JP2016074265A - Keyless entry control system for outboard engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a keyless entry control system for an outboard engine capable of not only starting an outboard engine in emergency but also preventing a ship from robbery.SOLUTION: A keyless entry control system 10 for an outboard engine mounted to a hull comprises: an emergency power source key switch 304 operated through ECM41A - 41C disposed in the outboard engine and a mechanical key 6 provided separately from the hull to allow the ECM to receive electricity supply; and an emergency stop switch 305 to enter an authentication code required to start the outboard engine in emergency.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a keyless entry control system for an outboard motor.

  In vehicles such as motorcycles, those equipped with a keyless entry control system in which a door can be locked / unlocked and an engine can be started by operating a button without inserting an ignition key into the key cylinder. In this keyless entry control system, a door lock control system and an engine control system are controlled by a radio wave of a transmitter incorporated in an ignition key body. For example, an ignition key incorporating such a transmitter is called a smart key (portable device).

  In addition, a vehicle equipped with such a keyless entry control system includes a control device that can easily use the vehicle without using a smart key in the event of an emergency such as loss or failure of the smart key or power shortage. Things have been proposed. For example, there is a system in which power is supplied into the system by inputting a correct authentication code to an authentication code input switch provided in a specific place (a hidden place such as under a seat). In addition, such a technique for controlling power supply in the system by inputting an authentication code has been sequentially adopted in the field of ships (outboard motors) (see, for example, Patent Document 1 to Patent Document 3).

JP-A-9-169298 JP 2003-090256 A JP 2006-175999 A

  However, in the ship (outboard motor) described in the above patent document, the power can be supplied into the system by inputting the correct authentication code, but the engine can be started only by inputting the authentication code. For this reason, when the authentication code is known to others, the outboard motor can be started even if it is not a legitimate user, and there is a risk of theft of the ship. In addition, in an outboard motor, a space for inserting a mechanical key cannot be secured, and it is not easy to apply a keyless entry control system such as a motorcycle to an outboard motor as it is.

  The present invention has been made in view of such points, and an object thereof is to provide a keyless entry control system for an outboard motor that can start the outboard motor in an emergency and prevent theft of the ship. To do.

  A keyless entry control system for an outboard motor according to the present invention is a keyless entry control system for an outboard motor attached to a hull, and is authenticated between the engine control module provided in the outboard motor and the engine control module. A keyless controller that performs processing, an ignition switch that allows power supply to the keyless controller, a portable device that transmits an authentication code to the keyless controller, and the portable device cannot transmit an authentication code to the keyless controller An emergency power key switch that allows power supply to the engine control module, and the ignition switch is turned on when the keyless controller does not receive the authentication code from the portable device. The emergency power key includes: an input switch for inputting the authentication code of the keyless controller; and a release unit that is provided separately from the hull and switches the emergency power key switch to an operable state. The switch is operated through the release means to allow power supply to the engine control module.

  According to this configuration, in the case of an emergency in which the portable device does not operate for some reason, when the ignition switch is turned on, the authentication code for the keyless controller can be input by the input switch. Further, by operating the emergency power key switch after the emergency power key switch is switched to the operable state by the release means, electric power is supplied to the engine control module. If the correct authentication code is entered, the engine control module can be activated and the outboard motor can be started. Thus, even in a situation where the portable device cannot be used, the outboard motor can be started by operating the emergency power key switch via the release means and inputting the authentication code. Even if the authentication code is known to others, the outboard motor cannot be operated unless the input switch is operated via the release means. Therefore, theft of the ship can be prevented.

  In the keyless entry control system for an outboard motor according to the present invention, it is preferable that the release means is constituted by a mechanical key. According to this configuration, by using the mechanical key, power can be supplied to the engine control module even when the portable device cannot be used.

  In the keyless entry / control system for an outboard motor according to the present invention, it is preferable that a plurality of the outboard motors are attached to the hull. According to this configuration, a keyless entry control system can be realized not only in a single outboard motor but also in a hull including a plurality of outboard motors.

  In the keyless entry control system for an outboard motor according to the present invention, the keyless controller authenticates a first authentication code between the keyless controller and the portable device, and after authenticating the first authentication code. Preferably, a second authentication code is authenticated between the keyless controller and the engine control module. According to this configuration, unauthorized authentication of the outboard motor can be effectively prevented by performing authentication of the authentication code in two stages so that the outboard motor can be started.

  In the keyless entry control system for an outboard motor according to the present invention, it is preferable that the first authentication code is input to the input switch. According to this configuration, even when the portable device cannot be used, the keyless controller can be operated by inputting the first authentication code.

  The keyless entry control system for an outboard motor according to the present invention is provided between the keyless controller and the engine control module, and includes a power relay that relays power supplied to the keyless controller to the engine control module. Preferably, the power relay does not relay the power supplied to the keyless controller to the engine control module when the first authentication code input by the input switch is authenticated. According to this configuration, even if the first authentication code is authenticated, power is not supplied from the keyless controller to the engine control module via the power relay. For this reason, the outboard motor cannot be started only with the first authentication code. Therefore, even if the authentication code is known to others, theft of the ship can be prevented.

  In the keyless entry control system for an outboard motor according to the present invention, it is preferable that the input switch is an emergency stop switch for urgently stopping the outboard motor. According to this configuration, the emergency stop switch and the authentication code input switch can be used as the emergency stop switch. Therefore, it is not necessary to newly provide an authentication code input switch, and the system can be simplified.

  According to the keyless entry control system for an outboard motor of the present invention, the outboard motor is controlled in an emergency by performing start control of the outboard motor by operating a mechanical key and inputting an authentication code in a situation where the portable device cannot be used. It is possible to prevent theft of the ship while starting up.

It is the perspective view which showed the whole structure of the ship to which the keyless entry control system of the outboard motor which concerns on this Embodiment is applied. It is a figure for demonstrating the structure of the keyless entry control system of the outboard motor which concerns on this Embodiment. It is a flowchart for demonstrating the emergency operation | movement performed with the keyless entry control system of the outboard motor which concerns on this Embodiment.

  Hereinafter, the present embodiment will be described in detail with reference to the accompanying drawings. In the following, a case where a ship to which the outboard motor keyless entry control system according to the present embodiment (hereinafter referred to as “keyless entry control system” as appropriate) is applied has three outboard motors will be described. However, the number of outboard motors mounted on a ship to which the keyless entry control system according to the present embodiment is applied is not limited to three and can be changed as appropriate. For example, the present invention can be applied to two or less outboard motors or a ship equipped with four or more outboard motors.

  FIG. 1 is a perspective view showing an overall configuration of a ship to which a keyless entry control system according to the present embodiment is applied. FIG. 1 shows a ship equipped with an electronically controlled throttle system. The electronically controlled throttle system obtains an operation state of a remote control lever that receives an operation from a ship operator by a sensor, and performs an electrical process to control opening and closing of the throttle valve.

  The ship to which the keyless entry control system is applied in this embodiment is not limited to a ship equipped with an electronically controlled throttle system. For example, the present invention may be applied to a ship equipped with a mechanical control throttle system in which a remote control lever and a throttle valve are mechanically connected with a remote control cable. The mechanical control throttle system performs control to directly open and close the throttle valve through a remote control cable according to the operation state of the remote control lever. In addition, the shift position is switched between forward, neutral and reverse via the remote control cable.

  As shown in FIG. 1, the ship 1 includes a hull 2 made of aluminum, fiber reinforced plastic (FRP), and the like, and a maneuvering unit 3 provided at a position slightly closer to the bow than the center of the hull 2. The three outboard motors 4 (4A to 4C) attached to the stern of the hull 2 are configured. The marine vessel maneuvering unit 3 is a part that receives a marine vessel maneuvering instruction for the marine vessel 1 by the marine vessel operator. The outboard motor 4 has an engine and a propeller, and generates a propulsive force in the ship 1 in accordance with an operation by the operator.

  A steering handle 301 that receives steering from the boat operator is provided in the center of the boat maneuvering unit 3. An ignition switch 302 and a remote control lever (hereinafter referred to as “remote control lever”) 303 are provided on the right side of the steering handle 301 (right side in the traveling direction of the ship 1). The ignition switch 302 is constituted by, for example, a push switch, and accepts a start operation of the outboard motor 4 from the operator. The operation of the ignition switch 302 allows the power supply to the keyless controller. The remote control lever 303 receives forward and reverse operations of the ship 1 from the operator.

  On the other hand, an emergency power key switch 304 and an emergency stop switch 305 are provided on the left side of the steering handle 301 (left side in the traveling direction of the ship 1). The emergency power key switch 304 instructs power supply to an engine control module (hereinafter referred to as “ECM”) 41 of an outboard motor 4 to be described later in an emergency such as loss of an ignition key or inability to use the portable device 5 to be described later. Switch.

  The emergency power key switch 304 is switched to an operable state by being unlocked by a mechanical key 6 as a release means provided separately from the hull 2. As a result, the emergency power key switch 304 can be pressed. As described above, the emergency power key switch 304 is operated via the mechanical key 6 to allow power supply to the ECM 41. The mechanical key 6 includes, for example, a key cylinder (not shown) and an insertion key that can be inserted into the key cylinder. In the mechanical key 6, the emergency power key switch 304 is in an unlocked state in which the pressing operation can be accepted by inserting the insertion key into the key cylinder and turning the insertion key. The emergency power key switch 304 may be configured to supply power to the ECM 41 by inserting and turning the mechanical key 6. Further, the emergency power key switch 304 may be configured integrally with the ignition switch 302.

  Then, power is supplied to the ECM 41 by pressing the emergency power key switch 304. In the present embodiment, the case where the mechanical key 6 is used as the release means will be described, but the present invention is not limited to this configuration. The release means may be constituted by, for example, a fingerprint authentication type release means or a voice authentication type release means.

  The emergency stop switch 305 is a switch that instructs to stop driving the outboard motor 4 in an emergency. As will be described in detail later, the emergency stop switch 305 also functions as an input switch for inputting an authentication code for the keyless controller 307 when the portable device 5 cannot be used. In FIG. 1, both the emergency power key switch 304 and the emergency stop switch 305 are shown as configurations that can accept the pressing operation of the vessel operator, but are not limited thereto.

  Further, the boat maneuvering unit 3 is provided with a boat control module (hereinafter referred to as “BCM”) 306 and a keyless controller 307. The BCM 306 controls the ECM 41 of the outboard motor 4 to be described later in response to an operation on the remote control lever 303. The keyless controller 307 is a part that performs main control of the keyless entry control system. For example, the keyless controller 307 performs authentication processing with the portable device 5 carried by the operator and with the ECM 41 of the outboard motor 4 described later. Further, the keyless controller 307 allows power supply to the ECM 41 according to the result of these authentication processes.

  Each of the three outboard motors 4A to 4C is provided with an ECM 41 (41A to 41C) for controlling a built-in engine. These ECMs 41 (41A to 41C) are respectively connected to outboard motors according to signals from a BCM 306 and a keyless controller 307 connected via a controller area network (CAN) 21 provided in the hull 2. The engine in 4A-4C is controlled.

  The portable device 5 constitutes a so-called smart key. By carrying it when boarding the ship 1, the operator can start the outboard motor 4 without using the mechanical key 6. The portable device 5 has a built-in transmitter. This transmitter transmits (transmits) a radio wave (authentication code) used for authentication processing with the keyless controller 307.

  Hereinafter, a configuration example of the keyless entry control system according to the present embodiment will be described with reference to FIG. FIG. 2 is a diagram for explaining the configuration of the keyless entry control system according to the present embodiment. In FIG. 2, for convenience of explanation, some of the components such as the outboard motor 4 and the engine built in the outboard motor 4 are omitted. In FIG. 2, the same components as those in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

  As shown in FIG. 2, the keyless entry control system 10 includes a keyless controller 307 and a BCM 306 connected to the ECMs 41 </ b> A to 41 </ b> C via the CAN 21, so that the portable device 5 can wirelessly communicate with the keyless controller 307. It is configured. The keyless controller 307 and the BCM 306 are connected to all the ECMs 41A to 41C, and can perform communication or control with the respective ECMs 41A to 41C. In the present embodiment, the portable device 5 is included in the keyless entry control system 10, but is not limited to this configuration. The portable device 5 only needs to be configured to be able to perform wireless communication with the keyless controller 307 and may not be included in the keyless entry control system 10.

  A battery 311 is connected to the keyless controller 307 via an ignition switch (SW) 302 and a battery switch (SW) 313. For example, power is supplied from the battery 311 to the keyless controller 307 when the boat operator who has the portable device 5 switches the battery SW 313 to the on state.

  An ECM power relay 312 (power relay) is connected between the keyless controller 307 and the ECMs 41A to 41C. The ECM power supply relay 312 relays the power supplied to the keyless controller 307 to the ECMs 41A to 41C. In response to an instruction from the keyless controller 307, the ECM power supply relay 312 receives power supply from a battery (not shown) and switches from an open state to a connected state.

  Further, the emergency power key switch (SW) 304 described above is connected between the ECM power relay 312 and the ECMs 41A to 41C. As described above, the emergency power key switch 304 is operated via the mechanical key 6 provided separately from the hull 2 when the portable device 5 cannot be used due to some trouble, so that power to the ECMs 41A to 41C can be obtained. Allow supply. As described above, the emergency power key SW304 supplies power from a battery (not shown) to the ECMs 41A to 41C in response to a pressing operation from the ship operator even when power is not supplied via the ECM power relay 312. To do.

  In the present embodiment, a configuration in which emergency power key SW 304 is connected to a battery (not shown) will be described, but the present invention is not limited to this configuration. The emergency power key SW304 may be connected to the battery 311, and the keyless controller 307, the ECM power relay 312 and the emergency power key SW304 may be wired in parallel to the battery 311. In this case, by turning on the emergency power key SW304, a bypass path different from the power supply path (path through the keyless controller 307 and the ECM power relay 312) for the normal ECMs 41A to 41C is formed.

  Further, an emergency stop switch (SW) 305 is connected to the keyless controller 307. The emergency stop SW 305 is connected to all the ECMs 41A to 41C. When the emergency stop SW 305 is activated, the ECMs 41A to 41C stop the engine. As described above, the emergency stop SW 305 also functions as an input switch for inputting an authentication code for the keyless controller 307 in an emergency in which the portable device 5 cannot be used. In this case, the electric power of the battery 311 is supplied to the emergency stop SW 305 via the keyless controller 307 by the pressing operation of the ignition SW 302. As a result, the authentication code for the keyless controller 307 can be input by the emergency stop SW 305.

  Next, the operation in the keyless entry control system 10 having such a configuration will be described. Here, the description is divided into a normal operation in which all the components normally operate and an emergency operation in which a failure or the like has occurred in a specific component. As a situation where the emergency operation is performed, for example, a failure of the keyless controller 307, a loss of the portable device 5, a power shortage, or the like is assumed. Below, the case where the portable device 5 cannot be used for some reason shall be described.

  In normal operation, the keyless entry control system 10 is driven by turning on the ignition SW 302 while the ship operator carries the portable device 5. When the keyless entry control system 10 is driven, first, the keyless controller 307 performs an authentication process (first authentication process) with the portable device 5. In the first authentication process, for example, verification of an authentication code (first authentication code) registered in advance in the portable device 5 and the keyless controller 307 is performed. That is, in the first authentication process, verification between the portable device 5 and the keyless controller 307 is performed.

  When registering the authentication code (first authentication code) for the keyless controller 307, the vessel operator can use the emergency stop SW 305. The ship operator can register the authentication code by adjusting the interval of the on / off operation in the emergency stop SW 305. For example, when the authentication code is 4 digits, the number of times of the ON operation corresponding to the number of each digit is performed at a time interval shorter than a certain time, and the operation of shifting to a different digit at a time interval longer than the certain time is performed. By repeating, the authentication code can be input. The authentication code for the keyless controller 307 may be registered when the keyless controller 307 is manufactured.

  When the authentication result by the first authentication process is OK, the keyless controller 307 supplies power to the ECMs 41A to 41C with the ECM power relay 312 in the connected state. Next, the keyless controller 307 performs an authentication process (second authentication process) with the ECMs 41A to 41C. In the second authentication process, as in the first authentication process, verification of the authentication code (second authentication code) registered in advance in the keyless controller 307 and the ECMs 41A to 41C is performed. That is, in the second authentication process, collation between the keyless controller 307 and the ECMs 41A to 41C is performed.

  Moreover, registration of the authentication code (second authentication code) with respect to the ECMs 41A to 41C can be performed collectively via the keyless controller 307, for example. In this case, a common authentication code is registered in the ECMs 41A to 41C. Thus, by registering the authentication codes for the ECMs 41A to 41C collectively through the keyless controller 307, even if the ship 1 is provided with a plurality of ECMs 41A to 41C, the registration work of the authentication codes is simplified. be able to. The first authentication code and the second authentication code may be registered as the same code or may be registered as separate codes.

  When the authentication result by the second authentication process is OK, the ECMs 41A to 41C can execute control on the engines built in the outboard motors 4A to 4C. More specifically, the ECMs 41 </ b> A to 41 </ b> C perform engine start / stop control according to a control signal from the BCM 306 (more specifically, a control signal according to an operation state with respect to the remote control lever 303), fuel injection by a fuel injector. Control, ignition control in the spark plug, and shift control are executed. Thus, unauthorized authentication of the outboard motors 4A to 4C can be effectively prevented by performing authentication of the authentication code in two stages so that the outboard motors 4A to 4C can be started.

  On the other hand, when the portable device 5 cannot be used due to a failure or insufficient power, the keyless entry control system 10 cannot be driven even if the operator carries the portable device 5. For this reason, the keyless entry control system 10 supports an emergency operation in which the ECMs 41A to 41C can be used using the emergency power key SW304 and the emergency stop SW305.

  In an emergency operation, an authentication process (first authentication process) for the keyless controller 307 is first performed by inputting an authentication code (first authentication code) registered in advance in the keyless controller 307 using the emergency stop SW 305. Done. If the authentication result by the first authentication process is OK, then the authentication process (second authentication process) using the authentication code (second authentication code) registered in advance between the keyless controller 307 and the ECM 41A to ECM 41C. ) Is performed.

  The second authentication process is automatically performed if the authentication result of the first authentication process is OK and power is supplied to the ECMs 41A to 41C. In the first authentication process, the emergency stop switch 305 is used as an input switch for inputting the first authentication code, so that the emergency stop switch 305 and the authentication code input switch can be used together. can do. Therefore, it is not necessary to newly provide an authentication code input switch, and the keyless entry control system 10 can be simplified.

  The emergency operation is executed in such a state that the authentication code is registered in advance in the ECMs 41A to 41C. Hereinafter, an emergency operation executed by the keyless entry control system 10 according to the present embodiment will be described with reference to FIG. FIG. 3 is a flowchart for explaining an emergency operation executed in the keyless entry control system 10 according to the present embodiment. In FIG. 3, for convenience of explanation, the ECM 41A is indicated as “ECM1”, the ECM 41B as “ECM2”, and the ECM 41C as “ECM3”.

  In the emergency operation, first, the boat operator turns on the ignition SW 302 (step ST1). As a result, a signal is transmitted to the keyless controller 307, and the keyless controller 307 starts operating. As a result, the emergency stop SW 305 can activate the authentication code input mode for inputting the first authentication code to the keyless controller 307 (step ST2).

  In step ST2, a predetermined activation operation is performed to activate the authentication code input mode with the emergency stop SW. As the predetermined activation operation using the emergency stop SW 305, an operation in which the on / off operation of the emergency stop SW 305 is repeated a predetermined number of times within a predetermined time is assumed. For example, an operation that repeats 5 on / off operations within 5 seconds is assumed. In addition, about specific operation using emergency stop SW305, it is not limited to this, It can change suitably.

  When a specific operation using the emergency stop SW 305 is accepted (step ST2: Yes), the keyless entry control system 10 activates the authentication code input mode (step ST3). On the other hand, when a specific operation using the emergency stop SW 305 is not accepted (step ST2: No), it is determined that the authentication code input mode cannot be activated (step ST4), and the emergency operation process ends. .

  After the authentication code input mode is activated (step ST3), the first authentication code input operation is performed (step ST5). As an operation for inputting the first authentication code, for example, a specific operation using the emergency stop SW 305 is assumed. Here, a specific example of the first authentication code input operation in ST5 will be described. As a specific operation using the emergency stop SW 305, an operation common to the operation at the time of registering the first authentication code for the keyless controller 307 described above can be used. For example, when the first authentication code is 4 digits, the number of times of the ON operation corresponding to the digits of each digit is performed at a time interval shorter than a certain time, and the time is shifted to a different digit at a time interval longer than the certain time. The first authentication code can be input by repeating the operation.

  Further, the ship 1 is provided with a buzzer that rings intermittently in conjunction with the ON operation of the emergency stop SW 305 and a light emitting element that blinks, and the first authentication code is input using the number of times of ringing and blinking. You can also For example, when the first authentication code is 4 digits, the emergency stop SW 305 is turned on, and when the light emitting element blinks by the number corresponding to each digit, the emergency stop SW 305 is turned off. When inputting numbers for different digits, the emergency stop SW 305 is turned on with a certain time interval. As described above, when the first authentication code is input using the buzzer or the light emitting element, the number of operations for the emergency stop SW 305 can be reduced, and the input operation of the first authentication code can be simplified.

  When the input operation of the first authentication code is performed (step ST5), the first authentication process for the keyless controller 307 is performed (step ST6). If the first authentication code input in step ST5 matches the first authentication code registered in advance for the keyless controller 307 (step ST6: Yes), authentication for the keyless controller 307 is permitted. On the other hand, when the first authentication code input in step ST5 and the first authentication code for the keyless controller 307 registered in advance do not match (step ST6: No), the process returns to step ST5, and the first authentication code again. An authentication code input operation is required.

  When the first authentication code input by the emergency stop SW 305 is authenticated (step ST6: Yes), the ECM power relay 312 supplies the power supplied to the keyless controller 307 to the ECMs 41 to 41C (ECM1 to ECM3). It is preferable not to relay. In this case, even if the first authentication code is authenticated, power is not supplied from the battery 311 to the ECMs 41A to 41C (ECM1 to ECM3) via the ECM power relay 312. For this reason, the outboard motor 4 cannot be started only by the authentication of the first authentication code. Therefore, even if the first authentication code is known to others, the theft of the ship 1 can be prevented.

  After the first authentication code is authenticated (step ST6: Yes), power is supplied to the ECMs 41A to 41C by operating the emergency power key switch 304 via the mechanical key 6 (step ST7). Accordingly, the second authentication process is started between the keyless controller 307 and the ECMs 41 to 41C (ECM1 to ECM3) (step ST8). In the present embodiment, the emergency power supply SW 304 is operated (step ST7) after the first authentication process (step ST6). However, the present invention is not limited to this configuration. The operation of the emergency power SW 304 may be performed at any timing after the start of the emergency operation, and may be performed immediately after the ignition SW is turned on (step ST1), for example.

  After the first authentication process is permitted (step ST6: Yes), if power is supplied to the ECMs 41A to 41C, the process automatically shifts to the second authentication process (step ST8). In other words, the second authentication process is not performed unless power is supplied to the ECMs 41A to 41C (ECM1 to ECM3).

  In the second authentication process (step ST8), the second authentication registered in advance between the keyless controller 307 and the ECMs 41A to 41C (ECM1 to ECM3) between the keyless controller 307 and the ECMs 41A to 41C (ECM1 to ECM3). The code match is determined (ST9 to ST11). When the keyless controller 307 and the second authentication code in each of the ECMs 41A to 41C (ECM1 to ECM3) match (step ST9 to step ST11: Yes), the engine control system corresponding to each of the ECMs 41A to 41C (ECM1 to ECM3) Is turned on (ST12 to ST14).

  When the engine control system is turned on, the ECMs 41A to 41C (ECM1 to ECM3) are started, and the ECMs 41A to 41C (ECM1 to ECM3) can execute the fuel injection control and the ignition control. On the other hand, if the authentication codes do not match (ST9 to ST11: No), the ECMs 41A to 41C (ECM1 to ECM3) are started assuming that the keyless controller 307 and the ECMs 41A to 41C (ECM1 to ECM3) do not correspond. Without stopping the emergency operation.

  In such a series of operations, when the engine control system corresponding to the ECMs 41A to 41C (ECM1 to ECM3) is turned on in ST12 to ST14, the series of operations in the emergency operation ends. Accordingly, even in an emergency where the portable device 5 cannot be used for some reason, all the outboard motors 4A to 4C (ECMs 41A to 41C) can be made usable.

  As described above, according to the keyless entry control system 10 according to the present embodiment, the first authentication for the keyless controller 307 is performed when the ignition SW 302 is turned on in an emergency when the portable device 5 does not operate for some reason. The code can be input by the emergency stop SW 305. In addition, by operating the emergency power key SW304 after the mechanical key 6 switches the emergency power key SW304 to an operable state, power is supplied to the ECMs 41A to 41C. If the correct first authentication code is input, the ECMs 41A to 41C can be operated, and the outboard motors 4A to 4C can be started. As described above, even when the portable device 5 cannot be used, the outboard motors 4A to 4C can be started by operating the emergency power key SW304 via the mechanical key 6 and inputting the first authentication code. it can. Even if the first authentication code is known to others, the outboard motors 4A to 4C cannot be operated unless the emergency stop SW 305 is operated via the mechanical key 6. Therefore, the theft of the ship 1 can be prevented.

  The present invention is not limited to the above embodiments, and can be implemented with various modifications. In the above-described embodiment, the contents of the processing and determination shown in the attached drawings are not limited to this, and can be appropriately changed within a range where the effects of the present invention are exhibited. In addition, various modifications can be made without departing from the scope of the object of the present invention.

  For example, in the above-described embodiment, a case has been described in which the operation is shifted to the authentication code input mode by a specific operation using the emergency stop SW 305. However, the component that activates the authentication code input mode is not limited to the emergency stop SW 305 and can be changed as appropriate. Assuming that the ship 1 is an existing component, the authentication code input mode can be shifted to a specific operation using any component.

  In the above embodiment, the case where the emergency stop SW 305 is used as the input switch for inputting the first authentication code has been described. However, the present invention is not limited to this configuration. A configuration may be provided in which a switch for inputting an authentication code is separately provided.

  As described above, the present invention has an effect of starting an outboard motor in an emergency and preventing theft of a ship, and is particularly useful for a keyless entry control system for an outboard motor.

1 Vessel 2 Hull 302 Ignition switch (SW)
304 Emergency power key switch (SW)
305 Emergency stop switch (SW) (input switch)
307 Keyless Controller 312 ECM Power Relay (Power Relay)
4, 4A-4C Outboard motor 41, 41A-41C Engine control module (ECM)
5 Mobile device 6 Mechanical key (release means)
10 Keyless entry control system

Claims (7)

A keyless entry control system for an outboard motor attached to a hull,
An engine control module provided in the outboard motor;
A keyless controller that performs authentication processing with the engine control module;
An ignition switch that allows power supply to the keyless controller;
A portable device that transmits an authentication code to the keyless controller;
An emergency power key switch that allows power supply to the engine control module when the portable device cannot transmit an authentication code to the keyless controller;
An input switch for inputting the authentication code of the keyless controller when the ignition switch is turned on in a state where the keyless controller does not receive the authentication code from the portable device;
Provided separately from the hull, comprising a release means for switching the emergency power key switch to an operable state,
A keyless entry control system for an outboard motor, wherein the emergency power key switch is operated through the release means to allow power supply to the engine control module.   The keyless entry control system for an outboard motor according to claim 1, wherein the release means comprises a mechanical key.   The outboard motor keyless entry control system according to claim 1, wherein a plurality of the outboard motors are attached to the hull.   The keyless controller authenticates a first authentication code between the keyless controller and the portable device, and after authenticating the first authentication code, a second authentication is performed between the keyless controller and the engine control module. 4. The keyless entry control system for an outboard motor according to claim 1, wherein the authentication code is authenticated.   5. The outboard motor keyless entry control system according to claim 4, wherein the first authentication code is input to the input switch. 6. A power relay is provided between the keyless controller and the engine control module, and relays power supplied to the keyless controller to the engine control module.
The said power supply relay does not relay the electric power supplied to the said keyless controller to the said engine control module, when the said 1st authentication code input with the said input switch is authenticated. Keyless entry control system for outboard motors.   The keyless entry control system for an outboard motor according to any one of claims 1 to 6, wherein the input switch includes an emergency stop switch for urgently stopping the outboard motor.

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