JP6005541B2 - 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.

  2. Description of the Related Art Conventionally, in an outboard motor control device equipped with a transmission, a technique has been proposed in which the hull can turn smoothly by suppressing cavitation (cavity phenomenon) generated around the propeller by turning (for example, a patent) Reference 1).

  The technology described in Patent Document 1 controls the operation of the transmission to shift down when the turning angle of the outboard motor with respect to the hull exceeds a predetermined angle, that is, when a relatively large turning occurs. It is.

JP 2011-183903 A

  The technology described in Patent Document 1 is designed to suppress the occurrence of cavitation by shifting down the transmission when the turning angle exceeds a predetermined angle. Since the degree of occurrence of cavitation at the time of turning differs depending on the situation, even if the turning is relatively large, cavitation may not occur so much. For this reason, even if the steering is large, it is not always optimal to downshift uniformly.

  Accordingly, the object of the present invention is to solve the above-mentioned problems and, when the steering is relatively large, by selecting the gear stage of the transmission based on the slip ratio of the propeller, effectively suppressing cavitation and smoothing. It is an object of the present invention to provide an outboard motor control apparatus that can turn.

  In order to solve the above-described problem, the outboard motor control apparatus according to claim 1 is attachable to the hull and is inserted into a power transmission shaft that transmits power from the internal combustion engine to the propeller. , A transmission having a plurality of selectable shift stages including at least a first speed and a second speed, wherein the output of the internal combustion engine is shifted at a selected shift stage among the plurality of shift stages and transmitted to the propeller An outboard motor control apparatus comprising: an engine speed detecting means for detecting an engine speed of the internal combustion engine; a turning angle detecting means for detecting a turning angle of the outboard motor with respect to the hull; and the hull. A slip ratio detecting means for detecting a slip ratio of the propeller based on a theoretical speed and an actual speed of the engine, and when the detected turning angle is less than a predetermined angle, the slip ratio detecting means is based on at least the detected engine speed. Multiple gears One of the gears is selected, and when the detected turning angle is equal to or greater than the predetermined angle, one of the plurality of gears is selected based on the detected slip ratio. Transmission control means for controlling the operation of the transmission to be selected is provided.

  In the outboard motor control apparatus according to claim 2, the transmission control means is configured such that the detected turning angle is not less than the predetermined angle and the detected engine speed is not less than a predetermined speed. At this time, the operation of the transmission is controlled so as to select one of the plurality of shift speeds based on the detected slip ratio.

  In the outboard motor control apparatus according to claim 3, the transmission control means selects the first speed of the plurality of shift stages when the detected slip ratio is equal to or greater than a predetermined slip ratio. In this way, the operation of the transmission is controlled.

  In the outboard motor control apparatus according to claim 4, the transmission control means is configured to perform the plurality of operations when the detected turning angle is less than the predetermined angle after the detected turning angle is greater than or equal to the predetermined angle. The operation of the transmission is controlled so as to select a shift speed of two or more speeds.

  In the outboard motor control apparatus according to claim 5, when the trim angle adjustment mechanism capable of adjusting the trim angle with respect to the hull by trimming up / down and the detected turning angle is equal to or greater than the predetermined angle. And trim angle control means for controlling the operation of the trim angle adjusting mechanism so that the trim angle becomes the initial angle.

  The outboard motor control device according to claim 6, wherein the trim angle control means is configured to control the trim when the detected turning angle becomes equal to or larger than the predetermined angle and becomes less than the predetermined angle. The operation of the trim angle adjusting mechanism is controlled so that the angle becomes a predetermined angle.

  The outboard motor control apparatus according to claim 7 is configured to include at least two outboard motors.

  In the outboard motor control apparatus according to claim 1, the slip ratio of the propeller based on the engine speed of the internal combustion engine, the turning angle of the outboard motor with respect to the hull, the theoretical speed and the actual speed of the hull. When the detected turning angle is less than a predetermined angle, at least one of the plurality of shift stages is selected based on the detected engine speed, while the detected turning Since the operation of the transmission is controlled so that one of the plurality of shift stages is selected based on the detected slip ratio when the angle is equal to or greater than a predetermined angle, the cavitation is effectively prevented. Therefore, it is possible to turn smoothly.

  In the outboard motor control device according to claim 2, when the detected turning angle is equal to or greater than a predetermined angle and the detected engine speed is equal to or greater than the predetermined speed, the control is based on the detected slip ratio. In addition to the above-described effects, relatively large turning (large turning) is performed in addition to the above-described effects. Even in the case of performing cavitation, the cavitation can be effectively suppressed, and thus the vehicle can turn smoothly.

  In the outboard motor control apparatus according to claim 3, when the detected slip ratio is equal to or higher than a predetermined slip ratio, the operation of the transmission is controlled so as to select the first speed among the plurality of shift speeds. In this way, in addition to the above-described effects, cavitation can be more effectively suppressed, and thus the vehicle can turn smoothly.

  In the outboard motor control apparatus according to claim 4, when the detected turning angle becomes equal to or greater than a predetermined angle and then less than the predetermined angle, a shift of two or more speeds among a plurality of shift stages is performed. Since the operation of the transmission is controlled so as to select the gear, in addition to the above-described effects, it is possible to smoothly shift to normal navigation after the completion of the steering.

  In the outboard motor control apparatus according to claim 5, when the detected turning angle is equal to or larger than a predetermined angle, the trim angle with respect to the hull can be adjusted by trimming up / down so that the trim angle becomes the initial angle. Since the operation of the trim angle adjusting mechanism is controlled, it is possible to turn more smoothly in addition to the effects described above.

  In the outboard motor control device according to claim 6, trim angle adjustment is performed so that the trim angle becomes a predetermined angle when the detected turning angle becomes equal to or greater than a predetermined angle and then less than a predetermined angle. Since it is configured to control the operation of the mechanism, in addition to the above-described effects, it is possible to smoothly shift to normal navigation after the completion of steering.

  The outboard motor control apparatus according to claim 7 is configured so as to include at least two outboard motors, and therefore the transmission of each outboard motor based on the slip ratio of the propeller of each outboard motor. Therefore, the cavitation can be more effectively suppressed, so that the vehicle can turn smoothly.

1 is a schematic view showing an outboard motor 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. 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 transmission 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 illustrating a shift speed determination process of the flow chart. FIG. 6 is a sub-routine flowchart showing the steering control operation of the flowchart. 5 is a sub-routine flowchart showing the trim-up determination process of the flowchart. 5 is a sub-routine flow chart showing the initial trim determination processing of the flow chart. 10 is a time chart for explaining a part of the processing of the flowcharts of FIGS.

  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 according to an embodiment of the present invention as a whole including a hull.

  In FIG. 1, reference numeral 1 indicates a so-called two-board ship in which two outboard motors 10 are mounted on a hull (hull) 12. Hereinafter, the outboard motor on the left side (port side) in the traveling direction is referred to as “first outboard motor”, indicated by reference numeral 10A, and the outboard motor on the right side in the traveling direction (starboard side) is referred to as “second outboard motor”. And 10B. Since the first outboard motor 10A and the second outboard motor 10B are outboard motors having the same configuration, the first outboard motor 10A will be described below unless otherwise specified. Only will be described.

  The outboard motor 10 (10A) is mounted on the rear (stern) 12a of the hull 12 via the stern bracket 14 and the tilting shaft 16.

  The outboard motor 10 includes an internal combustion engine (hereinafter referred to as an “engine” (not shown in FIG. 1)) and an engine cover 18 that covers the engine. In addition to the engine, an electronic control unit (hereinafter referred to as “ECU”) 20 is disposed in an engine room that is an internal space of the engine cover 18. The ECU 20 is composed of a microcomputer equipped with a CPU, ROM, RAM, and the like, and controls the operation of the outboard motor 10.

  The outboard motor 10 is inserted into a power transmission shaft that transmits power from the engine to the propeller 22 and has at least a first gear and a second gear, and the engine output is selected from the gears. A transmission 24 that shifts in stages and transmits it to the propeller 22 and a power tilt trim unit (trim angle adjustment mechanism, hereinafter referred to as “trim angle adjustment mechanism”) that can adjust the tilt angle or trim angle with respect to the hull 12 by tilt up / down or trim up / down. 26). The transmission 24 and the trim unit 26 are controlled by the ECU 20.

  A steering wheel 30 that can be freely rotated by a marine vessel operator (not shown) is disposed near the cockpit 28 of the hull 12. A steering angle sensor 32 is attached to a shaft (not shown) of the steering wheel 30 and outputs a signal corresponding to the steering angle of the steering wheel 30 input by the vessel operator.

  A shift / throttle lever 34 that can be operated by the operator is provided near the cockpit 28. The shift / throttle lever 34 can be swung freely in the front-rear direction from the initial position, and a shift change instruction (forward (forward) / reverse (reverse) / neutral (neutral) switching instruction) from the ship operator and the engine speed Input an adjustment instruction (throttle opening instruction).

  A lever position sensor 36 is attached in the vicinity of the shift / throttle lever 34 and outputs a signal corresponding to the operation position (operation angle) of the shift / throttle lever 34 by the vessel operator.

  A GPS receiver 38 that receives a GPS (Global Positioning System) signal is disposed at an appropriate position of the hull 12. The GPS receiver 38 outputs a signal indicating the position information of the ship 1 obtained from the GPS signal.

  A turning angle sensor (ladder sensor) 40 that detects the turning angle θ of the outboard motor 10 with respect to the hull 12 is attached to the outboard motor 10. The outputs of the steering angle sensor 32, the lever position sensor 36, the GPS receiver 38, and the turning angle sensor 40 are input to the ECU 20.

  FIG. 2 is a partially sectional enlarged side view of the outboard motor 10, and FIG. 3 is an enlarged side view of the outboard motor 10.

  As shown in FIG. 2, the trim unit 26 is disposed in the vicinity of the swivel case 48 and the stern bracket 14. The trim unit 26 is integrally provided with a hydraulic cylinder for adjusting the tilt angle and trim angle, and an electric motor (not shown) for adjusting the tilt / trim angle connected to the hydraulic cylinder via a hydraulic circuit. . The trim unit 26 extends and contracts the hydraulic cylinder for adjusting the tilt angle or trim angle via the electric motor based on the tilt up / down signal or the trim up / down signal from the ECU 20. As a result, the swivel case 48 is rotated about the tilting shaft 16 as the rotation axis, and the outboard motor 10 is tilted up / down or trimmed up / down.

  An engine 50 is mounted on the upper portion of the outboard motor 10. The engine 50 is a spark ignition type water-cooled gasoline engine and has a displacement of 2200 cc. The engine 50 is located on the water surface and is covered by the engine cover 18.

  A throttle body 54 is connected to the intake pipe 52 of the engine 50. The throttle body 54 is provided with a throttle valve 56 and a throttle electric motor 58 for opening and closing the throttle valve 56 is attached. By operating the electric motor 58 for throttle, the throttle valve 56 is opened and closed, the intake air amount of the engine 50 is adjusted, and the engine speed (engine speed) is adjusted.

  The outboard motor 10 is supported so as to be rotatable around a vertical axis, and is supported at its upper end so as to be rotatable around a horizontal axis and a main shaft (power transmission shaft) 60 connected to the crankshaft of the engine 50, and has a propeller at one end thereof. 22 is installed between a propeller shaft (power transmission shaft) 62, a main shaft 60 and a propeller shaft 62, and a first gear and a second gear are set for the forward and reverse gears (reverse). And a transmission 24 having the same.

  The propeller shaft 62 is disposed so that the axis 62a thereof is substantially parallel to the traveling direction of the ship 1 in the initial state of the trim unit 26 (the trim angle θ is the initial angle (0 degree)).

  A valve unit 64 including a plurality of hydraulic valves for controlling the transmission 24 is disposed at a rear position of the transmission 24 (rearward with respect to the traveling direction of the hull 12).

  The main shaft 60 and the valve unit 64 are accommodated in a case 66, and the lower portion of the case 66 constitutes an oil pan 66a that receives hydraulic oil.

  FIG. 4 is a hydraulic circuit diagram schematically showing a hydraulic circuit of the transmission 24.

  As shown in FIGS. 2 and 4, the transmission 24 includes a parallel shaft type stepped type in which a main shaft 60 and a counter shaft 68 connected to the main shaft 60 through a plurality of transmission gears are arranged in parallel. The transmission mechanism. The main shaft 60 and the counter shaft 68 are held in the case 66 by two pairs of bearings 70a and 70b, respectively.

  The transmission 24 will be specifically described. A propeller shaft 62 is connected (coupled) to the countershaft 68 via a pinion gear 72a and a bevel gear 72b at the tip (lower end in FIG. 2). A main second speed gear 74, a main first speed gear 76, a main dog clutch C1, and a main reverse gear 78 are supported on the main shaft 60 from the top of the drawing, and a second speed hydraulic clutch C2 and a counter second speed gear 78 are supported on the counter shaft 68. 80, a counter first speed gear 82, a counter dog clutch CR, and a counter reverse gear 84 are supported.

  The main first speed gear 76 is supported by the main shaft 60 so as to be relatively rotatable, and the counter first speed gear 82 is engaged with the main first speed gear 76 and is supported by the counter shaft 68 so as not to be relatively rotatable. The main second speed gear 74 is supported by the main shaft 60 so as not to rotate relative thereto, and the counter second speed gear 80 is engaged with the main second speed gear 74 and supported by the counter shaft 68 so as to be relatively rotatable.

  The main dog clutch C1 is supported by the main shaft 60 so as not to rotate relative to the main shaft so as to be movable in the axial direction. When the main dog clutch C1 moves a predetermined distance in one axial direction (upward in FIG. First gear 76 is fastened (fixed) to main shaft 60. The second speed hydraulic clutch C2 fastens the counter second speed gear 80 to the counter shaft 68 when the hydraulic pressure from the hydraulic pump 86 driven by the engine 50 is supplied.

  The main reverse gear 78 is supported by the main shaft 60 so as not to be relatively rotatable, and the counter reverse gear 84 is engaged with the main reverse gear 78 and is supported by the counter shaft 68 so as to be relatively rotatable.

  The counter dog clutch CR is supported by the counter shaft 68 so as not to rotate relative to the counter shaft and is movable in the axial direction. When the counter dog clutch CR is moved a predetermined distance in the other axial direction (downward in FIG. The gear 84 is fastened to the counter shaft 68.

  The counter first-speed gear 82 incorporates a one-way clutch 82a that releases the engagement between the counter shaft 68 and the counter first-speed gear 82 when the rotation speed of the counter first-speed gear 82 exceeds a predetermined rotation speed. Therefore, at the time of low rotation, the power from the engine 50 is transmitted to the propeller 22 via the main first speed gear 76 and the counter first speed gear 82, but when the rotation speed increases and the rotation speed exceeds a predetermined rotation speed. The one-way clutch 82a is disconnected, and the power from the engine 50 is not transmitted to the propeller 22 via the main first speed gear 76 or the counter first speed gear 82.

  As shown in FIG. 4, the main dog clutch C1 is connected to the first speed shift actuator 90 via a shift fork 90c. The first-speed shift actuator 90 is an actuator that expands and contracts. When extending, the main dog clutch C1 moves in one axial direction of the main shaft 60, and when contracting, the main dog clutch C1 moves in the other axial direction of the main shaft 60. Move. Specifically, the first-speed shift actuator 90 expands when hydraulic pressure is supplied to one oil chamber 90a, and contracts when hydraulic pressure is supplied to the other oil chamber 90b.

  The counter dog clutch CR is connected to the reverse shift actuator 94 via the shift fork 94c. Similarly to the first speed shift actuator 90, the reverse shift actuator 94 is an actuator that expands and contracts. When the reverse shift actuator 94 is extended, the counter dog clutch CR is moved in one axial direction of the counter shaft 68 and when it is contracted, the counter dog clutch CR is countered. The shaft 68 is moved in the other axial direction. Specifically, the reverse shift actuator 94 expands when hydraulic pressure is supplied to one oil chamber 94a, and contracts when hydraulic pressure is supplied to the other oil chamber 94b.

  A forward shift switch for detecting that the first speed shift actuator 90 is extended by a predetermined distance near the transmission 24 and the main dog clutch C1 is coupled to the main first speed gear 76, and a reverse shift actuator 94 are provided. A reverse shift switch is provided (not shown) for contracting a predetermined distance and detecting that the counter dog clutch CR is coupled to the counter reverse gear 84.

  When the main first speed gear 76 is fastened to the main shaft 60 by the main dog clutch C1, the output of the engine 50 is transmitted to the propeller 22 via the main shaft 60, the main first speed gear 76, the counter first speed gear 82, and the counter shaft 68. First gear is established.

  Further, in a state where the main dog clutch C1 is coupled to the main first speed gear 76 (at this time, the counter dog clutch CR is not coupled to any gear and is in a neutral position), the counter second speed gear 80 is connected to the second speed hydraulic clutch C2. Then, the output of the engine 50 is transmitted to the propeller 22 via the main shaft 60, the main second speed gear 74, the counter second speed gear 80, and the counter shaft 68, and the second speed is established.

  When the counter reverse gear 84 is fastened to the counter shaft 68 by the counter dog clutch CR, the output of the engine 50 is transmitted to the propeller 22 via the main shaft 60, the main reverse gear 78, the counter reverse gear 84, and the counter shaft 68, and reverse is established. To do.

  Further, when the first speed shift actuator 90 contracts, the reverse shift actuator 94 extends and both the main dog clutch C1 and the counter dog clutch CR are in the neutral position (at this time, the second speed hydraulic clutch C2 is off (counter 2 The main shaft 60 and the countershaft 68 are not coupled to each other and are neutral.

  Thus, the coupling between the gear and the shaft by the main dog clutch C1, the second speed hydraulic clutch C2 and the counter dog clutch CR controls the hydraulic pressure supplied from the hydraulic pump 86 to the main dog clutch C1, the second speed hydraulic clutch C2 and the counter dog clutch CR. It is done by doing.

  More specifically, when the hydraulic pump 86 is driven by the engine 50, the hydraulic oil in the oil pan 66a is pumped up by the hydraulic pump 86 and discharged from the discharge port 86a through the oil passage 100a and the strainer 102. The hydraulic fluid discharged from the discharge port 86a is supplied to the first and second switching valves 104a and 104b via the oil passages 100b and 100d, and the first and second electromagnetic solenoid valves 106a and 106a are supplied via the oil passages 100c and 100e. 106b.

  The first switching valve 104a is inserted into oil passages 100b, 100f, 100g connecting the hydraulic pump 86 and the first speed shift actuator 90, and is connected to the oil chamber 90a of the first speed shift actuator 90 via the oil passage 100f. Then, it is connected to the oil chamber 90b of the first speed shift actuator 90 via the oil passage 100g.

  The second switching valve 104b is inserted into oil passages 100b, 100d, 100h, 100i, 100m, and 100n that connect the hydraulic pump 86, the second speed hydraulic clutch C2, and the reverse shift actuator 94, and through the oil passage 100h. The oil chamber 94a of the reverse shift actuator 94 is connected to the oil chamber 94b of the reverse shift actuator 94 via the oil passages 100i and 100m, and is connected to the second speed hydraulic clutch C2 via the oil passages 100i and 100n.

  A movable spool is accommodated in the first and second switching valves 104a and 104b, and the spool is biased to the other end side by a spring on one end side (left end in the figure). First and second electromagnetic solenoid valves 106a and 106b are connected to the other end side through oil passages 100j and 100k.

  Therefore, when the first electromagnetic solenoid valve 106a is turned on (energized), the internal spool is displaced and the oil passages 100c and 100j communicate with each other, and the hydraulic pressure supplied from the hydraulic pump 86 is the spool of the first switching valve 104a. Is output to the other end side. As a result, the spool of the first switching valve 104a is displaced to one end side, and the hydraulic oil in the oil passage 100b is sent to the oil passage 100f and supplied to the oil chamber 90a of the first speed shift actuator 90.

  On the other hand, when the first electromagnetic solenoid valve 106a is turned off (energization is stopped), the internal spool is not displaced, so that the oil passages 100c and 100j do not communicate with each other, and the oil pressure from the oil passage 100c is the pressure of the first switching valve 104a. It is not output to the other end of the spool. Therefore, the spool of the first switching valve 104a remains biased to the other end side by the spring. For this reason, the hydraulic oil in the oil passage 100b is supplied to the oil chamber 90b of the first-speed shift actuator 90 through the oil passage 100g.

  When the second electromagnetic solenoid valve 106b is turned on and the internal spool is displaced, the oil passages 100e and 100k communicate with each other, and the spool of the second switching valve 104b is displaced to one end side. The hydraulic oil is supplied to the third switching valve 104c through the oil passage 100i.

  On the other hand, since the internal spool does not displace when the second electromagnetic solenoid valve 106b is turned off, the hydraulic pressure from the oil passage 100e is not output to the other end of the spool of the first switching valve 104b, and the first switching valve The spool 104b remains biased to the other end side by the spring. Accordingly, the hydraulic oil in the oil passage 100d is supplied to the oil chamber 94a of the reverse shift actuator 94 through the oil passage 100h.

  The third switching valve 104c is inserted into oil passages 100i, 100m, and 100n that connect the second switching valve 104b to the reverse shift actuator 94 or the second speed hydraulic clutch C2, and also to the reverse shift actuator via the oil passage 100m. 94 is connected to the oil chamber 94b, and is connected to the second speed hydraulic clutch C2 via the oil passage 100n.

  A movable spool is also accommodated in the third switching valve 104c. The spool is biased to the other end by a spring on one end side (left end in the figure), and an oil passage 100l is connected to the other end side. The Accordingly, when the first electromagnetic solenoid valve 106a is turned on, the spool of the first switching valve 104a is displaced to one end side, and the hydraulic oil in the oil passage 100b is sent to the oil passage 100f, a part of this hydraulic oil is supplied. Is output to the other end side of the third switching valve 104c through the oil passage 100l. As a result, the spool of the third switching valve 104c is displaced to one end side, the hydraulic oil in the oil passage 100i is supplied to the second-speed hydraulic clutch C2 via the oil passage 100n, and the second-speed hydraulic clutch C2 is turned on ( Engaging with the counter second gear 80).

  On the other hand, when the first electromagnetic solenoid valve 106a is turned off, the spool of the first switching valve 104a is not displaced and remains biased to the other end side by the spring. The hydraulic oil from the oil passage 100l does not act, and the spool of the third switching valve 104c remains biased to the other end side by the spring. Therefore, the hydraulic oil from the oil passage 100i is supplied to the oil chamber 94b of the reverse shift actuator 94 through the oil passage 100m.

  As described above, when the first electromagnetic solenoid valve 106a is turned on and the second electromagnetic solenoid valve 106b is turned off, the hydraulic pressure is supplied to the oil chamber 90a of the first speed shift actuator 90, while the second speed hydraulic clutch. Since the hydraulic pressure is not supplied to C2, the main first speed gear 76 and the main shaft 60 are engaged by the main dog clutch C1, and the first speed is established. At this time, since the reverse shift actuator 94 is supplied with hydraulic pressure to the oil chamber 94a and extends, the counter dog clutch CR is not coupled to the counter reverse gear 84 and is in a neutral position.

  When both the first and second electromagnetic solenoid valves 106a and 106b are turned on, the hydraulic pressure is supplied to the oil chamber 90a of the first speed shift actuator 90 and the second speed hydraulic clutch C2, and therefore the main first speed gear 76 is provided. The main shaft 60 is engaged by the main dog clutch C1, and the counter second speed gear 80 and the counter shaft 68 are engaged by the second speed hydraulic clutch C2 to establish the second speed.

  Further, when the first electromagnetic solenoid valve 106 a is turned off and the second electromagnetic solenoid valve 106 b is turned on, the hydraulic pressure is supplied to the oil chamber 90 b of the first speed shift actuator 90 and the hydraulic pressure is supplied to the oil chamber 94 b of the reverse shift actuator 94. Since the hydraulic pressure is not supplied to the second speed hydraulic clutch C2, the counter reverse gear 84 and the counter shaft 68 are engaged by the counter dog clutch CR, and reverse is established.

  When both the first electromagnetic solenoid valve 106a and the second electromagnetic solenoid valve 106b are turned off, the oil pressure is supplied to the oil chamber 90b of the first speed shift actuator 90 and the oil chamber 94a of the reverse shift actuator 94, so that the main dog clutch Since both C1 and the counter dog clutch CR are in the neutral position and no hydraulic pressure is supplied to the second speed hydraulic clutch C2, the main shaft 60 and the counter shaft 68 are not coupled and become neutral.

  The hydraulic oil (lubricating oil) from the hydraulic pump 86 is also supplied to lubricating parts (for example, the main shaft 60 and the counter shaft 68) via the oil passages 100b and 100o, the regulator valve 108, and the relief valve 110.

  Further, an emergency valve 112 is disposed in the oil passage 100p that bypasses the first switching valve 104a, the first electromagnetic solenoid valve 106a, and the third switching valve 104c. The emergency valve 112 is a manual valve that allows manual shifting to shift gears in the event of a malfunction in the operation of the system.

  As shown in FIG. 3, a throttle opening sensor 120 is disposed in the vicinity of the throttle valve 56 and outputs a signal indicating the opening TH of the throttle valve 56. A crank angle sensor 122 is disposed in the vicinity of the crankshaft of the engine 50, and outputs a pulse signal for each predetermined crank angle. Further, a trim angle sensor 124 is disposed in the vicinity of the tilting shaft 16 and outputs a signal corresponding to the trim angle θ of the outboard motor 10.

  The ECU 20, the sensors, and the GPS receiver 38 are, for example, a communication system (for example, NMEA2000, specifically CAN (Controller Area Network)) standardized by NMEA (National Marine Electronics Association). Connected freely.

  The ECU 20 performs shift control of the transmission 24 and trim angle control for adjusting the trim angle θ by the trim unit 26. Further, the ECU 20 controls the operation of the throttle electric motor 58 based on the output of the lever position sensor 36, and performs throttle opening control for adjusting the throttle opening TH by opening and closing the throttle valve 56.

  Further, the ECU 20 determines the fuel injection amount and ignition timing of the engine 50 based on the input sensor output, supplies the determined injection amount of fuel via the injector 130, and determines it via the ignition device 132. The fuel / intake mixture is ignited according to the ignition timing.

  Thus, the control device for the outboard motor 10 according to this embodiment is a DBW (Drive By Wire) in which the mechanical connection between the operation system (the steering wheel 30 and the shift / throttle lever 34) and the outboard motor 10 is broken. It is a device of the method.

  FIG. 5 is a flowchart showing the shift control operation and trim angle control operation of the ECU 20. The illustrated program is executed by the ECU 20 every predetermined cycle (for example, 100 msec).

  Explaining below, first, at S (step) 10, at the time of forward, a gear position determination process is performed to determine whether the gear position of the transmission 24 should be the first speed or the second speed.

  FIG. 6 is a sub-routine flowchart showing the shift speed determination process. As shown in the figure, in S100, it is determined based on the output values of the forward shift switch and the reverse shift switch whether the main dog clutch C1 is coupled to the main first speed gear 76 and the first speed is established.

  When the result in S100 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S102, and the turning angle α of the outboard motor 10 with respect to the hull 12 is detected based on the output value of the turning angle sensor 40.

  Next, in S104, it is determined whether or not the detected turning angle α is equal to or greater than a predetermined angle α1 (for example, 15 degrees). In the first program loop, the result is normally denied and the process proceeds to S106, where the throttle opening TH is detected from the output value of the throttle opening sensor 120, and the process proceeds to S108 for a predetermined time (for example, 500 msec) of the detected throttle opening TH. Change amount DTH is calculated.

  Next, in S110, whether or not the change amount DTH is less than a predetermined value DTH1 (for example, −0.5 deg) set to a negative value, in other words, the engine 50 is instructed to decelerate the ship 1 by decelerating. It is determined whether or not it is in an operation state to be performed.

  When the result in S110 is negative, the program proceeds to S112, in which it is determined whether or not the bit of the second speed shift flag is 0. As will be described later, this flag bit is set to 1 when shifting from the first speed to the second speed after the end of acceleration.

  Since the initial value of the 2nd speed shift flag is set to 0, the first program loop is normally affirmed and the process proceeds to S114, and the output number of the crank angle sensor 122 is counted to detect the engine speed NE.

  Next, in S116, it is determined whether or not the detected engine speed NE is equal to or higher than the first predetermined speed NE1. The first predetermined rotation speed NE1 will be described later.

  In the program loop immediately after engine startup, the engine speed NE is typically less than the first predetermined speed NE1, so the determination in S116 is negative and the process proceeds to S118, where it is determined whether or not the bit of the acceleration flag is 0. Since the initial value of the bit of the accelerating flag is also set to 0, the first program loop is affirmed and the process proceeds to S120. The acceleration flag will be described later.

  In S120, the operation position LVR of the shift / throttle lever 34 is detected from the output value of the lever position sensor 36. In S122, the operation position LVR of the shift / throttle lever 34 is determined for a predetermined time in the direction in which the throttle valve 56 is opened (for example, The change amount DLVR per 500 msec) is calculated.

  Next, the routine proceeds to S124, where whether or not the change amount DLVR is equal to or greater than the predetermined value DLVR1, in other words, the engine 50 is instructed to accelerate (more precisely, sudden acceleration) and is in an operating state in which the ship 1 is accelerated. It is determined whether or not. Accordingly, the predetermined value DLVR1 is set to a value that can be determined that the engine 50 is instructed to accelerate, for example, 0.5 deg.

  When the result in S124 is negative, the program proceeds to S126 where both the first and second electromagnetic solenoid valves 106a and 106b (shown as "first SOL" and "second SOL" in the figure) are turned on to select the second speed, and S128 Proceed to, and reset the bit of the acceleration flag to 0.

On the other hand, if the determination in S124 is affirmative, that is, if acceleration is instructed to the engine 50, the process proceeds to S130, where a slip ratio (slip ratio) ε indicating the rotation state of the propeller 22 is detected (calculated), and the process proceeds to S132. A change amount Dε of the rate ε per predetermined time (for example, 500 msec) is calculated. The slip ratio ε is calculated based on the theoretical speed Va and the actual speed V of the ship 1, and specifically, is calculated using the following equation (1).
Slip rate ε = (theoretical speed Va (km / h) −actual speed V (km / h)) / theoretical speed Va (km / h) (1)

In equation (1), the navigation speed V is calculated from the output value (position information) of the GPS receiver 38. The theoretical speed Va is calculated based on the operating state of the engine 50 and the transmission 24 and the specifications of the propeller 22 as shown in the following equation (2).
Theoretical speed Va (km / h) = (engine speed NE (rpm) × propeller pitch (inch) × 60 × 2.54 × 10 ⁻⁵ ) / (speed ratio of gear stage) (2)

In equation (2), the propeller pitch is a value indicating a theoretical distance that the ship 1 can travel when the propeller 22 makes one revolution, and the gear ratio of the gear stage is the gear stage currently selected in the transmission 24. For example, the gear ratio at the second speed is 1.9. The numerical value of 60 is for converting the engine speed NE per minute into a value per hour, and the numerical value of 2.54 × 10 ⁻⁵ is for converting the propeller pitch from inches to kilometers. Is.

  Next, in S134, the throttle opening TH of the engine 50 is controlled so as to suppress the increase in the slip ratio ε of the propeller 22 (shown as “TH correction control” in the figure).

  Next, in S136, it is determined whether or not the slip ratio ε is equal to or less than the first predetermined slip ratio ε1 and the change amount Dε is equal to or less than the predetermined slip ratio change amount Dε1. The first predetermined slip ratio ε1 is set to a low value, for example, 0.3, so that it can be determined that the grip force is relatively strong when the slip ratio ε is less than that. Further, the predetermined slip ratio change amount Dε1 is specifically set to zero. That is, S136 is a process for determining whether or not the slip ratio ε has changed in the decreasing direction and the grip force has become relatively strong.

  When the result in S136 is affirmative, the routine proceeds to S138, where the first electromagnetic solenoid valve 106a is turned on and the second electromagnetic solenoid valve 106b is turned off to shift the gear position from the second speed to the first speed (shift down). As a result, the output torque of the engine 50 is amplified by the transmission 24 shifted down to the first speed and transmitted to the propeller 22 to improve acceleration.

  Next, in S140, the bit of the steering control flag is reset to 0. The bit of the steering control in progress flag is set to 1 when the steering control described later is executed.

  Next, in S142, the bit of the acceleration flag is set to 1, and in S144, the bit of the trim-up permission flag (initial value 0) is set to 1. The in-acceleration flag is set to 1 when it is determined that acceleration is instructed to the engine 50 and the gear position is changed from the second speed to the first speed. If the bit of this flag is set to 1, in the next and subsequent program loops, the result in S118 is negative and the processing from S120 to S136 is skipped. In addition, setting the bit of the trim-up permission flag to 1 means that execution of trim-up is permitted, and resetting to 0 means that the engine 50 is instructed to decelerate, for example. It means that there is no need for up.

  In S136, that is, when the slip ratio ε exceeds the first predetermined slip ratio ε1 and the slip ratio change amount Dε exceeds the predetermined slip ratio change amount Dε1, the process proceeds to S146, where the slip ratio ε is the first predetermined slip ratio ε1. It is determined whether or not it is equal to or higher than a second predetermined slip ratio ε2 set higher than the slip ratio ε1. The second predetermined slip ratio ε2 is set to such a value that it can be determined that the gripping force of the propeller 22 is weak when the slip ratio ε is more than that, for example, 0.5. That is, S146 is a process for determining whether or not the slip ratio ε is increased and the gripping force of the propeller 22 is weakened even though the throttle opening TH is corrected in S134.

  When the result in S146 is affirmative, the program proceeds to S148, where the bit of the ignition timing retard flag (initial value 0) is set to 1. When the bit of this flag is set to 1, control for retarding the ignition timing of the engine 50 is performed in a program (not shown). Specifically, the ignition timing calculated based on the engine speed NE or the like is retarded by a predetermined retardation amount (for example, 5 degrees), and the output of the engine 50 is reduced.

  When the output of the engine 50 is reduced, the gripping force of the propeller 22 thereafter increases instantaneously, the slip rate ε decreases, and becomes less than the second predetermined slip rate ε2. In this case, the result of S146 is negative and the program proceeds to S150, where the bit of the ignition timing retard flag is reset to 0, control for retarding the ignition timing of the engine 50 is stopped, and normal ignition timing control is executed.

  By the way, when the gear position is changed to the first speed in S138, the engine speed NE increases and reaches the first predetermined speed NE1 in S116. Therefore, in the program loop after the next time, the determination in S116 is affirmative and the process proceeds to S152. Note that since S116 is a process for determining whether or not the acceleration has ended (the acceleration region is saturated), the first predetermined rotational speed NE1 is set to a relatively high value (for example, 5000 rpm).

In S152, based on the output value of the GPS receiver 38, the navigation acceleration a (m / s ² ) indicating the change amount of the navigation speed V per predetermined time is detected.

  Next, in S154, it is determined whether or not the detected navigation acceleration a is equal to or less than a predetermined value a1, that is, whether or not acceleration using torque amplification at the first speed has ended. On the other hand, when the result is affirmative, the routine proceeds to S156, where the slip ratio ε of the propeller 22 is detected using the equations (1) and (2) as in S130.

  Next, in S158, it is determined whether or not the detected slip ratio ε is equal to or smaller than a third predetermined slip ratio ε3. The third predetermined slip ratio ε3 is set to a low value, for example, 0.3, so that it can be determined that the grip force is relatively strong when the slip ratio ε is less than that. Accordingly, S158 is processing for determining whether or not the gripping force of the propeller 22 is relatively strong.

  When the result in S158 is negative, the process ends. When the result is affirmative, the process proceeds to S160, and both the first and second electromagnetic solenoid valves 106a and 106b are turned on to shift the gear stage from the first speed to the second speed (shift). And the process proceeds to S162, and the bit of the second speed shift flag is set to 1. Further, the process proceeds to S164, and the bit of the steering control flag is reset to 0.

  If the bit of the 2nd speed shift flag is set to 1 in S162, the program loop after the next time is denied in S112 and proceeds to S166. In S166, it is determined whether or not the bit of the steering control flag is 0. When the result is affirmative, the process proceeds to S160. When the result is negative, the process proceeds to S168 and the bit of the trim-up permission flag is set to 1.

  In S110, that is, when the change amount DTH of the throttle opening TH is less than the predetermined value DTH1, in other words, when the engineer instructs the engine 50 to decelerate, the process proceeds to S170, where the first and second The electromagnetic solenoid valves 106a and 106b are both turned on to shift the gear position to the second speed. Thereafter, the process proceeds to S172, S174, S176 to reset the bits of the 2nd speed shift flag, the acceleration flag and the steering control flag to 0, and the process proceeds to S178 to set the bit of the initial trim flag (initial value 0) to 1. set.

  When the bit of the initial trim flag is set to 1, it means that execution of trim down described later is permitted, and when it is reset to 0, it means that trim down is not necessary.

  Further, when the result in S104 is affirmative, that is, when the detected turning angle α is determined to be equal to or larger than the predetermined angle α1, the process proceeds to S180, and the turning control is executed.

  FIG. 7 is a sub-routine flow chart showing the steering control operation. As shown in the figure, in S200, it is determined whether or not the bit of the steering control flag is 0. When the result is negative, the subsequent processing is skipped, while when the result is affirmative, the process proceeds to S202, and the engine speed NE is determined. Is detected.

  Next, the routine proceeds to S204, where it is determined whether or not the engine speed NE is equal to or lower than a second predetermined speed NE2 (for example, 800 rpm), and when the determination is affirmative, that is, when the engine speed NE is at an idle speed or a speed close thereto. Advances to the processing from S206 to execute fixed-point turning.

  In S206, whether or not the outboard motor to be controlled is an outboard motor on the inner side in the turning direction, in other words, which outboard motor of the first outboard motor 10A and the second outboard motor 10B is on the inner side in the turning direction. It is determined from the turning angle α whether the motor is an outboard motor. Specifically, the turning angle α is detected, and when it is determined that the detected turning angle α is turned counterclockwise (clockwise), the turning direction of the first outboard motor 10A on the left side in the traveling direction is turned. The second outboard motor 10B on the right side in the traveling direction is determined as the outboard motor on the outer side in the turning direction.

  On the other hand, when it is determined that the turning angle α is turned clockwise (counterclockwise), the second outboard motor 10B on the right side in the traveling direction is determined as the outboard motor on the inner side in the turning direction, and the second outboard motor on the left side in the traveling direction is determined. One outboard motor 10A is defined as an outboard motor on the outer side in the turning direction.

  If it is affirmative in S206, that is, if it is determined that the outboard motor to be controlled is an outboard motor inside the turning direction, the process proceeds to S208, and fixed point turning control is executed for the outboard motor inside the turning direction. If NO, that is, if it is determined that the outboard motor to be controlled is an outboard motor on the outer side in the turning direction, the process proceeds to S210, and fixed point turning control is executed for the outboard motor on the outer side in the turning direction.

  The fixed-point turning control (S208) of the outboard motor on the inner side in the turning direction means that the operation of the transmission 24 is controlled so as to reverse the gear position. S210) refers to controlling the operation of the transmission 24 so that the gear position is set to the first speed. By controlling in this way, a smooth fixed point turning of the hull 12 becomes possible.

  If NO in S204, that is, if the engine speed NE exceeds the second predetermined speed NE2, the process proceeds to S212, and it is determined whether the engine speed NE exceeds the third predetermined speed NE3 (predetermined speed). . Since S212 is processing for determining whether or not the hull 12 is steered near the maximum speed, the third predetermined rotational speed NE3 is set to, for example, 5000 rpm.

  When the result in S212 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S214, and the slip ratio ε of the propeller 22 is detected.

  Next, in S216, it is determined whether or not the detected slip ratio ε is equal to or greater than a fourth predetermined slip ratio ε4 (predetermined slip ratio). When the result is negative, the subsequent processing is skipped, while when the result is affirmative, the process proceeds to S218. The first electromagnetic solenoid valve 106a is turned on and the second electromagnetic solenoid valve 106b is turned off to shift the gear position to the first speed. The fourth predetermined slip ratio ε4 is set to a value that can be determined that the grip force is relatively strong, for example, 0.3, for example, similarly to the first predetermined slip ratio ε1.

  As described above, in the processes from S104 and S212 to S218, the turning angle α is determined to be equal to or greater than a predetermined angle α1 (for example, 15 degrees) (S104), and the engine speed NE is set to the third predetermined speed NE3 (for example, 5000 rpm). When it is determined that the transmission speed exceeds (S212), in other words, when a relatively large turning (large turning) is detected near the maximum speed, the transmission 24 is selected so as to select a gear position based on the slip ratio ε. The operation is controlled (S216, S218, etc.).

  Specifically, when a large turning is detected near the maximum speed, when the slip ratio ε is equal to or greater than the fourth predetermined slip ratio ε4, that is, when the grip force is weak and the slip is large, the gear position is set to the first speed. Control is performed to reduce the slip ratio. When the slip ratio ε is less than the fourth predetermined slip ratio ε4 and the grip force is strong (or the grip force is recovered) and the slip is small, the gear position is set to the second speed (remains). It is to make.

  The steering control shown in the flowchart of FIG. 7 is performed for each outboard motor. Therefore, for example, in the case of the ship 1 including two outboard motors 10A and 10B as in the present embodiment, the steering control is performed for each outboard motor 10A or 10B. Specifically, the slip ratio ε is detected for each outboard motor 10A or 10B, and each gear position is selected based on each slip ratio ε.

  Next, in S220, the bit of the steering control in progress flag is set to 1, and the process is terminated.

  Returning to the description of the flow chart of FIG. 6, the process then proceeds to S182 where the bit of the initial trim flag is set to 1 and the process ends.

  Returning to the description of the flow chart of FIG. 5, next, the process proceeds to S <b> 12, and a trim-up determination process is performed to determine whether or not to perform trim-up of the outboard motor 10.

  FIG. 8 is a sub-routine flowchart showing the trim-up determination process. As shown in the figure, it is determined in S300 whether or not the bit of the trim-up permission flag is 1, and if it is negative, there is no need for trim-up, so that the process proceeds to S302 to stop the trim-up. If the determination is affirmative, the process proceeds to S304, in which it is determined whether the trim angle θ is less than a predetermined angle θ1 (for example, 10 degrees).

  When the result in S304 is affirmative, the program proceeds to S306, in which the trim unit 26 is operated to execute trim-up. To be exact, the trim-up is started, but when the result is negative, the program proceeds to S302 and the trim-up is stopped.

  Returning to the description of the flow chart of FIG. 5, next, the process proceeds to S14, where the trim down of the outboard motor 10 is executed to initialize (initialize) the trim angle θ, that is, whether the trim angle θ should be the initial angle. The initial trim determination process is performed.

  FIG. 9 is a sub-routine flowchart showing the initial trim determination process. As shown in the figure, in S400, it is determined whether or not the bit of the initial trim flag is 1. When the result is negative, trimming is not performed, so the subsequent processing is skipped, while when the result is positive, S402. Then, it is determined whether or not the trim angle θ is the initial angle θ0 (specifically, 0 degree).

  When the result in S402 is negative, the program proceeds to S404, where the trim unit 26 is operated to start trim down. Thereafter, when the trim angle θ becomes the initial angle θ0 (returns), the result is affirmative in S402 and the process proceeds to S406, the bit of the initial trim flag is reset to 0, the process proceeds to S408 and the trim down is stopped and the process is performed. finish.

  Thus, when the turning control is executed (S180), the bit of the initial trim flag is set to 1 (S182), and the trim angle θ is reset to the initial angle θ0 (0 degree) (S400 to S408). . That is, when large turning is detected near the maximum speed, as described above, the gear position is selected based on the slip ratio ε, and the trim angle θ is reset to the initial angle θ0 (0 degree). On the other hand, when the turning angle α is less than the predetermined angle α1, a process of returning the trim angle θ to the predetermined angle θ1, that is, a process of trimming up (returning) the trim angle θ to the angle before the turning is executed (S300). To S306).

  FIG. 10 is a time chart for explaining a part of the above processing. As shown in the figure, at time t1, the shift / throttle lever 34 is in the forward position (the output voltage of the lever position sensor 36 is a value indicating the forward position (eg, 4.5 V)) (S100), and the turning angle sensor 40 is turned on. And the engine revolution speed NE of the first and second outboard motors 10A and 10B exceeds 5000 rpm (S212), the first and second outboard motors. Trim down of 10A and 10B is started (S182, S400 to S408). This trim down is controlled so that the trim angle becomes the initial angle θ0 (0 degree) (S402).

  Next, at time t2, since the slip ratio ε of the propeller 22 of the first outboard motor 10A becomes equal to or greater than the fourth predetermined slip ratio (predetermined slip ratio) ε4 (30%), the first speed of the transmission 24 of the first outboard motor 10A is increased. The second solenoid valve 106b (shown as “second SOL” in the figure) is turned off (the first solenoid valve 106a (shown as “first SOL” in the figure remains on)), and the gear position is changed to the first speed (S216). , S218). Since the slip ratio ε of the propeller 22 of the second outboard motor 10B is less than the fourth predetermined slip ratio εt4, the first solenoid valve 106a and the second solenoid valve 106b of the transmission 24 of the second outboard motor 10B are on. That is, the gear stage remains at the second speed.

  Since the turning angle α has returned to less than the predetermined angle α1 at time t3 (S104), the second solenoid valve 106b of the transmission 24 of the first outboard motor 10A is turned on to shift the gear position to the second speed (S160). . Also, trimming up of the first and second outboard motors 10A and 10B is started and the trim angle θ is controlled to return to the angle before turning (predetermined angle θ1, for example, 10 degrees) (S168, S300 to S306). ).

  As described above, in the embodiment of the present invention, the power transmission shaft (the main shaft 60, the propeller shaft 62, the propeller shaft 62, which can be attached to the hull 12 and transmits the power from the internal combustion engine (engine) 50 to the propeller 22 is provided. And a plurality of selectable shift stages including at least a first speed and a second speed, and the output of the internal combustion engine is shifted at a selected shift stage among the plurality of shift stages. In the control device of the outboard motor 10 (10A, 10B) provided with the transmission 24 that transmits to the propeller, the engine speed detecting means (crank angle sensor 122. ECU20, S202 for detecting the engine speed NE of the internal combustion engine). ), A turning angle detection means (steering angle sensor 40. ECU20, S102) for detecting a turning angle α of the outboard motor with respect to the hull, and a theoretical speed of the hull. Slip rate detection means (ECU20, S214) for detecting the slip rate ε of the propeller based on Va and the actual speed V, and at least the detected when the detected turning angle α is less than a predetermined angle α1 While selecting one of the plurality of gears based on the engine speed NE (ECU 20, S104, S138, S160, etc.), the detected turning angle α is equal to or greater than the predetermined angle α1. A transmission control means (ECU20; S104, S216, S218) that controls the operation of the transmission so as to select any one of the plurality of gears based on the detected slip ratio ε. ), That is, when the hull 12 is steered by a predetermined angle α1 or more, the gear position is selected based on the slip rate ε. And cavitation can be effectively suppressed. For this reason, for example, even when a large steering occurs, the direction can be smoothly changed or turned. Further, there is no need to finely adjust the throttle opening, for example, in order to smoothly change direction and turn.

  Further, the transmission control means, when the detected turning angle α is not less than the predetermined angle α1, and the detected engine speed NE is not less than a predetermined speed (third predetermined speed) NE3, Based on the detected slip ratio ε, the operation of the transmission 24 is controlled so as to select any one of the plurality of gears (ECU20. S104, S212, S216, S218). As a result, cavitation can be effectively suppressed even when a large turning is performed in the vicinity of the maximum speed, so that the vehicle can turn smoothly.

  The transmission control means is configured to select the first speed of the plurality of shift stages when the detected slip ratio ε is equal to or greater than a predetermined slip ratio (fourth predetermined slip ratio) ε4. Since the operation of ECU 24 is controlled (ECU20, S216, S218), cavitation can be more effectively suppressed, and thus the vehicle can turn smoothly.

  Further, the transmission control means is configured to change the speed of the second gear or more among the plurality of shift speeds when the detected turning angle α becomes less than the predetermined angle α1 after becoming the predetermined angle α1 or more. Since the operation of the transmission 24 is controlled so as to select a gear (ECU20. S104, S126, S160, S170), it is possible to smoothly shift to normal navigation after the completion of steering.

  Further, when the trim angle adjustment mechanism (trim unit) 26 capable of adjusting the trim angle θ with respect to the hull by trimming up / down, and when the detected turning angle α is equal to or greater than the predetermined angle α1, the trim angle θ is Since the trim angle control means (ECU20, S104, S182, S400 to S408) for controlling the operation of the trim angle adjusting mechanism 26 so as to be the initial angle (0 degree) is provided, the vehicle can turn more smoothly. become.

  Further, the trim angle control means is configured so that when the detected turning angle α becomes equal to or larger than the predetermined angle α1 and becomes less than the predetermined angle α1, the trim angle θ becomes the predetermined angle θ1. Since the operation of the trim angle adjusting mechanism 26 is controlled (ECU 20, S104, S168, S300 to S306), the vehicle can smoothly shift to normal navigation after the turning is completed.

  Further, since the outboard motor is configured to include at least two outboard motors (the first outboard motor 10A and the second outboard motor 10B), each of the outboard motors 10A and 10B is based on the slip ratio ε of the propeller 22 respectively. Because the transmission 24 of the outboard motors 10A and 10B can be controlled, finer control according to the situation is possible, and cavitation can be more effectively suppressed, so that the vehicle can turn smoothly. Become.

  In the embodiment, the ship 1 having two outboard motors 10A and 10B has been described as an example. However, the number of outboard motors may be one, and even a ship having three or more outboard motors. The present invention applies.

  Further, a predetermined angle α1, a predetermined value DTH1, a predetermined value DLVR1, a first predetermined rotational speed NE1, a second predetermined rotational speed NE2, a third predetermined rotational speed NE3, a first predetermined slip ratio ε1, a second predetermined slip ratio ε2, 3 The predetermined slip ratio ε3, the fourth predetermined slip ratio ε4, the predetermined slip ratio change amount Dε1, the initial angle θ0, the predetermined angle θ1, the exhaust amount of the engine 50, and the like are shown as specific values, but these are only examples. It is not limited.

10 (10A, 10B) Outboard motor, 12 hull, 20 ECU (electronic control unit), 22 propeller, 24 transmission, 26 trim unit (trim angle adjustment mechanism), 40 turning angle sensor (steering angle detection means) , 50 engine (internal combustion engine), 60 main shaft (power transmission shaft), 62 propeller shaft (power transmission shaft), 68 counter shaft (power transmission shaft), 122 crank angle sensor (engine speed detection means)

Claims (7)

  The internal combustion engine has a plurality of selectable shift stages including at least a first speed and a second speed, which can be attached to the hull and is inserted into a power transmission shaft that transmits power from the internal combustion engine to the propeller. In an outboard motor control device comprising a transmission that changes the speed at a selected speed among the plurality of speeds and transmits it to the propeller, the engine speed detecting means for detecting the engine speed of the internal combustion engine Turning angle detecting means for detecting a turning angle of the outboard motor with respect to the hull, slip ratio detecting means for detecting a slip ratio of the propeller based on a theoretical speed and an actual speed of the hull, When the detected turning angle is less than a predetermined angle, one of the plurality of shift speeds is selected based on at least the detected engine speed, while the detected turning angle is The predetermined angle And a transmission control unit configured to control the operation of the transmission so as to select any one of the plurality of gears based on the detected slip ratio. Outboard motor control device.   When the detected turning angle is equal to or greater than the predetermined angle and the detected engine speed is equal to or greater than the predetermined speed, the transmission control means is configured to change the plurality of shift speeds based on the detected slip ratio. 2. The outboard motor control device according to claim 1, wherein an operation of the transmission is controlled so as to select any one of the gears.   The transmission control means controls the operation of the transmission so as to select the first speed among the plurality of shift stages when the detected slip ratio is equal to or greater than a predetermined slip ratio. Item 3. The outboard motor control device according to Item 1 or 2.   The transmission control means is configured to select a second gear or more among the plurality of gears when the detected turning angle is less than the predetermined angle after the detected turning angle is greater than or equal to the predetermined angle. 4. The outboard motor control apparatus according to claim 3, wherein the operation of the transmission is controlled.   A trim angle adjusting mechanism capable of adjusting a trim angle with respect to the hull by trimming up / down, and the trim angle adjusting mechanism so that the trim angle becomes an initial angle when the detected turning angle is equal to or larger than the predetermined angle. 5. The outboard motor control device according to claim 1, further comprising trim angle control means for controlling the operation of the outboard motor.   The trim angle control means operates the trim angle adjustment mechanism so that the trim angle becomes a predetermined angle when the detected turning angle becomes equal to or greater than the predetermined angle and then becomes less than the predetermined angle. 6. The outboard motor control device according to claim 5, wherein the control is performed. The outboard motor control device according to any one of claims 1 to 6, comprising at least two outboard motors.

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