JP4254554B2 - Engine management device for outboard motor - Google Patents

Description

  The present invention relates to an engine management apparatus for an outboard motor that is suitable for appropriately and accurately performing maintenance such as maintenance, failure management, or running-in management of various engines such as outboard motors, general purpose, and water bikes.

Conventionally, in the case of outboard motors, when a warning such as the following occurs, an alarm buzzer, alarm lamp (LED, etc.), or the user is informed of the abnormality by a decrease in the number of revolutions, and the response (inspection at the dealer, consumables) Replacement, oil replenishment).
Note that the types of warnings include over-lev, oil pressure drop, oil amount reduction (two-cycle oil), oil flow (that is, the two-cycle oil piping path), overheating, and battery voltage drop.

  In this conventional technology, prompt response is urged to the user due to a decrease in engine rotation, etc., but in the case of an outboard motor, the low-speed operation is assumed in the unlikely event (such as drifting). Operation can be continued (high rotation operation is not allowed due to rotation restrictions).

However, at the time of overheating or oil flow warning, the engine may be damaged depending on the degree of overheating (degree of cooling water reduction) and the operating time in that state.
When maintaining an engine that has been forced to sail in a warning state, not just overheating or oil flow warnings, or when maintaining a malfunctioning engine, how much ( (Time, temperature, etc.) Efficient and accurate maintenance is possible if you know if you have sailed, but in the conventional technology, as mentioned above, you will be informed of the warning status (lamp display, buzzer sound, reduced rotation) It was only.

On the other hand, outboard motors (water bikes, general-purpose engines, etc.), unlike two-wheeled and four-wheeled vehicles (because they do not have wheels), there is no way to detect the absolute travel distance, and speed using water pressure during forward travel. Although there are meters, there are many variations in factors such as pressure detection position, hull shape, forward / reverse, and turning, and distance integration cannot be performed, and a time meter (hour meter) is usually used instead.
However, even if time is substituted, depending on the user's method of use and application, for example, even if the number of revolutions is 1000 rpm and the cruise is 1 hour at 6000 rpm, it is recognized as the same 1 hour. The distance, parts, and oil consumption and deterioration are many times different.

  As described above, accurate information cannot be obtained only with time, and conventional hour meters are expensive. Outboard motors are often not equipped with hour meters, and maintenance management is also required. It was difficult, and it was expensive to manage accurately.

  Furthermore, in the outboard motor, the frequency of continuous operation at a high load and high rotation is higher than that of a general usage method of a two- or four-wheeled vehicle having a transmission due to the nature of the product. Despite such usage conditions, accurate time, cruising distance, and management are difficult for the reasons described above, and sufficient running-in operation cannot be managed and executed.

  The present invention has been made to solve the above problems, and is an engine for an outboard motor capable of accurately grasping and managing various engine operating conditions such as engine warning, cruising distance, and running-in management. An object is to provide a management apparatus.

In order to achieve the above object, the present invention has the following configuration.
The invention of claim 1 is an engine management device for an outboard motor equipped with a fuel injection type 4-cycle engine equipped with an electronic control unit.
The engine management device is constituted by each sensor, the electronic control unit, and each display device, and has means for accumulating and storing the engine operation time only when there is a signal input from at least the crank angle sensor,
When the integrated value (X) of the engine operating time reaches the first set value (x1) or the second set value (x2) of the engine oil replacement time, a predetermined display is performed. It has means for detecting that the display release operation and oil change have been performed and clearing the predetermined display and the integrated value of the engine operating time,
Means for storing the total operation time (Y) from the start of engine use;
The total operating time is a predetermined set time the first setting value when not reached (y) (x1) and the second set value when has reached a predetermined set time (y) (x2) An outboard engine management system characterized in that a smaller value is set .
According to a second aspect of the invention, the predetermined display is performed when the engine speed is lower than the predetermined engine speed, or when the main power source is ON and no signal is input from the crank angle sensor. The engine management device for an outboard motor according to claim 1.
According to a third aspect of the present invention, the means for accumulating and storing the operating time of the engine integrates the operating time for each engine speed or engine load, and calculates and stores a value obtained by weighting the integrated value. An engine management device for an outboard motor according to claim 1 or 2.
According to a fourth aspect of the present invention, there is provided means for storing an engine usage period, and a predetermined display is displayed when a set value is reached first, among the stored usage period and the integrated value of the engine operating time. The engine management device for an outboard motor according to any one of claims 1 to 3, wherein:

According to the invention of claim 1, when the integrated value (X) of the engine operating time reaches the first set value (x1) or the second set value (x2) of the engine oil replacement timing, On the other hand, it has means for detecting that the predetermined display has been canceled and the oil has been changed and clearing the integrated value of the predetermined display and the engine operating time. and means for storing the operating time (Y), reaches the first set value when the total operating time has not reached the predetermined set time (y) a (x1) predetermined set time (y) since the set to the second set value (x2) a value smaller than the case that, by changing the set value of the oil exchange time based on the total operating time, the engine oil or the like has a short replacement interval for the first time, the total The set value can be changed according to the operation time. To be leveling improve the accuracy of the oil exchange time during operation.
In addition, when the integrated value of the engine operating time reaches the set value for the engine oil replacement time, a predetermined display (lamp, buzzer, etc.) is displayed. Can be exchanged easily and accurately without cost.
According to a second aspect of the present invention, the predetermined display is displayed when the engine speed is lower than the predetermined engine speed, or when the main power is ON and no signal is input from the crank angle sensor. It can be carried out.
According to the invention of claim 3, the means for accumulating and storing the operating time of the engine integrates the operating time for each engine speed or for each engine load, and calculates and stores a value obtained by weighting the integrated value. As a result, wear deterioration varies depending not only on time but also on engine speed, load, and temperature, so that weighting improves the accuracy of replacement time.
According to the invention of claim 4, the engine usage period (a value including a leaving period other than during operation) is stored, and the set value is one of the stored usage period and the stored operation time. Since the predetermined display is performed when the time reaches, the replacement time varies depending not only on the operation time but also on the leaving period, so that the accuracy of the replacement time is improved.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is an explanatory view of an outboard motor 2 equipped with an electronically controlled fuel injection engine (internal combustion engine) 1 according to an embodiment. FIG. 2 is a control system block diagram of the engine 1.

As shown in FIG. 1, the outboard motor 2 is attached to a transom (stern beam) 4 of the hull 3 via a bracket 5. The outboard motor 2 includes a drive shaft housing 6 that is a hollow body extending in the vertical direction at the rear portion of the bracket 5 and that has a substantially spindle-shaped cross section in the horizontal direction.
An engine holder 7 is formed on the upper portion of the drive shaft housing 6, and the engine 1 is installed on the upper portion of the engine holder 7. The engine 1 is covered with a cover 1a.
A gear case 8 is connected to the lower portion of the drive shaft housing 6, and a propeller shaft having a propeller 9 facing horizontally rearward is rotatably supported by the gear case 8.

  The engine control system according to this embodiment employs an electronically controlled fuel injection device, and the engine management device is also configured by each sensor, the electronic control unit 11, and each display device.

As shown in FIG. 2, the electronic control unit 11 includes the engine speed (crank angle sensor 16), the throttle valve opening (throttle opening sensor 17), the inside of the surge tank for fuel injection control and engine management. Intake pressure (intake pressure sensor 18), atmospheric pressure (atmospheric pressure sensor 19), engine temperature (cooling water temperature sensor 20), and intake air temperature (intake air temperature sensor 21) are detected by the respective sensors, and are sent to the electronic control unit 11. It is input via the input circuit 12.
If the engine 1 is a two-cycle engine, the oil flow switch 22 a and the oil level switch 22 b are input to the electronic control unit 11, and if the engine 1 is a four-cycle engine, the oil pressure switch 22 c is input to the electronic control unit 11.

In the electronic control unit 11, the CPU (central processing unit) 13 comprising a microcomputer, RAM and ROM calculates the intake air amount based on each data, and after making various corrections to the intake air amount, the optimum fuel injection amount is obtained. Is output to the fuel injector 10 via the output circuit 14.
The fuel injector 10 injects an optimal fuel injection amount corresponding to the intake air amount by duty control.

The electronic control unit 11 performs warning detection, operation time storage, and running-in control in addition to the fuel injection control described above.
In addition, the electronic control unit 11 outputs various display devices 23 such as a monitor lamp, a buzzer, and a tachometer, an air amount adjusting actuator 24 such as a step motor and a solenoid valve, a fuel pump relay 25, an ignition coil 26a, and the like. Is input to the ignition device 26.
In addition, a communication interface 28 is provided for inputting a signal such as an operation command transmitted from a steering device provided at the driver's hand via the communication device 27 to the CPU 13. The battery power supply and the magneto power generation power are input to the power supply circuit 29.
Further, since each information can be displayed on the display device by transmitting each information to the display device by communication, the layout of the management device main body and the display device becomes easy.

The electronic control unit 11 has a ROM (Read Only Memory) and a RAM (Random Access Memory) for storing a program to be executed by the CPU 13 and data determined by the CPU 13, and is not affected by the battery power source. A memory 30 may also be included.
The memory 30 can hold data even when there is no power supply by a backup power supply, for example, an EEPROM (Electrically Erasable Programmable ROM) or the like, which can erase and rewrite program contents and can hold data even when there is no power supply.

Here, an outline of the control of the engine management apparatus according to the first embodiment will be described.
1) The operation time when the warning occurs and the operation time when the warning is canceled are stored.
2) Store various information (engine speed, throttle opening, boost pressure, wall temperature, intake air temperature, atmospheric pressure, etc.) of the engine from the occurrence of the warning to the end.
3) Depending on the storage capacity, 1) and 2) overwrite and store information multiple times, and always store information multiple times in reverse from the latest warning. In 2), the storage interval (sampling time) of various information is changed depending on the storage capacity.
4) The number of occurrences of warnings is stored.

By displaying the above-mentioned stored contents on a service tool (such as a personal computer) through communication at the time of repairing a defect at an inspection place such as an automobile dealer, the following operations and effects are achieved.
In other words, it is possible to know how many minutes the warning has continued from the operation time at the time of occurrence and release of the warning, so that the user responded immediately to the warning or continued low-speed operation without responding It is possible to determine whether or not
In addition, it is possible to identify the location where the engine damage is likely to be damaged from the type of warning and the ongoing engine information, so it is possible to advise on the user's response at the time of alarm (described in the owner's manual, etc.) and exhaustion , Replacement of deteriorated parts, early detection becomes easier.

  As a specific example, when the overheat warning occurs from the total operation time of 30 hours and 12 minutes and then is canceled after 30 hours and 14 minutes, the cooling performance is temporarily lowered (in this case, about 2 minutes) (due to excessive increase in PTT) It can be determined that the user has appropriately responded to the air suction or temporary clogging of the water supply port due to vinyl or the like) or a warning.

If an overheat warning occurs from 500 hours and 12 minutes and then cancels at 501 hours and 32 minutes, the engine is operating at low speed for a long time (in this case, about 1.5 hours) after the warning, causing damage to the engine. Probability is high.
In addition, it occurs after long-term use, and it is determined that it is necessary to check and replace each part such as water pump deterioration, thermostat, piston, cylinder, harness, etc. due to salt in the cooling water channel.
Further, since various engine information from the time of occurrence of the warning to the end thereof is stored, the presence or absence of engine damage can be predicted from the maximum wall temperature and the rotation speed during the 1.5 hours.

From the number of occurrences of each warning, the dealer can give advice to the user on usage and maintenance. For example, when there are many overrevs, it is possible to check and advise whether the propeller is correctly selected and whether the driving method (such as how to raise the PTT) is appropriate.
When the number of over warnings increases, the cooling system performance is expected to deteriorate, and inspection, wear, and replacement of deteriorated parts can be performed.

  In addition, when troubles such as engine burn-in occur, it is possible to confirm and give advice such as that the engine has not been operated for a long time after warning of oil level, pressure and overheat from the various data.

Next, FIG. 3 shows a specific warning management control flowchart of the first embodiment, and FIG. 4 shows an example of an information storage system.
As shown in FIG. 4, warnings [1] to [n] correspond to warnings such as over lev, oil pressure, oil level, oil flow, battery voltage drop, and overheat in advance. The variables x1 to xn and M1 to Mn are defined as follows.

x1 to xn: Corresponding to the warnings [1] to [n], the time of occurrence (xn = 0) and the time of occurrence (xn = 1) are discriminated.
M1 to Mn: corresponding to memory blocks that store warning information. There are a plurality of (for example, three) memory blocks for storing each information, and each time it is released, the information is stored (overwritten) in the next block, so that a plurality of information remains from the latest. In preparation for sudden power off, the memory block is stored in the memory 30 that can be memorized even after the power is turned off at every warning.

  As shown in the flowchart of FIG. 3, in the warning management of the first embodiment, when the power is turned on, x1 to xn are reset to the state where each warning is released (x1 = 0, x2 = 0... Xn = 0). To do.

  In the storage process of warning occurrence / release time and warning information, etc., a flow (partial flow) in the area of {B1} to {Bn} in FIG. 3 is executed for each warning [1] to [n].

That is, in the partial flow determination process of {B1}, it is determined whether or not a warning [1] (for example, overrev) has occurred (step (S) 1).
If the warning [1] has occurred (S1: yes), the memory blocks M1 to M3 are determined (S2a, S2b).

When the memory block is M1 (S2a: yes), the process of the flowchart shown by {A} in FIG. 3 is performed.
On the other hand, when the memory block is not M1 (S2a: no) and is M2 (S2b: yes), and when it is M3 (S2b: no), the same processing as {A} is performed. Are stored in the memory blocks M2 and M3.

Here, in the portion indicated by {A}, it is first determined whether or not x1 = 0 (S3).
If x1 = 0 and a warning occurs (S3: yes), each information in the occurrence time column of FIG. 4 is stored.
That is, the total operation time is stored as the occurrence time (S3a), each engine information is stored as the occurrence time information (S3b), and after storage, x1 = x1 + 1 is set (S3c).

On the other hand, if S3 = no, x1 = 1, and it is a case where the warning has occurred once and has not been released, so the total operation time is stored (overwritten) (as a release time) (S3d).
Then, the engine information is stored (overwritten) (as release information) (S3e). This memory is overwritten (updated) until the warning is canceled so that the latest information is entered.
Therefore, the latest information remains overwritten until it is released, so the latest information remains as release data even when the power is suddenly turned off. Note that power OFF is determined to be released.

Next, the memory block number storing the information is stored in the memory (S4).
Even when the power is suddenly turned off, the memory block number is stored in S4. Therefore, when the power is turned on, the warnings x1 to xn are released.
At each start, the memory block number is read (S5) and stored in the next read block number (S6).
However, the block M3 is stored in the block M1 (S7). That is, the order is changed in the order of 1 → 2 → 3 → 1.

On the other hand, if no in S1, it is determined whether x1 = 0 (S9). When x1 = 1 (S9: no), a warning has been generated until the previous time, indicating that it has been canceled this time. In the case of cancellation, x1 is returned to the initial value x1 = 0 (S10), and M1 = The memory block number is changed as M1 + 1 (S11 to S13). That is, the order is changed in the order of 1 → 2 → 3 → 1.
Therefore, the same memory block is overwritten until it is released.

After the processing for the warning [1] is completed in the partial flow {B1}, information storage processing such as when the warning [2] is generated or released is performed in the partial flow {B2}. The same flow is performed for each warning [1] to [n], such that the processing of B1} is performed and the processing of warning [3] is further performed at {B3} when the processing is completed. In this case, the variables xn and Mn are also changed.
Therefore, as shown in FIG. 4, the latest, previous, and previous warning information remains for each warning.

Next, Embodiment 2 will be described.
In the second embodiment, the operation time is stored, and the maintenance time, consumption, and replacement of deteriorated products are notified to the user or the like.
Unlike outboard motors and four-wheeled vehicles, there are speedometers that use water pressure during travel without a method to detect absolute travel distance, but outboard motors have pressure detection positions, hull shapes, and forwards. / There are many variations in factors such as reverse / turning, distance cannot be integrated, and a time meter is substituted. In general, the time meter is used to accumulate the time when the main power is turned on (ignition switch is turned on), and even if the engine 1 is not rotating, the time is accumulated when the power is turned on. It was.

On the other hand, in the second embodiment of the present invention, the operation time is integrated as follows.
(1) The time during operation of the engine 1 is accumulated. The system diagram is shown in FIG. In this case, integration is performed only when there is a signal input from the rotation speed detector 16 (during operation).
(2) Along with that, the accumulated time is stored for each engine speed.
For example, it exceeds 0 to 1000 (rpm), 1000 to 2000 (rpm), 2000 to 3000 (rpm), 3000 to 4000 (rpm), 4000 to 5000 (rpm), 5000 to 6000 (rpm), and 6000 (rpm) It memorize | stores according to rotation speed like rotation speed (rpm).

(3) The operation time is stored for each engine speed and engine load. The engine load is converted by the throttle opening or boost with respect to the rotational speed. Table 1 shows an example of storage of operation time.

(4) Accumulate and store the operation time, and display it on the lamp (LPD), buzzer, and display device (liquid crystal etc.) when the maintenance time, consumption, and replacement time for deteriorated products are reached.

(5) Depending on the maintenance items, wear, and deteriorated parts, the operation time alone is not appropriate, so the operation time is weighted (multiplied by a coefficient) according to the engine speed and load (throttle opening, boost) operating temperature, and the set time Displayed when the value is reached.

(6) In addition to the above (5), for those that deteriorate not only during operation but also when left unattended, considering not only the operation time but also the use time (use period), when the set value is reached first indicate.

(7) If the maintenance interval and replacement interval vary depending on the total operation time, change the set value depending on the operation time.

An example in which the engine management apparatus according to the second embodiment is used to display the oil change time will be described. In this engine management, flowcharts are shown in FIGS.
In this case, as shown in Table 2 below, a total value (total value) X is calculated by multiplying the accumulated time (A to G) of each rotation speed range by a preset weighting coefficient.

In the second embodiment, when the calculated total value X becomes equal to or greater than a set value, it is indicated to the user that it is time to change the engine oil by turning on an oil change symbol mark or a liquid crystal display (in stages). Is detected and the release operation or replacement is detected, the display and storage are cleared, and the integration for the next replacement time display is started.
Since the deterioration of oil varies depending on the number of uses, load, use temperature, and use period even in the same operation time, in the embodiment, the replacement time is displayed in consideration of the following (a) to (c). As a result, the user can manage oil change more accurately and reliably than before without recording the oil change time.

(A) Weighting according to the rotation speed range used.
(B) Shorten the interval at the first oil change.
(C) Considering deterioration during standing for a long period of time, replacement is displayed earlier in the operation time and the use period (value including the leaving time other than the operation time).

  The oil change time display process does not need to be performed at short time intervals, and can be performed according to the processing time of the CPU 13 such as when the engine is rotating at a low speed or when the main power is turned on.

Each flow will be described.
As shown in the flowchart of FIG. 5, the calculation of the accumulated time in each rotation speed range starts after the power source of the battery or the like is turned on (S11). In this case, the variable H = 0 is initialized.
Then, in order to store the period after the power is turned on, the period (Z) is added at regular intervals (S12).
Next, the presence / absence of rotation input (engine operation) is determined based on the presence / absence of input from the rotation speed detector (S13). If there is no rotation input, the operation is stopped, and the process returns to S12.

  On the other hand, if it is in operation (with rotation input) (S13: yes), it is determined whether H = 0, that is, whether it is at the start of use (S14). The period (Z) at the start of operation is stored in (S15), and variable H = 1 is set (S16). That is, the use start time after shipment (start) is stored.

Moreover, if it is driving | running (S13: yes) and it is not use start time (S14: no), total operation time (Y) is added and memorize | stored (S17).
Then, the number of rotations is detected, and the time for each detected rotation area is added (calculation of accumulated times A to G in each rotation area) and stored (S18). Thereafter, the process returns to S12.

  In addition, as shown in the flowchart of FIG. 6, the oil change time display is a value obtained by multiplying the accumulated operation times A to G calculated in the flowchart of FIG. 5 by the coefficients in Table 2 above. Are added to obtain a total value X (S21). For example, X = A × a + B × b + C × c +... G × g is calculated.

Next, the total operation time (Y) is read, and the oil change set value is changed depending on whether or not the total operation time (Y) has reached the set time y (S22).
That is, if the total operation time (Y) has not reached the set time y, the set values x1 and z1 are used (S23, S25), and if they have reached, the set values x2 and z2 are used (S24, S26).

When the total value X reaches x1 or x2 (S23, S24: yes), an oil change display is output (S27).
On the other hand, even if the total value X does not reach x1 or x2, when the period Z reaches z1 or z2 (S24, S26: yes), an oil change display is output (S27). This display output is displayed by a symbol mark lamp, liquid crystal or the like.

Next, after the display is output, when the user recognizes the replacement time and performs a release operation (for example, release switch ON) (S28: yes), the display output is stopped and the accumulated time A to G for each rotation speed is stopped. The period Z is cleared (S28 to S31). When these values are used for another control, they can be stored in another memory.
On the other hand, if the release operation is not performed, the display output is continued (S28: no).

The oil change timing display process does not need to be performed at short time intervals, and can be performed according to the CPU processing time such as when the engine is running at a low speed or when the main power is turned on.
In the second embodiment, the specific example of the display of the engine oil replacement time is described. Similarly, it is possible to display the replenishment and replacement of various parts such as gear oil, engine oil filter, and water pump impeller. .

Next, Embodiment 3 will be described.
In the third embodiment, the running-in operation is displayed and managed using the accumulated storage of the operation time.

As described above, the outboard motor does not have an integrating distance meter, and it is necessary to record the usage time for proper running-in operation.
In addition, outboard motors are used more frequently in motorcycles and four-wheelers due to the nature of the product in the high throttle opening range (high load range), and in the high load range without proper running-in. There was a bug that would be used.
Incidentally, two-wheeled vehicles and four-wheeled vehicles have a speed change mechanism, and driving in a high load region often has an unnecessarily high speed, and the possibility of continuous operation in a high load region is low.

  As shown in FIG. 7, the recommended engine speed upper limit value and the recommended engine load upper limit value (substituting and calculating with the throttle opening, boost pressure, air amount, etc.) are calculated according to the operation time (A to D) from the start of engine use. If the setting value is exceeded, the display device (lamp, liquid crystal, etc.) or buzzer will notify you. In addition, when the engine is continuously operated for a set value or more and for a set time or more, the rotation is gradually reduced by ignition and injection control to prompt the user to perform a running-in operation.

  Also, gradually reduce the rotation to prompt the user to run in, recognize that the user is running in, and return to the throttle to set without rotation reduction control (ignition cut, retard, injection cut, etc.) When the operation at the number of revolutions below the value is continued, the rotation reduction control is released. This is to prevent emergency evasion from becoming impossible due to break-in operation. However, rotation reduction control is performed again at the time of cruising at a set value or more continuously for a certain time.

In the management control of the third embodiment, as shown in the flowchart of FIG.
Then, the current total operation time (Y) is read (S31), and the setting value X = a to d of the execution determination rotation speed for display and rotation speed reduction control is determined (S32).
If the rotational speed exceeds the set value X (S33: yes), it is displayed (lamp, liquid crystal, etc.) that the engine is operating exceeding the recommended recommended rotational speed (S34).
On the other hand, when the rotational speed is equal to or less than the set value X (S33: no), the display is canceled (S35).

  If the rotational speed exceeds the set value, 1 is added to the variable Z = Z + 1 (S36). Then, when the set value is continuously exceeded and Z> Z1, the rotational speed reduction control is performed (S37 to S38).

When the rotational speed is equal to or less than the set value, the variable Z is initialized to 0 (S39).
On the other hand, when the rotational speed has decreased by e rotations or more from the target value X of the set rotational speed reduction control, it is determined that the ship operator has recognized the rotational speed reduction control and returned the throttle, and the rotational speed reduction control is canceled. (S40, S41).

  In the third embodiment, the control based on the recommended rotational speed upper limit value is described. However, the control can also be performed using the recommended load upper limit value (load calculated from the throttle opening, boost pressure, intake air amount, etc.).

  In the above embodiment, the preferred example of the present invention has been described, but the present invention is not limited to this.

It is explanatory drawing of the engine which concerns on embodiment of the engine management apparatus of the outboard motor of this invention. It is explanatory drawing of the control system of the engine which concerns on embodiment. FIG. 3 is an explanatory diagram of a control flowchart according to the first embodiment. FIG. 3 is an explanatory diagram of information storage according to the first embodiment. FIG. 10 is an explanatory diagram of an operation time integration control flowchart according to the second embodiment. It is explanatory drawing of the control flowchart of the weighted integration time which concerns on Embodiment 2. FIG. It is control explanatory drawing of the running-in operation which concerns on Embodiment 3. FIG. 10 is a control flowchart of a break-in operation according to the third embodiment.

Explanation of symbols

1 Engine 10 Fuel Injector 11 Electronic Control Unit 13 CPU (Central Processing Unit)
DESCRIPTION OF SYMBOLS 15 Fuel injector 16 Crank angle sensor 17 Throttle opening sensor 18 Intake pressure sensor 19 Atmospheric pressure sensor 20 Cooling water temperature sensor 21 Intake temperature sensor 22a Oil flow switch 22b Oil level switch 22c Oil pressure switch 23 Display device 24 Actuator for air quantity adjustment 25 Fuel pump relay 26 Ignition device 26a Ignition coil 27 Communication device 28 Communication interface 29 Power supply circuit 30 Memory

Claims (4)

In an engine management device for an outboard motor equipped with a fuel injection type 4-cycle engine equipped with an electronic control unit,
The engine management device is constituted by each sensor, the electronic control unit, and each display device, and has means for accumulating and storing the engine operation time only when there is a signal input from at least the crank angle sensor,
When the integrated value (X) of the engine operating time reaches the first set value (x1) or the second set value (x2) of the engine oil replacement time, a predetermined display is performed. It has means for detecting that the display release operation and oil change have been performed and clearing the integrated value of the predetermined display and the operating time of the engine,
Means for storing the total operation time (Y) from the start of engine use;
The total operating time is a predetermined set time the first setting value when not reached (y) (x1) and the second set value when has reached a predetermined set time (y) (x2) An engine management device for an outboard motor, which is set to a smaller value.   2. The predetermined display is performed when the engine speed is a low speed lower than the predetermined engine speed, or when the main power is ON and no signal is input from the crank angle sensor. An engine management device for an outboard motor as described in 1.   The means for accumulating and storing the engine operating time accumulates the operating time for each engine speed or engine load, and calculates and stores a value obtained by weighting the integrated value. Or an engine management device for an outboard motor as set forth in 2;   The engine has a means for storing a period of use of the engine, and a predetermined display is performed when a set value is reached first among the stored use period and an integrated value of the engine operating time. The engine management device for an outboard motor according to any one of claims 1 to 3.

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