Patent ID: 12252225

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

FIG.1is a side view of a marine vessel10according to a preferred embodiment of the present invention. The marine vessel10is a planing boat and includes a hull11, an outboard motor12that functions as a marine vessel propulsion device and is mounted on the hull11, and a plurality of trim tabs13. A steering wheel14is provided near a maneuvering seat of the hull11.

The outboard motor12is mounted on the stern of the hull11. The outboard motor12is propelled by a propeller18(including propulsion blades) that is rotated by a driving force of an engine42(seeFIG.2). It should be noted that although the marine vessel10shown inFIG.1includes only one outboard motor12, the number of the outboard motors12included in the marine vessel10does not matter. As shown inFIG.1, the outboard motor12is attached to the hull11via an attachment unit19, and rotates about a substantially vertical steering shaft (not shown) in the attachment unit19in response to an operation of the steering wheel14. As a result, the marine vessel10is steered. Each trim tab13is attached to the stern of the hull11and swings about a substantially horizontal swing shaft (not shown) at the stern. As a result, a lift generated at the stern of the hull11is adjusted and an attitude of the hull11is controlled.

The attachment unit19includes a PTT (Power Trim and Tilt) unit15. The PTT unit15rotates the outboard motor12about a tilt shaft (not shown) with respect to the hull11and changes an inclination angle of the outboard motor12with respect to the hull11(a trim angle or a tilt angle).

FIG.2is a block diagram for schematically explaining respective components included in the marine vessel10. The hull11includes a controller21, a remote controller22, a marine vessel speed sensor24, a G sensor25, a GPS (Global Positioning System) sensor26, an attitude sensor27, a communication I/F (interface)28, a storage unit29, a setting operation unit30, and a display unit31.

The outboard motor12includes an ECU (Engine Control Unit)41, the engine42, a rotation number sensor43, a throttle opening sensor44, an intake pressure sensor45, an intake amount sensor46, an ignition timing sensor47, and a valve timing sensor48.

The PTT unit15includes a tilt/trim angle sensor16. The tilt/trim angle sensor16detects the inclination angle of the outboard motor12with respect to the hull11. The inclination angle is an angle of the outboard motor12based on a position of the lowest point around the tilt shaft. The tilt/trim angle sensor16includes, for example, a potentiometer.

The controller21is, for example, a BCU (Boat Control Unit). The controller21controls operations of the respective components of the marine vessel10according to various kinds of programs. The controller21includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) (not shown), a RAM (Random Access Memory) (not shown), a timer (not shown), etc. Control programs executed by the CPU are stored in the ROM. The RAM provides a working area when the CPU executes the control program.

The remote controller22includes a lever (not shown). By operating the lever, a marine vessel operator is able to switch a direction of a propulsion force generated by the outboard motor12between a forward moving direction and a backward moving direction, and adjust the output of the outboard motor12so as to adjust a marine vessel speed of the marine vessel10. The marine vessel speed sensor24measures a speed of the marine vessel10(the marine vessel speed of the marine vessel10). The G sensor25measures accelerations acting on the hull11in three axial directions. The GPS sensor26measures a position of the marine vessel10in the earth coordinate system. It should be noted that the controller21may obtain the marine vessel speed of the marine vessel10from GPS signals.

The attitude sensor27includes, for example, a gyro sensor, a magnetic azimuth sensor, etc. Based on signals outputted from the attitude sensor27, the controller21calculates a roll angle of the hull11, a pitch angle of the hull11, and a yaw angle of the hull11. It should be noted that the controller21may calculate the roll angle and the pitch angle based on output signals of the G sensor25. The communication I/F28has a communication function via the Internet or the like, and communicates with an external apparatus wirelessly or by wire.

The storage unit29is a non-volatile memory. The setting operation unit30includes an operation piece (not shown) to perform operations related to marine vessel maneuvering, a PTT operation switch (not shown), a setting operation piece (not shown) to perform various kinds of settings, and an inputting operation piece (not shown) to input various kinds of instructions. The display unit31is a display to display various kinds of information, and also functions as a touch panel to accept inputs from the marine vessel operator.

The ECU41is a controller for the engine42and controls the engine42according to control signals issued by the controller21. The rotation number sensor43measures the rotation number of the engine42. The throttle opening sensor44detects an opening of a throttle valve (not shown) of the engine42. The intake pressure sensor45measures an intake pressure of the engine42.

The intake amount sensor46detects an intake air amount in the engine42. The ignition timing sensor47detects an ignition timing in an ignition device (not shown) of the engine42. The valve timing sensor48detects a valve timing (an opening/closing timing) of an intake/exhaust valve (not shown) of the engine42.

In the marine vessel10, the respective components21,22,24to31, and41to48described above are connected to each other by a CAN (Control Area Network) that is a network in which a plurality of nodes are individually connected to a bus. The detection results and the measurement results, which are obtained by the components24to27and43to48, are transmitted to the controller21. It should be noted that the respective components of the marine vessel10may be connected to each other not by the CAN but by a LAN (Local Area Network) such as Ethernet (registered trademark) that provides connections via a network device, or the respective components of the marine vessel10may be directly connected to each other.

In addition, the hull11or the outboard motor12includes various kinds of actuators (not shown). The various kinds of actuators include a mechanism to rotate the outboard motor12around the steering shaft, a mechanism to switch a shift position of a forward moving/backward moving switching mechanism (not shown), a mechanism to adjust a throttle opening (the opening of the throttle valve), a mechanism to drive the trim tabs13, etc. The various kinds of actuators also include actuators to realize automatic pilot (automatic marine vessel maneuvering).

FIG.3is a flowchart that shows the flow of an abnormality judging process. In the controller21, the abnormality judging process is realized by the CPU expanding a program, which is stored in the ROM, to the RAM and executing the program. The abnormality judging process is started, for example, when a main switch (not shown) of the marine vessel10is turned on.

In a step S101, the controller21executes an initialization process. In the initialization process, the controller21, for example, obtains fixed information. The fixed information includes hull information and propeller propulsion efficiency (propulsion efficiency of the propeller18). The propeller propulsion efficiency is determined by multiplying propeller efficiency by hull efficiency.

Here, the hull information includes specifications of the hull11(information on bow shape, boat pitch, crew capacity, cargo, fuel, etc.) and environmental conditions (information on waves, tidal currents, and wind). The hull information is stored in the ROM in advance. It should be noted that some of the hull information may be obtained by being inputted by the marine vessel operator.

In a step S102, the controller21executes a measured value obtaining process. In the measured value obtaining process, the controller21obtains the detection results and the measurement results, which are obtained by a measuring unit (including the sensors24to27,43to48, and16). As a result, measured values such as the marine vessel speed, the pitch angle, an engine rotation number (the rotation number of the engine42), the throttle opening, the intake air amount, the ignition timing, the valve timing, and the inclination angle of the outboard motor12with respect to the hull11(the trim angle or the tilt angle) are obtained. It should be noted that the intake air amount may be estimated based on the intake pressure, the throttle opening, and the valve timing. In addition, it is not necessary to obtain measured values that are not used in subsequent processes.

In a step S103, the controller21, which functions as an estimating unit, executes a first estimating process and a second estimating process as estimating processes. The first estimating process is a process of estimating a propulsion force. The propulsion force referred to here is the propulsion force (a thrust) generated by the outboard motor12functioning as the marine vessel propulsion device to propel the hull11. The second estimating process is a process of estimating the marine vessel speed and the pitch angle of the hull11.

First, in the first estimating process, the controller21estimates the propulsion force based on an actual engine rotation number measured while the hull11is navigating and an actual throttle opening measured while the hull11is navigating. At that time, a map400(FIG.4) is referred to. Hereinafter, the propulsion force estimated in the first estimating process will be referred to as “an estimated propulsion force”.

FIG.4is a conceptual diagram that shows an example of the map400. The map400is information indicating the relationship between the engine rotation number, the throttle opening, the propulsion force, and the marine vessel speed, and is obtained by model learning obtained in advance. The map400is, for example, stored in the ROM. The map400is a map in which a propulsion force map is provided for each marine vessel speed (V1, V2, V3, . . . ). The propulsion force map is a map in which propulsion forces P (P1to P12) corresponding to the engine rotation number and the throttle opening are determined.

The controller21refers to the propulsion force map corresponding to a measured actual marine vessel speed within the map400, and determines the propulsion force corresponding to the actual engine rotation number and the actual throttle opening as the estimated propulsion force.

As a modification, the controller21may estimate the estimated propulsion force based on an actual intake air amount measured while the hull11is navigating and an actual ignition timing measured while the hull11is navigating. In this case, a map (not shown) indicating the relationship between the intake air amount, the ignition timing, and an engine output (the output of the engine42) is obtained in advance and is stored in the ROM. The map indicating the relationship between the intake air amount, the ignition timing, and the engine output is, for example, a map in which an engine output map is provided for each propeller propulsion efficiency. The engine output map is a map in which the engine output corresponding to the intake air amount and the ignition timing is determined.

The controller21refers to the engine output map corresponding to the propeller propulsion efficiency obtained in the step S101within the map indicating the relationship between the intake air amount, the ignition timing, and the engine output, and obtains the engine output corresponding to the actual intake air amount and the actual ignition timing as an estimated engine output. Then, the controller21determines the estimated propulsion force based on “the estimated propulsion force=the estimated engine output x the propeller propulsion efficiency”. It should be noted that from the viewpoint of simplifying the configuration, it is not essential to provide the engine output map for each propeller propulsion efficiency. On the other hand, the engine output map may be further subdivided and provided for each marine vessel speed, and the estimated propulsion force may be determined also in consideration of the actual marine vessel speed.

Next, in the second estimating process, the controller21estimates the marine vessel speed or the pitch angle based on a measured actual attitude of the marine vessel propulsion device, the hull information, and the propulsion force. In this case, a map (not shown) indicating the relationship between the propulsion force, the attitude of the marine vessel propulsion device, and the marine vessel speed is obtained in advance and is stored in the ROM. In addition, a map (not shown) indicating the relationship between the propulsion force, the attitude of the marine vessel propulsion device, and the pitch angle is obtained in advance and is stored in the ROM. In this way, a map, in which “the marine vessel speed or pitch angle” corresponding to the attitude of the marine vessel propulsion device and the propulsion force is determined, is provided for each hull information.

It should be noted that “the attitude of the marine vessel propulsion device” corresponds to, for example, the inclination angle of the outboard motor12with respect to the hull11(the trim angle or the tilt angle). It should be noted that “the attitude of the marine vessel propulsion device” may include a setback. Alternatively, in the case that a vertical position of the outboard motor12with respect to the hull11is variable, “the attitude of the marine vessel propulsion device” may include a vertical movement amount (a lift amount) of the outboard motor12from a reference position.

It should be noted that the hull information is classified in advance into a plurality of categories according to combinations, and the hull information of the category to which the hull11belongs is used when referring to the map. The controller21refers to a map corresponding to the hull information of the category to which the hull11belongs, and determines “the marine vessel speed or pitch angle” corresponding to the actual attitude of the marine vessel propulsion device and the propulsion force as an estimated “marine vessel speed or pitch angle”. It should be noted that as the propulsion force used when referring to the map, the estimated propulsion force may be used, or a measured value (an actual propulsion force) may be used.

In a step S104, the controller21compares the marine vessel speed estimated in the step S103and the actual marine vessel speed measured in the step S102. In addition, the controller21compares the pitch angle estimated in the step S103and the actual pitch angle measured in the step S102.

In a step S105, the controller21judges whether or not a deviation between the estimated value and the measured value is large based on comparison results obtained in the step S104. Specifically, the controller21judges whether or not a first event or a second event has occurred, and in the case that at least one of the first event or the second event has occurred, judges that the deviation between the estimated value and the measured value is large.

Here, the first event is an event in which the estimated marine vessel speed and the actual marine vessel speed deviate by a predetermined speed or more. The second event is an event in which the estimated pitch angle and the actual pitch angle deviate by a predetermined angle or more. The predetermined speed and the predetermined angle are stored in the ROM or the like in advance. In the case that neither the first event nor the second event has occurred as a result of the judgment in the step S105, the controller21advances the abnormality judging process to a step S108. On the other hand, in the case that at least one of the first event or the second event has occurred as the result of the judgment in the step S105, the controller21advances the abnormality judging process to a step S106.

In the step S106, as a result of judging the presence or absence of an abnormality of the marine vessel10, the controller21, which functions as a judging unit, judges that there is the abnormality of the marine vessel10. It should be noted that as the result of judging the presence or absence of the abnormality of the marine vessel10, the controller21may judge that there is the abnormality in the outboard motor12. Alternatively, as the result of judging the presence or absence of the abnormality of the marine vessel10, the controller21may judge that there is the abnormality in the hull11or the propeller18. This is because when, for example, shellfish adhere to the hull11or when the propeller18is damaged, the marine vessel speed and the pitch angle will change. It should be noted that the abnormality of the propeller18is included in the abnormality of the outboard motor12and the abnormality of the outboard motor12is included in the abnormality of the marine vessel10.

In a step S107, the controller21executes a notification process to notify that it has been judged that there is the abnormality. Notification is carried out by displaying a message or a mark on the display unit31. It should be noted that the notification may be carried out by at least one of a display or a sound. When performing the notification, the controller21may make a notification mode in the case that only one of the first event or the second event has occurred different from a notification mode in the case that both the first event and the second event have occurred. For example, the notification mode in the case that both the first event and the second event have occurred may be emphasized to make it easier to be understood than the notification mode in the case that only one of the first event or the second event has occurred. This is because the case that both the first event and the second event have occurred is considered highly probable that there is the abnormality. It should be noted that the notification may be performed in the case that both the first event and the second event have occurred, and the notification may not be performed in the case that only one of the first event or the second event has occurred.

In the step S108, the controller21executes other processes and then returns the abnormality judging process to the step S102. In “the other processes” referred to here, for example, depending on receiving an end instruction from the marine vessel operator, a process such as ending the abnormality judging process is executed.

According to a preferred embodiment of the present invention, the marine vessel speed and the pitch angle of the hull11are estimated based on the propulsion force (the thrust) of the outboard motor12and the inclination angle of the outboard motor12(the attitude of the marine vessel propulsion device). In addition, the actual marine vessel speed and the actual pitch angle are measured. The presence or absence of the abnormality of the marine vessel10is judged based on the comparison result between the estimated marine vessel speed and the actual marine vessel speed and the comparison result between the estimated pitch angle and the actual pitch angle. As a result, it is possible to judge the presence or absence of the abnormality of the marine vessel10.

In particular, in the case that at least one of the first event or the second event has occurred, it is judged that there is the abnormality of the marine vessel10, so that overlooking of the abnormality is reduced or prevented.

Therefore, it is possible to prevent the marine vessel operator from operating the marine vessel10to increase the output of the marine vessel propulsion device so that the marine vessel speed reaches a desired value without being aware of the abnormality.

In addition, in the case of being judged that there is the abnormality of the marine vessel10, since it is judged that there is the abnormality of the marine vessel10is notified, it is possible to inform that the abnormality has occurred in the marine vessel10.

In addition, by making the notification mode in the case that only one of the first event or the second event has occurred different from the notification mode in the case that both the first event and the second event have occurred, it is possible to inform the reliability of the judgment of the presence or absence of the abnormality.

In addition, in the abnormality judgment of the marine vessel10, the judgment accuracy is particularly high when the marine vessel10is planing.

It should be noted that from the viewpoint of simplifying the configuration, in the step S105, only the presence or absence of the occurrence of either the first event or the second event may be judged, and whether or not the deviation is large (whether or not there is the abnormality of the marine vessel10) may be judged based on the result of judging only the presence or absence of the occurrence of either the first event or the second event.

It should be noted that the marine vessel propulsion device to propel the hull11is not limited to the outboard motor12using the engine42, and as the marine vessel propulsion device to propel the hull11, a marine vessel propulsion device using an electric motor may be used. In the case that a marine vessel propulsion device using an electric motor is used as the marine vessel propulsion device to propel the hull11, the propulsion force (the thrust) of the marine vessel propulsion device corresponds to a command current value.

It should be noted that the marine vessel is not limited to the above-described one as long as the attitude of the marine vessel propulsion device is able to be changed. Therefore, depending on the type of the marine vessel, preferred embodiments of the present invention are able to be applied to a PWC (Personal Watercraft), a marine vessel equipped with an inboard/outboard motor, or the like.

Although the present invention has been described in detail based on the preferred embodiments described above, the present invention is not limited to these specific preferred embodiments, and various preferred embodiments within the scope not deviating from the gist of the present invention are also included in the present invention.

The present invention is also able to be implemented by a process of supplying a program that realizes one or more functions of the above-described preferred embodiments to a system or an apparatus via a network or a non-transitory storage medium, and one or more processors of a computer of the system or the apparatus reading out the program and executing it. The above program and a storage medium storing the above program may embody the present invention. In addition, the present invention is also able to be implemented by a circuit (for example, an ASIC (application specific integrated circuit)) that implements one or more functions.

While preferred 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.