JP5466050B2 - 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 outboard motors, a technique has been proposed in which a transmission is inserted in a power transmission shaft between an internal combustion engine and a propeller mounted thereon, and the output of the internal combustion engine is shifted and transmitted to the propeller (for example, Patent Document 1). In the technique described in Patent Document 1, when the throttle lever is operated by the operator to accelerate the ship, the transmission gear stage (speed ratio) is changed from the second speed to the first speed, and transmitted to the propeller. The torque is amplified to improve the acceleration performance, and when the rotation speed of the internal combustion engine subsequently increases and the acceleration is completed, the gear position is returned from the first speed to the second speed.

JP 2009-190671 A

  By the way, as in the technique described in Patent Document 1, when the gear position is changed from the first speed to the second speed at the end of acceleration, the torque is not amplified by the transmission, so the torque transmitted to the propeller is reduced and decelerated. As a result, there was an inconvenience that the ship operator felt uncomfortable.

  Therefore, it is conceivable to reduce the sense of incongruity by increasing the speed of the ship by adjusting the trim angle to a predetermined angle before shifting to the second speed. However, since this predetermined angle is a value set in advance, there is a possibility that trim-up is performed excessively and problems such as pitching (pitch) occur in the hull.

  Accordingly, an object of the present invention is to solve the above-mentioned problems, and to provide a transmission, to reduce the uncomfortable feeling caused by deceleration at the time of shifting at the end of acceleration, and to suppress the occurrence of pitching due to excessive trim-up. It is to provide an outboard motor control device.

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. A control device for an outboard motor comprising: a transmission that shifts the output of the engine at a selected gear position and transmits the output to the propeller; and a trim angle adjustment mechanism that can adjust a trim angle with respect to a hull by trimming up / down. A throttle opening change amount detecting means for detecting a change amount of the throttle opening of the internal combustion engine, an engine speed detecting means for detecting the engine speed of the internal combustion engine, and a pitching detecting means for detecting the pitching of the hull; When the second speed is selected and the detected amount of change in the throttle opening is equal to or greater than a predetermined value, the operation of the transmission is controlled to shift from the second speed to the first speed. And shift control means for, after the operation of the transmission is controlled to shift to the second speed to the first speed by the shift control means, when the detected engine speed is equal to or higher than the predetermined rotational speed, the trim up start means for starting said trim up by operating the trim angle adjustment mechanism, after the trim-up is initiated by the trim-up starting means, when the pitching is detected by the pitching detection means, the trim And trim-up stopping means for stopping up and maintaining the trim angle at the trim angle when the pitching is detected .

  In the outboard motor control apparatus according to claim 2, the trim-up is stopped by the engine speed change amount calculating means for calculating the detected change amount of the engine speed and the trim-up stop means. After the predetermined time has elapsed, the trim-up restarting means for restarting the trim-up and the restart trim for stopping the restarted trim-up when the calculated amount of change in the engine speed is less than a predetermined value And an up stop means.

  In the outboard motor control device according to claim 3, the trim angle when the trim-up is stopped by the restart trim-up stop means is stored, and the stored trim is stored at the next trim-up. Trim angle control means for controlling the operation of the trim angle adjusting mechanism so as to form a corner is provided.

In the outboard motor control apparatus according to claim 1, when the second speed is selected by the transmission and the amount of change in the throttle opening of the internal combustion engine is equal to or greater than a predetermined value (in other words, the internal combustion engine Control the operation of the transmission so as to shift from 2nd to 1st, and after shifting from 2nd to 1st, the engine speed is equal to or higher than the predetermined speed. Since the trim angle adjustment mechanism is operated to start trimming up, for example, the predetermined rotational speed is set to a value corresponding to the state immediately before acceleration is completed and the gear position is returned from the first speed to the second speed. Therefore, it is possible to increase the speed of the ship by trimming up the gear before shifting from the first gear to the second gear. As a result, for example, even when the torque transmitted from the first speed to the second speed after the acceleration is finished and the torque transmitted to the propeller is reduced, the speed of the ship is increased by trimming up, and thus is caused by the deceleration. It is difficult to give the ship operator a sense of incongruity, in other words, it can reduce the sense of incongruity.

Further, it provided with a pitching detection means for detecting the pitching of the hull, after the trim-up is initiated, when the pitching is detected by the pitching detection means, when the trim angle pitching is detected to stop the trim-up Since the trim angle is maintained , trimming can be stopped immediately after pitching occurs in the hull, and therefore occurrence of pitching due to excessive trimming can be minimized.

  In the outboard motor control apparatus according to claim 2, the engine speed change amount is calculated, and when a predetermined time has elapsed after the trim-up is stopped, the trim-up is restarted and the engine In addition to the above-described effects, trimming can be resumed when pitching ceases after a predetermined time, in addition to the effects described above. By setting the default value so that it can be estimated that the acceleration has ended and the boat speed has reached the maximum speed, the restarted trim-up can be stopped at an appropriate time, and the trim angle after trim-up is optimal Can be set to any value.

  In the outboard motor control apparatus according to claim 3, the trim angle when the resumed trim-up is stopped is stored, and the trim angle is stored so as to be the trim angle stored at the next trim-up. Since the configuration is such that the operation of the angle adjusting mechanism is controlled, that is, the trim angle at which trim-up is to be stopped is stored and learning control is performed, in addition to the effects described in claim 2, trim-up is performed next. The trim angle at that time can be surely set to an optimum value.

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 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 a trim angle control operation of the electronic control unit shown in FIG. 1. FIG. 6 is a sub-routine flow chart of a shift speed determination process shown in FIG. 5. 6 is a sub-routine flowchart of the trim-up execution determination process shown in FIG. 5. FIG. 6 is a sub-routine flowchart of trim down execution determination processing shown in FIG. 5. FIG. FIG. 9 is a time chart for explaining the processing of the flow charts of FIGS. It is explanatory drawing explaining the process of the flowchart of FIGS. 5-8.

  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 as a whole including a hull, 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 a machine.

  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 stern (stern) 12a of the hull 12 via the swivel case 14, the tilting shaft 16, and the stern bracket 18, as shown well in FIG.

  In the vicinity of the swivel case 14, a steering electric motor 22 that drives a shaft portion 20 that is housed in the swivel case 14 so as to be rotatable about a vertical axis, and a tilt angle and trim for the hull 12 of the outboard motor 10. A power tilt trim unit (trim angle adjusting mechanism) 24 capable of adjusting the angle by tilting up / down and trimming up / down is disposed. The rotation output of the steering electric motor 22 is transmitted to the shaft portion 20 via the reduction gear mechanism 26 and the mount frame 28, and thus the outboard motor 10 is moved left and right (around the vertical axis) with the shaft portion 20 as a turning axis. Steered.

  The power tilt trim unit 24 is integrally provided with a hydraulic cylinder 24a for adjusting the tilt angle and a hydraulic cylinder 24b for adjusting the trim angle, and the swivel case 14 rotates the tilting shaft 16 by expanding and contracting the hydraulic cylinders 24a and 24b. Rotated as a shaft, the outboard motor 10 is tilted up / down or trimmed up / down. The hydraulic cylinders 24a and 24b 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 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 propeller shaft 44 is disposed so that its axis 44a is substantially parallel to the traveling direction of the ship 1 in the initial state of the power tilt trim unit 24 (trim angle θ is the initial angle state). The transmission 46 includes a transmission mechanism 50 that can switch a plurality of shift speeds, 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 54 connected to a crankshaft (not shown) of the engine 30, a countershaft 56 connected to the input shaft 54 via a gear, The output shaft 58 is connected to the counter shaft 56 via a plurality of gears, and is composed of a parallel shaft type stepped transmission mechanism.

  A hydraulic pump (gear pump; only shown in FIG. 2) 60 that pumps hydraulic oil (lubricating oil, oil) to a later-described hydraulic clutch and a lubricating portion is connected to the countershaft 56. 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 the gears is selected (established), and the output of the engine 30 is shifted at the selected gear and transmitted to the propeller 42 via the shift mechanism 52 and the propeller shaft 44. The gear 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.

  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.

  Thus, 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, when the hydraulic pump 60 is driven by the engine 30, the hydraulic oil in the oil pan 62a is pumped up through the oil passage 80a and the strainer 82, and is discharged from the discharge port 60a through the oil passage 80b. The first switching valve 84a is sent to the first and second electromagnetic solenoid valves (linear solenoid valves) 86a and 86b via the oil passages 80c and 80d.

  A second switching valve 84b is connected to the first switching valve 84a via an oil passage 80e. A movable spool is accommodated in each of the first and second switching valves 84a and 84b, and the spool is biased to the other end side by a spring on one end side (left end in the figure). The other end side is connected to the first and second electromagnetic solenoid valves 86a and 86b through oil passages 80f and 80g.

  Accordingly, when the first electromagnetic solenoid valve 86a is energized (turned on), the spool accommodated therein is displaced, and the hydraulic pressure supplied from the hydraulic pump 60 via the oil passage 80c is changed by the first switching valve 84a. Output to the other end of the spool. As a result, the spool of the first switching valve 84a is displaced to one end side, so that the hydraulic oil in the oil passage 80b is sent to the oil passage 80e.

  Similarly to the first electromagnetic solenoid valve 86a, the second electromagnetic solenoid valve 86b has its spool displaced when energized (turned on), and the hydraulic pressure supplied from the hydraulic pump 60 via the oil passage 80d is the second switching valve. It is output to the other end side of 84b. As a result, the spool of the second switching valve 84b is displaced to one end side, so that the hydraulic oil in the oil passage 80e is supplied to the second speed hydraulic clutch C2 via the oil passage 80h. On the other hand, when the second electromagnetic solenoid valve 86b is not energized (turned off) and the hydraulic pressure is not output to the other end of the second switching valve 84b, the hydraulic fluid in the oil passage 80e is hydraulically supplied through the oil passage 80i. It is supplied to the clutch C3.

  That is, when both the first and second electromagnetic solenoid valves 86a and 86b are turned off, no hydraulic pressure is supplied to either of the hydraulic clutches C2 and C3, and 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. 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. 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).

  The hydraulic oil (lubricating oil) from the hydraulic pump 60 is also supplied to lubricating parts (for example, shafts 54, 56, and 58) via the oil passages 80b and 80j, the regulator valve 88, and the relief valve 90. Further, an oil passage 80k for pressure release is appropriately connected to the first and second switching valves 84a and 84b and the first and second electromagnetic solenoid valves 86a and 86b, respectively.

  Returning to the description of FIG. 2, the shift mechanism 52 is connected to the shaft 58 of the speed change mechanism 50, and is arranged parallel to the vertical axis and rotatably supported, and the shaft 52a. The forward bevel gear 52b and the reverse bevel gear 52c that are connected to each other and rotated, and the clutch 52d that allows the propeller shaft 44 to engage 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 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 is rotated and the hull 12 is moved forward or backward. Produces thrust. 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, and generates an output indicating the opening (throttle opening) TH of the throttle valve 38. A neutral switch 100 is disposed near the shift rod 52e, and outputs an ON signal when the shift position of the transmission 46 is in the neutral position and an OFF signal when the shift position is in the forward position or the reverse position. A crank angle sensor (engine speed detection means) 102 is attached in the vicinity of the crankshaft of the engine 30 and outputs a pulse signal for each predetermined crank angle.

  A trim angle sensor (specifically, a rotation angle sensor such as a rotary encoder) 104 is disposed near the tilting shaft 16, and the trim angle θ of the outboard motor 10 (around the pitch axis of the outboard motor 10 with respect to the hull 12). Output in accordance with the rotation 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 lever 122 is swingable in the front-rear direction from the initial position, and inputs a forward / reverse switching instruction from the vessel operator and an engine speed adjustment instruction 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 lever 122.

  An acceleration sensor (pitching detection means) 126 that detects acceleration acting on the hull 12 is disposed near the cockpit 112 and at the center of gravity of the hull 12. The acceleration sensor 126 generates an output indicating acceleration acting in the vertical direction (gravity axis direction) of the hull 12 or the like.

  Further, a switch 130 for inputting a fuel consumption reduction instruction for reducing the fuel consumption (fuel consumption) of the engine 30 is provided near the cockpit 112 so as to be manually operated by the operator. The switch 130 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. The outputs of these sensors 116, 124, 126 and switch 130 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 the like, and also performs the shift angle control for the transmission 46 and the trim angle control for adjusting the trim angle θ by the power tilt trim unit 24. Do. 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 trim angle 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, a gear position determination process for determining which of the first to third gear positions of the transmission 46 should be selected is performed.

  FIG. 6 is a sub-routine flowchart showing the shift speed determination process. As shown in the figure, in S100, it is determined whether or not the shift position of 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 S100 is negative (during in-gear), the process proceeds to S102, the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 96, and the process proceeds to S104 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 S106, 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, when the change amount DTH of the throttle opening is less than a predetermined deceleration determination value DTHa (for example, −0.5 deg) set to a negative value, the throttle valve 38 is driven in the valve closing direction. It is determined that deceleration is instructed.

  When the result in S106 is negative, the program proceeds to S108, 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 gear has been shifted to the 3rd speed after the end of acceleration is 0. To do. Since the initial value of the 3rd speed shift flag is set to 0, the determination in S108 is usually affirmed in the first program loop, and the process proceeds to S110.

  In S110, the output pulse of the crank angle sensor 102 is counted to detect (calculate) the engine speed NE, and the process proceeds to S112 to detect (calculate) the detected change amount (variation amount) 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 S114, 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, this flag bit is set to 1 when shifting from 1st to 2nd 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 S114 is normally affirmed in the first program loop, and the process proceeds to S116, where it is determined whether the engine speed NE is equal to or higher than the first predetermined speed NE1. The first predetermined rotational speed NE1 will be described later.

  Usually, in the program loop immediately after the engine is started, the engine speed NE is less than the first predetermined speed NE1, so the determination in S116 is negative and the process proceeds to S118. In S118, 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 affirmed in the first program loop, and the process proceeds to S120.

  In S120, whether or not acceleration (accurately, sudden 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 detected in S104 is compared with a predetermined value (predetermined value) DTHb for acceleration determination. When the change amount DTH is equal to or larger than the predetermined value DTHb, the throttle valve 38 is opened. It is determined that acceleration is instructed. Accordingly, the predetermined value DTHb is a value (positive value) that is larger than the predetermined value DTHa for deceleration determination, and is set to a value that can determine that an instruction for acceleration has been given, for example, 0.5 deg.

  If NO in S120, that is, if the engine 30 is not instructed to accelerate / decelerate, the process proceeds to S122, and the first and second electromagnetic solenoid valves 86a and 86b (shown as "first SOL" and "second SOL" in the figure) are displayed. Both are turned on and the second speed is selected in the transmission 46, and then the process proceeds to S124, and the bit of the acceleration determination flag is reset to zero.

  On the other hand, when the result in S120 is affirmative, the program proceeds to S126, in which both the first and second electromagnetic solenoid valves 86a and 86b are turned off, and the gear position of the transmission 46 is shifted (shifted down) from the second speed to the first speed. As a result, 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 propeller shaft 44. To rise.

  Next, in S128, the bit of the acceleration determination flag is set to 1. That is, this flag is set to 1 when the change amount DTH of the throttle opening is equal to or greater than the predetermined value DTHb for determining acceleration and the gear position is changed from the second speed to the first speed, and is set to 0 otherwise. Reset to. When the bit of this flag is set to 1, the next time program execution is denied in S118 and the process of S120 is skipped.

  As described above, since the gear position is set to the second speed during normal operation after the engine 30 is started until acceleration is instructed, the convenience of the outboard motor 10 other than the rapid acceleration can be improved. It can be equivalent to an outboard motor not equipped with.

  Next, in S130, the bit of the trim-up permission flag (initial value 0) is set to 1, and the program ends. That is, when the bit of the trim-up permission flag is set to 1, the change amount DTH of the throttle opening is equal to or greater than a predetermined value DTHb for acceleration determination, and the gear stage of the transmission 46 is shifted to the first speed. The fact that execution of trim-up performed in accordance with the engine speed NE is permitted and resetting to 0 means that trim-up is not required, for example, the engine 30 is instructed to decelerate. To do.

  After the speed of the transmission 46 is changed to the first speed, 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 NE1, so that the determination at S116 is affirmative and the process proceeds to S132 and subsequent steps. Accordingly, the first predetermined rotational speed NE1 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 S132, 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 performed by comparing the absolute value of the change amount DNE of the engine speed with the first predetermined value DNE1, and when the absolute value of the change amount DNE is less than the first predetermined value DNE1, the engine speed NE is determined. Is determined to be stable. Accordingly, the predetermined value DNE1 is set to a value that can determine that the engine speed NE is stable and the change amount DNE is relatively small, for example, 500 rpm.

  When the result in S132 is negative, the program is terminated while maintaining the first speed. When the result is affirmative, the program proceeds to S134 and both the first and second electromagnetic solenoid valves 86a and 86b are turned on to set the gear position of the transmission 46 to 1. The speed is changed (shifted up) from the second speed to the second speed, and the process proceeds to S136 to set the bit of the second speed shift flag to 1. 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.

  If the bit of the 2nd speed shift flag is set to 1 in S136, the next program execution is denied in S114 and the process proceeds to S138. As described above, the processing after S138 is executed when the bit of the 2nd speed shift flag is set to 1, in other words, when shifting to the 2nd speed after the acceleration at the 1st speed is completed.

  In S138, it is determined whether or not the switch 130 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 S138 is negative, the program proceeds to S140, in which it is determined whether or not the value of a trim-up restart timer (described later) has exceeded a value indicating a predetermined time. Since the initial value of the timer is 0, the determination here is negative and the process proceeds to S142 to determine whether pitching (pitch) has occurred in the hull 12 or not.

  The determination of the occurrence of pitching is performed based on the output of the acceleration sensor 126. Specifically, the vibration acceleration Gz acting in the vertical direction of the hull 12 is detected (calculated) based on the output of the acceleration sensor 126, the absolute value of the vibration acceleration Gz is compared with the allowable range, and Gz is within the allowable range. When no state is continuously detected a plurality of times (for example, twice), it is determined that pitching has occurred. The allowable range is set to a range in which it can be determined that the vertical vibration of the hull 12 is relatively small and the hull 12 is not pitched, for example, a range of 0 to 0.5G.

  When the result in S142 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S144 to reset the bit of the trim-up permission flag to 0. Thereby, trim-up is stopped by the process described later. Next, in S146, the trim-up restart timer (up counter) described above is started and the elapsed time since the trim-up was stopped is measured.

  In the next and subsequent program loops, when the result in S140 is affirmative, that is, when the predetermined time has elapsed after stopping the trim-up, the process proceeds to S148, and the same occurrence of pitching as in S142 is determined again. When the result in S148 is negative, the program proceeds to S150, the bit of the trim-up permission flag is set to 1, and the program proceeds to S152, in which the value of the trim-up restart timer is reset to zero.

  Thereby, trim-up is restarted by the process described later. Therefore, the predetermined time described above is set to a value (for example, 5 sec) at which it can be determined that the trimming that has been temporarily stopped due to the occurrence of pitching may be resumed without pitching. If the determination at S148 is affirmative, the processing at S150 and S152 is skipped.

  On the other hand, when the result in S138 is affirmative, the program proceeds to S154, in which it is determined whether or not the engine speed NE is equal to or higher than a second predetermined speed NE2. The second predetermined rotational speed NE2 is a value slightly lower than the first predetermined rotational speed NE1, and is set to a value that can be determined to be able to shift to the third speed, for example, 5000 rpm, as will be described later.

  When the result in S154 is affirmative, the program proceeds to S156, where it is determined whether the engine speed NE is stable as in S132. That is, the absolute value of the engine speed change amount DNE is compared with the second predetermined value DNE2, and if it is less than the predetermined value DNE2, it is determined that the engine speed NE is stable. Therefore, the predetermined value DNE2 is set to a value that can determine that the change amount DNE is relatively small and the engine speed NE is stable, for example, 500 rpm.

  If NO in S156 or NO in S154, the process proceeds to S140 described above. If YES in S156, the process proceeds to S158, in which the first electromagnetic solenoid valve 86a is turned on and the second electromagnetic solenoid valve 86b is turned off to change the speed. The gear stage of the machine 46 is changed (shifted up) 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 S160, the bit of the second speed shift flag is reset to 0, and in S162, the bit of the third speed shift flag is set to 1. Thus, the 3rd speed shift flag is set to 1 when shifting from 2nd speed to 3rd speed after completion of acceleration, and is reset to 0 otherwise. Note that when the program is executed after the bit of the 3rd speed shift flag is set to 1, the result in S108 is negative, the processing from S158 to S162 is executed, and the program is terminated with the 3rd speed.

  When the result in S106 is affirmative, that is, when the change amount DTH of the throttle opening is less than the predetermined value DTHa for determining deceleration, the process proceeds to S164, and both the first and second electromagnetic solenoid valves 86a and 86b are turned on. The speed of the transmission 46 is changed to the second speed. Thereafter, the process proceeds to S166, S168, and S170, and all the bits of the second speed shift flag, the third speed shift flag, and the in-acceleration determination flag are reset to zero.

  Next, in S172, the bit of the trim-up permission flag is reset to 0, and in S174, the bit of the trim-down permission flag (initial value 0) is set to 1. That is, setting the bit of this trim down permission flag to 1 indicates that the change amount DTH of the throttle opening is less than the predetermined value DTHa for deceleration determination, and that execution of trim down described later is permitted. Resetting to means no trim down is required.

  When the lever 122 is operated by the operator and the shift position of the transmission 46 is switched to the neutral position, the result in S100 is affirmative and the process proceeds to S176, where the first and second electromagnetic solenoid valves 86a and 86b are turned off to change the speed. The gear 46 of the machine 46 is changed from the second speed to the first speed.

  Returning to the description of the flow chart of FIG.

  FIG. 7 is a sub-routine flow chart showing the trim-up execution determination process. As shown in FIG. 7, first, in S200, it is determined whether or not a bit of a learning trim determination flag (described later) is 0. Since the initial value of this flag is 0, when the process of S200 is executed for the first time, the determination is affirmative and the process proceeds to S202, where it is determined whether or not the bit of the trim-up permission flag is 1.

  When the result in S202 is negative, there is no need for trim-up, so the process proceeds to S204, where trim-up is stopped, and the trim-up is not performed accurately. On the other hand, when the result in S202 is affirmative, for example, when the change amount DTH of the throttle opening is equal to or greater than a predetermined value DTHb for determining acceleration and the gear position of the transmission 46 is being shifted to the first speed, the process proceeds to S206. It is determined whether the engine speed NE is equal to or higher than a third predetermined speed (predetermined speed) NE3.

  The third predetermined rotational speed NE3 is set to a value lower than the first predetermined rotational speed NE1, which is a threshold value at which the acceleration is completed and the gear position is returned from the first speed to the second speed, and is set to, for example, 5000 rpm. Therefore, it can be said that S206 is a process for determining whether or not the acceleration at the first speed of the engine speed NE has ended and the state immediately before the shift speed is returned from the first speed to the second speed.

  When the result in S206 is NO, it is not the timing to start trim-up, so the process proceeds to S204, and the program is terminated without executing trim-up. On the other hand, when the result in S206 is affirmative, the routine proceeds to S208, in which it is determined whether or not the engine speed NE is saturated in the high-speed rotation region, in other words, the engine 30 is stable in the high-speed rotation state and the boat speed is the highest speed. It is determined whether it can be estimated that the vicinity has been reached. This determination is made by comparing the engine speed change amount DNE with a third predetermined value DNE3 (default value, for example, 0 rpm). When the change amount DNE is less than the default value DNE3 (that is, a negative value). ), It is determined (estimated) that the engine speed NE is saturated in the high-speed rotation region and the boat speed is near the maximum speed.

  When the process of S208 is executed for the first time, it is immediately after the engine speed NE is determined to be equal to or higher than the third predetermined speed NE3 in S206, so the engine speed NE is not saturated in the high speed region. Therefore, generally, the result is denied and the process proceeds to S210, where the power tilt trim unit 24 is operated to perform the trim-up, more precisely, the trim-up is started. That is, trim-up is started when the engine speed NE is equal to or higher than the third predetermined speed NE3. Thus, the boat speed increases by starting trim-up before the acceleration is completed and the gear position is returned from the first speed to the second speed.

  In the subsequent program loop, when the result in S208 is affirmative, the program proceeds to S212, and trim-up is stopped. Therefore, for example, when trimming is stopped due to the occurrence of pitching as described above, and trimming is resumed after a predetermined time has elapsed, trimming is stopped according to the engine speed change amount DNE. When the change amount DNE is less than the third predetermined value DNE3 (when the ship speed is estimated to have reached the vicinity of the maximum speed), the resumed trim-up is stopped.

  Next, the routine proceeds to S214, where the bit of the trim-up permission flag is reset to zero. In S216, the current trim angle θ is detected and stored based on the output of the trim angle sensor 104. Specifically, the trim angle θ when the resumed trim-up is stopped is detected and stored. The trim angle θ stored in advance is determined as a learning trim angle θa (described later).

  In step S220, the bit of the learning trim determination flag is set to 1, and the program ends. That is, setting this flag to 1 means that the learning trim angle θa has been determined.

  Further, after the learning trim angle θa is determined, for example, when trimming θ is returned to the initial angle by trim down described later and trimming is performed in that state, that is, in the program loop at the next trimming up, In S200, the process proceeds to S222, where the trim angle θ is detected, and the process proceeds to S224, where it is determined whether or not the detected trim angle θ exceeds the learning trim angle θa.

  When the trim angle θ is the initial angle, the determination in S224 is negative, and the process proceeds to S202 to S210, where it is determined whether trim-up should be executed based on the engine speed NE as described above. Then, when trim-up is started and the trim angle θ reaches the learning trim angle θa, the result in S224 is affirmative and the program proceeds to S226, where trim-up is stopped. In this way, the operation of the power tilt trim unit 24 is controlled so that the trim angle (learning trim angle θa) is stored at the next trim-up.

  Returning to the description of the flow chart of FIG. 5, the process then proceeds to S <b> 14, and a determination process is performed as to whether trimming of the outboard motor 10 should be executed.

  FIG. 8 is a sub-routine flowchart showing the trim-down execution determination process. As shown in FIG. 8, 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. When the result is affirmative, in other words, when the change amount DTH of the throttle opening is less than the predetermined value DTHa for deceleration determination, the process proceeds to S302, where the trim angle It is determined whether θ is an initial angle (specifically, 0 deg).

  When the result in S302 is negative, the program proceeds to S304 where the power tilt trim unit 24 is operated to start trim down so that the trim angle θ becomes the initial angle (the trim angle θ is returned to the initial angle). On the other hand, when the result in S302 is affirmative, the program proceeds to S306, where the trim down is stopped, and then the program proceeds to S308 where the bit of the trim down permission flag is reset to 0 and the program is terminated.

  FIG. 9 is a time chart for explaining a part of the above-described processing, and FIG. 10 is an explanatory diagram thereof. In FIG. 10, the symbol y indicates the front-rear direction of the outboard motor 10, the symbol z indicates the vertical direction, the symbol W indicates seawater or fresh water, and the 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.

  In the following description, first, during the normal operation from time t0 to t1, the gear position of the transmission 46 is set to the second speed (S122), and then the throttle valve 38 is opened by the operator's operation of the shift / throttle lever 122. When the change amount DTH of the throttle opening is equal to or greater than a predetermined value DTHb for determining acceleration at time t1 (S120), the speed is changed from the second speed to the first speed (S126). At this time, the bit of the trim-up permission flag is set to 1 (S130).

  In FIG. 10, from time t0 to t1, as shown in (a), both the hull 12 and the outboard motor 10 are in a horizontal state, and the trim angle θ is the initial angle (0 deg). When the shift stage is set to the first speed by acceleration at time t1 and the ship speed is increased, the hull 12 is in a so-called hump state in which the bow 12b is lifted and the stern 12a is depressed as shown in FIG. 10 (b). As can be seen from the figure, the direction of the axis 44 a of the propeller shaft 44 at this time is not parallel to the traveling direction of the ship 1.

  After that, the acceleration is continued and the engine speed NE gradually increases. When the engine speed NE reaches or exceeds the third predetermined speed NE3 at time t2, trimming up of the outboard motor 10 is started (S206, S210). When it is determined that the engine speed NE is further increased to be equal to or higher than the first predetermined speed NE1 (S116) and the change amount DNE of the engine speed is less than the first predetermined value DNE1 (S132, time t3). The gear position is changed from the first speed to the second speed (S134).

  When the state where the vibration acceleration Gz is not within the allowable range is detected twice at time t4 and it is determined that pitching has occurred in the hull 12, the trim-up permission flag bit is reset to 0 and the trim-up is stopped. (S142, S144, S202, S204).

  When a predetermined time elapses after the trim-up is stopped (time t5), the trim-up permission flag bit is set to 1 and the trim-up is resumed (S140, S150, S202, S210). When the engine speed change amount DNE is less than the third predetermined value DNE3 at time t6, the trim-up permission flag is reset to 0 to stop the resumed trim-up (S208, S212, S214). ), And the trim angle θ at that time is determined as the learning trim angle θa (S216, S218).

  Although illustration is omitted, if the change amount DNE of the engine speed is already less than the third predetermined value DNE3 at the time t5 when a predetermined time has elapsed, the trim-up is not resumed, and at that time (time t5 ) Is maintained. Although illustration is omitted, when the learning trim angle θa is determined, the trimming is stopped when the trim angle θ reaches the learning trim angle θa when the trim angle is returned to the initial angle and then trimmed up. To do.

  FIG. 10C shows a state where the trim-up is stopped. As can be seen from the figure, by adjusting the trim angle θ by trimming up the outboard motor 10, the direction of the axis 44 a of the propeller shaft 44 (in other words, the direction of thrust of the outboard motor 10) is the ship 1. It is possible to increase the thrust of the hull 12 and thus increase the speed of the ship 1 while reducing the resistance of the hull 12 received from the water surface S.

  Thereafter, when the shift / throttle lever 122 is operated by the vessel operator at time t7 and the change amount DTH of the throttle opening is less than the predetermined value DTHa for deceleration determination, the bit of the trim down permission flag is set to 1 (S106, S174) Trimming of the outboard motor 10 is started (S300 to S304), and trimming is terminated while resetting the bit of the trimdown permission flag to 0 when the trim angle θ returns to the initial angle at time t8. (S302, S306, S308). FIG. 10D shows a state where the trim angle θ is returned to the initial angle.

As described above, according to the embodiment of the present invention, the gear stage is inserted into the power transmission shaft (propeller shaft) 44 between the internal combustion engine (engine) 30 and the propeller 42 and includes at least first speed and second speed. A transmission 46 that shifts the output of the internal combustion engine at a selected speed and transmits it to the propeller, and a trim angle adjustment mechanism (power) that can adjust the trim angle θ with respect to the hull 12 by trimming up / down. In an outboard motor control device having a tilt trim unit) 24, throttle opening change amount detecting means for detecting a change amount DTH of the throttle opening TH of the internal combustion engine (throttle opening sensor 96, ECU 110, S10, S104), engine speed detecting means for detecting the engine speed (engine speed) NE of the internal combustion engine, and (crank angle sensor 102, E). U110. S10, S110), pitching detection means for detecting pitching of the hull 12 (acceleration sensor 126, ECU 110. S10, S142), the second speed is selected, and the detected change in the throttle opening Shift control means for controlling the operation of the transmission 46 so as to shift from the second speed to the first speed when the amount DTH is greater than or equal to a predetermined value (predetermined value for acceleration determination) DTHb (ECU 110, S10, S120, S126) After the operation of the transmission is controlled to shift from the second speed to the first speed by the shift control means, the detected engine rotational speed NE is set to a predetermined rotational speed (third predetermined rotational speed). ) Trim-up starting means for operating the trim angle adjusting mechanism 24 to start the trim-up when it is equal to or greater than NE3 (ECU 110. S1). 2, S206, S210), said after the trim-up is initiated by the trim-up starting means, said when the pitching is detected by the pitching detection means, said pitching detecting the trim angle by stopping the trim-up Trim-up stop means for maintaining the trim angle at the time when it is set (ECU 110. S10, S12, S142, S144, S202, 204).

  As a result, for example, it is possible to set the predetermined rotational speed NE3 to a value corresponding to the state immediately before the acceleration is finished and the gear position is returned from the first speed to the second speed, so that the gear position is changed from the first speed to the second speed. It is possible to increase the speed of the ship 1 by trimming it up before starting. Thereby, for example, even when the speed transmitted from the first speed to the second speed after the acceleration is finished and the torque transmitted to the propeller 42 is decreased, the speed of the ship 1 is increased by trimming up. It is difficult to give the ship operator the uncomfortable feeling caused by the above, in other words, the uncomfortable feeling can be reduced.

In addition, pitching detection means for detecting pitching of the hull 12 is provided, and after trimming up is started , when pitching is detected by the pitching detection means, trimming is stopped and the trim angle is detected as pitching. Owing to this arrangement to maintain the trim angle, you can stop the trim-up immediately after the pitching occurs in the hull 12, thus it is possible to minimize the pitching caused by excessive trim up.

  An engine speed change amount calculating means for calculating the detected engine speed change amount DNE (ECU 110, S10, S112), and a predetermined time after the trim up is stopped by the trim up stop means. Trim-up restarting means for restarting the trim-up when elapses (ECU 110. S10, S12, S140, S150, S202, S210), and the calculated engine speed change amount DNE is a predetermined value (third predetermined default). Value) When it is less than DNE3, the trimming stop means for stopping the resumed trimup and the ECU 110 (S110, S208, S212) are provided. Up, and for example, acceleration of the default value DNE3 ends and the boat speed reaches its maximum. By setting to such a value that can be estimated to have reached the vicinity, you can stop the trim up the resumed at the right time, the trim angle after trim up can be optimized value.

  Further, the trim angle θ when the trim-up is stopped by the restart trim-up stop means is stored, and the trim angle so as to be the stored trim angle (learning trim angle θa) at the next trim-up is stored. Since the trim angle control means (ECU 110, S12, S200, S216 to S226) for controlling the operation of the angle adjustment mechanism 24 is provided, the trim angle θ for the next trim-up is surely set to an optimum value. be able to.

  In the above description, the outboard motor has been described as an example. However, the present invention can also be applied to an outboard motor having a transmission and a trim angle adjusting mechanism.

  Further, predetermined values DTHa and DTHb for determining deceleration / acceleration, first to third predetermined rotation speeds NE1, NE2, NE3, first to third predetermined values DNE1, DNE2, DNE3, engine 30 displacement, and the like. Although specific values are shown, they are illustrative and not limiting.

  10 outboard motor, 12 hull, 24 power tilt trim unit (trim angle adjusting mechanism), 30 engine (internal combustion engine), 42 propeller, 44 propeller shaft (power transmission shaft), 46 transmission, 96 throttle opening sensor (throttle) Opening degree change detection means), 102 crank angle sensor (engine speed detection means), 110 ECU (electronic control unit), 126 acceleration sensor (pitching 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 a control device for an outboard motor comprising a transmission and a trim angle adjustment mechanism capable of adjusting a trim angle with respect to a hull by trimming up / down.
a. A throttle opening change amount detecting means for detecting a change amount of the throttle opening of the internal combustion engine;
b. Engine speed detecting means for detecting the engine speed of the internal combustion engine;
c. Pitching detection means for detecting pitching of the hull;
d. Shift control means for controlling the operation of the transmission to shift from the second speed to the first speed when the second speed is selected and the detected amount of change in the throttle opening is equal to or greater than a predetermined value. When,
e. After the operation of the transmission is controlled to shift from the second speed to the first speed by the shift control means , the trim angle adjusting mechanism is operated when the detected engine speed is equal to or higher than a predetermined speed. Trimming start means for starting the trimming up,
f. After the trim-up is initiated by the trim-up starting means, when the pitching is detected by the pitching detection means, the trim angle by stopping the trim up the trim angle when the pitching is detected Trim-up stop means to maintain ,
An outboard motor control device comprising: g. Engine speed change amount calculating means for calculating the detected engine speed change amount;
h. Trim-up restarting means for restarting the trim-up when a predetermined time elapses after the trim-up stop means stops the trim-up;
i. Restart trim-up stop means for stopping the restarted trim-up when the calculated amount of change in engine speed is less than a predetermined value;
The outboard motor control device according to claim 1, further comprising: j. A trim that stores the trim angle when the trim-up is stopped by the restart trim-up stop means, and controls the operation of the trim angle adjusting mechanism so that the trim angle is stored at the next trim-up. Angle control means,
The outboard motor control device according to claim 2, further comprising:

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