JP5162520B2 - 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 torque converter.

  In recent years, in outboard motors, a technology has been proposed that improves the acceleration performance by inserting a torque converter between the internal combustion engine and the drive shaft to amplify the output torque of the internal combustion engine and transmit it to the drive shaft. (For example, refer to Patent Document 1). In the technique described in Patent Document 1, the torque converter has a lock-up clutch.

JP 2007-315498 A

  In an outboard motor equipped with a torque converter like the technique described in Patent Document 1, when acceleration is completed, a lock-up clutch is turned on (engaged) to prevent transmission loss due to slippage of the torque converter. Configured. However, when the lock-up clutch is turned on, the torque is no longer amplified by the torque converter, so that the torque transmitted to the drive shaft is reduced, resulting in a disadvantage of giving the operator a feeling of deceleration.

  Therefore, before the lockup clutch is turned on, it is configured to trim up and adjust the trim angle to a predetermined angle, and the hull speed is increased by increasing the thrust of the hull, thereby reducing the feeling of deceleration. Can be considered. However, if the trim angle is adjusted to a predetermined angle as described above, the ship operator manually operates the switch (power tilt trim switch) provided in the cockpit when the trim angle is then returned to the original initial angle. Then, it was necessary to trim down, and the work was cumbersome.

  Accordingly, an object of the present invention is to solve the above-described problems, and to provide a torque converter to reduce the feeling of deceleration that occurs after the end of acceleration by adjusting the trim angle, and then return the trim angle to the initial angle as necessary. Another object of the present invention is to provide a control device for an outboard motor.

  In order to solve the above-described problem, in claim 1, a drive shaft that connects an internal combustion engine and a propeller, a torque converter that is interposed between the internal combustion engine and the drive shaft, and a trim angle with respect to a hull. In an outboard motor control device comprising a trim angle adjustment mechanism for adjusting, an input rotational speed and an output rotational speed of the torque converter are detected, and a speed ratio of the torque converter is detected from the detected input rotational speed and output rotational speed. Speed ratio calculating means for calculating the throttle valve, throttle valve drive direction determining means for determining whether or not the throttle valve of the internal combustion engine is driven in the valve closing direction, and when the calculated speed ratio is a predetermined value or more, A trim angle adjusting mechanism is operated to adjust the trim angle to a predetermined angle, and after adjusting the trim angle to the predetermined angle, the throttle valve When it is judged to be operated in the closing direction and the trim angle by operating the trim angle adjusting mechanism is composed as and a trim angle adjusting mechanism actuating means for returning to the initial angle.

  In the outboard motor control apparatus according to claim 2, after the trim angle is adjusted to the predetermined angle by the trim angle adjusting mechanism operating means, the detected change amount of the input rotational speed is a predetermined value. In the following, the clutch control means for turning on the lockup clutch provided in the torque converter is provided.

  In the outboard motor control apparatus according to claim 3, the trim angle adjusting mechanism actuating means includes a switch provided so as to be manually operable by a marine vessel operator, and the trim angle adjusting mechanism operating means operates when the switch is operated. The adjustment mechanism is operated.

  In the outboard motor control apparatus according to claim 1, the speed ratio of the torque converter is calculated from the input rotation speed and the output rotation speed of the torque converter, and when the calculated speed ratio is equal to or greater than a predetermined value, the trim angle Since the trim angle is adjusted to a predetermined angle by operating the adjustment mechanism, for example, the predetermined value is set to a value corresponding to a state immediately before acceleration is finished and the lockup clutch is turned on. Can be trimmed up to a value such that the thrust of the hull increases, so that the speed of the hull can be increased by trimming up before the lockup clutch is turned on. As a result, for example, even when the clutch is turned on after the acceleration is finished and the torque transmitted to the drive shaft decreases, the speed of the hull is increased by adjusting the trim angle. In other words, the feeling of deceleration can be reduced.

  When it is determined that the throttle valve is driven in the closing direction after adjusting the trim angle to a predetermined angle, that is, when it is determined that the hull is decelerated, the trim angle adjusting mechanism Since the trim angle is returned to the initial angle by operating the trim angle, the trim angle adjusted to the predetermined angle can be returned to the initial angle at an appropriate timing according to the operating state of the outboard motor. Manual operation (trim down work) of the switch (power tilt trim switch) by the operator can be eliminated. Furthermore, since the trim angle is set back to the initial angle, the trim angle can be trimmed up from the initial angle the next time the trim angle is adjusted, so there is no need to detect the current trim angle, so the trim angle can be reliably and easily adjusted. A predetermined angle can be set.

  In the outboard motor control apparatus according to claim 2, the lock provided in the torque converter when the amount of change in the input rotational speed of the torque converter is equal to or less than a predetermined value after the trim angle is adjusted to a predetermined angle. Since the up-clutch is configured to be turned on, in addition to the effects described above, it is possible to accurately detect (detect) when acceleration has ended, and to improve speed by turning on the lock-up clutch in that state. Can do.

  In the outboard motor control device according to the third aspect of the present invention, since it is provided with a switch that can be manually operated by the operator, and when the switch is operated, the trim angle adjusting mechanism is activated, In addition to the effects described above, the operator can operate the trim angle adjusting mechanism by operating the switch, so that the trim angle can always be adjusted.

It is the schematic which shows the control apparatus of the outboard motor based on the Example of this invention whole including a hull. FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1. FIG. 2 is an enlarged side view of the outboard motor shown in FIG. 1. FIG. 3 is an enlarged cross-sectional view showing the vicinity of a torque converter shown in FIG. FIG. 3 is a hydraulic circuit diagram schematically showing a torque converter, a hydraulic pump and the like shown in FIG. 2. It is a flowchart which shows control of the electronic control unit shown in FIG. 7 is a sub-routine flowchart of the lock-up clutch operation execution determination process of FIG. 6. 7 is a sub-routine flowchart of the trim-up execution determination process of FIG. 6. FIG. 7 is a sub-routine flowchart of trim down execution determination processing of FIG. 6. FIG. 6 is a time chart for explaining the processing of the flow chart. 6 is an explanatory diagram for explaining the processing of the flow chart.

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

  FIG. 1 is a schematic view showing an outboard motor control apparatus according to an embodiment of the present invention including a hull as a whole. 2 is an enlarged partial side view of the outboard motor shown in FIG. 1, and FIG. 3 is an enlarged side view of the outboard motor.

  1 to 3, reference numeral 10 denotes an outboard motor. The outboard motor 10 is attached (fixed) to the stern (rear) 12a of the hull (hull) 12 as shown in the figure.

  As shown in FIG. 2, the outboard motor 10 is attached to the hull 12 via a swivel case 14, a tilting shaft 16 and a stern bracket 18. In addition, the outboard motor 10 includes a mount frame 20 and a shaft portion 22, and the shaft portion 22 is housed in the swivel case 14 so as to be rotatable about the vertical axis, so that the outboard motor 10 is in a position relative to the hull 12. It can rotate around the vertical axis. The mount frame 20 has an upper end and a lower end fixed to a frame (not shown) constituting the main body of the outboard motor 10.

  In the vicinity of the swivel case 14, a steering electric motor 24 that drives the shaft portion 22 and a power tilt trim unit (trim angle adjusting mechanism) 26 that adjusts the tilt angle and trim angle of the outboard motor 10 with respect to the hull 12 are arranged. Is done. The rotation output of the steering electric motor 24 is transmitted to the shaft portion 22 through the reduction gear mechanism 28 and the mount frame 20, and thus the outboard motor 10 is steered left and right (around the vertical axis) with the shaft portion 22 as a steering shaft. The

  The power tilt trim unit 26 integrally includes a hydraulic cylinder 26a for adjusting the tilt angle and a hydraulic cylinder 26b for adjusting the trim angle, and the swivel case 14 rotates the tilting shaft 16 by expanding and contracting the hydraulic cylinders 26a and 26b. Rotated as a shaft, the outboard motor 10 is tilted up / down or trimmed up / down. The hydraulic cylinders 26a and 26b are connected to a hydraulic circuit (not shown) disposed in the outboard motor 10 and are expanded and contracted by the supply of hydraulic oil.

  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 an electric motor for throttle 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 through 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 is adjusted by metering.

  The outboard motor 10 includes a drive shaft (vertical shaft) 42 that is arranged parallel to the vertical axis and is rotatably supported, a torque converter 44 that is interposed between the engine 30 and the drive shaft 42, and the drive shaft 42. The hydraulic pump 46 is attached to the lubricating portion of the engine 30, the power tilt trim unit 26, the torque converter 44, and the like, and a reservoir 50 that stores the hydraulic oil.

  A crankshaft 52 of the engine 30 is connected to the upper end of the drive shaft 42 via a torque converter 44, while a propeller shaft 56 that is rotatably supported around a horizontal axis is connected to the lower end via a shift mechanism 54. The The propeller shaft 56 is disposed so that its axis 56 a is substantially parallel to the traveling direction of the hull 12 in the initial state of the power tilt trim unit 26. A propeller 60 is attached to one end of the propeller shaft 56. Thus, the drive shaft 42 connects the engine 30 and the propeller 60.

  FIG. 4 is an enlarged cross-sectional view showing the vicinity of the torque converter 44 shown in FIG.

  As shown in FIG. 4, the torque converter 44 includes a pump impeller 44a connected to the crankshaft 52 via a drive plate 62, and is disposed opposite to the pump impeller 44a to supply and discharge hydraulic oil, and to drive shaft 42, a turbine runner 44b connected to 42, a stator 44c disposed between the pump impeller 44a and the turbine runner 44b, a lock-up clutch 44d, and the like.

  FIG. 5 is a hydraulic circuit diagram schematically showing the torque converter 44, the hydraulic pump 46, and the like.

  The torque converter 44 and the hydraulic pump 46 will be described with reference to FIG. 5. The hydraulic pump 46 is driven by the engine 30 to pump up the hydraulic oil in the reservoir 50 and pump it to the first oil passage 64a. The hydraulic oil pumped to the first oil passage 64a is supplied to the lubricating portion of the engine 30, the power tilt trim unit 26 (not shown in FIG. 5), and the like, and then to the reservoir 50 via the second oil passage 64b. Refluxed.

  The first oil passage 64 a is provided with a third oil passage 64 c that connects the first oil passage 64 a and the suction port of the hydraulic pump 46, and the pressure of the hydraulic oil supplied to the engine 30 is in the middle. A relief valve 66 is inserted, which opens when the pressure is higher than the specified pressure, and closes when the pressure is lower than the specified pressure.

  In the first oil passage 64a, a fourth oil passage 64d through which the hydraulic oil supplied to the torque converter 44 flows is connected between the discharge port of the hydraulic pump 46 and the branch point of the third oil passage 64c. The In addition, a fifth oil passage 64e through which the working oil returning from the torque converter 44 to the hydraulic pump 46 flows is connected to the downstream side of the relief valve 66 in the third oil passage 64c. The fourth and fifth oil passages 64d and 64e are provided with a lockup control valve 70 for controlling the operation of the lockup clutch 44d.

  The lock-up control valve 70 is an electromagnetic valve, and its output is connected to the piston chamber 44d1 of the lock-up clutch 44d of the torque converter 44 on the one hand and to the chamber 44d2 on the other side on the other hand. Therefore, when the lockup control valve 70 is energized / demagnetized, the oil path is switched, whereby the lockup clutch 44d is controlled to be on (engaged) / off (released).

  Specifically, in the lockup clutch 44d, when the lockup control valve 70 is excited and hydraulic fluid is supplied to the piston chamber 44d1, it is turned on (engaged) when discharged from the chamber 44d2 on the back side. ) When the lockup control valve 70 is demagnetized (the state shown in FIG. 5; initial state), the hydraulic oil is supplied to the rear chamber 44d2 and discharged from the piston chamber 44d1, and the lockup clutch 44d is turned off. (To be released. The details of the torque converter 44 described above are disclosed in Japanese Patent Application Laid-Open No. 2004-260688, and thus further description thereof is omitted.

  Returning to the description of FIG. 2, the shift mechanism 54 can be engaged with either the forward bevel gear 54a or the reverse bevel gear 54b, and the forward bevel gear 54a and the reverse bevel gear 54b connected to the drive shaft 42 and rotated. And the clutch 54c.

  A shift electric motor 72 for driving the shift mechanism 54 is disposed inside the engine cover 32, and its output shaft is freely connectable to the upper end of the shift rod 54d of the shift mechanism 54 via a reduction gear mechanism (not shown). It is said. By driving the shift electric motor 72, the shift rod 54d and the shift slider 54e are appropriately displaced, thereby operating the clutch 54c to switch the shift position among forward, reverse and neutral.

  When the shift position is forward or reverse, the rotation of the drive shaft 42 is transmitted to the propeller shaft 56 via the shift mechanism 54, so that the propeller 60 is rotated and generates thrust in a direction to advance or reverse the hull 12. 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 24, 40, 72 and the like.

  As shown in FIG. 3, a throttle opening sensor 74 is disposed in the vicinity of the throttle valve 38 and generates an output indicating the opening TH (hereinafter referred to as “throttle opening”) of the throttle valve 38. When the shift position sensor 80 is disposed near the shift rod 54d and outputs a signal corresponding to the shift position (neutral, forward and reverse), and the neutral switch 82 is also disposed and the shift position is neutral. An off signal is output when the on signal is forward or reverse.

  A crank angle sensor 84 is attached in the vicinity of the crankshaft 52 of the engine 30 and outputs a pulse signal for each predetermined crank angle. A drive shaft speed sensor 86 is attached in the vicinity of the drive shaft 42 and outputs a signal corresponding to the speed of the drive shaft 42.

  A trim angle sensor (rotation angle sensor) 88 is disposed in the vicinity of the swivel case 18, and a trim angle θtrm of the outboard motor 10 (specifically, a rotation angle around the pitch axis of the outboard motor 10 with respect to the hull 12). Produces a corresponding output.

  The outputs of the sensors and switches described above are input to an electronic control unit (hereinafter referred to as “ECU”) 90 mounted on the outboard motor 10. The ECU 90 includes a microcomputer including a CPU, a ROM, a RAM, and the like, and is disposed (mounted) inside the engine cover 32 of the outboard motor 10.

  As shown in FIG. 1, a steering wheel 94 that can be freely rotated by a boat operator (not shown) is disposed near the cockpit 92 of the hull 12. A steering angle sensor 96 is attached to a shaft (not shown) of the steering wheel 94 and outputs a signal corresponding to the steering angle of the steering wheel 94 input by the operator.

  A remote control box 100 is disposed in the vicinity of the cockpit 92, and a shift / throttle lever 102 is disposed in the remote control box 100 so as to be freely operated by the operator. The shift / throttle lever 102 is swingable in the front-rear direction from the initial position, and receives a shift change instruction and an engine speed adjustment instruction from the operator. A lever position sensor 104 is mounted inside the remote control box 100 and outputs a signal corresponding to the position of the shift / throttle lever 102 operated by the operator.

  Further, a power tilt trim switch (switch) 106 for inputting instructions for adjusting the tilt angle and trim angle of the outboard motor 10 is disposed near the cockpit 92 so as to be manually operated by the operator. A signal corresponding to the input instructions of tilt up / down and trim up / down of the outboard motor 10 is output. The outputs of the steering angle sensor 96, lever position sensor 104, and power tilt trim switch 106 are also input to the ECU 90.

  The ECU 90 controls the operation of each electric motor based on the outputs of the above-described sensors and switches, controls on / off of the lockup clutch 44d of the torque converter 44, and further operates the power tilt trim unit 26 to perform trimming. Adjust the corners.

  FIG. 6 is a flowchart showing the control of ECU 90 shown in FIG. The illustrated program is executed by the ECU 90 every predetermined cycle (for example, 100 msec).

  In the following, first, in S10, a determination process for determining whether or not the operation of the lockup clutch 44d should be executed (specifically, on / off control of the lockup clutch 44d) is performed.

  FIG. 7 is a sub-routine flow chart showing the lock-up clutch operation execution determination process. Referring to the figure, first, in S100, it is determined whether or not the shift position is neutral. This determination is made by detecting whether or not an ON signal is output from the neutral switch 82. When the result in S100 is negative, that is, when in-gear, the routine proceeds to S102, where the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 74, and the routine proceeds to S104 for a predetermined time of the detected throttle opening TH. A change amount (variation amount) DTH per (for example, 500 msec) is calculated.

  Next, in S106, it is determined whether or not the throttle valve 38 is driven in the valve closing direction (that is, whether or not the hull 12 is in a state of decelerating (hereinafter referred to as “deceleration state”)). This determination is made by determining whether or not the change amount DTH of the throttle opening TH is less than 0 deg. That is, when the change amount DTH is a negative value, it is determined that the throttle valve 38 is driven in the valve closing direction (decelerated), while when it is 0 or positive, the throttle valve 38 is stopped or opened. (I.e., the hull 12 is running at a constant speed or accelerated).

  When the result in S106 is negative, the program proceeds to S108, in which it is determined whether the bit of the acceleration determination flag (described later, hereinafter referred to as “the torque converter acceleration determination flag”) of the torque converter 44 is zero. Since the initial value of the torque converter accelerated determination flag is 0, the determination in S108 is normally affirmed in the first program loop, and the process proceeds to S110, where the amplification determination flag of the torque converter 44 (hereinafter referred to as “the torque converter amplification determination flag”) It is determined whether the bit is 0 or not.

  The torque converter amplification determination flag bit is a state in which the torque converter 44 amplifies the output torque of the engine 30 and transmits it to the drive shaft 42 as described later (that is, a region where the outboard motor 10 amplifies the torque by the torque converter 44). (When the hull 12 is accelerated in the torque amplification region), it is set to 1 while the output torque of the engine 30 is not amplified (that is, the outboard motor 10 is outside the torque amplification region). To 0).

  Since the initial value of the torque converter amplification determination flag is also set to 0, the determination in S110 is normally affirmed in the first program loop, and the process proceeds to S112 to determine whether the throttle valve 38 is driven in the valve opening direction (that is, the hull 12 Whether it is in a state of accelerating (hereinafter referred to as “accelerated state”). Specifically, the amount of change DTH of the throttle opening TH calculated above is compared with a predetermined value (threshold value) DTHref for throttle. When the amount of change DTH is equal to or greater than the predetermined value DTHref for throttle, the throttle valve 38 Is driven in the valve opening direction (in an acceleration state). Accordingly, the predetermined value DTHref for throttle is set to a value that can be determined to be in the acceleration state, for example, 0.5 deg.

  When the result in S112 is negative, that is, when it is determined that the hull 12 is traveling at a constant speed and is not in any state of deceleration or acceleration, the subsequent processing is skipped. The torque converter 44 is controlled in the lock-up off mode. In the lock-up off mode, the lock-up control valve 70 is demagnetized and the lock-up clutch 44d of the torque converter 44 is turned off. Thereby, the output torque of the engine 30 is amplified by the torque converter 44 and transmitted to the drive shaft 42, and the acceleration performance is improved.

  Next, the process proceeds to S116, where the bit of the torque converter amplification determination flag is set to 1, and the process proceeds to S118, where the bit of the trim-up permission flag (initial value 0, which will be described later) is set to 1. If the bit of the torque converter amplification determination flag is set to 1 in S116, the next and subsequent program executions are denied in S110, and the process proceeds to S120.

  In this way, when the bit of the torque converter amplification determination flag is set to 1, that is, when the outboard motor 10 is in the state of amplifying the output torque of the engine 30 by the torque converter 44 and accelerating the hull 12, in S 110. The processing after S120 is executed after being denied.

  In S120, the input rotational speed NIN and the output rotational speed NOUT of the torque converter 44 are detected (calculated). Since the input side of the torque converter 44 is connected to the crankshaft 52 of the engine 30, the input rotational speed NIN is the same as the engine rotational speed, and is thus detected (calculated) by counting the output pulses of the crank angle sensor 84. To do. The output rotational speed NOUT is detected (calculated) from the output of the drive shaft rotational speed sensor 86.

Next, in S122, the speed ratio e of the torque converter 44 is calculated from the input rotational speed NIN and the output rotational speed NOUT. Here, the speed ratio e is a value obtained by dividing the output rotational speed NOUT of the torque converter 44 by the input rotational speed NIN as shown in the following equation.
Speed ratio e = (output rotation speed NOUT) / (input rotation speed NIN)

  Next, the routine proceeds to S124, where it is determined whether or not the torque amplification region has ended in the torque converter 44 (specifically, whether or not the torque amplification region (acceleration region) has been saturated and acceleration has ended). Specifically, the calculated speed ratio e is compared with a specified value erefa, and when the speed ratio e is equal to or greater than the specified value erefa, it is determined that the torque amplification region has ended. Therefore, the specified value refa is set to a value that can determine whether or not the torque amplification region has ended in the torque converter 44, for example, 0.7.

  When the result in S124 is affirmative, the program proceeds to S126, and a change amount DNIN of the input rotational speed NIN (in other words, a change amount (variation amount) of the engine speed) is calculated. The change amount DNIN is obtained by subtracting the current rotation speed NIN detected in the previous program loop from the current rotation speed NIN.

  Next, in S128, it is determined whether or not the speed (ship speed) of the hull 12 is stable near the maximum speed after the end of acceleration. This is because the absolute value of the calculated change DNIN of the input rotational speed NIN is compared with a predetermined value (threshold value) DNINref, and when the absolute value of the change DNIN is less than or equal to the predetermined value DNINref, the boat speed is near the highest speed. This is done by judging that it is stable. Therefore, the predetermined value DNINref is a value that can be determined to be a state in which the ship speed is near the maximum speed after the acceleration is finished and the driving state is stable, in other words, the change amount DNIN is relatively small. Set to 500 rpm.

  When the result in S128 is affirmative, the program proceeds to S130, and the torque converter 44 is controlled in the lock-up on mode. In the lock-up on mode, the lock-up control valve 70 is excited and the lock-up clutch 44d is turned on. Thereby, since the crankshaft 52 and the drive shaft 42 of the engine 30 are directly connected, no slip occurs in the torque converter 44. As a result, the ship speed reaches the maximum speed (in terms of engine performance), and the speed performance is improved. .

  After the process of S130, the process proceeds to S132, and the bit of the torque converter amplification determination flag is reset to 0. Next, the process proceeds to S134, where the bit of the torque converter accelerated determination flag is set to 1, and the process proceeds to S136, where the bit of the trim-up permission flag is reset to 0.

  As can be seen from the above, the torque converter accelerated determination flag is set to 1 when the acceleration using the torque amplification by the torque converter 44 is completed and the lock-up clutch 44d is turned on. The flag is reset to 0 as will be described later. The fact that the bit of the trim-up permission flag is set to 1 means that the hull 12 is in an accelerated state and that trim-up execution performed according to the speed ratio e as described later is permitted. The resetting to "" means that the hull 12 is not in a state of accelerating and trimming is not necessary.

  If the determination in S124 and S128 is negative, it is determined that the torque amplification region by the torque converter 44 has not ended (saturated) or the speed of the hull 12 is not stable near the maximum speed. The process of S136 is skipped and the program is terminated. If the bit of the torque converter accelerated determination flag is set to 1 in S134, the process from S110 to S136 is skipped in S108 when the program is executed next time.

  On the other hand, when the result in S106 is affirmative, that is, when it is determined that the throttle valve 38 is driven in the valve closing direction (when the throttle valve 38 is in the decelerating state), the process proceeds to S138 and the torque converter 44 is controlled in the lock-up off mode. To do. Thereafter, the process proceeds to S140, where the bit of the torque converter amplification determination flag is set to 1, and the process proceeds to S142, where the bit of the torque converter accelerated determination flag is reset to 0.

  Next, in S144, the bit of the trim-up permission flag is reset to 0, and in S146, the bit of the trim-down permission flag is set to 1. The trim down permission flag is set to 1 when the initial value is 0 and it is determined that the throttle valve 38 is driven in the valve closing direction.

  When the result in S100 is affirmative, that is, when the shift position is neutral, the process proceeds to S148, and the torque converter 44 is controlled in the lock-up on mode. Next, in S150, the torque converter amplification determination flag bit is reset to 0, and in S152 and S154, the torque converter accelerated determination flag and the trim-up permission flag bit are also reset to 0.

  Returning to the description of the flowchart of FIG. 6, the process then proceeds to S12, in which it is determined whether or not to trim up the outboard motor 10.

  FIG. 8 is a sub-routine flow chart showing the trim-up execution determination process. As shown in FIG. 8, first, in S200, it is determined whether or not the bit of the trim-up permission flag is 1. When the result is affirmative in S200, in other words, when the hull 12 is in a state of acceleration, the process proceeds to S202, and whether or not the torque amplification region is just before the torque amplification region ends in the torque converter 44. It is determined whether or not (region) is just before acceleration is completed after saturation.

  Specifically, the speed ratio e of the torque converter 44 is compared with a predetermined value erefb set to a value smaller than the specified value erefa, and when the speed ratio e is equal to or greater than the predetermined value erefb, the torque amplification region ends. Judge that it is just before. Accordingly, the predetermined value erefb is set to a value that can be determined to be immediately before the torque amplification region ends in the torque converter 44, for example, 0.6.

  When the result in S202 is affirmative, the routine proceeds to S204, where the power tilt trim unit 26 is operated, and the trim angle θtrm detected (calculated) from the output of the trim angle sensor 88 is adjusted to be a predetermined angle θtrm1, and the outboard motor Trim up 10 As will be described in detail later, the predetermined angle θtrm1 is set to a value that increases the thrust of the hull 12.

  On the other hand, when the result in S200 or S202 is negative, the process proceeds to S206, and when trimming is being executed, it is stopped and the program is terminated.

  With this configuration, before the lockup clutch 44d is turned on, the power tilt trim unit 26 can be operated to adjust the trim angle θtrm to the predetermined angle θtrm1, thereby increasing the thrust of the hull 12 and The speed can be increased.

  In S202, it is simultaneously determined whether or not the power tilt trim switch 106 is operated by the operator and a signal corresponding to an adjustment instruction such as a trim angle is input. Regardless of the speed ratio e, the power tilt trim unit 26 is operated according to the input signal. Thus, the boat operator can operate the power tilt trim unit 26 by operating the power tilt trim switch 106, and can always adjust the trim angle θtrm.

  Returning to the description of the flow chart of FIG. 6, the process then proceeds to S14, in which it is determined whether to perform trim down of the outboard motor 10.

  FIG. 9 is a sub-routine flowchart showing the trim-down execution determination process. As shown in FIG. 9, it is determined in S300 whether the bit of the trim down permission flag is 1. When the result in S300 is negative, the subsequent processing is skipped, while when the result is affirmative, that is, when the throttle valve 38 is driven in the valve closing direction and is in a decelerating state, the process proceeds to S302 and the trim angle θtrm is set to the initial angle ( For example, it is determined whether or not 0 deg).

  When the result in S302 is negative, in other words, when the trim angle θtrm is the predetermined angle θtrm1 due to the trim-up performed in S204, the process proceeds to S304, and the power tilt trim unit 26 is operated to set the trim angle θtrm to the initial angle. Return and trim down the outboard motor 10.

  On the other hand, when the result in S302 is affirmative, for example, when the trim angle θtrm returns from the predetermined angle θtrm1 to the initial angle by trimming down in S304, the process proceeds to S306, the trimdown is stopped, and then the process proceeds to S308 and the trimdown permission flag is set. Reset bit to 0 and exit program.

  FIG. 10 is a time chart for explaining the above processing, and FIG. 11 is an explanatory diagram for the above processing. In FIG. 11, symbol y indicates the front-rear direction of the outboard motor 10, symbol z indicates the vertical direction, symbol W indicates seawater or fresh water, and symbol S indicates the water surface. The front-rear direction y and the up-down direction z mean front-rear and up-down directions in the outboard motor 10, and depending on the tilt angle and trim angle of the outboard motor 10, they do not necessarily match the gravitational direction or the horizontal direction.

  Hereinafter, the time chart of FIG. 10 will be described with reference to FIG. 11. First, at time t1, the shift position is changed from neutral to in-gear by the operator's operation of the shift / throttle lever 102 (S100). If the valve is opened and it is determined that the vehicle is in the accelerated state at time t2, the lockup clutch 44d is turned off (S112, S114). At this time, the bit of the trim-up permission flag is set to 1 (S118).

  In FIG. 11, at time t1, as shown in FIG. 11A, both the hull 12 and the outboard motor 10 are in a horizontal state, and when the boat speed increases due to acceleration after time t2, the hull 12 11 (b), the bow 12b is lifted while the stern 12a is sunk, so-called a hump state is obtained. As can be seen from the figure, the direction of the axis 56 a of the propeller shaft 56 at this time is not parallel to the traveling direction of the hull 12.

  After that, acceleration continues, and when the speed ratio e of the torque converter 44 becomes equal to or greater than the predetermined value erefb (time t3), trimming up of the outboard motor 10 is started and the trim angle θtrm is adjusted to the predetermined angle θtrm1 (S202, S204). FIG. 11C shows a state where the trim angle θtrm is adjusted to the predetermined angle θtrm1.

  As can be seen from FIG. 11 (c), by adjusting the trim angle θtrm to the predetermined angle θtrm 1, the direction of the axis 56 a of the propeller shaft 56 (in other words, the direction of thrust of the outboard motor 10) is the progression of the hull 12. The thrust of the hull 12 can be increased and the resistance of the hull 12 received from the water surface S can be decreased, and the speed of the hull 12 can be increased. Accordingly, the predetermined angle θtrm1 is set to a value that increases the thrust of the hull 12, for example, 5 deg, by making the direction of the axis 56a of the propeller shaft 56 substantially parallel to the traveling direction of the hull 12.

  After the trim angle θtrm has been adjusted to the predetermined angle θtrm1, the lockup clutch 44d is turned on when the speed ratio e becomes equal to or greater than the specified value erefa at time t4 and the change amount DNIN of the input rotational speed NIN is equal to or less than the predetermined value DNINref. (S124, S128, S130). At this time, the bit of the trim-up permission flag is reset to 0 (S136).

  Thereafter, when the shift / throttle lever 102 is operated by the operator and it is determined that the throttle valve 38 is driven in the valve closing direction at time t5 (decelerated), the lockup clutch 44d is turned off, The bit of the trim down permission flag is set to 1, trimming down of the outboard motor 10 is started, and the trim angle θtrm is returned to the initial angle (S106, 138, S146, S300 to S304). FIG. 11D shows a state where the trim angle θtrm is returned to the initial angle. Then, at time t6 when the trim angle θtrm is returned to the initial angle, the bit of the trim down permission flag is reset to 0 (S302, S308).

  As described above, in the embodiment of the present invention, the drive shaft 42 connecting the internal combustion engine (engine) 30 and the propeller 60, the torque converter 44 inserted between the internal combustion engine and the drive shaft, and the hull In an outboard motor control device including a trim angle adjustment mechanism (power tilt trim unit) 26 for adjusting a trim angle θtrm with respect to 12, an input rotational speed NIN and an output rotational speed NOUT of the torque converter 44 are detected, and the detection is performed. Speed ratio calculating means for calculating the speed ratio e of the torque converter 44 from the input rotational speed NIN and the output rotational speed NOUT (ECU 90. S10, S120, S122), and the throttle valve 38 of the internal combustion engine 30 is closed. Throttle valve drive direction determining means for determining whether or not the ECU 90 is driven (ECU90, S1). , S106), when the calculated speed ratio e is equal to or greater than a predetermined value erefb, the trim angle adjusting mechanism 26 is operated to adjust the trim angle θtrm to the predetermined angle θtrm1, and the trim angle θtrm is set to the predetermined angle. After adjusting to θtrm1, when it is judged that the throttle valve 38 is driven in the valve closing direction, the trim angle adjusting mechanism operating means for operating the trim angle adjusting mechanism 26 to return the trim angle θtrm to the initial angle. (ECU 90. S10 to S14, S106, S146, S202, S204, S300 to S304).

  In this way, the speed ratio e of the torque converter 44 is calculated from the input rotational speed NIN and the output rotational speed NOUT of the torque converter 44, and the power tilt trim unit 26 is activated when the calculated speed ratio e is equal to or greater than the predetermined value erefb. Since the trim angle θtrm is adjusted to the predetermined angle θtrm1, for example, the predetermined value erefb is set to a value corresponding to a state immediately before the lockup clutch 44d is turned on after the acceleration is finished, and the predetermined angle It is possible to trim up by setting θtrm1 to such a value that the thrust of the hull 12 increases, and therefore, the speed of the hull 12 can be increased by trimming up before the lockup clutch 44d is turned on. Thereby, for example, even when the clutch 44d is turned on after the acceleration is finished and the torque transmitted to the drive shaft 42 decreases, the speed of the hull 12 is increased by adjusting the trim angle θtrm. It is difficult to give a feeling of deceleration to the operator, in other words, the feeling of deceleration can be reduced.

  Also, after adjusting the trim angle θtrm to the predetermined angle θtrm1, when it is determined that the throttle valve 38 is driven in the valve closing direction, that is, when it is determined that the hull 12 is in a state of being decelerated, Since the power tilt trim unit 26 is operated to return the trim angle θtrm to the initial angle, the trim angle θtrm adjusted to the predetermined angle θtrm1 is initially set at an appropriate timing according to the operating state of the outboard motor 10. The angle can be returned to the angle, and manual operation (trim down operation) of the power tilt trim switch 106 by the operator can be made unnecessary. Furthermore, since the trim angle θtrm is configured to return to the initial angle, the trim angle θtrm can be trimmed up from the initial angle when the trim angle θtrm is adjusted next time, so there is no need to detect the current trim angle θtrm. The predetermined angle θtrm1 can be reliably and easily set.

  Further, after the trim angle θtrm is adjusted to the predetermined angle θtrm1 by the trim angle adjusting mechanism actuating means, when the detected change amount DNIN of the input rotational speed NIN is equal to or less than a predetermined value DNINref, the torque converter 44 is Since the clutch control means (ECU 90. S10, S128, S130) for turning on the provided lock-up clutch 44d is provided, it is possible to accurately detect (detect) the time point when the acceleration is finished, and lock in that state. The speed can be improved by turning on the up clutch 44d.

  In addition, a switch (power tilt trim switch) 106 that can be manually operated by the operator is provided, and the trim angle adjusting mechanism operating means operates the trim angle adjusting mechanism 26 when the switch 106 is operated. With this configuration (S202), the boat operator can operate the power tilt trim unit 26 by operating the power tilt trim switch 106, so that the trim angle θtrm can always be adjusted.

  In the above description, the specific value erefa, the predetermined value erefb, the predetermined angle θtrm1, the default value DNINref, the exhaust amount of the engine 30 and the like are shown as specific values, but these are examples and are not limited.

  10 outboard motor, 12 hull, 26 power tilt trim unit (trim angle adjusting mechanism), 30 engine (internal combustion engine), 38 throttle valve, 42 drive shaft, 44 torque converter, 44d lock-up clutch, 60 propeller, 90 ECU ( Electronic control unit), 106 Power tilt trim switch (switch)

Claims (3)

In an outboard motor control device comprising: a drive shaft that connects an internal combustion engine and a propeller; a torque converter that is interposed between the internal combustion engine and the drive shaft; and a trim angle adjustment mechanism that adjusts a trim angle with respect to a hull.
a. Speed ratio calculating means for detecting an input rotation speed and an output rotation speed of the torque converter, and calculating a speed ratio of the torque converter from the detected input rotation speed and output rotation speed;
b. Throttle valve drive direction determining means for determining whether or not the throttle valve of the internal combustion engine is driven in the valve closing direction;
c. When the calculated speed ratio is equal to or greater than a predetermined value, the trim angle adjusting mechanism is operated to adjust the trim angle to a predetermined angle, and after adjusting the trim angle to the predetermined angle, the throttle valve is closed. A trim angle adjusting mechanism actuating means for operating the trim angle adjusting mechanism to return the trim angle to an initial angle when it is determined that the valve is driven in a valve direction;
An outboard motor control device comprising: d. After the trim angle is adjusted to the predetermined angle by the trim angle adjusting mechanism actuating means, the lock-up clutch provided in the torque converter is turned on when the detected change amount of the input rotational speed is equal to or less than a predetermined value. Clutch control means,
The outboard motor control device according to claim 1, further comprising: e. A switch that can be operated manually by the operator,
3. The outboard motor control device according to claim 1, wherein the trim angle adjusting mechanism operating means operates the trim angle adjusting mechanism when the switch is operated.

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