Marine vessel control apparatus, marine vessel propulsion system and marine vessel including the same

A marine vessel control apparatus is arranged to start and stop engines that are respectively provided in multiple propulsion devices. The marine vessel control apparatus includes multiple individual start/stop switches arranged to correspond to the respective multiple propulsion devices and arranged to be operated by an operator to individually start and stop the engines in the respective multiple propulsion devices, an all-device start/stop switch arranged to be operated by the operator to collectively start and stop the engines in the multiple propulsion devices, an operating state acquiring unit arranged to acquire operating states of the engines in the respective multiple propulsion devices, and a control unit. The control unit includes multiple input ports corresponding to the respective multiple individual start/stop switches. Each of the input ports is connected with the corresponding individual start/stop switch. All of the input ports are connected commonly with the all-device start/stop switch. The control unit is arranged and programmed to control the start and stop of the engines in the multiple propulsion devices according to an input pattern to the multiple input ports and the operating states acquired by the operating state acquiring unit.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a marine vessel control apparatus arranged to control multiple propulsion devices including respective engines, and to a marine vessel propulsion system and a marine vessel including such a marine vessel control apparatus.

2. Description of the Related Art

One example of a marine vessel propulsion device is an outboard motor. The outboard motor is mounted at the stern of a hull, for example. The outboard motor can generate a propulsive force by rotating a propeller with a driving force from an engine. Multiple outboard motors may be mounted on the hull depending on how large a propulsive force is required. Each outboard motor includes an outboard motor ECU (Electronic Control Unit) for engine output control.

The operator's seat in the marine vessel is provided with a steering apparatus and a remote control apparatus for output control of each outboard motor. The steering apparatus includes a steering wheel or handle, for example. The operation of the steering wheel or handle can be transmitted to each outboard motor through a cable so that the direction of each outboard motor is changed. The remote control apparatus includes levers for shift position selection and engine output control of the respective outboard motors. The shift position and engine speed of each outboard motor can be controlled according to the operational position of the corresponding lever. More specifically, the operational positions of the levers are input to remote control ECUs and, accordingly, a target shift position and a target engine speed are transmitted from each remote control ECU to the corresponding outboard motor ECU.

The shift position includes a forward drive position, a neutral position, and a reverse drive position. When the forward drive position is selected, the propeller rotates in a direction to provide a propulsive force in the forward drive direction of the marine vessel. When the reverse drive position is selected, the propeller rotates in a direction to provide a propulsive force in the reverse drive direction of the marine vessel. When the neutral position is selected, no engine output is transmitted to the propeller.

The marine vessel includes a local area network (inboard LAN) built therein. The inboard LAN is connected with the outboard motor ECUs and gauges to provide data communications therebetween.

One battery is provided for each outboard motor or arranged to commonly supply electricity to all of the multiple outboard motors. The battery supplies power to a starter motor for starting the engine, each outboard motor ECU, and each remote control ECU. The operator's seat is also provided with a power switch for switching between power supply and shutdown from the battery to the outboard motors. Multiple power switches may be provided for the respective outboard motors (see United States Patent Application Publication No. US 2006/0089060A1). Each power switch is in a form of a key switch, for example, and also acts as a starter switch for starting the corresponding engine. More specifically, when the key switch is operated from the OFF to ON position, power is supplied from the battery to the outboard motor. When the key switch is further operated from the ON to START position, the starter is activated to start a cranking operation.

SUMMARY OF THE INVENTION

The inventors of preferred embodiments of the present invention described and claimed in the present application conducted an extensive study and research regarding a marine vessel control apparatus, such as the one described above, and in doing so, discovered and first recognized new unique challenges and previously unrecognized possibilities for improvements as described in greater detail below.

At the start of the operation of a propulsion device (e.g., outboard motor), it is necessary to operate a power switch to power on and further to perform an operation for starting the operation of the propulsion device. If multiple propulsion devices are provided, it is necessary to repeat these operations by the number of the propulsion devices. These starting operations are thus troublesome.

A dedicated circuit may be provided to collectively start the operation of the multiple propulsion devices. However, such a dedicated circuit will result in an increase in hardware cost.

In order to overcome the previously unrecognized and unsolved challenges described above, a preferred embodiment of the present invention provides a marine vessel control apparatus arranged to start and stop engines provided, respectively, in multiple propulsion devices. The marine vessel control apparatus includes multiple individual start/stop switches arranged to correspond to the respective multiple propulsion devices and arranged to be operated by an operator to individually start and stop the engines in the respective multiple propulsion devices, an all-device start/stop switch arranged to be operated by the operator to collectively start and stop the engines in the multiple propulsion devices, an operating state acquiring unit arranged to acquire operating states of the engines in the respective multiple propulsion devices, and a control unit. The control unit includes multiple input ports corresponding to the respective multiple individual start/stop switches. Each of the input ports is connected with the corresponding individual start/stop switch. All of the input ports are connected commonly with the all-device start/stop switch. The control unit is arranged and programmed to control the start and stop of the engines in the multiple propulsion devices according to an input pattern to the multiple input ports and the operating states acquired by the operating state acquiring unit.

Each individual start/stop switch may preferably be a momentary switch arranged to generate a signal only while operated, for example.

Collectively starting the operation of all the propulsion devices includes not only starting the engines in the propulsion devices all at once but also starting the engines in all of the propulsion devices sequentially at a certain time interval. Starting the engines in the multiple propulsion devices sequentially makes it easy for users to determine if any propulsion device has failed to start. Particularly if one power source (battery) is shared by multiple propulsion devices, starting the engines sequentially at intervals is preferable to distribute and space out the battery load over time. When collectively stopping the engines in the multiple propulsion devices, it is preferable to stop the engines in the multiple propulsion devices all at once (simultaneously). This allows the stop control to be highly responsive.

The control unit may be a controller including multiple input ports or may include multiple controllers that correspond, respectively, to multiple input ports. If the control unit includes multiple controllers, it is preferred that information about signal input to the input ports is communicated among the controllers. Multiple controllers may control the start and stop of the engines in the respective propulsion devices. In this case, it is preferred that information about the start and stop of the corresponding engines is communicated between the controllers.

The control unit is arranged to monitor the input to the input ports and the operating states of the engines in the propulsion devices, and start or stop the engines in the propulsion devices accordingly. Each input port is connected with one individual start/stop switch and the all-device start/stop switch. It is therefore possible to provide a command to each input port by operating either the individual start/stop switch or the all-device start/stop switch. The control unit is arranged to determine whether the input command is a start command or a stop command. Start command is for starting the engine in the propulsion device corresponding to the input port. Stop command is for stopping the engine in the propulsion device corresponding to the input port. The control unit can make a determination correctly between start and stop commands based on the input pattern to the multiple input ports and the operating states of the engines in the propulsion devices.

Since each input port is thus shared by one individual start/stop switch and the all-device start/stop switch and the control unit is arranged to make a determination on input commands, the operation of all the propulsion devices can be started and stopped collectively with no expensive dedicated circuit. That is, if the control unit is defined by a computer, the operation of the propulsion devices can be started and stopped individually as well as collectively by modifying its software or program algorithms or processes.

It is thus possible to provide a function of individually starting and stopping the engines in the multiple propulsion devices as well as a function of collectively starting and stopping all the engines with reduced hardware cost, which can boost convenience when starting the operation of the propulsion devices. That is, a user-friendly marine vessel control apparatus can be realized.

The control unit preferably includes an individual operation/simultaneous operation determining unit arranged to determine, when a command is input to one of the input ports, if a command is also input to another one of the input ports at the same time, an individual start/stop control unit arranged to, when the individual operation/simultaneous operation determining unit determines that a command is input to only one of the input ports, start or stop the engine in the propulsion device corresponding to the one input port, and an all-device start/stop control unit arranged to, when the individual operation/simultaneous operation determining unit determines that a command is input to one of the input ports and a command is also input to another one of the input ports, collectively start or stop the engines in all of the propulsion devices.

In accordance with the arrangement above, it is determined if commands are provided to two or more input ports at the same time. If a command is provided to one input port and no command is provided to the other input ports, it is determined that the corresponding individual start/stop switch is operated. On the other hand, when commands are provided to two or more input ports at the same time, it is determined that the all-device start/stop switch is operated. Based on these determinations, the engine in the corresponding propulsion device will be started or stopped individually or the engines in all of the propulsion devices are started or stopped collectively. The control unit can thus make an appropriate distinction between the operation of an individual start/stop switch and the operation of the all-device start/stop switch to take an appropriate control action.

The all-device start/stop control unit is preferably arranged and programmed such that, when the engines in all of the propulsion devices are stopped, the all-device start/stop control unit collectively starts the engines in all of the propulsion devices, while when at least one of the engines in the propulsion devices operates, the all-device start/stop control unit collectively stops the engines in all of the propulsion devices.

In accordance with the arrangement above, when the all-device start/stop switch is operated, collective start control or collective stop control is selected appropriately according to the operating states of the engines in the multiple propulsion devices. When the all-device start/stop switch is operated while the engines in all of the propulsion devices are stopped, it is considered that the user's intention is to start all the engines. Hence, in this case, the engines in all of the propulsion devices are started collectively. On the other hand, when the all-device start/stop switch is operated while the engine in any propulsion device operates, it is considered that the user's intention is appropriately to collectively start or stop all the engines. In a preferred embodiment of the present invention, the engines in all of the propulsion devices are stopped collectively. More properly, if there is an operating engine, the operation of the engine is stopped. The user is only required to operate the all-device start/stop switch again if he/she wants to collectively start all the engines.

It is considered possible to switch the operating/stop states of each engine when the all-device start/stop switch is operated, but this may be an operation against the user's intention. Specifically, assuming the case where the engines in some of the propulsion devices operate while the engines in the other propulsion devices are stopped, when the all-device start/stop switch is operated to switch the state of each engine, the operating engines will be stopped and the stopped engines will be started. However, it is considered that the user's intention is not to take such a situation. That is, when the all-device start/stop switch is operated while the engines in some of the propulsion devices operate, it is considered that the user's intention is appropriately to collectively start or stop all the engines.

The all-device start/stop control unit preferably includes a start permission condition determining unit arranged to determine if all propulsion devices capable of being started meet a predetermined engine start permission condition, and is preferably arranged to collectively start the engines in all of the propulsion devices if all the propulsion devices capable of being started meet the start permission condition.

The propulsion devices capable of being started include powered-on ones. The power supply for the multiple propulsion devices may be capable of being shut off separately, for example.

In accordance with the arrangement above, only if all the propulsion devices capable of being started meet the engine start permission condition, are the engines in all of the propulsion devices started collectively. That is, if any one of the propulsion devices capable of being started does not meet the engine start permission condition, the engines in all of the propulsion devices are not started collectively. This allows appropriate engine start control to work on all the propulsion devices capable of being started.

Propulsion devices not capable of being started due to power shutdown by some trouble and/or the user's intention may be excluded from the engine start permission condition determination. This allows the operation of only the propulsion devices capable of being started to be started collectively, whereby a user-friendly propulsion system can be provided.

The engine start permission condition may include a condition that the engine is stopped.

The propulsion devices may include a clutch mechanism arranged to provide and break connection through a power transmission path between the engine and a propulsive force generation member (e.g., propeller). In this case, the engine start permission condition may include a condition that the clutch mechanism breaks the connection. An operation unit to be operated by users to generate a command signal for switching the state of the clutch mechanism between providing and breaking of the connection may also be provided correspondingly to the clutch mechanism. In this case, the start permission condition may include a condition that the operation unit outputs a command signal for breaking the connection.

Another preferred embodiment of the present invention provides a marine vessel control apparatus arranged to start and stop engines respectively provided in multiple propulsion devices, the apparatus including multiple individual start/stop switches arranged to correspond to the respective multiple propulsion devices and arranged to be operated by an operator to individually start and stop the engines in the respective multiple propulsion devices, an all-device start/stop switch arranged to be operated by the operator to collectively start and stop the engines in the multiple propulsion devices, and a control unit. The control unit includes multiple input ports corresponding to the respective multiple individual start/stop switches. Each of the input ports is connected with the corresponding individual start/stop switch. All of the input ports are connected commonly with the all-device start/stop switch. The control unit is arranged and programmed to control the start and stop of the engines in the multiple propulsion devices according to an input to the multiple input ports.

In accordance with the arrangement above, the engines in the multiple propulsion devices can be started and stopped individually as well as collectively. This allows a user-friendly marine vessel control apparatus meeting user needs to be provided.

The control unit preferably is arranged and programmed to, when collectively starting the engines in the multiple propulsion devices, start the engines in the multiple propulsion devices sequentially at a certain time interval.

In accordance with the arrangement above, the engines in the multiple propulsion devices are started sequentially, which makes it easy for users to determine if any propulsion device has failed to start. If one power source (battery) is shared by multiple propulsion devices, the battery load can be distributed and spaced out over time. Therefore, even if the battery may have only a low capacity, the engines in the propulsion devices can be started reliably.

When collectively stopping the engines in the multiple propulsion devices, it is preferable to stop the engines all at once (simultaneously). This allows the stop control to be highly responsive.

The control unit is preferably arranged and programmed such that, when the engines in all of the propulsion devices are stopped, the control unit collectively starts the engines in all of the propulsion devices, while when at least one of the engines in the propulsion devices operates, the control unit collectively stops the engines in all of the propulsion devices.

In accordance with the arrangement above, when the all-device start/stop switch is operated, collective start control or collective stop control is selected appropriately according to the operating states of the engines in the multiple propulsion devices. When the all-device start/stop switch is operated while the engines in all of the propulsion devices are stopped, it is considered that the user's intention is to start all the engines. Hence, in this case, the engines in all of the propulsion devices are started collectively. On the other hand, when the all-device start/stop switch is operated while the engine in any propulsion device operates, it is considered that the user's intention is appropriately to collectively start or stop all the engines. In a preferred embodiment of the present invention, the engines in all of the propulsion devices are stopped collectively. More properly, if there is an operating engine, the operation of the engine is stopped. The user is only required to operate the all-device start/stop switch again if he/she wants to collectively start all the engines.

Various preferred embodiments of the present invention provide a marine vessel propulsion system including multiple propulsion devices each including an engine, and a marine vessel control apparatus arranged to control the multiple propulsion devices and having the above-described features. With this arrangement, it is possible to provide a function of individually starting and stopping the engines in the multiple propulsion devices as well as a function of collectively starting and stopping all the engines with reduced hardware cost, which can boost convenience when starting the operation of the propulsion devices. That is, a user-friendly marine vessel propulsion system can be realized.

Another preferred embodiment of the present invention provides a marine vessel including a hull, multiple propulsion devices mounted on the hull and each including an engine, and a marine vessel control apparatus arranged to control the multiple propulsion devices and having the above-described features. With this arrangement, it is possible to provide a function of individually starting and stopping the engines in the multiple propulsion devices as well as a function of collectively starting and stopping all the engines with reduced hardware cost, which can boost convenience when starting the operation of the propulsion devices.

The propulsion devices may be in any form of outboard motors, inboard and outboard motors (stern drive, i.e., inboard motor/outboard drive), or inboard motors. Outboard motors include an outboard propulsion unit including an engine and a propeller, being accompanied by a steering mechanism for turning the entire propulsion unit horizontally with respect to the hull. Inboard and outboard motors include an inboard engine and an outboard drive unit including a propeller and a steering mechanism. Inboard motors include an inboard engine and a drive unit with a propeller shaft being extended outboard from the drive unit.

Other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1is a perspective view illustrating the configuration of a marine vessel according to a preferred embodiment of the present invention. The marine vessel1includes a hull2and multiple outboard motors3(preferably three motors in this preferred embodiment, for example) as propulsion devices. These outboard motors3are mounted side by side at the stern of the hull2. The three outboard motors can be distinguished by referring to the starboard side, center, and portside ones, respectively, as “starboard side outboard motor 3S,” “center outboard motor 3C,” and “portside outboard motor 3P.” The outboard motors3each include an engine (internal combustion engine), and the propeller is to be rotated by a driving force from the engine to generate a propulsive force.

An operator's seat5is provided in the front (preferably on the stern side) of the hull2. The operator's seat5is provided with a steering apparatus6, remote control apparatuses7, a control panel8, and gauges9.

The steering apparatus6includes a steering wheel6ato be rotated by a marine vessel maneuvering operator. The operation of the steering wheel6acan be transmitted mechanically through a cable (not shown) to a steering mechanism (not shown) provided at the stern. The steering mechanism interlocks the three outboard motors3to change their direction. This allows the direction of propulsive forces to change and therefore the heading direction of the marine vessel1is changed. It will be appreciated that a power steering apparatus may be adopted including a sensor arranged to detect the steering angle of the steering wheel6aand an actuator arranged to be driven according to the steering angle detected by the sensor. In this case, there is no mechanical linkage between the steering wheel6aand the steering mechanism. That is, the actuator can be driven by a control signal according to a steering wheel operation and the outboard motors3are to be turned by the driving force.

The three remote control apparatuses7, which are provided correspondingly to the three outboard motors3, can be distinguished by referring to ones corresponding to the starboard side, center, and portside outboard motors3S,3C, and3P, respectively, as “starboard-side remote control apparatus 7S,” “center remote control apparatus 7C,” and “portside remote control apparatus 7P.” The remote control apparatuses7each include a back-and-forth operable lever7a, and the operational position of the lever7ais to be detected. The operation of each outboard motor3can be controlled based on the detected operational position. When the lever7ais operated forward by a predetermined amount or more from a predetermined neutral position, the shift position of the corresponding outboard motor3is in the forward drive position and a propulsive force in the forward drive direction is generated by the outboard motor3. When the lever7ais operated backward by a predetermined amount or more from the neutral position, the shift position of the corresponding outboard motor3is in the reverse drive position and a propulsive force in the reverse drive direction is generated by the outboard motor3. When the lever7ais in the neutral position, the shift position of the corresponding outboard motor3is in the neutral position and no propulsive force is generated by the outboard motor3. The output of each outboard motor3, that is, the target engine speed of the engine provided in the outboard motor3can also be changed according to the amount of operation of the lever7a.

The target engine speed keeps an idle speed within the predetermined amount of operation (forward drive shift-in position). When the lever7ais operated forward over the forward drive shift-in position, the target engine speed is set such that the larger the amount of operation of the lever, the higher the target engine speed. The target engine speed also keeps an idle speed within the predetermined amount of operation (reverse drive shift-in position). When the lever7ais operated backward over the reverse drive shift-in position, the target engine speed is set such that the larger the amount of operation of the lever, the higher the target engine speed.

As shown in an enlarged manner inFIG. 2, the control panel8includes a key switch4for collective power on of the three outboard motors3S,3C, and3P. The control panel8also includes an all-device start/stop switch80arranged to collectively start the engines in powered-on outboard motors3. The control panel8further includes three start/stop switches81S,81C, and81P (hereinafter collectively referred to as “start/stop switches81” when appropriate) corresponding to the three respective outboard motors3S,3C, and3P. The control panel8also includes power indicators83S,83C, and83P provided in the vicinity of the respective start/stop switches81S,81C, and81P.

The key switch4is operable between the OFF and ON positions by inserting an associated key in its key cylinder. In the OFF position, the power supply for all the outboard motors3is shut off collectively. In the ON position, all the outboard motors3are powered on collectively.

The all-device start/stop switch80preferably is a momentary switch to be operated to collectively start and stop the operation of all the outboard motors3.

The start/stop switches81are also preferably momentary switches to be operated to individually start and stop the engine in the corresponding outboard motor3. When a start/stop switch81is operated while the engine in the corresponding outboard motor3is stopped, a start command for starting the engine in the outboard motor3is generated. When a start/stop switch81is operated while the engine in the corresponding outboard motor3operates, a stop command for stopping the engine in the outboard motor3is generated. When a start/stop switch81is operated for a predetermined period of time or more (i.e., pressed and held) while the corresponding engine operates, a power-off command for power shutdown of the corresponding outboard motor3is generated.

The power indicators83S,83C, and83P are each preferably defined by, for example, an LED lamp and arranged to turn on when the corresponding outboard motor3is powered on, while to turn off when the motor is powered off.

Referring again toFIG. 1, the three gauges9, which are provided correspondingly to the three outboard motors3, can be distinguished by referring to ones corresponding to the starboard side, center, and portside outboard motors3S,3C, and3P, respectively, as “starboard-side gauge 9S,” “center gauge 9C,” and “portside gauge 9P.” These gauges9are arranged to display the states of the corresponding outboard motors3. More specifically, they are arranged to display the power-on/off, engine speed, and other necessary information of the corresponding outboard motors3.

The operator's seat5is further provided with an immobilizer10(receiver). The immobilizer10is arranged to receive a signal from a key unit11carried by a user of the marine vessel1and to allow only an authorized user to use the marine vessel1normally. The key unit11includes a lock button12and an unlock button13. The lock button12is arranged to be operated to set the immobilizer10to a locked state. When the lock button12is operated, a lock signal is sent from the key unit11. Once the immobilizer10is set to a locked state, the normal use of the marine vessel1is prohibited. The unlock button13is arranged to be operated to release the locked state, set the immobilizer10to an unlocked state, and start the normal use of the marine vessel1. When the unlock button13is operated, an unlock signal is sent from the key unit11. The key unit11is also arranged to send a user authentication code together with the lock and unlock signals.

The immobilizer10is arranged to receive the user authentication code from the key unit11and perform user authentication processing. That is, the immobilizer10determines if the received authentication code matches preliminarily registered verification data. If the user authentication processing is completed successfully, the immobilizer10accepts the lock or unlock signal from the key unit11. If the user authentication processing is completed unsuccessfully, the immobilizer10responds to neither the lock nor unlock signal from the key unit11.

FIG. 3illustrates an example of the configuration common to the three outboard motors3. The outboard motors3each includes a propulsion unit30and a mounting mechanism31arranged to mount the propulsion unit30on the hull2. The mounting mechanism31includes a clamp bracket32arranged to be detachably fixed to the stern board of the hull2, and a swivel bracket34coupled to the clamp bracket32rotatably centering on a tilt axis33as a horizontal axis of rotation. The propulsion unit30is fitted to the swivel bracket34rotatably about a steering axis35. With this arrangement, the steering angle (angle of direction of the propulsive force with respect to the centerline of the hull2) can be changed by rotating the propulsion unit30about the steering axis35. The trim angle of the propulsion unit30can also be changed by rotating the swivel bracket34about the tilt axis33. The trim angle corresponds to an angle at which the outboard motor3is mounted on the hull2.

The housing of the propulsion unit30includes a top cowling or an engine cover36, an upper case37, and a lower case38. An engine39as a drive source is installed inside the engine cover36with its crankshaft line extending vertically. A power transmitting drive shaft41is connected at the lower end of the crankshaft of the engine39and extends vertically through the upper case37into the lower case38.

A propeller40as a propulsive force generation member is installed rotatably in the lower portion and on the rear side of the lower case38. A propeller shaft42as the rotation axis of the propeller40extends horizontally in the lower case38. The rotation of the drive shaft41can be transmitted to the propeller shaft42via a shift mechanism43as a clutch mechanism.

The shift mechanism43includes a drive gear43apreferably defined by a bevel gear fixed at the lower end of the drive shaft41, a forward drive gear43bpreferably defined by a bevel gear arranged rotatably on the propeller shaft42, a reverse drive gear43calso preferably defined by a bevel gear arranged rotatably on the propeller shaft42, and a dog clutch43darranged between the forward and reverse drive gears43band43c.

The forward drive gear43bis engaged with the drive gear43aon the front side thereof, while the reverse drive gear43cis engaged with the drive gear43aon the rear side thereof. Therefore, the forward and reverse drive gears43band43ccan rotate in mutually opposite directions.

On the other hand, the dog clutch43dis splined to the propeller shaft42. That is, the dog clutch43dis slidable on the propeller shaft42in its axial direction, but not relatively rotatable with respect to the propeller shaft42, i.e., only rotatable together with the propeller shaft42.

The dog clutch43dis slidable on the propeller shaft42through rotation of a shift rod44that extends vertically in parallel with the drive shaft41. This arrangement allows the dog clutch43dto be controlled to be in a shift position selected from among a forward drive position which is coupled to the forward drive gear43b, a reverse drive position which is coupled to the reverse drive gear43c, and a neutral position which is coupled to neither the forward drive gear43bnor the reverse drive gear43c.

When the dog clutch43dis in the forward drive position, the rotation of the forward drive gear43bis transmitted to the propeller shaft42via the dog clutch43d. This causes the propeller40to rotate in a direction (forward drive direction) to generate a propulsive force in the forward drive direction of the hull2. On the other hand, when the dog clutch43dis in the reverse drive position, the rotation of the reverse drive gear43cis transmitted to the propeller shaft42via the dog clutch43d. Since the reverse drive gear43ccan rotate in the opposite direction of the forward drive gear43b, this causes the propeller40to rotate in the opposite direction (reverse drive direction) to generate a propulsive force in the reverse drive direction of the hull2. When the dog clutch43dis in the neutral position, the rotation of the drive shaft41is not transmitted to the propeller shaft42. That is, since the connection through the power transmission path between the engine39and the propeller40is broken, no propulsive force is generated in any direction.

A starter motor45arranged to start the engine39is arranged in association with the engine39. The starter motor45is controlled by an outboard motor ECU (Electronic Control Unit)20. A throttle actuator51is also provided to operate a throttle valve46in the engine39to change the throttle opening degree and therefore the intake air amount of the engine39is changed. The throttle actuator51may include an electric motor. The operation of the throttle actuator51is controlled by the outboard motor ECU20. The engine39further includes an engine speed detecting portion48arranged to detect the speed of the engine39by detecting the rotation of the crankshaft.

A shift actuator52(clutch actuator) arranged to change the shift position of the dog clutch43dis also provided in association with the shift rod44. The shift actuator52may include, for example, an electric motor and its operation is controlled by the outboard motor ECU20. In association with the shift actuator52, a shift position sensor49is provided and is arranged to detect the shift position of the shift mechanism43.

Further, a steering rod47is fixed to the propulsion unit30, and a steering mechanism53to be driven by the steering apparatus6(seeFIG. 1) is coupled to the steering rod47. The steering mechanism53allows the propulsion unit30to rotate about the steering axis35to thereby provide steering operations.

A trim actuator (tilt trim actuator)54is arranged between the clamp bracket32and the swivel bracket34. The trim actuator54includes, for example, a hydraulic cylinder and is controlled by the outboard motor ECU20. The trim actuator54can rotate the propulsion unit30about the tilt axis33by rotating the swivel bracket34about the tilt axis33.

FIG. 4illustrates the electrical configuration of the marine vessel1. The gauges9and power indicators83are not included in this figure.

Starboard-side remote control ECU (Electronic Control Unit)60S, center remote control ECU60C, and portside remote control ECU60P (hereinafter collectively referred to as “remote control ECUs 60” when appropriate) are arranged to correspond to the starboard-side remote control apparatus7S, center remote control apparatus7C, and portside remote control apparatus7P. These remote control ECUs60S,60C, and60P are arranged to be capable of communicating command signals and other necessary information with the corresponding outboard motor ECUs20S,20C, and20P (each corresponding to the outboard motor ECU20inFIG. 3), respectively, via communication lines71S,71C, and71P. The remote control ECUs60S,60C, and60P are also arranged to be capable of communicating information with each other via a communication line72. These communication lines71S,71C,71P, and72may be in a form of a LAN (Local Area Network) built in the marine vessel1, for example.

The immobilizer10(receiver) is connected to the remote control ECUs60S,60C, and60P via the communication line72. The immobilizer10can perform user authentication processing through radio communications with the key unit11, as described above. If an unlock signal is received from the key unit11and the user authentication processing is completed successfully, the immobilizer10inputs an unlock command to the remote control ECUs60S,60C, and60P.

The remote control ECUs60, outboard motor ECUs20, and immobilizer10are supplied with power from a battery15as a power source. Three batteries15may be provided to correspond to the three respective outboard motors3, for example. However, in this preferred embodiment, one battery15is shared by the three outboard motors3for power supply, for example.

The key switch4is arranged on the control panel8and has two terminals, one being connected to the battery15and the other being connected to all the remote control ECUs60S,60C, and60P and all the outboard motor ECUs20S,20C, and20P. When the key switch4is operated and turned ON to provide a conduction path, power circuits incorporated in the remote control ECUs60and outboard motor ECUs20are activated, and thus computers incorporated in the ECUs60and20start to operate. When the key switch4is operated and turned OFF to break the conduction path, the remote control ECUs60and outboard motor ECUs20perform predetermined termination processing, and thereafter the power supply for the power circuits is shut off to stop their operations. Collective power on and off of all the outboard motors3can thus be realized.

First ends of the respective start/stop switches81S,81C, and81P are connected, respectively, to input ports21S,21C, and21P (hereinafter collectively referred to as “input ports 21” when appropriate) of the starboard side outboard motor ECU20S, center outboard motor ECU20C, and portside outboard motor ECU20P. Second ends of the respective start/stop switches81S,81C, and81P are connected to the battery15via the key switch4.

The start/stop switches81are each preferably defined by, for example, a push-button switch and, in particular, a momentary switch that provides a conduction path only while being pressed down. Therefore, each start/stop switch81, if operated while the key switch4provides a conduction path, can generate a significant signal only during its operation. If this signal is generated while the engine39in the corresponding outboard motor3is stopped, the corresponding remote control ECU60interprets the signal as a start command. On the other hand, if a signal from each start/stop switch81is input while the engine39in the corresponding outboard motor3operates, the corresponding remote control ECU60interprets the signal as a stop command.

A first end of the all-device start/stop switch80is connected commonly to the input ports21of all the remote control ECUs60. A second end of the all-device start/stop switch80is connected to the battery15via the key switch4. More specifically, the first end of the all-device start/stop switch80is connected to the input port21S of the starboard-side remote control ECU60S via a diode82S. The first end of the all-device start/stop switch80is also connected to the input port21C of the center remote control ECU60C via a diode82C. The first end of the all-device start/stop switch80is further connected to the input port21P of the portside remote control ECU60P via a diode82P. The diodes82S,82C, and82P can prevent signals generated when the start/stop switches81S,81C, and/or81P are operated from entering the input ports21of the remote control ECUs other than the corresponding remote control ECUs60.

The all-device start/stop switch80is preferably defined by, for example, a push-button switch and, in particular, a momentary switch that provides a conduction path only while being pressed down. Therefore, the all-device start/stop switch80, if operated while the key switch4provides a conduction path, can generate a significant signal only during its operation.

When the all-device start/stop switch80is operated while the key switch4provides a conduction path and the engines39in all of the outboard motors3are stopped, a signal generated by this operation is interpreted as an all-device start command and the engines39in all of the outboard motors3are to be started. When the all-device start/stop switch80is operated while at least one of the engines39in the outboard motors3operates, a signal generated by this operation is interpreted as an all-device stop command and the engines39in all of the operating outboard motors3are to be stopped. These operations will hereinafter be described in detail.

The starboard-side remote control apparatus7S, center remote control apparatus7C, and portside remote control apparatus7P include, respectively, lever position sensors16S,16C, and16P (hereinafter collectively referred to as “lever position sensors 16” when appropriate). The lever position sensors16S,16C, and16P are arranged to detect the operational position of the corresponding remote control lever7aand each formed by, for example, a potentiometer. Output signals from these lever position sensors16S,16C, and16P are input, respectively, to input ports22S,22C, and22P (hereinafter collectively referred to as “input ports 22” when appropriate) of the corresponding remote control ECUs60S,60C, and60P. Each remote control ECU60sets the target shift position of the corresponding shift mechanism43and the target engine speed of the corresponding engine39based on lever position information input to its input port22, and sends the set values to the corresponding outboard side motor ECU20via the communication line71.

The outboard motor ECUs20are arranged to control the operation of the corresponding starter motors45, shift actuators52, and other components. The outboard motor ECUs20are also arranged to receive an engine speed detected by the corresponding engine speed detecting portions48, a shift position detected by the corresponding shift position sensors49, and other information. The outboard motor ECUs20are further arranged to control an injector55and an ignition coil56. The injector55is an apparatus arranged to inject fuel into an intake pipe of the engine39. The control of the injector55by the outboard motor ECU20is called fuel injection control. The ignition coil56is an apparatus arranged to apply a high voltage to a spark plug arranged to ignite the mixture of fuel and air via electric discharge in the combustion chamber of the engine39. The control of the ignition coil56by the outboard motor ECU20is called ignition control. The starter motors45are each arranged to be energized, when starting the corresponding engine39, to start a cranking operation for rotating the crankshaft of the engine39, as described above. The control of the starter motor45by the outboard motor ECU20is called start control. The starter motor45, injector55, ignition coil56, and engine speed detecting portion48constitute an engine unit50together with the engine39.

FIG. 5is a flow chart illustrating repetitive processing performed by the computer incorporated in each remote control ECU60every predetermined control cycle and, in particular, processing performed in response to an input signal from its input port21.

The remote control ECU60monitors the input port21to determine if there is a switch input (Step S1). If there is no switch input, the routine terminates at this control cycle.

If there is a switch input (YES in Step S1), the remote control ECU60determines if the engine39in the corresponding outboard motor3(corresponding device) operates (Step S2). This determination can be specifically made based on engine speed acquired from the corresponding outboard motor ECU20via the communication line71. If the engine39in the corresponding outboard motor3operates (YES in Step S2), the remote control ECU60provides a stop command to the corresponding outboard motor ECU20via the communication line71(stop process in Step S3). The outboard motor ECU20receiving the stop command performs processing to stop the engine39. Specifically, the ignition control and fuel injection control are stopped.

If the corresponding start/stop switch81is operated, only the engine in the outboard motor3corresponding to the remote control ECU60is stopped. If the all-device start/stop switch80is operated, the same stop process is applied to all the operating outboard motors3. This causes the engines39in the operating outboard motors3to be stopped all at once (simultaneously).

In Step S2, if it is determined that the engine39in the corresponding outboard motor3is stopped, the remote control ECU60further determines if there is at least one operating outboard motor3other than the corresponding one (Step S4). This determination can be made by acquiring information about the operating states of the other outboard motors (other devices) through communications between the remote control ECUs60via the communication line72.

If the engine in the corresponding device is stopped (NO in Step S2) and the engines39in all of the other outboard motors3are also stopped (NO in Step S4), this means that the engines39in all of the outboard motors3are stopped. In this case, the remote control ECU60further determines if there is a signal input to the input ports21of the remote control ECUs60corresponding to the other devices (i.e., the other remote control ECUs60) (Step S5). This determination can be made by acquiring information about the existence of a signal input to the input ports21of the other remote control ECUs60through communications between the remote control ECUs60via the communication line72.

If there is a signal input to the input ports21of the other remote control ECUs60(YES in Step S5), that is, there are signals input simultaneously to the respective input ports21of multiple remote control ECUs60, the remote control ECU60determines that the all-device start/stop switch80is operated. That is, the remote control ECU60determines that a command for starting the engines39in all of the outboard motors3(all-device start command) is provided. The remote control ECU60then determines if all powered-on outboard motors3meet a start permission condition (Step S6). The remote control ECUs60are arranged to individually determine if the corresponding outboard motor3meets the start permission condition. Therefore, the remote control ECU60determines if the corresponding outboard motor3meets the start permission condition, and further acquires results of determining if the other outboard motors meet the start permission condition through communications between the remote control ECUs60via the communication line72.

The start permission condition includes that the engine39in the corresponding outboard motor3is stopped, the shift position (actual shift position) of the shift mechanism43in the outboard motor3is in the neutral position, and the operational position (target shift position) of the remote control lever in the corresponding remote control apparatus7is in the neutral position. When all of these are met, it is determined that the start permission condition is met. Since the power supply for the outboard motors3can be shut off separately by pressing and holding the corresponding start/stop switch81as described above, for example, the determination in Step S6covers all powered-on outboard motors3.

If it is determined that all powered-on outboard motors3meet the start permission condition (YES in Step S6), the remote control ECU60performs an all-device starting process (Step S7). In the all-device starting process, the engines39in the multiple outboard motors3are started sequentially at a certain time interval. Therefore, the multiple remote control ECUs60S,60C, and60P provide a start command to the corresponding outboard motor ECUs20in a predefined order at intervals. More specifically, the remote control ECU60corresponding to the outboard motor3with the first starting priority provides an engine start command to the corresponding outboard motor ECU20. At the same time, the remote control ECU60informs, via the communication line72, the remote control ECU60corresponding to the outboard motor3with the second starting priority of the fact of issuing the engine start command. After receiving the information, the remote control ECU60with the second starting priority provides an engine start command to the corresponding outboard motor ECU20after a predetermined period of time longer than the cranking time for the engine start. The remote control ECU60corresponding to the outboard motor3with the third starting priority is then informed of this via the communication line72. After receiving the information, the remote control ECU60with the third starting priority provides an engine start command to the corresponding outboard motor ECU20after a predetermined period of time longer than the cranking time for the engine start.

In Step S4, if it is determined that there is any other operating outboard motor3(YES in Step S4), the remote control ECU60also determines if there is a signal input to the input ports21of the other remote control ECUs60(Step S8). If there is a signal input to the other remote control ECUs60(YES in Step S8), the routine terminates with no subsequent processing. This corresponds to the case where the all-device start/stop switch80is operated while the engine in the corresponding device is stopped. In this case, the engine39in the corresponding outboard motor3(corresponding device) is held in a stopped state, while the remote control ECUs60that correspond to the other operating outboard motors3perform an engine stop process (Steps S2and S3). Thus, when the all-device start/stop switch80is operated while at least one of the engines39in the outboard motors3operates, the engines39in all of the outboard motors3are to be stopped.

On the other hand, if it is determined that there is no signal input to the input ports21of the other remote control ECUs60in Step S5or S8, this means that the engine in the corresponding device is stopped and the corresponding start/stop switch81is operated. Hence, the remote control ECU60determines if the corresponding outboard motor3meets a start permission condition (Step S9). If the start permission condition is met, the remote control ECU60provides an engine start command to the corresponding outboard motor ECU20(Step S10). This process is not for starting the engines39in all of the outboard motors3but for separately starting only the engine39in the corresponding outboard motor3. That is, no engine start timing adjustment is performed with the other outboard motors3to issue the engine start command immediately.

The outboard motor ECU20receiving the engine start command drives the starter motor45to start a cranking operation as well as ignition control and fuel injection control. If the start permission condition is not met (NO in Step S9), the routine terminates without starting the engine.

The processing performed by each remote control ECU60in response to an input to its input port21is summarized in the following Table 1.

“Corresponding engine” represents the state of the engine39in the outboard motor3(corresponding device) corresponding to the remote control ECU60. “Other engines” represents the state of the engines39in the outboard motors3(other devices) corresponding to the remote control ECUs60other than the remote control ECU60in question. “All stopped” means that the engines in all of the other devices are stopped. “Some operate” means that at least one of the engines in the other devices operates. “All-device switch” represents the all-device start/stop switch80. “Individual switch” represents the corresponding start/stop switch81. “Operated” in the “switch” columns means that the remote control ECU60determines that the corresponding switch is operated. “To be performed” represents a process to be performed by the remote control ECU60. “All-device starting” corresponds to the process in Step S7ofFIG. 5. “Single-device starting” corresponds to the process in Step S10ofFIG. 5. “Stop-state holding” means that no particular process is performed to hold the engine39in the corresponding outboard motor3in a stopped state (YES in Step S8ofFIG. 5). “Stopping” corresponds to the process in Step S3ofFIG. 5.

As described heretofore, in accordance with this preferred embodiment, the input port21of each remote control ECU60is input with the corresponding individual start/stop switch81and commonly with the all-device start/stop switch80to realize collective starting and stopping of all the outboard motors3as well as individual starting and stopping of the corresponding outboard motor3. That is, there is provided an all-device collective start/stop function through software processing by the remote control ECU60with minimum hardware added. This can boost convenience when starting and stopping the operation of the multiple outboard motors3with reduced cost.

Also, when the all-device start/stop switch80is operated while at least one of the outboard motors3is in an operation state, all operating outboard motors3are stopped. It is considered that the user's intention of operation in this case is to start or stop all the engines; however, in this preferred embodiment, it is arranged that the operation of all the outboard motors3is to be stopped. The user is only required to operate the all-device start/stop switch80again if he/she wants to start all the engines, which does not reduce the usability of the system.

Although a preferred embodiment of the present invention has heretofore been described, the present invention may be embodied in another form. For example, although the preferred embodiment above describes the case where one key switch4is preferably shared by all the outboard motors3for collective power on and off, one key switch may be provided for each outboard motor3, for example. In this case, the outboard motors3can be powered on and off individually by operating the corresponding key switch.

Although the preferred embodiment above describes the case where multiple remote control ECUs60preferably are arranged to correspond to the respective multiple remote control apparatuses7, only one remote control ECU may be provided to commonly receive signals from the multiple remote control apparatuses7. In this case, inter-ECU communications are established between the one remote control ECU and the multiple outboard motor ECUs20.

Although the preferred embodiment above preferably exemplifies a marine vessel propulsion system including an immobilizer10, the present invention is also applicable to systems including no immobilizer.

Although the preferred embodiment above preferably exemplifies an outboard motor as a propulsion device, the present invention is also applicable to marine vessel propulsion systems including a propulsion device of another type. Examples of such a propulsion device include inboard and outboard motors (stern drive, i.e., inboard motor/outboard drive), inboard motors, and water jet drives.

The following shows an example of correspondence between the components described in SUMMARY OF THE INVENTION and the components described in the preferred embodiment above.Propulsion device: Outboard motor3Individual start/stop switch: Start/stop switch81All-device start/stop switch: All-device start/stop switch80Operating state acquiring unit: Step S4(FIG. 5)Control unit: Remote control ECU60Individual operation/simultaneous operation determining unit: Steps S5and S8(FIG. 5)Individual start/stop control unit: Steps S3and S10(FIG. 5)All-device start/stop control unit: Steps S3and S7(FIG. 5)Start permission condition determining unit: Step S6(FIG. 5)

The present application corresponds to Japanese Patent Application No. 2009-87083 filed in the Japan Patent Office on Mar. 31, 2009, and the entire disclosure of the application is incorporated herein by reference.