JPS6338096A - Controller for outboard engine - Google Patents

Abstract

PURPOSE:To avoid the instable state in steering vessel such as spring-out of a hull by detecting the increase of a tilt angle to a set value showing the abnor mal increase during navigation and reducing the tilt angle and reducing the number of revolution of the engine, thus preventing the hull from being broken. CONSTITUTION:When a gear case, etc. collides with an obstacle during navigation, an outboard engine body is sprung up by the reaction, and a propulsion part, i.e. a propeller sometimes springs up on the water surface. A no-load state is generated at the moment when the propeller springs up, and the number of revolution of the engine sharply increases, and when said value reaches over a prescribed value, a revolution speed control means 4 operates to suppress the number of revolution. In parallel with this phenomenon, a tilt angle detecting sensor 48 is turned ON by the spring-up of the propeller. Then, a relay 34 for downward operation operates, and the tilt angle completely returns to the lowermost position. At the same time, a set revolution speed selecting circuit 24B operates to reduce the number of revolution.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a control device for an outboard motor, and in particular a tilting angle power comprising a hydraulic mechanism or the like to control the tilting angle of the outboard motor main body with respect to the hull. The present invention relates to a control device for an outboard motor equipped with a side-in mechanism.

[Prior Art] In general, outboard motors, especially large outboard motors, have an inclination angle of the outboard motor body relative to the hull (hereinafter referred to as "inclination angle").
Tilt angle power control mechanism (hereinafter referred to as
Many vehicles are equipped with a PTT (power trim and tilt) mechanism. The range of inclination angles that can be varied by this PTT mechanism may extend to a trim range that varies during cruising and a tilt range that is necessary for maintenance and repair. Many of these PTT mechanisms (PTT mechanisms) are designed to prevent the outboard motor from jumping up when an obstacle hits the undercarriage of the outboard motor while cruising at high speed, to soften the impact, and causing burnout due to overspeeding of the engine. In order to prevent this, the tilt angle is immediately returned to the original angle.

Methods for this return include a method that utilizes oil pressure changes within the cylinder (for example, U.S. Patent No. 3,434,449), or a method that utilizes a change in oil pressure in the cylinder (for example, U.S. Patent No. 3,434,449), or a method that uses this method because when the propeller jumps out of the water, it becomes unloaded and the engine speed suddenly increases. Detection method However, in the conventional technology described above, if the outboard motor body jumps up, it simply returns to its original position automatically. Situations often occurred where the propeller would return to the water. When such a situation occurs, there is a problem in that a large impact is applied to the ship's hull, and the ship's handling becomes extremely unstable, such as the hull suddenly jumping out.

[Purpose of the invention]

The present invention was developed in view of the above points, and even if the outboard motor body flips up and the propeller flies out of the water for some reason during sailing, the inclination angle is automatically restored and the engine is protected. It is an object of the present invention to provide an outboard motor control device that is capable of lowering the engine rotational speed and ensuring stable boat operation upon return.

[Means for solving problems]

Therefore, the present invention provides an outboard motor control device including a tilt angle power control mechanism that automatically increases or decreases the tilt angle of the outboard motor main body with respect to the hull when activated by a predetermined switch operation. a tilt angle down control means that detects when the tilt angle reaches a set value indicating an abnormal increase during navigation and drives the tilt angle power control mechanism to automatically reduce the tilt angle; In order to achieve the above object, the engine is equipped with a rotational speed control means that automatically lowers the engine rotational speed to a predetermined value when the angle down control means is activated.

[Embodiments of the invention]

An embodiment of the present invention will be described below with reference to FIGS. 1 to 4.

The embodiment shown in FIG. 1 includes an ignition circuit 2 for engine ignition, a rotation speed control means 4 for controlling the ignition operation of the ignition circuit 2 as necessary, and a rotation speed control means 4 for controlling the ignition operation of the ignition circuit 2 when necessary. It has a warning sensor 6 that acts on the rotation speed control means 4, and an indicator 8 (comprised of a light emitting diode) that notifies you when the rotation speed control means 4 is controlling the rotation. Furthermore, the embodiment shown in FIG. 1 includes a battery 10, a charging circuit 12 for charging the battery 10, an ignition switch 14 inserted in series with the battery 10, and a power tilt instruction switch (hereinafter referred to as
rPTT switch) 16,
The PTT (Power
Trim & Tilt) mechanism 18 and this PT
A tilt angle down control means 20 is provided which functions when the T mechanism 18 abnormally increases the tilt angle.

Furthermore, each of the above configurations will be explained in detail.

The ignition circuit 2 includes a CD I (Capacitive
eD ischarge I gnition ) method. A capacitor charging coil that generates ignition energy, one end is a diode D+
, the capacitor C1, the parallel circuit of the primary coil L31 of the ignition coil L3 and the diode D2, and the ground to the other end of the capacitor charging coil L+. The ignition coil L includes a negative side coil L31 and a secondary side coil L3□ magnetically coupled to the negative side coil L31. Both ends of the secondary coil L3□ are connected to the ground via spark plugs SP, SP2, respectively.

A series tube consisting of a diode D3 and a power supply section 22 is attached to the capacitor charging coil L1. As a result, a power source is formed using the output of the opposite polarity to that for charging the capacitor C1 of the capacitor charging coil 1, and this is used as the power source for the rotation speed control means 4.

One end of the pulsar coil L2 that generates the output for determining jtll at the time of ignition is grounded, and the other end is connected to the diode D4.
．． It is connected to the gate of the thyristor SCR+ via a resistor R, and is connected to ground via a resistor R2. The anode of the Cyrisk SCR is connected to the midpoint between the diode D and the capacitor CI, and the cathode is connected to ground. The resistors R1 and R2 are used to adjust the bias level of the thyristor SCR.

Here, the operation of the ignition circuit 2 will be explained. When a magnetrotor (not shown) rotates in synchronization with the engine crankshaft, an output is periodically generated in the capacitor charging coil L. Of these outputs, the output with the diode D1 side positive causes the diode DI+ capacitor C3, diode D2 . A current flows through the ground and the ground, and the capacitor C+ is charged. When the magnetrotor further rotates, an output is generated in the pulser coil L2. Among these, due to the output with the diode D4 side being positive, a current flows through the diode D4° resistor R1, the gate of the thyristor SCR, and the ground, and the thyristor 5CR1 is turned on. Therefore, the charge stored in the capacitor C1 is rapidly discharged through the Cyrisk 5CR1, the ground, and the negative side coil L31. Therefore, a high voltage is generated at both ends of the secondary coil L3□ of the ignition coil L3, sparks are generated in the spark plugs sp, sp2, and the engine is ignited. On the other hand, the power supply section 22
A power source for the rotational speed control means 4 is formed and supplied therein.

Next, the rotation speed control means 4 will be explained in detail.

The rotational speed control means 4 includes a first control circuit 24A for controlling the rotational speed and a set rotational speed switching circuit 24B as a second control circuit for setting the rotational speed.

The first control circuit 24A includes a rotation speed detection circuit 26. which detects the rotation speed of the engine. Thyristor 5CR2 and resistor R
3 and R4 as shown in the figure. Of these,
The rotation speed detection circuit 26 is configured to receive the pulse signal from the pulser coil L2 and detect the engine rotation speed, and its output terminal is connected to the gate of the thyristor 5CR2.

The anode of the thyristor 5CRZ is connected to one end of the capacitor charging coil Ll, and the cathode is connected to ground via a series circuit consisting of resistors R3 and R4 and the display 8. The rotation speed detection circuit 26 has a function of outputting a detection signal of a predetermined level to the thyristor 5CR2 when the detected rotation speed exceeds a first value (here, 6000 rpm) as a pre-specified set rotation speed. There is.

Therefore, when the engine speed exceeds 600 rpm, a detection signal is output to the thyristor SCRz. As a result, the thyristor 5CR2 is turned on, bringing the capacitor charging coil L and (7) output into a substantially short-circuited state. Therefore, the capacitor C1 is no longer charged, and the spark plug SP.

The spark from SP2 is captured and the engine speed is reduced. Then, when the rotation speed decreases to 600 rpm or less, the detection signal from the rotation speed detection circuit 26 is turned off. As a result, the thyristor SCR is also turned off, and the ignition operation by the ignition circuit 2 is restarted. The above operations are repeated as necessary, and even if the engine speed becomes abnormally high, it is controlled so as not to exceed the first value.

The set rotation speed switching circuit 24B changes the set rotation speed of the rotation speed detection circuit 24A to a first value (
6000rpm) and the second value (here 3000rpm)
PM).

The warning sensor 6 is inserted between the input side of the set rotation speed switching circuit 24B and the ground. This warning sensor 6 is composed of a sensor that turns on when the cooling water is depleted, a sensor that turns on when the oil level falls below a certain level, and the like.

For this reason, full-throttle sailing (here, 5000 rpm or more)
000 rpm or less), when the warning sensor 6 detects some kind of abnormality and turns on, the set rotation speed switching circuit 24B operates and transmits the rotation speed switching signal to the rotation speed detection circuit 26.
Output to. As a result, in this embodiment, the set rotation speed in the rotation speed detection circuit 26 is changed from the first value (6000 rpm) for avoiding over-speed described above to the lower second value.
(3000 rpm). Therefore, when the engine speed is 3000 rpm, the thyristor SCR
, is turned on, and the operation of the ignition circuit 2 is stopped until the speed becomes 3000 rpm or less. This reliably prevents overheating and the like.

In each of the above operations, the indicator 8 is lit while the thyristor SCRz is turned on. Therefore, the driver is notified that the rotational speed is being controlled for some reason. Therefore, necessary measures can be taken immediately. Here, the warning sensor 6 may be configured to be linked with a buzzer or the like to more clearly notify the engine abnormality.

On the other hand, the charging circuit 12 includes a battery charging coil L4 and a full-wave rectifier 28 as shown in the figure, and the output ends of the full-wave rectifier 28 are connected to both ends of the battery 10, respectively. Therefore, the output of the battery charging coil L4 induced by the rotation of the magnetrotor is rectified by the rectifier 28 and used to charge the battery 10.

The positive side of the battery 10 also reaches the common end of the PTT switch 16 via the ignition switch 14.

The PTT switch 16 is a "UP" switch that drives the PTT mechanism 18.

It is configured to have three contact positions: "Release (RL) J" and "Down (DN) J."

The PTT mechanism 18 includes a hydraulic mechanism (not shown) installed between a swivel bracket integrally formed with the outboard motor body and a clamp bracket fixedly attached to the hull, and drives this hydraulic mechanism. The motor section 30 is provided with an up relay 32 and a down relay 34 for switching and controlling the motor section 30. Specifically, the up side contact and the down side contact of the PTT switch 16 are connected to the relay coil 32A of the up relay 32 and the down relay 34(7)lJL.
z-]i/1z34A respectively to ground. At the same time, the positive side of the battery 1o reaches one end of the up side excitation coil 36 of the motor section 30 via the normally open contact 32B of the up relay 32, and also via the normally open contact 34B of the down relay 34. It reaches one end of the down-side excitation coil 38 of the motor section 30. The other end of each of these excitation coils 36 and 38 is connected to ground via an armature 40 and a thermoprotector 42.

Therefore, when the ignition switch 14 is turned on,
Power is supplied to the starter to start the engine, and the PTT mechanism 18 becomes ready to drive. Therefore,
Turn the PTT switch 16 a.

When the power is turned on to the UP side, the relay coil 32A of the up relay 32 is energized and the contact 32B is turned on. As a result, the up-side excitation coil 3 of the motor section 30
6 is energized, causing the armature 40 to rotate in a prespecified "up" direction. Forced by this, a cylinder rod of a hydraulic mechanism (not shown) is extended, and the angle of inclination is increased. On the other hand, when the PTT switch 16 is turned to the down (DN) side, the inclination angle decreases, contrary to the above.

Furthermore, the inclination angle down control means 20 will be explained in detail.

The tilt angle down control means 20 includes a regulator circuit 44 for the charging circuit 12 and the first control circuit 24A.
A signal forming circuit 46 which is turned on and off by a signal from the 3D converter to form a signal for detecting the rotation speed, and an inclination angle detection sensor 48 (consisting of a limit switch in this case) connected to this signal forming circuit 46. The control circuit 50 detects the signal formed by the signal forming circuit 46, and the output of the control circuit 50 turns on and off.
The relay 34 for downing the motor section 30 is switched off.
The relay switching circuit 52 controls the relay switching circuit 52.

Of these, the regulator circuit 44 includes a transistor Tr,
This transistor Tr.

The collector of the diode D is connected to the load side of the ignition switch 14, and the emitter thereof is connected to a predetermined power supply terminal of the signal forming circuit 46 and the control circuit 50 through a point b. A resistor R is connected between the collector and base of the transistor Tr1.
1□ is connected, and a Zener diode ZD is connected between the base and ground. In addition, the transistor Tr,
A capacitor C3 is inserted between the collector and ground, and capacitors C, , C, are inserted between the emitter and ground. Here, the capacitors C, , C, , C3 are for noise absorption.

The constant of each element of the regulator circuit 44 is
The output of the control circuit 50 is set to be the operating voltage of the control circuit 50. Therefore, when the ignition switch 14 is turned on, the transistor Tr is turned on.

is turned on, and a predetermined output from the battery 10 is supplied to the control circuit 50 and, if necessary, the signal forming circuit 46. In this case, if the battery terminal is disconnected for some reason, the no-load output of the charging circuit 12 is applied to the regulator circuit 44, but a voltage higher than the operating voltage of the control circuit 50 is canted by the Zener diode ZD. This prevents the control circuit 50 from being destroyed.

The signal forming circuit 46 has a switching transistor 'l'rz, and the base of this transistor Trz is connected to the resistor R of the first control circuit via a resistor R3.
4 and the display 8. Further, a resistor R6 and a capacitor C2 are inserted in parallel between the base of the transistor Trz and the ground. Further, the emitter of the transistor Trz is connected to the ground via the tilt angle detection sensor 48, and the collector is connected to the output end of the regulator circuit 44 via the resistor R1.

The tilt angle detection sensor 48 turns on when the tilt angle increases abnormally during cruising and the propeller for propulsion of the outboard motor body jumps out of the water, and is installed at a predetermined position on the outboard motor. has been done.

Therefore, when 5CR2 of the first control circuit 24A is turned on and the tilt angle detection sensor 48 is turned on, the transistor Tr2 is turned on. As a result, point a of the signal forming circuit 46 becomes approximately at ground potential, and the input to the control circuit 50 disappears. Conversely, when the SCRz is off and the tilt angle detection sensor 48 is on or off, the transistor Trz is turned off and the output of the regulator circuit 44 is applied to the control circuit 50 via the resistor R7.

That is, the output signal of the first control circuit 24A is inverted by the signal forming circuit 26 and applied to the control circuit 50. Therefore, the potential at point a becomes "low" depending on whether the transistor Tr is on or off (that is, the engine speed).
Repeat "Hi".

Here, the reason why the signal forming circuit 46 operates when both the first control circuit 24A and the inclination angle detection sensor 48 are on is that the outboard motor body is abnormally raised only when it is cruising. This is to detect when the

The control circuit 50 detects the output of the signal forming circuit 46 (namely, the engine rotation speed), and if this detected value is the above-mentioned first value (6000 rpm) in this embodiment, the control circuit 50 maintains a predetermined voltage level for a predetermined time. It has the function of outputting.

Further, the relay switching circuit 52 has switching transistors 'l'r3 and Tra, and is configured as shown in the figure. The base of the transistor Tr= is the resistor R
8 to the output end of the control circuit 50, and
Connected to ground via resistor R9. Also, the transistor Tr
The emitter of No. 3 is grounded, and the collector is connected to the intermediate point between the set rotation speed switching circuit 24B and the warning sensor 6.

Furthermore, the collector of the transistor "l'r=" is a resistor R,o.

It reaches the load side of the ignition switch 14 via R1+. Both ends of the resistor R1+ are connected to the emitter and base of the other transistor Tr. The collector of the transistor Tr is connected to ground via the relay coil 34A of the down relay 34 of the PTTa structure 18. Here, the diode D installed between the emitter and collector of the transistor Tr protects the transistor Tra from being destroyed by the back electromotive force generated when the current to the relay coil 34A is turned off.

Therefore, the output signal of the control circuit 50 turns on the transistor Tr3, which energizes the transistor T r a to turn on. Therefore, even if the PTT switch 16 is not turned to the down side, the relay coil 34A of the down relay 34 is energized from the battery 10, and its contact 34B is closed. As a result, the down-side excitation coil 38 of the motor section 30 is excited,
The armature 40 rotates in a direction that lowers the inclination angle. At the same time, when the transistor Tr3 is turned on, the set rotation speed switching circuit 24B is activated to switch the set value of the rotation speed detection circuit 26 from the first value to the second value. Therefore, as described above, the engine speed is automatically and forcibly suppressed to the second value (3000 rpm).

Next, the operation of this embodiment will be explained.

First, under normal conditions, after turning on the ignition switch 14 and starting the engine, the PTT switch 16 is turned up (
When it is thrown to the UP) side, the inclination angle increases as described above. Conversely, when the PTT switch 16 is turned to the down (DN) side, the inclination angle decreases. Further, when the contact piece of the PTT switch 16 is in the release (RL) position, rotation of the tilt angle is stopped.

Furthermore, the overspeed control operation will be explained with reference to FIG.

If the pitch of the propeller used is small, or if air is drawn into the propeller while cruising, the engine speed will become abnormally high. This operation is effective in such cases. Specifically, the engine rotational speed is constantly monitored by the rotational speed detection circuit 26 of the rotational speed control means 4 as described above (FIG. 2, 5TI). The rotation speed detection circuit 26 detects a first value (6000r) where the engine rotation speed is a set value.
pm), thyristor S CR2 is turned on to cut off sparks and reduce the rotation speed (
5T2), the display 8 blinks.

As a result, when the engine speed drops to 600 Orpm or less, the thyristor 5CR2 is turned off again to perform normal ignition (fJ ST 3).

In this case, if the cause of the overspeed is not removed, the engine speed will become abnormally high again, but the above-mentioned control jTn
Over-rotation is automatically prevented by repeating (STI to 5T3 in the figure).

Therefore, it is possible to extend the life of the engine. Furthermore, since the display 8 is flashing during overspeed control, the driver is notified of this and can quickly eliminate the cause of the overspeed.

Furthermore, the number of rotations when the warning sensor 6 is activated? II+
The operation will be explained with reference to FIG.

When the cooling water runs out or oil becomes insufficient, the warning sensor 6 turns on (FIG. 3, 5TI). energized by this, the set rotational speed switching circuit 24B and the rotational speed detection circuit 26 operate as described above. Therefore, the set rotation speed changes from the first value (6000 rpm) to the second value (3000 rpm).
(5T2 in the same figure), the engine speed is suppressed to the second value (ST3 to 5T5 in the same figure), and this suppression control is continued until the warning sensor 6 is turned off (5T6 in the same figure) . When the warning state is cleared by appropriate measures, the set rotational speed is returned to the original first value (T7 in FIG. 5), and normal cruising is possible.

Therefore, even if a warning condition occurs in the circulation of cooling water or the oil level, overheating or the like is prevented. Also in this case, the display 8 flashes, so the driver can easily judge the situation.

Furthermore, the control operation when the outboard motor body jumps up will be explained with reference to FIGS. 2 to 4.

If an obstacle hits the gear case while sailing,
The reaction may cause the outboard motor to jump up, causing the propulsion part, that is, the propeller, to fly out onto the water (Fig. 4, 5TI). When the ship's speed is such that the propeller pops out onto the water, the instant the propeller pops out, it becomes unloaded, and the engine speed rapidly increases to the first value (6000).
r pm) or higher.

Therefore, the above-mentioned overspeed suppression control works and the engine speed is suppressed to approximately 6000 rpm (see FIG. 4, 5T2, and FIG. 2). In parallel with this, the inclination angle detection sensor 48 is turned on due to the protrusion of the propeller (Fig. 4, 5).
T2). Therefore, the transistor Trz of the tilt angle down control means 20 determines that a jump has occurred during cruising, and
Turns on. The control circuit 50 includes a transistor "l'rz
The change in potential at point a on the collector side of the engine is detected as the engine speed. The engine speed is naturally 6000rpm.
m or more, the control circuit 50 operates for a predetermined period of time 1.m, which is sufficient to return the tilt angle to the minimum. The relay switching circuit 52 outputs a predetermined level of output to the relay switching circuit 52. As a result, the down relay 34 is activated as described above, and the inclination angle is completely returned to the lowest position (FIG. 4, 5T3). At the same time, by operating the set rotation speed switching circuit 24B for a period of t2,
During that time, as mentioned above, the engine speed is at the second value (300
0rpm) (Fig. 4 5T2 and Fig. 4 5
(See T2 to ST5).

That is, when the outboard motor body jumps up, the engine is protected by immediately preventing over-rotation, reducing the angle of inclination, and lowering the engine speed. In addition, even if the driver leaves the throttle open, the number of rotations when the propeller returns to the water due to the decrease in inclination angle is the second value, so the impact is significantly reduced. This also prevents damage to the hull.

It also eliminates the instability of ship maneuvering due to the ship's hull jumping out.

In the above-described embodiment, the control circuit 50 of the inclination angle down control means 20 operates when the first value is detected as the rotation speed, but the present invention is not necessarily limited to this, and other methods may be used. It may work when the value is
Alternatively, it may be configured such that it is activated only upon arrival of the first pulse signal from the signal forming circuit 46 and immediately operates.

〔Effect of the invention〕

Since the present invention is configured and functions as described above, when an obstacle or the like collides with the outboard motor body during sailing and the propeller (propulsion part) jumps out onto the water, the inclination angle is immediately reduced. At the same time, the rotation speed is reduced to a predetermined value. As a result, no-load operation of the engine in the jump state is quickly avoided, which reduces the negative impact on the engine and extends its life.In addition, the propeller rotates at high speed when returning to the tilt angle. Since the situation where the ship plunges directly into the water is avoided, it is possible to reduce the impact when the ship enters the water, prevent damage to the hull, and avoid unstable ship operation such as the hull flying out. No superior outboard motor control device can be provided.

In addition to the above-mentioned effects, the invention as set forth in claim 2 also has the advantage that even if an abnormality such as a lack of cooling water occurs, the rotational speed is reduced to a predetermined value that is less of a burden on the engine. In addition to being able to accurately protect the engine from overheating, etc., the rotation speed control means is also used to control the outboard motor's jump and to control the lack of cooling water, etc.
This has the advantage that the overall configuration can be simplified and the device can be made cheaper.

[Brief explanation of the drawing]

Fig. 1 is a partial block circuit diagram showing an embodiment of the present invention, Fig. 2 is a flowchart showing an overview of overspeed control operation, and Fig. 3 is an overview of rotation speed control operation when a warning sensor is activated, etc. FIG. 4 is a flowchart showing an outline of the control operation when the outboard motor body jumps up. 4... Rotation speed control means, 6... Warning sensor, 18... Tilt angle power control mechanism, 20...
... Tilt angle down control means, 24A... First control circuit, 24B... Set rotation speed switching circuit as second control circuit. Figure 2 Figure 3○ [D

Claims (5)

[Claims] (1) In an outboard motor control device equipped with a tilt angle power control mechanism that automatically increases or decreases the tilt angle of the outboard motor main body with respect to the hull when activated by a predetermined switch operation, wherein the tilt angle is a tilt angle down control means that detects when a set value indicating an abnormal increase is reached during navigation and drives the tilt angle power control mechanism to automatically reduce the tilt angle; 1. A control device for an outboard motor, comprising: rotational speed control means for automatically lowering the engine rotational speed to a predetermined value when the control means is activated. (2) In an outboard motor control device equipped with a tilt angle power control mechanism that automatically increases or decreases the tilt angle of the outboard motor main body with respect to the hull when activated by a predetermined switch operation, wherein the tilt angle is a tilt angle down control means that detects when a set value indicating an abnormal increase is reached during navigation and drives the tilt angle power control mechanism to automatically reduce the tilt angle; A rotation speed control means for automatically lowering the engine rotation speed to a predetermined value when the control means is activated, and a warning sensor for detecting an abnormality such as a lack of cooling water is connected to the rotation speed control means, A control device for an outboard motor, characterized in that the rotation speed control means is activated even when an abnormality occurs. (3) The set value indicating the abnormal increase in the inclination angle is a value when the propulsion portion of the outboard motor body jumps out from the water surface. outboard motor control device. (4) The tilt angle down control means is configured to operate only for the time necessary for the propulsion part to return to the water in response to an abnormal increase in the tilt angle. A control device for an outboard motor according to scope 1 or 2. (5) The rotational speed control means includes a first control circuit that detects the engine rotational speed and controls to maintain it at a predetermined set value, and lowers the set value of the first control circuit as necessary. 3. The outboard motor control device according to claim 1, further comprising a second control circuit that operates to set the outboard motor.