JP2012166762A - 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 reducing a drive force of an internal combustion engine, and prevents a stall of the internal combustion engine.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 and an in-gear operation in which the shift position is switched to the in-gear position from the neutral position are detected, respectively, (S302, S304), drive force lowering control for lowering the drive force of the internal combustion engine is executed when the neutral operation is detected, and when the in-gear operation is detected after the finish of the execution of the drive force lowering control, the lowered drive force is raised (S302 to S306).

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, for example, when the shift position is in the neutral position and the in-gear position is set again immediately after the driving force reduction control is finished, the operation of the internal combustion engine remains unstable. Since the load acts, there is a risk that a malfunction such as stalling of the internal combustion engine may occur.

  Accordingly, the object of the present invention is to solve the above-mentioned problems, reduce the driving force of the internal combustion engine to reduce the operating load of the ship operator when operating the shift lever, and prevent the internal combustion engine from stalling. It is to provide a control device for a machine.

  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 in which the shift position is switched from the in-gear position to the neutral position, and an in-gear operation in which the shift position is switched from the neutral position to the in-gear position, respectively. An operation detecting means for detecting; and a driving force control means 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 in-gear operation is detected after the execution of the force reduction control is finished, It was constructed as to increase the driving force whose serial reduced.

  The outboard motor control apparatus according to claim 2 further comprising a time measuring unit that measures a time after the execution of the driving force reduction control is completed, and the time measuring unit includes the measured time. When the in-gear operation is detected when the value reaches a predetermined value, an increase in driving force by the driving force control means is prohibited.

  In the outboard motor control apparatus according to claim 3, the driving force 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. The driving force of the internal combustion engine is reduced.

  In the outboard motor control apparatus according to the first aspect, the neutral operation and the in-gear operation are detected, respectively, and when the neutral operation 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 in-gear operation is detected after the execution of the driving force reduction control is completed, the reduced driving force is increased. For example, the shift position becomes the neutral position and the driving force reduction control is ended. Even if the in-gear position is reached again immediately after that, i.e., when a load is applied to the internal combustion engine immediately after the end of the driving force reduction control, the driving force of the internal combustion engine is increased in advance. Stalls can be prevented (avoided).

  In the outboard motor control apparatus according to claim 2, the time after the execution of the driving force reduction control is measured, and when the measured time reaches a predetermined value, the in-gear operation is detected. Even in this case, since the increase of the driving force by the driving force control means is prohibited, it is possible to avoid the unnecessary increase of the driving force in addition to the above effect. That is, the operating state of the internal combustion engine becomes temporarily unstable due to the driving force reduction control, but when the time after the control ends reaches a predetermined value, the operating state is restored and stabilized. Therefore, since it is not necessary to increase the driving force in such a stable state, even if the in-gear operation is detected as described above, by prohibiting the driving force control means from increasing, It can be avoided that the driving force is unnecessarily increased.

  In the outboard motor control apparatus according to claim 3, the driving force control means is an internal combustion engine through at least one of an ignition cut of the internal combustion engine, a retard of the ignition timing, and a reduction of the fuel injection amount. In addition to the above-described effects, the driving force of the internal combustion engine can be reliably reduced, so that the operation load on the vessel operator when operating the shift lever can be reduced efficiently.

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 the schematic of the internal combustion engine shown in FIG. 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. 7 is an enlarged plan view of a second shift shaft and a shift arm shown in FIG. 6. It is explanatory drawing for demonstrating the operating range (ON range) in which the neutral switch and shift switch shown in FIG. 5 output an ON signal. It is a flowchart which shows the engine control operation | movement of the electronic control unit shown in FIG. 10 is a sub-routine flow chart showing a shift rotation position determination process shown in FIG. 9. 10 is a sub-routine flow chart showing a shift load reduction control determination process shown in FIG. 9. FIG. 10 is a sub-routine flow chart showing an engine stall avoidance control determination process shown in FIG. 9. FIG. 13 is a time chart for explaining a part of the processing in the flowcharts of FIGS. 9 to 12.

  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. Input the engine speed adjustment instruction including the instruction. 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. Is adjusted.

  FIG. 4 is a schematic view of the engine 44 shown in FIG.

  When the description of the engine 44 is continued with reference to FIG. 4, the intake pipe 50 has a bypass passage (secondary air passage) 60 that connects the upstream side and the downstream side of the throttle valve 54 to bypass the throttle valve 54. Connected. A secondary air amount adjusting valve 62 for adjusting the intake air amount when the engine 44 is in an idle state is provided in the middle of the bypass passage 60. An electric motor (actuator) 64 for adjusting the secondary air amount is connected to the secondary air amount adjusting valve 62 via a reduction gear mechanism (not shown), and the secondary air amount adjusting valve 62 is operated by operating the electric motor 64. The air amount of the bypass passage 60 is adjusted by opening and closing.

  In the intake pipe 50, an injector 66 is disposed near the intake port on the downstream side of the throttle valve 54, and gasoline fuel is injected into the intake air adjusted by the throttle valve 54 and the secondary air amount adjustment valve 62. The injected fuel is mixed with intake air to form an air-fuel mixture, and the air-fuel mixture flows into the combustion chamber 70 when the intake valve 68 is opened.

  The air-fuel mixture flowing into the combustion chamber 70 is ignited and burned by a spark plug (not shown), and the piston 72 is driven downward in FIG. 4 to rotate the crankshaft 74. The exhaust gas generated by the combustion flows through the exhaust pipe 78 and is discharged to the outside of the engine 44 when the exhaust valve 76 is opened. 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 each electric motor and the like.

  As shown in FIG. 2, the outboard motor 10 is disposed parallel to the vertical axis and is rotatably supported, and is supported rotatably about the horizontal axis, and a propeller 82 is attached to one end thereof. The propeller shaft 84 is provided.

  A crankshaft 74 (not visible in FIG. 2) of the engine 44 is connected to the upper end of the drive shaft 80, and a pinion gear 86 is provided at the lower end. A forward gear (forward bevel gear) 90 and a reverse gear (reverse bevel gear) 92 are rotatably provided on the propeller shaft 84. The forward gear 90 and the reverse gear 92 are engaged (engaged) with the pinion gear 86 described above and are rotated in opposite directions. A clutch 94 that rotates integrally with the propeller shaft 84 is disposed between the forward gear 90 and the reverse gear 92.

  The clutch 94 is displaced according to the operation of the shift lever 22. For example, when the clutch 94 is engaged with the forward gear 90, the rotation of the drive shaft 80 is transmitted to the propeller shaft 84 via the pinion gear 86 and the forward gear 90. 82 rotates to generate a thrust (propulsive force) in a direction to advance the hull 12. Thereby, a forward position is established.

  On the other hand, when the clutch 94 is engaged with the reverse gear 92, the rotation of the drive shaft 80 is transmitted to the propeller shaft 84 via the pinion gear 86 and the reverse gear 92, and the propeller 82 rotates in the direction opposite to that during forward movement. A thrust is generated in the direction of moving the hull 12 backward. Thereby, a reverse position is established. If the clutch 94 is not engaged with either the forward gear 90 or the reverse gear 92, transmission of the rotation of the drive shaft 80 to the propeller shaft 84 is cut off, thereby establishing a neutral position.

  The configuration in which the shift position can be switched by displacing the clutch 94 will be described in detail. The clutch 94 has a shift slider 100 at the lower end of the first shift shaft 96 that is rotatably supported in parallel with the vertical direction. Connected through. The upper end of the first shift shaft 96 is positioned in the internal space of the engine cover 46, and the second shift shaft 102 that is rotatably supported parallel to the vertical direction is disposed near the upper end.

  The first gear 104 is attached to the upper end of the first shift shaft 96, while the second gear 106 is attached to the lower end of the second shift shaft 102, and the first gear 104 and the second gear are attached. 106 is meshed.

  FIG. 5 is a plan view when the vicinity of the second shift shaft 102 shown in FIG. 2 is viewed from above. In FIG. 5, the second gear 106 and the like are omitted for ease of understanding and for simplification of illustration. Further, the lower side of the drawing of FIG. 5 is shown as being on the hull 12 side.

  As shown in FIG. 5, a shift arm 110 is fixedly attached to the upper end of the second shift shaft 102. A shift link bracket 112 having a long hole 112a is installed at an appropriate position of the outboard motor 10, and a link pin 114 is slidably disposed in the long hole 112a.

  The link pin 114 is connected to the shift lever 22 of the hull 12 described above via a push-pull cable 116. The link pin 114 is further rotatably connected to one end 110a of the shift arm 110 via a link 118 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 116 is operated, the link pin 114 is slid through the long hole 112a, and the link 118 is displaced accordingly. The shift arm 110 is rotated about the second shift shaft 102 as a rotation axis.

  The rotation of the second shift shaft 102 is transmitted to the first shift shaft 96 via the second gear 106 and the first gear 104 shown in FIG. The shift slider 100 and the clutch 94 are appropriately displaced in accordance with the rotation of the motor, and thereby the shift position is switched between the forward position, the reverse position, and the neutral position as described above. In FIG. 5, 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 102 is rotated in accordance with the operation of the ship operator and engages the shift position with the forward and backward gears 90 and 92 to transmit the driving force (output) of the engine 44 to the propeller 82. 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 102, a neutral switch (contact switch) 120 and a shift switch (contact switch) 122 are arranged and fixed so as to sandwich the shift shaft 102.

  6 is an enlarged side view showing the second shift shaft 102 and the shift arm 110 shown in FIG. 2, and FIG. 7 is an enlarged plan view of the second shift shaft 102 and the shift arm 110 shown in FIG.

  Referring to FIGS. 5 to 7, the neutral switch 120 generates an output (ON signal) by setting an operating point according to the rotation of the shift arm 110 described above. Specifically, in the shift arm 110, the other end 110b on the opposite side across the shift shaft 102 at one end 110a has a cam shape having a substantially arc shape when viewed from above. A plate 124 (shown only in FIG. 5) is disposed at a position facing the other end 110b of the shift arm 110.

  One end 124 a of the plate 124 is fixed at an appropriate position of the outboard motor 10, while the other end 124 b is positioned so as to be in contact with (contact with) the neutral switch 120. Further, a convex portion (projection) 124 c is formed on the surface of the center portion of the plate 124 that faces the other end 110 b of the shift arm 110. The plate 124 is made of a thin leaf spring (elastic material), and presses the convex portion 124 c toward the other end 110 b of the shift arm 110. Thereby, the convex part 124c will always be contact | abutted with the other end 110b.

  The other end 110b of the shift arm 110 is formed with a concave portion 110b1 having a shape that allows the convex portion 124c to be fitted therein. Hereinafter, the remaining portion (substantially arc-shaped portion) other than the recess 110b1 at the other end 110b is referred to as a “first arc portion” and is denoted by reference numeral 110b2.

  As shown in FIG. 5, the recess 110b1 described above is convex when the rotation angle (rotation position) of the second shift shaft 102 is in the range indicating the neutral position (for example, in the state shown by the solid line in FIG. 5). It is formed at a position where the portion 124c is fitted. On the other hand, when the rotation angle of the second shift shaft 102 is other than the neutral position, specifically, in a range indicating the forward position or the reverse position (for example, in a state indicated by a one-dot chain line or a two-dot chain line in FIG. 5), The convex portion 124c is designed not to be fitted into the concave portion 110b1, in other words, the convex portion 124c and the first arc portion 110b2 of the other end 110b are designed to contact each other.

  As a result, when the second shift shaft 102 rotates according to the shift lever operation of the operator and the rotation angle is in a range indicating the neutral position, the convex portion 124c of the plate 124 is the concave portion of the other end 110b. In order to engage with 110b1, the other end 124b of the plate 124 moves downward in the drawing, and contacts the neutral switch 120 to output an ON signal.

  On the other hand, when the rotation angle of the second shift shaft 102 is in a range indicating a position other than the neutral position, the convex portion 124c abuts on the first arc portion 110b2, and the other end 124b of the plate 124 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 120 so that no output (ON signal) is generated, that is, it is turned off. Thus, the shift arm 110 also functions as a cam for operating the neutral switch 120.

  FIG. 8 is an explanatory diagram for explaining an operating range (ON range) in which the neutral switch 120 and the shift switch 122 output ON signals. In FIG. 8, for convenience of understanding, a protrusion is provided on the second shift shaft 102 to schematically indicate the rotation angle (rotation position) (there is no actual protrusion). Absent).

  As shown in FIG. 8, a range indicating the neutral position at the rotation angle of the second shift shaft 102, that is, a range in which the neutral switch 120 outputs an ON signal is referred to as a “first operation range”. It is about 25 degrees. The second shift shaft 102 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 FIG. 5 to FIG. 7, the shift switch 122 will be described. The shift switch 122 operates in accordance with the operation of the shift switch cam 130 provided coaxially below the shift arm 110 of the second shift shaft 102. A point is set to produce an output (ON signal).

  Specifically, the cam 130 is fixed to the second shift shaft 102 and includes a second arc portion 130a having a substantially arc shape when viewed from above. In the vicinity of the second arc portion 130a, a switch portion 122a that outputs an ON signal from the shift switch 122 when abutted (pressed) is disposed.

  The second arcuate portion 130a contacts the switch portion 122a when the rotation angle of the second shift shaft 102 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. 8. 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 102 rotates according to the shift lever operation of the operator, and the rotation angle is within the second operating range, the second arc portion 130a of the cam 130 is shifted. An ON signal is output by contacting (pressing) the switch portion 122a of the switch 122. On the other hand, when the rotation angle is outside the second operating range, the second arc portion 130a of the cam 130 does not contact the switch portion 122a of the shift switch 122, and no output (ON signal) is generated. It will be turned off.

  As described above, the neutral switch 120 generates an output when the rotation angle of the second shift shaft 102 is within the first operating range indicating the neutral position, and the shift switch 122 is output from the second shift shaft 102. 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 132 is disposed in the vicinity of the throttle valve 54 to generate an output indicating the throttle opening TH [degree], and also in the vicinity of the secondary air amount adjustment valve 62. A degree sensor 134 is disposed and outputs a signal indicating the opening degree of the secondary air amount adjustment valve 62. A crank angle sensor 136 is attached in the vicinity of the crankshaft 74 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. Further, the ECU 26 controls the operation of the throttle electric motor 56 and the secondary air amount adjusting electric motor 64 based on each sensor output and switch output, and controls the throttle valve 54 and the secondary air amount adjusting valve 62. Open and close to adjust the amount of intake air.

  Further, the ECU 26 determines the fuel injection amount and ignition timing of the engine 44 based on each sensor output and the switch output, supplies the determined injection amount of fuel via the injector 66, and ignites the ignition device 140 (FIG. 3). The fuel / intake fuel mixture injected is ignited according to the ignition timing determined through

  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. 9 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, in S10, the current rotation angle of the second shift shaft 102, in other words, the rotation position of the shift shaft 102 in the current program loop (hereinafter also referred to as “shift rotation position”) is determined. The shift rotation position determination process is executed.

  FIG. 10 is a subroutine flow chart 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 102 is determined based on the outputs of the neutral switch 120 and the shift switch 122. Specifically, when both the neutral switch 120 and the shift switch 122 generate an output (ON signal), as shown in FIG. 8, the rotation position of the shift shaft 102 (that is, the rotation of the protrusion of the shift shaft 102 in FIG. 8). (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 120 and the shift switch 122 are not producing outputs in S102, that is, when they are turned off, the rotational position of the shift shaft 102 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 122 generates an output (ON signal) while the neutral switch 120 does not generate an output, it is determined that the rotational position of the shift shaft 102 is within the additional range of FIG. The rotation position is defined as a “shift switching range”. The term “shift shift range” is used here because when the shift rotation position is in the additional range, it can be determined that the shift position is switched from the in-gear position to the neutral position or from the neutral position to the in-gear position. is there.

  Returning to the description of FIG. 9, the process proceeds to S <b> 12, and shift load reduction control for determining whether or not to perform shift load reduction control for reducing the operation load of the ship operator by reducing the driving force of the engine 44. Execute the judgment process.

  FIG. 11 is a sub-routine flowchart showing the shift load reduction control determination process.

  As shown in FIG. 11, in S200, it is determined based on the output of the neutral switch 120 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, while when the result is affirmative, the process proceeds to S208, the value of timer T (described later) is reset to 0, and then the process proceeds to S210 where the current shift rotation position is shifted. Judge whether the range. When the result in S210 is negative, the program is terminated as it is, while when the result is affirmative, that is, when the shift lever 22 is operated by the operator and the shift rotation position is moved from the in-gear to the shift switching 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 120 and the shift switch 122), the process proceeds to S212 and the driving force of the engine 44 is reduced to operate the shift lever 22 Shift load reduction control (also referred to as drive force reduction control) for reducing the load is executed (started).

  Specifically, the process of S212 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 94 and the forward / reverse gears 90 and 92 can be easily disengaged, so that the operating load on the shift lever 22 by the operator is reduced.

  In S212, the ignition cut is performed and the ignition timing is retarded from the cylinder scheduled for the next ignition, and the fuel injection amount is reduced from the cylinder scheduled for the next injection.

  Next, the process proceeds to S214, and the number of times the shift load reduction control is executed, specifically, the number of times the ignition cut is performed, is counted. The process proceeds to S216, and 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 S218. In S218, the engine rotational speed NE is detected (calculated) by counting the output pulses of the crank angle sensor 136, and the process proceeds to S220, where the detected engine rotational speed NE is a limit value that can prevent the engine 44 from stalling. It is determined whether or not the engine speed is equal to or lower than the engine speed limit NEa. 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 S220 is affirmative, the program proceeds to S222, the counter value of the shift load reduction control count is reset to 0, and the program proceeds to S224, where the bit of the shift load reduction control end flag is set to 1.

  If 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 S226 to end the shift load reduction control. 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 S220 is negative, the program proceeds to S228, 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 S228 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S230, the counter value of the shift load reduction control count is reset to 0, and the process proceeds to S232, 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 S226, where the shift load reduction control is terminated.

  S228 to S232 are processes for preventing the shift load 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 102 may remain within the shift switching range for a relatively long time depending on the movement of the shift lever 22, but during that time the ignition cut etc. If this control 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 in S200 is affirmative and the process proceeds to S234, where the shift load reduction control is terminated and the process proceeds to S236. End control.

  Next, the process proceeds to S238 and S240, the bits of the shift load reduction control start flag and the shift load reduction control end flag are both reset to 0, the program ends, the process proceeds to S242, and the timer T is started. In other words, the timer T is a timer that measures the time after the shift position becomes the neutral position and the execution of the shift load reduction control (driving force reduction control) is completed. When the shift position is at the neutral position, the operations of the throttle motor 56 and the secondary air amount adjusting motor 64 are controlled so that the engine speed NE is maintained at the idle speed in a program (not shown). Is done.

  Returning to the description of FIG. 9, next, the process proceeds to S <b> 14, where engine stall avoidance control determination processing is performed for determining whether engine stall avoidance control is performed to increase the reduced driving force of the engine 44 to avoid stalling of the engine 44. Execute.

  FIG. 12 is a subroutine flowchart showing the processing.

  As shown in FIG. 12, it is determined in S300 whether the value of the timer T is equal to or greater than a predetermined value Ta. This predetermined value Ta is used until the operating state of the engine 44, which has been temporarily unstable due to the control for reducing the driving force, returns to a stable state after the end of the control (for example, the engine speed NE is For example, 2 sec).

  When the result in S300 is negative, the program proceeds to S302, in which it is determined whether or not the previous shift rotation position is neutral. When the result in S302 is affirmative, the program proceeds to S304, in which it is determined whether or not the current shift rotation position is within the shift switching range.

  When the determination in S302 or S304 is negative, the subsequent processing is skipped, while when the determination is affirmative, that is, when the shift lever 22 is operated by the operator and the shift rotation position moves from the neutral position to the shift switching range (in other words, If an in-gear operation in which the shift position is switched from the neutral position to the in-gear position is detected based on the outputs of the neutral switch 120 and the shift switch 122), the process proceeds to S306, and the reduced driving force of the engine 44 is increased. The engine avoidance control (also referred to as driving force increase control) is executed.

  Specifically, the process of S306 controls the operation of the electric motor for throttle 56 or the electric motor 64 for adjusting the secondary air amount, adjusts the opening degree of the throttle valve 54 and the secondary air amount adjusting valve 62, and takes the intake air. By increasing the amount, the driving force of the engine 44 is increased. More specifically, the engine speed NE is set to a value (for example, 700 rpm) that does not stall even when a load is applied by an in-gear operation. In S212, when the driving force of the engine 44 is decreased by retarding the ignition timing, the driving force is increased in S306 by advancing the ignition timing from normal.

  On the other hand, when the result in S300 is affirmative, the program proceeds to S308, and the execution of the engine stall avoidance control as described above, specifically, the control for increasing the driving force of the engine 44 is prohibited. That is, when the time after the execution of the driving force reduction control reaches the predetermined value Ta, the driving force is increased regardless of the shift rotation position (specifically, even when an in-gear operation is detected). Control is prohibited (drive force increase control is not performed).

  FIG. 13 is a time chart for explaining a part of the processing in the flowcharts of FIGS. In FIG. 13, the shift rotation position operates from the forward (in-gear) to the neutral through the shift switching range, and then operates from the neutral to the reverse (in-gear) through the shift switching range.

  As shown in FIG. 13, first, from time t0 to t1, since the neutral switch 120 and the shift switch 122 are not producing outputs (being turned off), the rotation position of the second shift shaft 102 is in-gear. (S106).

  When the shift lever 22 is operated from forward to neutral, the shift rotation position operates from the in-gear to the shift switching range at time t1, the shift switch 122 is turned on, and the neutral switch 120 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, S210, S212). As a result, the engine speed NE gradually decreases while fluctuating, so that the engagement between the clutch 94 and the forward gear 90 is easily released, 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 shift switching range to the neutral position at the time t2 and both the neutral switch 120 and the shift switch 122 generate outputs (ON signal), the shift load The reduction control is terminated (S200, S234). At time t2, the timer T is started (S242).

  Immediately after that, the shift lever 22 is operated from neutral to reverse, and when the shift rotation position is moved from the neutral to the shift switching range and only the neutral switch 120 is turned off at time t3, in other words, the in-gear operation is performed. When it is detected, engine stall avoidance control for increasing the decreased driving force is performed (S300 to S306). As a result, the engine speed NE gradually increases, so that even if the shift rotation position is completely switched to the in-gear at time t4 and the clutch 94 and the reverse gear 92 are engaged and a load is applied to the engine 44, a stall is applied. Never do.

  As indicated by an imaginary line in FIG. 13, after the time t2, when the shift rotation position remains neutral and the value of the timer T reaches the predetermined value Ta (time ta), the shift lever 22 is then reversed. Even when the in-gear operation is detected at time tb, the execution of the engine stall avoidance control that increases the decreased driving force is prohibited (S300, S308).

  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 90 and 92 and the driving force of the internal combustion engine (engine) 44 is transmitted to the propeller 82 and the driving force. In the outboard motor 10 that can be switched between a neutral position that interrupts transmission of the motor and the neutral position, the shift position is switched from the in-gear position to the neutral position, and the shift position is switched from the neutral position to the in-gear position. Operation detecting means for detecting each in-gear operation (neutral switch 120, shift switch 122, ECU 26. S10 to S14, S100 to S108, S206, S210, S302, S304), and when the neutral operation is detected, Internal combustion engine 4 And a driving force control means (ECU 26. S12, S206, S210, S212) for executing a driving force reduction control for reducing the driving force of the driving force control means. When the in-gear operation is detected later, the reduced driving force is increased (S14, S302 to S306).

  As described above, since the neutral operation and the in-gear operation are detected, and when the neutral operation 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 in-gear operation is detected after the execution of the driving force reduction control is completed, the reduced driving force is increased. For example, the shift position becomes the neutral position and the driving force reduction control is ended. Even if the in-gear position is reached again immediately after that, that is, even if a load is applied to the engine 44 immediately after the end of the driving force reduction control, the driving force of the engine 44 is increased in advance, Stalls can be prevented (avoided).

  In addition, a time measuring unit (timer T, ECU 26, S12, S242) for measuring a time after the execution of the driving force reduction control is completed, and the time measuring unit has a predetermined value Ta. In this case, even when the in-gear operation is detected, the increase in the driving force by the driving force control means is prohibited (S14, S300, S308), so that the driving force is increased unnecessarily. Can be avoided.

  That is, the driving state of the engine 44 is temporarily unstable due to the driving force reduction control, but when the time after the completion of the control reaches the predetermined value Ta, the driving state is restored and stabilized. Therefore, since it is not necessary to increase the driving force in such a stable state, even if the in-gear operation is detected as described above, by prohibiting the driving force control means from increasing, It can be avoided that the driving force is unnecessarily increased.

  The driving force 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 it comprised as mentioned above, the driving force of the engine 44 can be reduced reliably, and therefore the operation load of the vessel operator when operating the shift lever can be reduced efficiently.

  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 Ta, the engine stall limit speed NEa, the predetermined number of times, the displacement of the engine 44, and the like are shown as specific values, they are merely examples and are not limited.

  10 outboard motor, 26 ECU (electronic control unit), 44 engine (internal combustion engine), 82 propeller, 90 forward gear, 92 reverse gear, 120 neutral switch (operation detection means), 122 shift switch (operation detection means)

Claims (3)

  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 When the neutral operation is detected, operation detecting means for detecting a neutral operation for switching from the in-gear position to the neutral position and an in-gear operation for switching the shift position from the neutral position to the in-gear position, respectively. Driving force control means for executing driving force reduction control for reducing the driving force of the internal combustion engine, and the driving force control means detects the in-gear operation after the execution of the driving force reduction control is completed. A ship characterized by raising the lowered driving force Machine of the control device.   A time measuring unit that measures a time after the execution of the driving force reduction control is completed, and the time measuring unit detects when the in-gear operation is detected when the measured time reaches a predetermined value; 2. The outboard motor control device according to claim 1, wherein an increase in driving force by the driving force control means is prohibited.   The driving force 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. 3. The outboard motor control apparatus according to 1 or 2.

Images