JP3352833B2 - Engine operation control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control device for an engine, and more particularly, to a control device for an engine even when the back pressure changes.
The present invention relates to an improvement in an engine operation control method capable of optimizing a fuel supply amount and an ignition advance angle.

[0002]

2. Description of the Related Art In a watercraft, for example, a propeller is generally provided near an exhaust gas outlet disposed underwater, so that the size and posture of the hull,
The back pressure changes due to changes in the mounted load, ship speed, etc., and a slight change in the back pressure changes the fuel flow rate and ignition timing required by the engine. On the other hand, the setting of the fuel flow rate and the like is performed on a so-called bench, and it is difficult to consider the change in the back pressure due to the above-described cause. Cannot respond to changes in ignition timing. As a result, engine feeling, drivability, exhaust gas performance, and the like are deteriorated.

[0003] The present invention has been made in view of the above circumstances, and is capable of optimizing the fuel supply amount and the ignition advance angle even when the back pressure changes, and maintaining an appropriate air-fuel ratio. It is intended to provide an operation control device.

[0004]

According to a first aspect of the present invention, there is provided an engine operation control device for discharging exhaust gas into water, wherein the engine operation control device detects a trim angle, and detects the trim angle, the back pressure, and the like. And a correction control means for performing operation control while correcting at least one of the fuel supply amount and the ignition advance angle in accordance with the determined back pressure. And

According to a second aspect of the present invention, there is provided an engine operation control device according to the first aspect, wherein a trim-in holding time detecting means for detecting a trim-in holding time from trim-in to trim-out, and It is characterized by comprising acceleration time detecting means for detecting an acceleration time, and optimum trim-in holding time calculating means for finding an optimum trim-in holding time that minimizes the acceleration time by changing the trim-in holding time.

An engine operation control device according to a third aspect of the present invention is an engine operation control device for discharging exhaust gas into water, wherein the basic fuel supply amount according to the operation state of the engine is determined by calculating the intake air amount for each cylinder. It is characterized by comprising inter-cylinder fuel correction means for correcting in accordance with the difference, and cylinder-by-cylinder fuel correction means for correcting the corrected fuel amount per cylinder using an engine parameter representing a change in back pressure.

[0007]

According to the first aspect of the present invention, the trim angle is detected, and the back pressure is determined from the correlation between the trim angle and the back pressure. The operation control is performed while at least one of the fuel supply amount and the ignition advance angle is corrected by the correction control means in accordance with the change in the back pressure. Therefore, even when the back pressure changes, the fuel supply amount and the engine ignition timing can be made appropriate, and the engine feeling, drivability, exhaust gas performance and the like can be improved. Further, since the proper air-fuel ratio can be maintained, the number of revolutions at the time of acceleration can be increased, the stability of combustion can be secured, and acceleration performance, responsiveness, and maximum speed can be improved.

According to the second aspect of the present invention, the trim-in holding time and the time required for acceleration when trimming out when the holding time has elapsed are measured and stored. Then, the trim-in holding time is changed at the next acceleration, and by repeating this operation, the optimum trim-in holding time when the acceleration time is shortest is obtained.After that, the trim-out is performed when the obtained optimum trim-in holding time elapses. Start.

As described above, since the optimum trim-in holding time at which the acceleration time is the shortest is determined, the acceleration performance of the engine can be improved.

According to the third aspect of the present invention, the basic fuel amount is corrected in accordance with the intake air amount for each cylinder by the inter-cylinder fuel correction means, and the fuel for each cylinder is further corrected by the fuel correction means for each cylinder. It is corrected by the engine parameter representing the back pressure. Thus, even if the back pressure changes, an amount of fuel corresponding to the intake air amount of each cylinder is supplied, and an optimal A / F can be obtained.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings.

FIGS. 1 to 7 are views for explaining an engine operation control apparatus according to an embodiment (first embodiment) according to the first aspect of the present invention. FIG. FIG. 2 is a schematic diagram of a two-stroke engine for an outboard motor, FIG. 2 is a diagram showing a correlation between a back pressure at a specific throttle opening and A / F, and FIG. FIG. 4 is a functional block diagram, FIG. 5 is a diagram showing a correlation between back pressure and a trim angle,
FIG. 6 is a diagram showing a correlation between the back pressure and the crankcase pressure, and FIG.
FIG. 4 is a diagram showing a relationship between the opening / closing timing of a scavenging port and crank chamber pressure.

In FIG. 1, reference numeral 1 denotes an engine for a three-cylinder, two-stroke outboard motor having a vertically mounted crankshaft, which has a piston 3 slidably inserted and disposed in a cylinder bore 3a of a cylinder block 2. It has a structure connected to a crankshaft 5 by a connecting rod 4. In addition, in the AA cross section, indicates a cylinder number.

A cylinder head 6 is mounted on the mating surface of the cylinder block 2, and a spark plug 7 is inserted into a combustion recess formed in the cylinder head 6. 2a is an exhaust port and 2b is a scavenging port. The cylinder head 6 is provided with a pressure sensor 31 for measuring an in-cylinder pressure, and the crankshaft 5 is provided with an angle sensor 33 for detecting a crank angle (engine speed). A crank chamber 8 is provided on the side of the cylinder block 2 opposite to the head. The crank chamber 8 is provided with a temperature sensor 32 for measuring intake air temperature or engine temperature, and a pressure sensor 34 for measuring crank chamber pressure.

A bypass passage 40 is provided between the numbered cylinders and an O ₂ sensor 35 for detecting the air-fuel ratio of the burned gas is provided at an intermediate portion of the passageway 40.
Is provided. In general, in the case of a two-cycle engine, there is a phenomenon of blow-by of fresh air, and a part of the introduced fresh air is discharged together with the combustion gas. Therefore, the O ₂ sensor is simply attached to the exhaust pipe as in the conventional case. Alone could not detect an accurate air-fuel ratio, but as described above, O ₂
By arranging the sensor at a position that is not easily affected by the back pressure, an accurate air-fuel ratio can be detected. further,
A pressure sensor 36 for detecting the back pressure α and a temperature sensor 37 for detecting the engine temperature are provided.

An intake passage 10 is connected to each of the crank chambers 8 through a cylinder bore 3a. A reed valve 11 for preventing backflow of the intake air is disposed near the opening of the intake passage 10 near the crank chamber. Each of the intake passages 10 is provided with an injector 12 for injecting fuel into the intake passage, and a fuel supply device 13 is connected to the injector 12. The injector may be common to all cylinders. In this case, it is provided at the gathering portion of the intake manifold. A throttle valve 15 is provided in the intake passage 10.
, Ie, the throttle angle, is detected by a sensor 41. Further, the outboard motor body 50 includes:
A trim angle detection sensor 42 for detecting the trim angle β is provided.

The engine 1 includes an ECU 3 as a control unit.
0 is provided. The said ECU 30, the cylinder pressure sensor 31, intake air temperature detection sensor 32, a crank angle sensor 33, the crank chamber pressure detecting sensor 34, O ₂ sensor 35, the back pressure detecting sensor 36, an engine temperature sensor 3
7, throttle angle detection sensor 41, atmospheric pressure detection sensor,
Each detection signal of the shift switch, the cooling water temperature detection sensor, and the engine vibration sensor is input. Also ECU
The output control signal 30 is input to the ignition plug 7 and the injector 12, respectively.

The back pressure α can be detected by directly detecting the back pressure by the pressure sensor 36 or by the following method.

That is, the correlation between the trim angle β and the back pressure α is as shown in FIG. 5. By utilizing this relationship, the back pressure α can be obtained by detecting the trim angle β.

The relationship between the timing of opening and closing the scavenging port and the crank chamber pressure P is as shown in FIG.
In the figure, ScO indicates the opening timing of the scavenging port,
ScC indicates the closing timing of the scavenging port. The opening degree of the scavenging port when both the scavenging port and the exhaust port are open is S1, and the crank chamber pressure at this time is P1.
If it is set to 1, the effect of the back pressure appears on the crank chamber pressure P1 as shown in FIG. And this crank chamber pressure P1
Varies with back pressure as shown in FIG. By utilizing this relationship, the back pressure α can be obtained by detecting the crankcase pressure P1.

The ECU 30 functions as a storage unit for storing a map corresponding to the correlation between the trim angle and the back pressure shown in FIG. 5 and a map corresponding to the correlation between the crank chamber pressure and the back pressure shown in FIG. Further, as shown in FIG. 4, the ECU 30 receives a detection signal from the back pressure detection sensor 36, the trim angle detection sensor 42, or the pressure sensor 34, and
2 functions as correction control means 65 for correcting and controlling the fuel injection amount and the ignition timing of the ignition plug 7.

Next, the correlation between the back pressure, the air-fuel ratio (A / F), and the ignition advance (S / A) will be described. FIG. 2 shows a change in A / F with a change in back pressure, and FIG. 3 shows a change in the required value of S / A. These figures show the relationship when the throttle opening is at the idle position, for example.

As the back pressure decreases, a large amount of exhaust is sucked out. As a result, the A / F shifts to a thin side, and conversely, as the back pressure increases, the A / F shifts to a deep side (see FIG. 2). The deviation of the A / F from the target value indicated by the one-dot chain line in FIG. 2 is the A / F correction amount, and the correction control means 65 corrects the fuel injection based on the fuel injection amount corresponding to the A / F correction amount. Control will be performed.

Regarding the S / A, the deviation from the required ignition timing at the time of ignition in the state without the correction indicated by the one-dot chain line in FIG. 3 is the correction amount of the S / A. On the basis of this, similarly, the correction control of the ignition advance angle is performed by the correction control means 65. The above E
The maps corresponding to FIGS. 2 and 3 are stored in the CU 30.

Next, the operation of this embodiment will be described.

In this embodiment, the fuel injection amount and the ignition timing are obtained from the basic map according to the engine speed, the throttle opening, and the like, and the correction control of the fuel injection amount and the ignition timing is performed according to the change in the back pressure α. As described above, the change in the back pressure α can be directly detected by the back pressure detection sensor 36, or further based on the detection result of the trim angle detection sensor 42 from the map corresponding to FIG. Can be determined from the map corresponding to FIG. 6 based on the detection result of the pressure sensor 34.

The injector 12 and the ignition plug 7 are controlled by the correction control means 65 based on the A / F correction amount (FIG. 2) and the S / A correction amount (FIG. 3) corresponding to the change of the back pressure α.
Is controlled, and correction control of the basic fuel injection amount and the ignition timing is performed. Thus, even when the back pressure changes, the fuel supply amount and the engine ignition timing can be made appropriate.

In this case, when the trim angle β is used as the engine parameter representing the change in the back pressure, the hull trim angle correlated with the hull resistance can be known from the trim angle. You can know without adding a speedometer. When the crank chamber pressure P is used as the engine parameter, not only the back pressure value but also the intake air amount can be detected.

In the above-described embodiment, an example in which the present invention is applied to a two-stroke engine has been described. However, as a parameter indicating a change in back pressure, the detection result of the back pressure sensor 36 is directly used or trimmed. When the angle β is used, the present invention can be applied to a four-cycle engine.

FIGS. 8 to 10 are views for explaining a modification of the first embodiment. In this modification, the propulsion speed (hull speed) of the hull is used as a parameter indicating a change in back pressure. .

The engine back pressure tends to increase as the ship speed increases, as shown in FIG. 8 showing the correlation between the back pressure and the ship speed. Due to this change in back pressure, FIG.
As shown in FIG. 3, the A / F deviates from the target value, and as shown in FIG. 3, the required ignition timing deviates from the uncorrected ignition timing. Therefore, in this embodiment, the fuel injection amount,
And the ignition timing is corrected.

Specifically, the ECU 30 stores a map corresponding to the correlation between the boat speed and the correction value of the fuel injection amount shown in FIG. 9 and the correction value of the boat speed and the ignition timing shown in FIG. A map corresponding to the correlation is stored. And
Based on the map data shown in FIG. 9, the correction control is performed so that the basic fuel injection amount decreases as the ship speed increases, that is, as the back pressure increases. Further, based on the map data shown in FIG. 10, as the boat speed (back pressure) increases, the basic ignition timing is corrected and controlled to be advanced.

As described above, since the fuel injection amount and the ignition timing are corrected and controlled in accordance with the boat speed, the engine performance can be maintained even when the back pressure changes due to the boat speed change.

FIGS. 11 to 13 are views for explaining another modified example of the first embodiment. In this modified example, the depth of submersion of the exhaust gas outlet is set as a parameter indicating the change of the back pressure. That is, the engine mount height is used.

As shown in FIG. 11, which shows the correlation between the back pressure and the mount height of the engine,
The mount height is higher and tends to be smaller as the outlet is closer to the water surface. Therefore, in this embodiment, the fuel injection amount and the ignition timing are corrected according to the mount height of the engine.

More specifically, the ECU 30 has the functions shown in FIG.
The map corresponding to the correlation between the mount height and the correction value of the fuel injection amount shown in FIG. 13 and the map corresponding to the correlation between the mount height and the correction value of the ignition timing shown in FIG. 13 are stored. Then, based on FIG. 12, the correction control is performed so that the fuel injection amount increases as the mount height increases. Further, based on FIG. 13, the ignition timing is corrected to be retarded as the mount height increases.

As described above, since the fuel injection amount and the ignition timing are corrected and controlled in accordance with the mount height, that is, the depth of submersion of the exhaust gas outlet, when the back pressure changes according to the mounting height of the engine. , The engine performance can be maintained.

In general, in an engine, in order to avoid a delay in fuel supply during sudden acceleration, fuel correction during acceleration is performed to increase the fuel supply amount during acceleration. However, when the trim angle and the ship speed change during acceleration of the engine, the back pressure fluctuates, and the intake air amount fluctuates, the above-described method of uniformly increasing the fuel supply increases the engine to an appropriate A / F value. It can be difficult to maintain.

FIGS. 14 to 17 are views for explaining still another modification of the first embodiment. In this modification, FIGS.
The fuel increase during acceleration is corrected based on the back pressure.

In this modified engine, the basic fuel injection amount is increased at a constant rate during acceleration, and the increased amount during acceleration decreases as the back pressure increases, as shown in FIG. The correction is controlled as follows. In this case, the ECU 30 functions as an acceleration increase amount correction unit.

More specifically, as shown in FIG. 15, when the trim angle of the outboard motor body increases, the back pressure decreases, so that the above-described increase during acceleration is corrected to a larger value. Further, as shown in FIG. 16, when the ship speed increases, the back pressure increases, so that the acceleration increase is corrected to a smaller value. FIG.
As shown in (2), when the mount height of the engine is increased, the back pressure is reduced, so that the above-described increase amount during acceleration is corrected to a larger value.

As described above, the amount of fuel increase during acceleration is controlled so as to decrease as the back pressure increases, and the amount of fuel increase during acceleration is controlled to increase as the back pressure decreases. Therefore, an appropriate A / F value can be maintained, and the acceleration performance of the engine can be improved accordingly.

Since the landing area of a high-speed boat such as a bass boat differs depending on the ship speed, the optimum hull trim angle at which the hull resistance is minimized also depends on the ship speed, and the engine trim angle for maintaining this hull trim angle. Also depends on the ship speed. For this reason, when the outboard motor is mounted on a bus boat or the like, in order to reduce the hull resistance and improve the running performance, it is necessary to adjust the engine trim angle according to the boat speed. Therefore, in the past, the trim angle of the outboard motor was manually adjusted from trim-in to trim-out at the time of rapid acceleration from a low speed state, but the adjustment timing is delicate,
Very difficult.

FIGS. 18 to 20 are views for explaining one embodiment (second embodiment) of the second aspect of the present invention. In this embodiment, the adjustment timing from trim-in to trim-out is set to the shortest acceleration time. This is an example in which learning control is performed such that

In this embodiment, the trim-in holding time from trim-in to trim-out (trim-out start time)
And the time (acceleration time) from the start of acceleration to the sliding state is measured and stored, and the trim-in holding time when the acceleration time is shortest is found. Is controlled from trim-in to trim-out. Note that the trim-in refers to a state in which the outboard motor main body 50 is inclined so as to approach the hull (the trim angle β is small), and the outboard motor main body 50 is separated from the hull backward as opposed to the trim-out. (Trim angle β is large).

As shown in FIG. 20, an optimum trim-in holding time Td, at which the acceleration time from the start of acceleration until reaching a predetermined boat speed is the shortest Tmin, is found by learning control.
Thereafter, the outboard motor is trimmed out when the optimum trim-in holding time Td elapses from the start of the acceleration at the trim-in, so that the boat travels at the maximum speed.

The learning control method for the optimum trim-in holding time Td will be described with reference to the flowchart of FIG.

When the throttle opening is opened from θ1 to θ2 and it is determined that rapid acceleration has started, a trim-in holding time Tb set in advance is read from a memory (not shown) of the ECU 30 (step S1, step S1). S2).

Next, from the time T1 at which the rapid acceleration is determined, the T
At the time when a predetermined time ΔT has been added to b, the engine starts to be trimmed out, and the acceleration time Ta ′ required for traveling in this state is calculated (steps S3 and S3).
4). Here, the acceleration time Ta 'is determined, for example, by measuring the time until the engine speed reaches from about Arpm near the trawling speed to Brpm at almost the maximum speed, and the time until the boat speed reaches almost the maximum speed from the trawl speed. However, a method of using this as the acceleration time can be adopted.

Then, the current acceleration time Ta 'is compared with the previous acceleration time Ta (steps S5 and S6). If the current acceleration time Ta' is shorter, the time obtained by adding the predetermined time ΔT to the Tb is newly trimmed. It is set as the holding time Tb.
If the previous time is shorter, the time obtained by subtracting the above ΔT from the above Tb is newly set as the trim-in holding time Tb (steps S7, S8).

As described above, when the acceleration time is shortened, the trim-in holding time at that time is newly set as the trim-in holding time. By repeating this process, the acceleration time can be shortened, and the engine speed can be reduced. Acceleration performance can be improved, and as shown in FIG. 20, it is possible to detect the optimum trim-in holding time Td that is the shortest acceleration time Tmin.

Here, when the exhaust ports of a plurality of cylinders are connected to a common exhaust pipe, since the equivalent pipe length of the exhaust pipe differs for each cylinder, a difference occurs in the intake air amount for each cylinder.
In addition, there is a difference in the amount of intake air between the cylinders due to the back pressure caused by the engine trim angle and the boat speed. As a result, it is difficult to maintain an appropriate A / F value for each cylinder.

FIGS. 21 to 28 are views for explaining an embodiment (third embodiment) of the third aspect of the present invention. This embodiment is based on the engine speed, throttle opening, and the like. The set basic fuel injection amount is corrected according to the length of the exhaust pipe of each cylinder, the shape of the intake / exhaust system, and the like. The fuel amount for each cylinder, which is obtained, is further corrected using an engine parameter representing a change in back pressure. Things. FIG. 21 is a diagram showing a correlation between a back pressure and an inter-cylinder correction value, FIG. 22 is a map showing a method of determining an injection amount for each cylinder, FIG. 23 is a map showing an inter-cylinder correction value, and FIG.
FIGS. 4 and 25 show a method for correcting the inter-cylinder correction value, FIG. 26 is a flowchart for explaining the method for correcting the inter-cylinder correction value, and FIG. 27 is a flowchart for explaining the fuel injection amount. In this embodiment, since the data in the ECU 30 of the first embodiment is rewritten, the description of the configuration is omitted.

The ECU 30 of the present embodiment includes a basic map (FIG. 22A) showing the relationship between the engine speed, the throttle opening, and the basic fuel injection amount common to each cylinder, which indicates the operating state of the engine. An inter-cylinder correction value map (FIG. 22B) showing the relationship between the engine rotation speed, the throttle opening, and the correction value for each cylinder, and a correction value map (FIG. 22C) corresponding to the back pressure for each cylinder )).

In the case of the engine 1 of this embodiment, as shown in FIG. 21, the inter-cylinder correction value for the basic fuel injection amount tends to increase in the cylinder No. and tends to decrease in the cylinder No. With respect to the change in the back pressure, the change amount of the correction value is small in the cylinder number, the change amount is medium in the cylinder number, and the change amount is large in the cylinder number.

Next, the operation of the present embodiment will be described with reference to FIG.

First, a basic map value is obtained from the map data of FIG. 22A based on the engine speed and the throttle opening at that time, and an inter-cylinder correction value for each cylinder is obtained from the map data of FIG. 22B. Are read (step S9). Further, a correction value based on the back pressure value is read from the map data of FIG. 22C (step S1).
0). Then, the fuel injection amount for each cylinder is calculated based on the basic map value, the inter-cylinder correction value, and the back pressure correction value (step S11), and the injector 12 is controlled according to the injection amount.

Here, the inter-cylinder correction value is desirably corrected before shipment because there is an individual difference between engines. To make this correction, follow the procedure below. Obtains a correction value of the actual machine in a particular operating range for each cylinder is attached to the O ₂ sensor to all ~ th cylinder of the engine 1, to correct the correction value of the entire on the basis of the the actual operating values and the map value.

The actual operation correction value and the map value are shown in FIG.
As shown in FIGS. 4 and 25, both increase as the throttle opening and the engine speed increase, but the ratio of the two, ie, b ₂ / b ₁ at the throttle opening θ 3, and at the rotation speed C, Since b ₃ / b ₄ is substantially constant even if the throttle opening and the engine speed change, the map value can be corrected over the entire region by utilizing this relationship.

More specifically, as shown in FIG. 26, first, an inter-cylinder correction value (map value) bxy based on the engine speed and the throttle opening is read from the map data of FIG. 23 (step S12). Next, in the actual machine, the engine speed and the throttle opening are set, and a predetermined A / F
Then, an inter-cylinder correction value for the basic fuel amount is calculated (step S13). Then, the map value of the entire area is calculated and adjusted based on the difference between the map value and the actual device value,
The respective map values are corrected (adjusted) (Step S1)
4).

As described above, since the fuel supply amount for each cylinder is corrected using the back pressure, even when the back pressure changes, the air-fuel ratio for each cylinder can be maintained at an appropriate level, and the engine performance can be maintained. Can be improved.

Further, in the engine of the present embodiment, since the O ₂ sensor mounting ports are formed in all the cylinders, in order to pursue the cause of trouble at the time of engine malfunction, an O ₂ sensor is installed in each cylinder to check the O ₂ signal. By doing so, the operation can be performed accurately and easily, and there is no need to check the flow rate of the fuel injection valve alone.

In the above-described embodiment, the O ₂ sensor 35 is provided in the bypass passage 40 between the cylinder number and the cylinder number. However, the O ₂ sensor may be provided in all cylinders, or is represented by one cylinder. May be provided.

[0064]

As described above, according to the engine operation control apparatus of the present invention, the trim control angle is used as the engine parameter indicating the change in the back pressure. The operation control is performed while being corrected. Therefore, even when the back pressure changes, the fuel supply amount and the engine ignition timing can be made appropriate. As a result, engine feeling, drivability, exhaust gas performance, and the like can be improved. In addition, since the proper air-fuel ratio can be maintained, the number of revolutions at the time of acceleration can be increased, the stability of combustion can be secured, and acceleration performance, responsiveness, and maximum speed can be improved.

According to the second aspect of the invention, the engine is trimmed out when the trim-in holding time elapses when the acceleration time becomes the shortest, so that there is an effect that the acceleration performance of the engine can be improved.

According to the third aspect of the present invention, the fuel amount for each cylinder is corrected using the engine parameter representing the change in the back pressure, so that the air-fuel ratio for each cylinder can be maintained at an appropriate level. There is an effect that the acceleration performance can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a two-stroke engine for an outboard motor to which an engine operation control device according to an embodiment of the present invention is applied.

FIG. 2 is a diagram showing a correlation between a back pressure and an A / F at a specific throttle opening.

FIG. 3 is a diagram showing a correlation between a back pressure at a specific throttle opening and an engine required advance angle (S / A).

FIG. 4 is a functional block diagram for explaining operation control by the operation control device.

FIG. 5 is a diagram showing a correlation between a back pressure and a trim angle.

FIG. 6 is a diagram showing a correlation between a back pressure and a crankcase pressure.

FIG. 7 is a diagram showing the relationship between the timing of opening and closing the scavenging port and the crank chamber pressure.

FIG. 8 is a diagram showing a correlation between a back pressure and a boat speed.

FIG. 9 is a diagram showing a correlation between a boat speed and a correction value of a fuel injection amount.

FIG. 10 is a diagram showing a correlation between a boat speed and a correction value of an ignition timing.

FIG. 11 is a diagram showing a correlation between a back pressure and a mount height of an engine.

FIG. 12 is a diagram showing a correlation between a mount height and a correction value of a fuel injection amount.

FIG. 13 is a diagram showing a correlation between a mount height and a correction value of an ignition timing.

FIG. 14 is a diagram showing a correlation between a back pressure and an acceleration correction value.

FIG. 15 is a diagram showing a correlation between a trim angle of an engine and a back pressure.

FIG. 16 is a diagram showing a correlation between a ship speed and an acceleration correction value.

FIG. 17 is a diagram showing a correlation between the mount height of the engine and the back pressure.

FIG. 18 is a diagram illustrating a correlation between a trim angle, a rotation speed, a throttle opening, and time of an engine.

FIG. 19 is a flowchart for explaining the operation of the apparatus in the embodiment.

FIG. 20 is a diagram showing a correlation between an acceleration time and a trim-in holding time.

FIG. 21 is a diagram illustrating a relationship between a back pressure and an inter-cylinder correction value for each cylinder.

FIG. 22 is a map diagram showing a basic fuel injection amount, an inter-cylinder correction value, and a back pressure correction value.

FIG. 23 is a map diagram showing an inter-cylinder correction value.

FIG. 24 is a characteristic diagram showing a method of correcting an inter-cylinder correction value.

FIG. 25 is a characteristic diagram showing a method of correcting an inter-cylinder correction value.

FIG. 26 is a flowchart for explaining a method of correcting the inter-cylinder correction value.

FIG. 27 is a flowchart for explaining the operation of the above embodiment.

[Explanation of symbols]

1 2 cycle outboard motor engine 30 ECU (correction control means, acceleration fuel correction means, acceleration increase value correction means, trim-in hold time detection means, optimal trim-in hold time calculation, inter-cylinder fuel correction means, cylinder-by-cylinder fuel correction means ) 34 Crankcase pressure detection sensor 36 Back pressure detection sensor 42 Trim angle detection sensor

Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI F02P 5/12 F02P 5/12 A 5/15 5/15 B (56) References JP-A-5-18287 (JP, A) JP-A Heisei JP-A-4-334742 (JP, A) JP-A-63-235634 (JP, A) JP-A-62-253597 (JP, A) JP-A-4-246258 (JP, A) JP-A-7-247946 (JP, A A) JP-A-4-91371 (JP, A) JP-A-7-247876 (JP, A) JP-A-7-71288 (JP, A) JP 2-4785 (JP, B2) JP-B-6 -6926 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02D 29/00-45/00 F02P 5/12 F02P 5/15

Claims (3)

(57) [Claims] An operation control device for an engine that discharges exhaust gas into water detects a trim angle, and detects the trim angle.
The back pressure is determined from a map corresponding to the correlation with the back pressure, and
An operation control device for an engine, comprising: a correction control unit that performs operation control while correcting at least one of a fuel supply amount and an ignition advance angle according to a determined back pressure . 2. The method according to claim 1, wherein
Trimming to detect the trim-in retention time until
And a predetermined speed from the start of acceleration
Acceleration time detection means for detecting the acceleration time up to
By changing the rim-in holding time, the acceleration time
Trim to find the optimal trim-in retention time that minimizes
Characterized in that it is provided with
Engine operation control device. 3. The operation of an engine for discharging exhaust gas into water.
In the rotation control device, the basic
Correct the fuel supply amount according to the difference in intake air amount for each cylinder.
Inter-cylinder fuel correction means, and the corrected fuel amount per cylinder.
Correct using the engine parameter that represents the change in back pressure
An engine having fuel correction means for each cylinder.
Operation control device.