JP2010247752A - Control device of outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an outboard motor with a torque converter capable of reducing a feeling of deceleration that occurs after the completion of acceleration by trim-up operation, and moreover, preventing the pitching of a hull during the trim-up operation. <P>SOLUTION: The control device of the outboard motor includes the torque converter interposed between an internal combustion engine and a drive shaft, and a trim angle adjusting mechanism capable of adjusting the trim angle with respect to the hull in a trim-up/down direction. The speed ratio e of the torque converter is calculated from the input revolution and output revolution of the torque converter. When the calculated speed ratio e is at a prescribed value erefb or larger (a time point t3), the trim angle adjusting mechanism is actuated to start the trim-up operation at a prescribed speed. When the calculated speed ratio e is increased or decreased, the prescribed speed is changed accordingly (the time points t3-t4). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an outboard motor control apparatus, and more particularly to an outboard motor control apparatus including a torque converter.

  In recent years, in outboard motors, a technology has been proposed that improves the acceleration performance by inserting a torque converter between the internal combustion engine and the drive shaft to amplify the output torque of the internal combustion engine and transmit it to the drive shaft. (For example, refer to Patent Document 1). In the technique described in Patent Document 1, the torque converter has a lock-up clutch.

JP 2007-315498 A

  In an outboard motor equipped with a torque converter like the technique described in Patent Document 1, when acceleration is completed, a lock-up clutch is turned on (engaged) to prevent transmission loss due to slippage of the torque converter. Configured. However, when the lock-up clutch is turned on, the torque is no longer amplified by the torque converter, so that the torque transmitted to the drive shaft is reduced, resulting in a disadvantage of giving the operator a feeling of deceleration.

  Therefore, before the lock-up clutch is turned on, trimming is started at a predetermined speed to adjust the trim angle, and the hull speed is increased by increasing the thrust of the hull to reduce the feeling of deceleration. It is possible to make it. By the way, the above-mentioned predetermined speed is generally set to a constant value from the start to the end of the trim-up, but if configured in this way, after the bow-down (specifically, as the bow rises due to acceleration and thereafter the end of acceleration approaches. Even after the bow is lowered and the hull becomes substantially horizontal), trimming is performed at the same speed as the start time, which may cause problems such as pitching in the hull.

  Accordingly, an object of the present invention is to solve the above-mentioned problems, and to provide an outboard motor equipped with a torque converter that reduces the feeling of deceleration generated after completion of acceleration by trimming up and prevents the hull from pitching during trimming up. It is to provide a control device.

  In order to solve the above-described problem, in claim 1, a drive shaft that connects an internal combustion engine and a propeller, a torque converter that is interposed between the internal combustion engine and the drive shaft, and a trim angle with respect to a hull. In an outboard motor control device including a trim angle adjustment mechanism that can be adjusted in a trim-up / down direction, an input rotation speed and an output rotation speed of the torque converter are detected, and the detected input rotation speed and output rotation speed are detected. When the calculated speed ratio is equal to or greater than a predetermined value, the trim angle adjustment mechanism is activated to start the trim up at a predetermined speed, and the calculation is performed. Trimming angle adjusting mechanism operating means for changing the predetermined speed according to the increase or decrease of the speed ratio is provided.

  In the outboard motor control apparatus according to claim 2, the trim angle adjusting mechanism actuating means is configured to decrease the predetermined speed as the calculated speed ratio increases.

  The outboard motor control apparatus according to claim 3, further comprising a throttle valve drive direction determining means for determining whether or not a throttle valve of the internal combustion engine is driven in a valve opening direction, and the trim angle adjusting mechanism. The actuating means is configured to start the trim-up when it is determined that the throttle valve is driven in the valve opening direction and the calculated speed ratio is equal to or greater than the predetermined value.

  In the outboard motor control apparatus according to claim 4, the trim angle adjusting mechanism actuating means is provided with a switch that can be manually operated by a ship operator, and the trim angle adjusting mechanism actuating means operates when the switch is operated. The adjustment mechanism is operated.

  In the outboard motor control apparatus according to claim 1, the speed ratio of the torque converter is calculated from the input rotation speed and the output rotation speed of the torque converter, and when the calculated speed ratio is equal to or greater than a predetermined value, the trim angle Since the adjustment mechanism is operated to start trimming up at a predetermined speed, for example, the predetermined value can be set to a value corresponding to a state immediately before acceleration is finished and the lockup clutch is turned on. Therefore, trim-up can be started before the lock-up clutch is turned on, and the hull speed can be increased by increasing the thrust of the hull. As a result, even when the lockup clutch is turned on after the acceleration is completed and the torque transmitted to the drive shaft decreases, the boat speed is increased by trim-up, so it is difficult to give the operator a feeling of deceleration. In other words, the feeling of deceleration can be reduced.

  In addition, since the trim up is started at a predetermined speed and the calculated speed ratio increases or decreases, the predetermined speed is changed accordingly, so the state of the hull is determined based on the speed ratio of the torque converter (for example, It is possible to determine whether or not the hull is in a bowed-down state) and perform trim-up at an appropriate speed according to the state of the hull, thereby preventing the pitching of the hull that occurs during trim-up. .

  The outboard motor control apparatus according to claim 2 is configured to decrease the predetermined speed as the speed ratio of the torque converter increases, that is, the speed ratio increases and the end of acceleration approaches. In addition to the effects described above, the trim-up can be executed at a speed suitable for the state of the hull, and thus the hull pitching that occurs during trim-up can be reliably prevented. Can do.

  In the outboard motor control device according to the third aspect, it is determined that the throttle valve is driven in the valve opening direction, that is, it is determined that the hull is accelerated, and the torque converter Since the trim-up is started when the speed ratio is equal to or higher than the predetermined value, the trim-up can be started when it is determined that the vehicle is surely accelerating in addition to the above-described effects, and thus the deceleration that occurs after the acceleration is finished. A feeling can be reduced effectively.

  In the outboard motor control device according to the fourth aspect of the present invention, since the switch is provided so that it can be manually operated by the ship operator, and when the switch is operated, the trim angle adjusting mechanism is activated, In addition to the effects described above, the operator can operate the trim angle adjusting mechanism by operating the switch, so that the trim angle can always be adjusted.

It is the schematic which shows the control apparatus of the outboard motor based on the Example of this invention whole including a hull. FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1. FIG. 2 is an enlarged side view of the outboard motor shown in FIG. 1. FIG. 3 is an enlarged cross-sectional view showing the vicinity of a torque converter shown in FIG. 2 in an enlarged manner. FIG. 3 is a hydraulic circuit diagram schematically showing a torque converter, a hydraulic pump and the like shown in FIG. 2. It is a flowchart which shows control of the electronic control unit shown in FIG. 7 is a sub-routine flowchart of the lock-up clutch operation execution determination process of FIG. 6. 7 is a sub-routine flowchart of the trim-up execution determination process of FIG. 6. It is a graph which shows the table characteristic of the duty ratio of the trim-up signal with respect to the speed ratio of a torque converter used by the process of FIG. 8 flow chart. 6 is a time chart for explaining the processing of the flow chart. 6 is an explanatory diagram for explaining the processing of the flow chart.

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

  FIG. 1 is a schematic view showing an outboard motor control apparatus according to an embodiment of the present invention including a hull as a whole. 2 is an enlarged partial side view of the outboard motor shown in FIG. 1, and FIG. 3 is an enlarged side view of the outboard motor.

  1 to 3, reference numeral 10 denotes an outboard motor. The outboard motor 10 is attached (fixed) to the stern (rear) 12a of the hull (hull) 12 as shown in the figure.

  As shown in FIG. 2, the outboard motor 10 is attached to the hull 12 via a swivel case 14, a tilting shaft 16 and a stern bracket 18. In addition, the outboard motor 10 includes a mount frame 20 and a shaft portion 22, and the shaft portion 22 is housed in the swivel case 14 so as to be rotatable about the vertical axis, so that the outboard motor 10 is in a position relative to the hull 12. It can rotate around the vertical axis. The mount frame 20 has an upper end and a lower end fixed to a frame (not shown) constituting the main body of the outboard motor 10.

  In the vicinity of the swivel case 14, the steering electric motor 24 that drives the shaft portion 22 and the tilt angle and trim angle of the outboard motor 10 with respect to the hull 12 can be adjusted in the tilt up / down direction and the trim up / down direction. A power tilt trim unit (trim angle adjusting mechanism) 26 is disposed. The rotation output of the steering electric motor 24 is transmitted to the shaft portion 22 through the reduction gear mechanism 28 and the mount frame 20, and thus the outboard motor 10 is steered left and right (around the vertical axis) with the shaft portion 22 as a steering shaft. The

  The power tilt trim unit 26 is integrally provided with a tilt angle adjusting hydraulic cylinder 26a and a trim angle adjusting hydraulic cylinder 26b connected to a hydraulic circuit (not shown) disposed in the outboard motor 10, and tilt up / down. By expanding and contracting hydraulic cylinders 26a and 26b based on a signal or a trim up / down signal (described later), the swivel case 14 is rotated about the tilting shaft 16 and the outboard motor 10 is tilted up / down or Trim up / down. The power tilt trim unit 26 is driven by a duty ratio (PWM control), and its operation speed, specifically, the tilt up / down or trim up / down speed is variable stepwise or continuously.

  An internal combustion engine (hereinafter referred to as “engine”) 30 is mounted on the outboard motor 10. The engine 30 is a spark-ignition water-cooled gasoline engine having a displacement of 2200 cc. The engine 30 is located on the water surface and is covered with an engine cover 32.

  A throttle body 36 is connected to the intake pipe 34 of the engine 30. The throttle body 36 includes a throttle valve 38 therein, and an electric motor for throttle 40 that opens and closes the throttle valve 38 is integrally attached thereto.

  The output shaft of the electric motor 40 for throttle is connected to the throttle valve 38 through a reduction gear mechanism (not shown), and the throttle valve 38 is opened and closed by operating the electric motor 40 for throttle. The engine speed is adjusted by metering.

  The outboard motor 10 includes a drive shaft (vertical shaft) 42 that is arranged parallel to the vertical axis and is rotatably supported, a torque converter 44 that is interposed between the engine 30 and the drive shaft 42, and the drive shaft 42. The hydraulic pump 46 is attached to the lubricating portion of the engine 30, the power tilt trim unit 26, the torque converter 44, and the like, and a reservoir 50 that stores the hydraulic oil.

  A crankshaft 52 of the engine 30 is connected to the upper end of the drive shaft 42 via a torque converter 44, while a propeller shaft 56 that is rotatably supported around a horizontal axis is connected to the lower end via a shift mechanism 54. The The propeller shaft 56 is disposed so that its axis 56a is substantially parallel to the traveling direction of the hull 12 in the initial state of the power tilt trim unit 26 (trim angle is the initial angle state). A propeller 60 is attached to one end of the propeller shaft 56. Thus, the drive shaft 42 connects the engine 30 and the propeller 60.

  FIG. 4 is an enlarged cross-sectional view showing the vicinity of the torque converter 44 shown in FIG.

  As shown in FIG. 4, the torque converter 44 includes a pump impeller 44a connected to the crankshaft 52 via a drive plate 62, and is disposed opposite to the pump impeller 44a to supply and discharge hydraulic oil, and to drive shaft 42, a turbine runner 44b connected to 42, a stator 44c disposed between the pump impeller 44a and the turbine runner 44b, a lock-up clutch 44d, and the like.

  FIG. 5 is a hydraulic circuit diagram schematically showing the torque converter 44, the hydraulic pump 46, and the like.

  The torque converter 44 and the hydraulic pump 46 will be described with reference to FIG. 5. The hydraulic pump 46 is driven by the engine 30 to pump up the hydraulic oil in the reservoir 50 and pump it to the first oil passage 64a. The hydraulic oil pumped to the first oil passage 64a is supplied to the lubricating portion of the engine 30, the power tilt trim unit 26 (not shown in FIG. 5), and the like, and then to the reservoir 50 via the second oil passage 64b. Refluxed.

  The first oil passage 64 a is provided with a third oil passage 64 c that connects the first oil passage 64 a and the suction port of the hydraulic pump 46, and the pressure of the hydraulic oil supplied to the engine 30 is in the middle. A relief valve 66 is inserted, which opens when the pressure is higher than the specified pressure, and closes when the pressure is lower than the specified pressure.

  In the first oil passage 64a, a fourth oil passage 64d through which the hydraulic oil supplied to the torque converter 44 flows is connected between the discharge port of the hydraulic pump 46 and the branch point of the third oil passage 64c. The In addition, a fifth oil passage 64e through which the working oil returning from the torque converter 44 to the hydraulic pump 46 flows is connected to the downstream side of the relief valve 66 in the third oil passage 64c. The fourth and fifth oil passages 64d and 64e are provided with a lockup control valve 70 for controlling the operation of the lockup clutch 44d.

  The lock-up control valve 70 is an electromagnetic valve, and its output is connected to the piston chamber 44d1 of the lock-up clutch 44d of the torque converter 44 on the one hand and to the chamber 44d2 on the other side on the other hand. Therefore, when the lockup control valve 70 is energized / demagnetized, the oil path is switched, whereby the lockup clutch 44d is controlled to be on (engaged) / off (released).

  Specifically, in the lockup clutch 44d, when the lockup control valve 70 is excited and hydraulic fluid is supplied to the piston chamber 44d1, it is turned on (engaged) when discharged from the chamber 44d2 on the back side. ) When the lockup control valve 70 is demagnetized (the state shown in FIG. 5; initial state), the hydraulic oil is supplied to the rear chamber 44d2 and discharged from the piston chamber 44d1, and the lockup clutch 44d is turned off. (To be released. The details of the torque converter 44 described above are disclosed in Japanese Patent Application Laid-Open No. 2004-260688, and thus further description thereof is omitted.

  Returning to the description of FIG. 2, the shift mechanism 54 can be engaged with either the forward bevel gear 54a or the reverse bevel gear 54b, and the forward bevel gear 54a and the reverse bevel gear 54b connected to the drive shaft 42 and rotated. And the clutch 54c.

  A shift electric motor 72 for driving the shift mechanism 54 is disposed inside the engine cover 32, and its output shaft is freely connectable to the upper end of the shift rod 54d of the shift mechanism 54 via a reduction gear mechanism (not shown). It is said. By driving the shift electric motor 72, the shift rod 54d and the shift slider 54e are appropriately displaced, thereby operating the clutch 54c to switch the shift position among forward, reverse and neutral.

  When the shift position is forward or reverse, the rotation of the drive shaft 42 is transmitted to the propeller shaft 56 via the shift mechanism 54, so that the propeller 60 is rotated and generates thrust in a direction to advance or reverse the hull 12. The outboard motor 10 includes a power source (not shown) such as a battery attached to the engine 30, and then operating power is supplied to the electric motors 24, 40, 72 and the like.

  As shown in FIG. 3, a throttle opening sensor 74 is disposed in the vicinity of the throttle valve 38 and generates an output indicating the opening TH (hereinafter referred to as “throttle opening”) of the throttle valve 38. When the shift position sensor 80 is disposed near the shift rod 54d and outputs a signal corresponding to the shift position (neutral, forward and reverse), and the neutral switch 82 is also disposed and the shift position is neutral. An off signal is output when the on signal is forward or reverse.

  A crank angle sensor 84 is attached in the vicinity of the crankshaft 52 of the engine 30 and outputs a pulse signal for each predetermined crank angle. A drive shaft speed sensor 86 is attached in the vicinity of the drive shaft 42 and outputs a signal corresponding to the speed of the drive shaft 42.

  A trim angle sensor (rotation angle sensor) 88 is disposed in the vicinity of the swivel case 18, and a trim angle θtrm of the outboard motor 10 (specifically, a rotation angle around the pitch axis of the outboard motor 10 with respect to the hull 12). Produces a corresponding output.

  The outputs of the sensors and switches described above are input to an electronic control unit (hereinafter referred to as “ECU”) 90 mounted on the outboard motor 10. The ECU 90 includes a microcomputer including a CPU, a ROM, a RAM, and the like, and is disposed (mounted) inside the engine cover 32 of the outboard motor 10.

  As shown in FIG. 1, a steering wheel 94 that can be freely rotated by a boat operator (not shown) is disposed near the cockpit 92 of the hull 12. A steering angle sensor 96 is attached to a shaft (not shown) of the steering wheel 94 and outputs a signal corresponding to the steering angle of the steering wheel 94 input by the operator.

  A remote control box 100 is disposed in the vicinity of the cockpit 92, and a shift / throttle lever 102 is disposed in the remote control box 100 so as to be freely operated by the operator. The shift / throttle lever 102 is swingable in the front-rear direction from the initial position, and receives a shift change instruction and an engine speed adjustment instruction from the operator. A lever position sensor 104 is mounted inside the remote control box 100 and outputs a signal corresponding to the position of the shift / throttle lever 102 operated by the operator.

  Further, a power tilt trim switch (switch) 106 for inputting instructions for adjusting the tilt angle and trim angle of the outboard motor 10 is disposed near the cockpit 92 so as to be manually operated by the operator. A signal corresponding to the input instructions of tilt up / down and trim up / down of the outboard motor 10 is output. The outputs of the steering angle sensor 96, lever position sensor 104, and power tilt trim switch 106 are also input to the ECU 90.

  The ECU 90 controls the operation of each electric motor based on the outputs of the above-described sensors and switches, controls on / off of the lockup clutch 44d of the torque converter 44, and further operates the power tilt trim unit 26 to perform trimming. Adjust the corners.

  FIG. 6 is a flowchart showing the control of ECU 90 shown in FIG. The illustrated program is executed by the ECU 90 every predetermined cycle (for example, 100 msec).

  In the following, first, in S10, a determination process for determining whether or not the operation of the lockup clutch 44d should be executed (specifically, on / off control of the lockup clutch 44d) is performed.

  FIG. 7 is a sub-routine flow chart showing the lock-up clutch operation execution determination process. Referring to the figure, first, in S100, it is determined whether or not the shift position is neutral. This determination is made by detecting whether or not an ON signal is output from the neutral switch 82. When the result in S100 is negative, that is, when in-gear, the routine proceeds to S102, where the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 74, and the routine proceeds to S104 for a predetermined time of the detected throttle opening TH. A change amount (variation amount) DTH per (for example, 500 msec) is calculated.

  Next, in S106, it is determined whether or not the throttle valve 38 is driven in the valve closing direction (that is, whether or not the hull 12 is in a state of decelerating (hereinafter referred to as “deceleration state”)). This determination is made by determining whether or not the change amount DTH of the throttle opening TH is less than 0 deg. That is, when the change amount DTH is a negative value, it is determined that the throttle valve 38 is driven in the valve closing direction (decelerated), while when it is 0 or positive, the throttle valve 38 is stopped or opened. (I.e., the hull 12 is running at a constant speed or accelerated).

  When the result in S106 is negative, the program proceeds to S108, in which it is determined whether the bit of the acceleration determination flag (described later, hereinafter referred to as “the torque converter acceleration determination flag”) of the torque converter 44 is zero. Since the initial value of the torque converter accelerated determination flag is 0, the determination in S108 is normally affirmed in the first program loop, and the process proceeds to S110, where the amplification determination flag of the torque converter 44 (hereinafter referred to as “the torque converter amplification determination flag”) It is determined whether the bit is 0 or not.

  The torque converter amplification determination flag bit is a state in which the torque converter 44 amplifies the output torque of the engine 30 and transmits it to the drive shaft 42 as described later (that is, a region where the outboard motor 10 amplifies the torque by the torque converter 44). (When the hull 12 is accelerated in the torque amplification region), it is set to 1 while the output torque of the engine 30 is not amplified (that is, the outboard motor 10 is outside the torque amplification region). To 0).

  Since the initial value of the torque converter amplification determination flag is also set to 0, the determination in S110 is normally affirmed in the first program loop, and the process proceeds to S112 to determine whether the throttle valve 38 is driven in the valve opening direction (that is, the hull 12 Whether it is in a state of accelerating (hereinafter referred to as “accelerated state”). Specifically, the amount of change DTH of the throttle opening TH calculated above is compared with a predetermined value (threshold value) DTHref for throttle. When the amount of change DTH is equal to or greater than the predetermined value DTHref for throttle, the throttle valve 38 Is driven in the valve opening direction (in an acceleration state). Accordingly, the predetermined value DTHref for throttle is set to a value that can be determined to be in the acceleration state, for example, 0.5 deg.

  When the result in S112 is negative, that is, when it is determined that the hull 12 is traveling at a constant speed and is not in any state of deceleration or acceleration, the subsequent processing is skipped. The torque converter 44 is controlled in the lock-up off mode. In the lock-up off mode, the lock-up control valve 70 is demagnetized and the lock-up clutch 44d of the torque converter 44 is turned off. Thereby, the output torque of the engine 30 is amplified by the torque converter 44 and transmitted to the drive shaft 42, and the acceleration performance is improved.

  Next, the process proceeds to S116, where the bit of the torque converter amplification determination flag is set to 1, and the process proceeds to S118, where the bit of the trim-up permission flag (initial value 0, which will be described later) is set to 1. If the bit of the torque converter amplification determination flag is set to 1 in S116, the next and subsequent program executions are denied in S110, and the process proceeds to S120.

  In this way, when the bit of the torque converter amplification determination flag is set to 1, that is, when the outboard motor 10 is in the state of amplifying the output torque of the engine 30 by the torque converter 44 and accelerating the hull 12, in S 110. The processing after S120 is executed after being denied.

  In S120, the input rotational speed NIN and the output rotational speed NOUT of the torque converter 44 are detected (calculated). Since the input side of the torque converter 44 is connected to the crankshaft 52 of the engine 30, the input rotational speed NIN is the same as the engine rotational speed, and is thus detected (calculated) by counting the output pulses of the crank angle sensor 84. To do. The output rotational speed NOUT is detected (calculated) from the output of the drive shaft rotational speed sensor 86.

Next, in S122, the speed ratio e of the torque converter 44 is calculated from the input rotational speed NIN and the output rotational speed NOUT. Here, the speed ratio e is a value obtained by dividing the output rotational speed NOUT of the torque converter 44 by the input rotational speed NIN as shown in the following equation.
Speed ratio e = (output rotation speed NOUT) / (input rotation speed NIN)

  Next, the routine proceeds to S124, where it is determined whether or not the torque amplification region has ended in the torque converter 44 (specifically, whether or not the torque amplification region (acceleration region) has been saturated and acceleration has ended). Specifically, the calculated speed ratio e is compared with the specified value erefa, and when the speed ratio e is equal to or greater than the specified value erefa, in other words, when the specified value erefa is reached, the torque amplification region is completed. Judge. Therefore, the specified value refa is set to a value that can determine whether or not the torque amplification region has ended in the torque converter 44, for example, 0.7.

  When the result in S124 is affirmative, the program proceeds to S126, and a change amount DNIN of the input rotational speed NIN (in other words, a change amount (variation amount) of the engine speed) is calculated. The change amount DNIN is obtained by subtracting the current rotation speed NIN detected in the previous program loop from the current rotation speed NIN.

  Next, in S128, it is determined whether or not the speed (ship speed) of the hull 12 is stable near the maximum speed after the end of acceleration. This is because the absolute value of the calculated change DNIN of the input rotational speed NIN is compared with a predetermined value (threshold value) DNINref, and when the absolute value of the change DNIN is less than or equal to the predetermined value DNINref, the boat speed is near the highest speed. This is done by judging that it is stable. Therefore, the predetermined value DNINref is a value that can be determined to be a state in which the ship speed is near the maximum speed after the acceleration is finished and the driving state is stable, in other words, the change amount DNIN is relatively small. Set to 500 rpm.

  When the result in S128 is affirmative, the program proceeds to S130, and the torque converter 44 is controlled in the lock-up on mode. In the lock-up on mode, the lock-up control valve 70 is excited and the lock-up clutch 44d is turned on. Thereby, since the crankshaft 52 and the drive shaft 42 of the engine 30 are directly connected, no slip occurs in the torque converter 44. As a result, the ship speed reaches the maximum speed (in terms of engine performance), and the speed performance is improved. .

  After the process of S130, the process proceeds to S132, and the bit of the torque converter amplification determination flag is reset to 0. Next, the process proceeds to S134, where the bit of the torque converter accelerated determination flag is set to 1, and the process proceeds to S136, where the bit of the trim-up permission flag is reset to 0.

  As can be seen from the above, the torque converter accelerated determination flag is set to 1 when the acceleration using the torque amplification by the torque converter 44 is completed and the lock-up clutch 44d is turned on. The flag is reset to 0 as will be described later. Also, setting the bit of the trim-up permission flag to 1 means that the throttle valve 38 is driven in the valve opening direction to accelerate the hull 12 and is trimmed up according to the speed ratio e as will be described later. The fact that the execution of the vehicle is permitted to be reset to 0 means that the hull 12 is not in a state of accelerating and trimming is not necessary.

  If the determination in S124 and S128 is negative, it is determined that the torque amplification region by the torque converter 44 has not ended (saturated) or the speed of the hull 12 is not stable near the maximum speed. The process of S136 is skipped and the program is terminated. If the bit of the torque converter accelerated determination flag is set to 1 in S134, the process from S110 to S136 is skipped in S108 when the program is executed next time.

  On the other hand, when the result in S106 is affirmative, that is, when it is determined that the throttle valve 38 is driven in the valve closing direction (when the throttle valve 38 is in the decelerating state), the process proceeds to S138 and the torque converter 44 is controlled in the lock-up off mode. Then, the process proceeds to S140, and the bit of the torque converter amplification determination flag is set to 1. Thereafter, the process proceeds to S142, where the bit of the torque converter accelerated determination flag is reset to 0, and the process proceeds to S144, where the bit of the trim-up permission flag is also reset to 0.

  When the result in S100 is affirmative, that is, when the shift position is neutral, the process proceeds to S146, and the torque converter 44 is controlled in the lock-up on mode. Next, the process proceeds to S148, where the bit of the torque converter amplification determination flag is reset to 0, and the process proceeds to S150, S152 where the bits of the torque converter accelerated determination flag and the trim-up permission flag are also reset to 0.

  Returning to the description of the flowchart of FIG. 6, the process then proceeds to S12, in which it is determined whether or not to trim up the outboard motor 10.

  FIG. 8 is a sub-routine flow chart showing the trim-up execution determination process. As shown in FIG. 8, first, in S200, it is determined whether or not the bit of the trim-up permission flag is 1. When the result is affirmative in S200, in other words, when the throttle valve 38 is driven in the valve opening direction to accelerate the hull 12, the process proceeds to S202, and whether or not the torque amplification region in the torque converter 44 has just ended. (Specifically, whether the torque amplification region (acceleration region) is saturated and immediately before acceleration ends).

  Specifically, it is determined whether the speed ratio e of the torque converter 44 is equal to or greater than a predetermined value erefb and less than the specified value erefa, and immediately before the torque amplification region ends when the condition is satisfied. to decide. Accordingly, the predetermined value erefb is set to a value smaller than the specified value erefa, and is set to a value that can be determined to be immediately before the torque amplification region ends in the torque converter 44, for example, 0.6. In other words, the specified value erefa is set to a value larger than the predetermined value erefb.

  When the result in S202 is affirmative, the routine proceeds to S204, where the duty ratio of the trim-up signal is determined based on the speed ratio e of the torque converter 44. Since the trim-up speed is substantially proportional to the duty ratio of the trim-up signal, S204 corresponds to a process for determining the trim-up speed.

  The process of S204 is performed by searching the table value indicating the characteristic in FIG. 9 with the speed ratio e. FIG. 9 is a graph showing a table characteristic of the duty ratio of the trim-up signal with respect to the speed ratio e.

  As shown in the figure, the duty ratio of the trim-up signal is set to be inversely proportional to the speed ratio e of the torque converter 44. Specifically, when the speed ratio e is a predetermined value erefb, the duty ratio is set to 100%. It is set so that it gradually decreases as e increases, and is set to 25% when the speed ratio e is the specified value erefa.

  Next, in S206, the power tilt trim unit 26 is operated with the determined duty ratio of the trim-up signal to perform trim-up of the outboard motor 10, in other words, a predetermined speed corresponding to the duty ratio of the trim-up signal. Execute (start) trim up.

  Here, the predetermined speed will be described in detail. When the speed ratio e is the predetermined value erefb, that is, when the trim-up is started, the duty ratio of the trim-up signal is 100%. Therefore, the predetermined speed (initial speed) is Set to a relatively high value.

  Thereafter, when the speed ratio e increases or decreases, the predetermined speed is changed accordingly. Specifically, as the acceleration state continues and the speed ratio e increases and approaches the specified value refa, in other words, the duty ratio is gradually decreased as the end of acceleration approaches, Accordingly, the predetermined speed is gradually reduced. As described above, the trim-up of the outboard motor 10 is started at a relatively high predetermined speed, and is gradually decelerated as the speed ratio e increases.

  Returning to the explanation of FIG. 8, in the program loop after the trim-up is started in S206, when the speed ratio e further increases and reaches the specified value refa, the result in S202 is negative and the process proceeds to S208 to stop the trim-up. To do.

  Even when the speed ratio e of the torque converter 44 is less than the predetermined value erefb, a negative result is obtained in S202. However, in this case, since it is not the timing to start trim-up, the process proceeds to S208 described above to perform trim-up. Absent. When the result in S200 is NO, there is no need for trim-up, so that the process similarly proceeds to S208, and the program is terminated without executing trim-up.

  With this configuration, before the lock-up clutch 44d is turned on, the power tilt trim unit 26 is operated to start trim-up, thereby increasing the thrust of the hull 12 and increasing the boat speed. Can do. Since the trim-up is stopped when the speed ratio e reaches the specified value refa, the trim-up is stopped in synchronism with the turning on of the lock-up clutch 44d in the process of S130 described above.

  In S202, it is simultaneously determined whether or not the power tilt trim switch 106 is operated by the operator and a signal corresponding to an adjustment instruction such as a trim angle is input. Regardless of the speed ratio e, the power tilt trim unit 26 is operated according to the input signal. Thus, the boat operator can operate the power tilt trim unit 26 by operating the power tilt trim switch 106, and can always adjust the trim angle θtrm.

  FIG. 10 is a time chart for explaining the above processing, and FIG. 11 is an explanatory diagram for the above processing. In FIG. 11, symbol y indicates the front-rear direction of the outboard motor 10, symbol z indicates the vertical direction, symbol W indicates seawater or fresh water, and symbol S indicates the water surface. The front-rear direction y and the up-down direction z mean front-rear and up-down directions in the outboard motor 10, and depending on the tilt angle and trim angle of the outboard motor 10, they do not necessarily match the gravitational direction or the horizontal direction.

  Hereinafter, the time chart of FIG. 10 will be described with reference to FIG. 11. First, at time t1, the shift position is changed from neutral to in-gear by the operator's operation of the shift / throttle lever 102 (S100), and then the throttle valve 38 at time t2. Is driven in the valve opening direction and is determined to be in an accelerated state, the lockup clutch 44d is turned off (S112, S114). At this time, the bit of the trim-up permission flag is set to 1 (S118).

  In FIG. 11, at time t1, as shown in FIG. 11A, both the hull 12 and the outboard motor 10 are in a horizontal state, and when the boat speed increases due to acceleration after time t2, the hull 12 11 (b), the bow 12b is lifted while the stern 12a is sunk, so-called a hump state is obtained. As can be seen from the figure, the direction of the axis 56 a of the propeller shaft 56 at this time is not parallel to the traveling direction of the hull 12.

  After that, acceleration is continued, and when the speed ratio e of the torque converter 44 becomes equal to or greater than the predetermined value erefb (time point t3), trimming up of the outboard motor 10 is started at a predetermined speed (initial speed) (S202 to S206). Then, as shown from the time t3 to the time t4, the predetermined speed is changed according to the increase / decrease of the speed ratio e, more precisely, the predetermined speed is decreased as the speed ratio e increases.

  When the speed ratio e reaches the specified value erefa at time t4, the trim-up is stopped and the lockup clutch 44d is turned on (S124, S130, S202, S208). At this time, the bit of the trim-up permission flag is reset to 0 (S136).

  FIG. 11C shows a state in which the trim angle θtrm is adjusted to the angle β by the stop of the trim-up and the bow is lowered. As can be seen from the figure, the direction of the axis 56a of the propeller shaft 56 (in other words, the direction of thrust of the outboard motor 10) is adjusted by trimming up the outboard motor 10 and adjusting the trim angle θtrm to the angle β. Is substantially parallel to the advancing direction of the hull 12 and can increase the thrust of the hull 12 and can reduce the resistance of the hull 12 received from the water surface S, thereby increasing the speed of the hull 12.

  Thereafter, the shift / throttle lever 102 is operated by the operator, and when it is determined that the throttle valve 38 is driven in the valve closing direction (decelerated) at time t5, the lockup clutch 44d is turned off (S106). , S138).

  As described above, in the embodiment of the present invention, the drive shaft 42 connecting the internal combustion engine (engine) 30 and the propeller 60, the torque converter 44 inserted between the internal combustion engine and the drive shaft, and the hull In an outboard motor control device including a trim angle adjusting mechanism (power tilt trim unit) 26 that can adjust a trim angle θtrm with respect to 12 in a trim up / down direction, an input rotational speed NIN and an output rotational speed of the torque converter 44 Speed ratio calculating means for detecting NOUT and calculating a speed ratio e of the torque converter 44 from the detected input rotation speed NIN and output rotation speed NOUT (ECU 90. S10, S120, S122), and the calculated speed When the ratio e is equal to or greater than a predetermined value erefb, the trim angle adjusting mechanism 26 is operated to And trim angle adjusting mechanism actuating means (ECU 90; S12, S202 to S206) for changing the predetermined speed accordingly when the calculated speed ratio e increases or decreases. Configured.

  In this way, the speed ratio e of the torque converter 44 is calculated from the input rotational speed NIN and the output rotational speed NOUT of the torque converter 44, and the power tilt trim unit 26 is activated when the calculated speed ratio e is equal to or greater than the predetermined value erefb. Therefore, for example, the predetermined value erefb can be set to a value corresponding to a state immediately before the acceleration is finished and the lockup clutch 44d is turned on. Trim-up can be started before the lock-up clutch 44d is turned on, and the boat speed can be increased by increasing the thrust of the hull. As a result, even when the lockup clutch 44d is turned on after the acceleration is finished and the torque transmitted to the drive shaft 42 is reduced, the boat speed is increased by trimming up, so that the operator feels deceleration. In other words, the feeling of deceleration can be reduced.

  In addition, since the trim up is started at a predetermined speed and the calculated speed ratio e increases or decreases, the predetermined speed is changed accordingly. Therefore, the state of the hull 12 is determined based on the speed ratio e of the torque converter 44. (For example, whether or not the hull 12 is in a bowed-down state) can be trimmed up at an appropriate speed according to the state of the hull 12, and thus the vertical direction of the hull 12 generated at the time of trimming can be determined. Shake can be prevented.

  The trim angle adjusting mechanism actuating means is configured to decrease the predetermined speed as the calculated speed ratio e increases, that is, as the speed ratio e increases and the end of acceleration approaches. Thus, the trim-up speed is reduced, so that the trim-up can be executed at a speed suitable for the state of the hull 12, and thus the pitching of the hull 12 that occurs during trim-up can be reliably prevented.

  In addition, it includes throttle valve drive direction determining means (ECU 90, S10, S112) for determining whether or not the throttle valve 38 of the internal combustion engine 30 is driven in the valve opening direction, and the trim angle adjusting mechanism operating means includes: Since it is determined that the throttle valve 38 is driven in the valve opening direction and the calculated speed ratio e is equal to or greater than the predetermined value erefb, the trim-up is started (S200 to S206). When it is determined that the vehicle is accelerating reliably, the trim-up can be started, so that the feeling of deceleration that occurs after the end of acceleration can be effectively reduced.

  In addition, a switch (power tilt trim switch) 106 that can be manually operated by the operator is provided, and the trim angle adjusting mechanism operating means operates the trim angle adjusting mechanism 26 when the switch 106 is operated. With this configuration (S202), the boat operator can operate the power tilt trim unit 26 by operating the power tilt trim switch 106, so that the trim angle θtrm can always be adjusted.

  In the above description, the specific value erefa, the predetermined value erefb, the default value DNINref, the displacement of the engine 30, and the like are shown as specific values, but these are examples and are not limited.

  10 outboard motor, 12 hull, 26 power tilt trim unit (trim angle adjusting mechanism), 30 engine (internal combustion engine), 38 throttle valve, 42 drive shaft, 44 torque converter, 44d lock-up clutch, 60 propeller, 90 ECU ( Electronic control unit), 106 Power tilt trim switch (switch)

Claims (4)

A ship provided with a drive shaft for connecting an internal combustion engine and a propeller, a torque converter interposed between the internal combustion engine and the drive shaft, and a trim angle adjustment mechanism capable of adjusting a trim angle with respect to a hull in a trim up / down direction In the control device of the external unit,
a. Speed ratio calculating means for detecting an input rotation speed and an output rotation speed of the torque converter, and calculating a speed ratio of the torque converter from the detected input rotation speed and output rotation speed;
b. When the calculated speed ratio is greater than or equal to a predetermined value, the trim angle adjusting mechanism is operated to start the trim up at a predetermined speed. When the calculated speed ratio increases or decreases, the predetermined speed is increased accordingly. Trim angle adjusting mechanism operating means to be changed;
An outboard motor control device comprising:   2. The outboard motor control device according to claim 1, wherein the trim angle adjusting mechanism actuating means decreases the predetermined speed as the calculated speed ratio increases. c. Throttle valve drive direction determining means for determining whether or not the throttle valve of the internal combustion engine is driven in the valve opening direction;
And the trim angle adjusting mechanism actuating means determines that the throttle valve is driven in the valve opening direction and starts the trim-up when the calculated speed ratio is equal to or greater than the predetermined value. The outboard motor control apparatus according to claim 1 or 2, characterized in that: d. A switch that can be operated manually by the operator,
4. The outboard motor control according to claim 1, wherein the trim angle adjusting mechanism operating means operates the trim angle adjusting mechanism when the switch is operated. 5. apparatus.

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