Patent Application
20240239463
This application claims the benefit of priority to Japanese Patent Application No. 2023-005379 filed on Jan. 17, 2023. The entire contents of this application are hereby incorporated herein by reference.
The present invention relates to watercraft maneuvering systems, and watercraft including the watercraft maneuvering systems.
US 2015/0353128 A1 discloses a steering to be used for a motor vehicle. The steering includes a steering wheel, a steering shaft, a rack shaft and the like. A first pinion gear connected to a first pinion shaft and a second pinion gear connected to a second pinion shaft are meshed with the rack shaft. A clutch is provided between the first pinion shaft and the steering shaft, and the transmission of a steering force between the steering shaft and the first pinion shaft can be turned on and off by connecting and disconnecting the clutch. A first steering motor and a second steering motor are respectively connected to the first pinion shaft and the second pinion shaft via worm gears. With the clutch disconnected, the first steering motor and/or the second steering motor are driven according to the operation of the steering wheel such that vehicle wheels are steered in a steer-by-wire mode.
If the steer-by-wire mode is actuated as usual during an idling stop period, a battery voltage is reduced, thus influencing the other electric systems. When the engine of the motor vehicle is stopped by an idling stop function and no start request is applied, therefore, a limiter process is performed to limit an electric current command to be applied to the first steering motor and the second steering motor, thus reducing power consumption.
The inventors of example embodiments of the present invention described and claimed in the present application conducted an extensive study and research regarding a watercraft maneuvering system, and in doing so, discovered and first recognized new unique challenges and previously unrecognized possibilities for improvements as described in greater detail below.
In US 2015/0353128 A1, there is no description of a steering for a watercraft. Further, there is no detailed description of a limiter process to be performed during the idling stop period.
Example embodiments of the present invention provide watercraft maneuvering systems each able to control a steering actuator in a manner suitable for a watercraft including a propulsion device, and watercraft including the watercraft maneuvering systems.
In order to overcome the previously unrecognized and unsolved challenges described above, an example embodiment of the present invention provides a watercraft maneuvering system, which includes a plurality of propulsion devices provided on a hull, a plurality of steerings respectively corresponding to the plurality of propulsion devices and each including a steering actuator to change a steering angle of the corresponding propulsion device, a plurality of steering angle sensors respectively corresponding to the plurality of propulsion devices to detect the steering angle of the corresponding propulsion device, and a plurality of steering controllers respectively corresponding to the plurality of steerings and each configured or programmed to control the steering actuator of the corresponding steering. The steering controllers are each configured or programmed to feedback-control the corresponding steering actuator based on the output signal of the corresponding steering angle sensor so as to achieve a target steering angle. The feedback control includes a first mode in which a first feedback parameter is used, and a second mode in which a second feedback parameter different from the first feedback parameter is used. The steering controllers are each configured or programmed to perform the feedback control in the first mode when at least one of the propulsion devices is operating, and to perform the feedback control in the second mode when all the propulsion devices are not operating.
With this arrangement, the steering angles of the propulsion devices are each changed by the corresponding steering. The steering controllers are configured or programmed to control the steering actuator of the corresponding steering and perform the feedback control based on the output signal of the corresponding steering angle sensor. The control mode of the steering controllers includes the first mode in which the first feedback parameter is used, and the second mode in which the second feedback parameter is used. The first mode or the second mode is properly selected according to the operation states of the propulsion devices. Specifically, when at least one of the propulsion devices is operating, the first mode is selected. When all the propulsion devices are not operating, the second mode is selected. Thus, the steering actuators can be controlled in a manner suitable for a watercraft including the propulsion devices.
In an example embodiment of the present invention, the steering controllers are each configured or programmed to perform the feedback control in the first mode when at least one of the propulsion devices has an unknown operation state.
With this arrangement, even when at least one of the propulsion devices has an unknown operation state, the steering actuators can be controlled by properly determining the feedback parameter.
In an example embodiment of the present invention, the steering controllers are each configured or programmed to acquire information about the operation states of the respective propulsion devices through communications via a communication network and to perform the feedback control in the first mode when a communication failure occurs in the communication network.
If a communication failure occurs in the communication network, there is a possibility that at least one of the propulsion devices has an unknown operation state. In an example embodiment, therefore, the steering controllers are configured or programmed to perform the feedback control in the first mode when a communication failure occurs in the communication network. Thus, where there is a possibility that at least one of the propulsion devices has an unknown operation state, the steering actuators can be controlled by using the first feedback parameter.
In an example embodiment of the present invention, the second feedback parameter is defined so that the steering actuators are lower in at least one of responsiveness or steering speed in the second mode than in the first mode.
With this arrangement, the steering actuators are reduced in at least one of the responsiveness or the steering speed in the second mode in which the second feedback parameter is used, so that energy consumption can be correspondingly reduced. The second mode is used when all the propulsion devices are not operating and, therefore, the responsiveness and the steering speed are less important. In addition, the operation noises of the steerings can also be reduced by the reduction in at least one of the responsiveness or the steering speed. The second mode is used when all the propulsion devices are not operating. This means that the second mode is used where the propulsion devices generate no operation noises. Therefore, the operation noises of the steerings can be reduced when all the propulsion devices are not operating. Thus, the watercraft maneuvering system has excellent quietness and product value. A steering operation is performed with all the propulsion devices out of operation mainly when the watercraft is subjected to pre-departure inspection or maintenance. With lower requirements for the responsiveness and/or the steering speed, therefore, the product value of the watercraft maneuvering system can be rather improved by properly setting the feedback parameter in consideration of the energy saving and the quietness.
On the other hand, the first feedback parameter is used to improve the responsiveness and/or the steering speed of the steering actuators in the first mode which is used when at least one of the propulsion devices is operating. Thus, the watercraft maneuvering system has excellent steering responsiveness. In the presence of the operation noises of the propulsion devices, the operation noises of the steerings are less noticeable and, therefore, do not influence the product value of the watercraft maneuvering system.
When at least one of the propulsion devices is operating, the steering actuators of all the steerings are feedback-controlled in the first mode and, therefore, the steerings are operated at the same steering speed with the same responsiveness. Even if the propulsion devices are disposed adjacent to each other, therefore, the propulsion devices can be steered in synchronism without interference between the adjacent propulsion devices.
In an example embodiment of the present invention, the second feedback parameter is smaller than the first feedback parameter.
In general, the responsiveness and/or the steering speed are reduced by reducing the feedback parameter. This correspondingly improves the energy saving, and correspondingly reduces the operation noises.
In an example embodiment of the present invention, the propulsion devices each include an engine to generate a propulsive force by the driving force of the engine. The steering controllers are each configured or programmed to perform the feedback control in the first mode when the engine of at least one of the propulsion devices is operating, and to perform the feedback control in the second mode when the engines of all the propulsion devices are not operating.
With this arrangement, the steering actuators of the steerings can be feedback-controlled in a proper mode according to the operation states of the engines of the propulsion devices.
Where the second feedback parameter is defined so that the steering actuators are lower in at least one of the responsiveness or the steering speed in the second mode than in the first mode, the operation noises of the steerings can be reduced when the engines of all the propulsion devices are not operating. Further, when the engines of any of the propulsion devices are operating, the first mode is used in which the responsiveness and/or the steering speed are more important.
In an example embodiment of the present invention, the propulsion devices each include a power generator to generate electric power by the driving force of the engine. The steering actuators are each operated with electric power supplied from a battery charged with the electric power generated by the power generator. The second feedback parameter is defined so that the steering actuators are lower in power consumption in the second mode than in the first mode.
With this arrangement, when the engines of all the propulsion devices are not operating and, therefore, none of the power generators of the propulsion devices generate electric power to make it possible to charge the battery, the second feedback parameter is used to save power. This decreases or minimizes a reduction in residual battery capacity.
Another example embodiment of the present invention provides a watercraft maneuvering system including a propulsion device provided on a hull and including an engine to generate a propulsive force by the driving force of the engine, a steering including a steering actuator to change a steering angle of the propulsion device, a steering angle sensor to detect the steering angle, and a steering controller configured or programmed to feedback-control the steering actuator based on an output signal of the steering angle sensor so as to achieve a target steering angle. The steering controller is configured or programmed to perform the feedback control in a first mode in which a first feedback parameter is used when the engine is operating, and to perform the feedback control in a second mode in which a second feedback parameter is used when the engine is not operating, the second feedback parameter being defined so that the steering actuator has a smaller power consumption than in the first mode.
With this arrangement, when the engine of the propulsion device is not operating, the second feedback parameter is used to save power. When the engine of the propulsion device is operating, on the other hand, the steering actuator is feedback-controlled in the first mode in which the first feedback parameter is used and the responsiveness and/or the steering speed are excellent. Thus, the steering actuator can be controlled in a manner suitable for a watercraft including the propulsion device having the engine as its drive source.
In an example embodiment of the present invention, the propulsion device includes a power generator to generate electric power by the driving force of the engine. The steering actuator is operated by electric power supplied from a battery charged with the electric power generated by the power generator.
With this arrangement, when the engine of the propulsion device is not operating and, therefore, the power generator does not generate electric power to make it possible to charge the battery, the second feedback parameter is used to save power. This decreases or minimizes a reduction in residual battery capacity.
In an example embodiment of the present invention, the second feedback parameter is smaller than the first feedback parameter.
In general, the responsiveness and/or the steering speed are reduced by reducing the feedback parameter. This correspondingly improves the energy saving, and correspondingly reduces the operation noise.
In an example embodiment of the present invention, the second feedback parameter is defined so that at least one of the responsiveness or the steering speed of the steering actuator is lower than that for the first feedback parameter.
With this arrangement, at least one of the responsiveness or the steering speed of the steering actuator is reduced in the second mode in which the second feedback parameter is used such that the energy consumption can be correspondingly reduced. The second mode is used when the engine of the propulsion device is not operating and, therefore, the responsiveness and the steering speed are less important. In addition, the operation noise of the steering can also be reduced by the reduction in at least one of the responsiveness or the steering speed. The second mode is used when the engine of the propulsion device is not operating. This means that the second mode is used when there is no engine sound. Therefore, the operation noise of the steering can be reduced when the engine of the propulsion device is not operating. Thus, the watercraft maneuvering system has excellent quietness and product value. A steering operation is performed with the engine of the propulsion device out of operation mainly when the watercraft is subjected to pre-departure inspection or maintenance. With lower requirements for the responsiveness and/or the steering speed, therefore, the product value of the watercraft maneuvering system can be improved by properly setting the feedback parameter in consideration of the energy saving and the quietness.
On the other hand, the first feedback parameter is used to improve the responsiveness and/or the steering speed of the steering actuator in the first mode which is used when the engine of the propulsion device is operating. Thus, the watercraft maneuvering system has excellent steering responsiveness. In the presence of the engine sound, the operation noise of the steering is less noticeable and, therefore, does not influence the product value of the watercraft maneuvering system.
Another further example embodiment of the present invention provides a watercraft maneuvering system including a propulsion device provided on a watercraft, a steering including a steering actuator to change a steering angle of the propulsion device, a steering angle sensor to detect the steering angle, and a steering controller configured or programmed to feedback-control the steering actuator based on an output signal of the steering angle sensor to achieve a target steering angle. The feedback control includes a first mode in which a first feedback parameter is used, and a second mode in which a second feedback parameter smaller than the first feedback parameter is used. The steering controller is configured or programmed to select the first mode or the second mode based on a predetermined mode selection criterion.
With this arrangement, the control mode of the steering controller includes the first mode in which the first feedback parameter is used and the second mode in which the second feedback parameter is used, and the first mode or the second mode is properly selected based on the predetermined mode selection criterion. Thus, the steering actuator can be controlled in a manner suitable for the watercraft including the propulsion device.
In an example embodiment of the present invention, the predetermined mode selection criterion includes a criterion related to the charge/discharge state of a battery that supplies electric power to the steering actuator.
Specific examples of the criterion related to the battery charge/discharge state include whether or not the battery is currently charged, and whether or not a residual battery capacity is higher than a predetermined threshold. For example, the first mode may be used if the battery is currently charged, and the second mode may be used if the charging of the battery is stopped. Further, the first mode may be used if the residual battery capacity is higher than the predetermined threshold, and the second mode may be used if the residual battery capacity is lower than the threshold.
The propulsion device may include an engine, and the battery may be charged by a power generator driven by the engine. In this case, the charging of the battery is stopped when the engine is not operating. Therefore, the criterion related to the charge/discharge state of the battery may be whether or not the engine is operating.
In an example embodiment of the present invention, the predetermined mode selection criterion includes a criterion related to information about the operation state of the propulsion device.
For example, the first mode may be used if the propulsion device is operating, and the second mode may be used if the propulsion device is not operating.
The operation state of the propulsion device may be the operation state of a prime mover provided in the propulsion device. The prime mover may be an engine (internal combustion engine) or may be an electric motor.
In an example embodiment of the present invention, the watercraft maneuvering system further includes a second propulsion device different from the first propulsion device. The predetermined mode selection criterion includes a criterion related to information about the operation state of the second propulsion device.
For example, the first mode may be used when at least one of the first and second propulsion devices is operating, and the second mode may be used if the first and second propulsion devices are not operating.
In an example embodiment of the present invention, the watercraft maneuvering system further includes a network to provide information communications in the watercraft maneuvering system. The predetermined mode selection criterion includes a criterion related to the communication state of the network.
For example, if a communication error occurs in the network, the first mode may be used to prevent the use of the second mode.
Still another example embodiment of the present invention provides a watercraft including a hull, and a watercraft maneuvering system provided on the hull and including any of the aforementioned features.
The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the example embodiments with reference to the attached drawings.
A usable space 4 for passengers is provided inside the hull 2. A helm seat 5 is provided in the usable space 4. A steering wheel 6, a remote control lever 7, a joystick 8, a gauge 9 (display panel) and the like are provided in association with the helm seat 5. The steering wheel 6 is an exemplary steering operator to be operated by a user (an operator) to change the course of the watercraft 1. The remote control lever 7 is an operator to be operated by the user to change the magnitudes (outputs) and the directions (forward or reverse directions) of the propulsive forces of the respective outboard motors OM, and corresponds to an acceleration operator. In the present example embodiment, the remote control lever 7 includes two remote control levers 7s, 7p for the two outboard motors OMs, OMp. The joystick 8 is an operator to be operated instead of the steering wheel 6 and the remote control lever 7 by the user for maneuvering the watercraft. The joystick 8 is another exemplary steering operator. The gauge 9 is a display device on which information regarding watercraft maneuvering is displayed, and is an exemplary informing device.
The outboard motors OM may each be an engine outboard motor or an electric outboard motor. In
Power generated by the engine 23 is transmitted to the propeller 20 via the shift mechanism 24. The shift mechanism 24 is configured to select a shift position from a forward shift position, a reverse shift position, and a neutral shift position. With the shift position set to the forward shift position, the propeller 20 is rotated in a forward rotation direction by the transmission of the rotation of the engine 23 such that the outboard motor OM is brought into a forward drive state to generate a forward propulsive force. With the shift position set to the reverse shift position, the propeller 20 is rotated in a reverse rotation direction by the transmission of the rotation of the engine 23 such that the outboard motor OM is brought into a reverse drive state to generate a reverse propulsive force. With the shift position set to the neutral shift position, the power transmission between the engine 23 and the propeller 20 is interrupted such that the outboard motor OM is brought into an idling state.
The outboard motors OM each further include a throttle actuator 27 and a shift actuator 28, which are controlled by the outboard motor controller 21. The throttle actuator 27 is an electric actuator (typically including an electric motor) that actuates a throttle valve (not shown) of the engine 23. The shift actuator 28 is an actuator (typically including an electric motor) that actuates the shift mechanism 24.
The steerings STG each include a steering controller 22 and a steering actuator 25. The steering controller 22 drives the steering actuator 25. The steering actuator 25 is a drive source of the steering STG, and typically includes an electric motor. The steering actuator 25 may include a ball screw mechanism to be driven by the electric motor. Alternatively, the steering actuator 25 may be a hydraulic actuator including a hydraulic cylinder to which a hydraulic oil is supplied by a pump (electric pump) driven by the electric motor.
In the present example embodiment, the steerings STG are each configured as a separate unit from the corresponding outboard motor OM, and attached to the stern 3. Alternatively, the steerings STG may be each unified with the corresponding outboard motor OM, and incorporated in the outboard motor OM. Further, a portion (e.g., the steering controller 22) of the steering STG may be incorporated in the body of the corresponding outboard motor OM. A steering angle sensor 29 to detect the steering angle is incorporated in the steering STG. The steering angle sensor 29 may be a position sensor to detect the position of a movable portion of the steering actuator 25. Alternatively, the steering angle sensor 29 may be a position sensor to detect the position of a movable portion of a link mechanism (not shown) which transmits the drive force of the steering actuator 25 to the outboard motor OM. Thus, the steering angle sensor 29 outputs a signal indicating the steering angle of the outboard motor OM. The position sensor may be a noncontact magnetic sensor including, for example, a Hall device and a magnet.
The steering wheel 6 is configured to be rotatable about its rotation axis. The steering wheel 6 is a steering operator having a limitless rotation operation range with no operation range limits. An operation speed sensor 12 to detect the speed of the rotation operation of the steering wheel 6 (the operation speed of the steering wheel 6) is provided in association with the steering wheel 6. The operation speed sensor 12 is an exemplary operation amount sensor to detect the operation amount of the steering wheel 6. The operation speed sensor 12 detects an operation amount per unit time as the operation speed of the steering wheel 6, and generates a signal indicating the operation speed. The output signal of the operation speed sensor 12 is inputted to a helm controller 16. In association with the rotation shaft of the steering wheel 6, a brake 13 (typically, an electromagnetic brake) is provided as a rotation restrictor to restrict the rotation of the steering wheel 6. The brake 13 is controlled by the helm controller 16 to restrict the rotation of the rotation shaft of the steering wheel 6 to thus restrict the rotation of the steering wheel 6.
As described above, the steering wheel 6 has the limitless rotation operation range, and is limitlessly rotatable leftward and rightward. On the other hand, the steering ranges of the outboard motors OM each have mechanical limitation, i.e., each have a right steering limit and a left steering limit. Therefore, when the steering angles of the outboard motors OM each correspond to the right steering limit or the left steering limit, the helm controller 16 actuates the brake 13 to restrict the rotation of the steering wheel 6. Thus, the user who operates the steering wheel 6 can recognize, through tactile feedback from the steering wheel 6, that the steering angles of the outboard motors OM reach either of the steering limits. The right steering limit and the left steering limit of the steering range of each of the outboard motors OM to be steered by the steerings STG are often set inward of the mechanical steering limits of the outboard motor OM (closer to a neutral steering angle position).
The two remote control levers 7s, 7p to be operated by the user are provided in a pivotally operable manner in a remote control unit 17. The remote control unit 17 further includes two operation position sensors 19s, 19p (hereinafter sometimes referred to generally as “operation position sensors 19”) that respectively detect the operation positions of the remote control levers 7s, 7p. The output signals of the operation position sensors 19 are inputted to two remote control ECUs (Electronic Control Units) 51s, 51p. The two remote control ECUs 51s, 51p (hereinafter sometimes referred to generally as “remote control ECUs 51”) are provided in association with the two outboard motors OMs, OMp, respectively.
The outboard motor controllers 21 of the outboard motors OM and the steering controllers 22 of the steerings STG are connected to an outboard motor control network 56. Further, the helm controller 16 and the remote control ECUs 51 are connected to the outboard motor control network 56. The outboard motor control network 56 includes a communication line 57 that connects together the two steering controllers 22 respectively provided in the two steerings STGs, STGp to define a ring-shaped network as a whole. The outboard motor controllers 21 each monitor the operation state of the corresponding engine 23 and, for example, periodically output information about the operation state to the outboard motor control network 56. The information about the operation state includes at least information indicating whether the engines 23 are operating or out of operation. For example, the outboard motor controllers 21 are each able to detect the operation state of the corresponding engine 23 based on information about the rotation speed of the engine 23.
The helm controller 16 applies the operation speed detected by the operation speed sensor 12 to the steering controllers 22 via the outboard motor control network 56. The steering controllers 22 each control the corresponding steering actuator 25 according to the operation speed applied from the helm controller 16. The steering controllers 22 may each output the steering angle of the corresponding outboard motor OM detected by the corresponding steering angle sensor 29 or a target steering angle (to be described below) to the outboard motor control network 56. The steering controllers 22 may each apply a helm lock command to the helm controller 16 when the steering angle of the corresponding outboard motor OM reaches either of the steering limits. Upon reception of the helm lock command from the steering controller 22, the helm controller 16 actuates the brake 13 to restrict the rotation of the steering wheel 6.
The steering controllers 22 may each apply the helm lock command to the helm controller 16, for example, when the target steering angle (to be described below) has a value corresponding to either of the steering limits. Further, the steering controllers 22 may each apply the helm lock command to the helm controller 16 when the steering angle (actual steering angle) detected by the corresponding steering angle sensor 29 has the value corresponding to either of the steering limits. The helm lock command is exemplary steering angle information indicating that the steering angle of the outboard motor OM corresponds to either of the steering limits.
Instead of the steering controllers 22 each outputting the helm lock command, the helm controller 16 may actuate the brake 13 according to the target steering angle or the actual steering angle appearing on the outboard motor control network 56. That is, the helm controller 16 may be configured to actuate the brake 13 to restrict the rotation of the steering wheel 6 when the target steering angle or the actual steering angle has the value corresponding to either of the steering limits.
The remote control ECUs 51 each generate a propulsive force command according to the position of the corresponding remote control lever 7 detected by the corresponding operation position sensor 19, and each supply the propulsive force command to the corresponding outboard motor controller 21 via the outboard motor control network 56. The propulsive force command includes a shift command and an output command. The outboard motor controllers 21 each control the corresponding shift actuator 28 based on the shift command to control the shift position of the corresponding shift mechanism 24. The outboard motor controllers 21 each control the corresponding throttle actuator 27 based on the output command to thus control the output (rotation speed) of the corresponding engine 23.
The main controller 50 is connected to the remote control ECUs 51 via an onboard network 55 (CAN: Control Area Network). A joystick unit 18 is connected to the main controller 50. The joystick unit 18 includes the joystick 8, which can be inclined forward, backward, leftward, and rightward (i.e., in all 360-degree directions) and can be pivoted (twisted) about its axis. Though not shown, the joystick unit 18 includes an inclination sensor to detect the inclination operation direction and the inclination operation amount of the joystick 8, and a pivot sensor to detect the pivot operation direction and the pivot operation amount of the joystick 8. The inclination sensor includes an anteroposterior component sensor to detect the anteroposterior inclination component of the joystick 8, and a lateral component sensor to detect the lateral inclination component of the joystick 8. The detection values of the inclination sensor and the pivot sensor are inputted to the main controller 50.
In this example, the joystick unit 18 further includes a plurality of operation buttons. The operation buttons include a joystick button 180, and holding mode setting buttons 181 to 183. The joystick button 180 is an operator to be operated by the user to select a control mode (watercraft maneuvering mode) using the joystick 8, i.e., a joystick mode. The holding mode setting buttons 181 to 183 are operation buttons to be operated by the user to select position/azimuth holding control modes (exemplary automatic watercraft maneuvering modes). More specifically, the holding mode setting button 181 is operated to select a fixed point holding mode (Stay Point™) in which the position and the bow azimuth (or the stern azimuth) of the watercraft are maintained. The holding mode setting button 182 is operated to select a position holding mode (Fish Point™) in which the position of the watercraft is maintained but the bow azimuth (or the stern azimuth) of the watercraft is not maintained. The holding mode setting button 183 is operated to select an azimuth holding mode (Drift Point™) in which the bow azimuth (or the stern azimuth) of the watercraft is maintained but the position of the watercraft is not maintained.
Further, a GPS (Global Positioning System) receiver 52, an azimuth sensor 53, an application switch panel 60 and the like are connected to the onboard network 55. The GPS receiver 52 is an exemplary position detecting device. The GPS receiver 52 detects the position of the watercraft 1 by receiving radio waves from an artificial satellite orbiting the earth, and outputs position data indicating the position of the watercraft 1 and speed data indicating the moving speed of the watercraft 1. The main controller 50 acquires the position data and the speed data, which are used to control and display the position and/or the azimuth of the watercraft 1. The GPS is a specific example of GNSS (Global Navigation Satellite System). The azimuth sensor 53 detects the azimuth of the watercraft 1, and generates azimuth data, which is used by the main controller 50.
The application switch panel 60 includes a plurality of function switches 61 to be operated to apply predefined function commands. For example, the function switches 61 may include switches for automatic watercraft maneuvering commands. More specifically, a command for a bow holding mode (Heading Hold) in which an automatic steering operation is performed to maintain the bow azimuth during forward sailing may be assigned to one of the function switches 61, and a command for a straight sailing holding mode (Course Hold) in which an automatic steering operation is performed to maintain the bow azimuth and a straight course during forward sailing may be assigned to another of the function switches 61. Further, a command for a checkpoint following mode (Track Point) in which an automatic steering operation is performed to follow a course (route) passing through specified checkpoints may be assigned to further another of the function switches 61, and a command for a pattern sailing mode (Pattern Steer) in which an automatic steering operation is performed to follow a predetermined sailing pattern (zig-zag pattern, spiral pattern or the like) may be assigned to still another of the function switches 61. These modes are exemplary automatic watercraft maneuvering modes.
Further, the gauge 9 is connected to the onboard network 55. The gauge 9 is a display device that displays various information for the watercraft maneuvering. The gauge 9 can communicate, for example, with the main controller 50, the remote control ECUs 51 and the like. Thus, the gauge 9 can display the operation states of the outboard motors OM, the position and/or the azimuth of the watercraft 1 and other information. The gauge 9 may include an input device 10 such as a touch panel and buttons. The input device 10 may be operated by the user to set various settings and provide various commands such that operation signals are outputted to the onboard network 55. An additional network other than the onboard network 55 may be provided to transmit display control signals related to the gauge 9.
The main controller 50 includes a processor and a memory (both not shown), and is configured or programmed so that the processor executes a program stored in the memory to perform a plurality of functions. The main controller 50 includes a plurality of control modes. The control modes of the main controller 50 are classified into an ordinary watercraft maneuvering mode, the joystick mode, or the automatic watercraft maneuvering mode in terms of the operation system.
The ordinary watercraft maneuvering mode is a control mode in which a steering control operation is performed according to the operation of the steering wheel 6 and a propulsive force control operation is performed according to the operation of the remote control levers 7s, 7p. In the present example embodiment, the ordinary watercraft maneuvering mode is a default control mode of the main controller 50. In the steering control operation, specifically, the steering controllers 22 each drive the corresponding steering actuator 25 according to an operation speed signal generated by the operation speed sensor 12 according to the operation of the steering wheel 6 or a steering angle command (specifically, a target steering angle command) generated by the corresponding remote control ECU 51. Thus, the outboard motors OM are steered leftward and rightward to change the directions of the propulsive forces to be applied to the hull 2 leftward and rightward. In the propulsive force control operation, specifically, the outboard motor controllers 21 each drive the corresponding shift actuator 28 and the corresponding throttle actuator 27 according to the propulsive force command (the shift command and the output command) applied thereto by the corresponding remote control ECU 51. Thus, the shift positions of the outboard motors OM are each set to the forward shift position, the reverse shift position, or the neutral shift position, and the engine outputs (specifically, the engine rotation speeds) are changed.
The joystick mode is a control mode in which the steering control operation and the propulsive force control operation are performed according to the operation signal of the joystick 8. In the joystick mode, the steering control operation and the propulsive force control operation are performed according to the operation of the joystick 8. That is, the main controller 50 applies the steering angle command and the propulsive force command to the remote control ECUs 51 according to the operation of the joystick 8. The remote control ECUs 51 each apply the steering angle command to the corresponding steering controller 22, and each apply the propulsive force command to the corresponding outboard motor controller 21.
The automatic watercraft maneuvering mode is a control mode in which the steering control operation and/or the propulsive force control operation are automatically performed by the functions of the main controller 50 and the like without the operation of the steering wheel 6, the remote control lever 7, and the joystick 8. That is, an automatic watercraft maneuvering operation is performed. The automatic watercraft maneuvering operation includes an automatic watercraft maneuvering operation to be performed on a sailing basis during sailing, and an automatic watercraft maneuvering operation to be performed on a position/azimuth holding basis to maintain one or both of the position and the azimuth of the watercraft 1. Examples of the automatic watercraft maneuvering operation on the sailing basis include the automatic steering operations to be selected by operating the function switches 61. Examples of the automatic watercraft maneuvering operation on the position/azimuth holding basis include watercraft maneuvering operations to be performed in the fixed point holding mode, the position holding mode, and the azimuth holding mode which are respectively selected by operating the holding mode setting buttons 181, 182, and 183. In the automatic watercraft maneuvering mode, the main controller 50 generates the steering angle command and the propulsive force command by using the position information generated by the GPS receiver 52 and/or the azimuth information generated by the azimuth sensor 53. In the automatic watercraft maneuvering mode, the main controller 50 applies the steering angle command and the propulsive force command to the remote control ECUs 51, and the remote control ECUs 51 each apply the steering angle command to the corresponding steering controller 22 and apply the propulsive force command to the corresponding outboard motor controller 21 as in the joystick mode.
In the joystick mode and the automatic watercraft maneuvering mode, the helm controller 16 does not need to supply the output of the operation speed sensor 12 to the outboard motor control network 56. Alternatively, the steering controllers 22 may be each configured or programmed so as not to respond to the operation speed signal outputted to the outboard motor control network 56 by the helm controller 16 when the steering angle command is applied from the corresponding remote control ECU 51.
The cylinder tube 47 and the piston rod 44 each extend laterally. The opposite end portions of the piston rod 44 are connected to the swivel bracket 33 of the corresponding outboard motor OM. The inside space of the cylinder tube 47 is partitioned into a right cylinder chamber 41 and a left cylinder chamber 42 by the piston 43. The cylinder tube 47 is linked to the steering arm 34 of the outboard motor OM. The cylinder tube 47 is guided by the piston rod 44 to be movable leftward and rightward. Thus, the steering arm 34 of the outboard motor OM is moved leftward and rightward to thus pivot (steer) the outboard motor OM about its steering shaft 35 leftward and rightward.
The hydraulic circuit 46 is connected to the right cylinder chamber 41 and the left cylinder chamber 42. The electric motor M is rotatable in normal and reverse rotation directions, and the hydraulic pump 45 pumps the hydraulic oil into one of the two cylinder chambers 41, 42 according to the rotation direction of the electric motor M. Thus, the cylinder tube 47 is moved leftward or rightward so that the one cylinder chamber has a greater volume and the other cylinder chamber has a smaller volume.
The electric motor M and the hydraulic pump 45 define the electric pump. Further, the steering actuator 25 of the steering STG includes a hydraulic actuator defined by the electric motor M, the hydraulic pump 45, the hydraulic circuit 46, and the hydraulic cylinder 40. The steering angle sensor 29 of the steering STG may be operable to detect the lateral position of the cylinder tube 47. Alternatively, the steering angle sensor 29 may be operable to detect the rotational position of the steering arm 34. Thus, the steering angle sensor 29 detects the steering angle of the outboard motor OM.
A bypass oil channel 46a through which the left and right cylinder chambers 41, 42 communicate with each other, and a relief valve 46b that opens and closes the bypass oil channel 46a are preferably provided in the hydraulic circuit 46. By manually opening the relief valve 46b, the left and right cylinder chambers 41, 42 communicate with each other through the bypass oil channel 46a. Therefore, the user can manually steer the outboard motor OM leftward and rightward by applying an external force to the outboard motor OM. By manually closing the relief valve 46b, the user can maintain the outboard motor OM at a desired steering angle. Thus, a manual operation mechanism for an emergency can be provided by the relief valve 46b and the like.
The feedback control portion 70 feedback-controls the steering actuator 25 (more specifically, the electric motor M) based on the output signal (operation speed signal) of the steering angle sensor 29 so as to achieve the target steering angle.
The feedback control portion 70 functions as a target steering angle computation portion 71, a deviation computation portion 72, a PID (Proportional Integral Differential) control portion 73, and a PWM (Pulse Width Modulation) signal generation portion 74. The target steering angle computation portion 71 computes the target steering angle based on the operation speed signal applied from the helm controller 16. Specifically, the target steering angle computation portion 71 computes the target steering angle by summing operation speed signals. An initial value for the summation is the steering angle detected by the steering angle sensor 29. The deviation computation portion 72 computes the deviation of the steering angle (actual steering angle) detected by the steering angle sensor 29 from the target steering angle. The target steering angle to be used may be the target steering angle computed by the target steering angle computation portion 71, or may be the target steering angle included in the steering angle command applied from the corresponding remote control ECU 51. The PID control portion 73 performs a proportional integral differential operation on the deviation computed by the deviation computation portion 72 to generate a control value to reduce the deviation. The PWM signal generation portion 74 generates a PWM signal having a duty ratio according to the control value. The drive circuit 66 is driven based on the PWM signal generated by the PWM signal generation portion 74.
The drive circuit 66 includes an H-type bridge circuit connected to the battery 15 (also see
When the electric motor M is driven in the forward rotation direction, for example, the lower arm switching device L1 of the first series circuit and the upper arm switching device U2 of the second series circuit are maintained in an OFF state. Then, the upper arm switching device U1 of the first series circuit and the lower arm switching device L2 of the second series circuit are turned on and off by the PWM signal. When the electric motor M is driven in the reverse rotation direction, the upper arm switching device U1 of the first series circuit and the lower arm switching device L2 of the second series circuit are maintained in an OFF state. Then, the lower arm switching device L1 of the first series circuit and the upper arm switching device U2 of the second series circuit are turned on and off by the PWM signal.
Thus, the drive circuit 66 is driven by the PWM signal having the duty ratio according to the deviation (steering angle deviation) of the actual steering angle from the target steering angle such that the voltage is applied to the electric motor M to reduce the steering angle deviation. Thus, the steering angle of the outboard motor OM is adjusted to the target steering angle. That is, the steering actuator 25 is feedback-controlled so that the actual steering angle detected by the steering angle sensor 29 approaches the target steering angle.
An electric current sensor 68 (electric current detection circuit) detects electric current (motor current) supplied from the drive circuit 66 to the electric motor M. The output signal of the electric current sensor 68 is inputted to the processing unit 65. The processing unit 65 can detect the motor current based on the output signal of the electric current sensor 68. The processing unit 65 may monitor the motor current and, as required, restrict the duty ratio of the PWM signal to restrict the voltage to be applied to the electric motor M.
The parameter changing portion 80 changes a parameter for the proportional integral differential operation to be performed in the PID control portion 73. Specifically, one or both of a proportional gain and an integral gain are changed. More specifically, the parameter changing portion 80 selects either one of a first feedback parameter and a second feedback parameter different from each other based on a predetermined mode selection criterion, and sets the selected feedback parameter in the PID control portion 73. The feedback control portion 70 includes a first mode in which the first feedback parameter is used, and a second mode in which the second feedback parameter is used. The feedback control portion 70 performs the feedback control in either of the first and second modes.
The second feedback parameter may be defined so that one or both of the responsiveness and the steering speed of the steering actuator 25 are lower in the second mode than in the first mode. Alternatively, the second feedback parameter may be defined so that the power consumption of the steering actuator 25 is lower in the second mode than in the first mode. That is, the second feedback parameter may be smaller than the first feedback parameter.
The predetermined mode selection criterion may include a criterion related to the charge/discharge state of the battery 15 which supplies the electric power to the steering actuator 25. The predetermined mode selection criterion may include a criterion related to information about the operation state of the corresponding outboard motor OM, more specifically, a criterion related to information about the operation state of the engine 23 of the outboard motor OM. The predetermined mode selection criterion may include a criterion related to the operation state of the other outboard motor OM (e.g., the operation state of the engine of the other outboard motor OM). Further, the predetermined mode selection criterion may include a criterion related to the communication state of one or both of the outboard motor control network 56 and the onboard network 55.
More specifically, when the engine 23 of at least one of the two outboard motors OM (the starboard-side outboard motor OMs and the port-side outboard motor OMp) is operating, the steering controllers 22 of the two steerings STG (STGs, STGp) each perform the feedback control in the first mode. When at least one of the steering controllers 22 of the two steerings STG detects a communication failure and, therefore, the engine 23 of at least one of the outboard motors OM has an unknown operation state, the steering controllers 22 of the two steerings STG each perform the feedback control in the first mode. If neither of the steering controllers 22 detects a communication failure and the engines 23 of the two outboard motors OM are not operating, the two steering controllers 22 each perform the feedback control in the second mode.
That is, when the engine 23 of at least one of the outboard motors OM is operating when neither of the steering controllers 22 of the respective steerings STG detects a communication failure and, therefore, it is possible to acquire the information about the operation states of the engines 23 of the two outboard motors OM, the feedback control is performed in the first mode. When the engines 23 of the outboard motors OM are not operating, the feedback control is performed in the second mode.
When at least one of the outboard motors OM has an unknown operation state due to a communication failure, the steering controllers 22 of the steerings STG each perform the feedback control in the first mode.
The onboard network 55 and the outboard motor control network 56 are examples of the communication network. The main controller 50, the remote control ECUs 51, the outboard motor controllers 21, and the steering controllers 22 each perform a communication failure detecting process, and output a communication failure detection signal to the networks 55, 56 when a communication failure is detected. The steering controllers 22 detect a communication failure not only by performing their own process but also by receiving a communication failure detection signal outputted to the networks 55, 56.
The outboard motor controllers 21 each periodically output the information about the operation state of the corresponding engine 23 to the outboard motor control network 56. If no communication failure occurs, therefore, the steering controllers 22 can acquire the information about the engine operation states of all the outboard motors OM provided in the watercraft maneuvering system 100.
According to an example embodiment, as described above, the steering angles of the outboard motors OM are respectively changed by the steerings STG. The steering controllers 22 each operable to control the steering actuator 25 of the corresponding steering STG each perform the feedback control based on the output signal of the corresponding steering angle sensor 29. The control mode of the steering controllers 22 includes the first mode in which the first feedback parameter is used, and the second mode in which the second feedback parameter is used. The first mode or the second mode is selected according to the operation states of the respective outboard motors OM. Specifically, when at least one of the outboard motors OM is operating, the first mode is selected. When all the outboard motors OM are not operating, the second mode is selected. Thus, the steering actuators 25 can be controlled in a manner suitable for the watercraft 1 including the outboard motors OM as the propulsion devices.
In an example embodiment, the steering controllers 22 each perform the feedback control in the first mode when at least one of the outboard motors OM has an unknown operation state. More specifically, the steering controllers 22 each perform the feedback control in the first mode when a communication failure occurs in the outboard motor control network 56 or the onboard network 55. when a communication failure occurs, there is a possibility that at least one of the outboard motors OM has an unknown operation state. In an example embodiment, therefore, the steering controllers 22 each perform the feedback control in the first mode when a communication failure occurs. Thus, the steering actuators 25 can be controlled by using the first feedback parameter if there is the possibility that at least one of the outboard motors OM has an unknown operation state.
In an example embodiment, the second feedback parameter is defined so that the steering actuators 25 are lower in at least one of the responsiveness or the steering speed in the second mode than in the first mode. Specifically, the second feedback parameter is smaller than the first feedback parameter. In the second mode in which the second feedback parameter is used, therefore, the steering actuators 25 are reduced in at least one of the responsiveness or the steering speed so that the energy consumption can be correspondingly reduced.
The second mode is used when all the outboard motors OM are not operating (more specifically, when the engines 23 of all the outboard motors OM are not operating) and, therefore, the responsiveness and the steering speed are less important. In addition, the operation noises of the steerings STG can also be reduced by the reduction in at least one of the responsiveness or the steering speed. The second mode is used when all the outboard motors OM are not operating. This means that the second mode is used where the outboard motors OM generate no operation noises (particularly, no engine sound). Therefore, the operation noises of the steerings STG can be reduced when all the outboard motors OM are not operating. Thus, the watercraft maneuvering system 100 has excellent quietness and product value.
The steering operation is performed with all the outboard motors OM out of operation mainly when the watercraft is subjected to pre-departure inspection or maintenance. With lower requirements for the responsiveness and/or the steering speed, therefore, the product value of the watercraft maneuvering system 100 can be rather improved by properly setting the feedback parameter in consideration of the energy saving and the quietness.
On the other hand, the first feedback parameter is used to improve the responsiveness and/or the steering speed of the steering actuators 25 in the first mode which is used when at least one of the outboard motors OM (more specifically, the engine 23 of at least one of the outboard motors OM) is operating. Thus, the watercraft maneuvering system 100 has excellent steering responsiveness. In the presence of the operation noises (particularly, the engine sound) of the outboard motors OM, the operation noises of the steerings STG are less noticeable and, therefore, do not influence the product value of the watercraft maneuvering system 100.
When at least one of the outboard motors OM is operating, the steering actuators 25 of all the steerings STG are feedback-controlled in the first mode and, therefore, the steerings STG are operated at the same steering speed with the same responsiveness. Even if the outboard motors OM are disposed adjacent to each other, therefore, the outboard motors OM can be steered in synchronism without interference between the adjacent outboard motors OM.
In an example embodiment, the second feedback parameter is used when the engines 23 of all the outboard motors OM are not operating and, therefore, the power generators 30 generate no electric power to make it impossible to charge the batteries 15. Thus, it is possible to save power. This decreases or minimizes a reduction in the residual battery capacity. When the engine 23 of at least one of the outboard motors OM is operating, on the other hand, the steering actuators 25 can be feedback-controlled in the first mode in which the first feedback parameter is used and the responsiveness and/or the steering speed are excellent. Thus, the steering actuators 25 can be controlled in a manner suitable for the watercraft 1 including the engine outboard motors OM which are propulsion devices each including the engine 23 as the drive source.
While example embodiments of the present invention have thus been described, the present invention may be embodied in some other ways as will be described below by way of example.
In an example embodiment described above, the watercraft 1 includes the two outboard motors OM or the single outboard motor OM attached to the hull 2 by way of example. The example embodiments described above may be each applied to a watercraft including three or more outboard motors attached to the hull 2.
Propulsion devices other than the outboard motors may be used. Specifically, the example embodiments described above may be applied to a watercraft including inboard motors, inboard/outboard motors, waterjet propulsion devices or other form of propulsion devices.
The prime movers for the propulsion devices are not necessarily required to be the engines, but may be electric motors.
The steering angles are not necessarily required to be the steering angles of the outboard motors, but may be the angles of rudder plates.
The joystick may be used instead of the steering wheel as the steering operator.
The mode selection criterion for the selection of the first mode and the second mode may include the criterion related to the charge/discharge state of the battery 15 as described above. In an example embodiment described above, an exemplary criterion related to the charge/discharge state of the battery 15 is whether or not the engine 23 is operating. When the engine 23 is operating, the power generator 30 generates the electric power to charge the battery 15. When the engine 23 is not operating, the power generator 30 does not operate, making it impossible to charge the battery 15. Of course, a determination criterion other than whether or not the engine 23 is operating may be used in order to check whether or not the battery 15 is being charged. For example, electric current flowing in and out of the battery 15 may be detected. Another example of the criterion related to the charge/discharge state of the battery 15 is a residual battery capacity. Specifically, if the residual battery capacity is not less than a threshold, the first mode may be used. If the residual battery capacity is less than the threshold, the second mode may be used.
While example embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2023-005379 | Jan 2023 | JP | national |
