JP2019078240A - Ship start control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reliably start a plurality of engines mounted on a ship with a configuration simpler than conventional ones. A general control unit that outputs a start command to a plurality of engines, a starter that starts each of the plurality of engines, and a plurality of engines that start each of the plurality of engines via the starter based on the input of the start command A control unit and a rotation speed detection unit that detects respective rotation speeds of the plurality of engines are provided, and the overall control unit outputs a start command to the plurality of engine control units when initially starting the plurality of engines, Each of the plurality of engine control units stores an individual start-up waiting time preset as a different value for each of the plurality of engines, and after the individual start-up waiting time has elapsed from the time when the start command was input, Start each engine via each starter. [Selection diagram] Fig. 6

Description

  The present invention relates to a vessel start control device for controlling the start of a plurality of engines mounted on a vessel.

  Conventionally, a start control device is known which simultaneously starts a plurality of engines mounted on a ship (see, for example, Patent Document 1).

Patent No. 4127490

However, the prior art has the following problems.
The above-described conventional start control device is a unit for starting control only instead of operating a key switch provided for each engine when performing so-called multiple engine start of each engine of a ship having a plurality of outboard motors. As a key switch node is provided. The key switch node, which is a unit dedicated to start control, transmits an engine start command to each engine ECU based on the engine rotational speed transmitted from each engine ECU.

  However, there is a problem that the information amount of the engine rotational speed transmitted from each engine ECU is increased as the number of engines to be multi-machined increases. Therefore, in order to execute the function of transmitting the start command to each of the engine ECUs based on the engine rotational speed transmitted from each of the engine ECUs, a unit for starting control such as a key switch node is required.

  Further, if the ECU for controlling each engine ECU executes the above function without preparing the start control dedicated unit, the processing load of the ECU will be increased.

  In addition, at the time of multi-machine start, there is a situation where each engine shares a battery. Therefore, when a plurality of engines start to start at the same time, the voltage drop of the battery may make it impossible to start the engines.

  The present invention has been made to solve the above-described problems, and a ship start control device capable of reliably starting a plurality of engines mounted on a ship with a configuration simpler than that of the prior art. Intended to be provided.

  The start control device for a ship according to the present invention is a start control device for controlling the start of a plurality of engines mounted on a ship, and includes an integrated control unit for outputting a start command to the plurality of engines and a plurality of engines. A plurality of starters individually provided for starting the engine and a plurality of engines individually provided corresponding to the plurality of starters and starting the respective engines via the respective starters based on the input of the start command The control unit outputs the start command to the plurality of engine control units when the general control unit initially starts the plurality of engines, and each of the plurality of engine control units has a different value for each of the plurality of engines Is stored as a preset start waiting time, and after the individual start waiting time has elapsed from the time when the start command is input, It is intended to start the respective engine via a les starter.

  According to the present invention, when starting the plurality of engines based on one start command signal, the time difference set in advance is provided to sequentially start the plurality of engines. As a result, it is possible to avoid a start-up failure due to a battery voltage drop. In addition, since there is no need to issue a start command based on each engine rotational speed, the configuration of the node that issues the start command can be simplified.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram at the time of applying the starting control apparatus of the ship which concerns on Embodiment 1 of this invention to the internal combustion engine for ships. It is a flowchart which shows the starting control processing performed as main control processing by ECU in Embodiment 1 of this invention. It is a flowchart regarding the multi-machine start start determination flag process in Embodiment 1 of this invention. It is a flowchart regarding the multi-machine hook start determination timer process in Embodiment 1 of this invention. It is a flowchart regarding the start drive flag process in Embodiment 1 of this invention. FIG. 7 is a timing chart regarding multi-machine start processing and restart processing in Embodiment 1 of the present invention. FIG.

  BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the vessel start control device according to the present invention will be described below with reference to the drawings.

Embodiment 1
FIG. 1 is an overall configuration diagram in the case where a start control device for a ship according to a first embodiment of the present invention is applied to an internal combustion engine for a ship. As shown in FIG. 1, three outboard motors 100, 200 and 300 integrated with an internal combustion engine (hereinafter referred to as “engine”), a propeller and the like are attached to the stern of a ship 11.

  The outboard motors 100, 200 and 300 are provided with starters 135, 235 and 335, which are start mechanisms, and ECUs (Electronic Control Units) 130, 230 and 330. Hereinafter, the ECUs 130, 230 and 330 of the outboard motors 100, 200 and 300 may be referred to as engine ECUs.

  The outboard motors 100, 200, and 300 are identified and named as P (port), C (center), and S (stern) in the direction from the starboard side to the portside of the ship 11.

  The engine mounted on each of the outboard motors 100, 200 and 300 has an instance value for identification. The instance values are set in the order of 1 to 3 in the direction from the starboard side to the port side of the ship 11. Hereinafter, the engines mounted on the outboard motors 100, 200, and 300 are referred to as the engine of Instance 1, the engine of Instance 2, and the engine of Instance 3, respectively.

  In the ship 11, maneuvering remotes 110, 210 and 310, and an ECU 10 are provided. The ECU 10 is a general control unit that integrally controls the devices inside the ship 11 and the outboard motors 100, 200, and 300. The ECU 10 has a function of outputting start command signals for starting the engines of the instances 1 to 3 to the respective engine ECUs.

  Throttle levers 101, 201 and 301 are disposed in the boat maneuvering remote controls 110, 210 and 310, respectively. The throttle levers 101, 201, 301 are provided with LP sensors 102, 202, 302 (Lever PoSition Sensors) for detecting the lever position.

  The lever position signals detected by the LP sensors 102, 202 and 302 inside the marine vessel maneuvering remote controls 110, 210 and 310 are output to the ECU 10 which performs shift control determination via signal lines a1, a2 and a3. Then, the ECU 10 detects the required amount of the throttle valve (hereinafter referred to as required throttle opening) and the required amount of forward / neutral / reverse (hereinafter referred to as required shift position) based on the received lever position signal.

  The ECU 10 is operated from the engine position received from the lever position and the ECUs 130, 230, 330 in the outboard motors 100, 200, and 300 via the signal lines b1, b2, b3 to the fully open to fully open throttle valve opening ( Hereinafter, the target throttle opening degree) and the shift position (hereinafter, referred to as target shift position) are determined.

  Further, a start / stop switch 15 is connected to the ECU 10.

  Further, the ECU 10 sets the target throttle opening (full close to full open) command value, the target shift position (F / N / R) command value, and the start / stop command value via the signal lines b1, b2 and b3. It transmits to ECU130, 230, and 330 in 100,200,300.

  The ECUs 130, 230 and 330 that have received the command value from the ECU 10 control the opening amount (intake air amount) of the throttle valve of the outboard motor 100, 200 and 300 via the throttle link mechanism (not shown). Also, ECUs 130, 230 and 330 control the shift positions (foreign / neutral / reverse) of outboard motors 100, 200 and 300 via a shift link mechanism and shift mechanism not shown.

  Also, ECUs 130, 230 and 330 control the engine start of outboard motors 100, 200 and 300 via starters 135, 235 and 335, respectively. Note that the ECUs 130, 230, and 330 perform control to stop fuel injection to the engine when the stop command is received.

  The ECUs 130, 230, 330 transmit to the ECU 10 the actual engine state including the engine rotational speed, the opening amount of the throttle valve (actual throttle opening), and the shift position (actual shift position).

  Next, details of the processing of the start control device according to the present invention will be described using the flowcharts shown in FIGS. 2 to 5 and the timing chart shown in FIG.

  FIG. 2 is a flow chart showing a flow of start control processing executed by ECUs 130, 230 and 330 in the first embodiment of the present invention. The main process shown in FIG. 2 is set to be performed, for example, every 5 mS.

  First, in step S201, the ECUs 130, 230, and 330 execute a process of setting a multi-machine start determination flag. The details of the multi-machine hook start determination flag process will be described later with reference to FIG.

  Next, the ECUs 130, 230, and 330 execute a process of setting a multi-machine start determination timer in step S202. Details of the multi-machine hook start determination timer process will be described later with reference to FIG.

  Next, in step S202, the ECUs 130, 230, 330 set the start drive flag, drive the starters 135, 235, and 335, and execute the process of starting the engines of the outboard motors 100, 200, and 300. The details of the start drive flag processing will be described later with reference to FIG.

  FIG. 3 is a flowchart relating to multi-machine start determination flag processing in the first embodiment of the present invention. First, in step S301, the ECUs 130, 230, and 330 of the outboard motors 100, 200, and 300 determine whether a multi-machine start start has been instructed from the ECU 10. Specifically, the ECUs 130, 230, and 330 detect whether or not the start command signal output from the ECU 10 has changed from "0" to "1".

  If it is detected that the start command signal has changed from “0” to “1” (S301: Yes), the ECUs 130, 230 and 330 execute step S302 and the start command signal from “0” to “1”. If not (S301: No), step S303 is executed.

  In step S302, the ECUs 130, 230, and 330 determine whether or not the multi-apparatus start determination timer is "0" (timer stop state). ECUs 130, 230, and 330 execute step S308 when the multi-machine start determination timer is "0" (S302: Yes), and when the multi-machine start determination timer is not "0" (S302: No) In step S303, step S303 is executed.

  In step S308, ECUs 130, 230, and 330 determine that the start command signal from ECU 10 is received in the multi-machine start determination timer stopped state, set the multi-machine start determination flag to "1", The start determination flag processing is ended.

  In step S303, the ECUs 130, 230, and 330 determine whether the multi-machine start start determination timer is equal to or longer than the continuous start determination time. Specifically, when the multi-machine start determination timer is equal to or longer than the continuous start determination time (S303: Yes), the ECUs 130, 230, and 330 subsequently execute step S309 to determine the multi-machine start start. If the timer is less than the continuous start determination time (S303: No), the ECUs 130, 230 and 330 execute step S304.

  Here, the continuous start determination time is a time set in advance as a time limit from start of engine start to completion of start. The set values of the continuous start determination time are stored in a storage unit (not shown) in the ECUs 130, 230 and 330. In the first embodiment, the continuous start determination time will be described as 15 seconds.

  In step S304, the ECUs 130, 230, and 330 determine whether the rotational speed of the engine is equal to or higher than the threshold value of the startup completion rotational speed. Specifically, when the engine rotational speed is equal to or higher than the threshold value of the start completion rotational speed (S303: Yes), it is determined that the start of the engine is completed, and step S309 is executed. On the other hand, when the engine rotational speed is less than the threshold value of the startup completion rotational speed (S304: No), the ECUs 130, 230 and 330 end the multi-machine hook start determination flag processing. The rotational speed of the engine can be detected by a rotational speed detector not shown. In the first embodiment, the threshold value of the startup completion rotational speed will be described as 800 r / min.

  In step S309, the ECUs 130, 230, and 330 set the multi-machine start determination flag to “0”, and end the multi-machine start determination flag processing.

  FIG. 4 is a flowchart relating to multi-apparatus start determination timer processing according to the first embodiment of the present invention. First, in step S401, the ECUs 130, 230, and 330 determine whether the multi-machine start start determination flag set in step S201 of FIG. 2 is set to "1". If the multi-machine hook start determination flag is set to “1” (S401: Yes), the ECUs 130, 230, and 330 execute step S402. On the other hand, when the multi-machine hook start determination flag is not set to “1” (S401: No), the ECUs 130, 230, and 330 execute step S403.

  In step S402, the ECUs 130, 230, and 330 add 1 to the current timer for each main cycle to update the multi-machine start determination timer, and the multi-machine start determination timer process ends. The upper limit value of the multi-machine start determination timer is, for example, 65535 (327.675 seconds) using the operational limit value.

  In step S403, the ECUs 130, 230, and 330 initialize the multi-apparatus start determination timer to "0" and end the multi-apparatus start determination timer process.

  FIG. 5 is a flowchart related to start drive processing in the first embodiment of the present invention. First, in step S501, the ECUs 130, 230, and 330 determine whether the multi-machine start start has been instructed from the ECU 10. Specifically, the ECUs 130, 230, and 330 determine whether the start command signal output from the ECU 10 is "1".

  If the start command signal output from the ECU 10 is "1" (S501: Yes), the ECUs 130, 230 and 330 execute step S502, and if the start command signal is not "1", the step Execute S504.

  Next, in step S502, the ECUs 130, 230, and 330 determine whether the multi-apparatus start determination timer is equal to or more than a preset multi-apparatus start wait time.

  ECUs 130, 230, and 330 execute step S508 when the multi-machine start start determination timer is equal to or longer than the preset multi-machine start wait time (S502: Yes), and the multi-machine start start determination timer However, if it is less than the preset multi-machine waiting start waiting time (S502: No), step S509 is executed.

  In step S508, the ECUs 130, 230, and 330 set the start drive flag to "1" (starter drive), and complete the start drive flag processing.

  In step S509, the ECUs 130, 230, and 330 set the start drive flag to "0" (stop the starter), and complete the start drive flag processing.

  Here, the multi-machine hooking start wait time refers to the time from when the start command signal from the ECU 10 is input to the ECUs 130, 230 and 33 when sequentially starting the engines of Instances 1 to 3 one by one until the start of the start The waiting time is a time preset for each of the engines of instances 1 to 3. The set values of the multi-machine start wait time are stored in a storage unit (not shown) in the ECUs 130, 230, and 330. In the first embodiment, the multi-machine hooking start wait times of the engines of Instances 1, 2 and 3 are set to 0 seconds, 3 seconds, and 6 seconds, respectively, and the engines are started in the order of Instances 1, 2, and 3.

  FIG. 6 is a timing chart relating to multi-machine start in the first embodiment of the present invention. Hereinafter, the multi-machine start and multi-machine restart processing of the present invention will be specifically described with reference to FIG.

  The engine start device according to the first embodiment of the present invention is configured to set an initial start period and a restart period as shown in FIG. The initial start-up period is a period from start-up of three engines of instances 1 to 3 sequentially to completion of start-up. The restart period is a period in which, when there is an engine that failed to start at the time of initial start, the restart of the engine that failed to start is performed. The sum of the initial start period and the restart period corresponds to a time limit (continuous start determination time) from the start of the multi-machine start to the start completion.

  At the time of initial start, the time difference is provided to the start start time of the engines of Instances 1 to 3 based on the multi-machine hooking start wait time set in advance for each engine, and the engines of Instances 1 to 3 are sequentially started.

  As a result, the power required for starting increases as compared with the case where the engines of instances 1 to 3 are started all at once. As a result, it is possible to prevent a situation where the engine can not be started or the engine ECU is reset due to the power shortage due to the battery voltage drop.

  On the other hand, at the time of restart, among the engines of Instances 1 to 3, the engines of 1 to 3 machines that failed in the initial start are simultaneously started without wait time from the time when the start command signal is input to the engine ECU. This makes it possible to restart the plurality of engines without time lag even if there are a plurality of engines that failed in the initial start.

  In FIG. 6, the start command signal which is a start command and a stop command of multi-motor hook start is generated in the ECU 10 provided in the ship 11 and transmitted to the ECUs 130, 230 and 330 of the outboard motors 100, 200 and 300. Ru. In FIG. 6, the period when the start command signal is "1" is nine seconds.

  At time point t1 in FIG. 6, the start command signal changes from "0" to "1", and at time point t4, the start command signal changes from "1" to "0". If all of the engines of instances 1 to 3 have been started successfully, the start command signal after time t4 is maintained at "0", and the restart is not performed.

  On the other hand, as shown in FIG. 6, when starting of at least one of the engines of instances 1 to 3 fails, the ECU 10 sets the start command signal during the restart period from time t4 to time t6. Set "0" to "1". As a result, restart of the engine that failed to start is performed.

  In FIG. 6, in order to restart the engine of instance 2 for which the initial start has failed, the start command signal is changed from "0" to "1" at time t5 (t4 <t5 <t6) during the restart period. Is shown.

  The multi-machine hook start determination flag, the multi-machine hook start determination timer, and the start drive flag in FIG. 6 are controlled by the ECUs 130, 230 and 330 according to the flowcharts described in FIGS.

  The multi-machine hook start determination flag changes from "0" to "1" at time t1, and changes from "1" to "0" at time t6. The multi-machine hook start determination flag is common to the ECUs 130, 230, and 330 that are engine ECUs of the instances 1 to 3 that perform multi-machine hooking.

  The multi-machine start determination timer is “0” at time t1, and monotonously increases from time t1 to time t6. This is an increase due to the increment process of the timer shown in S402 of FIG. At time t6, the multi-machine hook start determination timer becomes 15 seconds which is a continuous start determination time. The multi-machine hooking start determination timer is common to the ECUs 130, 230, and 330 that are engine ECUs of the instances 1 to 3 that perform multi-machine hooking.

  The start drive flag is set for starters 135, 235 and 335, respectively. The ECUs 130, 230, and 330 start the engines of the instances 1 to 3 by setting the start drive flag from "0" to "1" and driving the starters 135, 235, and 335. Then, the ECUs 130, 230, and 330 change the start drive flag from "1" to "0" at the time of determining the start success, and stop the starters 135, 235, and 335.

  The start drive flag shown in FIG. 6 indicates a start drive flag corresponding to the starter 235 of the instance 2 in which both the initial start and restart are performed.

  Next, multi-start and restart operations for sequentially starting the three engines of Instances 1 to 3 will be described in chronological order.

  In FIG. 6, the multi-machine start wait time is set to 0 seconds for the instance 1 engine, 3 seconds for the instance 2 engine, and 6 seconds for the instance 3 engine. Further, the start determination time of the engine by the starters 135, 235 and 335 is set to 3 seconds.

  The initial start when the ECUs 130, 230 and 330 receive the start command signal from the ECU 10 at time t1 with the multi-machine start weight time and the engine start determination time set as described above will be described below. .

  The ECU 130 starts the engine of the instance 1 by driving the starter 135 of the instance 1 at the time t1 when the start instruction signal is received, since the multi-machine start wait time of the engine of the instance 1 is 0 seconds.

  The ECU 230 starts the engine of the instance 2 by driving the starter 235 of the instance 2 at the time point t2 three seconds after the time point t1 since the engine multiple wait time for the instance 2 is 3 seconds. .

  The ECU 330 starts the engine of the instance 3 by driving the starter 335 of the instance 3 at the time point t3 six seconds after the time point t1 since the engine multi-machine hookup start wait time of the instance 3 is 6 seconds. .

  As a result, the engines of instances 1 to 3 start the startup in order of instances 1, 2 and 3 every three seconds from time t1 when the start command signal is received.

  The ECUs 130, 230, and 330 set the case where the engine speed of the instances 1 to 3 becomes equal to or more than the threshold value of the start completion rotational speed within the engine start determination time by the starters 135, 235, and 335 as “starting success”. judge. Then, when the ECUs 130, 230, and 330 determine that "starting is successful", the starters 135, 235, and 335 are stopped by setting the start drive flag from "1" to "0".

  The threshold value of the startup completion rotational speed may be, for example, 800 r / min as shown in FIG.

  The determination result information of “starting success” is output from the ECUs 130, 230, and 330 to the ECU 10. If all the three engines of Instances 1 to 3 are determined to be "starting success", the ECU 10 determines that "first-time multi-machine hooking start is successful", and ends the multi-machine hooking start process.

  On the other hand, if the rotation speed of the engine does not reach the threshold value of the startup completion rotation speed during the start determination time of the engine by the starters 135, 235 and 335, the ECUs 130, 230 and 330 It is determined that Then, at time t4 at which the initial startup period ends, the ECUs 130, 230, and 330 stop the starters 135, 235, and 335 by setting the start drive flag from "1" to "0".

  The determination result information of “startup failure” is output from the ECUs 130, 230 and 330 to the ECU 10.

Hereinafter, the case of restarting the engine of instance 2 will be described.
As shown in FIG. 6, the rotational speed is equal to that of the start completion rotational speed from time t2 when the start drive flag of the engine of instance 2 changes from "0" to "1" to t4 which is the end point of the initial start period. If the threshold (800 r / min) is not exceeded, the ECU 230 determines that “Instance 2 startup failure”. At time t4, the ECU 230 sets the start drive flag of the engine of instance 2 to "1" → "0" and stops the starter 235. The ECU 230 transmits the determination result information of “instance 2 start failure” to the ECU 10.

  When it is determined that at least one of the three engines of instances 1 to 3 is “start failure” as in the engine of instance 2 shown in FIG. It judges as "failure" and performs a multi-machine hook restart process.

  In the multi-machine restart processing, first, the ECU 10 outputs a start command signal for restart by changing the start command signal from “0” to “1” within a preset restart period. In FIG. 6, the preset restart period is a period from time point t4 to time point t6. Further, the start command signal for restart is output at time t5 within the period from time t4 to time t6.

  The ECU 230 that has received the start command signal for restart at time t5 changes the start drive flag of the engine of instance 2 from "0" to "1", drives the starter 235 of instance 2 again, and re-starts the engine of instance 2 Start up. Then, the ECU 230 detects the rotation speed of the engine of the instance 2, and determines that “instance 2 restart success” when the rotation speed is equal to or higher than the threshold of the startup completion rotation speed (800 r / min).

  When it is determined that the restart is successful, the ECU 230 sets the start drive flag of the engine of instance 2 to “1” → “0”, and stops the starter 235. The determination result information of “restart success” is output from the ECU 230 to the ECU 10. The ECU 10 determines that "multi-machine hook restart is successful" and ends the multi-machine hook restart process.

  In the above description, the preset restart period is a period from time point t4 to time point t6. Further, it is assumed that the ECU 230 receives the start command signal for restart at time t5 within the period from time t4 to time t6. The purpose and effect of setting the restart period and the start command signal for restart in this manner will be described.

  The purpose of setting the restart period in this way is to simultaneously execute restarts of a plurality of engines that failed to start in the initial start, instead of each engine, when the start of the plurality of engines fails in the initial start. is there. Therefore, among the sequentially started engines, a time t4 at which the start determination time of the engine of the instance 3 to be finally started is ended is set as the start time of the restart period. This makes it possible to restart multiple engines that failed to start initially without causing a time lag.

  More specifically, the ECU 10 restarts by presetting “waiting time for failure in starting of instance 1 to 3” shown in FIG. 6 based on the number of engine units and instance information set in advance. You can set the period. For example, as shown in FIG. 6, the waiting time for starting failure of the engine of instance 1 is set to 15 seconds from time t1 to time t4. The waiting time for the start failure of the engine of instance 2 is 12 seconds from time t2 to time t4.

  The waiting time for the start failure of the engine of instance 3 is 9 seconds from time t3 to time t4. Thus, the waiting time after time t4 is 6 seconds in all engines of instances 1 to 3. The ECUs 130, 230, and 330 of the instances 1 to 3 may start all the engines simultaneously by receiving start command signals for restart output from the ECU 10 during the six seconds.

  Note that the start command signal for restart may be set to be transmitted only from the ECU 10 to the ECU 230 of the instance 2 that has failed to start, as with the initial start, the ECUs 130 and 230 of all the instances 1 to 3 And 330 may be sent. When transmitting the start command signal for restart from the ECU 10 to the ECUs 130, 230 and 330, the ECUs 130 and 330 of the instances 1 and 3 that have already started successfully ignore the received start command signal for restart It should be set as you do.

  Further, a time point t4 at which the start command signal for restart is outputted from the ECU 10 is a time point t4 at which the start determination time of the engine of the instance 3 which is the engine to be started last among the engines started sequentially. For example, it is assumed that a margin time of about one second is added. The margin time may be set in advance in consideration of the communication time between networks, the calculation processing time of the ECU 10, and the like.

  In the case where the multi-machine hook restart process described above is executed, it is assumed that the restart may fail. Therefore, when it is determined that “restart failure” is performed in at least one engine, multi-machine restart processing may be set to be repeatedly performed a plurality of times. In that case, the ECU 10 is set to further output the start command signal after the end of the restart period (time t4 to t6 in FIG. 6).

  Also, for example, when multi-machine restart processing is repeatedly performed a plurality of times until all engines are determined to be “restart success”, re-execution is continuously performed from the viewpoint of engine protection and battery protection. For example, it is preferable to set an upper limit such as up to three times to the number of starting times and to prohibit continuous restart more than the upper limit number of times.

  When priority is given to engine protection and battery protection, multi-machine restart processing to perform simultaneous restart may be set to be limited to only one time.

  In addition, in the case of executing a total of the third start processing following the multi-machine restart that performs the initial start and the simultaneous restart, the engines that have become “restart failure” are not restarted all at once, It may be made to restart sequentially like the first time.

  In that case, for example, the multiple restart setting restart period (in FIG. 6, a period from time t4 to time t6) in which simultaneous restart is performed is set as the simultaneous start permission period, and after the simultaneous restart permission period has elapsed When the start command signal is output from the engine ECU, the engine ECU sets a different start wait time for each engine as in the initial start, and sets a time difference to sequentially restart a plurality of engines. Just do it.

  When priority is given to engine protection and battery protection, simultaneous restart is not performed even when "restart failure", and different start wait times are set for each engine as in the initial start, A plurality of engines may be set to restart sequentially with a time lag.

  In addition, it may be set to notify the user that the engines of Instances 1 to 3 are in the restart period (period of time t4 to time t6 in FIG. 6). The notification to the user may be performed using the buzzer or the lamp by the engine ECU of the instance that is the target of restart.

  In addition, it is assumed that the start time of the engine changes depending on the use environment of the outboard motors 100, 200 and 300. Specifically, for example, when the outside air temperature is low due to weather conditions, the start time of the engine tends to be long. Therefore, it is preferable that the start wait time, the start determination time, the wait time for start failure and the continuous start determination time can be automatically changed based on the engine wall temperature.

  As described above, the start control device of the present invention is configured to start the plurality of engines sequentially by providing a preset time difference in the initial start. As a result, it is possible to avoid a start-up failure due to a battery voltage drop and reliably start an engine mounted on a ship with a configuration simpler than that of the prior art.

  In addition, the restart of the engine that failed in the initial start is configured to be executed simultaneously within a preset restart period. As a result, the node that issues the start command does not have to issue the start command based on each engine rotational speed, so there is no need to use an ECU having high-speed computing capability. That is, although the above-mentioned Embodiment 1 explained that ECU10 gives a start command, the embodiment of the present invention is not limited to this. Instead of the ECU 10, it is possible to use a node with less computing power and a simple configuration, such as a meter or other control unit.

  In addition, the restart period is set to start after the start determination time of the engine that has been started last. This makes it possible to simultaneously restart a plurality of engines that have failed to start.

  In addition, by performing restart all at once without providing a time difference to the start time of the engine, restart can be performed quickly without giving a sense of discomfort to the user.

  10 ECU, 11 ships, 100, 200, 300 outboard motors, 110, 210, 310 Ship steering remote control, 130, 230, 330 engine ECUs, 135, 235, 335 starters.

The start control device for a ship according to the present invention is a start control device for controlling the start of a plurality of engines mounted on a ship, and includes an integrated control unit for outputting a start command to the plurality of engines and a plurality of engines. A plurality of starters individually provided for starting the engine and a plurality of engines individually provided corresponding to the plurality of starters and starting the respective engines via the respective starters based on the input of the start command The control unit outputs the start command to the plurality of engine control units when the general control unit initially starts the plurality of engines, and each of the plurality of engine control units has a different value for each of the plurality of engines Is stored as a preset start waiting time, and after the individual start waiting time has elapsed from the time when the start command is input, To start the respective engine via a les starter,
The engine rotation speed detected by the rotation speed detection unit is read, and when the engine rotation speed becomes equal to or more than the rotation speed for start completion determination set in advance within a preset start determination time, it is determined that the start is successful. If it does not reach or exceeds the rotational speed for starting completion determination within the starting determination time, it is determined that starting has failed, and determination result information indicating starting success or starting failure is sent to the general control unit, and the general control unit When it is determined that the start of at least one engine among the plurality of engines has failed based on the determination result information received from each of the plurality of engine control units, the engine that started the start last among the plurality of engines After the start determination period of time is over, the start command is re-outputted, and each of the plurality of engine control units transmits the start failure information as the determination result information, When receiving the re-entry of bets command is to perform a restart of the failed engine start.

Claims (8)

A start control device for controlling the start of a plurality of engines mounted on a ship, comprising:
An overall control unit that outputs a start command to the plurality of engines;
A plurality of starters individually provided to start each of the plurality of engines;
A plurality of engine control units individually provided corresponding to the plurality of starters and starting respective engines via the respective starters based on the input of the start command;
Equipped with
The initial control unit outputs the start command to the plurality of engine control units when the plurality of engines are initially started.
Each of the plurality of engine control units stores an individual start waiting time set in advance as a different value for each of the plurality of engines, and the individual start waiting time is calculated from the time when the start command is input. Start control device of the ship which starts each engine via each starter after it passes. Each of the plurality of engine control units reads an engine rotation speed detected by a rotation speed detection unit, and the engine rotation speed is equal to or higher than a rotation speed for starting completion determination set in advance within a preset start determination time. If it is determined that the start is successful, if it does not reach the rotational speed for the start completion determination within the start determination time, it is determined that the start is unsuccessful, and the determination indicates the start success or the start failure. Send result information to the general control unit,
When it is determined that the start of at least one of the plurality of engines fails to start based on the determination result information received from each of the plurality of engine control units, the general control unit determines the plurality of the plurality of engines. After the start determination time of the engine which has started the start last among the engines, the start command is output again,
Each of the plurality of engine control units executes restart of the engine that failed to start when receiving the re-input of the start command after transmitting the information of the start failure as the determination result information. The vessel start control device according to 1. Each of the plurality of engine control units stores a restart waiting time set in advance for each of the plurality of engines, and in the case of executing the restart of the engine whose start has failed, the start command is The ship start control device according to claim 2, wherein each engine is restarted via each starter after the restart waiting time has elapsed from the time of reinput. The restart waiting time is set to the same value in all of the plurality of engine control units,
The vessel start control device according to claim 3, wherein each of the plurality of engine control units simultaneously restarts the failed engines. Each of the plurality of engine control units is
When re-input of the start command is received after transmitting the determination result information indicating the start failure, the restart waiting time is set to 0, and the restart of the engine that has failed to start is executed.
The engine rotation speed detected by the rotation speed detection unit is read, and when the engine rotation speed becomes equal to or more than a rotation speed for restart completion determination set in advance within a preset restart determination time, restart is performed. If it is judged as successful and it does not reach the rotational speed for the restart completion judgment or more within the restart judgment time, it is judged as restart failure, and restart judgment showing the restart success or the restart failure Send result information to the general control unit,
When re-input of the start command is received after transmitting the restart determination result information indicating the restart failure, restart is performed after the restart waiting time has elapsed from the time when the start command is input. The start control device for a vessel according to claim 3, wherein the restart of the engine failed. The general control unit repeatedly executes the re-output of the start command until all of the plurality of engines are determined to be successfully started by the plurality of engine control units,
The ship start control device according to any one of claims 3 to 5, wherein each of the plurality of engine control units restarts the failed engine based on re-input of the start command. . The ship start control device according to claim 6, wherein the general control unit repeatedly executes re-output of the start command until the number of times of execution of the restart reaches the preset upper limit number. And a temperature detection unit that detects wall temperatures of the plurality of engines.
The ship start control device according to any one of claims 1 to 7, wherein each of the plurality of engine control units changes the start waiting time according to the detected temperature.

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