JP6698911B1 - Outboard motor controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: There is a problem that a pumping loss is large when a foot pedal is once loosened or released, and a resistance of water becomes a heavy load, so that a ship speed is rapidly reduced. A first ECU provided on a ship allows a predetermined amount of change in a foot throttle operation signal when a target throttle valve opening value of an internal combustion engine is calculated based on the foot throttle operation signal. When included in the range, the second ECU provided in the outboard motor is configured to calculate the target throttle valve opening value based on an average value of sampled values of the foot throttle operation signal. An outboard motor control device for controlling the opening of a throttle valve of an internal combustion engine of an outboard motor based on a target throttle valve opening value calculated by the first ECU. [Selection diagram] Figure 1

Description

  The present application relates to an outboard motor control device mounted on a ship.

  As is well known, an outboard motor mounted on a ship includes a propulsion device such as a screw and an internal combustion engine that drives the propulsion device. The internal combustion engine of the outboard motor is configured to control the thrust of the propulsion device of the outboard motor by controlling the output by controlling the opening/closing of the throttle valve. May be performed by a hand throttle operating means by a manual remote controller or by a foot throttle operating means by a foot pedal operated by a foot.

  In the case of the hand throttle operation means, the opening value of the throttle valve of the internal combustion engine is changed by changing the inclination angle of the hand throttle lever within, for example, a predetermined angle range between the traveling direction and the reverse direction of the ship. Change. Therefore, if the operating lever is continuously held at a constant angular position, the opening value of the throttle valve is maintained at a constant opening value, the rotational speed of the internal combustion engine is maintained at a constant value, and the vessel is operated at a constant speed. Can be made

  On the other hand, in the case of the foot throttle operating means, the opening value of the throttle valve is configured to be controlled according to the depression amount of the foot pedal. It depends on the amount of foot pedal depression by the operator's foot.

  Further, in an internal combustion engine control device of a ship, instead of a mechanical throttle valve control system in which an accelerator and a throttle valve are linked by using a cable, a sensor for detecting the operation amount of the accelerator is used to link the accelerator and the throttle valve. An electronic throttle valve control method (DBW: Drive-By-Wire) may be used (see, for example, Patent Document 1).

Japanese Patent No. 4190855

  In a four-wheeled vehicle, it is easy to maintain the rotation speed of the internal combustion engine, and thus the vehicle speed, at a constant value by depressing the accelerator pedal by a certain amount with the user's foot. However, the outboard motor mounted on a ship is constantly subjected to a load that changes due to waves and water currents, and the hull itself is prone to sway due to external disturbances. It is difficult to operate with a pedal. Further, in the case of an outboard motor, even if the throttle valve opening value is kept constant, the rotation speed of the internal combustion engine cannot always be kept constant due to the influence of disturbance. In addition, it is common that only one gear is attached to the outboard motor, and pumping loss is large when the foot pedal is once released or released, and water resistance causes a high load. However, the internal combustion engine rotation speed and the ship speed may suddenly decrease. Therefore, even if the operation of the foot pedal is temporarily stopped as in a four-wheeled vehicle, in the case of an outboard motor, the rotational speed of the internal combustion engine, and thus the navigation speed of the ship, may drop rapidly.

  The present application discloses a technique for solving the above-mentioned problems, and an object thereof is to provide a control device for an outboard motor that can easily maintain a constant sailing speed of a ship with a foot pedal. To do.

The outboard motor control device disclosed in the present application is
An outboard motor control device that uses an electronic throttle valve control system that enables an outboard motor equipped with an internal combustion engine that drives a propulsion device to be controlled by a foot pedal and a hand throttle lever provided on the ship. There
A first ECU provided in the ship,
A second ECU provided in the outboard motor;
Equipped with
The first ECU is
A foot throttle operation signal corresponding to the operation amount of the foot pedal and a hand throttle operation signal corresponding to the operation amount of the hand throttle lever are input,
A target throttle valve opening value of the internal combustion engine is calculated based on the foot throttle operation signal or the hand throttle operation signal, and a target shift position of the propulsion device is calculated based on the hand throttle operation signal. Is composed of
When the target throttle valve opening value of the internal combustion engine is calculated based on the foot throttle operation signal, and the change amount of the foot throttle operation signal is within a predetermined allowable range, the foot throttle operation signal Is configured to calculate the target throttle valve opening value based on the average value of the sampled values,
When the depression of the foot pedal is gently returned compared to the normal time, the target throttle valve opening value is held constant,
When the foot pedal is stepped on more rapidly than in normal times, or when the target shift position is shifted to the neutral position, the holding of the target throttle valve opening value is released,
The display device is configured to display differently when the target throttle valve opening value is held constant and when the target throttle valve opening value is released, and the user of the ship can be informed. Was
The second ECU is
An opening value of the throttle valve of the internal combustion engine is controlled based on the target throttle valve opening value transmitted from the first ECU, and a shift position of the propulsion device is controlled based on the target shift position. Is composed of,
It is characterized by

  According to the internal combustion engine control device for a ship disclosed in the present application, an electronic device that enables an outboard motor including an internal combustion engine that drives a propulsion device to be controlled by a foot pedal and a hand throttle lever provided on the ship A control device for an outboard motor using a throttle valve control method, comprising: a first ECU provided in the ship; and a second ECU provided in the outboard motor. The ECU receives a foot throttle operation signal corresponding to the operation amount of the foot pedal and a hand throttle operation signal corresponding to the operation amount of the hand throttle lever, and outputs the foot throttle operation signal or the hand throttle operation signal to the ECU. The target throttle valve opening value of the internal combustion engine is calculated based on the above, and the target shift position of the propulsion device is calculated based on the hand throttle operation signal, and the target throttle valve opening value is calculated based on the foot throttle operation signal. When calculating the target throttle valve opening value of the internal combustion engine, when the change amount of the foot throttle operation signal is within a predetermined allowable range, based on the average value of the values sampled from the foot throttle operation signal. Is configured to calculate the target throttle valve opening value, and the second ECU opens the throttle valve of the internal combustion engine based on the target throttle valve opening value transmitted from the first ECU. Since it is configured to control the degree value and control the shift position of the propulsion device based on the target shift position, the outboard motor of the outboard motor that can easily keep the navigation speed of the boat constant by the foot pedal. A control device can be obtained.

FIG. 1 is an overall configuration diagram when a control device for an outboard motor according to Embodiment 1 is applied to a ship. 5 is a flowchart showing a throttle valve opening calculation operation by using a foot pedal in the outboard motor control device according to the first embodiment. 3 is a flowchart showing details of the processing in step S201 of FIG. 3 is a flowchart showing details of the processing in step S202 of FIG. 3 is a flowchart showing details of the processing in step S203 of FIG. 3 is a flowchart showing details of the processing in step S204 of FIG. 3 is a flowchart showing details of the processing in step S205 of FIG. 6 is a flowchart showing details of the processing in step S206 of FIG. 3 is a flowchart showing details of the processing in step S207 of FIG. 3 is a flowchart showing details of the processing in step S208 of FIG. 3 is a flowchart showing details of the processing in step S208 of FIG. 6 is a flowchart showing details of the processing in step S209 of FIG. 7 is a timing chart illustrating a throttle valve opening calculation operation when using a foot pedal in the outboard motor control apparatus according to the first embodiment. 7 is a timing chart for explaining another operation of calculating the throttle valve opening when the foot pedal is used in the control device for an outboard motor according to the first embodiment. 3 is a block diagram showing an example of the configuration of an ECU according to the first embodiment. FIG.

Embodiment 1.
Hereinafter, a case where the control device for an outboard motor according to the first embodiment is applied to a ship will be described with reference to the drawings. The outboard motor control apparatus according to the first embodiment uses a DBW method that enables control of the outboard motor by means of a foot pedal as a foot throttle operating means and a hand throttle lever as a hand throttle operating means. is there.

  First, the overall configuration of the outboard motor control device according to the first embodiment will be described. FIG. 1 is an overall configuration diagram when the outboard motor control device according to the first embodiment is applied to a ship. In FIG. 1, the boat 11 has a boat remote controller 100 having a hand throttle lever 101 as a hand throttle operating unit, a foot pedal 200 as a foot throttle operating unit, and a user confirms the current state of the outboard motor 21 and the boat 11. Also, a gauge 30 capable of performing necessary operations, a target opening value of a throttle valve of an internal combustion engine provided in the outboard motor 21, a target shift position of a transmission provided in the outboard motor 21, and the like are commanded. A first ECU (Electronic Control Unit) 10 is provided. The outboard motor 21 mounted on the stern of the marine vessel 11 is configured by integrating an internal combustion engine, a propulsion device such as a screw, and a transmission, and includes a second ECU 20 as a control means for controlling the internal combustion engine. I have it.

  The boat remote controller 100 includes a hand throttle lever 101 and a hand accelerator position sensor (Hand Axel Position Sensor) 102. The hand throttle lever 101 can be tilted from the neutral shift position N to the forward shift position F or from the neutral shift position N to the reverse shift position R within a predetermined maximum angular range. By tilting the hand throttle lever 101 from the neutral shift position N to the forward shift position F, the transmission of the outboard motor 21 is shifted to the forward shift position to drive the boat 11 forward, and the hand throttle lever 101 is moved to the neutral shift position N. By tilting from the reverse shift position R to the reverse shift position R, the transmission of the outboard motor 21 can be shifted to the reverse shift position to drive the boat in the reverse direction.

  The inclination angle of the hand throttle lever 101 from the neutral shift position N to the forward shift position F corresponds to the required opening value for the throttle valve of the internal combustion engine when the outboard motor 21 is driven forward, and the reverse shift is performed from the neutral shift position N. The inclination angle of the hand throttle lever 101 to the position R corresponds to the required opening value for the throttle valve of the internal combustion engine when the outboard motor 21 is driven in reverse. The hand accelerator position sensor 102 generates a hand throttle operation signal HAPS (hereinafter referred to as HAPS) including information corresponding to a shift position and a tilt angle of the hand throttle lever 101, and the generated HAPS is transmitted via a signal line a1. Input to the first ECU 10.

  The foot pedal 200 as a foot throttle operating means includes a foot accelerator position sensor 201 that detects the amount of depression of the user with respect to the foot pedal 200. The amount of depression of the foot pedal 200 by the user corresponds to a required opening value of the throttle valve of the internal combustion engine of the outboard motor 21. The foot accelerator position sensor 201 generates a foot throttle operation signal FAPS (hereinafter referred to as FAPS) including information corresponding to the amount of depression of the foot pedal 200 by the user, and the generated FAPS is transmitted via the signal line a2. Input to the first ECU 10 in.

  When the user uses the ship remote controller 100 to operate the ship, the HAPS detected by the hand accelerator position sensor 102 is input to the first ECU 10 via the signal line a1. The first ECU 10 determines the required throttle valve opening value corresponding to the inclination angle of the hand throttle lever 101 and the required shift position corresponding to the shift position of the hand throttle lever 101 based on the input HAPS.

  The first ECU 10 in the ship 11 receives the required throttle valve opening value determined based on the HAPS from the hand accelerator position sensor 102 and the second ECU 20 in the outboard motor 21 via the signal line b to receive the ship. From the operating state obtained based on the operating state signal OSS indicating the operating states of the internal combustion engine of the outboard motor 21 and the transmission, the target throttle valve opening from the fully closed to the fully open throttle valve for the internal combustion engine of the outboard motor 21 is performed. The degree value is determined, and the target shift position is determined based on the required shift position based on HAPS input from the hand accelerator position sensor 102.

  On the other hand, when the user uses the foot pedal 200 to operate the boat, FAPS detected by the foot accelerator position sensor 201 is input to the first ECU 10 via the signal line a2. The first ECU 10 determines the required opening degree value of the throttle valve corresponding to the depression amount of the foot pedal 200 based on the input FAPS. Further, the first ECU 10 determines that the required shift position is one of the forward shift position F, the neutral shift position N, and the reverse shift position R, based on the HAPS input from the hand accelerator position sensor 102 described above. Determine whether.

  The first ECU 10 provided in the boat 11 determines the above-described required throttle valve opening degree value determined based on FAPS from the foot accelerator position sensor 201 and the second ECU 20 in the outboard motor 21 through the signal line b. From the operating state of the internal combustion engine obtained based on the operating state signal OSS described above indicating the operating state of the outboard motor 21 received via The throttle valve opening value is determined, and the target shift position is determined based on the required shift position based on HAPS input from the hand accelerator position sensor 102.

  Further, the first ECU 10 sets the target throttle valve opening value determined based on the HAPS input via the signal line a1 or the FAPS input via the signal line a2 as the throttle valve opening command value, The target shift position determined based on the HAPS input via the signal line a1 is transmitted to the second ECU 20 of the outboard motor 21 via the signal line b as the shift position command value, and via the signal line b. To the second ECU 20 of the outboard motor 21.

  The second ECU 20 that has received the throttle valve opening command value outputs the throttle valve opening value to the actuator via the throttle link mechanism of the internal combustion engine so that the throttle valve opening matches the throttle valve opening command value. The actuator so that As a result, the internal combustion engine draws in the intake air amount corresponding to the opening value of the throttle valve, and produces the output requested by the user. Further, the second ECU 20 that has received the shift position command value outputs the shift position of the forward shift position F, the neutral shift position N, or the reverse shift position R via the shift link mechanism and the shift mechanism, and the outboard The transmission of the machine 21 is caused to perform the shift operation.

  The second ECU 20 of the outboard motor 21 outputs the actual operating condition signal OSS of the outboard motor including the rotational speed of the internal combustion engine, the actual opening value of the throttle valve, the actual shift position of the transmission, and the signal line b. To the first ECU 10 of the ship.

  Next, in the outboard motor control apparatus according to the first embodiment configured as described above, the internal combustion engine of the outboard motor 21 when the outboard motor 21 is controlled by the foot pedal 200 as the foot throttle operating means. The throttle valve opening calculation process of is described in detail. FIG. 2 is a flowchart showing a throttle valve opening calculation operation by using a foot pedal in the outboard motor control apparatus according to the first embodiment, and shows the throttle valve opening calculation operation by the first ECU 10. .. The main processing of the throttle valve opening calculation shown in FIG. 2 is repeatedly executed every 5 [ms].

  In FIG. 2, first, in step S201, the first ECU 10 determines in advance a conversion value (hereinafter, referred to as “A/D value”) of a FAPS analog value converted from a foot accelerator position sensor 201 into a digital value. The change amount ΔFAPS at the given time is calculated. FIG. 3 is a flowchart showing details of the processing in step S201 of FIG. In FIG. 3, in step S301, the first ECU 10 sets the A/D value of FAPS corresponding to the depression amount of the foot pedal 200 detected by the foot accelerator position sensor 201 by the user as a predetermined time, for example. The change amount ΔFAPS at 100 [ms] is calculated.

  Specifically, in step S301, the first ECU 10 sets the A/D of FAPS 100 [ms] before the current A/D value of FAPS input from the foot accelerator position sensor 201 via the signal line a2. A change amount ΔFAPS, which is a value obtained by subtracting the D value, is calculated. This change amount ΔFAPS is a variable amount. The process according to FIG. 3 constitutes a foot throttle operation signal change amount detecting means in the first ECU 10.

  Next, proceeding to step S202 in FIG. 2, the first ECU 10 processes the FAPS holding preparation counter. The process in step S202 is the output of the foot accelerator position sensor 201 based on the change amount ΔFAPS in a predetermined time in the FAPS calculated in step S201 of FIG. 2, that is, step S301 of FIG. This is a process for determining the stable state of FAPS.

  FIG. 4 is a flowchart showing details of the process in step S202 of FIG. 4, in step S401, the first ECU 10 determines that the FAPS A/D value change amount ΔFAPS calculated in step S201 of FIG. 2 and step S301 of FIG. 3 has a first allowable value (for example, +1. It is determined whether it is smaller than 0 [V]). If the result of determination in step S401 is that the amount of change ΔFAPS in FAPS A/D value is smaller than the first allowable value (YES), the flow proceeds to step S402.

  In step S402, the first ECU 10 determines whether or not the change amount ΔFAPS of the A/D value of FAPS is larger than a second allowable value (for example, −1.0 [V]), and the change amount ΔFAPS. If is larger than the second allowable value (YES), the process proceeds to step S404. In step S404, first ECU 10 counts up the FAPS holding preparation counter for holding FAPS from foot accelerator position sensor 201, and finishes the processing of the FAPS holding preparation counter. The FAPS holding preparation counter is incremented in step S404 as [FAPS holding preparation counter (previous value)+5 ms].

  On the other hand, if the result of determination in step S401 is that the amount of change in FAPS A/D value ΔFAPS is greater than or equal to the first allowable value (NO), the flow proceeds to step S403. Further, as a result of the determination in step S402, if the change amount ΔFAPS of the FAPS A/D value is equal to or smaller than the second allowable value (NO), the process proceeds to step S403. When proceeding to step S403, the first ECU 10 resets the count value of the FAPS holding preparation counter to 0 [ms] and ends the processing of the FAPS holding preparation counter. If the determination result in step S401 is “NO” or the determination result in step S402 is “NO”, it means that the FAPS A/D value change amount ΔFAPS is equal to the first allowable value and the second allowable value. It means that it does not exist within the allowable range consisting of, that is, is outside the allowable range, and in this case, the count value of the FAPS holding preparation counter is reset to 0 [ms].

  As described above, the processing in step S202, that is, the processing in steps S401 and S402 is processing for determining the stable state of FAPS, which is the output of the foot accelerator position sensor 201. The processing shown in FIG. 4 constitutes FAPS holding preparation counter processing means in the first ECU 10.

  Next, when proceeding from step S202 to step S203 in FIG. 2, in step S203, the first ECU 10 processes the FAPS holding determination counter. FIG. 5 is a flowchart showing details of the process in step S203 of FIG. In FIG. 5, in step S501, the first ECU 10 causes the value of the FAPS holding preparation counter counted up in step S404 to be a predetermined FAPS stability determination period, for example, 3000 [ms] (=3 [sec]. ]) It is determined whether or not the above holds.

  As a result of the determination in step S501, if it is determined that the counted-up value of the FAPS holding preparation counter continues for the FAPS stability determination period of 3000 [ms] or more (YES), the process proceeds to step S502. In step S502, the first ECU 10 determines whether or not the engine is stall (Engine Stall). If it is determined that the engine is not stall (YES), the process proceeds to step S504. In step S504, the first ECU 10 increments the FAPS holding determination counter. The FAPS holding determination counter is incremented in step S504 by adding 5 [ms] to the previous value of the FAPS holding determination counter.

  On the other hand, as a result of the determination in step S501, if it is determined that the counted up value of the FAPS holding preparation counter is not continued for the FAPS stability determination period of 3000 [ms] or more (NO), the process proceeds to step S503. If the result of determination in step S502 is engine stall (NO), processing proceeds to step S503. When the processing proceeds to step S503, the first ECU 10 resets the count value of the FAPS holding determination counter to 0 [ms] and ends the processing of the FAPS holding determination counter. The process of FIG. 5 constitutes the FAPS holding determination counter processing means in the first ECU.

  Next, in FIG. 2, when the process proceeds from step S203 to step S204, in step S204, the first ECU performs a throttle hold mode process. FIG. 6 is a flowchart showing details of the processing in step S204 of FIG. In FIG. 6, in step S601, the first ECU 10 determines that the value of the FAPS holding determination counter counted up in step S504 is the predetermined FAPS sampling period, for example, 2000 [ms] (=2[ sec])) or more is determined.

  As a result of the determination in step S601, if it is determined that the counted-up value of the FAPS holding determination counter continues for the FAPS sampling period of 2000 [ms] or more (YES), the process proceeds to step S602. In step S602, the first ECU 10 determines whether or not the engine is stalled or is not at the shift position N, and if it is determined that the engine is not stalled nor the shift position N (YES), The throttle hold mode is established, and the flow advances to step S604 to set the throttle hold mode to "1".

  On the other hand, as a result of the determination in step S601, if it is determined that the counted-up value of the FAPS holding determination counter is not continued for the FAPS sampling period of 2000 [ms] or more (NO), the process proceeds to step S603. If the result of determination in step S602 is engine stall (NO), processing proceeds to step S603. If the result of determination in step S602 is engine stall or shift position N (NO), the flow proceeds to step S603. When the processing proceeds to step S603, the first ECU 10 resets the throttle holding mode to "0" and ends the processing of the throttle holding mode. The process of FIG. 6 constitutes throttle holding mode processing means in the first ECU.

  Next, in FIG. 2, when the process proceeds from step S204 to step S205, in step S205, the first ECU processes the FAPS sampling start flag. FIG. 7 is a flowchart showing details of the process in step S205 of FIG. In step S701 in FIG. 7, it is determined whether or not the value of the FAPS holding preparation counter is held for a predetermined FAPS stability determination period, for example, 3000 [ms] (=3 [sec]) or more. The determination in step S701 is for calculating the average value of the required throttle valve opening by FAPS when the A/D value of FAPS is in a stable state.

  As a result of the determination in step S701, if it is determined that the counted-up value of the FAPS holding preparation counter continues for the FAPS stability determination period of 3000 [ms] or more (YES), the process proceeds to step S702. In step S702, the first ECU 10 determines whether or not the engine is stalled, and if the engine is not stalled (YES), the process proceeds to step S704. In step S704, the first ECU 10 sets the FAPS sampling start flag to "1" and calculates the average value of the target throttle valve opening degree by FAPS.

  On the other hand, as a result of the determination in step S701, if it is determined that the counted-up value of the FAPS holding preparation counter is not continued for the FAPS stability determination period of 3000 [ms] or more (NO), the process proceeds to step S703. If the result of determination in step S702 is that engine stall has occurred (NO), processing proceeds to step S703. In step S703, the first ECU 10 sets the FAPS sampling start flag to "0" and ends the processing of the FAPS sampling start flag.

  When the process proceeds from step S704 to step S705, the first ECU 10 determines whether or not the process of the throttle hold mode in step S204 of FIG. 2, that is, FIG. 6 shifts from “0” to “1”, and holds the throttle hold. If it is determined that the mode has changed from “0” to “1” (YES), the process proceeds to step S706. In step S706, the FAPS sampling start flag is set to "2" because the sampling for calculating the average value of the FAPS opening is completed.

  On the other hand, if the result of determination in step S705 is that the throttle hold mode has not transitioned from "0" to "1" (NO), the first ECU calculates the average value of the FAPS opening. The sampling of the FAPS sampling start flag in FIG. The processing of FIG. 7 constitutes FAPS sampling start flag processing means in the first ECU.

  Next, in FIG. 2, when the process proceeds from step S205 to step S206, the FAPS opening degree buffer process is performed in step S206. FIG. 8 is a flowchart showing details of the process in step S206 of FIG. In FIG. 8, in step S801, the first ECU 10 determines whether or not the engine is stalled, and if it is determined that the engine is not stalled (YES), the process proceeds to step S802. In step S802, the first ECU 10 determines whether the FAPS sampling start flag is "1". If the FAPS sampling start flag is "1" (YES), the process proceeds to step S805.

  In step S805, the first ECU 10 substitutes a value obtained by adding the FAPS opening degree to the FAPS opening degree up to the previous time in the FAPS sampling period into the FAPS opening degree buffer to end the processing of the FAPS opening degree buffer. To do.

  On the other hand, as a result of the determination in step S801, if it is determined that the engine is stalled (NO), the process proceeds to step S803, and the first ECU 10 sets the FAPS opening buffer to “0” and executes the processing of the FAPS opening buffer. finish. When the first ECU 10 determines that the FAPS sampling start flag is not "1" as a result of the determination in step S802 (NO), the process proceeds to step S804.

  In step S804, the first ECU 10 determines whether or not the FAPS sampling start flag has shifted to "2", and if it is determined that the FAPS sampling start flag has shifted to "2" (YES), the time point Then, the processing by the above addition is completed. The process of FIG. 8 constitutes the target opening buffer means in the first ECU.

  Next, in FIG. 2, when the process proceeds from step S206 to step S207, in step S207, a process of calculating a target FAPS opening average value is performed. FIG. 9 is a flowchart showing details of the processing in step S207 of FIG. In FIG. 9, in step S901, the first ECU 10 determines whether or not the throttle holding mode is established, that is, whether or not the throttle holding mode is changed from “0” to “1”, and the throttle opening If it is determined that the holding mode has changed from "0" to "1" (YES), the process proceeds to step S902.

  In step S902, the first ECU 10 sets the [target FAPS opening average value=FAPS opening buffer/sampling count (for example, 400 counts)] based on the FAPS buffer opening and the number of samplings thereof described in FIG. The target FAPS opening average value is calculated by calculation, and the processing for calculating the target FAPS opening average value is ended. On the other hand, as a result of the determination in step S901, if it is determined that the throttle holding mode is not “1” and the throttle holding mode is not established (NO), the process proceeds to step S903, and the first ECU 10 determines the target FAPS opening degree. The average value is set as the SAPS opening at that time, and the process of calculating the target FAPS opening average value is ended. The process of FIG. 9 constitutes a target opening average value calculating means in the first ECU 10.

  Next, in FIG. 2, when the process proceeds from step S207 to step S208, in step S208, first, a process of calculating the F/B amount (feedback amount) of the FAPS opening due to the rotation deviation of the internal combustion engine is performed. FIG. 10 is a flowchart showing details of the processing in step S208 of FIG. In FIG. 10, in step S1001, it is determined whether or not the throttle holding mode is established, that is, [throttle holding mode=1], and it is determined that the throttle holding mode is "1". If (YES), the process proceeds to step S1002.

  In step S1002, the first ECU 10 makes a determination of [rotational speed-rotational speed (for example, rotational speed 100 ms before)> rotational speed F/B determination value (-) (for example, -50 r/min). That is, whether or not the value obtained by subtracting the engine speed 100 [ms] ago from the current engine speed is equal to or greater than the determination value [rotational speed F/B determination value] as a predetermined threshold value. Whether or not it is determined. Here, the threshold value is a negative value, and is set to, for example, [−50 r/min]. If the result of determination in step S1002 is not [rotational speed-rotational speed (for example, rotational speed before 100 ms)≧rotational speed F/B determination value (−) (for example −50 r/min)] (NO), step Proceed to S1003.

  In step S1003, the first ECU 10 makes a determination of [rotational speed-rotational speed (for example, rotational speed before 100 ms)≦rotational speed F/B determination value (+) (for example, -50 r/min)]. That is, whether or not a value obtained by subtracting the engine speed 100 [ms] before from the current engine speed is less than or equal to a determination value [rotational speed F/B determination value] as a predetermined threshold value. Whether or not it is determined. Here, the threshold value is a positive value and is set to, for example, [+50 r/min]. If the result of determination in step S1003 is not [rotational speed-rotational speed (for example, rotational speed before 100 ms)≧rotational speed F/B determination value (+) (for example −50 r/min)] (NO), step Proceed to S1004.

  When the processing proceeds to step S1004, the first ECU 10 reads the FAPS opening corresponding to the rotational speed deviation of the internal combustion engine at that time from the FAPS opening F/B amount map and the read value is the target FAPS opening F/B. It is set as the B amount, and the process of calculating the F/B amount of the FAPS opening due to the rotation deviation of the internal combustion engine is ended. The FAPS opening F/B amount map described above is a map that stores parameters that change from time to time due to the rotational speed deviation of the internal combustion engine.

  If the result of determination in step S1001 is that the throttle hold mode is not "1" (NO), the flow proceeds to step S1005, and [target FAPS opening F/B amount=0] is set and the rotational deviation of the internal combustion engine is set. Then, the processing for calculating the F/B amount of the FAPS opening is completed. Further, as a result of the determination in step S1002, if it is determined that [rotational speed-rotational speed (for example, rotational speed before 100 ms)> rotational speed F/B determination value (+) (for example, -50 r/min)] (YES), the process proceeds to step S1005, and the process of calculating the F/B amount of the FAPS opening due to the rotation deviation of the internal combustion engine is set as [target FAPS opening F/B amount=0]. Further, as a result of the determination in step S1003, if it is determined that [rotational speed-rotational speed (for example, rotational speed before 100 ms)> rotational speed F/B determination value (+) (for example, -50 r/min)] (YES), the process proceeds to step S1005, and the process of calculating the F/B amount of the FAPS opening due to the rotation deviation of the internal combustion engine is set as [target FAPS opening F/B amount=0]. The process of FIG. 10 constitutes a target FAPS opening degree feedback amount processing means in the first ECU.

  Next, in step S208 in FIG. 2, the target FAPS opening degree (F/B amount) is set. FIG. 11 is a flowchart showing details of the processing in step S208 of FIG. In FIG. 11, in step S1101, it is determined whether or not the throttle holding mode is established, that is, whether [throttle holding mode=1], and if it is determined that the throttle holding mode is "1" ( (YES), the process proceeds to step S1102. In step S1102, the first ECU 10 adds the FAPS opening F/B amount commensurate with the rotational speed deviation of the internal combustion engine at that time to the average value of the FAPS opening so as to maintain a constant ship speed. Set the FAPS opening. That is, in step S1102, the target FAPS opening (F/B amount) described in FIG. 10 multiplied by a constant is used as the target FAPS opening for control.

  On the other hand, if the result of determination in step S1101 is not [throttle holding mode=1] (NO), processing proceeds to step S1103. In S1103, the target FAPS opening (F/B amount) is switched from the processing based on the target FAPS opening average value to the actual FAPS opening. The process of FIG. 11 constitutes a target FAPS opening (feedback amount) processing means in the first ECU.

  Next, after the processing in step S208 of FIG. 2 ends, the process proceeds to step S209. In step S209, target FAPS opening degree setting processing is performed. FIG. 12 is a flowchart showing details of the processing in step S209 of FIG. In FIG. 12, in step S1201, it is determined whether or not the throttle hold mode is established, that is, [throttle hold mode=1], and if it is determined that the throttle hold mode is "1" ( (YES), the process proceeds to step S1202.

  In step S1202, the target FAPS opening is set to a value obtained by multiplying the target FAPS opening (F/B amount) set in FIG. 11 by the FAPS constant, and the target FAPS opening is finished. .. Here, for example, “0.8” is used as the FAPS constant.

  On the other hand, if the result of determination in step S1201 is that it is not in throttle hold mode (NO), processing proceeds to step S1203. In step S1203, the first ECU 10 determines whether or not the throttle holding mode (previous value), that is, [throttle holding mode (previous value)=1]. If the result of determination in step S1203 is that it is in the throttle hold mode (previous value) (YES), the flow proceeds to step S1204, where the first ECU 10 sets [FAPS opening*FAPS smoothing as the target FAPS opening. Constant+previous value*(1-FAPS smoothing constant)] is set, and the processing for processing the target FAPS opening is terminated. Here, for example, “0.5” is used as the FAPS smoothing constant.

  If the result of determination in step S1203 is that it is not in the throttle hold mode (previous value) (NO), the flow proceeds to step S1205, where the first ECU 10 sets [FAPS opening*FAPS as the target FAPS opening. Constant] is set, and the processing of the target FAPS opening is completed. Here, the above-mentioned "0.5" is used as the FAPS constant. By ending the process of FIG. 12, the process of calculating the throttle valve opening of FIG. 2 ends. The process of FIG. 12 constitutes a target FAPS opening degree processing means in the first ECU.

  Next, the operation of the throttle valve opening calculation when the foot pedal is used in the control device for an outboard motor according to the first embodiment will be described using a timing chart. FIG. 13 is a timing chart for explaining the operation of calculating the throttle valve opening when using the foot pedal in the outboard motor control system according to the first embodiment. In FIG. 13, (a) is the A/D value of FAPS, (b) is the amount of change in the A/D value of ΔFAPS, (c) is the count value of the FAPS holding preparation counter, and (d) is the FAPS holding determination counter. The count value, (e) shows the FAPS sampling start flag, (f) shows the throttle holding mode flag, and (g) shows the target FAPS opening.

  In FIG. 13, the A/D value of FAPS shown in (a) is the foot value of the user's foot when the user of the ship 11 depresses the foot pedal 200 with the foot to control the internal combustion engine of the outboard motor 21. The FAPS A/D value, which is the output of the foot accelerator position sensor 201 and changes according to the amount of depression of the pedal, is shown. The amount of change in the A/D value of ΔFAPS shown in (b) indicates the amount of change in the A/D value of ΔFAPS calculated by the process described with reference to FIG. 3, and here it is within a range of “±1 [V]”. The value is regarded as the allowable value.

  The count value of the FAPS holding preparation counter shown in (c) of FIG. 13 indicates the count value of the FAPS holding preparation counter by the processing of the FAPS holding preparation counter described with reference to FIG. 4, and the A/D value of ΔFAPS shown in (b). When the change amount of is within the range of the allowable value “±1 [V]”, that is, between the time points t0 and t1, and between the time points t2 and t3, and between the time points t4 and t7. , 5 [ms] is added to the FAPS holding preparation counter (previous value) (corresponding to step S404 in FIG. 4), and the count value of the FAPS holding preparation counter is incremented as shown in (c) of FIG. On the other hand, when the amount of change in the A/D value of ΔFAPS is outside the range of the allowable value “±1 [V]”, that is, from time t1 to time t2, from time t3 to time t4, and time t7. From the time t8 to the time t8, the FAPS holding preparation counter is reset to "0".

  The count value of the FAPS hold determination counter shown in (d) of FIG. 13 indicates the count value of the FAPS hold determination counter based on the processing of the FAPS hold determination counter shown in FIG. 5, and the FAPS hold determination counter shown in (c) of FIG. It is determined that the count-up value of the preparation counter has continued for the FAPS stability determination period of 3000 [ms] or more (corresponding to step S501 in FIG. 5), and it is determined that the engine is not stalled (step S502 in FIG. 5). (Corresponding to step S504 in FIG. 5) from time t5 to time t7.

  The FAPS sampling start flag shown in (e) of FIG. 13 is set to “1” at time t5 when the FAPS holding determination counter starts counting up (corresponding to step S704 in FIG. 7), and the FAPS holding determination counter It is set to "2" at time t6 when 2000 [ms] has elapsed from time t5 when the count-up was started (corresponding to step S706 in FIG. 7).

  In the throttle hold mode shown in (f) of FIG. 13, it is determined that the counted up value of the FAPS hold determination counter continues for 2000 [ms] which is the FAPS sampling period (corresponding to step S601 of FIG. 6). Further, it is determined that the engine is not stalled (corresponding to step S604 in FIG. 6), and is set to "1" (corresponding to step S604 in FIG. 6) at the time t6 when the throttle holding mode is established, and the FAPS holding determination counter The throttle hold mode "1" is continued until time t7 when is reset.

  In (g) of FIG. 13, since the throttle hold mode is not established and the previous value of the throttle hold mode is not established between time t0 and time t6, the target FAPS opening is the actual value. It becomes a value obtained by multiplying the FAPS opening by the FAPS constant (corresponding to step S1205 in FIG. 12). Here, the FAPS constant is set to "0.8", for example.

  Since the throttle hold mode is established between time t6 and time t7, the target FAPS opening is a value obtained by multiplying the target FAPS opening (F/B amount) by the FAPS constant (see step S1202 in FIG. 12). Equivalent). Here, the FAPS constant is “0.8” described above, and the target FAPS opening (F/B amount) is a value obtained by adding the FAPS opening F/B amount to the target FAPS opening average value (step of FIG. 11). It corresponds to S1102). The FAPS opening F/B amount is the value read from the FAPS opening F/B amount map (step S1004 in FIG. 10), and the target FAPS opening average value is held in the FAPS opening buffer. It becomes a value (corresponding to step S902 in FIG. 9) obtained by dividing the value by the number of sampling times (for example, 400 counts). That is, from the time point t6 to the time point t7, the target FAPS opening is controlled by the average value of the target FAPS opening and becomes a constant value.

  After time t7, the throttle hold mode is released and the throttle hold mode (previous value) was established, so the target FAPS opening is [FAPS opening*FAPS smoothing constant+previous value*(1-FAPS Smoothing constant)] (corresponding to step S1204 in FIG. 12). Here, the FAPS smoothing constant is set to, for example, "0.5".

  As described above, the target FAPS opening is controlled by the average value of the target FAPS opening if the amount of change in the FAPS A/D value is stably within the allowable range, and the value is kept constant. Can be kept.

  FIG. 14 is a timing chart for explaining another throttle valve opening calculation operation when the foot throttle operating means is used in the outboard motor control apparatus according to the first embodiment. FIG. 14 is a diagram illustrating that the foot pedal 200 enables an equivalent operation by the hand throttle lever 101 operated by hand by changing the setting of the allowable value of the value from the allowable value of FIG. 13. As shown in FIG. 14, when the upper limit of the allowable value is set to “+0.5 [V]” and the lower limit is set to “−4.5 [V]”, the user slowly steps on the foot pedal 200. By releasing (change in depression without giving the amount of change in throttle), the target FAPS opening can be maintained at a constant value, and control similar to that in the case of manually operating the hand throttle lever 101 is possible. Further, by suddenly changing the amount of depression, it is possible to shift to control of the target FAPS opening based on the actual opening.

  As described above, when the user uses the foot pedal 200 as the foot throttle operating means to operate the boat, FAPS detected by the foot accelerator position sensor 201 is input to the first ECU 10 via the signal line a2. . The first ECU 10 determines the required FAPS opening as a required opening value corresponding to the depression amount of the foot pedal 200, based on the input FAPS. Further, the first ECU 10 determines that the required shift position is one of the forward shift position F, the neutral shift position N, and the reverse shift position R, based on the HAPS input from the hand accelerator position sensor 102 described above. To determine.

  Then, the first ECU 10 in the marine vessel 11 sends the above-mentioned required throttle valve opening value determined based on FAPS from the foot accelerator position sensor 201 and the signal line b from the second ECU 20 in the outboard motor 21. From the operating state of the internal combustion engine obtained based on the above-mentioned operating state signal OSS indicating the operating state of the outboard motor 21 received through the target FAPS from the fully closed to the fully open throttle valve for the internal combustion engine of the outboard motor 21. The opening is determined, and the target shift position is determined based on the required shift position based on HAPS input from the hand accelerator position sensor 102.

  The second ECU 20 that has received the target throttle valve opening command value outputs the throttle valve opening value to the actuator via the throttle link mechanism of the internal combustion engine, and the throttle valve opening command value is set as the target throttle valve opening command value. Operate the actuator so that As a result, the internal combustion engine inhales the intake air amount corresponding to the opening value of the throttle valve and produces the output requested by the user. In addition, the second ECU 20 that has received the target shift position command value outputs the shift position of the forward shift position F, the neutral shift position N, or the reverse shift position R via the shift link mechanism and the shift mechanism, The transmission of the outer unit 21 is caused to perform a shift operation.

The outboard motor control device according to the first embodiment described above includes at least the following configurations (1) to (6).
(1) An outboard motor using an electronic throttle valve control system that enables an outboard motor equipped with an internal combustion engine that drives a propulsion device to be controlled by a foot pedal and a hand throttle lever provided on the ship. The control device includes a first ECU provided in the boat and a second ECU provided in the outboard motor, the first ECU corresponding to an operation amount of the foot pedal. A foot throttle operation signal and a hand throttle operation signal corresponding to the operation amount of the hand throttle lever are input, and the target throttle valve opening value of the internal combustion engine based on the foot throttle operation signal or the hand throttle operation signal. And a target shift position of the propulsion device based on the hand throttle operation signal, and a target throttle valve opening value of the internal combustion engine is calculated based on the foot throttle operation signal. In this case, when the amount of change in the foot throttle operation signal falls within a predetermined allowable range, the target throttle valve opening value is calculated based on the average value of the sampled values of the foot throttle operation signal. When the depression of the foot pedal is gently returned as compared with the normal time, the target throttle valve opening value is held constant, when the foot pedal is rapidly depressed compared to the normal time, Alternatively, when the target shift position is shifted to the neutral position, the holding of the target throttle valve opening value is released, and when the target throttle valve opening value is held constant and when the target throttle valve opening value is opened. It is configured to display a different display on the display device to notify the user of the vessel when the holding of the degree value is released, and the second ECU is configured to transmit the target throttle valve transmitted from the first ECU. An outboard motor control device configured to control an opening value of a throttle valve of the internal combustion engine based on an opening value and to control a shift position of the propulsion device based on the target shift position.

(2) The first ECU detects the amount of change in the foot throttle operation signal, and detects the amount of change in the foot throttle operation signal, and the foot throttle operation signal detected by the amount of change in the foot throttle operation signal. Target throttle valve opening buffer means for sampling and holding a target throttle valve opening value included in the foot throttle operation signal when the amount of change is within a predetermined range; and the target throttle valve opening buffer means. A target throttle valve opening average value calculating means for calculating an average value of the target throttle valve opening value held by the change of the foot throttle operation signal detected by the foot throttle operation signal change amount detecting means. When the amount is within a predetermined allowable range, the target throttle valve opening value is calculated based on the average value of the target throttle valve opening value calculated by the target throttle valve opening average value calculating means. It is configured to operate.

(3) When the rotation speed of the internal combustion engine changes, the first ECU controls the target throttle valve opening value based on the change in the rotation speed to keep the speed of the internal combustion engine constant. Is configured.

(4) The first ECU, based on the actual throttle valve opening of the internal combustion engine, when the amount of change in the foot throttle operation signal is not within the predetermined allowable range, the target throttle valve It is configured to calculate an opening value.
(5) When the foot pedal malfunctions, the internal combustion engine can be controlled based on the hand throttle operation signal corresponding to the operation amount of the hand throttle lever.

  FIG. 15 is a block diagram showing an example of a configuration of an ECU used in the foot throttle control device according to the first embodiment. The first ECU 10 and the second ECU 20 are composed of a processor 1000 and a storage device 1001, as shown in FIG. 15 as an example of hardware. Although not shown, the storage device includes a volatile storage device such as a random access memory and a non-volatile auxiliary storage device such as a flash memory. Further, an auxiliary storage device such as a hard disk may be provided instead of the flash memory. The processor 1000 executes the program input from the storage device 1001. In this case, the program is input to the processor 1000 from the auxiliary storage device via the volatile storage device. Further, the processor 1000 may output data such as a calculation result to the volatile storage device of the storage device 1001 or may store the data in the auxiliary storage device via the volatile storage device.

  The present application contemplates myriad variations not illustrated within the scope of the technology disclosed herein. For example, the case of modifying, adding or omitting at least one constituent element is included.

10 First ECU, 11 Ship, 20 Second ECU, 21 Outboard Motor,
200 foot pedal, 201 foot accelerator position sensor,
102 hand accelerator position sensor, 101 hand throttle lever,
100 ship remote controller, 30 gauge,

Claims (5)

An outboard motor control device using an electronic throttle valve control system that enables an outboard motor equipped with an internal combustion engine that drives a propulsion device to be controlled by a foot pedal and a hand throttle lever provided on the ship. There
A first ECU provided in the ship,
A second ECU provided in the outboard motor;
Equipped with
The first ECU is
A foot throttle operation signal corresponding to the operation amount of the foot pedal and a hand throttle operation signal corresponding to the operation amount of the hand throttle lever are input,
A target throttle valve opening value of the internal combustion engine is calculated based on the foot throttle operation signal or the hand throttle operation signal, and a target shift position of the propulsion device is calculated based on the hand throttle operation signal. Is composed of
When the target throttle valve opening value of the internal combustion engine is calculated based on the foot throttle operation signal, and the change amount of the foot throttle operation signal is within a predetermined allowable range, the foot throttle operation signal Is configured to calculate the target throttle valve opening value based on the average value of the sampled values,
When the depression of the foot pedal is gently returned compared to the normal time, the target throttle valve opening value is held constant,
When the foot pedal is depressed more rapidly than in normal times, or when the target shift position is shifted to the neutral position, the holding of the target throttle valve opening value is released,
The display device is configured to display differently when the target throttle valve opening value is held constant and when the target throttle valve opening value is released, so that the user of the ship can be notified. Was
The second ECU is
An opening value of the throttle valve of the internal combustion engine is controlled based on the target throttle valve opening value transmitted from the first ECU, and a shift position of the propulsion device is controlled based on the target shift position. Is composed of,
An outboard motor control device characterized by the above. The first ECU is
Foot throttle operation signal change amount detection means for detecting the change amount of the foot throttle operation signal,
When the change amount of the foot throttle operation signal detected by the foot throttle operation signal change amount detecting means is within a predetermined range, the target throttle valve opening value included in the foot throttle operation signal is sampled. Target throttle valve opening buffer means for holding,
A target throttle valve opening average value calculating means for calculating an average value of the target throttle valve opening values held by the target throttle valve opening buffer means,
Equipped with
When the change amount of the foot throttle operation signal detected by the foot throttle operation signal change amount detection unit falls within a predetermined allowable range, the target calculated by the target throttle valve opening average value calculation unit It is configured to calculate the target throttle valve opening value based on the average value of the throttle valve opening values.
The outboard motor controller according to claim 1. The first ECU is, when the rotational speed of the internal combustion engine varies is constituted a speed of the internal combustion engine by controlling the target throttle valve opening value on the basis of the variation of the rotational speed so as to maintain a constant ing,
The control device for an outboard motor according to claim 1 or 2, wherein: The first ECU determines the target throttle valve opening value based on the actual throttle valve opening of the internal combustion engine when the change amount of the foot throttle operation signal is not included in the predetermined allowable range. Is configured to compute
The outboard motor control device according to any one of claims 1 to 3, wherein: When the foot pedal malfunctions, the internal combustion engine can be controlled based on a hand throttle operation signal corresponding to an operation amount of the hand throttle lever.
The outboard motor control device according to any one of claims 1 to 4, wherein:

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