JP2011183901A - Outboard motor control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an outboard motor control apparatus having a transmission and a trim angle adjusting mechanism capable of adjusting a trim angle, and capable of setting the trim angle after shifting to a second speed after finishing acceleration to an optimal value. <P>SOLUTION: This outboard motor control apparatus includes the transmission and the trim angle adjusting mechanism (a power tilt trim unit) capable of adjusting the trim angle θ. The second speed is selected by the transmission, and when a variation in throttle opening of an engine is a predetermined value or more, a speed is shifted to a first speed from the second speed by operating the transmission (the time t1), and after shifting to the first speed, when an engine speed NE is a predetermined engine speed NE1 or more, the speed is shifted to the second speed from the first speed (the time t2), and after shifting to the second speed, trim-up is started by operating the trim angle adjusting mechanism (the time t2), and afterwards, when a variation in the engine speed falls within a predetermined range, the trim-up is stopped (the time t3). <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 transmission.

  In recent years, in outboard motors, a technique has been proposed in which a transmission is inserted in a power transmission shaft between an internal combustion engine and a propeller mounted thereon, and the output of the internal combustion engine is shifted and transmitted to the propeller (for example, Patent Document 1). In the technique described in Patent Document 1, when the throttle lever is operated by the operator to accelerate the ship, the transmission gear stage (speed ratio) is changed from the second speed to the first speed, and transmitted to the propeller. The torque is amplified to improve the acceleration performance, and when the rotation speed of the internal combustion engine subsequently increases and the acceleration is completed, the gear position is returned from the first speed to the second speed. In addition to the above-described transmission, an outboard motor having a trim angle adjusting mechanism capable of adjusting a trim angle with respect to the hull is also known.

JP 2009-190671 A

  By the way, when returning the gear position from the first speed to the second speed as described above, the trim angle adjustment mechanism is operated to trim the outboard motor in order to reach the maximum speed of the ship, and the trim angle is set to a predetermined angle. It may be possible to adjust to However, since this predetermined angle is a value set in advance, for example, depending on the size of the pitch of the hull or propeller, there is a problem that trim-up stops before the speed reaches the maximum speed. was there.

  Accordingly, the object of the present invention is to solve the above-mentioned problems, and to provide a trim angle adjusting mechanism capable of adjusting a trim angle and a transmission, and an optimum value of the trim angle after shifting to the second speed after the acceleration is finished. It is an object of the present invention to provide an outboard motor control device that can be set to the above.

  In order to solve the above-described problem, in claim 1, the internal combustion engine has a gear stage composed of at least a first speed and a second speed, and is inserted into a power transmission shaft between the internal combustion engine and the propeller. A control device for an outboard motor comprising: a transmission that shifts the output of the engine at a selected gear position and transmits the output to the propeller; and a trim angle adjustment mechanism that can adjust a trim angle with respect to a hull by trimming up / down. Throttle opening amount change detecting means for detecting a change amount of the throttle opening of the internal combustion engine, engine speed detecting means for detecting the engine speed of the internal combustion engine, and calculating the detected change amount of the engine speed When the second speed is selected and the detected amount of change in the throttle opening is equal to or greater than a predetermined value, the transmission is operated to change the engine speed change amount calculating means to perform the second speed from the second speed. A first-speed transmission means for shifting to a high speed, and when the detected engine speed is equal to or greater than a predetermined speed after the first-speed transmission means has shifted to the first speed, the first speed is changed to the second speed. A second-speed transmission means, a trim-up start means for starting the trim-up by operating the trim angle adjusting mechanism after being shifted to the second speed by the second-speed transmission means, and the trim-up start means by the trim-up start means Trim-up stopping means for stopping the trim-up is provided when the calculated amount of change in the engine speed is within a predetermined range after the start-up is started.

  In the outboard motor control apparatus according to claim 2, the trim angle when the trim-up is stopped by the trim-up stop means is stored, and the stored trim angle at the next trim-up is stored. Trim-up control means for controlling the operation of the trim angle adjusting mechanism is provided.

  In the outboard motor control apparatus according to claim 3, the transmission has a shift stage including at least a first speed, a second speed, and a third speed, and the trim-up stopping means stops the trim-up. Thereafter, when the detected engine speed is equal to or higher than a second predetermined speed, a third speed transmission means for shifting from the second speed to the third speed, and after the third speed transmission means has shifted to the third speed A trim down starting means for operating the trim angle adjusting mechanism to start the trim down; and after the trim down is started by the trim down starting means, the calculated change amount of the engine speed is a second value. And trim-down stop means for stopping the trim-down when in the predetermined range.

  In the outboard motor control apparatus according to claim 4, the trim angle when the trim down is stopped by the trim down stop means is stored, and the stored trim angle at the next trim down is stored. Trim down control means for controlling the operation of the trim angle adjusting mechanism is provided.

  In the outboard motor control apparatus according to claim 1, when the second speed is selected by the transmission and the amount of change in the throttle opening of the internal combustion engine is equal to or greater than a predetermined value (in other words, the internal combustion engine Acceleration is instructed), the transmission is operated to change the speed from the second speed to the first speed, and after the speed change to the first speed, when the engine speed is equal to or higher than the predetermined speed, the first speed is changed to the second speed. In addition, after the gear is shifted to the second speed, the trim angle adjustment mechanism is operated to start trim-up, and then the trim-up is stopped when the amount of change in the engine speed is within a predetermined range. Therefore, for example, when the amount of change in the engine speed indicates a value that can be estimated that acceleration has ended and the boat speed has reached the maximum speed, it is possible to stop trim-up, and thus acceleration ends. Optimum trim angle after shifting to 2nd gear It can be set to a value.

  In the outboard motor control apparatus according to the second aspect, the trim angle when the trim-up is stopped by the trim-up stop means is stored so that the trim angle stored at the next trim-up is obtained. The trim angle adjusting mechanism is controlled so that the trim angle at which trim-up should be stopped is stored and learning control is performed. The trim angle can be surely set to an optimum value.

  In the outboard motor control apparatus according to the third aspect, the transmission has a shift stage including at least a first speed, a second speed, and a third speed, and after the trim-up is stopped, the engine speed is the first speed. When the speed is equal to or greater than a predetermined speed of 2, the speed is changed from the 2nd speed to the 3rd speed, and after the speed is changed to the 3rd speed, the trim angle adjustment mechanism is operated to start trim down. Since the trim down is stopped when the engine speed is within the predetermined range, the change in the engine speed reaches, for example, near the maximum speed when the engine speed is changed to the third speed. It is possible to stop the trim down, so that the trim angle after shifting to the third speed can be set to an optimum value. Further, by setting the trim angle after shifting to the third speed to an optimum value at which the boat speed becomes the maximum speed, the fuel consumption of the internal combustion engine can be reduced, in other words, the fuel consumption can be improved.

  In the outboard motor control apparatus according to the fourth aspect, the trim angle when the trim down is stopped by the trim down stop means is stored, so that the trim angle stored at the next trim down is obtained. Since the trim angle adjustment mechanism is configured to control the operation of the trim angle adjusting mechanism, that is, the trim angle at which the trim down should be stopped is stored and learned and controlled. It is possible to ensure that the trim angle when performing is optimal.

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 a hydraulic circuit diagram schematically showing a hydraulic circuit of the speed change mechanism shown in FIG. 2. 2 is a flowchart showing a shift control operation and a trim angle control operation of the electronic control unit shown in FIG. 1. FIG. 6 is a sub-routine flow chart of a shift speed determination process shown in FIG. 5. 6 is a sub-routine flowchart of the second-speed learning trim angle determination process shown in FIG. 5. FIG. 6 is a sub-routine flowchart of the third-speed learning trim angle determination process shown in FIG. 5. 6 is a sub-routine flow chart of learning trim angle determination determination processing shown in FIG. 5. FIG. 6 is a sub-routine flowchart of the second-speed trim-up execution determination process shown in FIG. 5. 6 is a sub-routine flowchart of the third speed trim down execution determination process shown in FIG. 5. 6 is a sub-routine flowchart of the initial trim down execution determination process shown in FIG. 5. FIG. 13 is a time chart for explaining the processing of the flow charts of FIGS. It is explanatory drawing explaining the process of the flowchart of FIGS. 5-12.

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

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

  1 to 3, reference numeral 1 denotes a ship in which an outboard motor 10 is mounted on a hull (hull) 12. The outboard motor 10 is attached to the stern (stern) 12a of the hull 12 via the swivel case 14, the tilting shaft 16, and the stern bracket 18, as shown well in FIG.

  In the vicinity of the swivel case 14, a steering electric motor 22 that drives a shaft portion 20 that is housed in the swivel case 14 so as to be rotatable about a vertical axis, and a tilt angle and trim for the hull 12 of the outboard motor 10. A power tilt trim unit (trim angle adjustment mechanism, hereinafter referred to as “trim unit”) 24 capable of adjusting the angle by tilting up / down and trimming up / down is disposed. The rotation output of the steering electric motor 22 is transmitted to the shaft portion 20 via the reduction gear mechanism 26 and the mount frame 28, and thus the outboard motor 10 is moved left and right (around the vertical axis) with the shaft portion 20 as a turning axis. Steered.

  The trim unit 24 is integrally provided with a hydraulic cylinder 24a for adjusting the tilt angle and a hydraulic cylinder 24b for adjusting the trim angle. By extending and contracting the hydraulic cylinders 24a and 24b, the swivel case 14 uses the tilting shaft 16 as a rotation axis. Rotated, the outboard motor 10 is tilted up / down or trimmed up / down. The hydraulic cylinders 24a and 24b are connected to a hydraulic circuit (not shown) disposed in the outboard motor 10 and are expanded and contracted by the supply of hydraulic oil.

  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 a throttle electric motor 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 via 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 (engine speed) is adjusted by metering.

  The outboard motor 10 is supported rotatably around a horizontal axis, and a propeller 42 is attached to one end thereof, and a propeller shaft (power transmission shaft) 44 that transmits the power of the engine 30 to the propeller 42, A transmission (automatic transmission) 46 having a plurality of shift speeds including first speed, second speed, and third speed is provided between the propeller shafts 44.

  The propeller shaft 44 is disposed so that the axis 44a thereof is substantially parallel to the traveling direction of the ship 1 in the initial state of the trim unit 24 (the trim angle θ is the initial angle). The transmission 46 includes a transmission mechanism 50 that can switch a plurality of shift speeds, and a shift mechanism 52 that can switch a shift position to a forward position, a reverse position, and a neutral position.

  FIG. 4 is a hydraulic circuit diagram schematically showing a hydraulic circuit of the speed change mechanism 50.

  As shown in FIGS. 2 and 4, the speed change mechanism 50 includes an input shaft 54 connected to a crankshaft (not shown) of the engine 30, a countershaft 56 connected to the input shaft 54 via a gear, The output shaft 58 is connected to the counter shaft 56 via a plurality of gears, and is composed of a parallel shaft type stepped transmission mechanism.

  A hydraulic pump (gear pump; only shown in FIG. 2) 60 that pumps hydraulic oil (lubricating oil, oil) to a later-described hydraulic clutch and a lubricating portion is connected to the countershaft 56. The shafts 54, 56, 58 and the hydraulic pump 60 are accommodated in a case 62 (shown only in FIG. 2). The lower part of the case 62 constitutes an oil pan 62a that receives hydraulic oil.

  In the speed change mechanism 50 configured as described above, a gear arranged on a shaft so as to be relatively rotatable is fixed on the shaft by a speed change clutch. Any one of the gears is selected (established), and the output of the engine 30 is shifted at the selected gear and transmitted to the propeller 42 via the shift mechanism 52 and the propeller shaft 44. The gear ratio of each gear stage is set so that the first speed is the largest and the second speed and the third speed become smaller.

  The transmission mechanism 50 will be specifically described. As shown in FIG. 4, an input primary gear 64 is supported on the input shaft 54. A counter primary gear 66, a counter first speed gear 68, a counter second speed gear 70, and a counter third speed gear 72 that mesh with the input primary gear 64 are supported on the counter shaft 56.

  The output shaft 58 has an output first speed gear 74 meshed with the counter first speed gear 68, an output second speed gear 76 meshed with the counter second speed gear 70, and an output third speed meshed with the counter third speed gear 72. The gear 78 is supported.

  In the above description, when the output first speed gear 74 supported rotatably on the output shaft 58 is coupled to the output shaft 58 by the first speed clutch C1, the first speed (gear, gear stage) is established. The first-speed clutch C1 is a one-way clutch, and hydraulic pressure is supplied to the second-speed or third-speed hydraulic clutches C2 and C3, which will be described later, to establish the second-speed or third-speed, and the rotational speed of the output shaft 58 is output. The first output gear 74 is configured to idle when it becomes larger than that of the first gear 74.

  When the counter second-speed gear 70 supported rotatably on the counter shaft 56 is coupled to the counter shaft 56 by the second-speed hydraulic clutch C2, the second speed (gear, gear stage) is established. Further, when the counter third speed gear 72 supported rotatably on the counter shaft 56 is coupled to the counter shaft 56 by the third speed hydraulic clutch C3, the third speed (gear, gear stage) is established. The hydraulic clutches C2 and C3 connect the gears 70 and 72 to the counter shaft 56 when hydraulic pressure is supplied, and idle the gears 70 and 72 when hydraulic pressure is not supplied.

  Thus, the coupling between the gear and the shaft by the clutches C1, C2, and C3 is performed by controlling the hydraulic pressure supplied from the hydraulic pump 60 to the hydraulic clutches C2 and C3.

  Referring to FIG. 4, when the hydraulic pump 60 is driven by the engine 30, the hydraulic oil in the oil pan 62a is pumped up through the oil passage 80a and the strainer 82, and is discharged from the discharge port 60a through the oil passage 80b. The first switching valve 84a is sent to the first and second electromagnetic solenoid valves (linear solenoid valves) 86a and 86b via the oil passages 80c and 80d.

  A second switching valve 84b is connected to the first switching valve 84a via an oil passage 80e. A movable spool is accommodated in each of the first and second switching valves 84a and 84b, and the spool is biased to the other end side by a spring on one end side (left end in the figure). The other end side is connected to the first and second electromagnetic solenoid valves 86a and 86b through oil passages 80f and 80g.

  Accordingly, when the first electromagnetic solenoid valve 86a is energized (turned on), the spool accommodated therein is displaced, and the hydraulic pressure supplied from the hydraulic pump 60 via the oil passage 80c is changed by the first switching valve 84a. Output to the other end of the spool. As a result, the spool of the first switching valve 84a is displaced to one end side, so that the hydraulic oil in the oil passage 80b is sent to the oil passage 80e.

  Similarly to the first electromagnetic solenoid valve 86a, the second electromagnetic solenoid valve 86b has its spool displaced when energized (turned on), and the hydraulic pressure supplied from the hydraulic pump 60 via the oil passage 80d is the second switching valve. It is output to the other end side of 84b. As a result, the spool of the second switching valve 84b is displaced to one end side, so that the hydraulic oil in the oil passage 80e is supplied to the second speed hydraulic clutch C2 via the oil passage 80h. On the other hand, when the second electromagnetic solenoid valve 86b is not energized (turned off) and the hydraulic pressure is not output to the other end of the second switching valve 84b, the hydraulic fluid in the oil passage 80e is hydraulically supplied through the oil passage 80i. It is supplied to the clutch C3.

  That is, when both the first and second electromagnetic solenoid valves 86a and 86b are turned off, no hydraulic pressure is supplied to either of the hydraulic clutches C2 and C3, and therefore the output first speed gear 74 and the output shaft 58 are connected to the first speed clutch. Combined with C1, the first speed is established.

  When both the first and second electromagnetic solenoid valves 86a and 86b are turned on, the hydraulic pressure is supplied to the second-speed hydraulic clutch C2, so that the counter second-speed gear 70 and the counter shaft 56 are coupled to increase the second speed. Establish. Further, when the first electromagnetic solenoid valve 86a is turned on and the second electromagnetic solenoid valve 86b is turned off, the hydraulic pressure is supplied to the third-speed hydraulic clutch C3, so that the counter third-speed gear 72 and the counter shaft 56 are coupled. The third speed is established. In this way, by controlling on / off of the first and second switching valves 84a and 84b, the gear position of the transmission 46 is selected (shift control is performed).

  The hydraulic oil (lubricating oil) from the hydraulic pump 60 is also supplied to lubricating parts (for example, shafts 54, 56, and 58) via the oil passages 80b and 80j, the regulator valve 88, and the relief valve 90. Further, an oil passage 80k for pressure release is appropriately connected to the first and second switching valves 84a and 84b and the first and second electromagnetic solenoid valves 86a and 86b, respectively.

  Returning to the description of FIG. 2, the shift mechanism 52 is connected to the shaft 58 of the speed change mechanism 50, and is arranged parallel to the vertical axis and rotatably supported, and the shaft 52a. The forward bevel gear 52b and the reverse bevel gear 52c that are connected to each other and rotated, and the clutch 52d that allows the propeller shaft 44 to engage with either the forward bevel gear 52b or the reverse bevel gear 52c.

  A shift electric motor 92 for driving the shift mechanism 52 is disposed inside the engine cover 32, and its output shaft is freely connectable to the upper end of the shift rod 52 e of the shift mechanism 52 via the reduction gear mechanism 94. By driving the shift electric motor 92, the shift rod 52e and the shift slider 52f are appropriately displaced, thereby operating the clutch 52d to switch the shift position among the forward position, the reverse position, and the neutral position.

  When the shift position is the forward position or the reverse position, the rotation of the shaft 58 of the speed change mechanism 50 is transmitted to the propeller shaft 44 via the shift mechanism 52, so that the propeller 42 is rotated and the hull 12 is moved forward or backward. Produces thrust. 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 22, 40, 92 and the like.

  As shown in FIG. 3, a throttle opening sensor (throttle opening change amount detecting means) 96 is disposed in the vicinity of the throttle valve 38, and generates an output indicating the opening (throttle opening) TH of the throttle valve 38. A neutral switch 100 is disposed near the shift rod 52e, and outputs an ON signal when the shift position of the transmission 46 is in the neutral position and an OFF signal when the shift position is in the forward position or the reverse position. A crank angle sensor (engine speed detection means) 102 is attached in the vicinity of the crankshaft of the engine 30 and outputs a pulse signal for each predetermined crank angle.

  A trim angle sensor (specifically, a rotation angle sensor such as a rotary encoder) 104 is disposed near the tilting shaft 16, and the trim angle θ of the outboard motor 10 (around the pitch axis of the outboard motor 10 with respect to the hull 12). Output in accordance with the rotation angle).

  The outputs of the sensors and switches described above are input to an electronic control unit (hereinafter referred to as “ECU”) 110 mounted on the outboard motor 10. The ECU 110 is composed of a microcomputer equipped with a CPU, ROM, RAM, and the like, and is disposed inside the engine cover 32 of the outboard motor 10.

  As shown in FIG. 1, a steering wheel 114 that can be rotated by a marine vessel operator (not shown) is disposed near the cockpit 112 of the hull 12. A steering angle sensor 116 is attached to a shaft (not shown) of the steering wheel 114 and outputs a signal corresponding to the steering angle of the steering wheel 114 input by the operator.

  A remote control box 120 is disposed in the vicinity of the cockpit 112, and a shift / throttle lever (throttle lever) 122 that is disposed so as to be freely operated by the operator is provided there. The lever 122 is swingable in the front-rear direction from the initial position, and inputs a forward / reverse switching instruction from the vessel operator and an engine speed adjustment instruction including an acceleration / deceleration instruction for the engine 30. A lever position sensor 124 is attached inside the remote control box 120 and outputs a signal corresponding to the position of the lever 122.

  An acceleration sensor 126 that detects acceleration acting on the hull 12 is disposed near the cockpit 112 and at the center of gravity of the hull 12. The acceleration sensor 126 generates an output indicating acceleration acting in the vertical direction (gravity axis direction) of the hull 12 or the like.

  Further, a switch 130 for inputting a fuel consumption reduction instruction for reducing the fuel consumption (fuel consumption) of the engine 30 is provided near the cockpit 112 so as to be manually operated by the operator. The switch 130 is operated (pressed) when the operator wants to travel with emphasis on fuel consumption, and outputs a signal (ON signal) indicating a fuel consumption reduction instruction when operated. The outputs of these sensors 116, 124, 126 and switch 130 are also input to ECU 110.

  The ECU 110 controls the operation of each of the electric motors 22, 40, 92 based on the input sensor output and the like, and also performs the shift control of the transmission 46 and the trim angle control that adjusts the trim angle θ by the trim unit 24. As described above, the outboard motor control apparatus according to this embodiment is a DBW (Drive By Wire) system apparatus in which the operation system (the steering wheel 114 and the lever 122) and the outboard motor 10 are disconnected mechanically. It is.

  FIG. 5 is a flowchart showing the shift control operation and trim angle control operation of the ECU 110. The illustrated program is executed by the ECU 110 every predetermined cycle (for example, 100 msec).

  In the following, first, in S10, a gear position determination process for determining which of the first to third gear positions of the transmission 46 should be selected is performed.

  FIG. 6 is a sub-routine flowchart showing the shift speed determination process. As shown in the figure, in S100, it is determined whether or not the shift position of the transmission 46 is in the neutral position. This determination is made by detecting whether or not an ON signal is output from the neutral switch 100. When the result in S100 is negative (during in-gear), the process proceeds to S102, the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 96, and the process proceeds to S104 for a predetermined time of the detected throttle opening TH (for example, A change amount (variation amount) DTH per 500 msec) is detected (calculated).

  Next, in S106, it is determined whether or not the operator has instructed the engine 30 to decelerate, in other words, whether or not the engine 30 is in an operating state in which the ship 1 is decelerated. This determination is performed by determining whether or not the throttle valve 38 is driven in the valve closing direction. Specifically, when the change amount DTH of the throttle opening is less than a predetermined deceleration determination value DTHa (for example, −0.5 deg) set to a negative value, the throttle valve 38 is driven in the valve closing direction. It is determined that deceleration is instructed.

  When the result in S106 is negative, the program proceeds to S108, where the output pulse of the crank angle sensor 102 is counted to detect (calculate) the engine speed NE, and the program proceeds to S110, where the detected change amount (variation amount) of the engine speed NE is detected. ) DNE is detected (calculated). The change amount DNE is obtained by subtracting the currently detected engine speed NE from the engine speed NE detected in the previous program loop.

  Next, the routine proceeds to S112, where it is determined whether or not the bit of the post-acceleration 3rd speed shift flag (hereinafter referred to as “3rd speed shift flag”) indicating that the speed has been shifted to the 3rd speed after completion of acceleration is 0. Since the initial value of the 3rd speed shift flag is set to 0, the determination in S112 is normally affirmed in the first program loop, and the process proceeds to S114.

  In S114, it is determined whether or not the bit of the post-acceleration 2nd speed completed flag (hereinafter referred to as "2nd speed shift flag") is 0. As will be described later, this flag bit is set to 1 when shifting from 1st to 2nd after the end of acceleration, and is reset to 0 otherwise.

  Since the initial value of the second speed shift flag is also set to 0, the determination in S114 is normally affirmed in the first program loop and the process proceeds to S116, where the engine speed NE is equal to or higher than the first predetermined speed (predetermined speed) NE1. Judge whether or not. The first predetermined rotational speed NE1 will be described later.

  Usually, in the program loop immediately after the engine is started, the engine speed NE is less than the first predetermined speed NE1, so the determination in S116 is negative and the process proceeds to S118. In S118, it is determined whether or not the bit of the acceleration determination flag (described later, “acceleration flag” in the figure) is 0. Since the initial value of the determination flag during acceleration is also set to 0, the determination here is affirmed in the first program loop, and the process proceeds to S120.

  In S120, whether or not acceleration (accurately, sudden acceleration) is instructed by the operator to the engine 30, in other words, whether the engine 30 is in an operating state in which the marine vessel 1 is accelerated (accurately, suddenly accelerated). Judge whether or not. Specifically, this determination is performed by determining whether or not the throttle valve 38 is rapidly driven in the valve opening direction.

  Specifically, the change amount DTH of the throttle opening detected in S104 is compared with a predetermined value (predetermined value) DTHb for acceleration determination. When the change amount DTH is equal to or larger than the predetermined value DTHb, the throttle valve 38 is opened. It is determined that acceleration is instructed. Accordingly, the predetermined value DTHb is a value (positive value) that is larger than the predetermined value DTHa for deceleration determination, and is set to a value that can determine that an instruction for acceleration has been given, for example, 0.5 deg.

  If NO in S120, that is, if the engine 30 is not instructed to accelerate / decelerate, the process proceeds to S122, and the first and second electromagnetic solenoid valves 86a and 86b (shown as "first SOL" and "second SOL" in the figure) are displayed. Both are turned on and the second speed is selected in the transmission 46, and then the process proceeds to S124, and the bit of the acceleration determination flag is reset to zero.

  On the other hand, when the result in S120 is affirmative, the routine proceeds to S126, where the transmission 46 is operated, specifically, the first and second electromagnetic solenoid valves 86a and 86b are both turned off to change the gear position from the second speed to the first speed. Shift (shift down). As a result, the output torque of the engine 30 is amplified by the transmission 46 (precisely, the transmission mechanism 50) shifted down to the first speed and transmitted to the propeller 42 via the propeller shaft 44. To rise.

  Next, in S128, the bit of the acceleration determination flag is set to 1. That is, this flag is set to 1 when the change amount DTH of the throttle opening is equal to or greater than the predetermined value DTHb for determining acceleration and the gear position is changed from the second speed to the first speed, and is set to 0 otherwise. Reset to. When the bit of this flag is set to 1, the next time program execution is denied in S118 and the process of S120 is skipped.

  As described above, since the gear position is set to the second speed during normal operation after the engine 30 is started until acceleration is instructed, the convenience of the outboard motor 10 other than the rapid acceleration can be improved. It can be equivalent to an outboard motor not equipped with.

  Next, in S130, the bit of the second speed trim flag (initial value 0) is set to 1, and the program is terminated. That is, when the bit of the second speed trim flag is set to 1, the change amount DTH of the throttle opening is equal to or greater than a predetermined value DTHb for determining acceleration, and the gear stage of the transmission 46 is shifted to the first speed. The fact that trim-up is performed in the speed trim-up execution determination process and resetting to zero means that trim-up is not necessary, for example, the engine 30 is instructed to decelerate.

  After the speed of the transmission 46 is changed to the first speed, the engine speed NE gradually increases, and when the acceleration using the torque amplification at the first speed is finished (when the acceleration region is saturated), the engine speed NE is increased. Reaches the first predetermined rotational speed (predetermined rotational speed) NE1, and is therefore affirmed in the determination of S116 and proceeds to the processing after S132. Accordingly, the first predetermined rotational speed NE1 is set to a relatively high value, and specifically, a value (for example, 6000 rpm) at which it can be determined that the acceleration at the first speed has ended.

  In S132, it is determined whether or not the engine speed NE is stable, in other words, whether or not the engine 30 is in a stable operating state. This determination is performed by comparing the absolute value of the change amount DNE of the engine speed with the first predetermined value DNE1, and when the absolute value of the change amount DNE is less than the first predetermined value DNE1, the engine speed NE is determined. Is determined to be stable. Accordingly, the predetermined value DNE1 is set to a value that can determine that the engine speed NE is stable and the change amount DNE is relatively small, for example, 500 rpm.

  When the result in S132 is negative, the program is terminated while maintaining the first speed. When the result is affirmative, the program proceeds to S134 and both the first and second electromagnetic solenoid valves 86a and 86b are turned on to set the gear position of the transmission 46 to 1. The speed is changed (shifted up) from the second speed to the second speed, and the process proceeds to S136 to set the bit of the second speed shift flag to 1. As a result, the rotational speeds of the drive shaft 52a and the propeller shaft 44 are increased, and as a result, the boat speed is also increased and the speed is improved.

  If the bit of the 2nd speed shift flag is set to 1 in S136, the next program execution is denied in S114 and the process proceeds to S138. As described above, the processing after S138 is executed when the bit of the 2nd speed shift flag is set to 1, in other words, when shifting to the 2nd speed after the acceleration at the 1st speed is completed.

  In S138, it is determined whether or not the switch 130 is outputting an ON signal, that is, whether or not the operator has instructed to reduce the fuel consumption of the engine 30. When the result in S138 is negative, the program proceeds to S140, in which it is determined whether or not the value of a trim-up restart timer (described later) has exceeded a value indicating a predetermined time. Since the initial value of the timer is 0, the determination here is negative and the process proceeds to S142 to determine whether pitching (pitch) has occurred in the hull 12 or not.

  The determination of the occurrence of pitching is performed based on the output of the acceleration sensor 126. Specifically, the vibration acceleration Gz acting in the vertical direction of the hull 12 is detected (calculated) based on the output of the acceleration sensor 126, the absolute value of the vibration acceleration Gz is compared with the allowable range, and Gz is within the allowable range. When no state is continuously detected a plurality of times (for example, twice), it is determined that pitching has occurred. The allowable range is set to a range in which it can be determined that the vertical vibration of the hull 12 is relatively small and the hull 12 is not pitched, for example, a range of 0 to 0.5G.

  When the result in S142 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S144 to reset the bit of the second speed trim flag to 0. Thereby, trim-up is stopped by the second-speed trim-up execution determination process described later. Next, in S146, the trim-up restart timer (up counter) described above is started and the elapsed time since the trim-up was stopped is measured.

  In the next and subsequent program loops, when the result in S140 is affirmative, that is, when the predetermined time has elapsed after stopping the trim-up, the process proceeds to S148, and the same occurrence of pitching as in S142 is determined again. When the result in S148 is negative, the program proceeds to S150, where the bit of the second speed trim flag is set to 1, and the program proceeds to S152 to reset the timer value to 0.

  Thereby, trim-up is restarted by the second-speed trim-up execution determination process described later. Therefore, the predetermined time described above is set to a value (for example, 5 sec) at which it can be determined that the trimming that has been temporarily stopped due to the occurrence of pitching may be resumed without pitching. When the result in S148 is affirmative, the processes of S150 and S152 are skipped.

  On the other hand, when the result in S138 is affirmative, the program proceeds to S154, in which it is determined whether or not the engine speed NE is equal to or higher than a second predetermined speed NE2. The second predetermined rotational speed NE2 is a value slightly lower than the first predetermined rotational speed NE1, and is set to a value that can be determined to be able to shift to the third speed, for example, 5000 rpm, as will be described later.

  When the result in S154 is affirmative, the program proceeds to S156, where it is determined whether the engine speed NE is stable as in S132. That is, the absolute value of the engine speed change amount DNE is compared with the second predetermined value DNE2, and if it is less than the predetermined value DNE2, it is determined that the engine speed NE is stable. Therefore, the predetermined value DNE2 is set to a value that can determine that the change amount DNE is relatively small and the engine speed NE is stable, for example, 500 rpm.

  If NO in S156 or NO in S154, the process proceeds to S140 described above. If YES in S156, the process proceeds to S158, in which the first electromagnetic solenoid valve 86a is turned on and the second electromagnetic solenoid valve 86b is turned off to change the speed. The gear stage of the machine 46 is changed (shifted up) from the second speed to the third speed. As a result, the engine speed NE decreases, so that the fuel consumption of the engine 30 is reduced, in other words, fuel efficiency is improved.

  Next, in S160, the bit of the second speed shift flag is reset to 0, and in S162, the bit of the third speed shift flag is set to 1. Thus, the 3rd speed shift flag is set to 1 when shifting from 2nd speed to 3rd speed after completion of acceleration, and is reset to 0 otherwise.

  Next, in S164, the bit of the third speed trim flag (initial value 0) is set to 1. Setting the bit of this flag to 1 means that the gear stage is shifted to the 3rd speed, and that the trim down is performed in the 3rd speed trim down execution determination process described later. Means unnecessary or terminated. When the program is executed after the bit of the 3rd speed shift flag is set to 1 in S162, the result in S112 is negative, and the process from S158 to S164 is executed and the program is terminated with the 3rd speed.

  If the determination in S106 is affirmative, that is, if the change amount DTH of the throttle opening is less than the predetermined value DTHa for deceleration determination, the process proceeds to S166 and both the first and second electromagnetic solenoid valves 86a and 86b are turned on. The speed of the transmission 46 is changed to the second speed. Thereafter, the process proceeds to S168, S170, S172, and the bits of the second speed shift flag, the third speed shift flag, and the acceleration determination flag are all reset to zero.

  Next, in S174, the bit of the second speed trim flag is reset to 0, and in S176, the bit of the initial trim flag (initial value 0) is set to 1. Setting the bit of the initial trim flag to 1 means that the trim unit 24 must be operated to set the trim angle θ to the initial angle (specifically, 0 deg), and reset to 0. It means that it is not necessary.

  When the lever 122 is operated by the operator and the shift position of the transmission 46 is switched to the neutral position, the result in S100 is affirmative and the process proceeds to S178, where the first and second electromagnetic solenoid valves 86a and 86b are turned off to change the speed. The gear 46 of the machine 46 is changed from the second speed to the first speed.

  Returning to the description of the flow chart of FIG. 5, the process then proceeds to S12, where the trim angle when the shift speed is the second speed and the boat speed reaches the maximum speed is stored (learned) and the second trim learning trim angle δ is obtained. Then, the process proceeds to S14, where the trim angle when the boat speed reaches the maximum speed at the third speed is stored, and the third trim learning trim angle ε is determined.

  FIG. 7 is a sub-routine flow chart showing the second-speed learning trim angle determining process, and FIG. 8 is a sub-routine flowchart showing the third-speed learning trim angle determining process.

  As shown in FIG. 7, first, in S200, it is determined whether or not the current shift speed is the second speed. When the result in S200 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S202, and it is determined whether or not the throttle opening TH is the maximum throttle opening.

  When the result in S202 is affirmative, the program proceeds to S204, in which it is determined whether the throttle opening TH is stable (is not changing). This determination is made by comparing the absolute value of the change amount DTH of the throttle opening with a predetermined value DTHc for determining the change amount. When the absolute value of the change amount DTH is less than or equal to the predetermined value DTHc, the throttle opening TH is Judge that it is stable. Therefore, the predetermined value DTHc is set to a value that can be determined that the throttle opening TH is stable, in other words, the change amount DTH is relatively small, for example, 2 deg.

  When the determination in S204 or S202 is negative, the subsequent processing is skipped, while when the determination in S204 is positive, in other words, the throttle opening TH is stabilized at the maximum throttle opening, and the engine 30 increases the speed of the ship 1. When it is in the operating state that allows the maximum speed to be reached, the process proceeds to S206, and it is determined whether or not the engine speed change amount DNE exceeds a third predetermined value DNE3 set to a positive value (for example, 500 rpm).

  Since the process of S206 is first executed immediately after it is determined in S204 that the engine 30 is in the above-described operating state, the amount of change DNE is large on the positive side, and therefore, generally affirmed and proceeds to S208. The trim unit 24 is operated to perform trim-up, more precisely, trim-up is started. The ship speed increases with the start of this trim-up.

  On the other hand, when the result in S206 is negative, the program proceeds to S210, in which it is determined whether or not the engine speed change amount DNE is less than a fourth predetermined value DNE4 set to a negative value (for example, -500 rpm). If the result in S210 is affirmative, it means that the trim angle θ has become excessive due to, for example, the trim-up performed in S208, and in such a case, the process proceeds to S212 and trim-down is performed to perform the trim angle θ. Is adjusted appropriately.

  When the result in S210 is NO, in other words, the engine speed change amount DNE is within a predetermined range defined by the third predetermined value DNE3 and the fourth predetermined value DNE4 (that is, DNE4 ≦ DNE ≦ DNE3). When the engine speed NE is saturated in the high-speed rotation region, it is determined (estimated) that the boat speed has reached the maximum speed, and the process proceeds to S214 to stop trim-up (or trim-down). Accordingly, the predetermined range defined by the third and fourth predetermined values DNE3 and DNE4 is set to a value that can be estimated that the boat speed has reached the maximum speed.

  Next, in S216, the current trim angle θ is detected based on the output of the trim angle sensor 104, in other words, the trim angle θ (for example, 10 deg) when trim-up is stopped is detected and stored. The trim angle θ is determined as the second-speed learning trim angle δ (described later).

  Then, the process proceeds to S218, where the bit of the second-speed learning trim angle determined flag (initial value 0) is set to 1, and the program ends. That is, setting this flag to 1 means that the learning trim angle for second speed δ has been determined.

  Next, the third-speed learning trim angle determination process in FIG. 8 will be described. First, in S300, it is determined whether or not the current shift speed is the third speed. When the result in S300 is negative, the subsequent processes are skipped, while when the result is affirmative, the process proceeds to S302 to determine whether or not the throttle opening TH is the maximum throttle opening.

  When the result in S302 is affirmative, the program proceeds to S304, in which it is determined whether or not the absolute value of the change amount DTH of the throttle opening is equal to or smaller than a predetermined value DTHc for change amount determination. In S302 and S304, as in S202 and S204 described above, whether or not the throttle opening TH is stable at the maximum throttle opening and the engine 30 is in an operating state in which the speed of the ship 1 can be reached at the highest speed. It is a process to judge.

  When the result in S302 or S304 is NO, the subsequent processing is skipped. On the other hand, when the result in S304 is affirmative, the program proceeds to S306, in which it is determined whether or not the engine speed change amount DNE is less than a fifth predetermined value DNE5 set to a negative value (for example, -500 rpm).

  The first time that the process of S306 is executed is after the gear stage has been shifted to the third speed (shifted up) and affirmed in S300, the amount of change DNE increases to the negative side, and is therefore generally affirmed. The process proceeds to S308. In step S308, the trim unit 24 is operated to perform trim down. To be precise, trim down is started. Immediately after the shift speed is changed from the second speed to the third speed, the trimming angle at the second speed is slightly reduced by trim down, so that the boat speed is increased.

  When the result in S306 is negative, the program proceeds to S310, in which it is determined whether or not the engine speed change amount DNE exceeds a sixth predetermined value DNE6 set to a positive value (for example, 500 rpm). If the result in S310 is affirmative, it means that the trim angle θ has become too small due to, for example, the trim down performed in S308. In such a case, the process proceeds to S312 to perform trim-up and the trim angle θ. Is adjusted appropriately.

  When the result in S310 is negative, in other words, the engine speed change amount DNE is within the second predetermined range defined by the fifth predetermined value DNE5 and the sixth predetermined value DNE6 (that is, DNE5 ≦ DNE ≦ DNE6). ), The engine speed NE is saturated in the high speed region, and it is determined (estimated) that the boat speed has reached the maximum speed, and the process proceeds to S314 to stop trim down (or trim up). Accordingly, the second predetermined range defined by the fifth and sixth predetermined values DNE5 and DNE6 is set to a value that allows the ship speed to be estimated to have reached the highest speed.

  Next, the process proceeds to S316, in which the current trim angle θ, in other words, the trim angle θ when trim down is stopped (for example, 8 deg) is detected and stored, and the stored trim angle θ is stored as the third trim learning trim angle. It is determined as ε (described later).

  Then, the process proceeds to S318, in which the bit of the third-speed learning trim angle determined flag (initial value 0) is set to 1, and the program ends. That is, setting this flag to 1 means that the learning trim angle ε for the third speed has been determined.

  The above-described S12 and S14 will be described in detail. The optimum trim angle at which the boat speed can be reached at the maximum speed differs depending on whether the shift speed is the second speed or the third speed. Specifically, the optimum trim angle at the third speed is slightly smaller than that at the second speed. Accordingly, in S12 and S14, the optimum trim angle when the gear stage is 2nd and 3rd is set by performing trim up / down based on the engine speed change amount DNE, and the optimum trim angle obtained there is set. The trim angle is stored as a learning value. As will be described later, the learned value is applied to the second and third speed driving after the next time.

  Returning to the description of the flowchart of FIG. 5, the process then proceeds to S16, in which it is determined whether or not the learning trim angles δ and ε have been determined.

  FIG. 9 is a subroutine flowchart showing the learning trim angle determination process. As shown in FIG. 9, it is determined whether or not the bit of the learning trim angle determined flag indicating that the two learning trim angles δ and ε have been determined in S400 is zero. Since the initial value of this flag is set to 0, the determination in S400 is normally affirmed in the first program loop, and the process proceeds to S402.

  In S402, it is determined whether or not the bit of the second-speed learning trim angle determined flag is 1. When the result in S402 is affirmative, the program proceeds to S404, in which it is determined whether the bit of the third-speed learning trim angle determined flag is 1. When the result in S404 or S402 is negative, the subsequent processing is skipped. When the result in S404 is positive, the process proceeds to S406, and the bit of the trim control start flag (initial value 0) is set to 1. Setting the bit of the trim control start flag to 1 resets the trim angle control using learning trim angles δ and ε, which will be described later, to 0 (allowed). This means that the control cannot be started or is not allowed.

  Next, in S408, the bit of the learning trim angle determined flag is set to 1, and the program is terminated. When the bit of this flag is set to 1, the next and subsequent program executions are denied in S400, and the processing from S402 to S408 described above is skipped. The trim control start flag and the learned trim angle determined flag are reset to 0 when the power of the outboard motor 10 is turned off by the operator.

  Returning to the description of the flow chart of FIG. 5, the process then proceeds to S18, where it is determined whether or not the gear position is 2nd and trimming up of the outboard motor 10 is to be executed. Thus, a determination process is performed to determine whether or not to perform trim down of the outboard motor 10.

  FIG. 10 is a sub-routine flowchart showing the second-speed trim-up execution determination process, and FIG. 11 is a sub-routine flowchart showing the third-speed trim-down execution determination process.

  As shown in FIG. 10, first, in S500, it is determined whether or not the bit of the trim control start flag is 1. When the result in S500 is negative, the program proceeds to S502, where trim-up is stopped, and the trim-up is not performed accurately.

  When the result in S500 is affirmative, the program proceeds to S504, in which it is determined whether the bit of the 2nd speed trim flag is 1. When the result in S504 is NO, there is no need for trim-up, so the process proceeds to S502 and trim-up is not performed. On the other hand, when the result in S504 is affirmative (for example, when the change amount DTH of the throttle opening is equal to or greater than a predetermined value DTHb for acceleration determination and the gear stage is being shifted to the first speed), the process proceeds to S506 and the engine speed is increased. It is determined whether NE is greater than or equal to a third predetermined rotational speed NE3.

  The third predetermined rotational speed NE3 is set to a value lower than the first predetermined rotational speed NE1, which is a threshold value at which the acceleration is completed and the gear position is returned from the first speed to the second speed, and is set to, for example, 5000 rpm. Therefore, S506 can be said to be processing for determining whether or not the acceleration at the first speed of the engine speed NE has ended and the state immediately before the shift speed is returned from the first speed to the second speed.

  When the result in S506 is NO, it is not the timing to start trim-up, so the process proceeds to S502, and the program is terminated without executing trim-up. On the other hand, when the result in S506 is affirmative, the program proceeds to S508, in which it is determined whether or not the trim angle θ is less than the second-speed learning trim angle δ.

  When the result in S508 is affirmative, the program proceeds to S510, where the trim unit 24 is operated to perform trim-up. That is, trim-up is started when the engine speed NE is equal to or higher than the third predetermined speed NE3. In this way, after the second-speed learning trim angle δ is determined, the boat speed increases by starting trim-up before the acceleration is completed and the gear position is returned from the first speed to the second speed.

  Then, the trim angle θ is adjusted by trimming up. When the result in S508 is negative in the subsequent program loop, the process proceeds to S512, the bit of the second speed trim flag is reset to 0, and the process proceeds to S514 to stop trimming up. . Thus, at the second speed, the boat speed reaches the highest speed by adjusting the trim angle θ to the learning trim angle δ.

  Next, the third speed trim down execution determination process of FIG. 11 will be described. In S600, it is determined whether or not the bit of the trim control start flag is 1. When the result in S600 is negative, the program proceeds to S602, where the trim down is stopped and the trim down is not performed accurately.

  When the result in S600 is affirmative, the program proceeds to S604, in which it is determined whether the bit of the 3rd speed trim flag is 1. If the result in S604 is negative, trimming is not required, so the process proceeds to S602 and trimming is not performed. If the result is affirmative, that is, if the shift stage is shifted to the third speed, the process proceeds to S606 and trimming is performed. It is determined whether the angle θ is equal to or greater than the third-speed learning trim angle ε.

  When the result in S606 is affirmative, the program proceeds to S608, where the trim unit 24 is operated to perform trim down. To be precise, trim down is started. Then, the trim angle θ is adjusted by trim down, and when the result in S606 is negative in the subsequent program loop, the process proceeds to S610, the bit of the third speed trim flag is reset to 0, and the process proceeds to S612 to stop the trim down. . Thus, after the third-speed learning trim angle ε is determined, trim down is started when the gear stage is shifted to the third speed, and the trim angle θ is adjusted to the learning trim angle ε. The speed reaches the highest speed.

  In FIG. 5, the process then proceeds to S22, in which it is determined whether or not to perform trim down for returning the trim angle θ to the initial angle.

  FIG. 12 is a sub-routine flowchart showing the initial trim down execution determination process. As shown in the figure, it is determined in S700 whether the bit of the initial trim flag is 1. When the result in S700 is negative, the program proceeds to S702 and trimming is not performed.

  On the other hand, when the result in S700 is affirmative, the program proceeds to S704, in which it is determined whether the trim angle θ is larger than the initial angle. When the result in S704 is affirmative, the program proceeds to S706, in which the trim unit 24 is operated to start trim down so that the trim angle θ becomes the initial angle (the trim angle θ is returned to the initial angle). When the result in S704 is negative, the program proceeds to S708, where the bit of the initial trim flag is reset to 0, and then the program proceeds to S710, where the trim down is stopped and the program is terminated.

  FIG. 13 is a time chart for explaining a part of the above processing, and FIG. 14 is an explanatory diagram thereof. In FIG. 14, the symbol y indicates the longitudinal direction of the outboard motor 10, the symbol z indicates the vertical direction, the symbol W indicates seawater or fresh water, and the 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.

  In the following description, first, during the normal operation from time t0 to t1, the gear position of the transmission 46 is set to the second speed (S122), and then the throttle valve 38 is opened by the operator's operation of the shift / throttle lever 122. When the change amount DTH of the throttle opening is equal to or greater than a predetermined value DTHb for determining acceleration at time t1 (S120), the speed is changed from the second speed to the first speed (S126).

  In FIG. 14, from time t0 to t1, as shown in (a), both the hull 12 and the outboard motor 10 are in the horizontal state, and the trim angle θ is the initial angle (0 deg). When the shift stage is set to the first speed by acceleration at time t1 and the ship speed is increased, the hull 12 is in a so-called hump state in which the bow 12b is lifted and the stern 12a sinks as shown in FIG. 14 (b). As can be seen from the figure, the direction of the axis 44 a of the propeller shaft 44 at this time is not parallel to the traveling direction of the ship 1.

  Thereafter, the acceleration is continued and the engine speed NE gradually increases, and when it becomes equal to or higher than the first predetermined speed NE1 at time t2 (S116), the gear position is changed from the first speed to the second speed (S134). Thereafter, trim-up is started (S200, S208).

  When it is determined at time t3 that the engine speed change amount DNE is within a predetermined range (S206, S210), trim-up is stopped (S214), and the trim angle θ at that time is used for the second speed. The learned trim angle δ is stored (S216).

  FIG. 14C shows a state where the trim-up is stopped. As can be seen from the figure, by adjusting the trim angle θ by trimming up the outboard motor 10, the direction of the axis 44 a of the propeller shaft 44 (in other words, the direction of thrust of the outboard motor 10) is the ship 1. It is possible to reduce the resistance of the hull 12 received from the water surface S and increase the thrust of the hull 12, so that the speed of the ship 1 at the second speed can reach the highest speed.

  Thereafter, the switch 130 is operated by the operator to input a fuel consumption reduction instruction (S138), and when the engine speed NE is equal to or higher than the second predetermined speed NE2 at time t4 (S154), the second speed to the third speed (S158) and trim down is started (S300, S308).

  When it is determined that the engine speed change amount DNE is within the second predetermined range at time t5 (S306, S310), trim down is stopped (S314), and the trim angle θ at that time is set to It is stored as a learning trim angle ε for the third speed (S316). Although illustration is omitted, the state of the ship 1 when the trim-down is stopped is the same as in FIG. 14C, the direction of the axis 44a of the propeller shaft 44 and the traveling direction of the ship 1 are substantially parallel. The speed of the ship 1 at the third speed can be reached at the highest speed.

  At time t6, when the lever 122 is operated by the boat operator and the change amount DTH of the throttle opening is less than the predetermined value DTHa for deceleration determination (S106), the speed is changed from the third speed to the second speed (S166), and the trim down is performed. The trim angle θ is started and the initial angle is returned (S700, S706). FIG. 14D shows a state where the trim angle θ has returned to the initial angle.

  The next trim up / down will be described. When the lever 122 is operated at time t8 in FIG. 13 and the change amount DTH of the throttle opening is equal to or greater than the predetermined acceleration value DTHb (S120), the second speed is changed to the first speed. The speed is changed (S126).

  Thereafter, the acceleration is continued and the engine speed NE gradually increases. When the engine speed NE reaches or exceeds the third predetermined speed NE3 at time t9, trimming up of the outboard motor 10 is started (S506, S510). When the engine speed NE further increases and is equal to or higher than the first predetermined speed NE1 (S116, time t10), the gear position is changed from the first speed to the second speed (S134).

  Then, when it is determined that pitching has occurred in the hull 12 at time t11, trim-up is stopped (S142, S144, S502, S504). When a predetermined time elapses after the trim-up is stopped (time t12), the trim-up is resumed (S140, S150, S504, S510). Then, when the trim angle θ reaches the second-speed learning trim angle δ at time t13, the trim-up is stopped (S508, S514).

  Thereafter, the switch 130 is operated by the operator to input a fuel consumption reduction instruction (S138), and when the engine speed NE is equal to or higher than the second predetermined speed NE2 at time t14 (S154), the second speed to the third speed (S158) and trim down is started (S608). Then, when the trim angle θ becomes the third-speed learning trim angle ε at time t15, trim down is stopped (S606, S612).

  As described above, according to the embodiment of the present invention, the gear stage is inserted into the power transmission shaft (propeller shaft) 44 between the internal combustion engine (engine) 30 and the propeller 42 and includes at least first speed and second speed. A transmission 46 that shifts the output of the internal combustion engine at a selected speed and transmits it to the propeller, and a trim angle adjustment mechanism (power) that can adjust the trim angle θ with respect to the hull 12 by trimming up / down. In an outboard motor control device having a tilt trim unit) 24, throttle opening change amount detecting means for detecting a change amount DTH of the throttle opening TH of the internal combustion engine (throttle opening sensor 96, ECU 110, S10, S104), engine speed detecting means for detecting the engine speed (engine speed) NE of the internal combustion engine, and (crank angle sensor 102, E). U110, S10, S108), engine speed change amount calculating means for calculating the detected engine speed change amount DNE, and (ECU110. S10, S110), the second speed is selected and detected. 1-speed transmission means for operating the transmission 46 to shift from the 2nd speed to the 1st speed when the throttle opening change amount DTH is equal to or greater than a predetermined value (predetermined value for acceleration determination) DTHb (ECU 110). S10, S120, S126), the first speed is changed when the detected engine speed NE is equal to or higher than a predetermined speed (first predetermined speed) NE1 after being shifted to the first speed by the first speed transmission means. Second-speed transmission means (ECU 110. S10, S116, S134) for shifting from the second speed to the second speed, and the trim angle adjusting machine after being shifted to the second speed by the second-speed transmission means. Trim-up starting means for starting the trim-up by operating the structure 24 (ECU 110. S12, S200, S208), and after the trim-up is started by the trim-up starting means, the calculated engine speed Trim-up stopping means for stopping the trim-up when the change amount DNE is within a predetermined range (specifically, within a predetermined range defined by the third predetermined value DNE3 and the fourth predetermined value DNE4); The ECU 110 is configured to include S12, S206, S210, and S214).

  Thereby, for example, when the change amount DNE of the engine speed indicates a value that can be estimated that acceleration has ended and the boat speed has reached the vicinity of the maximum speed, the trim-up can be stopped, and thus the acceleration ends. Thus, the trim angle after shifting to the second speed can be set to an optimum value.

  Further, the trim angle when the trim-up is stopped by the trim-up stop means is stored, and the trim angle (second-speed learning trim angle δ) is stored at the next trim-up. It is configured to include trim-up control means (ECU 110. S12, S18, S216, S504, S508 to S514) for controlling the operation of the trim angle adjusting mechanism 24, that is, learning control is performed by storing the trim angle at which trim-up should be stopped. Thus, the trim angle at the next trim-up can be surely set to an optimum value.

  In addition, the transmission 46 has at least a first speed, a second speed, and a third speed, and after the trim-up is stopped by the trim-up stop means, the detected engine speed NE is a second speed. A third speed transmission means for shifting from the second speed to the third speed (ECU 110. S10, S154, S158), and after the third speed transmission means has shifted to the third speed, Trim down starting means for operating the trim angle adjusting mechanism to start the trim down (ECU 110. S14, S300, S308), and after the trim down is started by the trim down starting means, the calculated engine speed The amount of change in the number is within a second predetermined range (specifically, a second predetermined value defined by a fifth predetermined value DNE5 and a sixth predetermined value DNE6). When in 囲内), and trim down stopping means for stopping said trim down (ECU110.S14, S306, S310, S314) was composed as comprising a.

  This makes it possible to stop the trim-down when the engine speed change amount DNE shows a value that can be estimated that the boat speed has reached the vicinity of the maximum speed in the state of shifting to the third speed, for example. The trim angle after shifting to the third speed can be set to an optimum value. Further, the trim angle after shifting to the third speed is set to an optimum value at which the boat speed becomes the highest speed, so that the fuel consumption of the engine 30 can be reduced, in other words, the fuel consumption can be improved.

  Further, a trim angle when the trim down is stopped by the trim down stop means is stored, and the trim angle (the learning trim angle for third speed ε) is stored at the next trim down. It is configured so as to include trim down control means (ECU 110. S14, S20, S316, S604 to S612) for controlling the operation of the trim angle adjusting mechanism 24, that is, the trim angle at which trim down should be stopped is stored for learning control. Therefore, the trim angle when trimming is next performed can be surely set to an optimum value.

  In the above description, the outboard motor has been described as an example. However, the present invention can also be applied to an outboard motor having a transmission and a trim angle adjusting mechanism.

  Further, specific values such as predetermined values DTHa and DTHb for deceleration / acceleration determination, first to third predetermined rotational speeds NE1 to NE3, first to sixth predetermined values DNE1 to DNE6, engine 30 exhaust amount, and the like. However, they are illustrative and not limiting.

  10 outboard motor, 12 hull, 24 power tilt trim unit (trim angle adjusting mechanism), 30 engine (internal combustion engine), 42 propeller, 44 propeller shaft (power transmission shaft), 46 transmission, 96 throttle opening sensor (throttle) Opening degree change amount detecting means), 102 crank angle sensor (engine speed detecting means), 110 ECU (electronic control unit)

Claims (4)

It is inserted into a power transmission shaft between the internal combustion engine and the propeller, and has a speed stage consisting of at least first speed and second speed, and the output of the internal combustion engine is changed at the selected speed stage and transmitted to the propeller. In a control device for an outboard motor comprising a transmission and a trim angle adjustment mechanism capable of adjusting a trim angle with respect to a hull by trimming up / down.
a. A throttle opening change amount detecting means for detecting a change amount of the throttle opening of the internal combustion engine;
b. Engine speed detecting means for detecting the engine speed of the internal combustion engine;
c. Engine speed change amount calculating means for calculating the detected engine speed change amount;
d. A first speed transmission means for operating the transmission to shift the speed from the second speed to the first speed when the second speed is selected and the detected amount of change in the throttle opening is equal to or greater than a predetermined value;
e. A second speed transmission means for shifting from the first speed to the second speed when the detected engine speed is equal to or higher than a predetermined speed after being shifted to the first speed by the first speed transmission means;
f. Trim-up starting means for starting the trim-up by operating the trim angle adjusting mechanism after being shifted to the second speed by the second-speed shifting means;
g. Trim-up stop means for stopping the trim-up when the calculated amount of change in engine speed is within a predetermined range after the trim-up is started by the trim-up start means;
An outboard motor control device comprising: h. The trim angle when the trim up is stopped by the trim up stop means is stored, and the trim angle is controlled to control the operation of the trim angle adjusting mechanism so as to be the stored trim angle at the next trim up. Control means,
The outboard motor control device according to claim 1, further comprising: The transmission has at least a first gear, a second gear, and a third gear;
i. 3-speed transmission means for shifting from the 2nd speed to the 3rd speed when the detected engine speed is equal to or higher than a second predetermined speed after the trimup is stopped by the trimup stop means;
j. Trim down starting means for operating the trim angle adjusting mechanism to start the trim down after being shifted to the third speed by the third speed shifting means;
k. Trim down stop means for stopping the trim down when the calculated change amount of the engine speed is within a second predetermined range after the trim down is started by the trim down start means;
The outboard motor control apparatus according to claim 1, further comprising: l. A trim angle that stores the trim angle when the trim down is stopped by the trim down stop means and controls the operation of the trim angle adjusting mechanism so as to be the stored trim angle at the next trim down. Control means,
The outboard motor control apparatus according to claim 3, further comprising:

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