JP2012166761A - Outboard motor control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an outboard motor control device that reduces an operation burden of a maneuvering driver at a shift lever operation by properly executing control for reducing a drive force of an internal combustion engine, and prevents the operation of the internal combustion engine from being unstable.SOLUTION: In the outboard motor in which a shift position is engaged with forward and reverse gears and which can switch an in-gear position in which the drive force of the internal combustion engine is transmitted to a propeller and a neutral position in which the transmission of the drive force is blocked, a neutral operation in which the shift position is switched to the neutral position from the in-gear position is detected (S206, S208), drive force lowering control for lowering the drive force of the internal combustion engine is executed when the neutral operation is detected (S210), and when the number NE of engine revolutions of the internal combustion engine is lowered to a prescribed number NEa of revolutions or lower, or when the drive force lowering control is executed a prescribed number of times or more, the drive force lowering control is stopped (S218 to S230).

Description

  The present invention relates to a control device for an outboard motor, and more particularly to a device for controlling the driving force of an internal combustion engine mounted on the outboard motor so as to reduce the operation load of the boat operator when operating a shift lever.

  2. Description of the Related Art Conventionally, in an outboard motor control device, an in-gear that transmits a driving force of an internal combustion engine to a propeller by displacing a clutch in accordance with an operation of a shift lever by a ship operator so that a shift position is engaged with a forward / reverse gear. A technique has been proposed that allows switching between a position and a neutral position where the engagement is released and the transmission of the driving force is interrupted (see, for example, Patent Document 1).

  Further, in the technique described in Patent Document 1, when a neutral operation in which a shift lever is provided with a switch and the shift position is switched from the in-gear position to the neutral position is detected by the switch, the ignition cut of the internal combustion engine is performed. By executing the force reduction control, it is easy to release the engagement between the clutch and the forward / reverse gear (in-gear), and the operation load of the operator when the shift lever is operated is reduced. When the switch detects that the shift position has reached the neutral position, the above-described drive force reduction control is terminated.

JP-A-3-79496

  However, when configured as in the technique described in Patent Document 1, depending on the movement of the shift lever, for example, when the shift lever is operated slowly from the in-gear position toward the neutral position, it takes time to reach the neutral position. There is a risk that the driving force reduction control is executed unnecessarily long and the operation (combustion state) of the internal combustion engine becomes unstable.

  Accordingly, the object of the present invention is to solve the above-described problems, appropriately execute control for reducing the driving force of the internal combustion engine to reduce the operation load of the ship operator when operating the shift lever, and to prevent the operation of the internal combustion engine. An object of the present invention is to provide a control device for an outboard motor which is prevented from becoming stable.

  In order to solve the above-described problem, in claim 1, the shift position is engaged with the forward / reverse gear, and the in-gear position where the driving force of the internal combustion engine is transmitted to the propeller and the transmission of the driving force are blocked. In an outboard motor that can be switched between a neutral position and a neutral operation detecting means for detecting a neutral operation in which the shift position is switched from the in-gear position to the neutral position, and when the neutral operation is detected, the internal combustion engine Driving force reduction control means for executing driving force reduction control for reducing the driving force of the engine, and when the engine rotational speed of the internal combustion engine becomes equal to or lower than a predetermined rotational speed after the driving power reduction control is executed, or Driving force reduction control stopping means for stopping the driving force reduction control when the driving force reduction control is executed a predetermined number of times or more. It was as configuration comprises a.

  In the outboard motor control apparatus according to claim 2, the driving force reduction control means is configured to perform at least one of ignition cut of the internal combustion engine, ignition timing delay, and fuel injection amount reduction. Thus, the driving force of the internal combustion engine is reduced.

  In the outboard motor control apparatus according to claim 3, the shift shaft that rotates in accordance with the operation of the ship operator and switches the shift position between the in-gear position and the neutral position, and the shift shaft A neutral switch that generates an output when the rotation angle of the shift shaft is within a first operation range indicating a neutral position, and an additional range in which the rotation angle of the shift shaft is continuous between the first operation range and both sides thereof. And the neutral operation detection means is configured to detect the neutral operation based on the neutral switch and the output of the shift switch.

  In the outboard motor control apparatus according to claim 4, when it is determined that the deceleration is instructed to the internal combustion engine, a deceleration instruction determination unit that determines whether or not a deceleration is instructed by the operator. And a driving force reduction control prohibiting means for prohibiting execution of the driving force reduction control by the driving force reduction control means.

  In the outboard motor control apparatus according to claim 1, when a neutral operation in which the shift position is switched from the in-gear position to the neutral position is detected, the driving force reduction control for reducing the driving force of the internal combustion engine is executed. Since it comprised as mentioned above, it becomes easy to cancel | release engagement (in-gear) of a forward / rearward-traveling gear, Therefore The operation load of the operator at the time of shift lever operation can be reduced.

  In addition, when the engine speed of the internal combustion engine becomes equal to or lower than a predetermined speed after the driving force reduction control is executed, or when the driving force reduction control is executed a predetermined number of times or more, the driving force reduction control is stopped. Since it is configured, for example, even when the shift lever is operated slowly from the in-gear position to the neutral position, it is possible to stop the driving force reduction control before the operation of the internal combustion engine becomes unstable, in other words, Thus, the driving force reduction control is not executed unnecessarily long, and therefore the driving force reduction control can be appropriately executed and the operation of the internal combustion engine can be prevented from becoming unstable.

  In the outboard motor control apparatus according to claim 2, the driving force reduction control means is configured to perform internal combustion via at least one of ignition cut of the internal combustion engine, ignition timing retardation, and fuel injection amount reduction. Since the engine driving force is reduced, the driving force of the internal combustion engine can be surely reduced in addition to the above-described effects, and thus the operation load of the vessel operator when operating the shift lever can be reduced efficiently.

  In the outboard motor control apparatus according to claim 3, the shift shaft that rotates in accordance with the operation of the ship operator to switch the shift position between the in-gear position and the neutral position, and the rotation angle of the shift shaft Is a neutral switch that generates an output when it is within a first operating range indicating a neutral position, and a second operating range that includes a first operating range and an additional range in which the rotation angle of the shift shaft continues on both sides thereof. And the neutral operation detecting means is configured to detect the neutral operation based on the neutral switch and the output of the shift switch. In addition to the above-described effects, the shift switch is provided. When the neutral switch does not produce an output while the It is possible to cross, therefore with a simple structure, it is possible to accurately detect the neutral operation.

  In the outboard motor control apparatus according to claim 4, it is determined whether or not deceleration is instructed by the operator to the internal combustion engine, and when it is determined that deceleration is instructed, the driving force reduction control means In addition to the above-described effects, the water hammer phenomenon due to water suction from the exhaust pipe can be prevented.

  That is, for example, when the shift position is at the forward position engaged with the forward gear, the shift lever is suddenly operated to the reverse side, in other words, the internal combustion engine is instructed to decelerate (specifically, sudden deceleration). However, if the driving force reduction control is executed at that time, the forward gear engagement (in-gear) is easily released, so that the shift position is shifted at a stroke from the forward position to the reverse position. . In that case, the propeller may be engaged with the reverse gear while rotating in the forward direction, causing the internal combustion engine to reversely rotate and suck water from the exhaust pipe, causing a water hammer phenomenon and damaging the internal combustion engine. There is a risk of giving. However, by prohibiting the execution of the driving force reduction control as described above, it becomes difficult to disengage the forward gear, so that the shift change timing to the reverse position can be delayed, and thus the water hammer phenomenon described above occurs. Can be prevented.

It is the schematic which shows the control apparatus of the outboard motor based on the Example of this invention whole including a hull. FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1. FIG. 2 is an enlarged side view of the outboard motor shown in FIG. 1. It is a top view when the 2nd shift shaft vicinity shown in FIG. 2 is seen from upper direction. FIG. 3 is an enlarged side view showing a second shift shaft and a shift arm shown in FIG. FIG. 6 is an enlarged plan view of a second shift shaft and a shift arm shown in FIG. 5. FIG. 5 is an explanatory diagram for explaining an operating range (ON range) in which the neutral switch and the shift switch shown in FIG. 4 output an ON signal. It is a flowchart which shows the engine control operation | movement of the electronic control unit shown in FIG. 9 is a sub-routine flowchart showing the shift rotation position determination process shown in FIG. 8. FIG. 9 is a sub-routine flow chart showing shift load reduction control determination processing shown in FIG. 8. FIG. It is a time chart explaining a part of process in the flowchart of FIGS. 8-10.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment for carrying out an outboard motor control apparatus according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an outboard motor control apparatus according to an embodiment of the present invention as a whole including a hull, FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1, and FIG. It is an enlarged side view of a machine.

  1 to 3, reference numeral 1 denotes a ship in which an outboard motor 10 is mounted on a hull (hull) 12. The outboard motor 10 is attached to the rear (stern) 12 a of the hull 12.

  As shown in FIG. 1, a steering wheel 16 that can be rotated by a marine vessel operator (not shown) is disposed near a cockpit 14 of the hull 12. A steering angle sensor 18 is attached to a shaft (not shown) of the steering wheel 16 and outputs a signal corresponding to the steering angle of the steering wheel 16 input by the vessel operator.

  A remote control box (hereinafter referred to as “remote control box”) 20 is disposed in the vicinity of the cockpit 14, and a shift lever (shift / throttle lever) 22 which is disposed so as to be freely operated by the operator is provided there. The shift lever 22 is swingable in the front-rear direction from the initial position, and a shift change instruction (forward (forward) / reverse (reverse) / neutral) switching instruction) from the operator and acceleration / deceleration for the engine. An instruction for adjusting the engine speed (engine speed) including the instruction is input. A lever position sensor 24 is attached inside the remote control box 20 and outputs a signal corresponding to the position of the shift lever 22.

  The outputs of the steering angle sensor 18 and the lever position sensor 24 are input to an electronic control unit (hereinafter referred to as “ECU”) 26 mounted on the outboard motor 10. The ECU 26 is composed of a microcomputer equipped with a CPU, ROM, RAM and the like.

  The outboard motor 10 is mounted on the hull 12 via a swivel case 30, a tilting shaft 32, and a stern bracket 34, as shown in FIG.

  At the upper part of the swivel case 30, a steering electric motor (actuator; only shown in FIG. 3) 40 that drives a swivel shaft 36 that is housed in the swivel case 30 so as to be rotatable around a vertical axis is disposed. The rotational output of the electric motor 40 for steering is transmitted to the swivel shaft 36 via a reduction gear mechanism (not shown) and the mount frame 42, so that the outboard motor 10 can be moved to the left and right (vertical) using the swivel shaft 36 as a turning shaft. Steered around the axis)

  An internal combustion engine (prime mover; hereinafter referred to as “engine”) 44 is mounted on the upper portion of the outboard motor 10. The engine 44 is a spark ignition type V-type 6-cylinder gasoline engine having a displacement of 3500 cc. The engine 44 is located on the water surface and is covered with an engine cover 46.

  A throttle body 52 is connected to the intake pipe 50 of the engine 44. The throttle body 52 is provided with a throttle valve 54 therein, and a throttle electric motor (actuator) 56 for opening and closing the throttle valve 54 is integrally attached thereto.

  The output shaft of the electric motor 56 for throttle is connected to the throttle valve 54 via a reduction gear mechanism (not shown), and the throttle valve 54 is opened and closed by operating the electric motor 56 for throttle. The engine speed is adjusted by metering. The outboard motor 10 includes a power source (not shown) such as a battery attached to the engine 44, and then operating power is supplied to the electric motors 40, 56, and the like.

  The outboard motor 10 includes a drive shaft 60 that is arranged in parallel to the vertical axis and is rotatably supported, and a propeller shaft 64 that is rotatably supported around the horizontal axis and has a propeller 62 attached to one end thereof. Prepare. In the vicinity of the drive shaft 60 and the propeller shaft 64, as indicated by arrows in FIG. 2, the exhaust discharged from the exhaust pipe 66 of the engine 44 passes, and the exhaust is discharged into the water behind the propeller 62. The

  A crankshaft (not shown) of the engine 44 is connected to the upper end of the drive shaft 60, and a pinion gear 68 is provided at the lower end. On the propeller shaft 64, a forward gear (forward bevel gear) 70 and a reverse gear (reverse bevel gear) 72 are rotatably provided. The forward gear 70 and the reverse gear 72 are engaged (engaged) with the pinion gear 68 described above, and are rotated in opposite directions. A clutch 74 that rotates integrally with the propeller shaft 64 is disposed between the forward gear 70 and the reverse gear 72.

  The clutch 74 is displaced according to the operation of the shift lever 22. For example, when the clutch 74 is engaged with the forward gear 70, the rotation of the drive shaft 60 is transmitted to the propeller shaft 64 via the pinion gear 68 and the forward gear 70. 62 rotates to generate a thrust (propulsive force) in a direction to advance the hull 12 forward. Thereby, a forward position is established.

  On the other hand, when the clutch 74 is engaged with the reverse gear 72, the rotation of the drive shaft 60 is transmitted to the propeller shaft 64 via the pinion gear 68 and the reverse gear 72, and the propeller 62 rotates in the opposite direction to the forward direction. A thrust is generated in the direction of moving the hull 12 backward. Thereby, a reverse position is established. If the clutch 74 is not engaged with either the forward gear 70 or the reverse gear 72, the transmission of the rotation of the drive shaft 60 to the propeller shaft 64 is cut off, thereby establishing the neutral position.

  The configuration in which the shift position can be switched by displacing the clutch 74 will be described in detail. The clutch 74 has a shift slider 80 at the lower end of the first shift shaft 76 that is rotatably supported parallel to the vertical direction. Connected through. The upper end of the first shift shaft 76 is positioned in the internal space of the engine cover 46, and a second shift shaft (shift shaft) 82 that is rotatably supported in parallel with the vertical direction is provided near the upper end. Be placed.

  A first gear 84 is attached to the upper end of the first shift shaft 76, while a second gear 86 is attached to the lower end of the second shift shaft 82, and the first gear 84 and the second gear are attached. 86 is meshed.

  FIG. 4 is a plan view when the vicinity of the second shift shaft 82 shown in FIG. 2 is viewed from above. In FIG. 4, the second gear 86 and the like are omitted for ease of understanding and for simplification of illustration. Further, the lower side of the drawing in FIG. 4 is shown as being on the hull 12 side.

  As shown in FIG. 4, a shift arm 90 is fixedly attached to the upper end of the second shift shaft 82. A shift link bracket 92 having a long hole 92a is installed at an appropriate position of the outboard motor 10, and a link pin 94 is slidably disposed in the long hole 92a.

  The link pin 94 is connected to the shift lever 22 of the hull 12 described above via a push-pull cable 96. The link pin 94 is further rotatably connected to one end 90a of the shift arm 90 via a link 98 having a substantially L shape when viewed from above.

  With this configuration, when the shift lever 22 is operated by the vessel operator, the push-pull cable 96 is operated, the link pin 94 is slid through the long hole 92a, and the link 98 is displaced accordingly, The shift arm 90 is rotated about the second shift shaft 82 as a rotation axis.

  The rotation of the second shift shaft 82 is transmitted to the first shift shaft 76 via the second gear 86 and the first gear 84 shown in FIG. The shift slider 80 and the clutch 74 are appropriately displaced in accordance with the rotation of the shift lever, whereby the shift position is switched between the forward position, the reverse position, and the neutral position as described above. In FIG. 4, when the shift position is in the neutral position, it is indicated by a solid line, when it is in the forward position, it is indicated by a one-dot chain line, and when it is in the reverse position, it is indicated by a two-dot chain line.

  As described above, the second shift shaft 82 rotates in accordance with the operation of the ship operator, and engages the shift position with the forward and backward advance gears 70 and 72 to transmit the driving force (output) of the engine 44 to the propeller 62. Switching between an in-gear position (specifically, a forward position and a reverse position) and a neutral position where transmission of the driving force is interrupted.

  In the vicinity of the second shift shaft 82, a neutral switch (contact switch) 100 and a shift switch (contact switch) 102 are arranged and fixed so as to sandwich the shift shaft 82.

  FIG. 5 is an enlarged side view showing the second shift shaft 82 and the shift arm 90 shown in FIG. 2, and FIG. 6 is an enlarged plan view of the second shift shaft 82 and the shift arm 90 shown in FIG.

  Referring to FIGS. 4 to 6, the neutral switch 100 generates an output (ON signal) by setting an operating point in accordance with the rotation of the shift arm 90 described above. Specifically, in the shift arm 90, the other end 90b on the opposite side across the shift shaft 82 at one end 90a has a cam shape exhibiting a substantially arc shape when viewed from above. A plate 104 (shown only in FIG. 4) is disposed at a position facing the other end 90b of the shift arm 90.

  One end 104 a of the plate 104 is fixed at an appropriate position of the outboard motor 10, while the other end 104 b is positioned so as to be in contact with (contact with) the neutral switch 100. Further, a convex portion (projection) 104 c is formed on a surface of the center portion of the plate 104 facing the other end 90 b of the shift arm 90. The plate 104 is made of a thin leaf spring (elastic material), and presses the convex portion 104 c toward the other end 90 b of the shift arm 90. Thereby, the convex part 104c will always be contact | abutted with the other end 90b.

  The other end 90b of the shift arm 90 is formed with a recess 90b1 having a shape that allows the protrusion 104c to be fitted therein. Hereinafter, the remaining part (substantially arc-shaped part) other than the concave part 90b1 at the other end 90b is referred to as a “first arc part” and is denoted by reference numeral 90b2.

  As shown in FIG. 4, the concave portion 90b1 is convex when the rotation angle (rotation position) of the second shift shaft 82 is in the range indicating the neutral position (for example, in the state indicated by the solid line in FIG. 4). It is formed at a position where the portion 104c is fitted. On the other hand, when the rotation angle of the second shift shaft 82 is in a range indicating the forward position or the reverse position other than the neutral position (for example, in a state indicated by a one-dot chain line or a two-dot chain line in FIG. 4), The convex portion 104c is designed not to be fitted into the concave portion 90b1, in other words, the convex portion 104c and the first arc portion 90b2 of the other end 90b are designed to contact each other.

  Thus, when the second shift shaft 82 rotates according to the shift lever operation by the operator, and the rotation angle is in a range indicating the neutral position, the convex portion 104c of the plate 104 is the concave portion of the other end 90b. In order to fit in 90b1, the other end 104b of the plate 104 moves downward in the drawing, and comes into contact with the neutral switch 100 to output an ON signal.

  On the other hand, when the rotation angle of the second shift shaft 82 is in a range indicating a position other than the neutral position, the convex portion 104c abuts on the first arc portion 90b2, and the other end 104b of the plate 104 is shown in FIG. As indicated by the alternate long and short dash line, it is retracted and does not come into contact with the neutral switch 100 so that no output (ON signal) is generated, that is, it is turned off. Thus, the shift arm 90 also functions as a cam for operating the neutral switch 100.

  FIG. 7 is an explanatory diagram for explaining an operating range (ON range) in which the neutral switch 100 and the shift switch 102 output ON signals. In FIG. 7, for convenience of understanding, a protrusion is provided on the second shift shaft 82 to schematically indicate the rotation angle (rotation position) (there is no actual protrusion). Absent).

  As shown in FIG. 7, a range indicating the neutral position at the rotation angle of the second shift shaft 82, that is, a range in which the neutral switch 100 outputs an ON signal is referred to as a “first operating range”. It is about 25 degrees. The second shift shaft 82 can be rotated about 30 degrees on both sides of the first operating range indicating the neutral position, specifically about 30 degrees on the forward side and about 30 degrees on the reverse side. It is set so that it can rotate in the range of 85 degrees.

  Returning to FIGS. 4 to 6, the shift switch 102 will be described. The shift switch 102 operates in accordance with the operation of the shift switch cam 110 provided coaxially below the shift arm 90 of the second shift shaft 82. A point is set to produce an output (ON signal).

  Specifically, the cam 110 is fixed to the second shift shaft 82 and includes a second arc portion 110a that has a substantially arc shape when viewed from above. In the vicinity of the second arc portion 110a, a switch portion 102a that outputs an ON signal from the shift switch 102 when placed (pressed) is disposed.

  The second arcuate portion 110a contacts the switch portion 102a when the rotation angle of the second shift shaft 82 is within a second operating range consisting of the first operating range and an additional range continuous on both sides thereof. Designed to touch.

  The second operating range will be described with reference to FIG. 7. For example, an additional range of about 5 degrees is set on both sides of the first operating range, and the first operating range (25 degrees) and the additional ranges on both sides (5 The total range of 35 degrees is defined as the “second operating range”.

  As a result, when the second shift shaft 82 rotates according to the shift lever operation of the ship operator and the rotation angle is within the second operating range, the second arc portion 110a of the cam 110 is shifted. An ON signal is output by contacting (pressing) the switch portion 102a of the switch 102. On the other hand, when the rotation angle is outside the second operating range, the second arc portion 110a of the cam 110 does not contact the switch portion 102a of the shift switch 102 and does not generate an output (ON signal). It will be turned off.

  As described above, the neutral switch 100 generates an output when the rotation angle of the second shift shaft 82 is within the first operating range indicating the neutral position, and the shift switch 102 is output from the second shift shaft 82. An output is produced when the rotation angle is within the second operating range consisting of the first operating range and additional ranges continuous on both sides thereof.

  As shown in FIG. 3, a throttle opening sensor 112 is disposed in the vicinity of the throttle valve 54, and generates an output indicating the throttle opening TH [degree]. A crank angle sensor 114 is attached in the vicinity of the crankshaft of the engine 44 and outputs a pulse signal for each predetermined crank angle. The outputs of the switches and sensors described above are input to the ECU 26.

  The ECU 26 controls the operation of the turning electric motor 40 based on the input sensor output, and steers the outboard motor 10. The ECU 26 controls the operation of the electric motor 56 for throttle based on the output of the lever position sensor 24 and adjusts the throttle opening TH by opening and closing the throttle valve 54.

  Further, the ECU 26 determines the fuel injection amount and ignition timing of the engine 44 based on the input sensor outputs and switch outputs, and supplies the determined injection amount of fuel via the injector 120 (shown in FIG. 3). At the same time, the fuel / intake fuel mixture injected is ignited according to the ignition timing determined via the ignition device 122 (shown in FIG. 3).

  As described above, the outboard motor control apparatus according to this embodiment is a DBW (Drive) in which the mechanical connection between the operation system (the steering wheel 16 and the shift lever 22) and the outboard motor 10 is disconnected, except for the shift change. By Wire) control device.

  FIG. 8 is a flowchart showing the engine control operation of the ECU 26. The illustrated program is executed by the ECU 26 at predetermined intervals (for example, 100 msec).

  In the following, first, at S10, the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 112, and the routine proceeds to S12, where the change amount DTH per predetermined time (for example, 500 msec) detected. Is calculated.

  Next, in S14, whether or not the engine 44 has instructed the engine 44 to decelerate (precisely sudden deceleration) when the shift position is in the forward position, in other words, the engine 44 decelerates the ship 1 (accurately). It is determined whether or not the vehicle is in an operating state to be rapidly decelerated. Specifically, this determination is performed by determining whether the output of the lever position sensor 24 and the throttle valve 54 are rapidly driven in the valve closing direction.

  Specifically, when an output indicating that the shift lever 22 is in the forward position is output from the lever position sensor 24, the change amount DTH of the throttle opening calculated in S12 is compared with a predetermined value DTHa for deceleration determination. At the same time, when the change amount DTH is equal to or smaller than the predetermined value DTHa, it is determined that the throttle valve 54 is rapidly driven in the valve closing direction, that is, it is instructed to rapidly decelerate. Accordingly, the predetermined value DTHa is set to a value (negative value) that can be determined that an instruction for rapid deceleration has been given, for example, −20 degrees.

  When the result in S14 is negative, the program proceeds to S16, where the current rotation angle of the second shift shaft 82, in other words, the rotation position of the shift shaft 82 in the current program loop (hereinafter also referred to as “shift rotation position”). ) Is executed.

  FIG. 9 is a sub-routine flowchart showing the processing. As shown in the figure, the previous shift rotation position is updated by setting the current shift rotation position (described later) set at the time of the previous program execution in S100 as the previous shift rotation position.

  Next, the process proceeds to S102, where the rotational position of the second shift shaft 82 is determined based on the outputs of the neutral switch 100 and the shift switch 102. Specifically, when both the neutral switch 100 and the shift switch 102 generate an output (ON signal), as shown in FIG. 7, the rotation position of the shift shaft 82 (that is, the rotation of the protrusion of the shift shaft 82 in FIG. 7). (Moving position (angle)) is in the first operating range and the shift position is determined to be the neutral position, the process proceeds to S104, and the current shift rotation position is set to "neutral".

  When the neutral switch 100 and the shift switch 102 are not producing outputs in S102, that is, when they are turned off, the rotational position of the shift shaft 82 is outside the second operating range, and the shift position is the in-gear position. The process proceeds to S106, and the current shift rotation position is set to “in gear”.

  Further, when the shift switch 102 generates an output (ON signal) while the neutral switch 100 does not generate an output, it is determined that the rotational position of the shift shaft 82 is within the additional range of FIG. The rotation position is defined as “driving force reduction range”. Here, the “driving force reduction range” is referred to as described later, when the shift shaft 82 is in the additional range, the driving force of the engine 44 is reduced to reduce the operation load of the operator when operating the shift lever. This is because shift load reduction control may be performed.

  Returning to the description of FIG. 8, next, the process proceeds to S <b> 18, and shift load reduction control determination processing for determining whether or not to perform the shift load reduction control is executed.

  FIG. 10 is a sub-routine flowchart showing the shift load reduction control determination process shown in FIG.

  As shown in FIG. 10, in S200, it is determined based on the output of the neutral switch 100 whether or not the current shift position is the neutral position. When the result in S200 is negative, the program proceeds to S202, in which it is determined whether or not the bit of the shift load reduction control end flag (described later) is 0.

  Since the initial value of this flag is 0, the determination in S202 is generally affirmed in the first program loop, and the process proceeds to S204 to determine whether the bit of the shift load reduction control start flag described later is 0.

  Since the initial value of the bit of the shift load reduction control start flag is also set to 0, the determination in S204 is usually affirmed in the first program loop, and the process proceeds to S206. In S206, it is determined whether or not the previous shift rotation position is an in-gear, in other words, whether or not the shift position at the previous program execution is a forward position or a reverse position.

  When the result in S206 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S208, in which it is determined whether or not the current shift rotation position is within the driving force reduction range. When the result in S208 is negative, the program is terminated as it is, whereas when the result is affirmative, that is, when the shift lever 22 is operated by the operator and the shift rotation position moves from the in-gear to the driving force reduction range (in other words, When a neutral operation in which the shift position is switched from the in-gear position to the neutral position is detected based on the outputs of the neutral switch 100 and the shift switch 102), the process proceeds to S210 and the driving force of the engine 44 is decreased to reduce the shift lever 22 Shift load reduction control (also referred to as drive force reduction control) for reducing the operation load is executed (started).

  Specifically, the process of S210 performs at least one of ignition cut of the engine 44, retard of the ignition timing, and reduction of the fuel injection amount, thereby reducing the driving force of the engine 44, and more specifically. In this case, the engine speed NE is gradually decreased while fluctuating. As a result, the clutch 74 and the forward / reverse gears 70 and 72 can be easily disengaged, thereby reducing the operating load on the shift lever 22 of the operator.

  In S210, when the ignition cut is performed and the ignition timing is retarded, the ignition is performed from the cylinder scheduled for the next ignition, and when the fuel injection amount is reduced, the cylinder is scheduled for the next injection.

  Next, the process proceeds to S212, where the number of times the shift load reduction control has been executed, specifically, the number of times the ignition cut has been performed, is counted, and the process proceeds to S214, where the bit of the shift load reduction control start flag is set to 1. That is, this flag is set to 1 when the shift load reduction control is started, and is reset to 0 at other times.

  In the program loop after the bit of the shift load reduction control start flag is set to 1, the result in S204 is negative and the process proceeds to S216. In S216, the engine rotation speed NE is detected (calculated) by counting the output pulses of the crank angle sensor 114, and the process proceeds to S218, where the detected engine rotation speed NE is a limit value that can prevent the engine 44 from stalling. It is determined whether or not the engine speed is lower than the engine speed limit NEa (lower limit value, predetermined rotation speed). The engine stall limit speed NEa is set, for example, to the same value as the rotation speed used as a switching determination threshold value from the start mode to the normal mode during the normal control of the engine 44, specifically, 500 rpm.

  When the result in S218 is affirmative, the program proceeds to S220, the counter value of the shift load reduction control count is reset to 0, and the program proceeds to S222, in which the bit of the shift load reduction control end flag is set to 1.

  When the bit of the shift load reduction control end flag is set to 1, in the next program loop, the result in S202 is negative and the process proceeds to S224, and the shift load reduction control is ended. That is, if the shift load reduction control, specifically, the control for reducing the driving force such as the ignition cut of the engine 44 is continued when the engine speed NE is equal to or less than the engine limit speed NEa, the engine 44 may stall. The control was stopped regardless of the shift rotation position.

  On the other hand, when the result in S218 is negative, the program proceeds to S226, in which it is determined whether or not the shift load reduction control count is equal to or greater than a predetermined count (described later). When the result in S226 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S228, the counter value of the shift load reduction control count is reset to 0, and the process proceeds to S230, where the shift load reduction control end flag bit is set. Is set to 1. As a result, in the next program loop, the result in S202 is negative and the program proceeds to S224, where the shift load reduction control is terminated.

  S226 to S230 are processes for preventing the shift load reduction control (driving force reduction control) from being performed for a long time. That is, for example, when the shift lever 22 is operated slowly, the rotation position of the second shift shaft 82 may remain in the driving force reduction range for a relatively long time depending on the movement of the shift lever 22, but during that time the ignition cut If the control such as the above is continued, the operation (combustion state) of the engine 44 may become unstable, specifically, the engine speed NE may become unstable.

  Therefore, in the outboard motor control apparatus according to this embodiment, it is possible to determine that the operation load on the shift lever 22 of the operator is sufficiently reduced by the above control (specifically, about 2 seconds have elapsed since the start of the control). Control is terminated (stopped) at the time of Therefore, it can be determined that the operation load on the shift lever 22 of the ship operator has been sufficiently reduced by the predetermined number of times described above, and if the ignition cut or the like is performed further, the operation of the engine 44 may become unstable. It is set to a certain value, for example, 10 times.

  Further, when the shift lever 22 is operated by the operator and the shift position is completely switched to the neutral position, the result is affirmative in S200, the process proceeds to S232, the shift load reduction control is terminated, and the process proceeds to S234, S236, where the shift load The bits of the reduction control start flag and the shift load reduction control end flag are both reset to 0 and the program ends. When the shift position is at the neutral position, the operation of the throttle motor 56 is controlled so that the engine speed NE is maintained at the idle speed in a program (not shown).

  Returning to the description of FIG. 8, when the result in S14 is affirmative, the process proceeds to S20, and the execution of the shift load reduction control described above is prohibited, that is, the engine 44 controls the engine 44 when the shift position is in the forward position. The control is not performed when a deceleration (precisely, a rapid deceleration) is instructed.

  FIG. 11 is a time chart for explaining a part of the processing in the flow charts of FIGS. In FIG. 11, an example is given in which the shift rotation position operates neutrally from the forward (in-gear) through the driving force reduction range.

  As shown in FIG. 11, first, from time t0 to t1, the neutral switch 100 and the shift switch 102 do not produce any output (because they are turned off), so the rotation position of the second shift shaft 82 is in-gear. (S106).

  In other words, when the shift lever 22 is operated from forward to neutral, the shift rotation position is moved from the in-gear to the driving force reduction range at time t1, the shift switch 102 is turned on, and the neutral switch 100 is turned off. When a neutral operation is detected, shift load reduction control for reducing the driving force of the engine 44 is started (S108, S206 to S210). As a result, the engine speed NE gradually decreases while fluctuating, so that the clutch 74 and the forward gear 70 are easily disengaged, and the operating load on the shift lever 22 of the vessel operator is reduced.

  Next, when the shift lever 22 is further operated toward the neutral position, and the shift rotation position is moved from the driving force reduction range to the neutral position at time t2, both the neutral switch 100 and the shift switch 102 generate outputs (ON signal). The load reduction control is terminated (S200, S232).

  Note that, as indicated by an imaginary line in FIG. 11, when the engine speed NE decreases, for example, to the engine speed limit NEa or less during the time t1 to t2 after the shift load reduction control is executed, the shift load reduction control is performed. Cancel (S218, S222, S224). Although illustration is omitted, the shift load reduction control is similarly stopped when the shift load reduction control count reaches a predetermined number before the shift rotation position becomes neutral from the driving force reduction range (S226, S230, S224).

  As described above, in the embodiment of the present invention, the in-gear position where the shift position is engaged with the forward / reverse gears 70 and 72 and the driving force of the internal combustion engine (engine) 44 is transmitted to the propeller 62 and the driving force. A neutral operation detecting means for detecting a neutral operation in which the shift position is switched from the in-gear position to the neutral position (neutral switch 100, shift) A switch 102, an ECU 26. S16, S18, S100 to S108, S206, S208), driving force reduction control means for executing driving force reduction control for reducing the driving force of the internal combustion engine 44 when the neutral operation is detected. (ECU 26. S18, S210), low driving force When the engine speed (engine speed) NE of the internal combustion engine 44 becomes equal to or lower than a predetermined speed (engine limit speed) NEa after the control is executed, or the driving force reduction control is executed a predetermined number of times or more. In this case, the driving force reduction control stopping means for stopping the driving force reduction control (ECU 26. S18, S218 to S230) is provided.

  Thus, when the neutral operation in which the shift position is switched from the in-gear position to the neutral position is detected, the driving force reduction control for reducing the driving force of the engine 44 is executed. It is easy to release the engagement (in-gear), so that the operation load of the boat operator when operating the shift lever can be reduced.

  In addition, when the engine speed NE of the engine 44 becomes equal to or lower than the predetermined speed NEa after the driving force reduction control is executed, or when the driving force reduction control is executed a predetermined number of times or more, the driving force reduction control is stopped. Thus, for example, even when the shift lever 22 is operated slowly from the in-gear position toward the neutral position, it is possible to stop the driving force reduction control before the operation of the engine 44 becomes unstable. In other words, the driving force reduction control is not executed unnecessarily long, so that the driving force reduction control can be executed appropriately and the operation of the engine 44 can be prevented from becoming unstable.

  The driving force reduction control means reduces the driving force of the internal combustion engine 44 through at least one of ignition cut of the internal combustion engine (engine) 44, ignition timing retardation, and fuel injection amount reduction. Since the driving force of the engine 44 can be reliably reduced, the operation load on the vessel operator when operating the shift lever can be reduced efficiently.

  Further, a shift shaft (second shift shaft) 82 that rotates according to the operation of the ship operator and switches the shift position between the in-gear position and the neutral position, and the rotation angle of the shift shaft 82 is A neutral switch 100 that generates an output when it is within a first operating range indicating a neutral position, and a second that the rotation angle of the shift shaft 82 includes the first operating range and an additional range that continues on both sides of the first operating range. And the neutral operation detecting means detects the neutral operation based on the outputs of the neutral switch 100 and the shift switch 102 (S16, S18). , S100 to S108, S206, S208). While G Switch 102 produces an output, when the neutral switch 100 does not occur the output, it is possible to determine the neutral operation is performed, therefore with a simple structure, it is possible to accurately detect the neutral operation.

  Further, a deceleration instruction determining means for determining whether or not a deceleration is instructed to the internal combustion engine (engine) 44 (throttle opening sensor 112, ECU 26. S14), it is determined that the deceleration is instructed. At this time, since the driving force reduction control prohibiting means for prohibiting the execution of the driving force reduction control by the driving force reduction control means and the ECU 26 (S20) are provided, the water hammer phenomenon caused by water suction from the exhaust pipe 66 is provided. Can be prevented.

  That is, for example, when the shift position is at the forward position engaged with the forward gear 70, the shift lever 22 is suddenly operated to the reverse side, in other words, decelerates to the engine 44 (specifically, sudden deceleration). If the driving force reduction control is executed at that time, the forward gear 70 is easily disengaged (in-gear), so that the shift position is shifted from the forward position to the reverse position all at once. Will be. In that case, the propeller 62 may be engaged with the reverse gear 72 while rotating in the forward direction, whereby the engine 44 reversely rotates and sucks water from the exhaust pipe 66, causing a water hammer phenomenon and causing the engine to rotate. 44 may be damaged. However, by prohibiting the execution of the driving force reduction control as described above, it becomes difficult to disengage the forward gear 70, so the shift change timing to the reverse position can be delayed. It can be prevented from occurring.

  In the above description, the engine is described as an example of the prime mover. However, an electric motor may be used, and a hybrid of the engine and the electric motor may be used.

  Further, although the outboard motor has been described as an example, the present invention can also be applied to an outboard motor. Moreover, although the predetermined value DTHa, the engine limit rotational speed NEa, the predetermined number of times, the engine 44 exhaust amount, and the like are shown as specific values, these are examples and are not limited.

  DESCRIPTION OF SYMBOLS 10 Outboard motor, 26 ECU (electronic control unit), 44 engine (internal combustion engine), 62 propeller, 70 forward gear, 72 reverse gear, 82 2nd shift shaft (shift shaft), 100 neutral switch (neutral operation detection means) ), 102 Shift switch (neutral operation detecting means), 112 Throttle opening sensor (deceleration instruction determining means)

Claims (4)

  In an outboard motor that is switchable between an in-gear position where the shift position is engaged with a forward / reverse gear and transmits the driving force of the internal combustion engine to the propeller and a neutral position where the transmission of the driving force is interrupted, the shift position A neutral operation detecting means for detecting a neutral operation for switching from the in-gear position to the neutral position, and a driving force reduction for executing a driving force reduction control for reducing the driving force of the internal combustion engine when the neutral operation is detected. When the engine speed of the internal combustion engine becomes equal to or lower than a predetermined speed after the control means and the driving power reduction control are executed, or when the driving power reduction control is executed a predetermined number of times or more, the driving power reduction A control device for an outboard motor, comprising: driving force lowering control stopping means for stopping control.   The driving force reduction control means reduces the driving force of the internal combustion engine through at least one of ignition cut of the internal combustion engine, ignition timing retardation, and fuel injection amount reduction. Item 4. The outboard motor control device according to Item 1.   A shift shaft that rotates according to the operation of the ship operator and switches the shift position between the in-gear position and the neutral position, and a rotation angle of the shift shaft is within a first operating range indicating the neutral position. A neutral switch that generates an output at a certain time, and a shift switch that generates an output when the rotation angle of the shift shaft is within a second operating range consisting of the first operating range and an additional range continuous on both sides thereof The outboard motor control device according to claim 1, wherein the neutral operation detection means detects the neutral operation based on outputs of the neutral switch and the shift switch.   Deceleration instruction determination means for determining whether or not a deceleration is instructed by the operator to the internal combustion engine, and execution of the driving force reduction control by the driving force reduction control means when it is determined that the deceleration is instructed. The outboard motor control device according to any one of claims 1 to 3, further comprising a driving force reduction control prohibiting unit that prohibits the outboard motor.

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