WO2013118316A1 - 船外機の制御システム - Google Patents
船外機の制御システム Download PDFInfo
- Publication number
- WO2013118316A1 WO2013118316A1 PCT/JP2012/061867 JP2012061867W WO2013118316A1 WO 2013118316 A1 WO2013118316 A1 WO 2013118316A1 JP 2012061867 W JP2012061867 W JP 2012061867W WO 2013118316 A1 WO2013118316 A1 WO 2013118316A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- outboard motor
- vibration
- rudder angle
- angle
- control system
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
-
- 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
- B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
- B63H20/12—Means enabling steering
-
- 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
-
- 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
- B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
-
- 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
-
- 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
- B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
Definitions
- the present invention relates to an outboard motor control system.
- Patent Document 1 and Patent Document 2 disclose a ship that individually controls the rudder angles of a plurality of outboard motors without connecting the plurality of outboard motors with tie bars. Specifically, in the ship of Patent Document 1, the steering angle of each outboard motor is set according to the travel performance mode selected by the operator. In the ship of Patent Document 2, the target rudder angles of the port outboard motor and the starboard outboard motor are individually set based on the engine speed and the rotation angle of the steering wheel.
- the inventors of the present application have found that when the tie bar is not connected to the outboard motor as described above, a phenomenon that the outboard motor vibrates during navigation of the ship.
- the vibration is different from vibration caused by normal operation of the outboard motor, for example, vibration caused by movement of mechanical parts inside the engine.
- the following can be considered as the cause of the above phenomenon.
- the steering angle of each outboard motor can be freely controlled, but each outboard motor receives an individual load.
- each outboard motor receives a load from many directions by, for example, turbulent flow.
- the outboard motor resonates due to such a load having an irregular and varying component.
- An object of the present invention is to provide an outboard motor control system capable of suppressing a phenomenon in which the outboard motor vibrates in a ship to which a plurality of outboard motors capable of individually setting a steering angle are attached. is there.
- Japanese Patent Laid-Open No. 2002-104288 discloses a technique for stabilizing a ship by controlling the rudder angles of a plurality of propulsion devices when a ship shake is detected.
- the technique disclosed in Japanese Patent Application Laid-Open No. 2002-104288 has a problem with shaking of the entire ship, and this application has a problem with the phenomenon that the outboard motor attached to the outside of the ship itself vibrates. Is different.
- the outboard motor control system includes a plurality of outboard motors, a vibration detection unit, and a control unit.
- the plurality of outboard motors are attached to the stern of the ship.
- the plurality of outboard motors each include a propeller.
- the plurality of outboard motors can be steered independently of each other.
- the vibration detection unit detects vibration of the outboard motor.
- the control unit executes vibration suppression control when vibration of the outboard motor is detected by the vibration detection unit. In the vibration suppression control, the control unit changes at least one of the direction of the rotation axis of the propeller and the position of the propeller in at least one outboard motor.
- a method for controlling an outboard motor is a method for controlling a plurality of outboard motors that are attached to the stern of a ship, each including a propeller, and capable of being steered independently of each other. Detecting at least one of the direction of the rotation axis of the propeller and the position of the propeller in at least one outboard motor when the vibration detection unit detects the vibration of the outboard motor. Performing vibration suppression control to change one.
- the control unit in at least one outboard motor when vibration of the outboard motor is detected, the control unit in at least one outboard motor, the direction of the rotation axis of the propeller or the propeller Change the position. As a result, the outboard motor can be released from the resonance state. Therefore, in the outboard motor control system according to this aspect, a phenomenon in which the outboard motor vibrates can be suppressed.
- the outboard motor control method when the vibration of the outboard motor is detected, the direction of the rotation axis of the propeller or the position of the propeller is changed in at least one outboard motor. Is done. As a result, the outboard motor can be released from the resonance state. Therefore, in the outboard motor control method according to this aspect, a phenomenon in which the outboard motor vibrates can be suppressed.
- FIG. 1 is a perspective view of a small vessel equipped with an outboard motor control system according to an embodiment of the present invention.
- the schematic diagram which shows the structure of the control system of an outboard motor.
- the flowchart which shows the process of vibration suppression control.
- the schematic diagram which shows the toe-in and toe-out of a toe angle.
- the side view of the outboard motor which concerns on other embodiment of this invention.
- FIG. 1 is a perspective view showing a small vessel 1.
- the small vessel 1 is equipped with an outboard motor control system according to an embodiment of the present invention.
- the small vessel 1 includes a hull 2 and a plurality of outboard motors 3a-3c.
- the small boat 1 includes three outboard motors (hereinafter referred to as “first outboard motor 3a”, “second outboard motor 3b”, and “third outboard motor 3c”). Yes.
- the first outboard motor 3 a, the second outboard motor 3 b, and the third outboard motor 3 c are attached to the stern of the hull 2.
- the first outboard motor 3 a, the second outboard motor 3 b, and the third outboard motor 3 c are arranged side by side in the width direction of the hull 2. Specifically, the first outboard motor 3a is disposed on the starboard side of the stern. The second outboard motor 3b is disposed on the stern port. The third outboard motor 3c is arranged at the center of the stern, that is, between the first outboard motor 3a and the second outboard motor 3b. The first outboard motor 3a, the second outboard motor 3b, and the third outboard motor 3c each generate a propulsive force that propels the small vessel 1.
- the hull 2 includes a maneuvering seat 4.
- a steering device 5, a remote control device 6, and a controller 7 are disposed on the maneuvering seat 4.
- the steering device 5 is a device for an operator to operate the turning direction of the small vessel 1.
- the remote control device 6 is a device for an operator to adjust the ship speed.
- the remote control device 6 is a device for the operator to switch between forward and backward movement of the small vessel 1.
- the controller 7 controls the outboard motors 3 a to 3 c in accordance with operation signals from the steering device 5 and the remote control device 6.
- FIG. 2 is a side view of the first outboard motor 3a.
- the first outboard motor 3a includes a cover member 11a, a first engine 12a, a propeller 13a, a power transmission mechanism 14a, and a bracket 15a.
- the cover member 11a houses the first engine 12a and the power transmission mechanism 14a.
- the first engine 12a is disposed at the upper part of the first outboard motor 3a.
- the first engine 12 a is an example of a power source that generates power for propelling the small boat 1.
- the propeller 13a is disposed below the first outboard motor 3a.
- the propeller 13a is rotationally driven by the driving force from the first engine 12a.
- the power transmission mechanism 14a transmits the driving force from the first engine 12a to the propeller 13a.
- the power transmission mechanism 14a includes a drive shaft 16a, a propeller shaft 17a, and a shift mechanism 18a.
- the drive shaft 16a is disposed along the vertical direction.
- the drive shaft 16a is connected to the crankshaft 19a of the first engine 12a, and transmits power from the first engine 12a.
- the propeller shaft 17a is disposed along the front-rear direction.
- the propeller shaft 17a is connected to the lower part of the drive shaft 16a via the shift mechanism 18a.
- the propeller shaft 17a transmits the driving force from the drive shaft 16a to the propeller 13a.
- the shift mechanism 18a switches the rotation direction of the power transmitted from the drive shaft 16a to the propeller shaft 17a.
- the shift mechanism 18a includes a pinion gear 21a, a forward gear 22a, a reverse gear 23a, and a dog clutch 24a.
- the pinion gear 21a is connected to the drive shaft 16a.
- the pinion gear 21a meshes with the forward gear 22a and the reverse gear 23a.
- the forward gear 22a and the reverse gear 23a are provided so as to be rotatable relative to the propeller shaft 17a.
- the dog clutch 24a is provided so as to be movable between a forward position, a reverse position, and a neutral position along the axial direction of the propeller shaft 17a (see Ax3a).
- the neutral position is a position between the forward position and the reverse position.
- the dog clutch 24a When the dog clutch 24a is located at the forward movement position, the rotation of the drive shaft 16a is transmitted to the propeller shaft 17a via the forward gear 22a. Thereby, the propeller 13a rotates in the direction in which the hull 2 is advanced.
- the dog clutch 24a When the dog clutch 24a is in the reverse drive position, the rotation of the drive shaft 16a is transmitted to the propeller shaft 17a via the reverse drive gear 23a. Thereby, the propeller 13a rotates in the direction in which the hull 2 moves backward.
- the dog clutch 24a When the dog clutch 24a is positioned at the neutral position, the forward gear 22a and the reverse gear 23a can rotate relative to the propeller shaft 17a, respectively. That is, the rotation from the drive shaft 16a is not transmitted to the propeller shaft 17a, and the propeller shaft 17a can idle.
- the bracket 15 a is a mechanism for attaching the first outboard motor 3 a to the hull 2.
- the first outboard motor 3a is detachably fixed to the stern of the hull 2 via the bracket 15a.
- the first outboard motor 3a is attached to be rotatable about a tilt axis Ax1a of the bracket 15a.
- the tilt axis Ax1a extends in the width direction of the hull 2.
- the first outboard motor 3a is attached to be rotatable about a steering axis Ax2a of the bracket 15a.
- the rudder angle can be changed by rotating the first outboard motor 3a about the steering axis Ax2a.
- the rudder angle is an angle formed by the direction of propulsive force with respect to a center line extending in the front-rear direction of the hull 2. That is, the rudder angle is an angle formed by the rotation axis Ax3a of the propeller 13a with respect to the center line extending in the front-rear direction of the hull 2. Further, the trim angle of the first outboard motor 3a can be changed by rotating the first outboard motor 3a about the tilt axis Ax1a. The trim angle corresponds to the mounting angle of the outboard motor with respect to the hull 2.
- FIG. 3 is a schematic diagram showing a configuration of an outboard motor control system according to an embodiment of the present invention.
- the outboard motor control system includes the first outboard motor 3a, the second outboard motor 3b, the third outboard motor 3c, the steering device 5, the remote control device 6, and the controller 7.
- the first outboard motor 3a includes a first engine 12a, a first engine ECU 31a (electric control unit), a first tilt trim actuator 32a, a first steering actuator 33a, and a first steering angle detector 34a. Including.
- the first tilt trim actuator 32a rotates the first outboard motor 3a about the tilt axis Ax1a of the bracket 15a. As a result, the tilt angle of the first outboard motor 3a is changed.
- the first tilt trim actuator 32a includes, for example, a hydraulic cylinder.
- the first steering actuator 33a rotates the first outboard motor 3a around the steering axis Ax2a of the bracket 15a. Thereby, the rudder angle of the 1st outboard motor 3a is changed.
- the first steering actuator 33a includes, for example, a hydraulic cylinder.
- the first rudder angle detector 34a detects the actual rudder angle of the first outboard motor 3a.
- the first steering actuator 33a is a hydraulic cylinder
- the first steering angle detection unit 34a is, for example, a stroke sensor of the hydraulic cylinder.
- the first rudder angle detector 34a sends a detection signal to the first engine ECU 31a.
- the first engine ECU 31a stores a control program for the first engine 12a.
- the first engine ECU 31a detects signals from the steering device 5 and the remote control device 6, detection signals from the first rudder angle detector 34a, and detection from other sensors (not shown) mounted on the first outboard motor 3a. Based on the signal, the operations of the first engine 12a, the first tilt trim actuator 32a, and the first steering actuator 33a are controlled.
- the first engine ECU 31a is connected to the controller 7 via a communication line. Alternatively, the first engine ECU 31a may be able to communicate with the controller 7 wirelessly.
- the second outboard motor 3b includes a second engine 12b, a second engine ECU 31b, a second tilt trim actuator 32b, a second steering actuator 33b, and a second steering angle detection unit 34b.
- the third outboard motor 3c includes a third engine 12c, a third engine ECU 31c, a third tilt trim actuator 32c, a third steering actuator 33c, and a third steering angle detector 34c. Since these devices of the second outboard motor 3b and the third outboard motor 3c have the same functions as the devices of the first outboard motor 3a described above, detailed description thereof is omitted.
- devices corresponding to each other in the first outboard motor 3 a and the second outboard motor 3 b are denoted by the same reference numerals.
- the first outboard motor 3a and the third outboard motor 3c devices corresponding to each other are denoted by the same reference numerals.
- the remote control device 6 includes a first operation member 41a, a first operation position sensor 42a, a first PTT operation member 43a, a second operation member 41b, a second operation position sensor 42b, and a second PTT operation member 43b.
- the first operation member 41a is, for example, a lever.
- the first operating member 41a can tilt in the front-rear direction.
- the first operation position sensor 42a detects the operation position of the first operation member 41a.
- the dog clutch 24a of the first outboard motor 3a is set to a shift position corresponding to the operation position of the first operation member 41a. Thereby, the operator can switch the rotation direction of the propeller 13a of the first outboard motor 3a between the forward direction and the reverse direction.
- the target engine rotation speed of the first outboard motor 3a is set to a value corresponding to the operation position of the first operation member 41a. Thereby, the operator can adjust the rotational speed of the propeller 13a of the first outboard motor 3a.
- the first PTT operation member 43a is, for example, a switch. When the operator operates the first PTT operation member 43a, the first tilt trim actuator 32a is driven. Accordingly, the operator can change the trim angle of the first outboard motor 3a.
- the second operation member 41b is, for example, a lever.
- the second operating member 41b is arranged side by side with the first operating member 41a.
- the second operation member 41b can tilt in the front-rear direction.
- the second operation position sensor 42b detects the operation position of the second operation member 41b.
- the dog clutch of the second outboard motor 3b is set to a shift position corresponding to the operation position of the second operation member 41b.
- the target engine rotation speed of the second outboard motor 3b is set to a value corresponding to the operation position of the second operation member 41b.
- the second PTT operation member 43b is, for example, a switch.
- the second tilt trim actuator 32b is driven.
- the operator can change the trim angle of the second outboard motor 3b.
- the forward / backward switching of the third outboard motor 3c and the target engine rotation speed of the third outboard motor 3c follow the operations of the first operation member 41a and the second operation member 41b. Specifically, if the shift positions corresponding to the operation positions of the first operation member 41a and the second operation member 41b coincide, the dog clutch of the third outboard motor 3c is set to the shift position. .
- the target engine speed of the third outboard motor 3c is set to the average value of the target engine speed of the first outboard motor 3a and the target engine speed of the second outboard motor 3b.
- the target engine speed of the third outboard motor 3c may be a value different from the average value described above.
- the dog clutch of the third outboard motor 3c is set to the neutral position.
- the target engine rotation speed of the third outboard motor 3c is set to a predetermined idle rotation speed.
- the detection signal of the first operation position sensor 42 a and the detection signal of the second operation position sensor 42 b are transmitted to the controller 7.
- operation signals from the first PTT operation member 43 a and the second PTT operation member 43 b are transmitted to the controller 7.
- the steering device 5 includes a steering member 45 and a steering position sensor 46.
- the steering member 45 is, for example, a handle.
- the steering member 45 is a member for setting the target steering angle of the first to third outboard motors 3a-3c.
- the steering position sensor 46 detects the operation amount, that is, the operation angle of the steering member 45.
- a detection signal from the steering position sensor 46 is transmitted to the controller 7.
- the controller 7 can independently control the first steering actuator 33a, the second steering actuator 33b, and the third steering actuator 33c. Accordingly, the first to third outboard motors 3a-3c can be steered independently of each other.
- the controller 7 includes an arithmetic device 71 such as a CPU and a storage device 72.
- the storage device 72 includes, for example, a semiconductor storage device such as a RAM or a ROM, or a device such as a hard disk or a flash memory.
- the storage device 72 stores a program and data for controlling the first to third outboard motors 3a-3c.
- the controller 7 transmits command signals to the first to third engine ECUs 31a-31c based on signals from the steering device 5 and the remote control device 6. Thus, the first to third outboard motors 3a-3c are controlled.
- the arithmetic device 71 of the controller 7 includes a control unit 73 and a vibration detection unit 74.
- the vibration detector 74 detects vibrations of the first to third outboard motors 3a-3c.
- the control unit 73 controls the generation of vibrations of the first to third outboard motors 3a-3c when the vibration detection unit 74 detects the vibrations of the first to third outboard motors 3a-3c. (Hereinafter referred to as “vibration suppression control”).
- FIG. 4 is a flowchart showing processing related to vibration suppression control.
- step S101 the first operation position sensor 42a and the second operation position sensor 42b detect the target throttle openings TH1 and TH2.
- the target throttle opening TH1 detected by the first operation position sensor 42a is set according to the operation amount of the first operation member 41a, with the fully open state being 100%.
- the target throttle opening TH2 detected by the second operation position sensor 42b is set according to the operation amount of the second operation member 41b, with the fully open state being 100%. That is, the first operation member 41a and the second operation member 41b correspond to the throttle operation member of the present invention.
- the vibration detection unit 74 determines an occurrence of vibration by using an average value of the target throttle opening TH1 detected by the first operation position sensor 42a and the target throttle opening TH2 detected by the second operation position sensor 42b. Used as the target throttle opening TH.
- step S102 the steering position sensor 46 detects the target steering angle ⁇ t.
- the target rudder angle ⁇ t is set according to the operation amount of the steering member 45.
- the first to third steering angle detectors 34a to 34c detect the actual steering angles ⁇ c1 to ⁇ c3. Specifically, the first rudder angle detector 34a detects the actual rudder angle ⁇ c1 of the first outboard motor 3a. The second steering angle detector 34b detects the actual steering angle ⁇ c2 of the second outboard motor 3b. The third rudder angle detector 34c detects the actual rudder angle ⁇ c3 of the third outboard motor 3c.
- step S104 the vibration detection unit 74 determines whether vibration is occurring.
- a process for determining occurrence of vibration will be described with reference to FIG. FIG. 5 shows a change over time in a difference between the target rudder angle ⁇ t and the actual rudder angle ⁇ c (hereinafter referred to as “steering angle difference”) when vibration is generated in an outboard motor.
- the vibration detection unit 74 determines whether or not the steering angle difference exceeds a predetermined positive threshold A. When the steering angle difference exceeds a predetermined positive threshold A (see P1 in FIG. 5), the vibration detection unit 74 counts 1 as the vibration repetition number N. Next, the vibration detection unit 74 determines whether or not the steering angle difference exceeds a predetermined negative threshold ⁇ A.
- the vibration detection unit 74 determines that the steering angle difference exceeds the predetermined positive threshold A and the steering angle difference. It is determined whether or not a change between the current value exceeding the predetermined negative threshold ⁇ A has occurred within a predetermined time. That is, it is determined whether or not the elapsed time TM from the previous time when the steering angle difference exceeds a predetermined positive threshold A to the time when the steering angle difference exceeds a predetermined negative threshold ⁇ A is smaller than the predetermined time B. To do. When the elapsed time TM is smaller than the predetermined time B, 2 is counted as the repetition number N.
- the vibration detection unit 74 determines whether or not the steering angle difference exceeds a predetermined positive threshold A.
- the rudder angle difference exceeds a predetermined positive threshold A (see P3 in FIG. 5)
- the rudder angle difference has exceeded a predetermined positive threshold from the previous time when the rudder angle difference exceeded a predetermined negative threshold ⁇ A. It is determined whether or not the elapsed time TM until the time point when the threshold A is exceeded is smaller than the predetermined time B.
- the vibration detection unit 74 counts 3 as the vibration repetition number N.
- the vibration detector 74 determines that the difference between the target rudder angle ⁇ t and the actual rudder angle ⁇ c exceeds the predetermined positive threshold A and the difference between the target rudder angle ⁇ t and the actual rudder angle ⁇ c is predetermined.
- the predetermined number Nth is 4, and when the repetition number N reaches 4 (see P ⁇ b> 4 in FIG. 5), the vibration detection unit 74 detects the occurrence of vibration.
- the predetermined number of times Nth is not limited to 4, and may be other numerical values.
- the threshold A corresponding to the amplitude of the change in the steering angle difference is, for example, 1 degree or less.
- the predetermined time B is, for example, 1 second or less.
- the vibration detection unit 74 performs the above-described vibration generation determination for each of the first to third outboard motors 3a to 3c, and determines that vibration is generated in at least one outboard motor. Detects the occurrence of
- step S105 the control unit 73 determines whether the time E has elapsed after a toe angle ⁇ (see FIG. 6) described later is set to a specified value. Determine whether or not. In the processing of FIG. 8 described later, control for suppressing vibration is performed by returning the toe angle ⁇ to a specified value. In the processing of step S104 and step S105, the reoccurrence of vibration after the previous change of the toe angle ⁇ is detected. In step S105, when the control unit 73 determines that the time E has elapsed after the toe angle ⁇ is set to the specified value, the control unit 73 performs the process of step S106.
- step S106 the controller 73 determines whether or not the target throttle opening TH is equal to or greater than a predetermined value C.
- the predetermined value C is a constant value, for example, and is a throttle opening corresponding to a ship speed at which vibration can occur.
- the control unit 73 performs the process of step S107.
- step S107 the control unit 73 changes the toe angles of the first outboard motor 3a and the second outboard motor 3b.
- the toe angle ⁇ is an angle formed by the rotation axes Ax3a and Ax3b of the propellers of the outboard motors 3a and 3b with respect to the traveling direction of the hull 2. Therefore, the control unit 73 changes the direction of the rotation axis Ax3a, Ax3b of the propeller of each outboard motor 3a-3c by changing the toe angle ⁇ of each outboard motor 3a, 3b.
- the third outboard motor 3c is omitted. As shown in FIG.
- step S107 a change in the toe angle ⁇ in a direction in which the propeller of the first outboard motor 3a and the propeller of the second outboard motor 3b are separated from each other is referred to as “toe-in”.
- the change in the toe angle ⁇ in the direction in which the propeller of the first outboard motor 3a and the propeller of the second outboard motor 3b approach each other is referred to as “toe out”.
- the control unit 73 changes the toe angle ⁇ of the first outboard motor 3a and the second outboard motor 3b to the toe-in direction.
- the control unit 73 changes the toe angle ⁇ of the first outboard motor 3a and the second outboard motor 3b by a predetermined angle D in the toe-in direction.
- a predetermined angle D is a constant value, for example.
- the predetermined angle D may be changeable.
- the predetermined angle D is set to a value suitable for the outboard motor to escape from the resonance state.
- the predetermined angle D is larger than the threshold value A corresponding to the amplitude of the change in the steering angle difference described above.
- the predetermined value C and the predetermined angle D of the target throttle opening TH described above can be set at the initial setting of the first to third outboard motors 3a-3c.
- step S108 When the vibration detection unit 74 does not detect the occurrence of vibration in step S104, the control unit 73 performs the process of step S108.
- step S105 when the control unit 73 determines that the time E has not elapsed since the toe angle ⁇ was set to the specified value, the control unit 73 performs the process of step S108.
- step S106 when the control unit 73 determines that the target throttle opening TH is smaller than the predetermined value C, the control unit 73 performs the process of step S108.
- step S108 the control unit 73 maintains the toe angle ⁇ at a predetermined value.
- the control unit 73 does not execute the vibration suppression control and detects the steering angle of the outboard motor even if the vibration detection unit 74 detects the vibration of the outboard motor.
- the default value is because when the target throttle opening is smaller than the predetermined value C, the ship decelerates, so that if the ship decelerates, vibrations can be suppressed without changing the toe angle ⁇ .
- the target throttle opening TH used for the determination at this time is based on the average value of the target throttle openings TH1 and TH2 of the engines 12a and 12b, but the control unit 73 has detected vibration.
- the target throttle opening of the engine may be used.
- the default value is an angle suitable for the navigation state of the small vessel 1 when the vibration suppression control is not performed.
- the predetermined value is set according to, for example, ship speed (highest speed) and acceleration (acceleration performance).
- steps S201 to S203 are the same processes as steps S101 to S103 of FIG.
- step S205 the vibration detection unit 74 determines whether vibration is occurring. Since the process of step 205 is the same as the process of step S104 described above, a description thereof will be omitted.
- step S205 when the vibration detection unit 74 detects the occurrence of vibration, the control unit 73 performs the process of step S206.
- step S206 the control unit 73 determines whether or not the time E has elapsed since the previous change in the toe angle ⁇ . Even if the vibration is reduced by changing the toe angle ⁇ in the processing of FIG. 4 described above, as shown in FIG. 7C, the vibration may occur again at the angle after the change of the toe angle ⁇ . In the processing of step S205 and step S206, the occurrence of such vibration is detected.
- step S206 when the control unit 73 determines that the time E has elapsed since the previous change of the toe angle ⁇ , the control unit 73 performs the process of step S207.
- step S207 the control unit 73 returns the toe angle ⁇ to the default value from the changed angle. For example, when the first outboard motor 3a and the second outboard motor 3b vibrate in a state where the toe angle ⁇ is the changed angle as shown in FIG. As described above, the control unit 73 returns the toe angle ⁇ of the first outboard motor 3a and the second outboard motor 3b to a predetermined value. At this time, the toe angle ⁇ is changed in the toe-out direction. Since the first outboard motor 3a and the second outboard motor 3b are in a resonance state in the state of FIG. 7C, the toe angle ⁇ is changed as shown in FIG. The vibrations of the first outboard motor 3a and the second outboard motor 3b are separated from the resonance point. Thereby, the vibrations of the first outboard motor 3a and the second outboard motor 3b are suppressed.
- the control unit 73 maintains the toe angle ⁇ at the changed angle in step S208. Even when the time E has not elapsed since the previous change in the toe angle ⁇ in step S206, the control unit 73 maintains the toe angle ⁇ at the changed angle in step S208.
- the control unit 73 controls the toe of the first outboard motor 3a and the second outboard motor 3b. Change the angle ⁇ . Thereby, the phenomenon that an outboard motor vibrates can be suppressed, without reducing the rotational speed of an engine.
- outboard motors are not limited to three.
- only the first outboard motor 3a and the second outboard motor 3b of the above embodiment may be attached to the hull 2.
- Four or more outboard motors may be attached to the hull 2.
- hydraulic cylinders are exemplified as the first to third steering actuators 33a-33c, but other actuators may be used.
- the first to third steering actuators 33a-33c may be actuators composed of electric motors.
- a steering wheel is exemplified as the steering device 5, but a steering device such as a joystick may be arranged together with the steering wheel.
- the direction of the rotation axis of the propeller is changed by changing the toe angle ⁇ , but the direction of the rotation axis of the propeller may be changed by other methods.
- the control unit 73 may change one of the first to third outboard motors 3a-3c or all the target steering angles ⁇ t of the first to third outboard motors 3a-3c. .
- the direction of the rotation axis of the propeller may be changed by changing the trim angle.
- vibration suppression control may be performed by changing the position of the propeller.
- the slide mechanism 51 may be attached to the bracket 15a, and the position of the first outboard motor 3a may be changed by the slide mechanism 51 when vibration is detected.
- the slide mechanism 51 includes a base portion 52 and a slider portion 53.
- the pedestal 52 is attached to the hull 2.
- the slider part 53 is attached to the bracket 15a.
- the slider portion 53 is slidably attached to the base portion 52.
- the slider part 53 moves with respect to the base part 52 by an actuator (not shown).
- the first outboard motor 3 a moves up and down with respect to the hull 2 as the slider portion 53 moves relative to the base portion 52.
- the second outboard motor 3b and the third outboard motor 3c are also provided with a slide mechanism similar to the slide mechanism 51. Therefore, when the vibration detection unit 74 detects vibration, the control unit 73 changes the propeller position of each outboard motor 3a-3c by moving the propeller up and down by the slide mechanism of each outboard motor 3a-3c. May be.
- the vibration suppression control may be performed on at least one of the plurality of outboard motors. Therefore, as described above, vibration suppression control may be performed on one of the first to third outboard motors 3a-3c or all of the first to third outboard motors 3a-3c. . Further, vibration suppression control may be performed on an outboard motor in which no vibration is generated. Also in this case, by changing the water flow around the outboard motor in which the vibration is generated, the outboard motor in which the vibration is generated can be released from the resonance state, and as a result, the vibration can be suppressed. . However, the third outboard motor 3c is less susceptible to vibration than the first outboard motor 3a and the second outboard motor 3b.
- the vibration suppression control is preferably performed on the first outboard motor 3a and the second outboard motor 3b.
- control part 73 may perform several vibration suppression control collectively.
- the control unit 73 may change the trim angle and the position of the outboard motor together with the change of the toe angle.
- the vibration detection method by the vibration detection unit 74 is not limited to the method of the above embodiment.
- vibration may be detected. That is, the elapsed time TM of the change in the steering angle difference described above in FIG.
- the vibration detection unit 74 may detect vibration when the differential value of the actual steering angle ⁇ c is larger than a predetermined threshold value. Alternatively, the vibration detection unit 74 may detect vibration when the amount of change in the actual steering angle ⁇ c is greater than a predetermined threshold.
- the control unit 73 may change the toe angle ⁇ of the outboard motor in the toe-out direction.
- an outboard motor control system capable of suppressing a phenomenon in which the outboard motor vibrates in a ship equipped with a plurality of outboard motors capable of individually setting the steering angle. it can.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
13a プロペラ
34a-34c 第1~3舵角検知部
41a 第1操作部材
41b 第2操作部材
45 操舵部材
73 制御部
74 振動検知部
Claims (19)
- 船舶の船尾に取り付けられ、プロペラをそれぞれ含み、互いに独立して転舵可能な複数の船外機と、
前記船外機の振動を検知する振動検知部と、
前記振動検知部によって前記船外機の振動が検出されたときに、少なくとも1つの前記船外機において、前記プロペラの回転軸線の方向と、前記プロペラの位置とのうちの少なくとも1つを変更する振動抑制制御を実行する制御部と、
を備える船外機の制御システム。 - 前記制御部は、前記船外機のトー角を変更することにより、前記プロペラの回転軸線の方向を変更する、
請求項1に記載の船外機の制御システム。 - 前記振動検知部が振動を検知したときに、前記制御部は、前記船外機のトー角をトーイン方向に変更する、
請求項2に記載の船外機の制御システム。 - 前記振動検知部が振動を検知したときに、前記制御部は、前記船外機のトー角をトーアウト方向に変更する、
請求項2に記載の船外機の制御システム。 - 前記制御部は、前記船外機のトー角を繰り返し変更する場合には、トーイン方向への変更とトーアウト方向への変更を交互に繰り返す、
請求項2に記載の船外機の制御システム。 - 前記船外機の目標舵角を設定するための操舵部材と、
前記船外機の実舵角を検知する舵角検知部と、
をさらに備え、
前記振動検知部は、前記目標舵角と前記実舵角との差が所定の閾値より大きいときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の実舵角を検知する舵角検知部をさらに備え、
前記振動検知部は、前記実舵角の微分値が所定の閾値より大きいときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の実舵角を検知する舵角検知部をさらに備え、
前記振動検知部は、前記実舵角の変化量が所定の閾値より大きいときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の目標舵角を設定するための操舵部材と、
前記船外機の実舵角を検知する舵角検知部と、
をさらに備え、
前記振動検知部は、前記目標舵角と前記実舵角との差が所定の正の閾値を越えた後に、前記目標舵角と前記実舵角との差が所定の負の閾値を越えたときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の目標舵角を設定するための操舵部材と、
前記船外機の実舵角を検知する舵角検知部と、
をさらに備え、
前記振動検知部は、前記目標舵角と前記実舵角との差が所定の正の閾値を越えた後、所定時間以内に、前記目標舵角と前記実舵角との差が所定の負の閾値を越えたときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の目標舵角を設定するための操舵部材と、
前記船外機の実舵角を検知する舵角検知部と、
をさらに備え、
前記振動検知部は、前記目標舵角と前記実舵角との差が所定の正の閾値を越えた状態と、前記目標舵角と前記実舵角との差が所定の負の閾値を越えた状態とが、所定回数以上、繰り返されたときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の目標舵角を設定するための操舵部材と、
前記船外機の実舵角を検知する舵角検知部と、
をさらに備え、
前記振動検知部は、前記目標舵角と前記実舵角との差が所定の正の閾値を越えた状態と、前記目標舵角と前記実舵角との差が所定の負の閾値を越えた状態との間の変化が所定時間以内に発生し、且つ、前記変化が、所定回数以上、繰り返されたときに、振動を検知する、
請求項1から5のいずれかに記載の船外機の制御システム。 - 前記船外機の目標スロットル開度を設定するためのスロットル操作部材をさらに備え、
前記制御部は、前記目標スロットル開度が所定値以上であり且つ前記振動検知部によって前記船外機の振動が検出されたときに、前記振動抑制制御を実行する、
請求項1から12のいずれかに記載の船外機の制御システム。 - 前記制御部は、前記目標スロットル開度が前記所定値より小さいときには、前記振動検知部によって前記船外機の振動が検出されても、前記振動抑制制御を実行せずに、前記船外機の舵角を既定値に設定する、
請求項13に記載の船外機の制御システム。 - 前記制御部は、前記船外機のトリム角を変更することにより、前記プロペラの回転軸線の方向を変更する、
請求項1に記載の船外機の制御システム。 - 前記制御部は、前記プロペラを昇降させることにより、前記プロペラの位置を変更する、
請求項1に記載の船外機の制御システム。 - 前記複数の船外機は、船尾において右舷に配置される第1船外機と、船尾において左舷に配置される第2船外機と、前記第1船外機と前記第2船外機との間に配置される第3船外機とによって構成される、
請求項1から16のいずれかに記載の船外機の制御システム。 - 前記制御部は、前記第1船外機及び前記第2船外機に対して前記振動抑制制御を実行する、
請求項17に記載の船外機の制御システム。 - 船舶の船尾に取り付けられ、プロペラをそれぞれ含み、互いに独立して転舵可能な複数の船外機の制御方法であって、
前記船外機の振動を検知するステップと、
前記船外機の振動が検出されたときに、少なくとも1つの前記船外機において、前記プロペラの回転軸線の方向と、前記プロペラの位置とのうちの少なくとも1つを変更する振動抑制制御を実行するステップと、
を備える船外機の制御方法。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP12868266.3A EP2813423B1 (en) | 2012-02-10 | 2012-05-09 | Outboard motor control system |
US14/368,807 US9150294B2 (en) | 2012-02-10 | 2012-05-09 | Outboard motor control system |
AU2012368886A AU2012368886B2 (en) | 2012-02-10 | 2012-05-09 | Outboard motor control system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2012-027329 | 2012-02-10 | ||
JP2012027329A JP2013163438A (ja) | 2012-02-10 | 2012-02-10 | 船外機の制御システム |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013118316A1 true WO2013118316A1 (ja) | 2013-08-15 |
Family
ID=48947114
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/061867 WO2013118316A1 (ja) | 2012-02-10 | 2012-05-09 | 船外機の制御システム |
Country Status (5)
Country | Link |
---|---|
US (1) | US9150294B2 (ja) |
EP (1) | EP2813423B1 (ja) |
JP (1) | JP2013163438A (ja) |
AU (1) | AU2012368886B2 (ja) |
WO (1) | WO2013118316A1 (ja) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5878456B2 (ja) * | 2012-12-10 | 2016-03-08 | 東芝三菱電機産業システム株式会社 | 船舶の航走制御方法及び航走制御システム |
AU2014321117B2 (en) * | 2013-09-13 | 2018-09-13 | Marine Canada Acquisition Inc. | A steering assembly for docking a marine vessel having at least three propulsion units |
JP6229622B2 (ja) * | 2014-09-09 | 2017-11-15 | スズキ株式会社 | 船外機のトー角制御システム及びトー角制御方法 |
US9481435B1 (en) * | 2015-01-06 | 2016-11-01 | Brunswick Corporation | Assemblies for mounting outboard motors to a marine vessel transom |
US9522302B2 (en) * | 2015-02-19 | 2016-12-20 | Herring Paul M | Flipper device and methods for using same |
EP3263441A1 (en) * | 2016-06-28 | 2018-01-03 | ABB Schweiz AG | Control of propeller shaft movement |
US11519327B1 (en) | 2016-12-14 | 2022-12-06 | Brunswick Corporation | Systems and methods for enhancing features of a marine propulsion system |
US11372411B1 (en) | 2019-08-08 | 2022-06-28 | Brunswick Corporation | Marine steering system and method |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002104288A (ja) | 2000-09-28 | 2002-04-10 | Japan Marine Science Inc | 高速艇の低速航行方法およびその装置、高速艇の低速航行用減揺方法およびその装置 |
JP2006199189A (ja) | 2005-01-21 | 2006-08-03 | Honda Motor Co Ltd | 船外機の操舵装置 |
JP2007083795A (ja) | 2005-09-21 | 2007-04-05 | Yamaha Marine Co Ltd | 多機掛け推進機型小型船舶 |
JP2010195388A (ja) * | 2009-01-27 | 2010-09-09 | Yamaha Motor Co Ltd | 船舶用推進システムおよびそれを備えた船舶 |
JP2011016502A (ja) * | 2009-07-10 | 2011-01-27 | Yamaha Motor Co Ltd | 船推進機 |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0586894A (ja) * | 1991-09-20 | 1993-04-06 | Sanshin Ind Co Ltd | エンジンの回転位相制御装置 |
JP4331628B2 (ja) * | 2004-01-29 | 2009-09-16 | ヤマハ発動機株式会社 | 船舶推進装置の操舵装置および船舶 |
EP1742838B1 (en) * | 2004-04-26 | 2012-06-13 | Ab Volvo Penta | Boat and control system for a boat |
JP2009208744A (ja) * | 2008-03-06 | 2009-09-17 | Yamaha Motor Co Ltd | 舶用推進システム |
CA2731081C (en) * | 2010-03-05 | 2012-11-06 | Honda Motor Co., Ltd. | Outboard motor control apparatus |
US8388390B2 (en) * | 2010-05-28 | 2013-03-05 | Honda Motor Co., Ltd. | Outboard motor control apparatus |
-
2012
- 2012-02-10 JP JP2012027329A patent/JP2013163438A/ja active Pending
- 2012-05-09 EP EP12868266.3A patent/EP2813423B1/en active Active
- 2012-05-09 US US14/368,807 patent/US9150294B2/en active Active
- 2012-05-09 WO PCT/JP2012/061867 patent/WO2013118316A1/ja active Application Filing
- 2012-05-09 AU AU2012368886A patent/AU2012368886B2/en active Active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002104288A (ja) | 2000-09-28 | 2002-04-10 | Japan Marine Science Inc | 高速艇の低速航行方法およびその装置、高速艇の低速航行用減揺方法およびその装置 |
JP2006199189A (ja) | 2005-01-21 | 2006-08-03 | Honda Motor Co Ltd | 船外機の操舵装置 |
JP2007083795A (ja) | 2005-09-21 | 2007-04-05 | Yamaha Marine Co Ltd | 多機掛け推進機型小型船舶 |
JP2010195388A (ja) * | 2009-01-27 | 2010-09-09 | Yamaha Motor Co Ltd | 船舶用推進システムおよびそれを備えた船舶 |
JP2011016502A (ja) * | 2009-07-10 | 2011-01-27 | Yamaha Motor Co Ltd | 船推進機 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2813423A4 |
Also Published As
Publication number | Publication date |
---|---|
AU2012368886A1 (en) | 2014-06-12 |
US20140364019A1 (en) | 2014-12-11 |
EP2813423B1 (en) | 2016-08-10 |
US9150294B2 (en) | 2015-10-06 |
EP2813423A1 (en) | 2014-12-17 |
EP2813423A4 (en) | 2015-11-04 |
JP2013163438A (ja) | 2013-08-22 |
AU2012368886B2 (en) | 2015-06-18 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2013118316A1 (ja) | 船外機の制御システム | |
US8589004B1 (en) | Boat propulsion system and method for controlling boat propulsion system | |
EP2727819B1 (en) | Ship steering device and ship steering method | |
JP5809862B2 (ja) | 船舶操船装置 | |
WO2013118315A1 (ja) | 船外機の制御システム | |
WO2014057722A1 (ja) | 船舶の移動中心推定方法及びシステム | |
JP2010132127A (ja) | 操船支援装置およびそれを備えた船舶 | |
JP2006142880A (ja) | 船外機の制御装置 | |
JP2009067287A (ja) | 船舶 | |
JP2006021557A (ja) | 船外機の制御装置 | |
US9156537B1 (en) | Watercraft propulsion system and propulsion machine controlling method | |
JP2008126774A (ja) | 船舶用操舵装置及び船舶 | |
JP2014024501A (ja) | 船外機 | |
JP2013014173A (ja) | 船舶操船装置 | |
JP5059392B2 (ja) | 航走制御装置およびそれを用いた船舶 | |
JP6667935B2 (ja) | 船舶 | |
JP5289485B2 (ja) | 多機掛け船舶推進機の制御装置 | |
JP6397844B2 (ja) | 船舶 | |
WO2017164392A1 (ja) | 船舶 | |
US20230072127A1 (en) | System for and method of controlling behavior of watercraft | |
US20230373607A1 (en) | Marine vessel and control apparatus for marine vessel | |
US10894589B1 (en) | Ship maneuvering system and ship maneuvering method | |
JP2023037930A (ja) | 船の挙動を制御するためのシステムおよび方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12868266 Country of ref document: EP Kind code of ref document: A1 |
|
REEP | Request for entry into the european phase |
Ref document number: 2012868266 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012868266 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 2012368886 Country of ref document: AU Date of ref document: 20120509 Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14368807 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |