JP2001260986A - Remote control device for marine internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a remote control device for a marine internal combustion engine removing a push-pull cable to form an outboard engine, and controlling a throttle opening with an electronic control unit(ECU) via an actuator according to the throttle lever action of an operator. SOLUTION: The actuator is fitted to a throttle body storing a throttle valve, an engine 16, a clutch 36, and a propeller 40 are integrated to form the outboard engine 10, and the ECU 22 is arranged near the engine 16 in the outboard engine 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for a marine internal combustion engine.

[0002]

2. Description of the Related Art In an outboard motor, that is, in a case where an internal combustion engine, a propeller shaft, a propeller and the like are integrated and mounted on the outside of a hull as a propulsion engine, a driver generally uses a throttle grip (bar handle) which also serves as a steering handle. The throttle opening is easily adjusted manually by operating.

In an inboard motor, an actuator such as an electric motor is connected to a throttle valve of an internal combustion engine via a push-pull cable, and the actuator is driven by an electronic control unit in response to an operator's operation of a throttle lever. Controlling. As an example, Japanese Patent Publication No. 29
No. 09232 can be mentioned.

[0004]

In the prior art,
Since the actuator and the throttle valve are connected by using the push-pull cable, if the distance between them is long, the arrangement space increases, and the responsiveness or operability decreases. Further, when there is a curved portion in the middle of the cable due to the attachment position, there is a problem that the responsiveness or the operability is further reduced due to an increase in friction.

[0005] Not only push-pull cables,
Space is also required for arranging the electronic control unit and the actuator. Therefore, it is difficult to realize the above-described configuration with an outboard motor because the space is limited.

Accordingly, it is an object of the present invention to eliminate the above-mentioned disadvantages by eliminating a push-pull cable,
It is an object of the present invention to provide a remote control apparatus for a marine internal combustion engine which is configured as an outboard motor and controls a throttle opening through an actuator by an electronic control unit in accordance with a throttle lever operation of a driver by an operator.

[0007]

In order to achieve the above object, according to the present invention, the present invention is characterized in that the present invention is mounted on a marine vessel, connected to a propeller via a clutch, and according to the position of the clutch. A throttle lever provided with an internal combustion engine for moving the ship forward or backward, arranged near a cockpit of the ship, operated by a pilot, and outputting a signal corresponding to a position of the throttle lever operated by the pilot A lever position signal output means, and a microcomputer, which is connected to the throttle lever position signal output means via a signal line, and drives an actuator according to the output signal to open and close the throttle valve of the internal combustion engine. A remote control device for a marine internal combustion engine having an electronic control unit Attaching the actuator to a throttle body accommodating a torval valve, the internal combustion engine, a clutch and a propeller are integrated to constitute an outboard motor, and the electronic control unit is disposed inside the outboard motor in proximity to the internal combustion engine. It was configured to be arranged.

Since the actuator is attached to the throttle body that accommodates the throttle valve, in other words, without using a push-pull cable, the response or the operability of the throttle valve to drive the actuator is improved. ,
Cable layout space can also be saved.

Furthermore, since the internal combustion engine and the like are integrated to constitute an outboard motor, and the electronic control unit is arranged in the interior of the outboard motor in close proximity to the internal combustion engine, remote control is possible even in an outboard motor where space is limited. The device can be easily realized.

Further, if the electronic control unit is also used as the control unit of the internal combustion engine, the structure can be further simplified. In addition, the integration work as an outboard motor facilitates adjustment work when mounting the outboard motor.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A remote control device for a marine internal combustion engine according to one embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic view showing the entire remote control device of the marine internal combustion engine, and FIG. 2 is a partial explanatory side view of FIG.

In FIG. 1 and FIG. 2, reference numeral 10 indicates a propulsion engine (hereinafter referred to as "outboard motor") in which the above-described engine, propeller shaft, propeller and the like are integrated. Outboard motor 1
Numeral 0 is attached to the stern of a boat (small boat) 12 shown in FIG. 1 via a clamp unit 14 (shown in FIG. 2).

As shown in FIG. 2, the outboard motor 10 includes an internal combustion engine (hereinafter referred to as "engine") 16. Engine 1
Reference numeral 6 denotes a spark-ignition V-type 6-cylinder gasoline engine. The engine 16 is located above the water surface and the engine cover 2
Covered with 0. An electronic control unit (hereinafter, referred to as “ECU”) 22 including a microcomputer is arranged near the engine 16 covered with the engine cover 20.

As shown in FIG. 1, a steering wheel 24 is disposed near the cockpit of the boat 12. The rotation of the steering wheel 24 input by the operator is transmitted to a rudder (not shown) attached to the stern via a steering mechanism (not shown) to determine the traveling direction.

A throttle lever 26 is disposed on the right side of the cockpit, and a throttle lever position sensor 30 is disposed near the throttle lever 26, and outputs a signal corresponding to the position of the throttle lever 26 operated by the driver. I do.

Further, a shift lever 32 is arranged adjacent to the throttle lever 26, and a neutral switch 34 is arranged near the shift lever 32. When the shift lever 32 operated (shifted) by the operator is in the neutral position. An on signal is output, and an off signal is output when the vehicle is at the forward (or reverse) position.

The above-described throttle lever position sensor 30
And the output of the neutral switch 34 is connected to the signal line 30.
a and 34a are sent to the ECU 22.

The output of the engine 16 is connected via a crankshaft and a drive shaft (both not shown) to a clutch 36 located below the water surface of the outboard motor 10. The clutch 36 includes a propeller shaft (not shown)
Is connected to the propeller 40 via the.

The clutch 36 comprises a known gear mechanism.
Although not shown, a drive gear that rotates integrally with the drive shaft when the engine 16 rotates, a forward gear and a reverse gear that mesh with the drive gear and idle in opposite directions on the propeller shaft, and a propeller Dog that rotates integrally with the shaft (slide clutch)
Prepare.

The ECU 22 responds to the output of the neutral switch 34 sent through the signal line 34a through an actuator (electric motor) 42 through a drive circuit (not shown).
Are driven to achieve the intended shift position. The driving of the actuator 42 is transmitted to the dog via the shift rod 44.

When the shift lever 32 is operated to the neutral position, the rotation of the engine 16 and the propeller shaft is cut off, and when the shift lever 32 is operated (shifted) to the forward or reverse position, the dog meshes with the forward gear or the reverse gear. The rotation of the engine 16 is transmitted to the propeller 40 via the propeller shaft, and the propeller 40 is rotated in the forward direction or the reverse direction, thereby rotating the ship 12.
To move forward or backward.

Next, the engine 16 will be described with reference to FIGS.

As shown in FIG. 3, the engine 16 is provided with an intake pipe 46, and the air sucked in through an air cleaner (not shown) is adjusted in flow rate through a throttle valve 50 to form a V-shaped front view. It flows through intake manifolds 52 provided for each of the left and right banks, and reaches an intake valve (not shown). An injector 54 (not shown in FIG. 3) is arranged near the intake valve, and injects gasoline fuel.

The injector 54 is connected to a fuel tank (not shown) for storing gasoline fuel via two fuel supply pipes 56 provided for each of the left and right banks. In the middle of the two fuel supply pipes 56, fuel pumps 58a,
58b is inserted, and driven by an electric motor (not shown) via a relay circuit 60 to pump gasoline fuel to the injector. Reference numeral 62 indicates an evaporative fuel separation device.

The inflow air mixes with the injected gasoline fuel to form an air-fuel mixture, flows into each cylinder combustion chamber (not shown), is ignited by a spark plug 64 (not shown in FIG. 3) and burns. , Driving a piston (not shown) downward. The resulting engine output is taken out via the crankshaft described above.

On the other hand, the exhaust gas after combustion flows through the exhaust manifold 70 through the exhaust valve 66 for each of the left and right banks, and is discharged outside the engine.

As shown, the intake pipe 46 branches upstream of the position of the throttle valve 50 and is connected again to the intake pipe 46 at a position downstream of the throttle valve 50.
A branch path (passage) 72 for supplying secondary air is formed. The branch path 72 includes a secondary air control valve (hereinafter, referred to as “EACV”) 74. The EACV 74 is connected to an actuator (electromagnetic solenoid) 76.

The actuator 76 is connected to the ECU 22 described above.
Connected to. The ECU 22 calculates an energization command value and supplies it to the actuator 76, as will be described later.
To adjust the opening degree of the branch path 72. in this way,
A secondary air supply device 80, which includes a branch (path) 72 and an EACV 74 (and an actuator 76) and supplies secondary air according to the degree of opening of the secondary air control valve, is provided.

Further, the throttle valve 50 is connected to an actuator (pulse motor) 82. The actuator 82 is connected to the ECU 22. The ECU 22 calculates an energization command value in accordance with the output of the throttle lever position sensor 30 and supplies it to the actuator 82 via a drive circuit (not shown) to adjust the throttle opening TH.

More specifically, the actuator 82 is mounted on the throttle body 50a such that its rotary shaft (not shown) is coaxial with the throttle valve shaft.
Mounted directly. That is, the actuator 82 is configured to be directly attached to the throttle body 50a without the intervention of a link mechanism or the like, so that the mechanism is simplified and an installation space is omitted.

As described above, in this embodiment,
The push-pull cable was removed, and the actuator 82 was directly attached to the throttle body 50a to operate the throttle valve 50.

In the engine 16, a variable valve timing mechanism 84 is provided near the intake valve and the exhaust valve 66. When the engine speed and the load are relatively high, the variable valve timing mechanism 84 sets the valve timing and the lift amount to relatively large values (H
iV / T), and when the engine speed and load are relatively low, the valve timing and lift amount are switched to relatively small values (LoV / T).

Further, the exhaust system and the intake system of the engine 16 are connected by an EGR passage 86, and E
A GR control valve 90 is interposed to recirculate a part of the exhaust gas to the intake system in a predetermined operation state.

A throttle opening sensor 92 is connected to the actuator 82, and outputs a signal proportional to the throttle opening TH in accordance with the rotation of the throttle valve shaft. An absolute pressure sensor 94 is arranged downstream of the throttle valve 50, and outputs a signal corresponding to the intake pipe absolute pressure PBA (engine load). An atmospheric pressure sensor 96 is arranged near the engine 16 and outputs a signal corresponding to the atmospheric pressure PA.

Further, an intake air temperature sensor 100 is arranged downstream of the throttle valve 50, and outputs a signal proportional to the intake air temperature TA. The exhaust manifolds 70 in the left and right banks have three overheat sensors 10.
2 and outputs a signal proportional to the engine temperature, and a water temperature sensor 106 is disposed at an appropriate position of the cylinder block 104 in the vicinity thereof, and the engine cooling water temperature T
Outputs a signal proportional to W.

The exhaust manifold 70 has O
_Two sensors 110 are arranged and output a signal corresponding to the oxygen concentration in the exhaust gas. Further, a knock sensor 112 is disposed at an appropriate position of the cylinder block 104, and outputs a signal corresponding to the knock.

The description of the input / output of the sensor and the ECU 22 will be continued with reference to FIG. In FIG. 3, some of the sensors and their signal lines are not shown.

Detection resistors 116a and 116b are interposed in the motor energization circuit of the two fuel pumps 58a and 58b connected to the on-board battery 114, and the voltage between both ends is sent to the ECU 22 via signal lines 118a and 118b. Is entered. The ECU 22 detects the voltage drop by detecting the voltage drop and determines the abnormality of the fuel pumps 58a and 58b.

In the vicinity of the crankshaft, TDC
Sensors 120 and 122 and a crank angle sensor 124 are arranged to output a cylinder discrimination signal, an angle signal near the top dead center of each piston, and a crank angle signal every 30 degrees, and send them to the ECU 22. The ECU 22 calculates the engine speed NE from the output of the crank angle sensor.

Further, a lift sensor 130 is disposed near the EGR control valve 90,
Output a signal corresponding to the lift amount (valve opening) of the EC
Send to U22.

Further, an output of an F terminal (ACGF) 134 of an AC generator (not shown) is input to the ECU 22, and three hydraulic switches 136 are provided in a hydraulic circuit (not shown) of the variable valve timing mechanism 22. And outputs a signal corresponding to the detected oil pressure and sends it to the ECU 22. A hydraulic switch 140 is arranged in a hydraulic circuit (not shown) of the engine 16, outputs a signal corresponding to the detected hydraulic pressure, and sends the signal to the ECU 22.

The ECU 22 is composed of a microcomputer as described above, and has a backup EEPROM 22.
a. The ECU 22 operates the actuator (pulse motor) 8 according to the output of the throttle lever position sensor 30.
2 to generate the engine output required by the operator, and when the PGM (ECU) is abnormal, overheated, when the oil pressure is abnormal, and when the ACG generator is abnormal, the PCG lamp 146 and the overheat lamp 14
8, the hydraulic lamp 150 and the ACG lamp 152 are turned on, and the buzzer 154 is sounded to warn.

In FIG. 4, description of the remaining portions not directly related to the gist of the present invention will be omitted.

In this embodiment, as described above, the push-pull cable is removed and the actuator (pulse motor) 82 is attached to the throttle body 50a accommodating the throttle valve 50. Therefore, the throttle valve for driving the actuator is provided. The responsiveness or operability of the cable is improved, and the space for arranging the cables can be saved.

Further, since the engine 16 and the like are integrated to constitute the outboard motor 10 and the ECU 22 is arranged close to the engine 16 while being covered with the engine cover 20, the outboard motor 10 has a limited space. Also, a remote control device can be easily realized.

Further, since the electronic control unit is also used as the ECU 22 for controlling the engine 16,
The configuration can be further simplified. In addition, the integration work as an outboard motor facilitates adjustment work when mounting the outboard motor.

As described above, in this embodiment,
The propeller 4 is mounted on the ship 12 and
0 and an engine that moves the boat forward or backward according to the position of the clutch.
6), a throttle lever 26 disposed near the cockpit of the vessel, and operated by a pilot, and a throttle lever position signal output means (a throttle lever position signal output means (a) for outputting a signal corresponding to the position of the throttle lever operated by the pilot. A throttle lever position sensor 30) and a microcomputer. The microcomputer is connected to the throttle lever position signal output means via a signal line, and drives an actuator (pulse motor) 82 in accordance with the output signal to drive the internal combustion engine. In a remote control device for a marine internal combustion engine provided with an electronic control unit (ECU) 22 for opening and closing a throttle valve 50 of the engine, the actuator is attached to a throttle body 50a containing the throttle valve, and the internal combustion engine, clutch and Integrate the propeller Configured as external device 10, and as configured to place the electronic control unit in close proximity to the internal combustion engine to the interior of the outboard motor.

Although the embodiment of the present invention has been described by taking an outboard motor as an example, the present invention is not limited to this, and the present invention is applicable to an inboard engine.

Further, a DBW system in which the throttle valve is driven by an actuator is employed, and a secondary air supply device is provided for controlling the idle speed. However, the secondary air supply device is removed, and the idle air is controlled through the throttle opening control. You may perform rotation speed control etc.

[0051]

According to the first aspect of the present invention, the actuator is attached to the throttle body accommodating the throttle valve, in other words, the actuator is attached without using a push-pull cable. The responsiveness or operability of the valve is improved, and the space for arranging the cables can be saved.

Further, since the internal combustion engine and the like are integrated to constitute an outboard motor, and the electronic control unit is arranged inside the outboard motor so as to be close to the internal combustion engine, remote control is possible even in an outboard motor where space is limited. The device can be easily realized.

Further, if the electronic control unit is also used as the control unit of the internal combustion engine, the structure can be further simplified. In addition, the integration work as an outboard motor facilitates adjustment work when mounting the outboard motor.

[Brief description of the drawings]

FIG. 1 is an overall explanatory diagram of a remote control device for a marine internal combustion engine according to one embodiment of the present invention.

FIG. 2 is a partial explanatory side view of FIG. 1;

FIG. 3 is a schematic diagram showing the engine shown in FIG. 1 in detail.

FIG. 4 is a block diagram showing the input and output of an electronic control unit (ECU) shown in FIG. 1 in detail.

[Explanation of symbols]

 Reference Signs List 10 propulsion engine (outboard motor) 12 boat (small boat) 16 internal combustion engine (engine) 22 electronic control unit (ECU) 26 throttle lever 30 throttle lever position sensor 32 shift lever 34 neutral switch 36 clutch 40 propeller 50 throttle valve 50a throttle Body 76 Actuator 82 Actuator (pulse motor)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Ryuichi Kizen 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technology Laboratory Co., Ltd. (72) Inventor Nobuhiro Takahashi 2021-8 Keihin Tochigi Development Center Co., Ltd.

Claims (1)

[Claims] 1. An internal combustion engine mounted on a ship, connected to a propeller via a clutch, and for moving the ship forward or backward according to the position of the clutch, a. A throttle lever located near the cockpit of the vessel and operated by a pilot; b. Throttle lever position signal output means for outputting a signal corresponding to the position of a throttle lever operated by the pilot; c. An electronic control unit comprising a microcomputer, connected to the throttle lever position signal output means via a signal line, and driving an actuator according to the output signal to open and close the throttle valve of the internal combustion engine. In the remote control device for a marine internal combustion engine, the actuator is attached to a throttle body that accommodates the throttle valve, and the internal combustion engine, the clutch and the propeller are integrally configured as an outboard motor, and the inside of the outboard motor is A remote control device for an outboard motor, wherein the electronic control unit is arranged near the internal combustion engine.