JP4703840B2 - Outboard motor, outboard motor diagnosis support system, and recording medium recording program for operating computer as outboard motor diagnosis support system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an outboard motor used in a ship and an outboard motor diagnosis support system.
[0002]
[Prior art]
In general, an outboard motor mounted on a small ship or the like is sold separately from the hull and rigged (fitted) to the hull together with various equipment. At this time, a fuel pipe from a fuel tank provided on the hull side, a battery cable from the battery, and the like are connected between the hull side and the outboard motor side.
[0003]
However, since such rigging work is usually performed by users or sellers, fuel pipes and battery cables that do not meet the required performance of outboard motors are used, or outboard motors arbitrarily selected by the user during fuel piping There are cases where outboard motors have problems due to attachment of accessories such as filters and fuel path switching valves that do not satisfy the required performance, and fuel piping and battery cables that are too long depending on the layout of the hull.
[0004]
Further, since various electric devices are installed on a ship by a user, such an electric device sometimes consumes a large amount of electric power from a battery, thereby causing a problem in the outboard motor.
[0005]
[Problems to be solved by the invention]
Conventionally, however, the rigging state between the outboard motor and the hull is to be judged unless a measurer with specialized knowledge gets on the vessel that is running and reads the engine speed and the like along with the navigation state. As a result, it was difficult to determine the quality of rigging in each user boat.
[0006]
Also, even if a malfunction occurs in the outboard motor, it is not possible to tell whether this is a malfunction due to a malfunction of the outboard motor itself or a malfunction other than the outboard motor that was caused by bad rigging with the hull. Therefore, there is a problem that it takes a long time to identify the cause of the failure.
[0007]
The present invention has been made in view of the above problems, and a first object of the present invention is to provide an outboard motor capable of easily diagnosing rigging and thus easily diagnosing the cause of engine malfunction. Is to provide.
[0008]
A second object of the present invention is to provide a diagnosis support system for an outboard motor that can easily diagnose such an outboard motor.
[0009]
[Means for Solving the Problems]
  The present invention relates to an outboard motor that receives fuel from a fuel tank installed on the hull side, an engine that propels and drives a propeller connected via a drive shaft, and an engine that detects the engine speed of the engine The engine speed and the fuel pressure at a plurality of points in time at predetermined sampling intervals over a predetermined recording time as operating state data, a rotation speed sensor, a fuel pressure detection sensor for detecting the fuel pressure of the fuel supplied to the engine An operation state storage unit that stores the state in a state that can be output as appropriate, and a failure detection unit that detects a failure state in each part of the engine, the operation state storage unit is configured to perform the operation every time the predetermined sampling period arrives. While constantly updating the operating state data, the operating state data for the predetermined recording time is always stored, Stop There updating of the operation status data when it is detectedSo that the operating state data immediately before the failure state can be retained.It is characterized by having been comprised.
[0010]
In such an outboard motor, in a steady state where the engine speed is substantially constant, the fuel pressure relative to the engine speed is a predetermined value if the rigging state related to the fuel supply of the outboard motor and the hull is normal. It falls within the proper range.
[0011]
Therefore, according to such an outboard motor, by appropriately outputting the driving state data stored in the driving state storage means, the driving state data at a plurality of time points for each predetermined sampling period can be obtained, and the driving state data is If it is possible to determine whether the operating state is in a steady state based on whether or not it has changed and is moving at a substantially constant level, if the operating data that is operated in such a steady state can be extracted, it is included in the operating state data It is possible to diagnose whether the rigging state relating to the fuel supply of the outboard motor and the hull is appropriate by examining whether the fuel pressure is in an appropriate range from the relationship between the engine speed and the fuel pressure.
[0012]
Even when an engine malfunction occurs, it is possible to easily diagnose whether the malfunction is caused by a rigging failure or a problem in the engine itself.
[0013]
  Furthermore, since the driving state data during actual navigation can be obtained, the usage pattern of each user can also be diagnosed.Even if the failure detection means detects any failure state, it is possible to leave the operation state data immediately before reaching the failure state without stopping the engine, which contributes to the investigation of the cause of the failure. be able to.
[0014]
  Further, the present invention is an outboard motor capable of transmitting and receiving electric power with a battery installed on the hull side, and detects an engine speed of the engine for propelling and driving a propeller connected via a drive shaft. An engine speed sensor that is driven by the engine and capable of supplying electric power to the battery; an engine control unit that controls the engine by electric power supplied from the battery; and detecting a battery voltage of the battery Battery state detection means, operation state storage means for storing the engine speed and the battery voltage at a plurality of time points for each predetermined sampling period over a predetermined recording time in a state that can be appropriately output as operation state data, and Failure detecting means for detecting a failure state in each part of the engine, The state storage means always stores the operation state data for the predetermined recording time while updating the operation state data every time the predetermined sampling period arrives, and when a failure state is detected. Stop updating the operating status dataSo that the operating state data immediately before the failure state can be retained.It is characterized by having been comprised.
[0015]
In such an outboard motor, in a steady state where the engine speed is substantially constant, the battery voltage relative to the engine speed is predetermined if the rigging state related to the electrical connection between the outboard motor and the hull is normal. It fits in the proper range.
[0016]
Therefore, according to such an outboard motor, by appropriately outputting the driving state data stored in the driving state storage means, the driving state data at a plurality of time points for each predetermined sampling period can be obtained, and the driving state data is If it is possible to determine whether the operating state is in a steady state based on whether or not it has changed and is moving at a substantially constant level, if the operating data that is operated in such a steady state can be extracted, it is included in the operating state data It is possible to diagnose whether the rigging state relating to the electrical connection between the outboard motor and the hull is appropriate by examining whether the battery voltage is in an appropriate range from the relationship between the engine speed and the battery voltage.
[0017]
Even when an engine malfunction occurs, it is possible to easily diagnose whether the malfunction is caused by a rigging failure or a problem in the engine itself.
[0018]
  Furthermore, since the driving state data during actual navigation can be obtained, the usage pattern of each user can also be diagnosed.Even if the failure detection means detects any failure state, it is possible to leave the operation state data immediately before reaching the failure state without stopping the engine, which contributes to the investigation of the cause of the failure. be able to.
[0019]
In such an outboard motor, it is desirable that the predetermined sampling period is 2 minutes or less, more preferably 1 minute or less.
[0020]
In this way, since it is possible to confirm that the acceleration / deceleration is not suddenly performed during each sampling period in which the operation state data is stored, the operation state data in the steady state can be extracted more reliably. Based on the above, the above diagnosis can be performed accurately.
[0021]
The predetermined recording time is preferably 15 seconds or longer.
[0022]
In this way, since the operating state data at a time interval of at least 15 seconds is obtained, it is possible to identify whether the operating state is in a steady state or during slow acceleration / deceleration by comparing the two. Therefore, steady state operation state data can be extracted more reliably, and the above diagnosis can be accurately performed based on this.
[0023]
The operation state storage means may be configured to always store the operation state data for the predetermined recording time while updating the operation state data every time the predetermined sampling period arrives. desirable.
[0024]
In this way, since the latest operation state data can be obtained at all times, the diagnosis can be performed from the latest operation state.
[0025]
Even if the engine stops for some reason, the operating state immediately before the stop can be obtained, which can contribute to the investigation of the cause of the stop.
[0026]
Further, when the operation state data is stored while being updated as described above, the predetermined recording time is preferably 2 minutes or more.
[0027]
Usually, a ship sails at high speed in the cruising state of the open ocean and then stops in an idling state in a harbor or the like. It usually takes about 2 minutes to navigate in this port. Therefore, as described above, if the operation state data for 2 minutes or more before the stoppage is stored, the boat load is directly acting on the engine of the outboard motor before the ship reaches the harbor or the like. Since the state data can be obtained, the diagnosis can be performed more accurately based on the steady state driving state data during high-speed navigation.
[0028]
The predetermined recording time is more preferably 5 minutes or longer. This increases the possibility of obtaining steady-state operation data during high-speed navigation.
[0031]
In such an outboard motor, the operating state storage means starts updating the operating state data when the engine speed exceeds or exceeds a preset first predetermined speed, It is desirable that the updating of the operation state data is stopped when the engine speed becomes equal to or lower than a second predetermined speed.
[0032]
If it does in this way, only operation state data when a ship will be in a predetermined operation state can be recorded, and diagnosis, such as rigging, can be performed efficiently. Note that the first predetermined rotation speed and the second predetermined rotation speed may be the same rotation speed or different rotation speeds.
[0033]
Specifically, if the first and second predetermined rotational speeds are set to a sufficiently low value, for example, a value lower than the idling rotational speed, only the driving state data in a state where the engine effective for diagnosis such as rigging is being operated. Can be recorded.
[0034]
In addition, if the first and second predetermined rotational speeds are set so as to exceed the idling rotational speed, it is possible to record only the operation state data in a state where the navigation load (boat load) is applied to the engine. is there.
[0035]
Furthermore, if the first and second predetermined rotational speeds are set in the vicinity of the lower limit value of the engine rotational speed corresponding to when the ship is in the sliding state, only the operating state data when the ship is in the sliding state can be recorded. Therefore, it is particularly efficient when diagnosing the rigging state of the outboard motor and the hull in the sliding state.
[0036]
Further, in such an outboard motor, a recording stop switch operated by a user or the like is provided, and the operating state storage means receives the input of a recording stop command at the recording stop switch, and It is desirable to configure to stop updating the state data.
[0037]
If it does in this way, the user etc. can leave the driving | running state data in the state which a user etc. wants to diagnose by inputting a recording stop command. Specifically, it is possible to intentionally select and leave the operation state data at the time of state change such as acceleration / deceleration in addition to the steady state at the time of sliding.
[0038]
Further, it is desirable that at least the engine identification information capable of specifying the type of engine is stored in the operating state storage means so as to be output as appropriate.
[0039]
By doing this, the engine identification information can be specified by the engine identification information by outputting the engine identification information together with the operation condition data from the operation condition storage means of the outboard motor. Assuming an appropriate range of the rigging state required between and the like, accurate diagnosis of rigging can be easily performed.
[0040]
  In addition, the diagnosis support system according to the present invention includes:An outboard motor that receives fuel from a fuel tank installed on the hull side, and that propels and drives a propeller connected via a drive shaft, and an engine speed sensor that detects the engine speed of the engine; A fuel pressure detection sensor for detecting the fuel pressure of the fuel supplied to the engine, and the engine speed and the fuel pressure at a plurality of time points for each predetermined sampling period over a predetermined recording time can be appropriately output as operating state data. Operating state storage means for storing in the state, and at least the engine identification information capable of specifying the type of engine is stored in the operating state storage means so as to be output as appropriate.A diagnosis support system for supporting diagnosis of an outboard motor, wherein the engine identification information and the operation state data are received from the operation state storage unit of the outboard motor, and each engine is detected for each engine type. Data format storage means for storing the data format of the driving state data, and display means for displaying the received driving state data on the screen based on the data format in the type of engine corresponding to the received engine identification information It is characterized by.
  A diagnosis support system according to the present invention is an outboard motor capable of transmitting and receiving electric power with a battery installed on a hull side, an engine for propelling and driving a propeller connected via a drive shaft, An engine speed sensor that detects the engine speed, a generator that is driven by the engine and that can supply power to the battery, an engine control unit that controls the engine with the power supplied from the battery, and A battery voltage detecting means for detecting the battery voltage, and an operating state for storing the engine speed and the battery voltage at a plurality of time points at predetermined sampling intervals over a predetermined recording time in a state that can be appropriately output as operating state data Storage means, and the operating state storage means includes at least the engine. A diagnosis support system for assisting diagnosis of an outboard motor in which engine identification information capable of specifying a class is stored so as to be output as appropriate, wherein the engine identification information and the operation state data are stored in the operation state storage means of the outboard motor. Based on the data format for the engine type corresponding to the received engine identification information, the data format storage means for storing the data format of the operating state data detected in each engine for each type of engine And a display means for displaying the received operation state data on the screen.
[0041]
Outboard motors differ mainly in the sampling period and recording time of operating state data collected and stored depending on the type of engine mounted.
[0042]
For such an outboard motor, according to the diagnosis support system, the data format of the operation data is stored for each type of engine, and based on the data format that is compatible with the engine identification information received from the outboard motor. Because the driving status data is displayed on the screen, the judge who judges the rigging between the outboard motor and the hull can refer to the appropriate display according to the type of engine, and this makes it easy to judge the rigging. be able to.
[0043]
Further, in such a diagnosis support system, it is provided with normal state reference data storage means for storing normal state reference data of the operating state data for each type of engine, and the display means is received together with the received operating state data. It is desirable that the normal state reference data for the type of engine corresponding to the engine identification information is displayed on the screen.
[0044]
The normal state of the operating state data differs mainly for the type of engine mounted on the outboard motor. For such an outboard motor, according to the diagnosis support system, normal state reference data of operation data is stored for each type of engine, and the operation identification data received from the outboard motor is included in the engine identification information. Since the matching normal state reference data is displayed on the screen, the judge can easily perform an appropriate diagnosis with reference to the normal state reference data.
[0045]
In such an outboard motor diagnosis support system, whether or not the received operation state data indicates a normal state based on the normal state reference data for the type of engine corresponding to the received engine identification information. It is desirable to further include a diagnostic means for diagnosing the above and to display the diagnostic result on the screen.
[0046]
In this way, the diagnostician can make a diagnosis more easily by referring to the diagnosis result of the diagnosis support system.
[0047]
The program recording medium according to the present invention receives the engine identification information and the operation state data from the operation state storage means of the outboard motor to the computer so that the computer operates as a diagnosis support system for the outboard motor. Based on the reception process, the storage process for storing the data format of the operation state data detected in each engine for each engine type, and the received operation state based on the data format in the engine type corresponding to the received engine identification information A program for executing display processing for displaying data on the screen is recorded.
[0048]
Further, the computer is caused to execute normal state reference data storage processing for storing normal state reference data of the operation state data for each type of engine, while the received engine is received together with the received operation state data as the display means. A program for displaying the normal state reference data for the type of engine corresponding to the identification information on a screen is recorded.
[0049]
According to such a program recording medium, the computer can be suitably operated as the above-described outboard motor diagnosis support system.
[0050]
A diagnosis support system according to the present invention is a diagnosis support system for supporting diagnosis of an outboard motor described above, wherein the engine identification information and operation state data stored in the operation state storage means of the outboard motor are stored in the diagnosis support system. Receiving means for receiving via a network line, data format storing means for storing the data format of operating state data detected in each engine for each engine type, and a person in charge used by a person in charge preset for each engine type Address storage means for storing the address of the person terminal, and the person in charge of the person in charge according to the type of engine corresponding to the received engine identification information, based on the data format in the type of engine corresponding to the received engine identification information A transfer means for transferring the received operation state data to the terminal is provided.
[0051]
Because outboard motors have different engine characteristics depending on the type of engine onboard, it is desirable that a person with expert knowledge according to the type of engine installed should make a diagnosis when diagnosing rigging with the hull. . Such a person in charge is more desirable because a developer or the like who has developed an outboard motor knows various limit characteristics of the engine. However, once the outboard motors are sold, they are in the sea or lake, and it has been rare for appropriate personnel to visit the site for diagnosis such as rigging. It was not possible to judge accurately.
[0052]
Under such circumstances, according to the above diagnosis support system, the engine identification information and the operation state data are received from the outboard motor via the network line to the diagnosis support system, and the engine type corresponding to the engine identification information is determined. Because the data is transferred to the person in charge of the person in charge based on the data format that matches the type of engine, the outboard motor is far away from the diagnosis support system placed at the development manufacturer. Even in lakes, lakes, etc., it can be easily diagnosed. In addition, since the operating status data that is the material for diagnosis is transferred to the person-in-charge terminal used by the person in charge of diagnosis, diagnosis is possible even if the person in charge is not at the site where the outboard motor is located or near the diagnosis support system Since it can be performed, the burden on the person in charge is reduced. Further, since the diagnosis can be performed with such a light burden, the possibility that a developer or the like who has developed an appropriate outboard motor by the diagnosis can be assigned is increased.
[0053]
Further, in such a diagnosis support system, it is provided with normal condition reference data storage means for storing normal condition reference data of the operation condition data for each type of engine, and the transfer means is received together with the received operation condition data. It is desirable that the normal state reference data for the type of engine corresponding to the engine identification information is transferred.
[0054]
In this way, since the normal state reference data for the type of engine to be diagnosed is transferred to the person in charge of diagnosis, even if the person in charge of diagnosis is responsible for multiple types of engines, The person in charge can surely grasp the normal state of the type of engine to be diagnosed, thereby easily making a diagnosis such as rigging.
[0055]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an outboard motor and an outboard motor diagnosis system according to embodiments of the present invention will be described with reference to the drawings as appropriate.
[0056]
First, the entire outboard motor according to the present invention will be described with reference to FIGS. 1 and 2.
[0057]
FIG. 1 is an explanatory view of an embodiment of an outboard motor according to the present invention, where FIG. 1 (A) is a configuration diagram of a fuel supply system of the engine, and FIG. 1 (B) is an illustration of the engine of FIG. 1 (A). A longitudinal sectional view and FIG. 3C are side views of the outboard motor. FIG. 2 is a configuration diagram of a cooling system of the engine.
[0058]
The outboard motor 1 is connected to an engine 2 on which the crankshaft 10 is mounted in a vertical state, a guide exhaust 3 that is connected to the lower end surface of the engine 2 and supports the engine 2, and a lower end surface of the guide exhaust soot 3. The upper case 4 and the lower case 5 are configured, and a propeller 6 is attached to the lower part thereof.
[0059]
The engine 2 is an in-cylinder injection type V-type six-cylinder two-cycle engine, and the six cylinders # 1 to # 6 are horizontally placed so as to form a V bank in a plan view and arranged in two rows in the vertical direction. In this state, it is formed in the cylinder body 7. An air-fuel ratio sensor 46 for detecting the air-fuel ratio of the air-fuel mixture supplied into the cylinder # 1 is provided in the uppermost cylinder # 1.
[0060]
Pistons (not shown) are slidably fitted in the cylinders # 1 to # 6, and each piston is connected to the crankshaft 10. The crankshaft 10 is provided with a generator 135 that generates electric power by rotating the crankshaft. The crankshaft 10 is provided with an engine speed sensor 43 that detects the rotation angle (engine speed) of the crankshaft 10.
[0061]
A cylinder head 8 is connected and fixed to the cylinder body 7, and a solenoid injector (fuel injection valve) 13 and a spark plug 14 that are opened and closed by electromagnetic force are mounted on the cylinder head 8. . Each of the cylinders # 1 to # 6 is connected to the crank chamber 12 through a scavenging port (not shown), and an exhaust port 15 is connected to the cylinders # 1 to # 6.
[0062]
As shown in FIG. 1B, the exhaust port 15 of the left bank is joined to the left collective exhaust passage 16, and the exhaust port 15 of the right bank is joined to the right collective exhaust passage 17. One of the left and right collective exhaust passages is provided with an air-fuel ratio sensor (O₂Sensor) 112 is provided. These left and right collective exhaust passages 16 and 17 pass through a mounting base member (guide exhaust 3) on which the engine 2 is mounted and supported, and an expansion chamber having a silencing function formed in the upper case 4 on the lower surface side thereof ( The muffler 64 is open. The expansion chamber 64 communicates with the exhaust port of the boss portion of the propeller 6, and the exhaust gas guided to the expansion chamber 64 is discharged into the water from the boss portion of the propeller 6. The expansion chamber 64 is provided with a back pressure sensor 38 for detecting the pressure of exhaust gas (back pressure).
[0063]
An intake passage 19 that branches from the intake manifold is connected to the crank chamber 12 of the engine 2. The intake passage 19 is provided with a reed valve 20 for preventing backflow, and an oil pump 21 for supplying and lubricating oil into the engine is connected to the downstream side of the reed valve 20. A throttle valve 22 for adjusting the amount of intake air is disposed upstream of 20. An intake negative pressure sensor 121 for detecting the pressure in the intake passage 19 (intake negative pressure) and an intake air temperature sensor 44 for detecting the temperature in the intake passage 19 are provided. The throttle valve 22 has a throttle opening degree. A throttle opening sensor 45 for detection is provided.
[0064]
As shown in FIG. 1A, the fuel tank 23 is installed on the hull side, and is connected to the outboard motor 1 side by a fuel hose (fuel piping) 131 via a manual first low-pressure fuel pump 25. It is connected. The fuel in the fuel tank 23 is supplied to the outboard motor 1 through the fuel hose 131, and after water mixed in the fuel is separated by the fuel filter 26, the fuel is sent to the second low-pressure fuel pump 27. It is done. The fuel filter 26 is provided with a water detection sensor 55 that detects the amount of separated water.
[0065]
The second low-pressure fuel pump 27 is a diaphragm pump that is driven by the pulse pressure of the crank chamber 12 of the engine 2 and sends fuel to a vapor separator tank 29 that is a fuel tank having a gas-liquid separation function. A fuel preload pump 30 driven by an electric motor is disposed in the vapor separator tank 29. The fuel is pressurized and sent to the high pressure fuel pumps 32a and 32b of the left and right banks via the preload pipe 31. A preload pressure adjusting valve 39 is provided between the preload pipe 31 and the vapor separator tank 29.
[0066]
The high-pressure fuel pumps 32a and 32b are alternately driven via the left and right plungers 40a and 40b by a common pump driving device 40 including a cam or the like provided therebetween. The pump driving device 40 is connected to the crankshaft 10 by a belt (not shown) and drives the high-pressure fuel pumps 32a and 32b in synchronization with the crank rotation.
[0067]
The discharge sides of the high-pressure fuel pumps 32a and 32b are connected to the fuel supply rails 33a and 33b arranged in the vertical direction along the cylinders # 1 to # 6 via a connection hose (high-pressure fuel pipe) 49. . The connection hose 49 is provided with a fuel pressure sensor 47 that detects fuel pressure (fuel pressure). A high pressure control valve 35 and a fuel cooler (not shown) are provided between the high pressure fuel pumps 32 a and 32 b and the connection hose 49, and are connected to the vapor separator tank 29 via a return pipe 37.
[0068]
A sub oil tank 50 to which oil for engine lubrication is supplied is installed on the hull side and connected to the outboard motor 1 side by an oil hose 132. The oil stored in the sub oil tank 50 is introduced into the main oil tank 51 disposed on the outboard motor 1 side through the oil hose 132 by the oil pumping pump 41 on the outboard motor 1 side. The main oil tank 51 is provided with an oil level sensor 56 that detects the amount of oil.
[0069]
The engine lubrication oil pump 21 is driven by rotation of the crankshaft 10 and supplies engine lubrication oil from the main oil tank 51 into the intake passage 19.
[0070]
Further, the oil in the main oil tank 51 is configured to be supplied to the vapor separator tank 29 via the filter 52, the premix oil pump 53, and the check valve 54. As the premix oil pump 53, a pump driven by an electromagnetic solenoid or a pump driven by an electric motor can be employed.
[0071]
As shown in FIG. 2, a cooling water pump 18 driven by the engine 2 is provided in the upper case 4, and external water is supplied from the cooling water intake 5 a formed in the lower case 5 to the cooling water supply passage 150. As the cooling water, the water jacket 151 in the engine 2 is circulated as indicated by the broken lines with arrows to cool the cylinders # 1 to # 6, and then reach the cooling water discharge passage 152. A part of the cooling water discharge passage 152 is discharged from the lower part of the upper case 4 to the outside after forming a water wall 63 in the upper case 4, and most of the propeller is passed through the expansion chamber 64. 6 is discharged into the water together with the exhaust gas from the boss portion. The water wall 63 surrounds an exhaust system expansion chamber (muffler) 64 formed in the upper case 4 so as to prevent overheating of the upper case 4 located on the water surface during traveling due to exhaust gas.
[0072]
The cooling water discharge passage 152 is provided with a thermostat 153 that opens at a predetermined temperature or higher, and the cooling water supply passage 150 and the cooling water discharge passage 152 communicate with each other via a pressure control valve 154. The pressure control valve 154 opens when the pressure in the cooling water supply passage 43 exceeds a predetermined pressure set in advance, and the cooling water flows from the cooling water supply passage to the cooling water discharge passage. With this configuration, until the water temperature in the water jacket 151 reaches a predetermined temperature when the engine is started, the thermostat is closed to increase the pressure in the cooling water supply passage 150, and new cooling water is cooled from the cooling water supply passage 150. It flows into the water discharge passage 152 and prevents new cooling water from being supplied into the water jacket 151 and being overcooled.
[0073]
The cooling water discharge passage 152 is provided with a cooling water temperature sensor 48 for detecting the temperature of the cooling water and a cooling water pressure sensor 155 for detecting the pressure of the cooling water.
[0074]
A battery 134 for supplying power for engine control is provided on the hull side, and is connected to the outboard motor 1 side via a battery cable 133. The battery 134 can be used for power consumption by connecting various electric appliances and the like by the user on the hull side.
[0075]
Detection signals from various sensors indicating the operating state of the engine 2 and the state of the outboard motor 1 are input to the ECU (electronic control unit) 42.
[0076]
For example, an engine speed sensor 43 that detects the rotation angle (rotation speed) of the crankshaft 10, a throttle opening sensor 45 that detects the opening of the throttle valve 22, and an air-fuel ratio that detects the air-fuel ratio in the uppermost cylinder # 1. Fuel ratio sensor 46, an air-fuel ratio sensor (O₂Sensor) 112, back pressure sensor 38 for detecting exhaust pressure, intake negative pressure sensor 121 for detecting intake negative pressure in intake passage 19, fuel pressure sensor 47 for detecting fuel pressure (fuel pressure), and engine coolant temperature. A cooling water temperature sensor 48 to detect, a cooling water pressure sensor 155 to detect the pressure of engine cooling water, a water detection sensor 55 to detect the amount of water separated by the fuel filter 26, and an oil amount of the oil tank 51 are detected. Detection of an oil level sensor 56, a cylinder body temperature sensor 57, an intake air temperature sensor 44 that detects the temperature in the intake passage 19, a trim sensor 28 that detects the attitude of the engine, a pulsar sensor 110, a knock sensor 111, an outside air temperature sensor, and the like. A signal is input.
[0077]
The ECU 42 computes the detection signals of these sensors based on the control map, and the control signals are processed by the injector 13, ignition plug, preload fuel pump 30, premix oil pump 53, oil pumping pump 41, and exhaust valve drive motor 62. Is transmitted and controlled.
[0078]
The ECU 42 is connected to a power supply cable 136 from the generator 135 and a battery cable 133 connected to the battery 134 on the hull side so that the electric power generated by the generator 135 is transmitted to the battery 134 on the hull side during engine operation. It has become. Further, the ECU 42 functions as a battery voltage detecting means for detecting a battery voltage by connection with the battery 134.
[0079]
Next, matching diagnosis with the hull, propeller, user usage, etc. in such an outboard motor, diagnosis of rigging (rigging) between the outboard motor and the hull, and failure diagnosis will be described.
[0080]
The outboard motor 1 can appropriately output operation state data for use in each diagnosis to an external diagnosis support system, and such a function is mainly performed by the ECU 42. That is, the ECU 42 records operation state data for use in diagnosis in parallel with the operation control of the engine 1 described above.
[0081]
First, the hardware configuration of the ECU 42 will be described with reference to FIG.
[0082]
As shown in FIG. 3, the ECU 42 includes, in hardware, a CPU 140, a RAM 141 and a ROM 142 provided in the CPU 140, a timer 143, an EEPROM 144, a power supply circuit 145, an input interface 146, and an output interface 147. And a connector 148.
[0083]
The CPU 140 forms a core of various processes to be described later by executing a program recorded in the ROM 142 or the like using the internal RAM 141 as a work area. The data in the internal RAM 141 is lost when the main switch of the outboard motor 1 is turned off and the power supply from the battery 134 is stopped. The timer 143 counts the accumulated operation time after the outboard motor 1 (engine 2) starts operation, and also counts time used in various processes described later. The EEPROM 144 is a nonvolatile writable memory, and stores various operating state data, engine identification information indicating the type of the engine 2, and the like.
[0084]
The connector 148 can be pulled out from the top or side of the outboard motor 1 and connected to a communication cable or the like. When outputting operation state data recorded in the ECU 42 to a diagnosis support system to be described later, the diagnosis support system Are used together with the input interface 146 and the output interface 147 when receiving various inputs. Further, the connector 149 is supplied with electric power from a diagnosis support system or the like outside the outboard motor 1, and the power supply circuit 145 can operate the ECU 42 by electric power without using the battery 134 on the hull side.
[0085]
The ECU 42 is connected to a recording stop switch 160 for a user to input a recording stop command for stopping a sampling data recording process described later.
[0086]
The ECU 42 is functionally accumulated with a sampling data recording function (operating state storage means) for recording the operating state of the output values of various sensors at predetermined sampling periods, and for each engine operating region section. Cumulative operation time recording function (operation state storage means) for recording operation time and failure detection function (failure detection means) for detecting whether each part of the engine 2 is in a failure state from output values of various sensors. And. Further, the ECU 42 has a function (operating state storage means) that stores engine identification information that can specify the type of engine in a state where it can be output as appropriate, in order to provide various diagnoses by a diagnosis support system described later. Each of these functions is realized by each hardware element provided in the ECU 42 such as a CPU.
[0087]
The sampling data recording function includes an engine speed at a plurality of time points for a predetermined sampling period over a predetermined recording time, an operating state index value such as throttle opening, air-fuel ratio, exhaust gas back pressure, intake negative pressure of intake air, etc. The battery voltage, fuel pressure, cooling water temperature, cooling water pressure, and the like are recorded as operating state data. In principle, the sampling data recording function records the operating state data for the latest recording time while updating it every time a predetermined sampling period arrives.
[0088]
By obtaining the operation state data at a plurality of points in this way, it is possible to confirm that the navigation state is in a steady state at a portion where the engine speed or the like has not changed, and the operation state data in the steady state is It can be handled as basic data for matching the hull and propeller, rigging the outboard motor with the hull, and diagnosing fault conditions in the outboard motor.
[0089]
In this embodiment, the recording time is 13 minutes, the sampling period is 1 minute, and the operation state data at 13 time points are recorded every other minute.
[0090]
The recording time should be long in order to increase the possibility of obtaining an operating state in a steady state and to confirm that the recording state is in a steady state. If this recording time is set to 15 seconds or more, the operation state data at the time interval of 15 seconds can be obtained, so that it is possible to identify whether it is in a steady state or during slow acceleration / deceleration. Further, if the recording time is 2 minutes or more, more preferably 5 minutes or more, even if the operation state data is continuously updated while the engine is running, the ship is offshore and running after the engine is stopped (after stopping). It is more desirable that the operation state data in the steady state can be obtained.
[0091]
The sampling period is preferably shorter in order to confirm that the operating state is in a steady state. If this sampling period is 2 minutes or less, and further 1 minute or less as in this embodiment, it is possible to confirm that rapid acceleration / deceleration is not performed during each sampling period, which is more preferable.
[0092]
The operating state index value indicates the operating state of the engine that can diagnose the navigation load (boat load) of the ship to which the outboard motor is attached by determining the value together with the engine speed in the steady state. Sensor output value and the like. Examples of such operating state index values include throttle opening, air-fuel ratio, exhaust gas back pressure, intake air intake negative pressure, and the like.
[0093]
In other words, if you look at the engine speed relative to throttle opening, air-fuel ratio, back pressure, intake negative pressure, etc., it is possible to assume a navigation load (boat load), respectively, so that outboard motors, hulls, propellers, etc. Matching can be diagnosed.
[0094]
For example, FIG. 4 conceptually shows the relationship between the throttle opening and the engine speed in a certain outboard motor. The throttle opening on the vertical axis shows the output value by the voltage from the throttle opening sensor as it is. As shown in this figure, the relationship between the throttle opening and the engine speed in the steady state is that a recommended normal range is determined for each outboard motor in order to sufficiently exhibit performance potential.
[0095]
Specifically, when the throttle is opened (throttle opening is increased), the engine speed increases. However, when the degree of increase is too large than the normal range, that is, to the lower right side of the normal range in the figure. In some cases, it can be seen that the navigation load (boat load) is too light. On the other hand, if the degree of increase in the engine speed relative to the throttle opening is too small from the normal range, that is, if it is on the upper left side of the normal range in the figure, the navigation load (boat load) is too heavy than the appropriate value You know that it is in a state.
[0096]
The cause of the light load condition is that the hull is too small for the outboard motor (engine), the hull containing the cargo is too light, the propeller is too small, or the propeller is too small due to wear, etc. , Hulls, propellers, and poor matching with usage patterns.
[0097]
On the other hand, the cause of the heavy load condition is that the hull is too large for the outboard motor (engine), the hull containing the cargo is too heavy, the propeller is too big, etc. Matching with the outboard motor, hull, propeller and usage pattern Possible failure.
[0098]
In FIG. 4, the graph suddenly rises around 4000 rpm at the engine speed on the horizontal axis because the ship is in a sliding state and the navigation load (boat load) is reduced.
[0099]
FIG. 5 conceptually shows the relationship between the back pressure and the engine speed. As shown in this figure, the relationship between the back pressure and the engine speed in the steady state is also determined in a recommended normal range in order to sufficiently exhibit the performance potential for each outboard motor. Specifically, when the engine speed is low, the back pressure is positive because it is low, but when the engine speed increases and the boat speed increases, the exhaust port of the boss part of the propeller moves behind the propeller. Pulled to negative pressure. If the engine speed further increases, the amount of exhaust gas increases, so that it becomes a positive value again.
[0100]
In contrast to the normal relationship between the back pressure and the engine speed, when the back pressure deviates to the negative side (minus side) with respect to the engine speed, that is, below the normal range in FIG. Indicates that the boat speed is too high with respect to the engine speed, and it can be seen that the light load state in which the navigation load (boat load) is too small than the appropriate value. On the other hand, when the back pressure is deviated to the positive side (plus side) with respect to the engine speed relative to the normal relationship between the back pressure and the engine speed, that is, when it is above the normal range in FIG. This indicates that the boat speed is not sufficiently increased with respect to the engine speed, and it is understood that the navigation load (boat load) is a heavy load state that is too large than an appropriate value. Thereby, the matching with an outboard motor, a hull, a propeller, and a usage form can be diagnosed similarly to the case of throttle opening and engine speed.
[0101]
FIG. 6 conceptually shows the relationship between the intake negative pressure and the engine speed. As shown in this figure, the relationship between the intake negative pressure in the steady state and the engine speed is also determined in a recommended normal range in order to sufficiently exhibit the performance potential for each outboard motor. Specifically, since the intake negative pressure is located on the upstream side and the downstream side via the back pressure and the combustion portion of the engine, the navigation load (boat load) is determined in the same manner as the back pressure described above. In addition, the matching with the outboard motor, the hull, the propeller and the usage pattern can be diagnosed.
[0102]
Also, in the relationship between the air-fuel ratio and the engine speed in the steady state, the air-fuel ratio is affected by the intake negative pressure described above, so the navigation load (boat load) is reduced in the same manner as the intake negative pressure described above. Judgment can be made, and matching with the outboard motor, the hull, the propeller and the usage pattern can be diagnosed. The air-fuel ratio is detected by a sensor that directly detects the ratio of fuel and air from the air-fuel mixture supplied to the engine, or a sensor that indirectly detects the air-fuel ratio by detecting the amount of oxygen in the exhaust gas from the engine. Any value may be used. When matching is diagnosed in relation to the air-fuel ratio and the engine speed, it is particularly effective when the engine of the outboard motor is feedback-controlled according to the air-fuel ratio.
[0103]
In addition to the operating state index value, the quality of rigging in the fuel system between the outboard motor and the hull can be diagnosed by looking at the relationship between the fuel pressure (fuel pressure) in the steady state and the engine speed. That is, although the fuel pressure varies slightly depending on the engine speed, if the engine is operating in a steady state, the fuel pressure falls within a substantially constant appropriate range (normal range). For example, it is possible to suspect that this is due to rigging of the fuel system.
[0104]
For example, if the engine speed is substantially constant and the engine is in a steady state, but the fuel pressure is lower than the normal range, it is assumed that it is difficult to supply necessary and sufficient fuel to the engine. Specific reasons for this include the fuel hose 131 being too long, the diameter of the fuel hose 131 being too small, the position of the fuel tank 23 on the hull side being too low, etc. It is possible that the flow resistance when feeding the fuel is large due to inappropriate accessories such as the fuel path switching valve and the fuel path switching valve. Inferring this cause and being in an inappropriate rigging state Can be diagnosed.
[0105]
Further, if the relationship between the battery voltage and the engine speed in a steady state is observed, it is possible to diagnose the quality of rigging in the electric system between the outboard motor and the hull. That is, the power generation capacity of the generator 135 provided in the outboard motor 1 varies depending on the engine speed. Generally, the power generation amount increases as the engine speed increases, and the power generation amount decreases as the engine speed decreases. If it is in a proper state, it is in an appropriate range according to the engine speed. For this reason, if the battery voltage is out of the proper range even though the engine speed is in a substantially constant state, the possibility of this cause being rigging of the electric system can be suspected.
[0106]
For example, if the battery voltage is lower than the normal range even though the engine is operating at high speed, the power may be consumed somewhere more than the appropriate amount. As such a specific cause, there is a case where electricity is excessively used for various electric appliances or the like on the hull side with respect to the power generation capacity on the outboard motor side. In addition, when the battery voltage is lower than the normal range even when the engine is operating at a low speed, it is considered that the battery is not sufficiently charged during the high-speed operation. Specific examples of such a case include a case where the capacity of the battery is too small, the battery is deteriorated, or a high-speed operation sufficient for sufficient charging is not performed. Further, when the battery voltage of a single battery is detected while the engine is in operation, it is assumed that the generator is abnormal (failure) or that the cable is broken.
[0107]
In this way, if the relationship between the battery voltage and the engine speed in the steady state is seen, the rigging in the electrical system between the outboard motor and the hull, the failure of the electrical system, and the usage pattern of the user and the outboard The matching with the machine can be diagnosed.
[0108]
Further, if the relationship between the cooling water temperature and the engine speed in a steady state is observed, a failure in the cooling system between the outboard motor and the hull can be diagnosed. That is, the coolant temperature is low immediately after the start of engine operation, but after a certain amount of time has elapsed since the start of engine operation, if the engine speed is in a steady state, it will fall within a substantially constant appropriate range. If the cooling water temperature is out of this appropriate range, it is possible to suspect that this cause is an abnormality (failure) in the cooling system.
[0109]
For example, when the engine is in a medium and high speed operation and is in a steady state but the cooling water temperature is higher than the normal range, the clogging of the cooling water intake 5a for taking in the cooling water or the impeller in the cooling water pump 18 is worn. The cooling water that is necessary may not be taken in due to the cause of In addition, when the cooling water temperature is lower than the normal range even though the engine is operating at a low speed, the cooling water circulates more than necessary due to the thermostat 153 sticking or biting dust. Therefore, it is thought that it is supercooled. Further, if the cooling water temperature does not fluctuate while greatly deviating from the normal range even though the engine speed fluctuates, an abnormality (failure) in the cooling water temperature sensor 48 is considered.
[0110]
Also, a failure in the cooling system between the outboard motor and the hull can be diagnosed by looking at the relationship between the cooling water pressure and the engine speed in the steady state. That is, since the cooling water pump 18 for supplying the cooling water is driven by the crankshaft 10 of the engine 2, the cooling water pressure varies depending on the engine speed, but if the steady state is normal, the cooling water pressure is the engine rotation speed. It is in an appropriate range according to the number. FIG. 7 shows the relationship between the engine speed and the cooling water pressure. If the cooling water pressure is outside the proper range even though the engine speed is in a steady state, it is possible to suspect that there is an abnormality (failure) in the cooling system.
[0111]
For example, when the cooling water pressure is higher than the normal range regardless of the engine speed while the engine 2 is operating in a steady state, or when the cooling water pressure is lower than the normal range while the engine is operating at medium to high speed, the thermostat 153 is fixed. There may be an abnormality (failure) such as chewing garbage. Further, when the cooling water pressure is lower than the normal range only when the engine 2 is operating at a medium to high speed, the clogging of the cooling water intake 5a for taking in the cooling water or the impeller in the cooling water pump 18 is worn. There is. Further, if the cooling water pressure does not change while being deviated from the normal range even though the engine speed is changing, an abnormality (failure) of the cooling water pressure sensor 155 is considered.
[0112]
In the sampling data recording function of this embodiment, as will be described later, the engine speed as operating state data, the throttle opening and air-fuel ratio (oxygen concentration of exhaust gas) as operating state index values, fuel pressure, battery voltage The cooling water temperature is recorded.
[0113]
The cumulative operation time recording function identifies whether the combination of the engine speed and the operation state index value is in a plurality of operation region categories when the engine is operating, and accumulates each operation region category. This is added to the driving time.
[0114]
The plurality of operation region divisions are formed by combining an engine rotation region that is divided into a plurality of engine speeds in advance and an operation state index value region that is divided into a plurality of operation state index values in advance. Accordingly, each operation region section is formed by combining the engine speed and the operation state index value, and thus indicates an operation state under a predetermined navigation load (boat load).
[0115]
According to such a cumulative operation time recording function, by outputting the cumulative operation time after each recorded operation region as appropriate, how much the vehicle has been operated under what sailing load (boat load) Therefore, it is possible to diagnose the matching between the usage pattern of each user (user) and the outboard motor, hull, propeller, and the like.
[0116]
Also in this cumulative operation state recording function, the operation state index value can include throttle opening, air-fuel ratio, exhaust gas back pressure, intake air intake negative pressure, and the like. In this embodiment, as will be described later. In addition, the throttle opening is used as the operating state index value.
[0117]
The fault detection function provides the sampling data recording function that the fault condition has been detected when the output values from various sensors show obvious abnormal values, etc., and a fault code indicating the fault item. It is generated and recorded in the nonvolatile memory (EEPROM 144) together with the failure detection time (accumulated value of the accumulated operation time) so that it can be output as appropriate as failure record data.
[0118]
The case where the output value of various sensors shows an obvious abnormal value usually occurs when the battery voltage is 0, or when a state just before the cooling water temperature is abnormally high and overheating is detected is detected. This is a value indicating a state that cannot be obtained. Such abnormalities include various failures in addition to sensor failures.
[0119]
Next, sampling data recording processing by the sampling data recording function in this outboard motor will be described with reference to the flowchart shown in FIG.
[0120]
This sampling data recording process is started when the main switch is turned on (step S10).
[0121]
First, it is determined whether the engine 2 is in operation (step S12). Specifically, a predetermined rotational speed (for example, 350 rpm) smaller than the idling rotational speed of the engine 2 is stored as a threshold value, and the engine rotational speed detected by the engine rotational speed sensor 43 is set to this threshold value. It is determined whether or not the engine 2 is in operation based on whether or not it exceeds.
[0122]
If the engine 2 is not in operation (NO in step S12), it is determined whether or not the main switch is turned off (step S14). If turned off (YES in step S14), the sampling data recording process is terminated. If it remains ON (NO in step S14), the process returns to step S12 and is repeated until the engine 2 is operated.
[0123]
If the engine 2 is in operation (YES in step S12), the operation state data is recorded in the RAM 141 of the ECU 140 (step S16). As described above, in this embodiment, the operating state data includes the engine speed, the throttle opening, the air-fuel ratio, the battery voltage, the fuel pressure, and the coolant temperature.
[0124]
Subsequently, it is determined in the same manner as in step S12 whether the engine 2 has been operated without being stopped (step S18). If the engine 2 is in operation (continuous operation) (YES in step S18), it is determined whether or not a failure code indicating failure detection appears (step S20), and no failure has been detected. If there is no recording stop input (NO in step S22), and if there is no recording stop input (NO in step S22), a predetermined sampling cycle (this embodiment) In step S24, it is determined whether or not 1 minute has elapsed. If the predetermined sampling period has not elapsed (NO in step S24), steps S18 to S24 are repeated until the predetermined sampling period elapses.
[0125]
If the predetermined sampling period has elapsed (YES in step S24), the process returns to step S16, and the operation state data at that time is recorded in the RAM 141. In this embodiment, as described above, 13 minutes is set as the predetermined recording time, and 13 sets of operating state data are recorded every other minute for 13 minutes. For this reason, if the operation state data for 13 minutes (13 sets) has already been recorded, the operation state data is updated by storing the current operation state data instead of discarding the old data 13 minutes ago, The latest 13-minute operation data is recorded.
[0126]
In this way, while the latest 13-minute operation state data is being updated and stored, the engine stops operating (NO in step S18), a failure is detected (YES in step S20), or a recording stop input is received. If one of the conditions is satisfied (YES in step S22), the operation state data recorded in the RAM 141 is transferred to and stored in the EEPROM 144 (step S26), and the sampling data recording process is terminated. By storing the operation state data in the EEPROM 144 in this way, even if the main switch is turned off and the power supply to the RAM 141 is cut off and the data in the RAM 141 is lost, the operation state data is output from the nonvolatile EEPROM 144. Can be done.
[0127]
If the operation of the engine 2 is stopped in this way, the latest operation state data before stopping can be left by ending the update of the operation state data.
[0128]
Moreover, the operation state data immediately before the occurrence of the failure can be left by ending the update of the operation state data when the failure is detected.
[0129]
In addition, when the recording stop command is issued, the update of the operation state data is ended, so that the operation state data immediately before the time desired by the user can be left.
[0130]
The operation state data thus recorded in the EEPROM 144 is appropriately output to a diagnosis system as will be described later, matching diagnosis with outboard motors, hulls, propellers, and usage forms of users, rigging diagnosis, and further failure It is used for diagnosis of the cause.
[0131]
FIG. 9 is an example of the operation state data recorded by this sampling data recording process.
[0132]
In this figure, from the left, the first column is engine speed [rpm], the second column is fuel pressure [MPa], the third column is battery voltage [Vattery] [V]. The fourth column shows the air-fuel ratio (Oxygen sensor) [V], the fifth column shows the throttle opening (TPS voltage) [V], and the sixth column shows the cooling water temperature (Water) [degree]. In addition, each row shows new operation state data in order from the second row to the bottom row, the second row is 13 minutes ago, the third row is 12 minutes ago, ... the bottom row is one minute ago ( Latest) data.
[0133]
In this example, the first half (substantially upper half) of the recorded operating state data indicates that the engine is in a high-speed rotation state, for example, it was running offshore, and the second half (substantially lower half). Indicates that the engine is idling at a low speed, for example, returning to a harbor and traveling to a dock at a low speed.
[0134]
Among these, it is considered that the engine speed is 4600 to 4800 rpm for 3 minutes, and the engine speed is substantially constant, indicating a substantially steady state. Therefore, if the fuel pressure, the battery voltage, the air-fuel ratio, the throttle opening, and the cooling water temperature are observed with respect to the engine speed at this time, various diagnoses can be made for each item described above. In addition, if the correlation between these items is seen, it is also possible to determine the state of the ship including the outboard motor in more detail.
[0135]
In particular, if each item of the operation state data is displayed in a graph, the state of the outboard motor and the like can be grasped more easily.
[0136]
FIG. 10 is an example of a graph showing a temporal change in the relationship between the engine speed and the throttle opening recorded by the sampling data recording process.
[0137]
As shown in this figure, if a graph is formed, a portion in a steady state can be easily grasped, and the relationship between the engine speed and the throttle opening can be easily grasped visually.
[0138]
In the example shown in this figure, since the throttle opening with respect to the engine speed is within an appropriate range in the portion in the steady state, it can be diagnosed that the outboard motor, the hull, and the propeller are appropriately matched.
[0139]
FIG. 11 is an example of a graph showing the relationship between the engine speed recorded by the sampling data recording process, the battery voltage, and the fuel pressure.
[0140]
As shown in this figure, when the engine speed is in a steady state, a graph in which the values of each item for various engine speeds are plotted without taking the time axis is created at each engine speed. It is easy to grasp how the value of each item changes.
[0141]
In the example shown in this figure, the battery voltage is at a constant value in the normal range from low speed to high speed, so it can be diagnosed that the electric system is properly rigging, and it follows the engine speed. Therefore, it can be diagnosed that the fuel system is properly rigged because the fuel pressure is in the normal range although the fuel pressure is slightly increased.
[0142]
FIG. 12 is an example of a graph showing the relationship between the engine speed and the coolant temperature with respect to the throttle opening recorded by the sampling data recording process.
[0143]
As shown in this figure, if the relationship between the engine speed and the throttle opening in the steady state is obtained, it is possible to easily grasp at what throttle opening the ship has reached the sliding state from the non-sliding state, As a result, the navigation load (boat load) can be easily grasped, and the matching between the outboard motor and the hull can be easily determined.
[0144]
Further, if the cooling water temperature is observed after discriminating between the sliding state and the non-sliding state, it becomes possible to examine the operational state of the ship in more detail.
[0145]
In the above description, whether or not the engine 2 is operating is determined by determining the engine speed at an extremely low speed of 350 rpm, and in principle the sampling data recording process is performed while the engine is operating. For example, if it is determined that the rotational speed is higher than the idling rotational speed, it is possible to record only the operation state data during operation of the engine 2 at idling rotational speed or higher (for example, 1000 rpm). Further, if the determination is made based on the lower limit value (for example, 3000 rpm) of the engine speed that can be taken in the sliding state, it is possible to record only the operation state data when the ship is in the sliding state.
[0146]
FIG. 13 is a flowchart of the sampling data recording process in such a case. This processing procedure is the same as in the case of FIG. 8 except for step S12 and step S18, and these steps S12 and S18 also differ only in the predetermined rotational speed compared with the engine rotational speed.
[0147]
Thus, by appropriately setting the number of revolutions to be compared with the engine number of revolutions, it is possible to easily record only the operation data when in a predetermined operation state.
[0148]
Next, the cumulative operation time recording process by the cumulative operation time recording function in this outboard motor will be described with reference to the flowchart shown in FIG.
[0149]
This cumulative operation time recording process is started when the main switch is turned on (step S50).
[0150]
First, it is determined whether the engine 2 is in operation (step S52). Specifically, a predetermined rotational speed (for example, 350 rpm) smaller than the idling rotational speed of the engine 2 is stored as a threshold value, and the engine rotational speed detected by the engine rotational speed sensor 43 is set to this threshold value. It is determined whether or not the engine 2 is in operation based on whether or not it exceeds.
[0151]
If the engine 2 is not in operation (NO in step S52), it is determined whether or not the main switch has been turned off (step S54). If turned off (YES in step S54), the accumulated operation time recording process is terminated. If it remains ON (NO in step S54), the process returns to step S12 and is repeated until the engine 2 is operated.
[0152]
If the engine 2 is in operation (YES in step S52), the current operation region segment is identified (step S56). In this embodiment, as described above, since the throttle opening is used as the operation state index value, this operation region division is a combination of a plurality of divided engine rotation regions and a plurality of divided throttle opening regions. Is. Therefore, the current operation region segment is identified by which region of the combination of the current engine speed and throttle opening corresponds to the two-dimensional operation region segment.
[0153]
If the current operation area section is identified in this way, this is temporarily stored in the RAM 141 (step S58).
[0154]
Subsequently, it is determined whether the engine 2 continues to be operated without being stopped (step S60), and if the engine 2 is operating (a state in which the operation is continued) (step S60). In addition, the current operation region segment is identified in the same manner as in step S56 (step S62), and it is determined whether or not the current operation region segment has changed from the operation region segment temporarily stored in the RAM 141. (Step S64).
[0155]
If the operation region segment has not changed (NO in step S64), it is determined whether or not a predetermined time (for example, 30 seconds) has elapsed since the temporary storage of the operation region segment in RAM 141 in step S58 (step S66). If it has not elapsed (NO in step S66), steps S60 to S66 are repeated until a predetermined time has elapsed.
[0156]
If the predetermined time has elapsed (YES in step S66), the change over the predetermined time (30 seconds) in the cumulative operation time record (part of the operation state data) after the operation area section configured on the EEPROM 144 will occur. This predetermined time is added as the cumulative operation time to the current operation region segment that has not been performed (step S68). And it returns to step S58 again and repeats the said process.
[0157]
On the other hand, if the operation region segment changes before the predetermined time has elapsed (YES in step S64), the process returns to step S58, the current operation region segment is temporarily stored again in the RAM 141, and the above processing is repeated. .
[0158]
If the operation of the engine 2 is stopped before the predetermined time elapses (NO in step S60), the cumulative operation time recording process is terminated.
[0159]
As described above, only when the operation region segment does not change over a predetermined time, this operation time is added to the accumulated operation time on the EEPROM 144, so that the transition period of the operation state such as acceleration or deceleration can be reduced. The accumulated operation time of each operation region section can be configured only by the operation time in the steady state except for the above. As a result, it is possible to eliminate data indicating an inappropriate navigation load (boat load) that is likely to occur during a transition period.
[0160]
The operation state data thus recorded in the EEPROM 144 is appropriately output to a diagnosis system as will be described later, matching diagnosis with outboard motors, hulls, propellers, and usage forms of users, rigging diagnosis, and further failure It is used for diagnosis of the cause.
[0161]
In the accumulated operation time recording process, the accumulated operation time record on the EEPROM 144 is rewritten every time a predetermined time elapses, but is recorded on the RAM 141 during engine operation, and the EEPROM 144 is collectively stored after the engine is stopped. You may make it rewrite. In this case, when the main switch is turned on in advance, the operation state data on the EEPROM 144 including the accumulated operation time record is transferred to the RAM 141, and the operation state data on the RAM 141 is transferred to the EEPROM 144 after the engine is stopped. May be rewritten.
[0162]
FIG. 15 is an example of the operation state data recorded by this cumulative operation time process.
[0163]
In this example, each column indicates an engine speed region in which the engine speed is divided into a plurality of units every 500 rpm, and each row indicates the throttle opening as an operating state index value by 0.5 V as an output value of the engine rotation angle sensor 43, Each operation state index region divided into a plurality of 10 ° degrees at corresponding angles is shown.
[0164]
In FIG. 15, as in FIG. 4 described above, there is a normal range (recommended use region) in which matching is an appropriate navigation load (boat load) between the engine speed and the throttle opening, If the vehicle is out of this area, it can be diagnosed that the vehicle is operated with an inappropriate navigation load (boat load).
[0165]
In this example, the cumulative operation time that was in a steady state where the throttle opening was 70 to 80 ° and the engine speed was 3500 to 4000 rpm was recorded for 2.1 hours, and the operation was performed with a load. It shows that. In addition, the cumulative operation time of 2.9 hours in which the throttle opening was 50 to 60 ° and the engine rotation speed was 5500 to 6000 rpm was recorded, indicating that the operation was performed at an excessively light load. .
[0166]
In this way, if the operation state data indicating the accumulated operation time for each operation region section is recorded, it is possible to determine how long the operation has been performed in a state where the matching of the outboard motor, the ship, and the propeller is appropriate or inappropriate. Judgment can be made. Further, it is possible to infer the usage pattern of each user and to diagnose the matching with the usage pattern of each user. Furthermore, even if all of the recorded operating area categories are within the normal range (recommended usage range), it is possible to know what operating area category each user is using, and it is suitable for engines suitable for high-speed operation and low-speed operation. It can also be determined whether the engine is used according to the characteristics of each type of engine.
[0167]
Next, a diagnosis support system for diagnosing an outboard motor based on the recorded operation state data for an outboard motor capable of recording operation state data for diagnosis as described above will be described.
[0168]
FIG. 16 is a configuration explanatory diagram for explaining the overall configuration of the outboard motor diagnosis support system.
[0169]
As shown in this figure, this diagnosis support system is composed of a two-stage diagnosis support system that can be used independently. That is, a first stage diagnosis support system 200 including a personal computer or the like that is directly connected to the outboard motor 1 for diagnosis, and is connected to the first stage diagnosis support system 200 via the network line 300. This is a second stage diagnosis support system 400 including a server computer or the like that performs diagnosis.
[0170]
First, the first stage diagnosis support system 200 will be described.
[0171]
The diagnosis support system 200 in the first stage supports diagnosis (simple diagnosis) performed by bringing the outboard motor 1 to a site such as the sea or lake where the outboard motor 1 is located, and maintenance of ships and outboard motors near the site. Used by service shops, etc. The diagnosis support system 200 is composed of a notebook personal computer or the like that can be easily brought into the field in terms of hardware, and functionally includes a receiving unit 201, a data format storage unit 202, and normal state reference data. A storage unit 203 and a display unit 204 are provided.
[0172]
The receiving unit 201 receives operation state data, engine identification information, and the like recorded in the outboard motor 1 from the outboard motor 1 via the communication cable 230. The receiving means 201 also has a transmission function for instructing the outboard motor 1 (ECU 42) to output operation status data and the like. The communication cable 230 is connected to a connector 148 provided in the ECU 42 of the outboard motor 1 so that power can be supplied so that the ECU 42 can operate even when the engine 2 of the outboard motor 1 is stopped. It is configured.
[0173]
The data format storage unit 202 stores the data format of the operation state data detected in each engine for a plurality of types of engines. Specifically, for example, an operating state index value (for example, throttle opening) that may vary depending on the type of engine, the number of items of operating state data by a provided sensor, the range of output values of each operating state data, and further sampling An appropriate data format (display format) is stored in accordance with the sampling period and recording time in the data recording process, the operation region classification in the accumulated operation time recording process, the type of operation state index, and the like.
[0174]
The normal state reference data storage means 203 stores the normal value range of the operating state data, which varies depending on the type of engine, as normal state reference data.
[0175]
The display means 204 identifies the type of engine corresponding to the received engine identification information, displays the received operating state data on a monitor or the like using an appropriate data format corresponding to the identified engine type, and identifies Normal condition reference data corresponding to the engine type is displayed on a monitor or the like.
[0176]
A program for configuring each of the means 201 to 204 on a personal computer is recorded on a recording medium 250 such as a CD-ROM, and is installed in the personal computer as appropriate to configure the diagnosis support system 200. It is like that. It should be noted that data of a necessary engine type may be referred to from the recording medium 250 as necessary without installing all data formats and normal state reference data that differ depending on the engine type.
[0177]
In the procedure of the diagnosis support by the first stage diagnosis support system 200, first, the cover such as the upper surface of the outboard motor 1 is opened and the connector 148 is taken out, and the diagnosis support system (personal computer) 200 is here. The communication cable 230 connected to is connected.
[0178]
Then, when the diagnosis support system 200 is started up and the diagnosis person instructs to download the operation state data from the outboard motor 1 on a predetermined menu screen or the like displayed on the monitor (display means) 205, the diagnosis support system 200 A request for transmission of operating state data is made from the system 200 to the ECU 42 of the outboard motor 1, and the diagnosis support system 200 receives engine identification information together with the operating state data and failure record data recorded from the ECU 42.
[0179]
Based on this engine identification information, the diagnosis support system 200 identifies the type of the engine 2 mounted on the outboard motor 1, and when the screen display for various items is instructed by the diagnostician, the identified engine type is determined. The operating status data received in the corresponding data display format is displayed on the screen. As an example of this, the operation state data recorded in the sampling data recording process can include the above-described FIGS. 9 to 12, and the operation state data recorded in the cumulative operation time recording process can include FIG. 15 described above.
[0180]
The diagnosis support system 200 displays normal state reference data corresponding to the identified engine type on the screen together with the operation state data. Examples of this include the above-described FIGS.
[0181]
According to this diagnosis support system 200, the diagnostician easily makes a diagnosis by displaying the operation state data recorded by the outboard motor 1 in an appropriate data format corresponding to the type of engine provided in the outboard motor. be able to.
[0182]
In particular, since normal condition reference data corresponding to the type of engine is displayed on the screen, the diagnostician can easily diagnose the operating condition data recorded with reference to the normal condition reference data.
[0183]
Further, in the diagnosis support system 200, failure record data recorded by the ECU 42 of the outboard motor 1 is displayed on the screen, and current output values of various sensors and engine states are monitored according to instructions from the diagnostician. It also has functions.
[0184]
FIG. 17 is a screen output example of failure record data (Diagnosis Record) and current output values (Diagnosis) of various sensors. In this example, it can be seen that all the various sensors are currently operating normally and there is no failure record.
[0185]
FIG. 18 is a screen output example of the current engine status (Engine Monitor). In this example, in addition to the engine 2 being stopped, output values of sensors indicating the states of various engines 2 are output in real time.
[0186]
In the diagnosis support system 200, the ECU 42 sends a test control signal to the ignition plug 14 while outputting the state of the engine 2, and the ignition is performed by checking the ignition sound near the screen display or the engine. By checking whether the engine is operating normally, or by operating the engine with one cylinder of the engine 2 deactivated, and confirming changes in the engine speed, etc. on the screen display, It has a function to test whether or not it is operating normally.
[0187]
Since the diagnosis by the first stage diagnosis support system 200 is performed near the site such as the sea or lake, the diagnosis person does not necessarily have sufficient knowledge about the outboard motor to be diagnosed. In some cases, sufficient diagnosis cannot be performed, and failure and failure traction cannot be clarified. In such a case, further diagnosis is performed by the second stage diagnosis support system 400.
[0188]
Next, the second stage diagnosis support system 400 will be described.
[0189]
The second stage diagnosis support system 400 supports a diagnosis (detailed diagnosis) performed at a place away from the site such as the sea or lake where the outboard motor 1 is located. Since the diagnosis support system 400 in the second stage performs detailed diagnosis that cannot be clarified in the field as described above, the outboard motor 1 having more advanced knowledge and experience about the outboard motor 1 can be obtained. Used by manufacturers who develop and manufacture.
[0190]
The diagnosis support system 400 is configured by a server computer or the like including a large computer connected to a network line 300 such as the Internet in terms of hardware, and functionally includes a reception unit 401, a data format storage unit 402, an address A storage unit 403, a normal state reference data storage unit 404, a transfer unit 405, and the like are provided.
[0191]
In addition, this diagnosis support system 400 allows a specialist who is familiar with the characteristics of each outboard motor that has developed and designed each type of outboard motor to perform a specific diagnosis. With such a specialist as a person in charge, each person in charge is connected to person-in-charge terminals 410, 420,.
[0192]
The receiving unit 401 receives the operation state data, engine identification information, and the like recorded by the outboard motor 1 via the network line 300 from the above-described first stage diagnosis support system 200 at the site such as the sea or lake. Is.
[0193]
The data format storage unit 402 stores the data format of the driving state data detected in each engine for each of a plurality of types of engines. Specifically, it is configured similarly to the data format storage unit 202 described above.
[0194]
As described above, the address storage means 403 provides addresses necessary for transferring data and the like to the person-in-charge terminals 410, 420, etc. used by experts (persons in charge) who have developed and designed each type of outboard motor. It is memorized according to the type of engine. As this address, any known information can be adopted as long as it is information that can identify each person-in-charge terminal 410, 420,.
[0195]
The normal state reference data storage unit 404 stores a normal value range or the like of the operating state data that varies depending on the type of engine as normal state reference data. This normal state reference data storage means 404 is used by a manufacturer or the like who has developed an outboard motor. The first stage used by the above-mentioned service shop or the like in order to perform advanced diagnosis on the outboard motor 1. It is desirable that the data is more detailed than the normal state reference data in the diagnosis support system 200.
[0196]
The transfer means 405 uses the address of the person in charge terminal 410, 420... Of the person in charge (expert) corresponding to the type of engine corresponding to the received engine identification information, The operating state data received using the appropriate data format corresponding to the type of engine is transferred, and the normal state reference data corresponding to the type of engine is transferred.
[0197]
In such a second-stage diagnosis support system 400, first, engine identification information is received from the first-stage diagnosis support system 200 together with operating state data and failure record data. The diagnosis support system 400 identifies the type of the engine 2 based on the engine identification information, and the operating state data received in the data display format corresponding to the identified engine type is identified together with the normal state data of the identified engine type. Transfer to person-in-charge terminals 410, 420,.
[0198]
In this way, since the normal state reference data for the type of engine to be diagnosed is transferred to the person in charge of diagnosis, even if the person in charge of diagnosis is responsible for multiple types of engines, The person in charge can surely grasp the normal state of the type of engine to be diagnosed, and can easily diagnose matching, rigging, failure, and the like.
[0199]
In this way, if the person in charge diagnoses outboard motor matching, rigging, failure causes, etc., the diagnosis results are sent to the site via various information transmission means such as telephone, FAX, and e-mail.
[0200]
In order to return the diagnosis result to the first-stage diagnosis support system 200 via the second-stage diagnosis support system 400, the transfer means 405 is connected to the person-in-charge terminals 410, 420. The receiving unit 401 has a function of receiving a diagnosis result to be sent, and the receiving unit 401 is configured to have a function of transmitting the diagnosis result to the first stage diagnosis support system 200 via the network line 300. Is desirable.
[0201]
The present invention has been described with reference to the embodiment. However, the outboard motor and the outboard motor diagnosis support system according to the present invention are not limited to the above embodiment, and are configured as follows. Also good.
[0202]
(1) In the above embodiment, the diagnosis support system 200 of the first stage is connected to the outboard motor of the vessel that is stopped, and the diagnosis is performed. It may be installed in the sea and diagnosed while sailing.
[0203]
(2) In the above embodiment, the operation state data stored in the outboard motor 1 is sent to the first stage diagnosis support system (personal computer) 200, from which the second stage is sent via the network line 300. Although the information is sent to the diagnosis support system 400, a mobile phone having a data transmission function is connected to the outboard motor 1, and the second stage diagnosis support system 400 is directly connected to the outboard motor 1 via the network line 300. You may make it transmit driving | operation state data etc. to.
[0204]
(3) In the above embodiment, the operation state data and the engine identification information are stored in the EEPROM 144. However, any arbitrary memory can be used as long as it is a nonvolatile writable memory.
[0205]
(4) In the above embodiment, the sampling period is set to 1 minute, the recording time is set to 13 minutes, and 13 driving state data are recorded every minute. What is necessary is just to set suitably according to a kind, a purpose, etc. For example, the sampling period may be 1 second. In this way, since a fine change in the operating state can be captured, the steady state can be more reliably determined. If the memory capacity permits, it is desirable to set the recording time to about 8 hours. In this way, since it is possible to cover the entire general navigation time of a small vessel, it is possible to grasp all the states from the start of navigation to the stop and more reliably extract the steady state from this state. .
[0206]
(5) In the above embodiment, the values recorded as the operation state data are the voltage values output from various sensors as they are, but they are appropriately converted into values that can be easily understood by the user and recorded. It may be.
[0207]
(6) Although the fuel pressure sensor 47 is provided in the high-pressure connection hose 49 on the discharge side of the high-pressure fuel pumps 32a and 32b in the above embodiment, the fuel pressure sensor 47 is connected to the low-pressure preload pipe 31 on the upstream side of the high-pressure fuel pumps 32a and 32b. It may be provided.
[0208]
【The invention's effect】
As described above, according to the outboard motor according to the present invention, since the operation state data at a plurality of time points for each predetermined sampling cycle is stored so as to be output, the operation state data does not change and changes substantially constant. Whether or not the operating state is in a steady state can be determined from whether or not the vehicle is operating.
[0209]
Then, if the engine speed and the fuel pressure are recorded as the operating state data, and if the operating state data operated in the steady state can be extracted, it should be examined whether the fuel pressure is within an appropriate range from the relationship between the engine speed and the fuel pressure. Thus, it is possible to diagnose whether the rigging state relating to the fuel supply of the outboard motor and the hull is appropriate.
[0210]
In addition, if the engine speed and the battery voltage are recorded as the operating condition data, if the operating condition data operated in the steady state can be extracted, it is determined whether the battery voltage is within an appropriate range from the relationship between the engine speed and the battery voltage. By examining, it is possible to diagnose whether the rigging state relating to the electrical connection between the outboard motor and the hull is appropriate.
[0211]
  Even when an engine malfunction occurs, it is possible to easily diagnose whether the malfunction is caused by a rigging failure or a problem in the engine itself. Furthermore, since the driving state data during actual navigation can be obtained, the usage pattern of each user can also be diagnosed.Even if the failure detection means detects any failure state, it is possible to leave the operation state data immediately before reaching the failure state without stopping the engine, which contributes to the investigation of the cause of the failure. be able to.
[0212]
According to the outboard motor diagnosis support system of the present invention, the engine identification information is received from the outboard motor together with the operation state data, and the operation state data is obtained based on the conforming data format by the received engine identification information. Since it is presented to the diagnostician, the judge can easily diagnose rigging between the outboard motor and the hull.
[0213]
Further, according to the recording medium that records the program for operating the computer according to the present invention as an outboard motor diagnosis support system, the computer can be suitably realized as the above-described outboard motor diagnosis support system.
[Brief description of the drawings]
FIG. 1 is an overall configuration explanatory view showing an embodiment of an outboard motor according to the present invention, where (A) is a configuration diagram of a fuel supply system of the engine, and (B) is a longitudinal sectional view of the engine of (A). (C) is a side view of this outboard motor.
FIG. 2 is a diagram illustrating a configuration of an engine cooling system.
FIG. 3 is a hardware configuration diagram of an ECU.
FIG. 4 is an explanatory diagram showing the relationship between engine speed and throttle opening.
FIG. 5 is an explanatory diagram showing a relationship between engine speed and back pressure.
FIG. 6 is an explanatory diagram showing the relationship between engine speed and intake negative pressure.
FIG. 7 is an explanatory diagram showing a relationship between engine speed and cooling water pressure.
FIG. 8 is a flowchart of sampling data recording processing;
FIG. 9 is an example of operation state data obtained by sampling data recording processing;
FIG. 10 is a graph showing an example of changes in engine speed and throttle opening obtained by sampling data recording processing;
FIG. 11 is an example of a graph showing the relationship between the engine speed recorded by the sampling data recording process, the battery voltage, and the fuel pressure.
FIG. 12 is an example of a graph showing the relationship between the engine speed recorded by the sampling data recording process, the throttle opening, and the coolant temperature.
FIG. 13 is a flowchart of another example of the sampling data recording process.
FIG. 14 is a flowchart of a cumulative operation time recording process.
FIG. 15 is an example of operation state data obtained by cumulative operation time recording processing;
FIG. 16 is an overall configuration diagram of an outboard motor diagnosis support system according to the present invention.
FIG. 17 is a screen output example of failure record data and current output values of various sensors.
FIG. 18 is a screen output example of the current engine state.
[Explanation of symbols]
1 Outboard motor
2 Engine
6 Propeller
23 Fuel tank
42 ECU (engine control unit, battery voltage detection means)
43 Engine speed sensor
131 Fuel hose
133 battery cable
134 battery
135 generator
144 EEPROM
148 connector
149 Communication cable
160 Recording stop switch
200 First stage diagnosis support system
201 Receiving means
202 Data format storage means
203 Normal state reference data storage means
204 Display means (monitor)
230 Communication cable
250 CD-ROM (recording medium)
300 network line
400 Second stage diagnosis support system
401 Receiving means
402 Data format storage means
403 Address storage means
404 Normal state reference data storage means
405 Transfer means
410,420 Person in charge terminal

Claims (17)

An outboard motor that receives fuel from a fuel tank installed on the hull side,
An engine for propelling and driving a propeller connected via a drive shaft;
An engine speed sensor for detecting the engine speed of the engine;
A fuel pressure detection sensor for detecting the fuel pressure of the fuel supplied to the engine;
An operation state storage means for storing the engine speed and the fuel pressure at a plurality of time points for a predetermined recording period in a state that can be appropriately output as operation state data;
A failure detection means for detecting a failure state in each part of the engine,
The operation state storage means constantly stores the operation state data for the predetermined recording time while updating the operation state data every time the predetermined sampling period arrives, and a failure state is detected. An outboard motor characterized in that the operation state data immediately before reaching the failure state can be left by stopping updating of the operation state data . An outboard motor capable of transmitting and receiving power with a battery installed on the hull side,
An engine for propelling and driving a propeller connected via a drive shaft;
An engine speed sensor for detecting the engine speed of the engine;
A generator driven by the engine and capable of supplying power to the battery;
An engine control unit for controlling the engine by electric power supplied from the battery;
Battery voltage detection means for detecting the battery voltage of the battery;
An operation state storage means for storing the engine speed and the battery voltage at a plurality of time points at a predetermined sampling period over a predetermined recording time in a state that can be appropriately output as operation state data;
A failure detection means for detecting a failure state in each part of the engine,
The operation state storage means constantly stores the operation state data for the predetermined recording time while updating the operation state data every time the predetermined sampling period arrives, and a failure state is detected. An outboard motor characterized in that the operation state data immediately before reaching the failure state can be left by stopping updating of the operation state data .   The outboard motor according to claim 1 or 2, wherein the predetermined sampling period is 2 minutes or less.   The outboard motor according to any one of claims 1 to 3, wherein the predetermined recording time is 15 seconds or more.   The outboard motor according to any one of claims 1 to 3, wherein the predetermined recording time is 2 minutes or more.   The outboard motor according to any one of claims 1 to 5, wherein the operating state storage means updates the operating state data when the engine speed exceeds or exceeds a preset first predetermined speed. On the other hand, the outboard motor is configured to stop the update of the operation state data when the rotational speed of the engine becomes equal to or lower than a second predetermined rotational speed. In the outboard motor according to any one of claims 1 to 6,
It has a recording stop switch operated by the user, etc.
The outboard motor, wherein the operating state storage means is configured to stop the updating of the operating state data when receiving an input of a recording stop command at the recording stop switch.   The outboard motor according to claim 1, wherein at least engine identification information capable of specifying an engine type is stored in the operating state storage unit so as to be appropriately output. An outboard motor that receives fuel from a fuel tank installed on the hull side, and that propels and drives a propeller connected via a drive shaft, and an engine speed sensor that detects the engine speed of the engine; A fuel pressure detection sensor for detecting the fuel pressure of the fuel supplied to the engine, and the engine speed and the fuel pressure at a plurality of time points for each predetermined sampling period over a predetermined recording time can be appropriately output as operating state data. Diagnostic support for assisting diagnosis of an outboard motor in which at least engine identification information that can specify the type of engine is stored so that it can be output as appropriate. A system,
Receiving means for receiving the engine identification information and operating state data from the operating state storage means of the outboard motor;
Data format storage means for storing the data format of the driving state data detected in each engine for each type of engine;
An outboard motor diagnosis support system comprising display means for displaying received operation state data on the screen based on the data format of the engine type corresponding to the received engine identification information. An outboard motor capable of power transmission and reception with a battery installed on the hull side, an engine for propelling and driving a propeller connected via a drive shaft, and an engine speed sensor for detecting the engine speed of the engine A generator driven by the engine and capable of supplying electric power to the battery, an engine control unit for controlling the engine by electric power supplied from the battery, and a battery voltage detecting means for detecting a battery voltage of the battery; Operating state storage means for storing the engine speed and the battery voltage at a plurality of time points for a predetermined recording time in a state that can be appropriately output as operating state data. Contains at least engine identification information that can identify the type of engine. A diagnosis support system for supporting diagnosis of the outboard motor that is force stored and modified,
Receiving means for receiving the engine identification information and operating state data from the operating state storage means of the outboard motor;
Data format storage means for storing the data format of the driving state data detected in each engine for each type of engine;
An outboard motor diagnosis support system comprising display means for displaying received operation state data on the screen based on the data format of the engine type corresponding to the received engine identification information. A diagnosis support system for supporting diagnosis of an outboard motor according to claim 9 or 10,
Normal state reference data storage means for storing normal state reference data of the operating state data for each type of engine,
The outboard motor diagnosis support system, wherein the display means is configured to display the normal state reference data for the type of engine corresponding to the received engine identification information together with the received operating state data. . An outboard motor that receives fuel from a fuel tank installed on the hull side, and that propels and drives a propeller connected via a drive shaft, and an engine speed sensor that detects the engine speed of the engine; A fuel pressure detection sensor for detecting the fuel pressure of the fuel supplied to the engine, and the engine speed and the fuel pressure at a plurality of time points for each predetermined sampling period over a predetermined recording time can be appropriately output as operating state data. Diagnostic support for assisting diagnosis of an outboard motor in which at least engine identification information that can specify the type of engine is stored so that it can be output as appropriate. As a system, to a computer,
A receiving process for receiving the engine identification information and the driving state data from the driving state storage means of the outboard motor;
A storage process for storing the data format of the driving state data detected in each engine for each type of engine;
A computer-readable recording medium storing a program for executing display processing for displaying received operation state data on a screen based on the data format of the engine type corresponding to the received engine identification information. An outboard motor capable of power transmission and reception with a battery installed on the hull side, an engine for propelling and driving a propeller connected via a drive shaft, and an engine speed sensor for detecting the engine speed of the engine A generator driven by the engine and capable of supplying electric power to the battery, an engine control unit for controlling the engine by electric power supplied from the battery, and a battery voltage detecting means for detecting a battery voltage of the battery; Operating state storage means for storing the engine speed and the battery voltage at a plurality of time points for a predetermined recording time in a state that can be appropriately output as operating state data. Contains at least engine identification information that can identify the type of engine. As diagnostic support system for supporting a diagnosis of the outboard motor that is force stored and modified, the computer,
A receiving process for receiving the engine identification information and the driving state data from the driving state storage means of the outboard motor;
A storage process for storing the data format of the driving state data detected in each engine for each type of engine;
A computer-readable recording medium storing a program for executing display processing for displaying received operation state data on a screen based on the data format of the engine type corresponding to the received engine identification information. The computer-readable recording medium according to claim 12 or 13, wherein the computer includes:
While executing normal state reference data storage processing for storing normal state reference data of the operating state data for each type of engine,
The computer-readable recording medium which recorded the program for displaying on a screen the said normal state reference | standard data in the kind of engine applicable to the received engine identification information with the received driving | running state data as said display means. An outboard motor that receives fuel from a fuel tank installed on the hull side, and that propels and drives a propeller connected via a drive shaft, and an engine speed sensor that detects the engine speed of the engine; A fuel pressure detection sensor for detecting the fuel pressure of the fuel supplied to the engine, and the engine speed and the fuel pressure at a plurality of time points for each predetermined sampling period over a predetermined recording time can be appropriately output as operating state data. Diagnostic support for assisting diagnosis of an outboard motor in which at least engine identification information that can specify the type of engine is stored so that it can be output as appropriate. A system,
Receiving means for receiving the engine identification information and operating state data stored in the operating state storage means of the outboard motor via a network line;
Data format storage means for storing the data format of the driving state data detected in each engine for each type of engine;
Address storage means for storing the address of a person-in-charge terminal used by a person in charge set in advance for each type of engine;
Based on the data format of the engine type corresponding to the received engine identification information, the received operating state data is transferred to the person in charge terminal corresponding to the engine type corresponding to the received engine identification information. An outboard motor diagnosis support system comprising a transfer means. An outboard motor capable of power transmission and reception with a battery installed on the hull side, an engine for propelling and driving a propeller connected via a drive shaft, and an engine speed sensor for detecting the engine speed of the engine A generator driven by the engine and capable of supplying electric power to the battery, an engine control unit for controlling the engine by electric power supplied from the battery, and a battery voltage detecting means for detecting a battery voltage of the battery; Operating state storage means for storing the engine speed and the battery voltage at a plurality of time points for a predetermined recording time in a state that can be appropriately output as operating state data. Contains at least engine identification information that can identify the type of engine. A diagnosis support system for supporting diagnosis of the outboard motor that is force stored and modified,
Receiving means for receiving the engine identification information and operating state data stored in the operating state storage means of the outboard motor via a network line;
Data format storage means for storing the data format of the driving state data detected in each engine for each type of engine;
Address storage means for storing the address of a person-in-charge terminal used by a person in charge set in advance for each type of engine;
Based on the data format of the engine type corresponding to the received engine identification information, the received operating state data is transferred to the person in charge terminal corresponding to the engine type corresponding to the received engine identification information. An outboard motor diagnosis support system comprising a transfer means. The diagnosis support system for supporting diagnosis of an outboard motor according to claim 15 or 16,
Normal state reference data storage means for storing normal state reference data of the operating state data for each type of engine,
The outboard motor diagnosis support system, wherein the transfer means is configured to transfer the normal state reference data for the type of engine corresponding to the received engine identification information together with the received operation state data.

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