboard motors. - In view of the foregoing circumstances, an object of the disclosure is, for a marine vessel that navigates with a marine vessel propulsion device having three or more propulsion units, to provide a marine vessel propulsion device that facilitates continuation of navigation by increasing ease of balancing between left and right propulsive forces, regarding the propulsive force that is generated by the particular marine vessel propulsion device, when a fault occurs in any of the propulsion units.
- The problem to be solved by the present disclosure is as described above, and the means for solving this problem and an advantageous effect thereof will be described below.
- According to an aspect of the disclosure, a marine vessel propulsion device having the following configuration is provided. Specifically, this marine vessel propulsion device has three or more propulsion units, a fault detection unit, and a control unit. The three or more propulsion units are mounted to the hull of the marine vessel. The fault detection unit is capable of detecting occurrence of a fault for each of the three or more propulsion units. The control unit controls the three or more propulsion units. The three or more propulsion units are arranged left-right symmetrically. When the fault detection unit detects occurrence of a fault in any of the three or more propulsion units with the three or more propulsion units being operated, the control unit stops the propulsion unit for which occurrence of a fault has been detected, and the control unit stops, among the three or more propulsion units, at least one propulsion unit that is arranged on a side opposite the propulsion unit for which occurrence of a fault has been detected and which is arranged on either of the left side and the right side of the hull.
- In this way, when occurrence of a fault in the propulsion units is detected, the propulsion unit that is arranged on the side laterally opposite the failed propulsion unit is stopped. Therefore, it becomes easier for an operator to continue navigation while balancing the left and right propulsive forces.
- In the marine vessel propulsion device, It is preferable that the at least one propulsion unit to be stopped with the stoppage of the propulsion unit for which occurrence of a fault has been detected includes a propulsion unit that is in a left-right symmetrical relationship with the propulsion unit for which occurrence of a fault has been detected.
- This makes it easier to balance the left and right propulsive forces because the propulsion unit that is arranged left-right symmetrically with the propulsion unit for which occurrence of a fault has been detected is stopped.
- The marine vessel propulsion device described above preferably has the following configuration. Specifically, when the fault detection unit detects, regarding the three or more propulsion units, that a fault has occurred in another propulsion unit in operation different from the propulsion unit for which occurrence of a fault has detected, the control unit stops the another propulsion unit. When the number of the propulsion units in operation is reduced to one as a result of stopping the another propulsion unit, the control unit maintains operation of the propulsion unit in operation and/or resumes the at least one propulsion unit that has been stopped without occurrence of a fault being detected. When there will be no propulsion unit in operation as a result of stopping the central propulsion unit, the control unit resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- This ensures operation of the propulsion units that generate a propulsive force to continue navigation, even when the number of the propulsion units for which occurrence of a fault has been detected increases.
- The marine vessel propulsion device described above may have the following configuration. Specifically, when the number of the propulsion units in operation is reduced to one as a result of stopping the another propulsion unit, the control unit maintains operation of the propulsion unit in operation and resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected. The at least one propulsion unit to be resumed includes the propulsion unit that is arranged on the side opposite the propulsion unit in operation that is arranged on either of the left side and right side of the hull.
- This improves the balance between left and right propulsive forces.
- The marine vessel propulsion device described above may have the following configuration. When the number of the propulsion units in operation is reduced to one as a result of stopping the another propulsion unit, the control unit stops operation of the propulsion unit in operation and resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- As a result, for example, in place of the remaining one propulsion unit in operation, another propulsion unit that is arranged closer to the lateral center of the hull than the one propulsion unit may be operated. This improves the balance between left and right propulsive forces.
- The marine vessel propulsion device described above preferably has the following configuration. Specifically, this marine vessel propulsion device has an odd number of propulsion units. One of the three or more propulsion units is arranged at the lateral center of the hull. The control unit controls the one propulsion unit that is arranged at the lateral center of the hull independently of other propulsion units among the three or more propulsion units.
- In this way, regarding the other propulsion units, even when both the propulsion unit in which a fault has been detected and the propulsion unit corresponding thereto are stopped, one propulsion unit that is arranged at the lateral center of the hull is controllable. Therefore, it is possible to continue navigation while easily balancing the left and right propulsive forces by the other propulsion units. Furthermore, the strength of the propulsive force may be adjusted by the one propulsion unit arranged at the lateral center of the hull.
- The marine vessel propulsion device described above preferably has the following configuration. Specifically, when the fault detection unit detects that a fault has occurred in the one propulsion unit that is arranged at the lateral center of the hull, the control unit stops the one propulsion unit. When there will be no propulsion unit as a result of stopping the one propulsion unit, the control unit resumes operation of the at least one propulsion unit that has been stopped without occurrence of a fault being detected.
- As a result, even when the propulsion unit arranged at the lateral center of the hull is stopped, it is possible to continue navigation by allowing the at least one propulsion unit to generate the propulsive force.
-
FIG. 1 is a schematic plan view illustrating an overall configuration of a marine vessel provided with a marine vessel propulsion device according to a first embodiment of the present disclosure. -
FIG. 2 is a block diagram illustrating an electrical configuration of the marine vessel. -
FIG. 3 is a flowchart illustrating a process in which a control unit controls propulsion units based on output results from a malfunction detection unit. -
FIG. 4 is a schematic plan view illustrating an overall configuration of a marine vessel provided with a marine vessel propulsion device according to a second embodiment of the present disclosure. -
FIG. 5 is a block diagram illustrating an electrical configuration of the marine vessel. -
FIG. 6 is a flowchart illustrating a process in which a control unit controls a central propulsion unit based on output results from a malfunction detection unit. - Next, embodiments of the present disclosure will be described with reference to the drawings. First, a description will be made on a marine
vessel propulsion device 1 according to a first embodiment of the present disclosure.FIG. 1 is a schematic plan view illustrating an overall configuration of amarine vessel 2 provided with the marinevessel propulsion device 1.FIG. 2 is a block diagram illustrating an electrical configuration of themarine vessel 2. - As illustrated in
FIG. 1 , themarine vessel 2 has ahull 3. Themarine vessel 2 is provided with the marinevessel propulsion device 1. - The marine
vessel propulsion device 1 includes three ormore propulsion units 11 and acontrol unit 12. In the particular embodiment, there are four (even number)propulsion units 11 provided. The fourpropulsion units 11 are composed of afirst propulsion unit 11A, asecond propulsion unit 11B, athird propulsion unit 11C, and afourth propulsion unit 11D. The number of thepropulsion units 11, for example, may be six or eight, but not particularly limited thereto. - The four
propulsion units 11 are provided at the stern of themarine vessel 2. The fourpropulsion units 11 are each mounted to thehull 3. The fourpropulsion units 11 are arrayed along the left-right direction. In the particular embodiment, thefirst propulsion unit 11A, thesecond propulsion unit 11B, thethird propulsion unit 11C, and thefourth propulsion unit 11D are arranged in this order from the left side of thehull 3. The fourpropulsion units 11 are oppositely arranged on the right and left sides of thehull 3 across acenter line 15 passing through the lateral center of thehull 3. - Two of the four
propulsion units 11, specifically thefirst propulsion unit 11A and thesecond propulsion unit 11B, are placed on the left side in thehull 3. The other twopropulsion units 11, specifically thethird propulsion unit 11C and thefourth propulsion unit 11D, are placed on the right side in thehull 3. The fourpropulsion units 11 are arranged left-right symmetrically in plan with thecenter line 15 as a symmetry axis. Specifically, thefirst propulsion unit 11A and thefourth propulsion units 11D are in a left-right symmetric corresponding relationship, while thesecond propulsion unit 11B and thethird propulsion unit 11C are in a left-right symmetric corresponding relationship. - Each of the four
propulsion units 11 has a driving source (engine or electric motor) and a screw. Eachpropulsion unit 11 may rotate the screw by the driving force of a driving source. The rotary shaft direction of the screw may be changed around the top-bottom direction axis. The rotary shaft direction, stop/normal rotation/reverse rotation, and rotation speed, of the screw are controlled by thecontrol unit 12. Thecontrol unit 12 may change such control parameters independently for eachpropulsion unit 11. Thecontrol unit 12 controls each of thepropulsion units 11, whereby various maneuvers of themarine vessel 2, including forward-backward movement, lateral parallel movement, and spin turn, are realized. - Each
propulsion unit 11 may be configured as a stern drive or an outboard motor. However, the configuration of eachpropulsion unit 11 is not particularly limited. In the particular embodiment, the fourpropulsion units 11 have substantially the same configuration. - The
control unit 12 is configured as a computer including a CPU, a ROM and a RAM. The ROM stores various programs, etc., including a program for operating eachpropulsion unit 11. The CPU may read and execute various programs, etc., from the ROM. Cooperation of the hardware and software described above allows thecontrol unit 12 to serve as a malfunction detection unit (fault detection unit) 12 a illustrated inFIG. 2 . - The
malfunction detection unit 12 a detects whether a malfunction (fault) has occurred in eachpropulsion unit 11. For example, themalfunction detection unit 12 a monitors a state of communication between thecontrol unit 12 and a predetermined portion of eachpropulsion unit 11 connected thereto, and recognizes occurrence of disconnection in a harness that connects the two is recognized based on the state of communication, thereby detecting occurrence of a malfunction (fault) in eachpropulsion unit 11 when. Although not particularly limited, a configuration of themalfunction detection unit 12 a for detecting a malfunction of eachpropulsion unit 11 may be adapted, for example, to detect a malfunction occurring in eachpropulsion unit 11 based on the detected values from a group of sensors attached to the driving source of eachpropulsion unit 11. - As illustrated in
FIG. 2 , thecontrol unit 12 is connected to each of fourpropulsion units 11 composed of thefirst propulsion unit 11A, thesecond propulsion unit 11B, thethird propulsion unit 11C, and thefourth propulsion unit 11D. Thecontrol unit 12 controls eachpropulsion unit 11 to allow operation or stoppage of thepropulsion unit 11. - The
control unit 12 is also connected to a firstlever position sensor 21, asteering angle sensor 22, and a secondlever position sensor 23. - The first
lever position sensor 21 detects the operating position of a throttle lever provided on themarine vessel 2. Thecontrol unit 12 adjusts the operating state of the driving source of thepropulsion units 11 to change the rotational speed of the screw according to the operating position of the throttle lever operated by an operator (ship operator). This allows thepropulsion units 11 to propel themarine vessel 2. - The
steering angle sensor 22 detects the steering angle of a steering wheel provided on themarine vessel 2. The secondlever position sensor 23 detects the operating position of a steering lever provided on themarine vessel 2. Thecontrol unit 12 changes the rotation angle of the propulsion unit 11 (i.e., the rotary shaft direction of the screw) according to a manipulated variable of the steering wheel applied by the operator and/or the operating position of the secondlever position sensor 23. This allows thepropulsion units 11 to turn themarine vessel 2. - Next, a detailed description will be given on a process in which the
control unit 12 controls thepropulsion units 11 based on output results from themalfunction detection unit 12 a, with reference toFIG. 3 .FIG. 3 is a flowchart illustrating a process in which thecontrol unit 12 controls thepropulsion units 11 based on the output results from themalfunction detection unit 12 a. - When each of the four
propulsion units 11, composed of thefirst propulsion unit 11A, thesecond propulsion unit 11B, thethird propulsion unit 11C, and thefourth propulsion unit 11D, is in operation, that is, when themarine vessel 2 is underway, thecontrol unit 12 controls the fourpropulsion units 11 based on the output results from themalfunction detection unit 12 a. - First, the
control unit 12 determines whether a malfunction has occurred in anypropulsion unit 11 among the four propulsion units 11 (step S101). This determination is performed based on the detection results from themalfunction detection unit 12 a. That is, when themalfunction detection unit 12 a detects occurrence of a malfunction in any of thepropulsion units 11, thecontrol unit 12 recognizes that theparticular propulsion unit 11 malfunctions. - If it is determined that a malfunction has occurred in any of the four propulsion units 11 (step S101, Yes), the
control unit 12 stops the malfunctioning propulsion unit 11 (step S102). On the other hand, if it is determined that no malfunction has occurred in the four propulsion units 11 (step S101, No), the process returns to step S101. - After stopping the malfunctioning
propulsion unit 11, thecontrol unit 12 then stops at least onepropulsion unit 11 among thepropulsion units 11 that are arranged on the side opposite the malfunctioningpropulsion unit 11 that is arranged on either of the left side and right side of the hull 3 (step S103). Thepropulsion unit 11 to be stopped here is thepropulsion unit 11 for which occurrence of a malfunction has not been detected (hereinafter, also referred to as normal propulsion unit 11). For example, when thesecond propulsion unit 11B on the left side, which is thepropulsion unit 11 arranged on one of the left and right side in thehull 3, malfunctions, thecontrol unit 12 stops thesecond propulsion unit 11B, and then stops at least one of thethird propulsion unit 11C and thefourth propulsion unit 11D on the right side, which are thepropulsion units 11 arranged on the other of the right and left sides in thehull 3. - In the particular embodiment, substantially at the same time as the malfunctioning
propulsion unit 11 is stopped, thepropulsion unit 11 in a left-right symmetric relationship with the malfunctioningpropulsion unit 11 is stopped. As described above, in the example in which thesecond propulsion unit 11B malfunctions, thecontrol unit 12 stops thesecond propulsion unit 11B, and also stops thethird propulsion unit 11C. As a result, thepropulsion units 11 that continue to be operated are thefirst propulsion unit 11A and thefourth propulsion unit 11D. - Then, the
control unit 12 determines whether a malfunction has occurred in theother propulsion units 11 that maintain operation (step S104). - If it is determined that a malfunction has occurred in any of the other propulsion units 11 (step S104, Yes), the
control unit 12 stops the other propulsion unit 11 (step S105). As in the example described above, if it is determined that a malfunction has newly occurred in thefourth propulsion unit 11D with thesecond propulsion unit 11B and thethird propulsion unit 11C being stopped, thecontrol unit 12 stops operation of thefourth propulsion unit 11D. On the other hand, if it is determined that no malfunction has occurred in any of the other propulsion units 11 (step S104, No), the process returns to step S104. - After stopping the
other propulsion unit 11 that have malfunctioned, thecontrol unit 12 determines whether there are two or more remaining propulsion units inoperation 11 or whether there are less than two remaining propulsion units in operation 11 (i.e., normal propulsion units in which no malfunction has occurred) (step S106). In this embodiment, the number of thepropulsion units 11 is four. At a time of step S105, the number of thepropulsion units 11 to be stopped is three out of four. Since the number ofpropulsion units 11 in operation is one, thecontrol unit 12 necessarily determines in step S106 that there are less than two remainingpropulsion units 11 in operation. - If it is determined that there are less than two
propulsion units 11 in operation (step S106, No), thecontrol unit 12 determines whether there is onepropulsion unit 11 in operation (step S108). According to the example described above, at step S108, the number ofpropulsion units 11 in operation is one. Therefore, decision made in step S108 is Yes. - If it is determined that there is one
propulsion unit 11 in operation, thecontrol unit 12 continues operation of the onepropulsion unit 11 in operation (step S109). In other words, it is thought that, in principle, since thefourth propulsion unit 11D has malfunctioned, thefirst propulsion unit 11A, which is positioned on the side laterally opposite thefourth propulsion unit 11D, should be stopped. However, stopping the only operatingfirst propulsion unit 11A would make it impossible to navigate. Therefore, in this case, operation of thefirst propulsion unit 11A is controlled not to be stopped. - When operation of the
propulsion unit 11 is continued in step S109, thecontrol unit 12 may resume operation of thenormal propulsion unit 11 in stoppage. According to the example described above, operation of thefirst propulsion unit 11A is continued at step S109, while operation of thethird propulsion unit 11C, which is normal and which was stopped at step S105, is resumed. Thenormal propulsion unit 11 to resume operation is preferably one propulsion unit that is arranged on the side opposite the onepropulsion unit 11 in operation that is arranged on either of the left side and right side of thehull 3. - As described above, in the particular embodiment, the number of the
propulsion units 11 is four. Since operation of a total of threepropulsion units 11 is stopped at S101 through step S105, decision made in step S106 is always No. However, when the number of thepropulsion units 11 is five or more, decision made in step S106 may be Yes. In this case, as in step S103, thecontrol unit 12 stops thepropulsion unit 11 arranged on the side opposite the malfunctioning propulsion unit 11 (step S107). The process then returns to step S104. - In the particular embodiment, the number of the
propulsion units 11 is an even number (four). Therefore, as a malfunction has occurred in any of thepropulsion units 11 and the particularmalfunctioning propulsion unit 11 is stopped together with thepropulsion unit 11 corresponding thereto, the number of thepropulsion units 11 that continue to be operated decreases while maintaining an even number, for example, as from four to two. Consider the case in which there are the last twopropulsion units 11 that maintains operation, and a malfunction occurs in one of the two. Since the one remainingpropulsion unit 11 is normal, decision made in step S108 is Yes. As a result, the processing of step S109 described above is performed. - Then, consider the case in which the number of the
propulsion units 11 is an odd number, for example, five. When a malfunction has occurred in any of thepropulsion units 11 and the particularmalfunctioning propulsion unit 11 is stopped together with thepropulsion unit 11 corresponding thereto, the number of thepropulsion units 11 that continue to be operated decreases while maintaining an odd number, for example, as from five to three, or from three to one. When there is the last onepropulsion unit 11 that maintains operation and a malfunction occurs in this only onepropulsion unit 11, theparticular propulsion unit 11 is stopped in step S105. Since operation of all thepropulsion units 11 has been stopped, decision made in step S106 is No and decision made in step S108 is also No. Thecontrol unit 12 then resumes operation of at least onenormal propulsion unit 11 in stoppage (step S110). - Thus, after step S108, a state in which at least one
normal propulsion unit 11 is operational is realized, and the propulsive force is then secured. This allows themarine vessel 2 to continue sailing. - As described above, the marine
vessel propulsion device 1 of the particular embodiment includes the fourpropulsion units 11, themalfunction detection unit 12 a, and thecontrol unit 12. The fourpropulsion units 11 are mounted to thehull 3 of themarine vessel 2. Themalfunction detection unit 12 a is capable of detecting occurrence of a malfunction for each of the fourpropulsion units 11. Thecontrol unit 12 controls the fourpropulsion units 11. The fourpropulsion units 11 are arranged left-right symmetrically. When themalfunction detection unit 12 a detects occurrence of a malfunction in any of the fourpropulsion units 11 with the fourpropulsion units 11 being operated, thecontrol unit 12 stops thepropulsion unit 11 for which occurrence of a malfunction has been detected. In the case described above, thecontrol unit 12 stops, among the fourpropulsion units 11, at least onepropulsion unit 11 that is arranged on the side opposite thepropulsion unit 11 for which occurrence of a malfunction has been detected and which is arranged on either of the left side and the right side of thehull 3. - In this way, when occurrence of a malfunction in any of the
propulsion units 11 is detected, thepropulsion unit 11 that is arranged on the side laterally opposite the malfunctioningpropulsion unit 11 is stopped. Therefore, it becomes easier for an operator to continue navigation while balancing the left and right propulsive forces. - In the marine
vessel propulsion device 1 of the particular embodiment, the at least one propulsion unit to be stopped with the stoppage of thepropulsion unit 11 for which occurrence of a malfunction has been detected includes apropulsion unit 11 that is in a left-right symmetrical relationship with thepropulsion unit 11 for which occurrence of a malfunction has been detected. - This makes it easier to balance the left and right propulsive forces because the
propulsion unit 11 that is arranged left-right symmetrically with thepropulsion unit 11 for which occurrence of a malfunction has been detected is stopped. - In the marine
vessel propulsion device 1 of the particular embodiment, when themalfunction detection unit 12 a detects, regarding the fourpropulsion units 11, occurrence of a malfunction in anotherpropulsion units 11 in operation different from thepropulsion unit 11 for which occurrence of a malfunction has been detected, thecontrol unit 12 stops the anotherpropulsion unit 11. When the number of thepropulsion unit 11 in operation will be reduced to one as a result of stopping the anotherpropulsion unit 11 in which a malfunction is newly detected, thecontrol unit 12 maintains operation of thepropulsion unit 11 in operation. In addition to or in place of maintaining operation of thepropulsion units 11 in operation, operation of the at least onepropulsion unit 11 has been stopped without occurrence of a malfunction being detected may be resumed. When it is likely that there will be nopropulsion unit 11 in operation as a result of stopping thepropulsion unit 11 in which a malfunction is newly detected, thecontrol unit 12 resumes operation of thepropulsion unit 11 that has been stopped without occurrence of a malfunction being detected. - This ensures operation of the
propulsion units 11 that generate a propulsive force to continue navigation, even when the number of thepropulsion units 11 for which occurrence of a malfunction has been detected increases. - The configuration of the marine
vessel propulsion device 1 of the particular embodiment may be modified so that when the number of thepropulsion units 11 in operation is reduced to one as a result of stopping the anotherpropulsion unit 11 in which a malfunction have been newly detected, operation of the at least onepropulsion unit 11 that has been stopped without occurrence of a malfunction being detected is resumed. It is preferable that the at least onepropulsion unit 11 to be resumed includes thepropulsion unit 11 that is arranged on the side opposite thepropulsion unit 11 in operation that is arranged on either of the left side and right side of thehull 3. - In this case, the balance between left and right propulsive forces is improved.
- Next, a description will be made on a marine
vessel propulsion device 1 x according to a second embodiment.FIG. 4 is a schematic plan view illustrating an overall configuration of amarine vessel 2 provided with the marinevessel propulsion device 1 x according to the second embodiment. In the description of the second and subsequent embodiments, components that are identical or similar to those of the embodiment described above are designated with the same references in the drawings, and descriptions thereof may be omitted. - The marine
vessel propulsion device 1 x illustrated inFIG. 4 is different from the marinevessel propulsion device 1 of the first embodiment, in terms of including an odd number of propulsion units (five propulsion units) 11. Onepropulsion unit 11 among the odd number ofpropulsion units 11 is arranged at the lateral center of thehull 3. Thispropulsion unit 11 arranged at the lateral center is controlled independently of theother propulsion units 11. - The five
propulsion units 11 are composed of afirst propulsion unit 11A, asecond propulsion unit 11B, athird propulsion unit 11C, afourth propulsion unit 11D, and acentral propulsion unit 11E. - The five
propulsion units 11 are arranged side-by-side along the left-right direction as in the first embodiment. Furthermore, thecentral propulsion unit 11E is arranged on thecenter line 15. Among the fivepropulsion units 11, the fourpropulsion units 11 except thecentral propulsion unit 11E are oppositely arranged on the right and left sides of thehull 3 across thecentral propulsion unit 11E. Thefirst propulsion unit 11A and thesecond propulsion unit 11B are arranged on the left side in thehull 3. Thethird propulsion unit 11C and thefourth propulsion unit 11D are arranged on the right side in thehull 3. Thefirst propulsion unit 11A and thefourth propulsion unit 11D are in a left-right symmetric corresponding relationship with respect to thecenter line 15, while thesecond propulsion unit 11B and thethird propulsion unit 11C are in a left-right symmetric corresponding relationship with respect to thecenter line 15. Thus, the fivepropulsion units 11 are left-right symmetrical. - As illustrated in
FIG. 5 , thecentral propulsion unit 11E is connected to thecontrol unit 12 to which the fourother propulsion units 11 are connected. Thecontrol unit 12 controls thecentral propulsion unit 11E to allow operation or stoppage of thecentral propulsion unit 11E. Thecentral propulsion unit 11E is controlled by thecontrol unit 12 independently of the fourother propulsion units 11. In other words, thecentral propulsion unit 11E is controlled regardless of the control status of the fourother propulsion units 11. - Next, a detailed description will be given on a process in which the
control unit 12 controls thecentral propulsion unit 11E, with reference toFIG. 6 .FIG. 6 is a flowchart illustrating a process in which thecontrol unit 12 controls thecentral propulsion unit 11E based on the output results from themalfunction detection unit 12 a. - The
control unit 12 controls the fourpropulsion units 11 except thecentral propulsion unit 11E among the fivepropulsion units 11, as in the first embodiment, based on the output results from themalfunction detection unit 12 a. Thecontrol unit 12 also controls thecentral propulsion unit 11E while thecentral propulsion unit 11E is operated, independently of the control of theother propulsion units 11. - First, the
control unit 12 determines whether a malfunction has occurred in thecentral propulsion unit 11E (step S201). This determination is performed based on the detection results from themalfunction detection unit 12 a. That is, when themalfunction detection unit 12 a detects occurrence of a malfunction in thecentral propulsion unit 11E, thecontrol unit 12 recognize that thecentral propulsion unit 11E malfunctions. - On the other hand, if it is determined that no malfunction has occurred in the
central propulsion unit 11E (step S201, No), the process returns to step S201. - If it is determined that a malfunction has occurred in the
central propulsion units 11E (step S201, Yes), thecontrol unit 12 stops thecentral propulsion unit 11E (step S202). - Subsequently, the
control unit 12 determines whether there is anypropulsion unit 11 in operation (step S203). That is, it is determined, regarding the fourother propulsion units 11, that whether there is anypropulsion unit 11 that has not been stopped. - If it is determined that there is some
propulsion unit 11 in operation (step S203, Yes), thecontrol unit 12 terminates the process. If it is determined that there is nopropulsion unit 11 in operation (step S203, No), thecontrol unit 12 resumes operation of the at least onenormal propulsion unit 11 in stoppage (step S204) In this way, the propulsive force concerning themarine vessel 2 is surely ensured. - As described above, the marine
vessel propulsion device 1 x of the particular embodiment includes an odd number of propulsion units (five propulsion units) 11. Thecentral propulsion unit 11E, which is one of the fivepropulsion units 11, is arranged at the lateral center of thehull 3. Thecontrol unit 12 controls thecentral propulsion unit 11E independently of theother propulsion units 11 among the fivepropulsion units 11. - In this way, regarding the four
other propulsion units 11, even when both thepropulsion unit 11 in which a malfunction has been detected and thepropulsion unit 11 corresponding thereto are stopped, thecentral propulsion unit 11E is controllable. Therefore, it is possible to continue navigation while easily balancing the left and right propulsive forces by theother propulsion units 11. Furthermore, the strength of the propulsive force may be adjusted by thecentral propulsion unit 11E. - In the marine
vessel propulsion device 1 x of the particular embodiment, thecontrol unit 12 stops thecentral propulsion unit 11E when themalfunction detection unit 12 a detects occurrence of a malfunction in thecentral propulsion units 11E. When there will be nopropulsion unit 11 in operation as a result of stopping thecentral propulsion unit 11E, thecontrol unit 12 resumes operation of the at least onenormal propulsion unit 11 in stoppage. - As a result, even when the
central propulsion unit 11E is stopped, it is possible to continue navigation by allowing the at least onepropulsion unit 11 to generate the propulsive force. - The preferred embodiments of the present disclosure are described above; however, the aforementioned configurations may be modified, for example, as follows.
- The number of the
propulsion units 11 may be any number so long as it is three or more, and may be an even number or an odd number. - When the number of
propulsion units 11 is an odd number, the onepropulsion unit 11 that is arranged at the lateral center of thehull 3 does not have to be controlled independently of theother propulsion units 11. - A left-right symmetrical arrangement of three or
more propulsion units 11 in thehull 3 includes not only a state in which onepropulsion unit 11 is arranged at a position precisely left-right symmetrical with theother propulsion unit 11, but also a state in which onepropulsion unit 11 is arranged at a position slightly displaced from the position precisely left-right symmetrical with theother propulsion unit 11. - Suppose, for example, that the marine
vessel propulsion device 1 includes fourpropulsion units 11, and that the number ofpropulsion units 11 that continue to be operated is reduced, as in the example described above, from four to two, because a malfunction has occurred in any of thepropulsion units 11. Then, consider a case in which a malfunction occurs in one of the twopropulsion units 11 in operation, and in which there is only one remainingpropulsion unit 11 in operation as a result of stopping the malfunctioningpropulsion unit 11. In this case, in place of stopping both the malfunctioningpropulsion unit 11 and thepropulsion unit 11 in operation, the at least onenormal propulsion unit 11 in stoppage may be resumed. In this case, from a view point of making it easier to obtain a balance between the left and right sides, it is preferable to select, as thepropulsion unit 11 of which operation is to be resumed, apropulsion unit 11 that is arranged closer to the lateral center of thehull 3 than thepropulsion unit 11 that was normal and in operation. - The flowchart in
FIG. 3 is applicable to both a case in which there are an even number ofpropulsion units 11 and a case in which there are an odd number of thepropulsion units 11. This flowchart may be modified to a flowchart specific to a case in which there are an even number ofpropulsion units 11 or a flowchart specific to a case in which there are an odd number ofpropulsion units 11. - Obviously, numerous modifications and variations of the present disclosure are possible in the light of the above teaching. Therefore, it should be understood that the present disclosure may be practiced in a manner other than that described herein within the scope of the appended claims.
- 1 marine vessel propulsion device
- 2 marine vessel
- 3 hull
- 11 propulsion unit
- 11A first propulsion unit
- 11B second propulsion unit
- 11C third propulsion unit
- 11D fourth propulsion unit
- 11E central propulsion unit
- 12 control unit
- 12 a malfunction detection unit (fault detection unit)
Claims (18)
1. A marine vessel propulsion device comprising:
three or more propulsion units mounted to a hull of a marine vessel, the three or more propulsion units arranged left-right symmetrically;
a fault detection unit configured to detect, for each propulsion unit of the three or more propulsion units, whether a fault occurred at the propulsion unit; and
a control unit configured to:
control the three or more propulsion units, and
based on detection by the fault detection unit of a first fault associated with a first propulsion unit of the three or more propulsion units while the three or more propulsion units are in operation, stop:
the first propulsion unit of the three or more propulsions units for which the first fault is detected, and
a second propulsion unit of the three or more propulsion units on either a left side or a right side of the hull, the a second propulsion unit arranged on a side opposite the first propulsion unit.
2. The marine vessel propulsion device according to claim 1 , wherein the second propulsion unit includes a propulsion unit that is in a left-right symmetrical relationship with the first propulsion unit.
3. The marine vessel propulsion device according to claim 1 , wherein the control unit is further configured to:
based on detection of a second fault associated with a third propulsion unit of the three or more propulsion units by the fault detection unit, stop the third propulsion unit,
based on a determination that the three or more propulsion units will include a single propulsion unit in operation as a result of the third propulsion unit being stopped, maintain operation of the single propulsion unit or resume operation of the second propulsion unit, and
based on a determination that zero propulsion units of the three or more propulsion units will be in operation as a result of the third propulsion unit being stopped, resume operation of the second propulsion unit.
4. The marine vessel propulsion device according to claim 3 , wherein the control unit is configured to:
based the determination that the three or more propulsion units will include the single propulsion unit in operation as a result the third propulsion unit being stopped, maintain operation of the single propulsion unit and resume operation of the second propulsion unit.
5. The marine vessel propulsion device according to claim 3 , wherein the control unit is further configured to, based on a determination that the three or more propulsion units will include the single propulsion unit in operation as a result of the third propulsion unit being stopped, stop operation of the single propulsion unit and resume operation of the second propulsion unit.
6. The marine vessel propulsion device according claim 1 , wherein:
the three or more propulsion units is an odd number of propulsion units,
one propulsion unit of the three or more propulsion units is arranged at a lateral center of the hull, and
the control unit is configured to control the one propulsion unit that is arranged at the lateral center of the hull independent of other two propulsion units of the three or more propulsion units.
7. The marine vessel propulsion device according to claim 6 , wherein the control unit is further configured to:
based on detection of a third fault associated with the one propulsion unit that is arranged at the lateral center of the hull by the fault detection unit, stop the one propulsion unit, and
based on a determination that zero propulsion units of the three or more propulsion units will be in operation as a result of the one propulsion unit being stopped, resume operation of the second propulsion unit.
8. The marine vessel propulsion device according to claim 1 , wherein the three or more propulsion units are arranged left-right symmetrically with respect to a lateral center of the hull.
9. The marine vessel propulsion device according to claim 1 , wherein the control unit is further configured to, based on detection of a second fault associated with a third propulsion unit of the three or more propulsion units by the fault detection unit, stop the third propulsion unit.
10. The marine vessel propulsion device according to claim 9 , wherein the control unit is further configured to, based on a determination that the three or more propulsion units will include a single propulsion unit in operation as a result of the third propulsion unit being stopped, maintain operation of the single propulsion unit in operation or resume operation of the second propulsion unit.
11. The marine vessel propulsion device according to claim 9 , wherein the control unit is further configured to, based on a determination that zero propulsion units of the three or more propulsion units will be in operation as a result of the third propulsion unit being stopped, resume operation of the second propulsion unit.
12. The marine vessel propulsion device according to claim 9 , wherein the control unit is configured to, based on a determination that the three or more propulsion units will include a single propulsion unit in operation as a result of the third propulsion unit being stopped, maintain operation of the single propulsion unit and resume operation of the second propulsion unit.
13. The marine vessel propulsion device according to claim 9 , wherein the control unit is further configured to, based on a determination that the three or more propulsion units will include a single propulsion unit in operation as a result of the third propulsion unit being stopped, stop operation of the single propulsion unit and resume operation of the second propulsion unit.
14. The marine vessel propulsion device according claim 1 , wherein the three or more propulsion units is an odd number of propulsion units.
15. The marine vessel propulsion device according claim 1 , wherein one propulsion unit of the three or more propulsion units is arranged at a lateral center of the hull.
16. The marine vessel propulsion device according claim 15 , wherein the control unit is configured to control the one propulsion unit independent of the other propulsion units of the three or more propulsion units.
17. The marine vessel propulsion device according to claim 15 , wherein the control unit is further configured to, based on detection by the fault detection unit of a third fault associated with the one propulsion unit the one propulsion unit, stop the one propulsion unit.
18. The marine vessel propulsion device according to claim 17 , wherein the control unit is further configured to, based on a determination that zero propulsion units of the three or more propulsion units will be in operation as a result of the one propulsion unit being stopped, resume operation of the second propulsion unit.
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JP2019215956A JP7348824B2 (en) | 2019-11-29 | 2019-11-29 | Marine propulsion system |
JP2019-215956 | 2019-11-29 | ||
PCT/JP2020/038696 WO2021106401A1 (en) | 2019-11-29 | 2020-10-14 | Ship propulsion device |
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US20220177104A1 (en) * | 2020-12-07 | 2022-06-09 | Yamaha Hatsudoki Kabushiki Kaisha | Marine vessel maneuvering system and marine vessel |
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JP7501308B2 (en) | 2020-10-28 | 2024-06-18 | スズキ株式会社 | Marine Propulsion Systems |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0613855B2 (en) * | 1986-04-08 | 1994-02-23 | 三信工業株式会社 | Warning device for marine propulsion |
JP3089560B2 (en) * | 1989-03-30 | 2000-09-18 | 三信工業株式会社 | Ship propulsion |
JP4707362B2 (en) | 2003-10-22 | 2011-06-22 | ヤマハ発動機株式会社 | Propulsive force control device, ship maneuvering support system and ship equipped with the same, and propulsive force control method |
JP4895801B2 (en) | 2006-12-28 | 2012-03-14 | ヤマハ発動機株式会社 | Propeller control device |
US8272906B2 (en) * | 2008-12-17 | 2012-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Outboard motor control device and marine vessel including the same |
JP5102752B2 (en) | 2008-12-17 | 2012-12-19 | ヤマハ発動機株式会社 | Outboard motor control device and ship equipped with the same |
JP2014080082A (en) * | 2012-10-16 | 2014-05-08 | Yamaha Motor Co Ltd | Operation method for marine propulsion system, marine propulsion system, and marine craft with the system |
JP6432903B2 (en) * | 2014-09-26 | 2018-12-05 | 三菱重工業株式会社 | Vertical take-off and landing aircraft and control method of vertical take-off and landing aircraft |
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2019
- 2019-11-29 JP JP2019215956A patent/JP7348824B2/en active Active
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2020
- 2020-10-14 US US17/780,918 patent/US20220411031A1/en active Pending
- 2020-10-14 WO PCT/JP2020/038696 patent/WO2021106401A1/en unknown
- 2020-10-14 EP EP20891782.3A patent/EP4067221A4/en not_active Withdrawn
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20220177104A1 (en) * | 2020-12-07 | 2022-06-09 | Yamaha Hatsudoki Kabushiki Kaisha | Marine vessel maneuvering system and marine vessel |
Also Published As
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JP2021084565A (en) | 2021-06-03 |
EP4067221A4 (en) | 2024-01-10 |
JP7348824B2 (en) | 2023-09-21 |
WO2021106401A1 (en) | 2021-06-03 |
EP4067221A1 (en) | 2022-10-05 |
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