DE4214305A1 - Boat's outboard motor control - regulates fuel supply and ignition timing according to trimming angle independently of angle of motor w.r.t. hull - Google Patents

Abstract

A sensor (20) detects the trimming angle of the boat. This detects the angle of the engine in relation to the hull of the boat and provides a corresp. output signal. The motor and the control device are connected to the sensor. A fuel supply (18A) is connected to receive the output signal from the sensor. This is then used to control the quantity of fuel supplied to the engine on the trimming angle. The ignition timing may also be controlled in the same way via an ignition timing control (22A). ADVNATAGE - Produces sufficient output power and runs very stably independently of position of motor.

Description

The present invention relates to a Control device for controlling a ship's engine, such as e.g. B. an outboard motor, optimally independent from the position or position of the engine relative to Hull on which the engine is mounted.

It is common for outboard internal combustion engines for ships to increase the effectiveness of a screw increase that is operationally associated with and driven of an engine unit that is pivotable on the ship is attached, a suitable trim angle of the engine or the engine unit in relation to the hull adjust (namely an actual engine, a Gearbox and a propeller, all in one one-piece housing). That means that at Outboard motors the trim angle of the motor correctly is adjusted or changed to the driving comfort that Acceleration behavior or the like of the ship improve.  

A typical example of a known control device for an outboard marine engine is shown in FIGS. 10 and 11. Fig. 10 shows a part or the stern of a ship 2 to which the known control device is attached. As can be seen from this figure, an engine unit, generally designated by the reference number 1 , is pivotally attached to a ship's hull 2 a at the stern thereof via a clamping bracket 3 and a rotating bracket 5 . The clamp bracket 3 is fixedly connected to the hull 2 a and the swivel bracket 5 is pivotally connected to the clamp bracket 3 rotatable relative thereto about a transverse axis of inclination or rotation 4th The motor unit 1 contains an actual outboard motor 7 in the form of an internal combustion engine, a drive unit 6 with a transmission, not shown, with a drive shaft which is connected at one or upper end to the actual motor 7 and at the other or lower end to a propeller 8 .

A tilt cylinder 9 is rotatably connected at one or lower end with the clamp bracket 3, and at the other or upper end thereof to the pivot bracket 5 for up or down-tilting of the pivot bracket 5 together with the motor unit. 1 Further, a pair of trim cylinders 10 are provided between the clamp bracket 3 and the drive unit 6 for adjusting the trim angle of the motor unit 1 , which is defined as the angle of the longitudinal center line of the motor unit 1 with respect to the vertical. A control bracket 11 is connected to the propulsion unit 6 for rotating it about a control column (not shown) with respect to the rotating bracket 6 so as to steer the ship 2 .

Although not shown, the tilt cylinder 9 and the trim cylinder 10 are driven to expand or contract under the influence of hydraulic pressure applied to them by a hydraulic pump, not shown, which is driven by an electric motor, so that Swing motor unit 1 up or down and adjust its trim angle. The trim angle is adjusted by controlling the direction and speed of rotation of the electric motor. So the thrust direction of the propeller 8 is controlled via the adjustment of the trim angle of the engine 1 in accordance with the angle of inclination in the longitudinal direction (namely longitudinal direction) of the hull 2 a and / or in accordance with the speed of the ship 2 , whereby for an optimal speed, improved Gasoline consumption, improved acceleration behavior and the like is taken care of.

Fig. 7 shows in block form the general arrangement of the known motor control device. The known apparatus shown includes a speed sensor 12 for detecting the speed of the engine, an intake air sensor 13 for detecting an amount or flow rate of intake air drawn into the engine, a first signal generator 14 for generating a reference crank angle signal representing a predetermined reference crank angle of the engine , a second signal generator 15 for generating a crank angle signal in synchronization with the rotation of the engine or crankshaft, a control device 16 in the form of a microcomputer, a crank angle detection device 17 for detecting the crank angle of the engine or crankshaft, and a fuel quantity setting device 18 for setting a quantity of fuel, which is made available to the engine by a fuel injection 19 . In this regard, the crank angle detection device 17 and the fuel amount setting device 18 can be constructed in software.

Although not shown, a voice coil is attached to the actual engine 7 , incorporated in the engine unit 1 , and a number of permanent magnets, one for each cylinder of the engine, are distributed around the periphery and fixed to the outer peripheral surface of the crankshaft of the engine, so that each of the magnets comes in front of the voice coil when the crankshaft rotates. Accordingly, an electrical pulse is induced for each of the engine cylinders in the voice coil during one complete revolution of the crankshaft.

Although not shown, a ring gear having a plurality of engagement teeth formed on the periphery of its inner surface is fixedly connected to the crankshaft so that they can be connected to a rotor of a starter motor, and the second signal generator 15 is fixedly connected with the actual motor 7 at a distance and opposite to the outer peripheral surface of the ring gear so that an electrical pulse is induced or generated by the second signal generator 15 each time one of the engagement teeth of the ring gear comes in front of the second signal generator 15 during the rotation of the crankshaft. That is, during a complete revolution of the crankshaft, the voice coil generates a large number of electrical pulses in the form of reference crank angle signals, which correspond numerically to the engine cylinders and to predetermined crankshaft angular positions. Thus, the voice coil functions as a first signal generator 14 which generates a reference crank angle signal so that the angular position of the crankshaft can be detected by counting the number of pulses generated by the second signal generator 15 from the moment of generation of a pulse by the voice coil.

The voice coil also works as a speed sensor 12 . That is, the voice coil generates a predetermined number of pulses corresponding to the number of cylinders during one revolution of the crankshaft, so that the crankshaft speed or the engine speed can be detected by counting the time between successive pulses generated by the voice coil .

A throttle valve sensor in the form of a potentiometer, which functions as an intake air sensor 13 , generates a voltage which is in proportion to the setting angle of a throttle valve which is driven to rotate by an operator via a throttle cable, and thus detects the opening degree of the throttle valve for the purpose of detection the amount or flow rate of intake air that is drawn into the engine.

The microcomputer 16 is built into the engine unit and includes the crank angle detection device 17 and the fuel amount setting device 18 for controlling the fuel injector 19 . As previously described, the crank angle detector 17 counts the number of pulses generated by the second signal generator 15 after the first signal generator 14 in the form of a voice coil has generated a pulse, and thus detects the rotational position or the crank angle of the crankshaft.

Based on the speed, the amount of intake air, and the crank angle of the engine thus detected, the fuel amount setting device 18 controls the amount of fuel that is injected into the engine from the fuel injector 19 in an appropriate manner. That is, the fuel amount adjuster 18 controls the amount of fuel injection by controlling the width of a pulse supplied to the fuel injector 19 .

With the above-described marine engine control device, the trim angle of the engine unit 1 is controlled so that it changes appropriately for the purpose of improving the feeling or comfort, the acceleration behavior, and so on. In this case, however, a change in the trim angle results in a changed position of the motor unit 1 and thus an intake pipe of the motor 7 . Accordingly, the amount of fuel supplied to the engine 7 from the fuel injector 19 changes in response to the change in position of the intake manifold, despite the fact that the amount of intake air drawn into the engine 7 is fairly insensitive or indifferent to changes able to respond to the engine. Accordingly, due to the change in the trim angle, the air-fuel ratio of a mixture supplied to the engine will change significantly, thereby reducing the engine output.

Additionally, since the engine load changes during control of the trim angle changes, so will the optimal one Change the ignition timing of the engine. In this case, however with the known engine control device Ignition timing is not generally controlled to become dependent change from a change in engine load and so finds ignition sooner or later than at the optimal time instead of changing the engine load, which is a insufficient engine output. If Ignition continues later than the optimum Ignition time takes place, especially at Two-stroke engines, continues to burn the mixture, after an exhaust valve begins to open, so that so-called post-ignition can occur. In particular misfire can occur during the time that the Throttle opening is relatively limited and so engine running make unstable.  

In summary, the one described above Motor control device the problem that it is not sufficient engine output power and stable engine speed can deliver.

Accordingly, the present invention aims to to overcome the problems mentioned above, which one with the known motor control device for one Ship engine faces.

The object of the invention is a new and improved Engine control device for a marine engine that enables the engine to to provide and / or run enough output power or to rotate in a very stable way, even when changing the trim angle of the engine.

According to one aspect of the invention, the above Task solved by an engine control device for a marine engine, which is characterized by: a trim angle sensor for detecting a trim angle of a ship on which the engine and the Control device are attached, and for generating a corresponding output signal, a Fuel supply control device connected so is that they have the output signals from the trim angle sensor receives to control an amount of fuel that the engine based on the trim angle.

According to a further aspect of the invention, a Engine control device for a ship engine provided, which is characterized by a trim angle sensor for detecting a trim angle of the Ship on which the engine and the control device are attached, and to generate a corresponding Output signal, an ignition timing control device, the  is connected so that it outputs the signals from Trim angle sensor receives to control the ignition timing of the engine based on the trim angle of the ship.

According to a further aspect of the invention, a Provided control device for a marine engine, the is characterized by: a trim angle sensor for detecting a trim angle of a ship on which the engine and control device are attached, and to generate a corresponding Output signal, a Fuel supply control device connected so is that they have the output signals from the trim angle sensor receives to control an amount of fuel that the engine based on the trim angle to be fed Ignition timing control device connected so that it receives the output signals from the trim angle sensor Control of the ignition timing of the engine based on the Trim angle of the ship.

In a preferred form, the Fuel supply control device the amount of Fuel supply when the trim angle increases.

In another preferred form, the Ignition timing control device after the ignition timing front when the trim angle increases.

The above and other tasks, characteristics and advantages the invention will appear more clearly from the following detailed description of some currently preferred Embodiments of the invention in connection with the accompanying drawings in which shows  

Fig. 1 is a block diagram showing the general arrangement of a control device for a marine engine is in accordance with a first embodiment of the invention;

Fig. 2 is a partial cross section showing that an engine unit incorporating the engine control device of the present invention is rotatably mounted on a ship's hull;

Fig. 3 is a flow chart illustrating the operation of the engine control device of Fig. 1;

Fig. 4 is a graph showing an example of the relationship between the increase in the amount of fuel injection and the trim angle in the engine control device of Fig. 1;

FIG. 5 is a view similar to FIG. 4, but shows another example of the relationship between the increase in the amount of fuel injection and the trim angle in the engine control device of FIG. 1;

Fig. 6 is a view similar to Fig. 1 but shows another embodiment of the invention;

Figure 7 is a flow chart illustrating the operation of the embodiment of Figure 6;

Fig. 8 is a graph showing an example of the relationship between the amount of change in fuel injection timing and the trim angle in the embodiment of Fig. 6;

Fig. 9 is a view similar to Fig. 8, but shows another example of the relationship between the amount of change in fuel injection timing and the trim angle in the embodiment of Fig. 6;

Fig. 10 is a side view showing an engine unit rotatably mounted on a ship's hull and to which the control device of the present invention is connected, to which a known engine control device can be equally applied; and

Fig. 11 is a block diagram illustrating the general arrangement of the known control device for a marine engine.

In the drawings, the same or corresponding Parts identified by the same symbols.

Embodiments of the present invention are now described in detail with reference to the accompanying drawings.

First show

Figs. 1 to 5, a control apparatus for a ship's engine in accordance with a first embodiment of the invention. In the following description, the present invention is assumed to be used to control the engine unit 1, which is rotatably mounted on the hull 2 a of Fig. 10. In Fig. 1, the control apparatus shown includes, in addition to the elements 12 to 15 having the same are like the above-mentioned known control Vorrichtunges of FIG. 11, a trim angle sensor 20 for detecting a trim angle of the motor unit 1 (namely, an angle of a longitudinal center line (fore and aft) of the motor unit 1 with respect to the vertical) and for generating a corresponding output signal, and a control device 16 a, which comprises a crank angle detection device 17 , which is the same as that of FIG. 11, and a fuel amount setting device 18 a for setting a fuel amount which the engine 7 of the engine unit 1 is supplied from a fuel supply device 19 and for controlling the fuel supply device 1 9 on the basis of the fuel quantity set in this way. In the example shown, the fuel supply device 19 comprises a fuel injection for injecting an amount of fuel into an intake pipe of the engine 7 , but, in this regard, other types of fuel supply devices can be used.

As clearly illustrated in Fig. 2, the trim angle sensor 20 comprises a main body which is fixedly attached to a clamp bracket 3 , which is fixedly connected to a stern part of the hull 2 a, and a rotatable lever which is tensioned with a tensioning device, such as . B. a coiled tension spring to rotate about an axis of rotation in a vertical position so as to abut against a rotation bracket 5 which is rotatably connected via an inclination or rotation axis 4 to the clamp bracket 3 to rotatably support the motor unit 1 , as also clearly shown in Fig. 10. When the motor unit 1 is pivoted up by the pivot cylinder 9 (see FIG. 10) which is attached between the clamp bracket 3 and the pivot bracket 5 , the pivot bracket 5 is also set in an upward rotation in the counterclockwise direction of FIG. 2, so that the rotatable lever 21st 2, which is tensioned upward or counterclockwise in FIG. 2 by a tensioning device, not shown, the upward or counterclockwise rotation of the rotary holder 5 follows while maintaining the abutting connection therewith. Such movement or rotation of the rotatable lever 21 is detected and converted into a corresponding electrical signal, which represents a trim angle 0 of the motor unit 1 by an electrical device which is built into the body of the trim angle sensor 20 , which is not new, but is known in the art of the technique.

In this embodiment, the control device 16 a for controlling the fuel supply to the engine comprises a microcomputer including the fuel quantity setting device 18 a and the crank angle detection device 17 .

The operation of the above-mentioned embodiment will now be described in detail with reference to the flow chart of FIG. 3 that the operation of the Kraftstoffmengeneinstelleinrichtung 18 a illustrates, as well as the drawing of FIG. 4, the relation between the increased amount of fuel, which is supplied to the motor is illustrated, and the trim angle. In Fig. 4, the abscissa denotes the trim angle (in degrees) and the ordinate representing the increase (in%) of the fuel amount.

The fuel amount setting device 18 a of the microcomputer 16 a basically calculates a basic amount of fuel which is made available to the engine on the basis of the speed of the engine, the amount of intake air which is drawn into the engine, and the crank angle of the engine to that same manner as in the aforementioned engine control device of Fig. 11. Furthermore, it also calculates an increase (namely, an amount of change) in fuel supply in the following process and adds it to the above basic amount of fuel which has been made to be a modified optimal one To provide fuel quantity, and generates a corresponding signal in the form of a pulse with a pulse width corresponding to the changed optimal fuel amount for the fuel supply device 19 .

In particular, in step 30 in FIG. 3, the fuel quantity setting device 18 a first determines the trim angle R of the ship 2 based on the output signal from the trim angle sensor 20 . Then, in step 31, it is determined whether the trim angle R thus determined is equal to or smaller than a predetermined value A in degrees (e.g. 15 °). If the answer to this question is YES (namely AR), then in step 32 the basic amount of fuel supply is increased by a predetermined first amount or an increase a% (e.g. 2%) and a return is made to step 30 . However, if the answer in step 31 is NO (e.g., R <A), the program goes to step 33 , where it is further determined whether the trim angle R is equal to or less than a second predetermined value B in degrees (e.g. B. 20 °). If the answer to this question is YES (e.g. BR <A), then in step 34 the basic amount of fuel is increased by a second predetermined amount or increase b% (e.g. 5%) and then on a return to step 30 was carried out. On the other hand, if the answer in step 33 is NO (namely R <B), then in step 35 it is determined whether the trim angle R is equal to or less than a third predetermined value C in degrees (e.g. 25 °). If the answer in step 35 is YES (namely C R <B), then in step 36 the basic fuel quantity is increased by a third predetermined amount or an increase c in% (e.g. 7%), and then a return is made Step 30 performed. On the contrary, if the answer in step 35 is NOIN (namely R <C), then in step 37 the amount of fueling is increased by a predetermined fourth amount or an increase d% (e.g. 10%) and a jump back thereon carried out to step 30 .

The relationship between the increased fuel quantity injection and the trim angle R, which is controlled in the above-mentioned manner, is shown in FIG. 4. Thus it is established that A <B <C and a <b <c <d, as is clear from the prediction.

According to this embodiment, referred to above, the position of the engine unit 1 with respect to the hull 2 a is detected by the trim angle sensor 20 and the amount of base fuel, which is determined on the basis of the output signals from the speed sensor 12 , intake air sensor 13 and first and second crank angle sensors 14 and 15 are changed in accordance with the output signal from the trim angle sensor 20 so as to prepare an optimal air-fuel ratio according to the current operating state of the ship or the engine. Accordingly, sufficient output power and stable engine speed can be achieved regardless of the position or position (namely the trim angle) of the motor unit 1 with respect to the hull 2 a.

Although in the above description the amount of increase in fuel delivery is changed in a step-wise manner, it can be changed linearly or continuously with respect to the increasing trim angle as illustrated in FIG. 5, with substantially the same results. In this case, the engine output can be controlled more precisely or smoothly than with the step control of FIG. 4.

FIGS. 6 to 9 show another embodiment of the present invention. As illustrated in Fig. 6, this embodiment is substantially the same as the previous embodiment of Fig. 1 except for the fact that a control device 16 b in addition to a crank angle detection device 17 and a fuel quantity setting device 18 a, an ignition timing adjustment device 22 a for setting the ignition timing of the Engine based on the output signals from the speed sensor 12 , intake air sensor 13 and the trim angle sensor 20 and an ignition signal generator 23 for generating an ignition signal based on the output signals from the ignition timing 22 a and the crank angle detection device 17 includes to control a conventional ignition system 30 of the engine. As is well known in the art, the ignition system 30 includes a power-generating coil 24 , a diode 25 , a thyristor 26 , an ignition capacitor, an ignition coil 28 with a primary winding connected at one end to the ignition capacitor 27 and the diode 25 with the power-generating coil Coil 24 is connected, and a secondary winding, which is connected to a spark plug 29 . The thyristor 26 has one end connected to a connection between the diode 25 and the capacitor 27 , and the other end connected to ground, and a control gate connected to receive an ignition signal from the ignition signal generator 23 so that it is turned on or made conductive upon receipt of the ignition signal from the ignition signal generator 23 , thus allowing the charge of the capacitor 27 to discharge through the primary turn of the ignition coil 28 , causing the spark plug 29 to generate a spark. In this embodiment, the ignition timing adjustment device 22 a and the fuel quantity adjustment device 18 a can comprise software that is executed by the microcomputer 16 b.

The operation of this embodiment is substantially the same as that of the previous embodiment of Fig. 1 except for the following. In particular, the crank angle detection device 17 and the fuel amount setting device 18 a work so that the amount of fuel supplied to the engine is properly controlled based on the output signals from the first and second crank angle sensors 14 and 15 and the trim angle sensor 20 in the same manner as shown in the flowchart of Fig. 3. On the other hand, the ignition timing 22 a and the ignition signal generating device 23 work so that the ignition timing of the engine is controlled in the following manner. Namely, on the basis of the output signals from the speed sensor 12 , the intake air sensor 13 and the crank angle detection device 17 , the ignition timing adjustment device 22 a calculates a basic ignition timing at which the spark plug 29 generates a spark when the trim angle R is equal to zero. The basic ignition timing, which is calculated in this way, is then corrected or changed in accordance with the trim angle R of the engine unit 1 detected by the trim angle sensor 20 . Such a correction or change in the basic ignition timing is effected in a manner as illustrated in the flow chart of FIG. 7.

In Fig. 7, first, in step 40, the trim angle R detected by the trim angle sensor 20 and then it is determined in step 41 whether the trim angle R is equal to or less than a fifth predetermined angle W (z. B. 20 °). If this is the case (WR), in step 42 the basic ignition point t is advanced by a first predetermined angle of w degrees (for example 10 °) and a return to step 40 is carried out. However, if the answer in step 41 is negative (namely R <W), it is further determined in step 43 whether the trim angle R is equal to or smaller than a sixth predetermined angle X (e.g. 25 °). If the answer to this question is positive (namely XR <W), then in step 44 the basic ignition timing is advanced by a second predetermined angle of x degrees (e.g. 3 °) and a return is made to step 40 . On the other hand, if the answer in step 43 is negative (namely R <X), then in step 45 it is determined whether the trim angle R is equal to or less than a seventh predetermined angle Y (e.g. 30 °). If the answer to this question is positive (namely Y <R), then in step 46 the basic ignition point in time t is advanced by a third predetermined angle of y degrees (for example 6 °) and a return is made to step 40 . If the answer in step 45 is negative (namely R <Y), then in step 47 the basic ignition timing t is advanced by a fourth predetermined angle of z degrees (e.g. 8 °). Then a return is made to step 40 .

The ignition timing change control described above, in which W <X <Y and w <x <y <z, which is clear from the above description, is illustrated in the illustration of Fig. 8. As for this, W , X and Y are A, B and C, respectively.

According to the second embodiment described above, based on the position of the engine unit 1, as the trim angle, the trim angle sensor 20 detects not only the amount of fuel that is provided to the engine to control, but is optimized to optimize the air-fuel ratio of a mixture Also the ignition timing of the engine is properly controlled or changed in accordance with the engine load, whereby the engine can produce enough output power at a stable speed regardless of the position of the ship and the load condition of the engine. All of this can be achieved with a relatively simple and inexpensive structure, such as. B. by using software.

Although in the second embodiment described above, the degree of correction or change (e.g., advancing the angle) in the ignition timing control is changed in a stepwise manner, it may be changed linearly or continuously as shown in the illustration of FIG. 9 , with essentially the same results. In this case, however, the engine output can be controlled more precisely or smoothly than with the step control of FIG. 8.

Furthermore, although in the second embodiment, the fuel amount and the ignition timing are both controlled in change based on the trim signal of the engine unit 1 , only one of the two can be controlled as desired to achieve substantially the same results.

In addition, although in the description above the present invention is applied to a It is like controlling four-stroke marine engines applicable to other types of internal combustion engines as well Two-stroke engines.

Claims (15)

1. Control device for a ship's engine, characterized by :
a trim angle sensor ( 20 ) for detecting a trim angle of a ship on which the engine and the control device are mounted and for generating a corresponding output signal, and
a fuel supply control device ( 18 A) connected to receive the output signals from the trim angle sensor to control an amount of fuel supplied to the engine based on the trim angle. 2. Control device according to claim 1, characterized in that the fuel supply control device ( 18 A) increases the fuel supply amount when the trim angle increases. 3. Control device according to claim 2, characterized in that the fuel supply control device ( 18 A) gradually increases the fuel supply amount when the trim angle increases. 4. Control device according to claim 2, characterized in that the fuel supply control device ( 18 A) increases the fuel supply amount linearly when the trim angle increases. 5. Control device for a ship's engine, characterized by:
a trim angle sensor ( 20 ) for detecting a trim angle of a ship on which the engine and the control device are mounted and for generating a corresponding output signal, and
an ignition timing controller ( 22 A) connected to receive the output signal from the trim angle sensor ( 20 ) for controlling the ignition timing of the engine based on the trim angle of the ship. 6. Control device according to claim 5, characterized in that the ignition timing control device ( 22 A) advances the ignition timing when the trim angle increases. 7. Control device according to claim 6, characterized in that the ignition timing control device ( 22 A) gradually advances the ignition timing in accordance with the increasing trim angle. 8. Control device according to claim 6, characterized characterized in that the ignition timing control device the ignition timing is linearly advanced in Agreement with the increasing trim angle. 9. Control device for a ship's engine, characterized by:
a trim angle sensor ( 20 ) for detecting a trim angle of a ship on which the motor and the control device are mounted and for generating a corresponding output signal,
a fuel supply control device ( 18 A) connected to receive the output signals from the trim angle sensor ( 20 ) to control an amount of fuel supplied to the engine based on the trim angle, and
an ignition timing control device ( 22 A) connected to receive the output signals from the trim angle sensor to control the ignition timing of the engine based on the trim angle of the ship. 10. Control device according to claim 9, characterized in that the fuel supply control device ( 18 A) increases the fuel supply amount when the trim angle increases. 11. Control device according to claim 10, characterized in that the fuel supply control device ( 18 A) gradually increases the amount of fuel supply when the trim angle increases. 12. Control device according to claim 10, characterized in that the fuel supply control device ( 18 A) increases the amount of fuel supply linearly when the trim angle increases. 13. Control device according to claim 9, characterized in that the ignition timing control device ( 22 A) advances the ignition timing when the trim angle increases. 14. Control device according to claim 13, characterized in that the ignition timing control device ( 22 A) gradually advances the ignition timing in accordance with the increase in the trim angle. 15. Control device according to claim 13, characterized in that the ignition timing control device ( 22 A) linearly advanced the ignition timing in accordance with the increasing trim angle.