JPH09151756A - Control method of internal combustion engine and device therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate clutch operation by correcting a base control rate in relation to at least fuel injection at the time of clutch switching, reduce a fuel injection rate, and decelerating engine rotational speed, in an internal combustion engine in which regulation of a throttle opening degree and switching of a clutch are interlocked with each other, such as an outboard motor. SOLUTION: High surface pressure is applied between a dock clutch 19 and a advance gear 15 or a rearward travel gear 17 which are engaged with the clutch 19, at the time of engine high rotation. In the case where an operating lever is operated at this time and the clutch 19 is disconnected from the gear 15 or the gear 17, large tension is applied on a shift cable. Tension applied on the shift cable is detected by a shift switch, ignition of a specified cylinder is stopped by a control device when tension exceed a prescribed value, and then it is controlled so as to decelerate engine rotational speed. It is thus possible to disconnect the clutch 19 from the gear 15 or the gear 17, and it is possible to facilitate clutch operation.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method and apparatus for an internal combustion engine, and particularly to a control method suitable for an internal combustion engine such as an outboard motor in which the throttle opening adjustment and the clutch switching are interlocked. And equipment.

[0002]

2. Description of the Related Art Conventionally, in an outboard motor or the like, adjustment of the throttle opening and switching of the clutch are performed by a single operating lever, and the engine is driven by closing the throttle valve in the closing direction to reduce the engine speed. While the clutch is disengaged, the throttle valve is driven in the opening direction while the clutch is engaged to increase the engine speed. However, if the throttle opening adjustment and the clutch switching are interlocked as described above, the operation of engaging the clutch is performed by gradually opening the throttle valve from the state where the throttle valve is closed. There is no problem as it can be done while the clutch is disengaged, but when performing the operation to disengage the clutch, the clutch is disengaged while closing the throttle valve by operating the operation lever, so if the engine speed before disengaging the clutch is extremely high In some cases, the engine speed may not drop sufficiently just by closing the throttle due to the inertial force of the piston.In this case, the clutch must be disengaged with a relatively high load applied to the clutch. Therefore, there is a problem in that the operation of the operating lever becomes heavy and the operator is burdened. In order to solve the above-mentioned problems, conventionally, ignition of all cylinders is stopped when the clutch operation is discontinued, and the engine speed is actively reduced.

[0003]

However, in the above-mentioned conventional method, since ignition of all cylinders is stopped regardless of fuel injection, in the case of an engine in which fuel is supplied by a fuel injection device, ignition is stopped. However, there is a problem that unburned gas is exhausted without being burned if these fuels enter the combustion chamber while the ignition is stopped, for example, If the supplied fuel remains in the crank chamber or intake pipe without entering the combustion chamber during ignition stop, these residual fuels will remain when the clutch is disengaged and ignition is restarted. However, there is a problem in that the ratio of fuel in the air-fuel mixture is sucked into the combustion chamber at one time and becomes extremely high, the combustion state deteriorates, and the behavior of the engine is slightly disturbed. SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned conventional problems and provide an internal combustion engine control method and device that can easily perform clutch operation without causing environmental problems or engine behavior deviation. There is.

[0004]

In order to achieve the above-mentioned object, a control method for an internal combustion engine according to the present invention is a throttle control during normal operation in an internal combustion engine in which adjustment of a throttle opening and switching of a clutch are linked. In a control method of an internal combustion engine for controlling ignition and fuel injection by calculating a basic control amount for ignition and fuel injection based on an opening degree and an engine speed, at least the basic control amount for fuel injection is corrected at the time of clutch switching. Thus, the fuel injection amount is reduced and the engine speed of the internal combustion engine is reduced. Further, the control device for an internal combustion engine according to the present invention includes a throttle opening degree detecting means, an engine speed detecting means, and a basic control section for calculating a basic control amount relating to ignition and fuel injection based on detection results of these detecting means. In a control device for an internal combustion engine, in which the adjustment of the throttle opening degree and the switching of the clutch are interlocked with each other, a detection unit for detecting the switching of the clutch, and the basic control at the time of switching the clutch based on the detection result of the detection unit. The basic control amount obtained in
At least a shift cut control means for correcting the fuel injection to reduce the engine speed is provided.

[0005]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a control method and apparatus for an internal combustion engine according to the present invention will be described below with reference to a preferred embodiment shown in the accompanying drawings. FIG. 1 is an external view of a ship equipped with a two-engine outboard motor to which the present invention is applied. As shown in the drawing, this two-engine outboard motor is of a type in which two outboard motors 3-1 and 3-2 each equipped with a six-cylinder two-cycle engine for a ship are mounted on the stern of a hull 1. A drive control device 100, which will be described later, is provided for each of the outboard motors so that they can be operated independently, and even if one of the engines fails, the other engine can navigate. The two outboard motors 3-1 and 3-2 have the same structure, and the processing method of the drive control device 100 for controlling the engine of each outboard motor has the same structure. In the description, only one outboard motor 3-1 will be taken up for description.

The drive control device 100 detects various operating states of the engine, and calculates an optimum air-fuel ratio, fuel injection amount / injection timing, ignition timing, etc. at that time according to a predetermined control program from the detected information. The engine is then driven and controlled. The above control program is
It has a main routine in which a read routine of detection information and a plurality of calculation routines for calculating each control amount based on the read detection information are arranged in accordance with a predetermined sequence,
Arithmetic processing is performed according to this main routine (see FIGS. 4 and 5).

The engine drive-controlled by the drive control device 100 transmits the power to the propeller to rotate the propeller and drive the ship. FIG. 2 is a partial cross-sectional view showing the specific structure of the power transmission mechanism that transmits the power of the engine in the outboard motor 3-1 to the propeller 5. The crankshaft 7 of the engine is arranged such that its axis is oriented in the vertical direction, a drive shaft 9 is connected to the tip thereof, and a pinion 11 is fixed to the lower end of the drive shaft 9. On the other hand, the propeller shaft 13 is arranged in a direction orthogonal to the drive shaft 9, and the propeller 5 is fixed to the rear portion thereof. Further, a forward gear 15 and a reverse gear 17 are rotatably provided on the propeller shaft 13, and these gears 15 and 17 are respectively the pinion 11 described above.
And is configured to rotate in the opposite direction. Further, a dock clutch 19 slidable in the axial direction is provided between the forward gear 15 and the reverse gear 17, and the dock clutch 19 includes the forward gear 15 or the reverse gear 17.
It is configured to be able to selectively mesh with either one of the above. Note that FIG. 2 shows a neutral state in which the dock clutch 19 is not meshed with either the forward gear 15 or the reverse gear 17. The dock clutch 19 includes a front shaft 13b and a rear shaft 13a that form the propeller shaft 13.
The front shaft 13b is spline-coupled with the front shaft 13b, is slidable in the front-back direction, and is integrated with the front shaft 13b in the rotation direction. The dock clutch 19 is connected via a cross pin 21 to a slider 23 which is slidable in the axial direction of the propeller shaft 13, and the front end head of the slider 23 is rotatably connected to a cam follower 25. This cam follower 25 is cam-engaged with a cam 29 provided at the lower end portion of the shift lever 27. When the shift lever 27 is rotated around its axis to rotate the cam 29, the cam follower 25 moves forward accordingly. It is configured to move to F or rear R. When the cam follower 25 slides back and forth in this manner, the dock clutch 19 meshes with either the forward gear 15 or the reverse gear 17, and the rotation of the pinion 11 is transmitted to the front shaft 13b as a rotational force in the forward or reverse direction. The front shaft 13b
The rear shaft 13a integrated by friction welding is rotated. In this specification, "to engage the clutch" means that the driving means (dog clutch 19) from the engine is connected to the forward driven means (forward gear 15) or the backward driven means (reverse gear 17). It is to connect, and is also commonly referred to as "shifting in" forward or backward. Further, "disengaging the clutch" means disengaging the above-mentioned connected state to bring it into a neutral state, and is generally also referred to as "disengaging the shift". Further, "switching the clutch" refers to changing from the forward drive state or the reverse drive state to the neutral state, or changing the forward drive or reverse drive state to another forward or reverse drive state via the neutral state.

FIG. 3 is a block diagram of the drive operation system for the gear shift. As shown in the drawing, this outboard motor 3-1 is attached to the hull 1 via a bracket 31 and a clamp bracket 33, and a trim angle variable actuator 35 can change a trim angle θ around a tilt shaft 37 with respect to the hull 1. Is configured. Reference numeral 39 in the drawing denotes a trim angle sensor. The shift lever 27 having the above-mentioned cam 29 at the lower end is connected to the link bar 43 via the pivot piece 41 in the cowling. Link bar 4
A pin 45 is provided so as to project at the end of 3. This pin 45 is in a long hole ring 47 fixed in the cowling,
It is mounted so as to be slidable in the direction of arrow A. On the other hand, a remote control box 51 having an operating lever 49 for gear shifting and throttle operation is provided inside the ship. The remote control box 51 is connected to the outboard motor via a shift cable 53, a throttle cable 55 and an electric signal cable 57. The shift cable 53 has one end coupled to the pin 45 of the above-mentioned link bar 43 in the cowling and the other end coupled to the operation lever 49, so that the operation lever 49 is moved from the neutral position N to the forward side F or the reverse side R. When operated to, the pin 45 slides in the elongated hole ring 47 via the shift cable 53 to move the link bar 43 in parallel,
As a result, the pivot piece 41 provided at the other end of the link bar 43 is rotated in the arrow B direction, and the shift lever 27 is rotated about its axis. When the shift lever 27 rotates, as described above, the cam 29 provided at the lower end of the shift lever 27 causes the cam follower 25 to slide forward F or rearward R and the dock clutch 19 to either the forward gear 15 or the reverse gear 17. Engage the engine output with the propeller shaft 13
(See FIG. 2). Further, the operation lever 49 is connected to a throttle valve (not shown) via a throttle cable 55, and the operation lever 49 is moved to the forward or backward shift operation completion position, that is, the throttle valve fully closed position in the F direction (forward direction) or further. When it is moved in the R direction (reverse), the throttle is driven in the fully open direction via the throttle cable 55.

A shift cut switch 59 is provided on the shift cable 53. Since a high surface pressure is applied between the dock clutch 19 and the forward gear 15 or the reverse gear 17 meshing with the dock clutch 19 when the engine speed is high, the operation lever 49 is operated when the engine speed is high. Operate the dock clutch 19 to the gear 15 or 17
If the shift cable 53 is to be disconnected from the shift cable 53, a large tension is applied to the shift cable 53. The shift switch 59 detects the tension applied to the shift cable 53 and outputs a signal, for example, when the tension exceeds a predetermined value.
1 "is output, and if the tension does not exceed a predetermined value, a signal" 0 "is output to the drive control device 100.

FIG. 4 is a diagram showing the relationship between the drive control device 100 and the detection means for detecting the operating state of the engine of the outboard motor 3-1 and the means for driving fuel injection and ignition.
As shown in the drawing, the drive control device 100 includes an arithmetic processing device 101, a volatile memory 102, and a non-volatile memory 103.
Based on the information on the operating state of the engine input from each detection means, the arithmetic processing is performed according to the control program incorporated in the CPU of the arithmetic processing unit 101, and in addition to the fuel injection and ignition of each cylinder of the engine. Control the fuel pump and oil pump.

The respective detecting means shown in FIG. 4 will be described below in order from the top. Six cylinder detecting means # 1 to # 6 are arranged around the crankshaft. These cylinder detecting means # 1 to # 6
Is configured to emit a signal, for example, at the moment when the piston of each cylinder is located at the top dead center or before this by a predetermined angle. In the present embodiment, one cylinder detection signal is generated every 60 degrees during one rotation of the crankshaft. (TDC signal) for each cylinder # 1 to # 6
To the arithmetic processing unit 101 in order. The TDC signal becomes a trigger signal for executing an event interrupt (TDC interrupt) for each cylinder performed in the main routine, the event interrupt is executed by the TDC signal, and the main routine is executed during the event interrupt flow. Ignition and fuel injection are executed based on the obtained control calculation result for each cylinder. The crank angle detecting means is
An angle pulse that serves as a base for ignition timing control is emitted, and a pulse signal is emitted corresponding to the number of teeth of a ring gear (not shown) that engages with the crankshaft. For example, when it is configured to generate 448 pulses during one rotation corresponding to 112 gear teeth, the crankshaft is set to 0.
It will rotate 8 degrees. Throttle opening detection means,
An analog voltage signal is emitted according to the opening of a throttle valve (not shown) provided in the intake manifold. The arithmetic processing unit A / D-converts this analog signal and uses it for arithmetic processing such as reading and map reading. The trim angle detecting means is the hull 1
Brackets 37a and 37 for attaching the outboard motor to the ship
b) (see FIG. 3) to detect the mounting angle of the outboard motor. The E / G temperature detecting means is provided in the cylinder block of each cylinder (or a specific reference cylinder) and detects the temperature of that cylinder. The atmospheric pressure detecting means is provided at an appropriate position in the cowling, and the intake air temperature detecting means is provided at an appropriate position in the intake passage. From the trim angle detecting means to the intake air temperature detecting means, when the environment changes with respect to the operating condition of the engine, the control amount is corrected according to the change. In particular, since the atmospheric pressure and the intake air temperature directly affect the volume of air, in the arithmetic processing device 101, the air-fuel ratio and the like are calculated in accordance with the atmospheric pressure and the intake air temperature detected by the atmospheric pressure detecting means and the intake air temperature detecting means. The correction calculation for the control amount is performed. Burned gas detection means,
It is composed of an oxygen concentration sensor (O2 sensor) and performs feedback control of the fuel injection amount and the like according to the detected oxygen concentration. The knock detection means is for detecting abnormal combustion in each cylinder, and when knocking occurs, the ignition timing is retarded, or the fuel is set to rich side to eliminate knocking. To prevent engine damage. The oil level detecting means is provided with level sensors in both the sub tank in the cowling and the main tank in the ship. The thermoswitch is composed of a sensor with high responsiveness such as a bimetal type temperature sensor, and detects misfire control for preventing seizure by detecting an increase in engine temperature due to an abnormality in the cooling system or the like. The shift cut switch is provided in the remote control box 51 as described above, detects the tension of the shift cable 53, and detects the tension of the shift cable 53.
Output to 01. The arithmetic processing unit 101 corrects the control amount related to fuel injection and ignition based on the detection signal from the shift cut switch to obtain a high tension state,
That is, the dock clutch 19 and the forward gear 15 or the reverse gear 1
When the dock clutch 19 is going to be disengaged from the forward gear 15 or the reverse gear 17 in a state where the contact surface pressure with 7 is high, the engine speed is lowered to facilitate the clutch switching.
The DES detection means is a signal for notifying the other engine that one engine is in a misfire operation state due to an abnormality in a two-machine operation in which two engines 3-1 and 3-2 are simultaneously driven. It detects a certain DES.
That is, the detection means, in a vessel of a type having two outboard motors arranged side by side in the stern, when the engine of one outboard motor performs misfire control due to oil shortage, temperature rise, or the like, D output from the DES output means of the engine
It is for detecting the ES to detect the misfire operation state of the engine, and the drive control device of the other engine receiving the detection result causes the engine to perform the misfire operation in the same manner as the one engine. Keep the engine running in the same condition and keep the balance of sailing. The battery voltage detection means detects the battery voltage and outputs it to the arithmetic processing unit 103. In the arithmetic processing unit 101, based on the detection result, the speed of the opening / closing operation of the valve that changes according to the change in the drive power supply voltage of the injector is performed. The fuel injection amount is corrected accordingly. The starter switch detection means is for detecting whether or not the engine is in the starting operation, and in the arithmetic processing unit 101, based on the detection result, for example, if the engine is in a starting state, fuel enrichment or the like is performed. Performs control for starting operation. The E / G stop switch detection means is composed of an engine stop operation switch and a water fall detection switch. Of these, the water fall detection switch detects an emergency state such as a water fall accident, and controls the engine to stop immediately in an emergency. .

The signals from the respective detecting means described above are input to the arithmetic processing unit 101, and the arithmetic processing unit 101 outputs fuel injection units # 1 to # 1 on the output side based on these input signals.
The drive control of # 6, the ignition means # 1 to # 6, the fuel pump and the oil pump is performed. It should be noted that the fuel injection means and the ignition means are respectively composed of an injector and an ignition plug, and these are controlled in sequence independently for each cylinder.

Hereinafter, with reference to FIG. 5, the arithmetic processing device 1 will be described.
The basic configuration for executing the ignition timing control and the fuel injection control in 01 will be described. FIG. 5 is a block diagram showing a basic configuration for executing the ignition timing control and the fuel injection control. In this block diagram, only the part that executes the basic calculation of the ignition timing and the fuel injection amount, the part that executes the correction according to the environmental change with respect to the operating state of the engine, and the part that executes the shift cut control are specifically described. It is shown, the specific configuration is omitted for the portion that executes other control such as the burning prevention control by the thermoswitch and the feedback control of the fuel injection amount based on the detection result of the burnt gas detection means. .

The cylinder discriminating means 201 includes cylinder detecting means # 1 to # 1.
The corresponding cylinder number is determined based on the input from # 6 (see FIG. 4). The cycle measuring means 203 inputs the detection signals of the cylinder detecting means # 1 to # 6 via the cylinder determining means 201, measures the input signal time interval from each cylinder based on these detection signals, and By multiplying by 6
The rotation time (cycle) is calculated. The engine rotation speed calculation means 205 calculates the reciprocal of this cycle to obtain the rotation speed. The throttle opening reading means 207 inputs an analog voltage signal obtained from the throttle opening detecting means and converts it into a digital signal.

A throttle opening signal A / D converted by the throttle opening reading means 207 and an E / G rotation speed calculating means 2
The engine speed signal calculated in 05 is sent to the basic ignition timing calculation means 209 and the basic fuel injection amount calculation means 211, and in each of the means 209 and 211, the ignition timing and fuel injection of the reference cylinder, here cylinder # 1. The quantities are each calculated from the 3D map. The three-dimensional map is a map obtained in advance by experiments or the like, and although not shown in FIG. 5, it is stored in the nonvolatile memory (see FIG. 4). The aforementioned engine speed signal and throttle opening signal are further sent to the cylinder-specific ignition timing correction value calculation means 213 and the cylinder-specific fuel injection amount correction value calculation means 215, and these means 213 are also provided.
And 215, correction values for the basic ignition timing and the basic fuel injection amount for the remaining cylinders # 2 to # 6 are obtained by map calculation for each cylinder.

On the other hand, the trim angle reading means 217, the engine temperature reading means 219, and the atmospheric pressure reading means 221 read the detection signals from the corresponding detection means, and read the detection signals from the ignition timing correction value calculation means 223 and the fuel injection amount correction. The value is sent to the value calculation means 225, and these means 223 and 225 calculate a correction value according to each operating state. In this case, the ignition timing correction value is obtained by reading the angle number of the correction advance angle (or retard angle) to be added to the value of the basic ignition advance angle, and using a map stored in advance for each type of read data. Further, the correction value of the fuel injection amount is obtained by multiplying the basic injection amount by a predetermined proportional count.

Although the ignition timing correction and the fuel injection amount correction are not shown, the detected data of the intake air temperature may be further input to the respective calculation means 212, 213 to perform the correction based on the intake air temperature.

The correction values calculated by the ignition timing correction value calculation means 223 and the fuel injection amount correction value calculation means 225 are input to the ignition timing correction means 227 and the fuel injection amount correction means 229, respectively, where the basic ignition timing is set. And the calculated value of the basic fuel injection amount to calculate the ignition timing and the fuel injection control amount of the reference cylinder # 1.

The ignition timing of the reference cylinder # 1 and the control amount of the fuel injection amount are input to the cylinder-by-cylinder ignition timing correction means 231 and the cylinder-by-cylinder fuel injection amount correction means 233, where the reference cylinder # 1 is corrected. The basic ignition timing and the fuel injection amount are added with the control correction values by the cylinder-by-cylinder ignition timing correction value calculation means 213 and the cylinder-by-cylinder fuel injection amount correction value calculation means 215 for the cylinders # 2 to # 6, thereby The ignition timings of the cylinders # 2 to # 6 and the control amount of the fuel injection amount are calculated.

# 1 to # calculated as described above
Based on the ignition timing and the control amount of the fuel injection amount for each cylinder up to 6, the ignition output unit 235 outputs the control amount calculated from the value of the ignition advance angle for each cylinder from the crank angle reading unit 239. Set the timer based on the input signal,
The fuel output means 237 sets a crank angle corresponding to the valve opening time of the fuel injection device with a timer based on the input signal from the crank angle reading means 239.

The arithmetic processing unit 101 further has shift cut control means 241. Shift cut control means 24
In No. 1, the shift cut switch reading means 243 reads the value of the shift cut switch 59 and sends it to the shift cut correction determining means 245. Shift cut switch 59
As described above, monitors the tension related to the shift cable 53 for operating the shift lever 27 for switching the dock clutch 19, and checks whether the tension is equal to or more than a predetermined value.
Information about whether it is smaller than that, for example, a signal "1" is output if it exceeds a predetermined value, and a signal "0" is output if it is smaller than that. The shift cut correction determining means 245 receives the engine speed information from the engine speed calculating means 205 in addition to the signal from the shift cut switch 59, and based on these input information, the shift cut switch detection signal " In the case of 1 ", the ignition system correction information for stopping the ignition of the specific cylinder is output to the ignition output means 235, and at the same time, the fuel injection system for decreasing the fuel injection amount for the cylinder for which the ignition is stopped by the ignition system correction information. The correction information is output to the cylinder-by-cylinder fuel injection amount correction means 233 and / or the fuel injection amount correction means 229, whereby the engine speed is lowered so that the dock clutch 19 can be easily disengaged from the forward gear 15 or the reverse gear 17. When the engine speed becomes lower than a predetermined value, the ignition system correction cancellation information and the fuel injection system correction cancellation information are displayed. To release the reduction in the stop and the fuel injection amount of the ignition of the specific cylinder by the force.

6 and 7 are flowcharts of the entire control of the engine including the basic configuration of the ignition timing control and the fuel injection amount control described in FIG. This flowchart is a flow of a main routine showing a sequence program of the entire control process incorporated in the CPU of the arithmetic processing device 101.

When the main switch is turned on and the power is turned on to start the engine operation, each processing circuit in the control processing device is first initialized after a predetermined reset time (step 11).

Next, at step 12, the following operating conditions of the engine are judged and the result is held in the volatile memory 102. a. Whether the engine is in the starting state based on the ON / OFF information of the main switch, the ON / OFF information of the starter switch read by using the starter switch detecting means, and the engine speed information calculated from the crank angle pulse train read by the crank angle detecting means. Start judgment to judge whether or not. b. DES, which is the throttle opening information read from the throttle opening detection means, the engine speed information, and the operating state information of the other outboard motor read from the DES detection means.
Cylinder deactivation determination for deciding whether to deactivate a specific cylinder based on information, abnormal state information such as overheat or oil shortage described below, or rapid acceleration / deceleration information calculated from time change of throttle opening information. c. Judgment whether to perform feedback control of oxygen concentration mainly based on throttle opening information and engine speed information. d. Judgment as to whether or not control data should be learned and stored under specific control conditions mainly based on throttle opening information and engine speed information. e. Over-revolution judgment based on engine speed information to determine whether or not there is over-speed. f. Overheat judgment for judging whether or not it is in an overheat state based on the throttle opening information, the engine speed information, and the temperature information by the engine temperature detecting means or the thermoswitch. g. Oil empty judgment for judging whether or not the remaining oil amount is small based on the throttle opening information, the engine speed information and the remaining oil amount information by the oil level detecting means. h. Based on throttle unlock information, crank angle information, oxygen concentration information, or pulsar information from a pulsar coil, which is a kind of crank angle detection means, a failure judgment is made as to whether or not the information is missing or abnormal. . i. Judgment as to whether the two outboard motors are in a two-machine operating state in which other outboard motors are also operating, and whether or not the other outboard motor is in a cylinder deactivating operation state by the cylinder deactivation status signal. , And DES (a signal for notifying the misfire control state of the abnormality response), a two-engine operating state determination including three determinations of whether the other outboard motor is in the misfire control state of the abnormality response. j. Judgment of rapid acceleration / deceleration based on changes in throttle opening information with time. k. Based on the signal from the shift cut switch, it is determined whether or not the ignition of the specific cylinder is stopped and the fuel injection amount is reduced. The various determinations described above are performed based on various information such as the detection information and the calculation result from each detection unit read in the previous routine.

Next, at step 13, it is judged whether or not the routine work of loop 1 is to be performed. The arithmetic processing unit sets the processing flag 1 of the loop 1 to "1" at an interval of 4 ms by hardware or software, and sets the processing flag 2 of the loop 2 to "1" at an interval of 8 ms. FIG.
Is a flowchart of timer interruption for executing such loop 1 and loop 2. The setting of such a timer is performed in step 11, and the flag is set during the execution of the routines of the loops 1 and 2, and the timer for the next routine is set. Returning to FIG. 6, in step 13, the flag 1 is checked, and if it is “1”, step 14 and step 1
The process of loop 1 consisting of 5 is executed. Step 1
The flag 1 is cleared and becomes "0" at the same time when the process proceeds to 4.
When it is confirmed in step 13 that the flag 1 is "0", the process proceeds to step 16 and the flag 2 is "1".
Is checked. Flag 2 is "
If it is 1 ", the flag 2 is cleared and becomes" 0 "at the same time when the process proceeds to step 17. In step 16, the flag 2 is"
If it is 0 ″, the process returns to step 12.

When the process proceeds to step 14 by the determination in step 13, the switch information is read in step 14. Here, the information from the E / G stop switch detecting means, the main switch, the starter switch detecting means, and the thermoswitch is read, and subsequently in step 15, the information from the knock detecting means and the throttle opening detecting means is read. After the reading of the information by the loop 1 is completed, the process proceeds to step 16 and it is determined whether or not the routine work of the loop 2 is performed.

When the process proceeds to step 17 by the determination in step 16, in step 17, the oil level is detected,
The output of the shift cut switch, the two-engine running signal, the cylinder deactivation state signal, and the DES signal are read, and the process proceeds to step 18, where atmospheric pressure information, intake air temperature information, trim angle information, engine temperature information, Battery voltage information and knocking information are read from each detecting means.

Next, in step 19, misfire control is performed. This is because, in the judgments e to g in step 12, an over-rotation state, an overheated state, or a small amount of residual oil is confirmed, or a judgment result in step 12 is that another engine is in an abnormal state. When this occurs, the control is performed so that the misfire of the specific cylinder is performed. Further, in the cylinder-by-cylinder correction in step 24, which will be described later, misfire fuel control is executed to output to the volatile memory 102 that the misfire control state is in order to halve the fuel injection amount of the cylinder to be misfired compared to other cylinders. .

Subsequent to the process of step 19, the drive control of the fuel pump and the oil pump is performed in step 20 based on the determination as to whether the engine is rotating and the information from the oil tank level sensor. This drive control controls the fuel pump so that it drives the fuel pump when the engine is rotating and stops the fuel pump when the engine is stopped. When the amount is small, the oil pump is driven to supply oil from the oil tank in the hull, or the engine speed is reduced to control the oil consumption amount.

Next, at step 21, the determination result of the cylinder deactivation is determined. This is a determination step for selecting the map of the arithmetic processing when it is determined in the determination b in the operation state determination step 12 described above that the cylinder deactivation operation is performed in the predetermined low load and low rotation state. Step 1
If it is determined that the cylinder deactivation operation is not performed in step 2, the process proceeds to step 22, and the basic calculation of the ignition timing and the injection time and the correction calculation for each cylinder for the ignition timing and the injection time are performed using the normal operation map for the normal all cylinder operation. To do. It is also determined whether or not the engine is in the misfire control state.If the misfire control state is set, the fuel is supplied to the misfire cylinder so as to supply the same amount of fuel as the fuel injection amount to the other ignition cylinders or a fuel reduced by a predetermined ratio. The injection time is set. As a result, even when the misfire control is being performed even when the throttle opening and the engine speed are equal to or higher than the predetermined values, it is possible to cool the piston and the like of the misfiring cylinder by the heat of vaporization of the supplied fuel. You can prevent sores. If it is determined in step 12 that the cylinder deactivation operation is to be performed, the process proceeds to step 24, in which the ignition timing and the fuel injection timing are calculated using the cylinder deactivation map for the cylinder deactivation operation in which a specific cylinder is deactivated. Correction calculation for each cylinder is performed.

Next, in step 23 of FIG. 7, a correction value for the basic ignition timing and fuel injection is calculated according to the state of atmospheric pressure, trim angle and the like, and then the routine proceeds to step 25 where shift cut processing is executed. It

FIG. 9 shows a flowchart relating to the shift cut processing in step 25. First, in step 40, it is determined whether or not the vehicle is operating based on the engine speed information and the throttle opening information. If it is determined that the vehicle is not operating, the following processing is not performed.
When it is determined in step 40 that the vehicle is in operation, the process proceeds to step 41, in which it is determined whether the output signal of the shift cut switch 59 read in step 17 is "1" or "0", and the output signal is "0". In this case, it is determined that the tension of the shift cable 43 is equal to or less than a predetermined value, that is, it is determined that the dock clutch 19 is not being disengaged from the forward or reverse gear in the high load operation state, and the following processing is not performed. Step 41
When it is determined that the output signal of the shift cut switch is "1", the process proceeds to steps 42 and 43, and the ignition system correction information for stopping the ignition of the specific cylinder and the specific cylinder of which the ignition is stopped are determined. The fuel injection system correction information for reducing the fuel injection amount is output to the volatile memory 102, and the routine proceeds to step 44. In step 44, it is determined whether or not the engine speed is equal to or lower than a predetermined value based on the engine speed information. If the engine speed is equal to or higher than the predetermined value, it is determined that the engine speed needs to be reduced. And the following processing is not performed. In step 44, when the engine speed is equal to or lower than the predetermined value, in other words, when the engine speed is such that the dock clutch 19 can be easily disengaged from the forward or reverse gear, the process proceeds to steps 45 and 46 to proceed to the ignition system. The correction cancellation information and the fuel injection system correction cancellation information are output to the memory, and the ignition system correction information and the fuel injection system correction information output to the volatile memory 102 in step 42 and step 43 are cleared to stop the ignition of the specific cylinder. And stop the reduction of the fuel injection amount. In the above process, the ignition system correction information and the fuel injection system correction information are output to the memory, and the ignition of the specific cylinder is stopped by the process described later while the ignition system correction cancellation information and the fuel injection system correction cancellation information are not output. As a result, the engine speed drops and clutch switching becomes easier, and at the same time, the reduced amount of fuel is injected into the cylinders where ignition is stopped, so the fuel in the crank chamber of the engine is completely exhausted. No response delay occurs in the combustion process after the ignition stop is released by the ignition system correction release information.

Following the shift cut process in step 25, in step 26, a correction value associated with the feedback control of oxygen concentration is calculated. At this time, the learning determination of the calculation information and the activation determination of the O2 sensor are performed. After that, in step 27, a correction value of the control amount is calculated based on the detection signal from the knock detection means in order to prevent engine burn-in.

Next, at step 28, various correction values for the basic ignition timing and the fuel injection control amount (if the fuel injection system correction information relating to the shift cut process is output to the memory at step 25, , The fuel injection system correction information is also included), and the optimum ignition timing, injection time and injection timing are calculated. After this process, in step 29, calculation of control before engine stop is performed.
This is a control routine for stopping the ignition and continuing the fuel injection for a predetermined time in consideration of the restart when the engine is judged to be in the stopped state because the main switch or the engine stop switch is turned off in step 12. Is.
As a result, the routine of loop 2 is completed, and the process returns to the original operating state determination step 12.

FIG. 10 shows the flow of the TDC interrupt routine. A marker is fixed to the crankshaft, which causes each cylinder detecting means to output a signal notifying that the piston is at the top dead center in each cylinder when sequentially passing near each cylinder detecting means. Cylinder detection means # 1 to #
Based on the input of the TDC signal of each cylinder from 6, the routine is interrupted by the main routine at any time.

First, in step 50, the input TDC
The cylinder number of the signal is determined, and then, in step 51, the cylinder number is compared with the number of the cylinder related to the previous TDC signal to determine the forward / reverse rotation of the engine with respect to the rotation direction to be operated. If it is determined in step 51 that the engine is rotating in the reverse direction, the process proceeds to step 68 to stop the engine immediately. If it is determined in step 51 that the engine is rotating normally, the process proceeds to step 52, where, for example, the time interval between the cylinders # 1 and # 2 is counted, and this is multiplied by 6 to rotate the engine. To calculate the cycle.
Then, in step 53, the reciprocal of this cycle is calculated to calculate the number of revolutions, and in step 54, it is compared whether or not this engine number of revolutions is lower than a predetermined number of revolutions,
If it is lower, the routine proceeds to step 68, where an engine stop determination for immediately stopping the engine is made.

When it is determined in step 54 that the engine is not stopped, the routine proceeds to step 55, where it is determined whether the input TDC interrupt signal is from a specific reference cylinder # 1. If the interrupt signal is a signal from the reference cylinder # 1, it is determined in step 56 whether or not the cylinder is in the deactivated cylinder operation. If in the cylinder deactivated operation, in step 58 the cylinder pattern to be deactivated should be changed. If it is determined whether or not it is changed, the process proceeds to step 59 to switch the cylinder deactivation pattern, or the process proceeds to the next step 60 as it is and the ignition deactivation information is set. Also,
If it is determined in step 56 that the cylinder deactivation operation is not being performed, it is determined that the interruption signal is not from cylinder # 1 as it is or in step 57, the cylinder deactivation information is cleared and the process proceeds to step 60. Also in this case, the process proceeds to step 60 as it is, and the ignition deactivation information is set.

Next, at step 61, it is judged whether or not the ignition system correction information of the shift cut process is outputted to the memory at step 25 of the main flow, and if the ignition system correction information is outputted, After the ignition system correction information relating to the shift cut processing is set in step 62, the ignition cutoff cylinder information set in step 60 and the above-mentioned step 6
Based on the ignition system correction information related to the shift cut process set in 2, the ignition pulse of the corresponding cylinder is set in step 63. If the ignition system correction information related to shift and cut is not output to the memory in the determination of step 61 (including the case where the ignition system correction information is cleared by the ignition system correction cancellation information), the process of step 62 is performed. Instead, in step 63, the ignition pulse of the corresponding cylinder is set based on the ignition cut-off cylinder information.

After the above processing, in step 64, the cylinders for which the fuel injection amount in the fuel injection control is reduced for the deactivated cylinders in the ignition control are set as the cylinder deactivation information in the fuel injection control, and in step 65 in the ignition control. The injection time corresponding to the fuel injection amount reduced from the fuel injection control amount calculated for the deactivated cylinder to cause misfire and the injection time corresponding to the fuel injection control amount calculated for the other cylinders The injection pulse corresponding to each is set.

The above is the mechanical configuration of the outboard motor engine to which the present invention is applied, the system configuration of the entire control system, and the flow thereof. According to the drive control device 100 described above, the driver operates the operation lever 49 to move the dock clutch 19 forward by monitoring the tension of the shift cable 53 that connects the operation lever 49 and the dock clutch 19. 15 or the reverse gear 17, when the tension of the shift cable 53 is higher than a predetermined value, the ignition of a specific cylinder is stopped and the engine speed is lowered, so that the dock clutch 19 and the gear 15 or 17 are disconnected. Detachment is easier, and when the ignition of the specific cylinder is stopped, the fuel injection amount of the specific cylinder whose ignition is stopped is reduced accordingly, so it is necessary for the specific cylinder whose ignition is stopped. The above fuel is supplied and a large amount of unburned gas is not mixed in the exhaust gas,
Further, the fuel supplied to the specific cylinder whose ignition is stopped is not sucked into the combustion chamber and accumulates in the crank chamber and the intake pipe,
When ignition is started again, those residual fuels are not sucked into the combustion chamber at one time and the combustion state is not deteriorated, the behavior of the engine is not disturbed, and the specific cylinder that is igniting is sufficiently cooled. The effect is that the fuel accumulated in the crank chamber during the ignition stop is completely exhausted, and there is no response delay when the ignition is restarted.

In the present embodiment described above, the drive control device 100 uses the shift cut switch 59 to detect the tension applied to the shift cable 53 when the operating lever 49 is moved to operate the dock clutch 19. By this, the dock clutch 19 and the forward gear 1
5 or a reverse gear 17 and the magnitude of a load related to the reverse gear 17 are determined, and when the load is large, shift cut control is performed to correct the control amount related to ignition and fuel injection to reduce the engine speed. However, this condition is not limited to this embodiment, and for example, a manual switch is separately provided so that this switch can be operated manually or automatically at the time of clutch switching, and the dock clutch based on the output of this switch. Regardless of the magnitude of the load between 19 and the forward gear 15 or the reverse gear 17, the engine speed may be reduced by performing shift cut control when switching the clutch.

Further, in this embodiment, during the shift cut control, the control amounts for ignition and fuel injection are corrected until the actual engine speed becomes equal to or lower than the predetermined engine speed (FIG. 9). This step is not limited to this embodiment, and the control amount may be corrected only during a predetermined time that is determined in advance. Needless to say, the predetermined time is a time sufficient for the user to disconnect the dock clutch 19 from the forward gear 15 or the reverse gear 17.

Further, in this embodiment, during the shift cut control, the control amounts for ignition and fuel injection are corrected so that the ignition of the specific cylinder is stopped and the fuel injection amount for the specific cylinder whose ignition is stopped is decreased. However (see step 42 and step 43 in FIG. 9), this is not limited to the present embodiment, and for example, the fuel injection can be performed without correcting the control amount related to ignition (that is, without stopping ignition). For example, the control amount relating to ignition may be corrected so as to reduce the fuel injection amount to a specific cylinder or to reduce the fuel injection amount to all cylinders. At the same time, the control amount related to fuel injection may be corrected so as to reduce the fuel injection amount of all cylinders regardless of the specific cylinder. .

Furthermore, in the present embodiment, the control method and apparatus of the internal combustion engine according to the present invention is described by taking a 6-cylinder two-cycle engine as an example, but the engine to which the present invention is applicable is limited to this embodiment. Needless to say, the present invention may be applied to a four-cycle engine without limitation, and the number of cylinders is not limited.

[0045]

According to the method and apparatus for controlling an internal combustion engine of the present invention described above, at least when the clutch is switched, the basic control amount relating to the fuel injection is corrected to lower the engine speed. It is possible to reduce the clutch load on the clutch during clutch switching without causing problems such as exhausting a large amount of unburned gas during switching, or causing the engine behavior to change after the clutch operation is completed. Therefore, the driver can easily operate the clutch.

[Brief description of the drawings]

FIG. 1 is an external view of a ship equipped with a two-engine outboard motor to which the present invention is applied.

FIG. 2 is a partial cross-sectional view showing a specific structure of a power transmission mechanism that transmits the power of the engine in the outboard motor shown in FIG. 1 to a propeller.

FIG. 3 is a configuration diagram of a drive operation system for gear shift.

FIG. 4 is a schematic block diagram showing the relationship between various detection means for detecting the operating state of the engine of the outboard motor, means for driving the fuel injection or ignition system, and the drive control device.

FIG. 5 is a schematic block diagram showing a basic configuration for executing ignition timing control and fuel injection control in the drive control device.

FIG. 6 is a flowchart of overall control related to the engine in the drive control device.

FIG. 7 is a flowchart of overall control related to the engine in the drive control device.

FIG. 8 is a timer interrupt flowchart relating to the flowcharts shown in FIGS. 6 and 7.

9 is a flowchart of shift cut control interruption related to the flowcharts shown in FIGS. 6 and 7. FIG.

10 is a flowchart of a TDC interrupt routine relating to the flowcharts shown in FIGS. 6 and 7. FIG.

[Explanation of symbols]

 1 Hull 3-1 Outboard Motor 3-2 Outboard Motor 5 Propeller 7 Crankshaft 9 Driveshaft 11 Pinion 13 Propeller Shaft 13a Rear Shaft 13b Front Shaft 15 Forward Gear 17 Reverse Gear 19 Dock Clutch 21 Crosspin 23 Slider 25 Cam Follower 27 Shift Lever 29 Cam 31 Bracket 33 Clamp bracket 35 Trim angle variable actuator 37 Tilt axis 39 Trim angle sensor 41 Pivot piece 43 Link bar 45 pin 47 Long hole guide 49 Control lever 51 Remote control box 53 Shift cable 55 Throttle 55 Throttle cable 57 Electric signal cable 59 shift cut switch 100 drive control device 101 arithmetic processing device 102 volatile memory 103 non-volatile memory 201 cylinder discriminating means 203 cycle measurement Step 205 Engine speed calculation means 207 Throttle opening reading means 209 Basic ignition timing calculation means 211 Basic fuel injection amount calculation means 213 Cylinder ignition timing correction value calculation means 215 Cylinder fuel injection amount correction value calculation means 217 Trim angle reading means 219 Engine temperature reading means 221 Atmospheric pressure reading means 223 Ignition timing correction value calculation means 225 Fuel injection amount correction value calculation means 227 Ignition timing correction means 229 Fuel injection amount correction means 231 Cylinder ignition timing correction means 233 Cylinder fuel injection amount correction Means 235 Ignition output means 237 Fuel output means 239 Crank angle reading means

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Reference number within the agency FI Technical display area F02D 43/00 301 F02D 43/00 301B F02P 5/15 F16D 25/12 D F16D 25/12 F02P 5 / 15 B

Claims (16)

[Claims] 1. A basic control amount relating to ignition and fuel injection is calculated based on the throttle opening and engine speed during normal operation in an internal combustion engine in which adjustment of the throttle opening and switching of the clutch are linked. A method of controlling an internal combustion engine for controlling fuel injection, wherein at the time of clutch switching, at least the basic control amount relating to the fuel injection is corrected to reduce the fuel injection amount and lower the engine speed of the internal combustion engine. Control method. 2. The control method for an internal combustion engine according to claim 1, wherein the basic control amount related to ignition is corrected and the ignition of a specific cylinder is stopped when the clutch is switched. 3. The method for controlling an internal combustion engine according to claim 2, wherein the fuel injection amount in the cylinder whose ignition has been stopped is reduced when the clutch is switched. 4. The method for controlling an internal combustion engine according to claim 1, wherein the fuel injection amounts of all the cylinders are reduced when the clutch is switched. 5. The method for controlling an internal combustion engine according to claim 1, wherein the correction of the basic control amount at the time of switching the clutch is performed for a predetermined period. 6. The control method for an internal combustion engine according to claim 1, wherein the correction of the basic control amount at the time of switching the clutch is performed until the engine speed becomes lower than a predetermined value. . 7. The switching of the clutch is determined by detecting the load applied to the clutch.
7. The method for controlling an internal combustion engine according to any one of items 6 to 6. 8. The clutch switching is judged based on an operation of a manual switch.
6. The method for controlling an internal combustion engine according to item 6. 9. A throttle opening adjustment having a throttle opening detection means, an engine speed detection means, and a basic control section for calculating a basic control amount relating to ignition and fuel injection based on detection results of these detection means. In a control device for an internal combustion engine in which the switching of the clutch and the switching of the clutch are interlocked, the basic control obtained by the basic control unit at the time of switching the clutch based on the detection means for detecting the switching of the clutch and the detection result of the detection means. A control device for an internal combustion engine, comprising: shift cut control means for correcting the amount of fuel at least with respect to fuel injection to reduce the engine speed. 10. The internal combustion engine according to claim 9, wherein the shift cut control unit includes a unit that corrects the basic control amount with respect to ignition when the clutch is switched to stop ignition of a specific cylinder. Control device. 11. The shift cut control means is configured to correct the basic control amount so as to reduce a fuel injection amount in a cylinder whose ignition is stopped when switching the clutch. A control device for an internal combustion engine as described. 12. The shift cut control means is configured to correct the basic control amount so as to reduce the fuel injection amount of all the cylinders when the clutch is switched. Internal combustion engine control device. 13. The internal combustion engine according to claim 9, wherein the shift cut control means is configured to correct the basic control amount when switching the clutch for a predetermined period. Engine control unit. 14. The shift cut means is configured to correct the basic control amount when the clutch is switched until the engine speed becomes lower than a predetermined value. A control device for an internal combustion engine according to claim 1. 15. The shift cut control means has a means for reading detection information from a detection means for detecting a load applied to the clutch, and judges the switching of the clutch based on the detection result from the detection means. The control device for an internal combustion engine according to any one of claims 9 to 14, which is characterized. 16. The shift cut control means has means for reading an output from a manual switch, and judges switching of the clutch based on the output from the manual switch. 2. A control device for an internal combustion engine according to claim 1.