WO2018179447A1

WO2018179447A1 - Ship propulsion device

Info

Publication number: WO2018179447A1
Application number: PCT/JP2017/013856
Authority: WO
Inventors: 崇橋爪; 昭史藤間; 宙山本
Original assignee: 本田技研工業株式会社
Priority date: 2017-03-31
Filing date: 2017-03-31
Publication date: 2018-10-04
Also published as: JPWO2018179447A1; AR111356A1

Abstract

A ship propulsion device according to the present invention is provided with: a plurality of outboard motors installed in a stern of a ship; and a control unit that controls an output of each of the plurality of outboard motors. To turn around the ship during navigation, the control unit controls the plurality of outboard motors such that thrust generated by an outboard motor installed on either the starboard side or the port side is maintained, and at the same time thrust generated by an outboard motor installed on the other side is reduced. Therefore, the fuel efficiency associated with ship navigation can be improved by efficient turning of the ship.

Description

Ship propulsion device

The present invention relates to a ship propulsion apparatus having a plurality of outboard motors attached to the stern of a ship.

In Patent Document 1, in a ship provided with three outboard motors at the stern, the shift position of the port outboard motor is set to the forward position by operating the left and right two levers, and the shift of the other two outboard motors is performed. The movement of the hull that turns rightward by setting the position to the neutral position is described. Similarly, the movement of the hull that turns leftward is described by setting the shift position of the starboard outboard motor to the forward position and the shift positions of the other two outboard motors to the neutral position. Furthermore, the shift of the port outboard motor is set to the reverse position, the shift position of the starboard outboard motor is set to the forward position, and the shift position of the central outboard motor is set to the neutral position. Is also described.

Further, in Patent Document 2, in a two-seat outboard motor type small ship, the output or output direction of the outboard motor inside the turning direction is changed according to the turning angle of each outboard motor. When the turning angle of each outboard motor is 0 °, the ship turns by making the thrust of the other outboard motor larger than the thrust of one outboard motor. It is described.

Japanese Unexamined Patent Publication No. 2014-80082 Japanese Unexamined Patent Publication No. 2012-46185

The ship described in Patent Document 1 described above makes a turn in a desired direction by using the output difference between the left and right outboard motors by setting the shift position of the outboard motor on the turn direction side to the neutral position or the retracted position. However, since the output difference is not controlled, minute turning cannot be performed efficiently. Also, Patent Document 2 described above shows an example of turning by the output difference between the left and right outboard motors when the turning angle of each outboard motor is 0 °. Since the turn is performed by making the thrust of the other outboard motor larger than the thrust, fuel consumption by the two outboard motors may increase every time the turn is performed, and efficient navigation may not be possible.

An object of the present invention is to provide a marine vessel propulsion device that can improve the fuel efficiency of vessel navigation by efficient turning.

The present invention provides the following aspects.
The first aspect is
A plurality of outboard motors attached to the stern of the ship (for example,

outboard motors

12R, 12L, 12r in the embodiments described later);
A control unit that controls each output of the plurality of outboard motors (for example, a control unit 105 in an embodiment described later),
The control unit, when turning the ship in operation, out of the plurality of outboard motors, the outboard motor attached to the starboard side (for example, the starboard side outboard motor 12R in the embodiment described later, 12r) and an outboard motor attached to the port side (for example, a port side outboard motor 12L in the embodiment described later), while maintaining the thrust by either one of the marine vessel propulsion devices. is there.

The second aspect is
A marine vessel propulsion device according to a first aspect,
The controller controls each output of the plurality of outboard motors so that the ship navigates a preset route.

The third aspect is
A marine vessel propulsion device according to a second aspect,
A steering mechanism for steering the ship (for example, a steering wheel 24 in an embodiment described later),
The control unit, when turning the ship in operation according to the operation of the steering mechanism, while maintaining the thrust by either the starboard side outboard motor or the port side outboard motor, Reduce the thrust by.

The fourth aspect is
A ship propulsion device according to any one of the first to third aspects,
The control unit reduces the output of the other outboard motor that reduces thrust, with the operating state at a rotational speed larger than the minimum value of the rotational speed at which the internal combustion engine of the outboard motor can operate independently as a lower limit. .

The fifth aspect is
The marine vessel propulsion device according to any one of the first to fourth aspects,
The direction of each thrust by the plurality of outboard motors when reducing the thrust by the other outboard motor is maintained.

According to the first aspect, since the ship turns by reducing the thrust by the other while maintaining the thrust by either the starboard side outboard motor or the port side outboard motor, a plurality of units are The amount of fuel consumed by the outboard motor can be reduced. As a result, it is possible to reduce the fuel consumption necessary for navigation of the ship and improve the fuel efficiency of the ship navigation.

When a ship navigates a preset route, the turning point and turning angle on the route are known in advance. According to the second aspect, the route according to the turning ability based on the difference in thrust between the starboard side outboard motor and the port side outboard motor is set in advance, and the ship navigates the route, so that the fuel efficient navigation is performed. Is possible.

According to the third aspect, even when the ship is navigating a preset route, when the operation mechanism is operated, the ship is caused by the difference in thrust between the starboard side outboard motor and the port side outboard motor. If it turns, navigation with good fuel efficiency is possible.

According to the fourth aspect, since the output of the outboard motor is reduced in a state where the internal combustion engine of the outboard motor for reducing the thrust can be operated independently, the operation of the outboard motor is not stopped. For this reason, the turning accompanying the navigation of the ship is possible without repeating the operation stop and restart of the outboard motor.

According to the fifth aspect, since the ship turns due to the difference in thrust while maintaining the direction of each thrust of the starboard side outboard motor and the port side outboard motor, the outboard motor requires a configuration for turning. do not do.

It is the perspective view which looked at the ship which has the ship propulsion apparatus which concerns on this invention from back port side upper direction. FIG. 2 is a schematic view showing the arrangement of two outboard motors with respect to the hull when the ship shown in FIG. 1 is viewed from above, and the configuration of a ship propulsion device provided in the ship. (A) is a figure which shows the difference of each output of two outboard motors when a ship turns right with respect to the advancing direction, (b) is when a ship turns left with respect to a advancing direction It is a figure which shows the difference of each output of these two outboard motors. It is a figure which shows the difference of each output of three outboard motors when a three-seat ship turns to the right with respect to the advancing direction. (A) is a figure which shows an example of the difference of each output of four outboard motors when a four-seat ship turns right with respect to the advancing direction, (b) is a figure which shows a four-seat ship. It is a figure which shows the other example of the difference of each output of the four outboard motors when turning right with respect to the advancing direction.

Hereinafter, an embodiment of a ship propulsion apparatus according to the present invention will be described with reference to the drawings. The drawings are to be viewed in the direction of the symbols, and the bow direction is Fr, the stern direction is Rr, the port side is L, and the starboard side is R.

FIG. 1 is a perspective view of a ship having a ship propulsion device according to the present invention as viewed from the upper rear port side. As shown in FIG. 1, a plurality of, specifically two

outboard motors

12R and 12L are attached to the stern of the ship. That is, the hull 10 has multiple outboard motors (two).

The outboard motor (hereinafter referred to as “starboard side outboard motor”) 12R attached to the starboard side and the outboard motor (hereinafter referred to as “port side outboard motor”) 12L attached to the starboard side are respectively propellers 16R. , 16L and an engine (not shown). The propellers 16 </ b> R and 16 </ b> L are rotated by the transmission of engine power and generate thrust for propelling the hull 10. Note that the two

outboard motors

12R and 12L are not provided with a steering mechanism for changing the left and right angles of the shafts (propeller shafts) of the

propellers

16R and 16L with respect to the outboard motor main body.

A remote control box 20 is disposed near the cockpit of the hull 10. The remote control box 20 is provided with a lever 22 that can be operated by the vessel operator. The lever 22 is swingable from the initial position in the front-rear direction (frontward and backward direction of the operator), and a shift change instruction and an engine speed adjustment instruction from the operator are input to the lever 22. In the vicinity of the cockpit, a steering wheel 24 that can be rotated is further arranged. The steering wheel 24 receives a turning instruction from the operator.

FIG. 2 is a schematic diagram showing the arrangement of the two

outboard motors

12R and 12L with respect to the hull 10 when the ship shown in FIG. 1 is viewed from above, and the configuration of the ship propulsion device provided in the ship. . As shown in FIG. 2, the marine vessel propulsion apparatus according to the present embodiment includes two

outboard motors

12R and 12L, a steering wheel 24, a memory 101, a GPS (Global Positioning System) receiver 103, and a control unit 105. And have.

The two

outboard motors

12R and 12L and the steering wheel 24 are as described above. In the memory 101, information related to the route on which the ship navigates is recorded. The GPS receiver 103 detects the position of the hull 10 based on a signal received from a GPS satellite. A signal indicating the position detected by the GPS receiver 103 is sent to the control unit 105.

When the ship navigates the predetermined route recorded in the memory 101, the control unit 105 uses the two outboard motors 12R based on the route information stored in the memory 101 and the position signal obtained from the GPS receiver 103. , 12L are controlled. In addition, even when the ship is navigating the route recorded in the memory 101, the control unit 105 receives the two

outboard motors

12R, 12R according to the turn instruction when the turn instruction is input to the steering wheel 24. Each output of 12L is controlled.

FIG. 3A is a diagram showing the difference between the outputs of the

outboard motors

12R and 12L when the ship turns to the right with respect to the traveling direction, and FIG. It is a figure which shows the difference of each output of

outboard motor

12R, 12L when turning to. When the ship approaches the turning point while navigating the route recorded in the memory 101 in advance, the control unit 105 maintains the thrust by the one outboard motor in accordance with the desired turning direction. Reduce the thrust by. That is, when turning the ship to the right in the traveling direction, as shown in FIG. 3A, the control unit 105 reduces the output of the starboard side outboard motor 12R and turns the ship to the left in the traveling direction. In the case of making it, as shown in FIG.3 (b), the control part 105 reduces the output of the port side outboard motor 12L. At this time, the control unit 105 reduces the output of the outboard motor that reduces the thrust, with the operation state at a rotation speed larger than the minimum value of the engine rotation speed at which the engine of the outboard motor can operate independently as a lower limit. Further, as described above, since each outboard motor is not provided with a steering mechanism, the direction of each thrust of the two

outboard motors

12R and 12L when the thrust is reduced is maintained.

As described above, according to this embodiment, the ship turns by reducing the thrust of the other side while maintaining the thrust of either the starboard side outboard motor 12R or the port side outboard motor 12L. The amount of fuel consumed by the two

outboard motors

12R and 12L when the ship turns can be reduced. As a result, it is possible to reduce the fuel consumption necessary for navigation of the ship and improve the fuel efficiency of navigation.

Further, when the ship navigates a predetermined route recorded in the memory 101, the turning point and the turning angle in the route are known in advance. For this reason, a route corresponding to the turning ability due to the difference in thrust between the starboard side outboard motor 12R and the port side outboard motor 12L is set in advance, and the ship navigates the route, so that fuel efficient navigation is possible. is there.

Further, even when the ship is navigating a predetermined route set in advance, when a turning instruction is input to the steering wheel 24, a difference in thrust between the starboard side outboard motor 12R and the port side outboard motor 12L. If the ship is turned around, navigation with good fuel efficiency is possible.

In addition, since the output of the outboard motor is reduced while the engine of the outboard motor capable of reducing thrust can be operated independently, the operation of the outboard motor is not stopped. For this reason, the turning accompanying the navigation of the ship is possible without repeating the operation stop and restart of the outboard motor.

Further, since the ship turns due to the difference in thrust while maintaining the direction of thrust of the starboard side outboard motor 12R and port side outboard motor 12L, the two

outboard motors

12R and 12L require a steering mechanism. do not do.

Note that the present invention is not limited to the above-described embodiment, and modifications, improvements, and the like can be made as appropriate. For example, the number of outboard motors attached to the stern is not limited to two, and may be three or more.

FIG. 4 is a diagram showing the difference in the outputs of the three outboard motors when a three-seat ship turns to the right with respect to the traveling direction. As shown in FIG. 4, in the above-described control by the control unit 105 when a three-boat vessel turns to the right, the output of the outboard motor located between the starboard side outboard motor 12R and the portside outboard motor 12L. Is not particularly changed. The same applies when turning to the left.

FIGS. 5 (a) and 5 (b) are diagrams showing the differences in the outputs of the four outboard motors when the four-seat ship turns to the right with respect to the traveling direction. In the example shown in FIG. 5A, in the control by the control unit 105 when a four-seat ship turns to the right, two units located between the starboard side outboard motor 12R and the port side outboard motor 12L. The output of the outboard motor is not particularly changed. The same applies when turning to the left. Further, in the example shown in FIG. 5B, in the above-described control by the control unit 105 when a four-boat ship turns to the right, it is located between the starboard side outboard motor 12R and the port side outboard motor 12L. Of the two outboard motors, the output of the outboard motor 12r near the starboard side outboard motor 12R is reduced in the same manner as the starboard side outboard motor 12R. When turning to the left, the output of the outboard motor near the port side outboard motor 12L is reduced in the same manner as the port side outboard motor 12L.

12R starboard side outboard motor 12L port side outboard motor 10 hull 20 remote control box 22 lever 24 steering wheel 101 memory 103 GPS receiver 105 control unit

Claims

A plurality of outboard motors attached to the stern of the ship;
A control unit for controlling each output of the plurality of outboard motors,
The control unit, when turning the ship in navigation, out of the plurality of outboard motors, thrust by either the outboard motor attached to the starboard side and the outboard motor attached to the port side A marine vessel propulsion device that reduces thrust by the other while maintaining the above.
The ship propulsion device according to claim 1,
The said control part is a ship propulsion apparatus which controls each output of the said several outboard motor so that the said ship navigates the path | route previously set.
The ship propulsion device according to claim 2,
A steering mechanism for steering the ship;
The control unit, when turning the ship in operation according to the operation of the steering mechanism, while maintaining the thrust by either the starboard side outboard motor or the port side outboard motor, A ship propulsion device that reduces the thrust caused by
The marine vessel propulsion device according to any one of claims 1 to 3,
The control unit reduces the output of the other outboard motor that reduces thrust, with the operating state at a rotational speed larger than the minimum value of the rotational speed at which the internal combustion engine of the outboard motor can operate independently as a lower limit. , Ship propulsion device.
The marine vessel propulsion device according to any one of claims 1 to 4,
The marine vessel propulsion device, in which the direction of each thrust by the plurality of outboard motors when reducing the thrust by the other outboard motor is maintained.