JP2011246063A - Outboard motor control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an outboard motor control apparatus including a transmission to reduce deceleration feel generated during a speed change upon the completion of acceleration and prevent damage of a propeller, etc. due to interference of the outboard motor with the ground surface when landing a vessel.SOLUTION: This outboard motor control apparatus includes a transmission and a trim angle adjusting mechanism. The control device includes a trim switch for outputting an adjustment instruction of a trim angle in response to an operator's manipulation, a first trim angle controller for controlling an operation of the trim angle adjusting mechanism according to a speed change control in the transmission to adjust the trim angle, and a second trim angle controller for controlling an operation of the trim angle adjusting mechanism according to the adjustment instruction of the trim angle output from the trim switch to adjust the trim angle. When the adjustment instruction of the trim angle is output from the trim switch, the adjustment of the trim angle by the first trim angle controller is stopped (S816) when the trim angle θ is determined to be at or above a prescribed angle θ1 by the second trim angle controller (S800).

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 technology has been proposed in which a transmission is inserted into a power transmission shaft that transmits power from an internal combustion engine mounted on the propeller to shift the output of the internal combustion engine and transmit it to the propeller. (For example, refer to 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. It is configured to amplify the torque to be improved and improve the acceleration performance, and return from the first speed to the second speed after the end of acceleration.

JP 2009-190671 A

  As in the technique described in Patent Document 1, when the gear position is changed from the first speed to the second speed at the end of acceleration, torque is not amplified by the transmission, so the torque transmitted to the propeller is reduced and the operator is decelerated. There was a feeling. Therefore, when the outboard motor is trimmed up before shifting to the 2nd speed, the trim angle is adjusted, and the speed of the ship is increased to reduce the feeling of deceleration. It is conceivable to trim down and return the trim angle to the initial angle.

  By the way, the landing of the ship after the completion of the maneuvering is performed in a state where the outboard motor is trimmed up and the trim angle is set to a predetermined angle or more. However, if the above-described control for adjusting the trim angle (specifically, trim-down) is executed in such a case, there is a risk that the outboard motor interferes with the ground and the propeller is damaged. was there.

  Accordingly, the object of the present invention is to solve the above-mentioned problems, to provide a transmission, to reduce the feeling of deceleration generated at the time of shifting at the end of acceleration, and to cause the outboard motor to interfere with the ground when the ship is landed. It is an object of the present invention to provide an outboard motor control device that prevents damage to a propeller and the like.

  In order to solve the above-described problem, according to a first aspect of the present invention, the power from the internal combustion engine is inserted into a power transmission shaft that transmits the propeller, and the output of the internal combustion engine is shifted and transmitted to the propeller. In an outboard motor control device comprising a transmission and a trim angle adjustment mechanism capable of adjusting a trim angle with respect to a hull, trim angle adjustment instruction output means for outputting an instruction for adjusting the trim angle in accordance with an operation of a marine vessel operator The trim angle adjusting mechanism controls the operation of the trim angle adjusting mechanism in accordance with the shift control in the transmission, and the trim angle output from the trim angle adjustment instruction output means adjusts the trim angle. Second trim angle control means for controlling the operation of the trim angle adjusting mechanism in accordance with an adjustment instruction and adjusting the trim angle; and an instruction for adjusting the trim angle from the trim angle adjustment instruction output means. A trim angle determining means for determining whether or not the trim angle is equal to or greater than a predetermined angle by the second trim angle control means, and when the trim angle is determined to be equal to or greater than the predetermined angle. Trim angle control stop means for stopping the adjustment of the trim angle by the first trim angle control means.

  In the outboard motor control device according to claim 1, the transmission, the trim angle adjustment mechanism capable of adjusting the trim angle, and the operation of the trim angle adjustment mechanism according to the shift control in the transmission are controlled. Since the first trim angle control means for adjusting the trim angle is provided, for example, when acceleration is instructed to the internal combustion engine, the transmission gear stage is shifted from the second speed to the first speed, and After that, before the acceleration is finished and before shifting from the 1st speed to the 2nd speed, the operation of the trim angle adjusting mechanism can be controlled, and the trim angle can be adjusted by trimming up. As a result, even when the torque transmitted from the first speed to the second speed after the acceleration is finished and the torque transmitted to the propeller is reduced, the speed of the ship is increased by trimming up, so that the feeling of deceleration is controlled. In other words, the feeling of deceleration can be reduced.

  In addition, a trim angle adjustment instruction output means for outputting a trim angle adjustment instruction in accordance with the operation of the boat operator, and a trim angle adjustment mechanism for controlling the operation of the trim angle adjustment mechanism in accordance with the trim angle adjustment instruction. The trim angle control means, and when the trim angle adjustment instruction is output from the trim angle adjustment instruction output means, the second trim angle control means determines that the trim angle is equal to or greater than a predetermined angle ( That is, for example, when a trim angle adjustment instruction (specifically, a trim-up instruction) is given by the operator to raise the ship to the land and the trim angle exceeds a predetermined angle), the first trim angle control means Since the trim angle adjustment is stopped, the trim angle is not adjusted by the first trim angle control means when the ship is landed. Specifically, the first trim angle is not adjusted. Never outboard motor as trim angle of the initial angle are allowed to trim down the corner control means, thus propeller outboard motor may interfere with the ground can be prevented from being damaged.

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. FIG. 2 is an enlarged side view of the remote control box and the shift / throttle lever shown in FIG. 1 when viewed from the rear of the hull. 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. 7 is a sub-routine flow chart of a shift speed determination process shown in FIG. 6. FIG. FIG. 7 is a sub-routine flowchart of the second-speed learning trim angle determination process shown in FIG. 6. FIG. 7 is a sub-routine flowchart of the third-speed learning trim angle determination process shown in FIG. 6. FIG. 7 is a sub-routine flow chart of learning trim angle determination determination processing shown in FIG. 6. FIG. 7 is a sub-routine flowchart of the steering determination process shown in FIG. 6. FIG. 7 is a sub-routine flowchart of a second speed trim up / down execution determination process shown in FIG. 6. FIG. FIG. 7 is a sub-routine flowchart of a third speed trim up / down execution determination process shown in FIG. 6. FIG. 7 is a sub-routine flowchart of the initial trim down execution determination process shown in FIG. 6. It is a time chart explaining the process of the flowchart of FIGS. 6-14. It is explanatory drawing explaining the process of the flowchart of FIGS. 6-14.

  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 (actuator) 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 of the outboard motor 10 with respect to the hull 12. A power tilt trim unit (actuator; trim angle adjusting mechanism; hereinafter referred to as “trim unit”) 24 capable of adjusting the angle or trim angle by tilting up / down or 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. Further, since both the tilt angle and the trim angle are values indicating the rotation angle of the outboard motor main body with the tilting shaft 16 as the rotation axis, they are simply referred to as “trim angle” in the following description.

  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 (actuator) 40 for opening and closing 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 power from the engine 30 to the propeller 42, and the engine 30. And a propeller shaft 44 and a transmission 46 having a plurality of first, second and third speed stages.

  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 (forward position), a reverse position (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 FIGS. 2 and 4) 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.

  More specifically, when the hydraulic pump 60 is driven by the engine 30, the hydraulic oil in the oil pan 62a is pumped through the oil passage 80a and the strainer 82, and is discharged from the discharge port 60a to the first switching valve 84a through the oil passage 80b. The first and second electromagnetic solenoid valves (linear solenoid valves) 86a and 86b are sent through 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 (actuator) 92 for driving the shift mechanism 52 is disposed inside the engine cover 32, and its output shaft can be freely connected to the upper end of the shift rod 52 e of the shift mechanism 52 via the reduction gear mechanism 94. Is done. Accordingly, 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 between the forward position, the reverse position and the neutral position. It is done.

  When the shift position is the forward movement position or the reverse movement 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, and thus the propeller 42 is rotated to move the hull 12 forward or backward. Produces thrust (propulsive force). 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 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 in the vicinity of the shift rod 52e, and outputs an ON signal when the shift position of the transmission 46 is the neutral position, and an OFF signal when the shift position is the forward position or the reverse position. A crank angle sensor 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 104 is disposed in the vicinity of the tilting shaft 16 and generates an output corresponding to the trim angle θ of the outboard motor 10. Further, a turning angle sensor 106 is disposed in the vicinity of the shaft portion 20 and generates an output indicating the rotation angle of the shaft portion 22, that is, an output indicating the turning angle α of the outboard motor 10 with respect to the hull 12.

  The turning angle sensor 106 outputs a signal indicating 0 deg when the outboard motor 10 is at an angle (position) in which the course of the ship 1 is a straight traveling direction with respect to the hull 12, and the outboard motor 10 is laterally moved. For example, a positive value corresponding to the rotation angle is output in the clockwise direction, and a negative value is output in the counterclockwise direction. Note that the sensors 104 and 106 are specifically rotational angle sensors such as a rotary encoder.

  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 operated by a vessel operator (not shown) is disposed near the cockpit 112 of the hull 12. The steering wheel 114 is rotatable from the initial position (a position where the course of the ship 1 is a straight traveling direction) to the left and right. 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, hereinafter simply referred to as “lever”) 122 is provided in the remote control box 120 so as to be freely operated by the operator. The lever 122 is swingable in the front-rear direction from the initial position, and inputs a forward / backward instruction from the operator and an instruction for adjusting the engine speed 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.

  FIG. 5 is an enlarged side view of the remote control box 120 and the lever 122 shown in FIG. 1 when viewed from the rear of the hull 12.

  As shown in FIG. 5, a changeover switch 126 is arranged at a position that can be operated by the operator of the remote control box 120. The changeover switch 126 switches between two positions: a manual transmission mode (manual mode) position (shown as “MT” in FIG. 5) and an automatic transmission mode (automatic mode) position (shown as “AT” in the figure). (Selection) is made freely, and a signal indicating the selected mode is output. When the manual shift mode is selected, the shift control of the transmission 46 is performed in response to a shift instruction from the operator (described later). When the automatic shift mode is selected, the engine rotation is performed as described later. Shift control is performed based on the number NE and the throttle opening TH.

  The lever 122 includes a grip portion 122a that can be gripped by the operator, and a power tilt trim switch (trim angle adjustment instruction output means; hereinafter referred to as "trim switch") 130 and a shift switch 132 are installed in the grip portion 122a. Is done. That is, the switches 130 and 132 are provided so as to be manually operated by the operator.

  Specifically, the trim switch 130 includes a push switch including an up switch (shown as “UP” in FIG. 5) and a down switch (shown as “DN” in the drawing). The trim switch 130 outputs a signal (ON signal) indicating an instruction to trim the outboard motor 10 and adjust the trim angle when the up switch is pressed by the operator, while the down switch is pressed. A signal (ON signal) indicating an instruction to adjust the trim angle by trimming down is output. Thus, the trim switch 130 outputs a trim angle adjustment instruction in accordance with the operation of the vessel operator.

  Similarly, the shift switch 132 includes a push switch having an up switch (shown as “UP” in FIG. 5) and a down switch (shown as “DN” in the drawing), and shifts when the up switch is pressed by the operator. A signal indicating an up instruction (shift instruction) is output as a signal indicating a shift down instruction (shift instruction) when the down switch is pressed.

  An acceleration sensor 134 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 134 generates an output indicating acceleration acting in the vertical direction (gravity axis direction) of the hull 12 or the like.

  Further, a switch 136 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 136 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 and switches are also input to the 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. 6 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 changeover switch 126, it is assumed that the automatic transmission mode is selected.

  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. 7 is a sub-routine flowchart showing the shift speed determination process. As shown in the figure, based on the output of the neutral switch 100 in S100, it is determined whether or not the shift position of the transmission 46 is in the neutral position. 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, the process proceeds to S106, in which it is determined whether or not the ship operator has instructed the engine 30 to decelerate. 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 S107, and it is determined whether or not the bit of the turning angle shift flag indicating that the shift is performed according to the turning angle in the process described later is 0. If the result in S107 is negative, there is no need to shift in this gear position determination process, so the subsequent process is skipped. If the result is affirmative, the process proceeds to S108 where the output pulse of the crank angle sensor 102 is counted and the engine is counted. The engine speed NE is detected (calculated), and the process proceeds to S110 to detect (calculate) the detected change amount (variation amount) DNE of the engine speed NE. 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 it is determined whether the engine speed NE is equal to or higher than the first predetermined speed NE1. 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, it is determined whether or not the operator has instructed the engine 30 to accelerate (precisely, sudden acceleration). Specifically, this determination is performed by determining whether or not the throttle valve 38 is rapidly driven in the valve opening direction. Specifically, the amount of change DTH of the throttle opening is compared with a predetermined value DTHb for determining acceleration, and when the amount of change DTH is equal to or greater than the predetermined value DTHb, the throttle valve 38 is rapidly driven in the valve opening direction. 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. Setting the bit of this flag to 1 means that the amount of change DTH in the throttle opening is greater than or equal to a predetermined value DTHb and the gear stage is shifted to the first speed, and trim-up is performed in the second-speed trim up / down execution determination process described later. In other words, resetting to 0 means that there is no need for trim-up, 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 NE1, so that the determination at S116 is affirmative and the process proceeds to S132 and subsequent steps. 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. Here, it is determined that the engine speed NE is stable when the absolute value of the engine speed change amount DNE is less than the first predetermined value DNE1. 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 136 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 134. Specifically, vibration acceleration Gz acting in the vertical direction of the hull 12 is detected (calculated) based on the output of the acceleration sensor 134, 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. As a result, trim-up is stopped by a second-speed trim-up / down 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, if the result in S140 is affirmative, the process proceeds to S148, and the same determination of the occurrence of pitching as in S142 is performed 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 / down 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. 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. Are shifted (shifted up) from the second gear to the third gear. 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 this flag bit 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 up / down execution determination process to be described later. It means that trim down is not necessary or finished. 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.

  When the result in S106 is affirmative, the program proceeds to S166, in which both the first and second electromagnetic solenoid valves 86a and 86b are turned on to shift the speed of the transmission 46 to the second speed. Thereafter, the process proceeds to S168, S170, S172, and S174, and all the bits of the second speed shift flag, the third speed shift flag, the acceleration determination flag, and the second speed trim flag are reset to zero.

  Next, 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 resets that the trim angle θ needs to be returned to the initial angle (specifically 0 deg) in the initial trim down execution determination process described later. Means that it is not necessary.

  When the result in S100 is affirmative, the program proceeds to S178, in which the first and second electromagnetic solenoid valves 86a and 86b are turned off, and the speed of the transmission 46 is changed from the second speed to the first speed.

  Returning to the description of the flow chart of FIG. 6, 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. 8 is a sub-routine flow chart showing the second-speed learning trim angle determining process, and FIG. 9 is a sub-routine flowchart showing the third-speed learning trim angle determining process.

  As shown in FIG. 8, first, in S200, it is determined whether or not the current gear position 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). Here, it is determined that the throttle opening TH is stable when the absolute value of the change amount DTH of the throttle opening is equal to or less than a predetermined value DTHc for determining the change amount. 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 based on the output of the trim angle sensor 104, in other words, the trim angle θ when the trim-up is stopped (for example, 10 degrees) is detected and stored, and the stored trim The 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. 9 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. The determination of the learning trim angles δ and ε for the second and third speeds is performed only once after the engine 30 is started. That is, the learning for the second and third speeds is performed after the learning trim angles δ and ε are determined. It is assumed that the trim angle determination process is not executed.

  Returning to the description of the flowchart of FIG. 6, 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. 10 is a sub-routine flowchart showing the learning trim angle determination process. As shown in FIG. 10, 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 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.

  In FIG. 6, next, the process proceeds to S <b> 18, and determination processing is performed as to whether or not the steering is started and the trim angle θ should be adjusted, and whether or not to shift up / down. In this specification, “steering” means changing the course of the ship 1 in accordance with the operation of the steering wheel 114.

  FIG. 11 is a sub-routine flowchart showing the steering determination process. As shown in the figure, the turning angle α is detected (calculated) from the output of the turning angle sensor 106 in S500, and the amount of change per predetermined time (for example, 500 msec) of the absolute value of the turning angle α detected in S502. (Variation amount) Dα is calculated.

  Next, the process proceeds to S504, and based on the detected turning angle α, it is determined whether or not turning is started and cavitation is likely to occur, and if turning is started, the magnitude of the turning is determined. More specifically, when the absolute value of the turning angle α is less than the first predetermined turning angle η set to a relatively small value (for example, 5 deg), it is determined that there is no or little turning, Proceeding to S506, the second-speed learning trim angle δ and the third-speed learning trim angle ε are used as they are in the process of adjusting the trim angle θ described later (second / third speed trim up / down execution determination process). Next, in S508, the bit of the turning angle shift flag is reset to 0 and the program is terminated.

  In S504, the absolute value of the turning angle α is equal to or larger than the first predetermined turning angle η and less than the second predetermined turning angle ζ set to a value larger than the first predetermined turning angle η (for example, 10 deg). In this case, the steering is started and cavitation is likely to occur, but it is determined that the steering is relatively small, and the process proceeds to S510, where the predetermined angle is determined from the learning trim angle δ for the second speed and the learning trim angle ε for the third speed. (For example, 3 deg) is subtracted, and the obtained value is used in the process of adjusting the trim angle θ described later.

  With the above configuration, when the trim angle θ is the second-speed learning trim angle δ, for example, trim down is started in the process of adjusting the trim angle, and the trim angle θ is reduced. Thus, when the steering is started, the trim angle θ is decreased according to the steering angle α to suppress the occurrence of cavitation. Next, in S512, it is determined whether or not the bit of the turning angle shift completed flag is 1. Since the initial value of this flag is set to 0, it is generally denied here and the process proceeds to S514, the bit of the turning angle shift flag is reset to 0, and the program ends.

  When the absolute value of the turning angle α is equal to or larger than the second predetermined turning angle ζ in S504, it is determined that the turning is started and the turning is relatively large, and the process proceeds to S516. In S516, similar to S510, the predetermined angle is subtracted from the learning trim angles δ, ε for the second and third speeds, and the obtained value is used in the process of adjusting the trim angle θ. That is, the trim angle θ is reduced to suppress the occurrence of cavitation.

  In addition, when the turning is large, the vehicle can be smoothly turned by decelerating. Therefore, further downshifting is performed in the following processing. Specifically, the bit of the turning angle shift flag is set to 1 in S518. That is, setting the bit of this flag to 1 means that a shift is performed according to the turning angle α, and resetting to 0 means that such a shift is not performed.

  Next, in S520, it is determined whether or not the current steering is a rapid steering (rapid steering). This determination is made based on the change amount Dα of the turning angle. Specifically, when the change amount Dα of the turning angle is equal to or greater than the threshold value Dα1 for sudden turning determination, it is determined that the current turning is rapid turning. Therefore, the threshold value Dα1 is set to a value that can be determined as sudden turning, for example, 10 deg.

  When the result in S520 is negative, the program proceeds to S522, in which the operation of the first and second electromagnetic solenoid valves 86a and 86b is controlled to perform a downshift. Specifically, the gear is shifted down to the first speed when the gear stage is the second speed and to the second speed when the gear stage is the third speed. Next, the processing proceeds to S524, where the bit of the turning angle shift completed flag is set to 1. In other words, the bit of this flag is set to 1 when downshifting is performed according to the turning angle α, and is reset to 0 otherwise.

  On the other hand, when the result in S520 is affirmative, the program proceeds to S526, in which it is determined whether or not the current shift speed is the third speed. When the result in S526 is negative, the program proceeds to S522 described above. When the result is affirmative, the program proceeds to S528 and the gear position is shifted down from the third speed to the first speed. Thereafter, the processing of S524 is executed and the program is terminated.

  Further, the learning trim angles δ and ε are subtracted in S516, and in the program loop after the downshift is performed in S522 or S528, the above-described turning is completed, and the steering wheel 114 is returned to the initial position by the operator. When the turning angle α gradually decreases and becomes less than the second predetermined turning angle ζ, it is first determined in S504 that the turning is relatively small and the process proceeds to S510.

  Since the second and third speed learning trim angles δ and ε have already been subtracted in S516, the process proceeds directly to S512, where it is affirmed and the process proceeds to S530. In S530, the transmission 46 shifted down by the steering is shifted up so that it becomes the shift stage before the shift down. In this way, after the turning is completed, the upshift is performed in accordance with the decrease in the detected turning angle α. Then, the process proceeds to S532, and the bit of the turning angle shift completed flag is reset to 0.

  When the turning angle α is further reduced to be less than the first predetermined turning angle η, it is not necessary to reduce the trim angle θ. Therefore, the process proceeds from S504 to S506, and the learning trim angles δ and ε that have been reduced are restored. Return to. As a result, trim-up is started in the process of adjusting the trim angle, and the trim angle θ is increased. As described above, after the upshift is made in S530, the trim angle θ is increased in accordance with the detected decrease in the turning angle α.

  Returning to the description of the flowchart of FIG. 6, the process then proceeds to S20, where it is determined whether or not the gear position is 2nd and trim up / down of the outboard motor 10 should be executed, and then the process proceeds to S22. A determination process is performed as to whether or not trimming up / down of the outboard motor 10 should be executed at the third speed.

  FIG. 12 is a sub-routine flow chart showing the 2-speed trim up / down execution determination process, and FIG. 13 is a sub-routine flow chart showing the 3-speed trim up / down execution determination process.

  As shown in FIG. 12, first, 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-up is stopped and the trim-up is not accurately performed.

  In S600, it is simultaneously determined whether or not an instruction for adjusting the trim angle θ is output from the trim switch 130 according to the operation of the vessel operator. When the instruction for adjusting the trim angle θ is output, the trim control start flag is set. Regardless of the bit, the operation of the trim unit 24 is controlled according to the trim angle θ adjustment instruction to adjust the trim angle θ. Thus, the operator can always adjust the trim angle θ by manually operating the trim switch 130. This control is called manual trim angle control. The adjustment of the trim angle θ performed by the “second trim angle control means” described in the claims corresponds to the adjustment by the manual trim angle control.

  When the result in S600 is affirmative, the program proceeds to S604, in which it is determined whether the bit of the second speed trim flag is 1. When the result in S604 is NO, there is no need for trim-up, so the process proceeds to S602 and trim-up is not performed. On the other hand, when the result in S604 is affirmative (for example, when acceleration is instructed to the engine 30 and the gear position is shifted to the first speed), the process proceeds to S606, where the engine speed NE is the third predetermined speed. It is determined whether or not NE3 or higher.

  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, it can be said that S606 is 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 S606 is NO, it is not the timing to start trim-up, so the process proceeds to S602, and the program is terminated without executing trim-up. On the other hand, when the result in S606 is affirmative, the program proceeds to S608, in which it is determined whether or not the trim angle θ is the second-speed learning trim angle δ.

  When the result in S608 is negative, the program proceeds to S610, where the trim unit 24 is operated to perform trim up or trim down. When S610 is executed for the first time, the trim angle θ is typically 0 deg. Thus, 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 trim-up, and if the result in S608 is positive in the subsequent program loop, the process proceeds to S612, the bit of the second speed trim flag is reset to 0, and the process proceeds to S614 to perform trim-up / down. Stop. Thus, at the second speed, the boat speed reaches the highest speed by adjusting the trim angle θ to the learning trim angle δ.

  Further, when the program is executed after the predetermined speed subtraction of the second speed learning trim angle δ in the above-described processing of S510 or S516, the result is negative in S608 and the process proceeds to S610, where the trim angle θ is subtracted. Trim down is performed until the angle δ is reached. Similarly, when the turning is finished and the second-speed learning trim angle δ is returned to the original, the second-speed learning trim angle δ in which the trim angle θ is returned to the original is negated in S608 and proceeds to S610. Trim up until

  Next, the third speed trim up / down execution determination process of FIG. 13 will be described. In S700, it is determined whether or not the bit of the trim control start flag is 1. When the result in S700 is negative, the program proceeds to S702, where the trim down is stopped, and the trim down is not performed accurately.

  When the result in S700 is affirmative, the program proceeds to S704, in which it is determined whether the bit of the 3rd speed trim flag is 1. If the result in S704 is negative, trimming is not necessary, so the process proceeds to S702 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 S706 and trimming is performed. It is determined whether the angle θ is the third-speed learning trim angle ε.

  When the result in S706 is negative, the program proceeds to S708, where the trim unit 24 is operated to perform trim down or trim up. When S708 is executed for the first time, the trim angle θ is typically the learning trim angle δ for the second speed that is larger than the learning trim angle ε for the third speed, so trim down is started here. Then, the trim angle θ is adjusted by trim down, and when the result in S706 is positive in the subsequent program loop, the process proceeds to S710, the bit of the third speed trim flag is reset to 0, and the process proceeds to S712 to stop the trim down. . After the third-speed learning trim angle ε is determined in this way, 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, thereby reducing the boat speed. Reach the fastest.

  In addition, when the program is executed after the third-speed learning trim angle ε is subtracted from the predetermined angle in the processing of S510 and S516 described above, the determination is negative in S706 and the process proceeds to S708, where the trim angle θ is subtracted. Trim down until the angle ε is reached. Similarly, when the turning is finished and the third-speed learning trim angle ε is returned to the original value, the third-speed learning trim angle ε in which the trim angle θ is returned to the original state is negated in S706 and proceeds to S708. Trim up until

  In FIG. 6, next, the process proceeds to S <b> 24, and a determination process is performed as to whether or not trim down for returning the trim angle θ to the initial angle should be executed.

  FIG. 14 is a sub-routine flowchart showing the initial trim down execution determination process. As shown in the figure, in S800, it is determined whether or not the trim angle θ is equal to or larger than the predetermined angle θ1 and is in the tilt region. This process will be described in detail later.

  When the result in S800 is negative, the program proceeds to S802, in which it is determined whether the engine 30 is in an idle state. This determination is made by comparing the engine speed NE with the fourth predetermined speed NE4, and when the engine speed NE is equal to or lower than the predetermined speed NE4, it is determined that the engine 30 is in an idle state. Accordingly, the fourth predetermined rotational speed NE4 is set to a relatively low value (for example, 2000 rpm) that allows the engine 30 to be determined to be in an idle state.

  When the result in S802 is negative, the program proceeds to S804, in which it is determined whether or not the bit of the initial trim flag is 1. When the result in S804 is NO, the program proceeds to S806, in which trim down is not performed. On the other hand, when the result in S804 is affirmative, the program proceeds to S808, in which it is determined whether the trim angle θ is larger than the initial angle. Note that if the result in S802 is affirmative, the process proceeds to S808.

  When the result in S808 is affirmative, the program proceeds to S810, 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 S808 is NO, that is, when the trim angle θ has become the initial angle, the process proceeds to S812 to reset the bit of the initial trim flag to 0, and then proceeds to S814 to stop the trim down and end the program. .

  As described above, in the outboard motor control apparatus according to this embodiment, the shift control of the transmission 46 is performed based on the engine speed NE, the throttle opening TH, and the like, and the shift control in the transmission 46 is performed. Accordingly, the operation of the trim unit 24 is controlled and the outboard motor 10 is trimmed up / down to adjust the trim angle θ. This control is called auto trim angle control. The adjustment of the trim angle θ by the “first trim angle control means” described in the claims corresponds to the adjustment by the auto trim angle control. Note that manual trim angle control is preferentially performed in the auto trim angle control and the above-described manual trim angle control.

  Here, the processing of S800 will be described. For example, when the vessel operation is finished and the vessel 1 is landed, the operator first presses the up switch of the trim switch 130 to output the trim angle θ adjustment instruction (trim up instruction). Accordingly, the outboard motor 10 is trimmed up to a trim angle (in other words, a tilt region) that does not interfere with the ground by manual trim angle control.

  S800 is a process of determining whether or not the outboard motor 10 is in such a trimmed-up state. Specifically, when an instruction to adjust the trim angle θ is output from the trim switch 130, This is processing for determining whether or not the trim angle θ has become equal to or greater than the predetermined angle θ1 by manual trim angle control. Therefore, the predetermined angle θ1 is set to a value suitable for landing the ship 1, specifically, a value such that the propeller 42 or the like does not interfere (contact) with the ground during the landing operation, and is set to 20 deg, for example.

  When the result in S800 is affirmative, the program proceeds to S816, and the auto trim angle control performed according to the shift control in the transmission 46 is stopped. As a result, only the manual trim angle control is effective, and the outboard motor 1 is not trimmed down so that the trim angle θ becomes the initial angle by the auto trim angle control when the ship 1 is landed.

  FIG. 15 is a time chart for explaining the operation of the outboard motor 10 when the steering is performed and when the ship 1 is landed, and FIG. 16 is an explanatory view thereof. In the following, it is assumed that the learning trim angles δ and ε for the second and third speeds have already been determined in S12 and S14. In FIG. 16, the symbol y indicates the front-rear 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 in the outboard motor 10, and depending on the trim angle of the outboard motor 10, they do not necessarily match the gravity 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. 16, 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 gear position 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 is depressed as shown in FIG. 16 (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. When the engine speed NE exceeds the third predetermined speed NE3 at time t2, the outboard motor 10 is trimmed up (S606, S610). When the engine speed NE further increases and is equal to or higher than the first predetermined speed NE1 (S116, time t3), the gear position is changed from the first speed to the second speed (S134). Then, when the trim angle θ reaches the second-speed learning trim angle δ at time t4, trim-up is stopped (S608, S614).

  FIG. 16C 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.

  Next, when the turning is started and the turning angle α becomes equal to or larger than the first predetermined turning angle η at time t5, the predetermined angle is subtracted from the second-speed learning trim angle δ, thereby reducing the trim angle θ ( S504, S510). Thereafter, when the turning angle α becomes equal to or greater than the second predetermined turning angle ζ at time t6, the gear is shifted down from the second speed to the first speed (S504, S522).

  After that, when the turning is finished and the turning angle α becomes smaller than the second predetermined turning angle ζ at time t7, the first speed is shifted up to the second speed (S504, S530), and the turning angle α is given at time t8. Is less than the first predetermined turning angle η, the learning trim angle δ for the second speed is returned to the original to increase the trim angle θ (S504, S506).

  Thereafter, the switch 136 is operated by the operator to output 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 t9 (S154), the second speed to the third speed (S 158) and trim down (S 706, S 708). Then, when the trim angle θ becomes the third-speed learning trim angle ε at time t10, trim down is stopped (S706, S712).

  Although illustration is omitted, the state of the ship 1 when the trim down is stopped is the same as in FIG. 16C, the direction of the axis 44 a 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.

  When the lever 122 is operated by the vessel operator at time t11 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 trimmed down. The trim angle θ is returned to the initial angle (S808, S810). FIG. 16D shows a state where the trim angle θ has returned to the initial angle.

  Note that when the gear is in the third speed (between times t10 and t11), as shown by an imaginary line in FIG. 15, the turning angle α is the first predetermined turning angle η at time ta. When the above is reached, the predetermined angle is subtracted from the third-speed learning trim angle ε, thereby reducing the trim angle θ (S504, S510). After that, at time tb, the turning angle α becomes equal to or larger than the second predetermined turning angle ζ, and when it is determined that the turning is abrupt (S504, S520, S526), the third speed is changed to the first speed (S528).

  Next, the landing of the ship 1 will be described. When the up switch of the trim switch 130 is operated by the operator at time t12 and an instruction to adjust the trim angle θ (trim up instruction) is output, the outboard motor 10 is trimmed. Let me up. Then, when the trim angle θ becomes equal to or greater than the predetermined angle θ1 at time t13 (S800), it is estimated that the maneuvering has been completed or the ship 1 has been landed, and the auto trim angle that is performed according to the shift control in the transmission 46 is performed. Control is stopped (S816). FIG. 16E shows a state where the trim angle θ has reached the predetermined angle θ1.

  As described above, in the embodiment of the present invention, the power from the internal combustion engine (engine) 30 is inserted into the power transmission shaft (propeller shaft) 44 that transmits the power to the propeller 42, and the output of the internal combustion engine is changed. In the outboard motor control device comprising a transmission 46 that transmits to the propeller and a trim angle adjustment mechanism (power tilt trim unit) 24 that can adjust the trim angle θ with respect to the hull 12, the control device according to the operation of the operator. Trim angle adjustment instruction output means for outputting an adjustment instruction for the trim angle θ (power tilt trim switch 130), and controls the operation of the trim angle adjustment mechanism 24 according to the shift control in the transmission 46, and the trim A first trim angle control means for adjusting the angle θ (auto trim angle control; ECU 110, S10 to S24), the trim angle adjustment instruction output means; Second trim angle control means for adjusting the trim angle θ by controlling the operation of the trim angle adjusting mechanism 24 in accordance with the trim angle θ adjustment instruction that is output (manual trim angle control; ECU 110, S20, S600). ), When the trim angle adjustment instruction output means outputs the trim angle θ adjustment instruction, the second trim angle control means determines whether the trim angle θ is equal to or greater than a predetermined angle θ1. And a trim angle control for stopping the adjustment of the trim angle θ by the first trim angle control means when it is determined that the trim angle θ is equal to or greater than the predetermined angle θ1 (ECU 110. S24, S800). Stop means and (ECU110. S24, S816) are provided.

  Thus, the transmission 46, the trim unit 24 capable of adjusting the trim angle, and the first trim angle control means for adjusting the trim angle by controlling the operation of the trim unit 24 in accordance with the shift control in the transmission 46. For example, when acceleration is instructed to the engine 30 (S120), the speed of the transmission 46 is changed from the second speed to the first speed (S126), and then the acceleration is completed. Thus, it is possible to adjust the trim angle θ by controlling the operation of the trim unit 24 before shifting from the first speed to the second speed and trimming up (S610). As a result, even when the torque transmitted from the first gear to the second gear is reduced and the torque transmitted to the propeller 42 is reduced after the acceleration is finished, the speed of the ship 1 is increased by trimming up. In other words, the feeling of deceleration can be reduced.

  Further, a trim switch 130 that outputs an adjustment instruction for the trim angle θ according to the operation of the ship operator, and a second operation that controls the operation of the trim unit 24 according to the adjustment instruction for the trim angle θ and adjusts the trim angle θ. A trim angle control means, and when the trim switch 130 outputs an instruction to adjust the trim angle θ, the second trim angle control means determines that the trim angle θ is equal to or greater than a predetermined angle θ1 (ie, For example, in order to raise the ship 1 to the land, an instruction to adjust the trim angle θ (specifically, a trim-up instruction) is given from the operator, and the trim angle θ becomes equal to or larger than the predetermined angle θ1), the first trim angle Since the adjustment of the trim angle θ by the control means is stopped, the adjustment of the trim angle θ by the first trim angle control means is not executed when the ship 1 is landed. In this case, the outboard motor 10 is not trimmed down so that the trim angle θ becomes the initial angle by the first trim angle control means, so that the outboard motor 10 interferes with the ground and damages the propeller 42 and the like. Can be prevented.

  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, the predetermined values DTHa and DTHb for determining deceleration / acceleration, the predetermined angle θ1, the exhaust amount 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, 24 power tilt trim unit (trim angle adjusting mechanism), 30 engine (internal combustion engine), 42 propeller, 44 propeller shaft (power transmission shaft), 46 transmission, 110 ECU (electronic control unit) , 130 Power tilt trim switch (trim angle adjustment instruction output means)

Claims (1)

A transmission that is inserted into a power transmission shaft that transmits power from the internal combustion engine to the propeller, and that shifts the output of the internal combustion engine and transmits the output to the propeller, and a trim angle adjustment mechanism that can adjust a trim angle with respect to the hull. In an outboard motor control device comprising:
a. Trim angle adjustment instruction output means for outputting the trim angle adjustment instruction in accordance with the operation of the ship operator;
b. First trim angle control means for controlling the operation of the trim angle adjusting mechanism in accordance with shift control in the transmission and adjusting the trim angle;
c. Second trim angle control means for controlling the operation of the trim angle adjustment mechanism in accordance with a trim angle adjustment instruction output from the trim angle adjustment instruction output means, and adjusting the trim angle;
d. Trim angle determining means for determining whether the trim angle is equal to or greater than a predetermined angle by the second trim angle control means when the trim angle adjustment instruction is output from the trim angle adjustment instruction output means;
e. When it is determined that the trim angle is equal to or greater than the predetermined angle, trim angle control stop means for stopping adjustment of the trim angle by the first trim angle control means;
An outboard motor control device comprising:

Images