Abstract: A key management apparatus receives a key request including a first device identification information and a second device identification information, encrypts a common key using the first device identification information to generate a first encrypted common key, encrypts the common key using the second device identification information to generate a second encrypted common key, and transmits a key response including the first encrypted common key and the second encrypted common key. A first device receives the key response, decrypts the first encrypted common key using the first device identification information to obtain the common key, and transmits the second encrypted common key. A second device receives the second encrypted common key and decrypts the second encrypted common key using the second device identification information to obtain the common key.

Abstract: A key management apparatus receives a key request including a first device identification information and a second device identification information, encrypts a common key using the first device identification information to generate a first encrypted common key, encrypts the common key using the second device identification information to generate a second encrypted common key, and transmits a key response including the first encrypted common key and the second encrypted common key. A first device receives the key response, decrypts the first encrypted common key using the first device identification information to obtain the common key, and transmits the second encrypted common key. A second device receives the second encrypted common key and decrypts the second encrypted common key using the second device identification information to obtain the common key.

Abstract: In an in-vehicle network system (100), a parent control unit (10) and a child control unit (20) constitute a control unit. In the in-vehicle network system (100), a monitoring unit (70) acquires communication data being communicated between the parent control unit (10) and the child control unit (20) and flowing in an in-vehicle network (30) which connects the parent control unit (10) and the child control unit (20) to each other. The monitoring unit (70) diagnoses an abnormality in the parent control unit (10) based on the communication data acquired by the monitoring unit (70) and diagnostic data stored by a memory unit.

Abstract: In an in-vehicle network system (100), a parent control unit (10) and a child control unit (20) constitute a control unit. In the in-vehicle network system (100), a monitoring unit (70) acquires communication data being communicated between the parent control unit (10) and the child control unit (20) and flowing in an in-vehicle network (30) which connects the parent control unit (10) and the child control unit (20) to each other. The monitoring unit (70) diagnoses an abnormality in the parent control unit (10) based on the communication data acquired by the monitoring unit (70) and diagnostic data stored by a memory unit.

Abstract: A communication unit receives from a BCM output data which is data to I/O devices from the BCM. A shared memory stores the output data received by the communication unit. An anomaly detection communication processing unit and the communication unit generate a communication frame for anomaly detection to request sending the output data held in the BCM. The communication unit sends the communication frame for the anomaly detection to the BCM, and receives the output data held in the BCM from the BCM as a response to the communication frame for the anomaly detection. The anomaly detection checking unit compares the output data received from the BCM with the output data stored in the shared memory.

Abstract: A control device controls the operating state of each of a plurality of propulsion machines arranged in parallel in a marine vessel. Control devices are connected to each other by a communication line through which operating information of the propulsion machine is mutually transmitted and received. The control device includes a unit which determines the installation position of a corresponding propulsion machine, a unit which determines the connection state of another propulsion machine connected to the communication line, and a unit which determines a propulsion machine as a control reference from among a plurality of control devices. The propulsion machine as a control reference is switched to a propulsion machine which is arbitrarily designated by an operator or a propulsion machine which has the highest priority as a control reference.

Abstract: A vessel steering system is provided with a control unit that calculates a control pivoting angle for pivoting the propulsion means based on a steering angle. Based on actual-state recognition of at least one of the type of the vessel, the type of the propulsion means, an actual pivoting angle of a neighboring propulsion means that is close to the propulsion means when a plurality of propulsion means is provided, the distance between the swivel shaft of a reference propulsion means and the swivel shaft of a neighboring propulsion means thereof at a time when a plurality of propulsion means is provided, and the mounting position of the propulsion means on the vessel, the control unit sets a pivoting limit angle for limiting the pivoting of the propulsion means, and controls the pivoting apparatus in such a way that the propulsion means does not pivot by more than the set pivoting limit angle.

Abstract: A rotation-position detection system according to the present invention is configured with a resolver mounted in a brushless motor and a motor controller. The motor controller outputs an excitation signal to the resolver and an A/D converter thereof alternately applies analogue/digital conversion to a sine wave signal and a cosine wave signal outputted from the resolver so that a rotation position of the motor is calculated.

Abstract: A control device controls the operating state of each of a plurality of propulsion machines arranged in parallel in a marine vessel. Control devices are connected to each other by a communication line through which operating information of the propulsion machine is mutually transmitted and received. The control device includes a unit which determines the installation position of a corresponding propulsion machine, a unit which determines the connection state of another propulsion machine connected to the communication line, and a unit which determines a propulsion machine as a control reference from among a plurality of control devices. The propulsion machine as a control reference is switched to a propulsion machine which is arbitrarily designated by an operator or a propulsion machine which has the highest priority as a control reference.

Abstract: A control apparatus controls multiple outboard motors transmitting and receiving operation information mutually via a communication line and is configured to give a thrust difference between the outboard motors in the event of a fault of an electric rudder tilter used to turn a ship by turning a rudder by controlling thrusts of the outboard motors according to a detection value of a steering angle sensor detecting a steering angle. When a ship sailing direction is controlled by the thrust difference, the control apparatus controls the outboard motors by using a steering angle threshold up to which the thrust difference is not given between the outboard motors in a region where a steering angle is small, and in a case where the steering angle exceeds the steering angle threshold, by using a predetermined value of the thrust difference with which the thrust difference is given between the outboard motors.

Abstract: A rotation-position detection system according to the present invention is configured with a resolver mounted in a brushless motor and a motor controller. The motor controller outputs an excitation signal to the resolver and an A/D converter thereof alternately applies analogue/digital conversion to a sine wave signal and a cosine wave signal outputted from the resolver so that a rotation position of the motor is calculated.

Abstract: A vessel steering system is provided with a control unit that calculates a control pivoting angle for pivoting the propulsion means based on a steering angle. Based on actual-state recognition of at least one of the type of the vessel, the type of the propulsion means, an actual pivoting angle of a neighboring propulsion means that is close to the propulsion means when a plurality of propulsion means is provided, the distance between the swivel shaft of a reference propulsion means and the swivel shaft of a neighboring propulsion means thereof at a time when a plurality of propulsion means is provided, and the mounting position of the propulsion means on the vessel, the control unit sets a pivoting limit angle for limiting the pivoting of the propulsion means, and controls the pivoting apparatus in such a way that the propulsion means does not pivot by more than the set pivoting limit angle.

Abstract: An input processing unit of safe digital controller includes units for determining ground when a voltage V from an input terminal is equal to or lower than a ground determination value; for outputting a first specified value regardless of the voltage V during a first given period immediately after the controller starts; for outputting a value based on the voltage V when the voltage V is equal to or higher than the ground fault determination value and equal to or lower than a disconnection determination value after the first given period, outputting a third specified value during a second given period after the first given period when the voltage V is lower than the ground fault determination value, and outputting the first specified value when a state in which the voltage V is lower than the ground fault determination value is maintained for the second given period or longer; and for outputting a second specified value during the second given period when the voltage V is higher than the disconnection determin

Abstract: An input processing unit of safe digital controller includes units for determining ground when a voltage V from an input terminal is equal to or lower than a ground determination value; for outputting a first specified value regardless of the voltage V during a first given period immediately after the controller starts; for outputting a value based on the voltage V when the voltage V is equal to or higher than the ground fault determination value and equal to or lower than a disconnection determination value after the first given period, outputting a third specified value during a second given period after the first given period when the voltage V is lower than the ground fault determination value, and outputting the first specified value when a state in which the voltage V is lower than the ground fault determination value is maintained for the second given period or longer; and for outputting a second specified value during the second given period when the voltage V is higher than the disconnection determin

Abstract: Provided is a network communication apparatus that is capable of, even when each node to be connected is undefined, managing a connection state of the node with ease. The network communication apparatus includes at least one node connected to a network and a management node that manages each of the at least one node. Each of the at least one node includes a data transmission and reception unit for transmitting and receiving data containing an ID field giving contents of the data and a data field giving an entity of the data, and an analyzing unit for analyzing meanings of the ID field and a data field of received data. The management node collects attribute information from each of the at least one node, and assigns and gives a node ID number to each of the at least one node based on the collected attribute information.

Abstract: Provided is a control area network (CAN) communication device formed such that a plurality of nodes are connected to communication channels in the CAN. Each of the nodes includes a transmitting/receiving unit for transmitting and receiving data including a CAN-ID field formed of bits containing function information, an ID-setting unit for setting predetermined function information to the bits of the CAN-ID field contained in the data transmitted from the transmission/reception unit, and an ID-analyzing unit for analyzing the predetermined function information set in the CAN-ID field. The ID-setting unit groups the predetermined function information in units of a predetermined function, assigns a data-transmission priority, assigns a general function group ID, and assigns a communication category code ID used to identify a communication content to each item of the grouped predetermined function information to be set to part of the bits of the CAN-ID field.

Abstract: A fuel flow rate measuring apparatus for an internal combustion engine is capable of achieving cost reduction as well as measuring the flow rate of fuel with high accuracy over an entire fuel flow rate range. The apparatus includes an injection pulse width detection part for detecting an injection pulse width to drive injectors, an engine speed detection part for detecting the rotational speed of the engine, an injector driving frequency detection part for detecting an injector driving frequency per revolution of the engine from the rotational speed, a fuel injection amount characteristic setting part for setting at least one fuel injection amount characteristic corresponding to the injection pulse width, and a fuel flow rate detection part for detecting the flow rate of fuel per unit time from the injection pulse width, the injector driving frequency, and the fuel injection amount characteristic.

Abstract: A fuel flow rate measuring apparatus for an internal combustion engine is capable of achieving cost reduction as well as measuring the flow rate of fuel with high accuracy over an entire fuel flow rate range. The apparatus includes an injection pulse width detection part for detecting an injection pulse width to drive injectors, an engine speed detection part for detecting the rotational speed of the engine, an injector driving frequency detection part for detecting an injector driving frequency per revolution of the engine from the rotational speed, a fuel injection amount characteristic setting part for setting at least one fuel injection amount characteristic corresponding to the injection pulse width, and a fuel flow rate detection part for detecting the flow rate of fuel per unit time from the injection pulse width, the injector driving frequency, and the fuel injection amount characteristic.

Abstract: An electronic controlled drive apparatus includes: a remote control unit 3 for calculating a target throttle opening degree and target shift position based on an inputted position of an operational lever of a remote control device 1; a throttle actuator 11 that opens or closes a throttle of the engine in accordance with the target throttle opening degree; a shift actuator 12 that actuates a shift in accordance with the target shift position; and a throttle actuator control unit 5 for determining whether or not the target shift position is in a shift-in state, and when the target shift position is in the shift-in state, driving the throttle actuator to put the throttle into the small opening degree state. The shift actuator is driven to conduct shift connection after the throttle is put into the small opening degree state.

Abstract: A watercraft has an engine and a remote controller. The engine has a throttle valve unit. The remote controller provides a command signal indicative of a position of the throttle valve unit. A watercraft velocity sensor senses an actual speed of the watercraft to provide an actual speed signal. A control data input device selectively provides a control device with a manual mode signal and a constant speed mode signal. The constant speed mode signal is accompanied by a target speed signal. The control device controls the throttle valve unit based upon the command signal in the manual mode. The control device controls the throttle valve unit in the constant speed mode such that an actual speed of the watercraft coincides with the target speed of the watercraft once a state of equilibrium is reached.