JP5130280B2 - Outboard motor control device - Google Patents

Description

  The present invention relates to an outboard motor control apparatus, and more particularly to an outboard motor control apparatus including a transmission.

  In recent years, in an outboard motor, a transmission having a first gear and a second gear is inserted between the internal combustion engine and the propeller shaft, so that the output of the internal combustion engine is shifted and transmitted to the propeller shaft. A technique described above has been proposed (see, for example, Patent Document 1).

JP 2009-190671 A

  By the way, in the technique described in Patent Document 1, when the throttle lever is operated by a ship operator to accelerate the ship, the speed of the transmission (speed ratio) is changed from the second speed to the first speed. The torque transmitted to the shaft is amplified, and the acceleration performance is improved.

  However, the propeller immediately after accelerating in response to the operation of the throttle lever is easy to rotate around by enclosing air bubbles generated in the vicinity thereof, and thus the gripping force is relatively weak. Therefore, when shifting from the 2nd speed to the 1st speed as described above at this time, there is a risk that the propulsive force of the ship will be reduced, leaving room for improvement in terms of improving acceleration performance.

  Accordingly, the object of the present invention is to solve the above-mentioned problems, and to provide an outboard which has a transmission and appropriately controls the operation of the internal combustion engine and the transmission during acceleration, thereby improving the acceleration performance immediately after acceleration. It is to provide a control device for a machine.

  In order to solve the above-described problem, in claim 1, the internal combustion engine has a gear stage composed of at least a first speed and a second speed, and is inserted into a power transmission shaft between the internal combustion engine and the propeller. In an outboard motor control device having a transmission that shifts the output of the engine at a selected speed and transmits it to the propeller, whether acceleration is instructed to the internal combustion engine when the second speed is selected An acceleration instruction determining means for determining whether or not, a slip ratio detecting means for detecting a slip ratio of the propeller based on a theoretical speed and an actual speed of a ship on which the outboard motor is mounted, and it is determined that the acceleration is instructed. And when the detected slip ratio is greater than or equal to a first predetermined slip ratio, the output of the internal combustion engine is reduced by the internal combustion engine output reduction means for reducing the output of the internal combustion engine and the internal combustion engine output reduction means. After the shift, when the detected slip ratio decreases below a second predetermined slip ratio set lower than the first predetermined slip ratio, the shift is performed so as to shift from the second speed to the first speed. Shift control means for controlling the operation of the machine.

  In the outboard motor control apparatus according to claim 2, the acceleration instruction determination means includes a throttle opening change amount detecting means for detecting a change amount of the throttle opening of the internal combustion engine, and is detected. When the change amount of the throttle opening is equal to or greater than a predetermined value, it is determined that the acceleration is instructed.

  In the outboard motor control device according to claim 3, the internal combustion engine output reduction means reduces the output of the internal combustion engine via at least one of an ignition timing and a fuel injection amount of the internal combustion engine. Configured.

  In the outboard motor control apparatus according to the first aspect, when the second speed is selected in the transmission, it is determined whether or not acceleration is instructed to the internal combustion engine, and the outboard motor is mounted. The slip ratio of the propeller is detected based on the theoretical speed and the actual speed of the ship, and when it is determined that acceleration is instructed and the detected slip ratio is equal to or higher than the first predetermined slip ratio, the output of the internal combustion engine is reduced. In addition, after the output of the internal combustion engine is reduced, when the detected slip ratio decreases below the second predetermined slip ratio set lower than the first predetermined slip ratio, the speed is changed from the second speed to the first speed. Since it comprised so, operation | movement of the internal combustion engine and transmission at the time of acceleration can be controlled appropriately, and it can improve the acceleration performance immediately after acceleration.

  That is, when it is determined that acceleration is instructed to the internal combustion engine and the slip ratio of the propeller is equal to or higher than the first predetermined slip ratio, in other words, when the slip ratio is relatively high and the grip force is reduced, When the output of the internal combustion engine is temporarily reduced to increase the grip force instantaneously, and then the slip ratio decreases from the second predetermined slip ratio to a value equal to or lower than the second predetermined slip ratio set lower than the first predetermined slip ratio. In other words, the transmission can be shifted from the second speed to the first speed at an appropriate timing when the slip ratio is relatively low and the grip force is increased. As a result, the output torque of the internal combustion engine is amplified by the transmission and transmitted to the propeller, and the speed of the ship starts to increase immediately, and the acceleration performance immediately after the outboard motor is accelerated can be improved.

  In the outboard motor control apparatus according to claim 2, the amount of change in the throttle opening of the internal combustion engine is detected, and when the detected amount of change in the throttle opening is equal to or greater than a predetermined value, Since the configuration is such that it is determined that the acceleration is instructed, in addition to the above-described effect, it can be accurately determined that the acceleration is instructed.

  In the outboard motor control apparatus according to the third aspect of the present invention, the output of the internal combustion engine is reduced via at least one of the ignition timing and the fuel injection amount of the internal combustion engine. When it is determined that the acceleration is instructed to the internal combustion engine and the slip ratio of the propeller is equal to or higher than the first predetermined slip ratio, for example, it is possible to retard the ignition timing or reduce the fuel injection amount. The output of the internal combustion engine can be reliably reduced.

1 is a schematic view showing an outboard motor control apparatus according to a first embodiment of the present invention including a hull as a whole. FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1. FIG. 2 is an enlarged side view of the outboard motor shown in FIG. 1. FIG. 3 is a hydraulic circuit diagram schematically showing a hydraulic circuit of the speed change mechanism shown in FIG. 2. 2 is a flowchart showing a shift control operation and an ignition timing control operation of the electronic control unit shown in FIG. 5 is a time chart for explaining the processing of the flow chart. FIG. 5 is a flow chart partially showing the shift control operation and the fuel injection amount control operation of the electronic control unit in the outboard motor control apparatus according to the second embodiment of the present invention, centering on differences from the flow chart of FIG. It is.

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

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

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

  On the upper part of the swivel case 14, a steering electric motor 22 that drives the shaft portion 20 accommodated in the swivel case 14 so as to be rotatable around the vertical axis is disposed. The rotation output of the steering electric motor 22 is transmitted to the shaft portion 20 via the reduction gear mechanism 24 and the mount frame 26, and thus the outboard motor 10 is steered left and right (around the vertical axis) with the shaft portion 20 as a steering shaft. The

  An internal combustion engine (hereinafter referred to as “engine”) 30 is mounted on the outboard motor 10. The engine 30 is a spark-ignition water-cooled gasoline engine having a displacement of 2200 cc. The engine 30 is located on the water surface and is covered with an engine cover 32.

  A throttle body 36 is connected to the intake pipe 34 of the engine 30. The throttle body 36 includes a throttle valve 38 therein, and a throttle electric motor 40 that opens and closes the throttle valve 38 is integrally attached thereto.

  The output shaft of the electric motor 40 for throttle is connected to the throttle valve 38 via a reduction gear mechanism (not shown), and the throttle valve 38 is opened and closed by operating the electric motor 40 for throttle. The engine speed (engine speed) is adjusted by metering.

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

  The transmission 46 includes a transmission mechanism 50 that can switch between first, second, and third gears, and a shift mechanism 52 that can switch a shift position to a forward position, a reverse position, and a neutral position.

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

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

  Connected to the countershaft 56 is a hydraulic pump (gear pump, only shown in FIG. 2) 60 that feeds hydraulic oil (lubricating oil, oil) to a transmission clutch and a lubricating portion of the transmission mechanism 50 described later. The shafts 54, 56, 58 and the hydraulic pump 60 are accommodated in a case 62 (shown only in FIG. 2). The lower part of the case 62 constitutes an oil pan 62a that receives hydraulic oil.

  In the speed change mechanism 50 configured as described above, a gear arranged on a shaft so as to be relatively rotatable is fixed on the shaft by a speed change clutch. Any one of these gears is established (selected), and the output of the engine 30 is shifted at the established (selected) gear and transmitted to the propeller 42 via the shift mechanism 52 and the propeller shaft 44. Note that the gear ratio (reduction ratio) of each gear stage is set so that the first speed is the largest and the second speed and the third speed become smaller. Specifically, for example, the first gear ratio is 2.2, the second gear ratio is 2.0, and the third gear ratio is 1.7.

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

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

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

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

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

  Referring to FIG. 4, the suction port 60a of the hydraulic pump 60 is connected to the oil pan 62a via the oil passage 80a. A strainer 82 is inserted in the oil passage 80a.

  The discharge port 60b of the hydraulic pump 60 is connected to the first switching valve 84a via the oil passage 80b, and the first switching valve 84a is connected to the second switching valve 84b via the oil passage 80c. A movable spool is accommodated in each of the first and second switching valves 84a and 84b. The spool is biased to the other end side by a spring on one end side (left end in the figure).

  The first and second switching valves 84a and 84b are connected to the first and second electromagnetic solenoid valves (linear solenoid valves) 86a and 86b via oil passages 80d and 80e on the other end side of the spool. The first and second electromagnetic solenoid valves 86a and 86b are inserted into oil passages 80f and 80g branched from the oil passage 80b.

  The second switching valve 84b is connected to the second speed hydraulic clutch C2 through the oil passage 80h, and is connected to the third speed hydraulic clutch C3 through the oil passage 80i.

  The discharge port 60b of the hydraulic pump 60 is also connected to a lubricating portion (for example, shafts 54, 56, and 58) of the transmission 46 via an oil passage 80b and an oil passage 80j branched from the oil passage 80b. In the oil passage 80j, a regulator valve 88 that regulates the hydraulic pressure supplied to the lubrication unit, and the hydraulic oil returned to the oil pan 62a when the pressure of the hydraulic oil regulated by the regulator valve 88 exceeds a specified pressure. A relief valve 90 is inserted.

  The first and second switching valves 84a and 84b and the first and second electromagnetic solenoid valves 86a and 86b are appropriately connected with an oil passage 80k for depressurization, and the end of the oil passage 80k is It is opened by the oil pan 62a.

  With the configuration as described above, the hydraulic pump 60 is driven by the engine 30 (more precisely, the counter shaft 56 of the transmission 46 to which the output of the engine 30 is transmitted), and the hydraulic oil in the oil pan 62a is supplied to the oil passage 80a. Then, it is pumped up through the strainer 82 and sent from the discharge port 60b to the first switching valve 84a and the first and second electromagnetic solenoid valves 86a, 86b through the oil passage 80b. The hydraulic pump 60 also supplies hydraulic oil (lubricating oil) to the lubricating portion of the transmission 46 via the oil passage 80j, the regulator valve 88, and the relief valve 90.

  The spool housed in the first electromagnetic solenoid valve 86a is displaced when energized (turned on), and the hydraulic pressure supplied from the hydraulic pump 60 is output to the other end side of the spool of the first switching valve 84a. In the first switching valve 84a, the spool is displaced by the hydraulic pressure output to the other end side, thereby sending the hydraulic oil in the oil passage 80b to the oil passage 80c.

  Similarly to the first electromagnetic solenoid valve 86a, the second electromagnetic solenoid valve 86b also displaces the spool when energized (turned on), and supplies the hydraulic pressure supplied from the hydraulic pump 60 to the other end side of the spool of the second switching valve 84b. Output to.

  In the second switching valve 84b, the spool is displaced when the second electromagnetic solenoid valve 86b is turned on and hydraulic pressure is output to the other end side, whereby the hydraulic fluid in the oil passage 80c is transferred to the second oil passage 80h via the oil passage 80h. When the second electromagnetic solenoid valve 86b is not energized (turned off) and hydraulic pressure is not output to the other end side while supplying to the speed hydraulic clutch C2, the hydraulic fluid in the oil passage 80c is supplied through the oil passage 80i. Supply to the speed hydraulic clutch C3.

  Accordingly, when both the first and second electromagnetic solenoid valves 86a and 86b are turned off, the hydraulic pressure is not supplied to either of the hydraulic clutches C2 and C3. Therefore, the output first speed gear 74 and the output shaft 58 are connected to the first speed clutch. Combined with C1, the first speed is established.

  When both the first and second electromagnetic solenoid valves 86a and 86b are turned on, the hydraulic pressure is supplied to the second-speed hydraulic clutch C2, so that the counter second-speed gear 70 and the counter shaft 56 are coupled to increase the second speed. Establish. As described above, when the second speed is established and the rotation speed of the output shaft 58 becomes larger than that of the output first speed gear 74, the gear 74 is disengaged from the shaft 58 by the first speed clutch C1. To do.

  Further, when the first electromagnetic solenoid valve 86a is turned on and the second electromagnetic solenoid valve 86b is turned off, the hydraulic pressure is supplied to the third-speed hydraulic clutch C3, so that the counter third-speed gear 72 and the counter shaft 56 are coupled. The third speed is established. The output first speed gear 74 rotates idly as in the second speed. In this way, by controlling on / off of the first and second switching valves 84a and 84b, the gear position of the transmission 46 is selected (shift control is performed).

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

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

  When the shift position is the forward position or the reverse position, the rotation of the output shaft 58 of the speed change mechanism 50 is transmitted to the propeller shaft 44 via the shift mechanism 52, so that the propeller 42 moves in either the forward or reverse direction of the hull 12. Rotated. The outboard motor 10 includes a power source (not shown) such as a battery attached to the engine 30, and then operating power is supplied to the electric motors 22, 40, 92 and the like.

  As shown in FIG. 3, a throttle opening sensor (throttle opening change amount detecting means) 96 is disposed in the vicinity of the throttle valve 38 to indicate the opening TH (hereinafter referred to as “throttle opening TH”) of the throttle valve 38. Produces output.

  A neutral switch 100 is disposed near the shift rod 52e, and outputs an on signal when the transmission 46 is in the neutral position and an off signal when the transmission 46 is in the forward position or the reverse position. A crank angle sensor 102 is attached in the vicinity of the crankshaft of the engine 30 and outputs a pulse signal for each predetermined crank angle.

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

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

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

  Further, a switch 126 for inputting a fuel consumption reduction instruction for reducing the fuel consumption (fuel consumption) of the engine 30 is provided in the vicinity of the cockpit 112 so as to be manually operated by the operator. The switch 126 is operated (pressed) when the operator wants to travel with emphasis on fuel consumption, and outputs a signal (ON signal) indicating a fuel consumption reduction instruction when operated.

  A ship speed sensor (anti-water speed meter; slip ratio detecting means) 130 is disposed at an appropriate position of the hull 12 and outputs a signal corresponding to the speed (ship speed; hereinafter also referred to as “actual speed”) V of the ship 1. . The outputs of these sensors 116, 124, 130 and switch 126 are also input to ECU 110.

  The ECU 110 controls the operation of each electric motor 22, 40, 92 based on the input sensor output, and controls the shift of the transmission 46. Further, the ECU 110 determines the fuel injection amount and ignition timing of the engine 30 based on the input sensor output, supplies the determined injection amount of fuel via the injector 132 (shown in FIG. 3), and performs ignition. The fuel / intake mixture injected is ignited according to the ignition timing determined via the device 134 (shown in FIG. 3).

  As described above, the outboard motor control apparatus according to this embodiment is a DBW (Drive By Wire) system apparatus in which the operation system (the steering wheel 114 and the lever 122) and the outboard motor 10 are disconnected mechanically. It is.

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

  In the following, first, in S10, it is determined whether or not the transmission 46 is in the neutral position. This determination is made by detecting whether or not an ON signal is output from the neutral switch 100. When the result in S10 is negative (in-gear), the process proceeds to S12, the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 96, and the process proceeds to S14 for a predetermined time of the detected throttle opening TH (for example, A change amount (variation amount) DTH per 500 msec) is detected (calculated).

  Next, in S16, it is determined whether or not the operator has instructed the engine 30 to decelerate, in other words, whether or not the engine 30 is in an operating state in which the ship 1 is decelerated. This determination is performed by determining whether or not the throttle valve 38 is driven in the valve closing direction. Specifically, the change amount DTH of the throttle opening TH is a first predetermined value DTHref1 (for example, −0.5 deg). It is done by judging whether it is less than or not.

  Specifically, when the change amount DTH is less than the first predetermined value DTHref1 set to a negative value, it is determined that the throttle valve 38 is driven in the valve closing direction, that is, the engine 30 is instructed to be decelerated. On the other hand, when the value is equal to or greater than the predetermined value DTHref1, it is determined that the throttle valve 38 is substantially stopped or driven in the valve opening direction, that is, deceleration is not instructed.

  When the result in S16 is negative, the program proceeds to S18, in which it is determined whether or not the bit of the post-acceleration 3rd speed shift flag (hereinafter referred to as "3rd speed shift flag") indicating that the transmission has been shifted to the 3rd speed after completion of acceleration is 0. To do. Since the initial value of the 3rd speed shift flag is set to 0, the determination in S18 is usually affirmed in the first program loop, and the process proceeds to S20.

  In S20, the output pulse of the crank angle sensor 102 is counted to detect (calculate) the engine speed NE, and the process proceeds to S22 to calculate the detected change (variation) DNE of the engine speed NE. The change amount DNE is obtained by subtracting the currently detected engine speed NE from the engine speed NE detected in the previous program loop.

  Next, in S24, it is determined whether or not the bit of the post-acceleration second speed shift completed flag (hereinafter referred to as “second speed shift flag”) is zero. As will be described later, the bit of the second speed shift flag is set to 1 when shifting from the 1st speed to the 2nd speed after the end of acceleration, and is reset to 0 otherwise.

  Since the initial value of the second speed shift flag is also set to 0, the determination in S24 is generally affirmed in the first program loop, and the process proceeds to S26 to determine whether the engine speed NE is equal to or higher than the first predetermined speed NEref1. The first predetermined rotation speed NEref1 will be described later.

  In the program loop immediately after engine startup, the engine speed NE is typically less than the first predetermined speed NEref1, so the determination in S26 is negative and the process proceeds to S28. In S <b> 28, it is determined whether or not the bit of the acceleration determination flag (described later, “acceleration flag” in the figure) is 0. Since the initial value of the determination flag during acceleration is also set to 0, the determination here is generally affirmed in the first program loop, and the process proceeds to S30.

  In S30, whether or not acceleration (accurately, rapid acceleration) is instructed by the operator to the engine 30, in other words, whether the engine 30 is in an operating state in which the marine vessel 1 is accelerated (accurately, suddenly accelerated). Judge whether or not. Specifically, this determination is performed by determining whether or not the throttle valve 38 is rapidly driven in the valve opening direction.

  Specifically, the change amount DTH of the throttle opening TH detected in S14 is compared with a second predetermined value (predetermined value) DTHref2, and when the change amount DTH is equal to or greater than the second predetermined value DTHref2, the throttle valve 38 Is rapidly driven in the valve opening direction, that is, it is determined that acceleration is instructed to the engine 30. Therefore, the second predetermined value DTHref2 is set to a value that can be determined that an instruction to accelerate is given to the engine 30, for example, 0.5 deg.

  If NO in S30, that is, if there is no instruction for acceleration / deceleration to the engine 30 and it is determined that the engine 30 is in a state immediately after starting or in a state where the ship 1 is traveling at a constant speed, the process proceeds to S32, and the first , The second electromagnetic solenoid valves 86a and 86b (shown as "first SOL" and "second SOL" in the figure) are both turned on to select the second speed gear stage in the transmission 46, and then the process proceeds to S34, and the acceleration determination flag Reset the bits to 0.

On the other hand, when the result in S30 is affirmative, the program proceeds to S36, and a slip ratio (slip ratio) S indicating the rotation state of the propeller 42 is detected (calculated). The slip ratio S is detected (calculated) based on the theoretical speed Va and the actual speed V of the ship 1, and specifically calculated using the following equation (1).
Slip rate S = (theoretical speed Va (Km / h) −actual speed V (Km / h)) / theoretical speed Va (Km / h) (1)

In equation (1), the actual speed V is obtained based on the output of the ship speed sensor 130. The theoretical speed Va is calculated based on the operating state of the engine 30 and the transmission 46 and the specifications of the propeller 42 as shown in the following equation (2).
Theoretical speed Va (Km / h) = (engine speed NE (rpm) × propeller pitch (inch) × 60 × 2.54 × 10 ⁻⁵ ) / (speed ratio of gear stage) (2)

In equation (2), the propeller pitch is a value indicating a theoretical distance that can be traveled when the propeller 42 makes one rotation, and the gear ratio of the gear stage is the gear ratio of the gear stage currently selected in the transmission 46. For example, the gear ratio at the second speed is 2.0 as described above. The numerical value of 60 is for converting the engine speed NE per minute into a value per hour, and the numerical value of 2.54 × 10 ⁻⁵ is for converting the propeller pitch from inches to kilometers. Is.

  Next, in S38, it is determined whether or not the slip ratio S of the propeller 42 is equal to or lower than a second predetermined slip ratio Sref2 set lower than a first predetermined slip ratio Sref1 described later. The second predetermined slip ratio Sref2 is set to a value such as 0.3 that can determine that the gripping force of the propeller 42 is relatively strong when the slip ratio S is less than that.

  When the result in S38 is negative, the program proceeds to S40, in which it is determined whether or not the slip rate S is equal to or greater than the first predetermined slip rate Sref1. When the slip ratio S is equal to or higher than the value of the first predetermined slip ratio Sref1, the propeller 42 is idled, for example, by entraining bubbles generated in the vicinity immediately after acceleration, whereby the grip force is relatively weak. For example, 0.5.

  When the result in S40 is affirmative, the program proceeds to S42, and the bit of the ignition timing retard flag (initial value 0, indicated as “retard flag” in the figure) is set to 1. When the bit of this flag is set to 1, control is performed to retard the ignition timing of the engine 30 in a program (not shown), specifically based on the output of the crank angle sensor 102 (engine speed NE) and the like. The ignition timing calculated in this way is retarded by a predetermined retard amount (for example, 5 degrees), and the output of the engine 30 is reduced.

  When the flag bit is reset to 0, control for retarding the ignition timing is not performed, and normal ignition timing control is performed. Thus, S42 corresponds to a process of reducing the output of the engine 30.

  When the output of the engine 30 is decreased, the grip force of the propeller 42 is instantaneously increased. Specifically, the slip ratio S is decreased to be less than the first predetermined slip ratio Sref1, and S40 is executed in the program loop after the next time. Is denied and proceeds to S44. In S44, the bit of the ignition timing retard flag is reset to 0, the retard control described above is stopped, and normal ignition timing control is executed.

  When the gripping force of the propeller 42 further increases and the slip ratio S decreases below the second predetermined slip ratio Sref2, the determination in S38 is affirmative and the process proceeds to S46, and both the first and second electromagnetic solenoid valves 86a and 86b are turned on. Turns off and shifts (shifts down) the transmission 46 from the second speed to the first speed.

  Thereby, the output torque of the engine 30 is amplified by the transmission 46 (precisely, the transmission mechanism 50) shifted down to the first speed, and transmitted to the propeller 42 via the drive shaft 52a and the propeller shaft 44, Therefore, the acceleration performance is increased.

  Next, in S48, the bit of the acceleration determination flag is set to 1, and the current program loop is terminated. That is, the acceleration determination flag is set to 1 when it is determined that the engine 30 is instructed to accelerate, and the transmission 46 is shifted from the 2nd speed to the 1st speed, and is reset to 0 otherwise. Flag to be If the bit of the acceleration determination flag is set to 1, the next time program execution is denied in S28, the processing of S30, S36, S38 is skipped, and the processing of S46, S48 is performed.

  As described above, until it is determined that the acceleration is instructed after the engine 30 is started (during normal operation), and until it is determined that the slip ratio S of the propeller 42 is equal to or less than the second predetermined slip ratio Sref2. Since the transmission 46 is set to the second speed during the period, the convenience of the outboard motor 10 other than the rapid acceleration can be made equivalent to that of the outboard motor not including the transmission.

  After the transmission 46 is shifted to the first speed in S46, the engine speed NE gradually increases, and when the acceleration using the torque amplification at the first speed is finished (when the acceleration region is saturated), the engine speed NE is increased. Reaches the first predetermined rotational speed NEref1, so that the determination at S26 is affirmative and the process proceeds to S50 and subsequent steps. Therefore, the first predetermined rotation speed NEref1 is set to a relatively high value, and specifically, a value (for example, 6000 rpm) at which it can be determined that the acceleration at the first speed has ended.

  In S50, it is determined whether or not the engine speed NE is stable, in other words, whether or not the engine 30 is in a stable operating state. This determination is made by comparing the absolute value of the change amount DNE of the engine speed NE calculated in S22 with the first predetermined value DNEref1, and the absolute value of the change amount DNE is less than the first predetermined value DNEref1. In this case, it is determined that the engine speed NE is stable. Accordingly, the first predetermined value DNEref1 is set to a value, for example, 500 rpm, at which it can be determined that the engine speed NE is stable, in other words, the change amount DNE is relatively small.

  When the result in S50 is negative, the program is terminated with the first speed, whereas when the result is affirmative, the program proceeds to S52 and both the first and second electromagnetic solenoid valves 86a and 86b are turned on to change the transmission 46 from the first speed to the second speed. Shift to high speed. As a result, the rotational speeds of the drive shaft 52a and the propeller shaft 44 are increased. As a result, the boat speed reaches the maximum speed (in terms of engine performance), and the speed is improved.

  After the processing of S52, the process proceeds to S54, where the bit of the second speed shift flag is set to 1, and the process proceeds to S56, where the bit of the third speed shift flag is reset to 0.

  If the bit of the 2nd speed shift flag is set to 1 in S54, the next program execution is denied in S24 and the process proceeds to S58. In this way, the processing after S58 is executed when the bit of the second speed shift flag is set to 1, in other words, when shifting to the second speed after the completion of the first speed acceleration.

  In S58, it is determined whether or not the switch 126 is outputting an ON signal, that is, whether or not the operator has instructed to reduce the fuel consumption of the engine 30. When the result in S58 is affirmative, the program proceeds to S60, in which it is determined whether or not the engine speed NE is equal to or higher than a second predetermined speed NEref2. The second predetermined rotation speed NEref2 is a value slightly lower than the first predetermined rotation speed NEref1, and is set to a value that can be determined to be able to shift to the third speed as described later, for example, 5000 rpm.

  When the result in S60 is affirmative, the program proceeds to S62, and it is determined whether the engine speed NE is stable as in S50. That is, the absolute value of the change amount DNE of the engine speed NE is compared with the second predetermined value DNEref2, and the engine speed NE is stable when the absolute value of the change amount DNE is less than the second predetermined value DNEref2. On the other hand, when the value is equal to or greater than the second predetermined value DNEref2, it is determined that it is not stable. Accordingly, the second predetermined value DNEref2 is set to a value that can determine that the amount of change DNE is relatively small and the engine speed NE is stable, for example, 500 rpm.

  When the result in S62 is negative, or when the result in S58 or S60 is negative, the processing from S52 to S56 described above is executed and the program is terminated with the second speed, whereas when the result in S62 is affirmative, the process proceeds to S64. The first electromagnetic solenoid valve 86a is turned on and the second electromagnetic solenoid valve 86b is turned off to shift (shift up) the transmission 46 from the second speed to the third speed. As a result, the engine speed NE decreases, so that the fuel consumption of the engine 30 is reduced, in other words, fuel efficiency is improved.

  Next, in S66, the bit of the second speed shift flag is reset to 0, and in S68, the bit of the third speed shift flag is set to 1. Thus, the 3-speed shift flag is a flag that is set to 1 when shifting from the 2nd speed to the 3rd speed after the end of acceleration, and is reset to 0 otherwise.

  When the program is executed after the bit of the 3rd speed shift flag is set to 1, the result in S18 is negative, and the processing from S64 to S68 described above is executed and the program is terminated with the 3rd speed.

  When the result in S16 is affirmative, that is, when it is determined that the engine 30 has been instructed to decelerate, the process proceeds to S70 where both the first and second electromagnetic solenoid valves 86a and 86b are turned on and the transmission 46 is turned on. Shift to 2nd speed. Thereafter, the process proceeds to S72, S74, S76, and all the bits of the second speed shift flag, the third speed shift flag, and the in-acceleration determination flag are reset to 0, and the program ends.

  When the second speed is established and the shift / throttle lever 122 is operated by the operator and the transmission 46 is switched to the neutral position, the result in S10 is affirmative and the routine proceeds to S78. In S78, both the first and second electromagnetic solenoid valves 86a and 86b are turned off to shift the transmission 46 from the second speed to the first speed.

  FIG. 6 is a time chart for explaining the above-described processing.

  As shown in FIG. 6, first, during normal operation from time t0 to t1, the transmission 46 is set to the second speed (S32), and then the throttle valve 38 is opened by the operator's operation of the shift / throttle lever 122. Then, it is determined that acceleration is instructed to the engine 30 at time t1 (S30).

  Immediately after the acceleration, the propeller 42 is easy to idle by entraining bubbles generated in the vicinity thereof, so that the grip force is relatively weak and the slip ratio S is increased. When it is determined that the slip ratio S is equal to or greater than the first predetermined slip ratio Sref1 at time t2 (S40), the bit of the ignition timing retard flag is set to 1 and the output of the engine 30 is decreased (S42).

  By reducing the output of the engine 30, the grip force increases, in other words, the slip rate S decreases. When the slip rate S becomes less than the first predetermined slip rate Sref1 at time t3, the bit of the ignition timing retard flag is set to 0. The reset is performed to stop the decrease in the output of the engine 30 (S44), and when it further decreases to the second predetermined slip ratio Sref2 or less at time t4 (S38), the speed is changed from the second speed to the first speed (S46).

  Next, the engine speed NE gradually increases, and when it is determined that at time t5, the engine speed NE is greater than or equal to the first predetermined speed NEref1 (S26) and the change amount DNE of the engine speed NE is less than the first predetermined value DNEref1 ( (S50) Shifting from the first speed to the second speed (S52).

  At time t6, the switch 126 is operated by the operator to input a fuel consumption reduction instruction (S58). At time t7, the engine speed NE is equal to or higher than the second predetermined speed NEref2 (S60), and the engine speed is increased. When it is determined that the change amount DNE of the number NE is less than the second predetermined value DNEref2 (S62), the speed is changed from the second speed to the third speed (S64).

  Thereafter, the throttle valve 38 is closed by inputting an adjustment instruction for reducing the engine speed NE through the shift / throttle lever 122 from the operator, and it is determined that deceleration is instructed at time t8. (S16) The speed is changed from the third speed to the second speed (S70).

  As described above, in the first embodiment of the present invention, when the second speed is selected in the transmission 46, it is determined whether or not the engine 30 has been instructed to accelerate, and the outboard motor 10 is The slip ratio S of the propeller 42 is detected based on the theoretical speed Va and the actual speed V of the ship 1 to be mounted, it is determined that acceleration is instructed, and the detected slip ratio S is equal to or greater than the first predetermined slip ratio Sref1. At the time, the output of the engine 30 is reduced, and after the output of the engine 30 is reduced, the detected slip ratio S is equal to or lower than the second predetermined slip ratio Sref2 set lower than the first predetermined slip ratio Sref1. Since the speed is changed from the second speed to the first speed, the operation of the engine 30 and the transmission 46 at the time of acceleration can be appropriately controlled, so that the acceleration performance immediately after the acceleration of the outboard motor 10 is achieved. It is possible to improve the.

  That is, when it is determined that the engine 30 has been instructed to accelerate and the slip ratio S of the propeller 42 is equal to or greater than the first predetermined slip ratio Sref1, in other words, the slip ratio S is relatively high and the grip force is reduced. The output of the engine 30 is temporarily reduced to increase the grip force instantaneously, and then the slip rate S is decreased to a value equal to or lower than the second predetermined slip rate Sref2 set lower than the first predetermined slip rate Sref1. It is possible to shift from the 2nd speed to the 1st speed, in other words, the transmission 46 is shifted from the 2nd speed to the 1st speed at an appropriate timing when the slip ratio S is relatively low and the grip force is increased. It becomes possible. As a result, the output torque of the engine 30 is amplified by the transmission 46 and transmitted to the propeller 42, and the speed of the ship 1 starts to increase immediately, and the acceleration performance immediately after the outboard motor 10 is accelerated can be improved. it can.

  Further, a change amount DTH of the throttle opening TH of the engine 30 is detected, and when the detected change amount DTH of the throttle opening TH is equal to or larger than a predetermined value (second predetermined value) DTHref2, the engine 30 is accelerated. Since it is determined to be instructed, it is possible to accurately determine that the acceleration instruction has been given.

  Further, since the output of the engine 30 is reduced via the ignition timing of the engine 30, it is determined that the engine 30 is instructed to accelerate, and the slip ratio S of the propeller 42 is the first predetermined slip ratio. When Sref1 or more, for example, it is possible to retard the ignition timing, so that the output of the engine 30 can be reliably reduced.

  Next, an outboard motor control apparatus according to a second embodiment of the present invention will be described.

  Description will be made focusing on the differences from the first embodiment. In the second embodiment, the output of the engine 30 is reduced via the fuel injection amount of the engine 30 instead of the ignition timing.

  FIG. 7 is a flow chart partially showing a shift control operation and a fuel injection amount control operation of the ECU 110 in the outboard motor control apparatus according to the second embodiment, focusing on the differences from FIG. Note that the reference numerals of the steps for performing the same processing are the same as those in FIG.

  Hereinafter, the flowchart of FIG. 7 will be described. The processing similar to that of the first embodiment is performed up to S40. When the result in S40 is affirmative, the processing proceeds to S42a and the bit of the fuel injection amount reduction flag (initial value 0) is set to 1. Set to. When the bit of this flag is set to 1, control is performed to reduce the fuel injection amount supplied to the engine 30 in a program (not shown). Specifically, the output of the crank angle sensor 102 (engine speed NE) The fuel injection amount calculated based on the above is decreased (decreased) by a predetermined amount, and the output of the engine 30 is decreased. That is, S42a corresponds to a process of reducing the output of the engine 30 as in S42 of the first embodiment.

  On the other hand, when the result in S40 is NO, the program proceeds to S44a, where the bit of the fuel injection amount reduction flag is reset to 0, and the fuel injection amount reduction control described above is stopped, or the normal fuel injection control is performed without performing the reduction control. Run.

  In the second embodiment, the timing for setting the bit of the fuel injection amount reduction flag to 1 or 0 is the same as that of the ignition timing retard flag in FIG. Further, since the remaining configuration is the same as that of the first embodiment, description thereof is omitted.

  Thus, in the second embodiment, since the output of the engine 30 is reduced via the fuel injection amount of the engine 30, it is determined that the engine 30 has been instructed to accelerate, and the propeller When the slip ratio S of 42 is equal to or higher than the first predetermined slip ratio Sref1, for example, it is possible to reduce the fuel injection amount, and thus the output of the engine 30 can be reliably reduced.

  As described above, in the first and second embodiments of the present invention, the power transmission shaft (propeller shaft) 44 between the internal combustion engine (engine) 30 and the propeller 42 is inserted, and at least first speed, The outboard motor control device includes a transmission 46 having a transmission speed and a transmission 46 that changes the output of the internal combustion engine at a selected transmission speed and transmits the output to the propeller. The second speed is selected. Acceleration instruction determination means for determining whether or not acceleration is instructed to the internal combustion engine 30 (ECU 110, S30), and based on the theoretical speed Va and the actual speed V of the ship 1 on which the outboard motor 10 is mounted. Slip ratio detecting means for detecting the slip ratio S of the propeller 42 (ship speed sensor 130, ECU 110, S36), and it is determined that the acceleration is instructed and the detected slip ratio S When the first predetermined slip ratio Sref1 or more, the output of the internal combustion engine 30 is reduced by the internal combustion engine output reduction means (ECU 110, S40, S42, S42a) for reducing the output of the internal combustion engine 30, and the internal combustion engine output reduction means. After the reduction, when the detected slip ratio S decreases to a second predetermined slip ratio Sref2 which is set lower than the first predetermined slip ratio Sref1, the gear shifts from the second speed to the first speed. As described above, the shift control means for controlling the operation of the transmission 46 and (ECU 110, S38, S46) are provided.

  Further, the acceleration instruction determination means includes a throttle opening change amount detecting means (throttle opening sensor 96, ECU 110, S14) for detecting the change amount DTH of the throttle opening TH of the internal combustion engine 30, and is detected. When the amount of change DTH of the throttle opening TH is equal to or greater than a predetermined value (second predetermined value) DTHref2, it is determined that the acceleration is instructed (S30).

  The internal combustion engine output reduction means is configured to reduce the output of the internal combustion engine 30 via at least one of the ignition timing of the internal combustion engine 30 and the fuel injection amount (S42, S42a).

  In the above, in order to reduce the output of the engine 30, the ignition timing is retarded in the first embodiment and the fuel injection amount is reduced in the second embodiment. Further, for example, the engine 30 may be configured to reduce the output of the engine 30 by performing ignition cut or fuel cut. From this point of view, the third aspect of the present invention describes that “the output of the internal combustion engine is reduced via at least one of the ignition timing and the fuel injection amount of the internal combustion engine”.

  Further, the ship speed sensor 130 is arranged on the hull 12 and the actual speed V of the ship 1 is detected. However, the present invention is not limited to this. For example, a GPS (Global Positioning System) is used for detection. May be.

  Further, the first and second predetermined values DTHref1 and DTHref2, the first and second predetermined rotation speeds NEref1 and NEref2, the first and second predetermined slip ratios Sref1 and Sref2, the exhaust amount of the engine 30, and the like are specifically described. Although indicated by values, they are illustrative and not limiting.

  1 ship, 10 outboard motor, 30 engine (internal combustion engine), 42 propeller, 44 propeller shaft (power transmission shaft), 46 transmission, 96 throttle opening sensor (throttle opening change amount detecting means), 110 ECU (electronic Control unit), 130 Ship speed sensor (slip rate detection means)

Claims (3)

It is inserted into a power transmission shaft between the internal combustion engine and the propeller, and has a speed stage consisting of at least first speed and second speed, and the output of the internal combustion engine is changed at the selected speed stage and transmitted to the propeller. In an outboard motor control device including a transmission,
a. Acceleration instruction determination means for determining whether or not acceleration is instructed to the internal combustion engine when the second speed is selected;
b. Slip ratio detecting means for detecting a slip ratio of the propeller based on a theoretical speed and an actual speed of a ship on which the outboard motor is mounted;
c. An internal combustion engine output reduction means for reducing the output of the internal combustion engine when it is determined that the acceleration is instructed and the detected slip ratio is equal to or greater than a first predetermined slip ratio;
d. After the output of the internal combustion engine is reduced by the internal combustion engine output reduction means, when the detected slip ratio decreases below a second predetermined slip ratio set lower than the first predetermined slip ratio, Shift control means for controlling the operation of the transmission so as to shift from the second speed to the first speed;
An outboard motor control device comprising: The acceleration instruction determination means includes
e. A throttle opening change amount detecting means for detecting a change amount of the throttle opening of the internal combustion engine;
2. The outboard motor control apparatus according to claim 1, further comprising: determining that the acceleration is instructed when the detected amount of change in the throttle opening is equal to or greater than a predetermined value.   The outboard motor control according to claim 1 or 2, wherein the internal combustion engine output reduction means reduces the output of the internal combustion engine via at least one of an ignition timing and a fuel injection amount of the internal combustion engine. apparatus.

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