JP4441433B2 - Outboard motor control device - Google Patents

Description

  The present invention relates to an outboard motor control apparatus.

  Conventionally, an outboard motor control device that improves operability by switching the shift position of the outboard motor and adjusting the engine speed according to the shift / throttle lever operation by the operator. It has been known. The device generally operates the shift mechanism according to the operating direction of the shift / throttle lever to switch the shift position from neutral to in-gear (forward or reverse), and then adjusts the throttle valve according to the operation amount of the shift / throttle lever. The engine speed is adjusted by opening and closing.

  By the way, when it is desired to promote warm-up, such as immediately after starting the internal combustion engine, it is desirable to increase the idling rotational speed. However, when the shift position is switched and the engine speed is adjusted as described above, there is a problem in that the operator cannot adjust the idling speed when the ship is stopped.

Therefore, for example, as described in Patent Document 1, a warm-up lever is provided in the remote control box in addition to the shift / throttle lever, and the shift position is kept neutral by operating the warm-up lever. A technique has been proposed in which the idling speed is adjusted.
JP-B-1-27918 (from the last line of the right column on page 5 to the second line of page 6 on the left column)

  However, if a dedicated lever for adjusting the idling rotational speed is provided separately from the shift / throttle lever as in Patent Document 1, the ship operator needs to change the lever and there is a problem that the operation is complicated. .

  Accordingly, the object of the present invention is to solve the above-mentioned problems and to perform the shift position switching and the engine speed adjustment in conjunction with the operation of the shift / throttle lever, while simplifying the idling speed at the time of stopping. An object of the present invention is to provide an outboard motor control device that can be adjusted by operation.

In order to solve the above-described object, in claim 1, a throttle actuator for driving a throttle valve of an internal combustion engine mounted on an outboard motor, and a shift actuator for driving a shift mechanism of the outboard motor An outboard motor control device that controls the operation of the shift actuator to switch the shift position and controls the operation of the throttle actuator to adjust the engine speed. An arranged shift / throttle lever, a lever position sensor that outputs a signal corresponding to the operation position of the shift / throttle lever, and the operation of the shift actuator and the throttle actuator based on the output of the lever position sensor. First control to be controlled and the shift position is kept neutral And a control means for executing a second control for controlling the operation of the throttle actuator based on the output of the lever position sensor, and when the ship operator is arranged and operated, 1 and a first switch that outputs a signal indicating a switching instruction for the second control, and the control means executes the first control when the first switch is operated. On the other hand, the second control is executed when the shift position is switched from in-gear to neutral by the first control .

Further, in the claim 2, wherein the first switch is configured such that the touch switch for outputting a signal indicative of the switching instruction when pressed against the vessel operator.

  According to a third aspect of the present invention, the first switch is provided on the shift / throttle lever.

  According to a fourth aspect of the present invention, there is further provided a signal which is arranged so as to be freely operated by the ship operator and outputs a signal indicating either execution permission or prohibition of the second control when operated. And the control means executes one of the first control and the second control when a signal indicating execution permission is output from the second switch. The first control is executed when a signal indicating execution prohibition is output.

  According to a fifth aspect of the present invention, the second switch is arranged in the vicinity of the shift / throttle lever.

  According to claim 6, when a plurality of the outboard motors are mounted on the hull and further arranged and operated by the operator, the first of the plurality of outboard motors. A third switch that outputs a signal indicating an outboard motor that is permitted to execute the second control, and the control means is configured to output the second switch to the outboard motor that is permitted to perform the second control. One of the first control and the second control is executed, while the first control is executed for an outboard motor that is not allowed to execute the second control.

  According to a seventh aspect of the present invention, the third switch is arranged in the vicinity of the shift / throttle lever.

In the outboard motor control apparatus according to claim 1, the first control for controlling the operation of the shift actuator and the throttle actuator based on the operation position of the shift / throttle lever, and the shift position are held neutral. It was left on the basis of the operating position of the shift throttle lever Chi second control sac for controlling the operation of the throttle actuator, while performing the first control when the first switch is operated, a first control Since the second control is executed when the shift position is switched from in-gear to neutral by means of this, the shift position is switched and the engine speed is adjusted in conjunction with the operation of the shift / throttle lever. Thus, the idling speed at the time of stopping can be adjusted with a simple operation. Moreover, compared with the case where a dedicated lever for adjusting the idling rotational speed is provided as in the prior art, an increase in the size of the apparatus can be suppressed. Furthermore, if the second control is being executed, an unintended start of the hull due to an erroneous operation of the shift / throttle lever can be prevented. Further, if the shift position is returned to the neutral position, the idling speed can be adjusted without performing a switch operation.

Further, in the outboard motor control apparatus according to claim 2, since the first switch is configured to be a touch switch, in addition to the effects mentioned above, it is possible to further simplify the operation.

  In the outboard motor control apparatus according to the third aspect, since the first switch is provided on the shift / throttle lever, in addition to the effects described above, the hand is released from the shift / throttle lever. It is possible to switch between warm-up and navigation without any problems, and the operability can be further improved.

  The outboard motor control apparatus according to claim 4 includes a second switch that outputs a signal indicating either execution permission or execution prohibition of the second control, and permission to execute the second control. Since the first control is executed when the signal indicating is output, the first control is executed when the signal indicating execution prohibition is output while the first control is executed. In addition to the effect described above, after the warm-up is completed, the adjustment of the idling speed can be prohibited and the navigation can be started without operating the first switch. Therefore, the operation can be further simplified.

  In the outboard motor control apparatus according to the fifth aspect, since the second switch is arranged in the vicinity of the shift / throttle lever, the operability is further improved in addition to the above-described effects. Can be improved.

  In the outboard motor control apparatus according to claim 6, a third switch that outputs a signal indicating an outboard motor that is permitted to execute the second control among the plurality of outboard motors. An outboard motor that performs any one of the first control and the second control on an outboard motor that is permitted to execute the second control, and that is not permitted to perform the second control. In addition to the above-described effects, the outboard motor that generates thrust and the outboard motor that performs warm-up can be arbitrarily selected. It can be selected, and the operability can be further improved.

  In the outboard motor control apparatus according to the seventh aspect, since the third switch is arranged in the vicinity of the shift / throttle lever, the operability is further improved in addition to the above-described effects. Can be improved.

  The best mode for carrying out the outboard motor control apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the outboard motor control apparatus according to the first embodiment of the present invention including the hull as a whole.

  In FIG. 1, reference numeral 10 denotes an outboard motor. The outboard motor 10 is mounted at the rear of the hull 12 as shown in the figure.

  The hull 12 is provided with a cockpit 14 to be seated by the operator, and a steering wheel 16 is disposed in front of the cockpit 14. A steering angle sensor 18 is attached to a shaft (not shown) of the steering wheel 16 and outputs a signal corresponding to the steering angle of the steering wheel 16 input by the operator.

  Further, a remote control box (hereinafter referred to as “remote control box”) 20 for remotely operating the outboard motor 10 is attached at a position separated from the outboard motor 10, specifically, in the vicinity of the steering wheel 16. The remote control box 20 includes a shift / throttle lever and a switch that are arranged to be freely operated by the operator, and outputs a signal corresponding to the operation by the operator.

  The outboard motor 10 includes an electronic control unit (hereinafter referred to as “ECU”) 22. ECU22 consists of microcomputers and the output of steering angle sensor 18 or remote control box 20 is inputted.

  FIG. 2 is a schematic view of the outboard motor 10.

  As shown in FIG. 2, an engine 24 is mounted on the upper portion of the outboard motor 10. The engine 24 is a spark ignition type gasoline engine. The engine 24 is located on the water surface and is covered with an engine cover 26. The ECU 22 is arranged in the vicinity of the engine 24 inside the engine cover 26.

  On the other hand, a propeller 30 is disposed below the outboard motor 10. The propeller 30 rotates when the output of the engine 24 is transmitted, and generates propulsive force to move the hull 12 forward or backward.

  Further, the outboard motor 10 drives a steering electric motor (actuator) 34 that steers the outboard motor 10 left and right and a throttle valve (not shown in FIG. 2) of the engine 24 to drive the engine speed ( An electric motor (actuator) for throttle 36 for adjusting the engine speed), an electric motor (actuator) 38 for shifting the shift position by driving a shift mechanism (not shown in FIG. 2), an outboard And a power tilt trim unit (actuator) 40 for adjusting the tilt angle and trim angle of the machine 10. A shift position sensor 42 is disposed in the vicinity of the shift electric motor 38. The shift position sensor 42 outputs a signal corresponding to the shift position.

  The ECU 22 is connected to a steering electric motor 34, a throttle electric motor 36, a shift electric motor 38, and a power tilt trim unit 40, and their operations are output from the steering angle sensor 18, the remote control box 20, and the shift position sensor 42. Control based on.

  Now, the structure of the outboard motor 10 will be described in detail with reference to FIG. FIG. 3 is a partial cross-sectional view of the outboard motor 10.

  As shown in FIG. 3, the outboard motor 10 includes a stern bracket 44. The stern bracket 44 is fixed to the rear tail of the hull 12. The stern bracket 44 is composed of a pair of left and right members arranged to face each other, but only the left side member in the traveling direction is shown in FIG. A swivel case 50 is connected to the stern bracket 44 via a tilting shaft 46. The tilting shaft 46 is arranged such that its axial direction is parallel to the left-right direction (left-right direction with respect to the traveling direction). In other words, the swivel case 50 is rotatable with respect to the stern bracket 44 around the left and right axis about the tilting shaft 46 as a rotation axis.

  A swivel shaft 52 is accommodated in the swivel case 50 so as to be rotatable about a vertical axis. The swivel shaft 52 has an upper end fixed to the mount frame 54 and a lower end fixed to the lower mount center housing 56. The mount frame 54 and the lower mount center housing 56 are fixed to a frame constituting the main body of the outboard motor 10.

  On the upper part of the swivel case 50, the above-described steering electric motor 34 is disposed. The output shaft of the steering electric motor 34 is connected to the mount frame 54 via the reduction gear mechanism 60. That is, by driving the electric motor 34 for turning, the rotation output is transmitted to the mount frame 54 via the reduction gear mechanism 60, so that the outboard motor 10 can be moved left and right (vertical axis) with the swivel shaft 52 as a rotation axis. Around)

  Further, the power tilt trim unit 40 described above is disposed in the vicinity of the stern bracket 44 and the swivel case 50. The power tilt trim unit 40 includes one tilt angle adjusting hydraulic cylinder (hereinafter referred to as a “tilt hydraulic cylinder”) 62 and two (only one in the figure) trim angle adjusting hydraulic cylinders (hereinafter referred to as “tilt hydraulic cylinder”). 64 (referred to as “trim hydraulic cylinder”).

  The cylinder bottom of the tilt hydraulic cylinder 62 is connected to the stern bracket 44 and the rod head is connected to the swivel case 50. Further, the cylinder bottom of the trim hydraulic cylinder 64 is connected to the stern bracket 44 and the rod head is brought into contact with the swivel case 50. Accordingly, by extending or retracting the tilt hydraulic cylinder 62 or the trim hydraulic cylinder 64, the swivel case 50 is rotated about the tilting shaft 46 as a rotation axis, so that the outboard motor 10 is tilted up / down or trimmed up / down. Be made.

  On the other hand, a throttle body 72 is connected to the intake pipe 70 of the engine 24. A throttle valve 74 is disposed in the intake passage formed in the throttle body 72. The throttle valve 74 is rotatably supported by the throttle body 72 via the throttle shaft 76. The throttle body 72 is integrally mounted with the throttle electric motor 36 and a reduction gear mechanism (not shown) for reducing the output thereof. The throttle shaft 76 is connected to the output shaft of the throttle electric motor 36 via a reduction gear mechanism. That is, by driving the electric motor 36 for throttle, the rotation output is transmitted to the throttle shaft 76, and the throttle valve 74 is opened and closed, so that the intake air of the engine 24 is metered and the engine speed is adjusted.

  The outboard motor 10 includes a drive shaft (vertical shaft) 80 disposed in parallel with the vertical axis. A crankshaft (not shown) of the engine 24 is connected to the upper end of the drive shaft 80. A pinion gear 82 is provided at the lower end of the drive shaft 80.

  The propeller 30 is attached to a propeller shaft 84 that is rotatable about a horizontal axis. On the outer periphery of the propeller shaft 84, a forward bevel gear 86 and a reverse bevel gear 88 that mesh with the pinion gear 82 and rotate in opposite directions are rotatably supported.

  A clutch 90 is disposed between the forward bevel gear 86 and the reverse bevel gear 88. The clutch 90 is attached to the propeller shaft 84. The clutch 90 can be engaged with either the forward bevel gear 86 or the reverse bevel gear 88 by rotating the shift rod 92 to displace the shift slider 94. The shift mechanism of the outboard motor 10 includes these clutch 90, shift rod 92, and shift slider 94.

  Above the shift rod 92, the above-described shift electric motor 38 is disposed. The output shaft of the shift electric motor 38 is connected to the shift rod 92 via a reduction gear mechanism 96. Accordingly, by driving the shift electric motor 38, the shift rod 92 is rotated to displace the shift slider 94, so that the clutch 90 can be engaged with either the forward bevel gear 86 or the reverse bevel gear 88.

  The rotation of the drive shaft 80 is transmitted to the propeller shaft 84 via the clutch 90 engaged with one of the bevel gears 86 and 88 while being converted into rotation around the horizontal axis by the pinion gear 82 and the bevel gears 86 and 88. Thus, the propeller 30 is rotated in either the direction of moving the hull 12 forward or the direction of moving backward.

  Further, the clutch 90 and the bevel gears 86 and 88 can be disengaged by driving the shift electric motor 38 to displace the shift slider 94 to an appropriate position. That is, the shift position can be switched between forward, reverse and neutral by driving the shift electric motor 38 and operating the clutch 90 of the shift mechanism.

  Next, the remote control box 20 will be described in detail.

  FIG. 4 is an enlarged cross-sectional view of the remote control box 20. FIG. 5 is a cross-sectional view taken along line VV in FIG.

  As shown in FIGS. 4 and 5, the remote control box 20 includes a shift / throttle lever (hereinafter simply referred to as “lever”) 100. The lever 100 is attached to a rotating shaft 102 that is rotatably supported inside the casing 20a of the remote control box 20, so that it can be swung by the operator.

  The remote control box 20 includes a plurality of potentiometers 104, 106, and 108, specifically, three potentiometers. The potentiometers 104, 106, and 108 output signals corresponding to the rotation angle of the rotating shaft 102, that is, the operation position (operation angle) of the lever 100. The potentiometers 104, 106, and 108 include fan-shaped gears 104 a, 106 a, and 108 a, respectively, which are engaged with a gear 110 attached to the rotary shaft 102, thereby transmitting the rotation of the rotary shaft 102.

  Two stoppers 112 and 114 are attached to the inside of the casing 20a. The stoppers 112 and 114 are disposed to face each other with the gear 110 interposed therebetween. The gear 110 is provided with a protrusion 110a, and the protrusion 110a abuts against the stopper 112 or the stopper 114, whereby the maximum operating angle of the lever 100 is determined. The casing 20a further includes a mechanism that applies friction to the rotation of the rotating shaft 102 to apply an appropriate operating load to the lever 100, and the lever 100 so that the operator can easily recognize the operating position of the lever 100. A mechanism for adding a click feeling to the operation feeling (both not shown) is provided.

  Next, the structure of the lever 100 will be described in detail. As shown in FIG. 5, the lever 100 is formed in a Γ shape, and includes a column part 100 a connected to the rotating shaft 102 and a grip part 100 b gripped by the vessel operator. The column part 100 a is arranged so that the longitudinal direction is orthogonal to the axial direction of the rotation shaft 102, and the lower end is connected to the rotation shaft 102. In addition, a grip portion 100b extends from the upper end of the column portion 100a. The grip portion 100 b is formed so that the longitudinal direction is parallel to the axial direction of the rotation shaft 102.

  A power tilt trim switch 116 is provided on an end side surface of the grip 100b. The power tilt trim switch 116 is a seesaw switch, and outputs a signal indicating a tilt up / down or trim up / down instruction of the outboard motor 10 when operated by the operator.

  Further, a control changeover switch (first switch; hereinafter simply referred to as “changeover switch”) 120 is provided on the lower surface of the gripper 100b. The change-over switch 120 is a touch switch, and is a signal indicating a change instruction between normal control and first idle control (described later) (more specifically, a change instruction from first idle control to normal control) when operated by the operator. Is output. Specifically, the changeover switch 120 outputs the above signal when the changeover lever 122 attached to the lower surface of the gripper 100b is operated by the vessel operator. The changeover lever 122 is urged downward (in a direction away from the changeover switch 120) by the spring 124, and presses the changeover switch 120 when gripped by the operator and lifted upward. When the changeover switch 120 is pressed by the changeover lever 122, the changeover switch 120 outputs an ON signal as a signal indicating a change instruction from the first idle control to the normal control.

  As shown in FIG. 4, a first idle control execution permission switch (second switch; hereinafter simply referred to as “permission switch”) 126 is provided in the vicinity of the operation lever 100, specifically, the casing 20 a of the remote control box 20. It is attached. The permission switch 126 outputs a signal indicating either execution permission or prohibition of the first idle control according to the operation of the boat operator.

  FIG. 6 is an enlarged plan view of the permission switch 126. As shown in the figure, the permission switch 126 has two positions, “ON” and “OFF”, and outputs a signal indicating that the first idle control is permitted when the ship operator operates the ON position. When operated to the position, a signal indicating prohibition of execution of the first idle control is output.

  FIG. 7 is a block diagram showing the operation of the apparatus shown in FIG. As shown in the figure, the output of each sensor or switch described above is input to the ECU 22. The ECU 22 controls the operation of the turning electric motor 34 based on the output of the steering angle sensor 18 to turn the outboard motor 10. Further, the ECU 22 controls the operation of the power tilt trim unit 40 based on the output of the power tilt trim switch 116 to perform tilt up / down or trim up / down of the outboard motor 10.

  Further, the ECU 22 controls the operation of the shift electric motor 38 based on the outputs of the shift position sensor 42, the lever position sensors 104, 106, 108, the changeover switch 120, and the permission switch 126, and switches the shift position. The operation of the motor 36 is controlled to adjust the engine speed.

  FIG. 8 is a main routine flowchart showing a shift position switching process and an engine speed adjustment process executed by the ECU 22.

  Referring to the flowchart of FIG. 8, first, in S10, the control mode is set to “initial mode”. This process is performed only when the first program is executed after the ECU 22 is activated. Next, in S12, the control mode is set.

  FIG. 9 is a sub-routine flowchart showing the control mode setting process performed in the flowchart of FIG. The control mode determination process will be described with reference to the flowchart of FIG. 9. First, in S100, it is determined whether or not the control mode is set to the initial mode.

  When the result in S100 is affirmative, the program proceeds to S102, in which it is determined whether or not the shift instruction (target shift position) is neutral. This process is performed based on the outputs of the lever position sensors 104, 106, and 108. As shown in FIG. 4, when the operation position (operation angle) of the lever 100 is in the range of 25 ° from the initial position (position shown in the drawing) to the left and right in the drawing, it is determined that the shift instruction is neutral. On the other hand, when the lever 100 is operated beyond 25 ° in the left direction on the paper surface, the shift instruction is determined to be forward. In addition, when the lever 100 is operated in a direction opposite to the forward direction, that is, in the right direction on the paper, exceeding 25 °, the shift instruction is determined to be reverse. The maximum operating angle of the lever 100 in the forward direction is set to 100 ° from the initial position, and that in the reverse direction is set to 70 °. The reason for providing a plurality (three) of lever position sensors is to improve the reliability.

  Continuing the description of the flowchart in FIG. 9, when the result in S102 is negative, the subsequent processing is skipped, while when the result in S102 is positive, the process proceeds to S104 to determine whether or not the shift position is neutral. This process is performed based on the output of the shift position sensor 42. The shift position sensor 42 specifically detects the rotation angle of the shift rod 92 described above. The ECU 22 determines whether the shift position is neutral, forward or reverse based on the rotation angle of the shift rod 92 detected by the shift position sensor 42.

  When the result in S104 is negative, the subsequent processing is skipped, while when the result in S104 is positive, the process proceeds to S106, whether or not the permission switch 126 is in the ON position, that is, whether or not the execution of the first idle control is permitted. Judge whether or not. When the result in S106 is affirmative, the program proceeds to S108, in which the control mode is set to “engine warm-up mode”, and the program proceeds to S110, where the bit (initial value 0) of the shift-out completion flag is reset to zero. When the control mode is the engine warm-up mode, the operation of the throttle motor 36 is controlled based on the outputs of the lever position sensors 104, 106, and 108 while keeping the shift position in the neutral position, and the idling speed when the ship is stopped. Adjust. This control is called first idle control. The “second control” described in the claims corresponds to the first idle control. “Shift out” means switching the shift position from in-gear (forward or reverse) to neutral.

  On the other hand, when the result in S106 is negative, that is, when the execution of the fast idle control is prohibited, the process proceeds to S112, and the control mode is set to the “normal operation mode”. When the control mode is set to the normal operation mode, the shift position is switched by controlling the operation of the shift electric motor 38 based on the outputs of the lever position sensors 104, 106, and 108, and the throttle electric motor is used. The engine speed during navigation is adjusted by controlling the operation of 36. Specifically, after the shift position is switched from neutral to in-gear according to the operation direction of the shift / throttle lever, the engine speed is adjusted according to the operating angle of the shift / throttle lever. This control is called normal control. The “first control” described in the claims corresponds to this normal control.

  When the result in S100 is negative, the program proceeds to S114, and it is determined whether the permission switch 126 is in the ON position as in S106. When the result in S114 is negative, the program proceeds to S112, and the control mode is set to “normal operation mode”. On the other hand, when the result in S114 is affirmative, the routine proceeds to S116, where it is determined whether or not the control mode is set to the engine warm-up mode.

When the result in S116 is affirmative, the program proceeds to S118, in which it is determined whether or not the shift instruction is neutral. S11 advances to S120 If positive in 8, it is determined whether there is a cancellation instruction of engine warm-up mode. The process of S120 is performed based on the output of the changeover switch 120. Specifically, it is determined that there is an instruction to cancel the engine warm-up mode when the changeover switch 120 is pressed to output an ON signal (a signal indicating an instruction to switch from fast idle control to normal control).

  When the result in S120 is affirmative, the routine proceeds to S112, where the control mode is set to “normal operation mode”, while when the result is negative in S118 or S120, the routine proceeds to S108, where the control mode is set to the engine warm-up mode. When the control mode is the engine warm-up mode, the idling rotational speed is adjusted according to the operation position of the lever 100 in the process of the flowchart shown in FIG. Specifically, the idling speed is increased as the operating angle of the lever 100 is increased. If the changeover switch 120 is operated to shift to the normal operation mode when the idling speed is increased, the hull 12 may start suddenly, so that the shift instruction is neutral in S118 (the idling speed is If it is not confirmed, the engine warm-up mode is maintained in S108.

  When the result in S116 is negative, that is, when the control mode is the normal operation mode, the routine proceeds to S122, where it is determined whether or not the shift instruction is neutral. When the result in S122 is affirmative, the program proceeds to S124, in which it is determined whether or not the shift position is neutral. If the result in S124 is affirmative, it is determined in S126 whether or not the bit of the shift-out completion flag is set to 1. The bit of the shift-out completion flag is set to 1 when the completion of the shift-out control is confirmed in the process of the flowchart shown in FIG. That is, when the shift position is switched from in-gear to neutral by normal control, the control mode shifts from the normal operation mode to the engine warm-up mode and automatically switches to fast idle control. In addition, when negative in either of S122 to S126, the normal operation mode is maintained in S112.

  Thus, when the permission switch 126 is operated to the ON position and the execution of the fast idle control is permitted, either the fast idle control or the normal control is performed. Even when the execution of the fast idle control is permitted, only the normal control is executed when the changeover switch 120 is operated (pressed).

  Returning to the description of the flowchart in FIG. 8, the process then proceeds to S14 to execute shift control. FIG. 10 is a sub-routine flowchart showing the shift control process executed in the flowchart of FIG.

  The shift control will be described with reference to FIG. 10. First, in S200, it is determined whether or not the control mode is the engine warm-up mode. When the result in S200 is negative, the program proceeds to S202, in which it is determined whether shift-out control is necessary. In S202, it is determined that shift-out control is necessary when the current shift position is forward or reverse while the shift instruction is neutral. When the result in S202 is affirmative, shift-out control (control of the electric motor for shift) is executed in S204, and then it is determined in S206 whether the shift-out control is completed. The process of S206 is performed based on the output of the shift position sensor 42. When the result in S206 is NO, the subsequent processing is skipped. When the result in S206 is YES, the process proceeds to S208, and the bit of the shift-out completion flag is set to 1.

  If the result in S202 is negative, the program proceeds to S210, in which it is determined whether or not the normal operation mode is set. When the result in S210 is affirmative, the program proceeds to S212, in which it is determined whether shift-in control is necessary. Shift-in means that the shift position is switched from neutral to in-gear, contrary to shift-out. In S212, it is determined that the shift-in control is necessary when the current shift position is neutral while the shift instruction is forward or reverse.

  When the result in S212 is negative, the subsequent processing is skipped, while when the result in S212 is positive, the process proceeds to S214, and shift-in control (control of the electric motor for shift) is executed. When the result in S210 is negative, that is, when the control mode is the initial mode, the processes of S212 and S214 are skipped and the shift-in control is not performed. When the control mode is the initial mode, starting of the engine 24 is prohibited in a program (not shown). As shown in S104 of the flowchart of FIG. 9 described above, the initial mode is maintained unless the shift position becomes neutral. That is, when the shift position is not neutral, starting of the engine 24 is prohibited. This is to prevent the hull 12 from unintentionally starting when the engine is started.

  When the result in S200 is affirmative, that is, when the control mode is the engine warm-up mode, all subsequent processes are skipped. That is, the shift position is kept neutral without executing shift control.

  Returning to the description of the flowchart in FIG. 8, the process proceeds to S <b> 16 to execute throttle control, and then returns to the process of S <b> 12. In S16, the operation of the throttle electric motor 36 is controlled based on the outputs of the lever position sensors 104, 106, and 108 to adjust the engine speed. Specifically, when the operating angle of the lever 100 exceeds 25 °, the operation of the electric motor for throttle 36 is controlled so that the engine speed increases as the operating angle increases. At this time, if the normal control is being executed, the shift position is in-gear. Therefore, as the operating angle of the lever 100 increases, the engine speed during navigation increases and the boat speed increases. On the other hand, if the fast idle control is being executed, the shift position is kept neutral, so that the idling speed at the time of stopping increases as the operating angle of the lever 100 increases, and warming up of the engine 24 is promoted. Is done.

  As described above, in the outboard motor control apparatus according to the first embodiment of the present invention, the normal control for controlling the operation of the shift electric motor 38 and the throttle electric motor 36 based on the operation position of the lever 100 is performed. And the first idle control for controlling the operation of the electric motor for throttle 36 based on the operation position of the lever 100 while keeping the shift position in the neutral position, according to the operation of the changeover switch 120. Since it comprised, switching of a shift position and adjustment of an engine speed are interlocked according to operation of the lever 100, On the other hand, idling speed at the time of a ship stop can be adjusted with simple operation. Further, as compared with the case where a dedicated lever for adjusting the idling rotational speed is provided as in the prior art, an increase in the size of the device (specifically, the remote control box 20) can be suppressed. Furthermore, if the fast idle control is being executed, unintended start of the hull 12 due to an erroneous operation of the lever 100 can be prevented.

  Further, the changeover switch 120 is a touch switch, and the normal control is executed when the touch switch is pressed, while the first idle control is automatically executed when the shift position is switched from in-gear to neutral by the normal control. Therefore, if the shift position is returned to the neutral position, the idling rotational speed can be adjusted without operating the switch, and the operation can be further simplified.

  In addition, since the selector switch 120 is provided on the lever 100 (specifically, the grip portion 100b of the lever 100), warm-up and navigation can be switched without releasing the lever 100, and operability is improved. It can be improved further.

  In addition, a permission switch 126 that outputs a signal indicating either execution permission or prohibition of the first idle control is provided, and any one of the normal control and the first idle control is output when a signal indicating the execution permission is output. However, after the warm-up is completed, adjustment of the idle speed is prohibited and the navigation switch 120 is operated without operating the change-over switch 120. Since it can be started, the operation can be further simplified.

  Furthermore, since the permission switch 126 is arranged in the vicinity of the lever 100, specifically, the remote control box 20, the operability can be further improved.

  FIG. 11 is a sectional view similar to FIG. 5 showing an outboard motor control apparatus according to a second embodiment of the present invention.

  Hereinafter, an outboard motor control apparatus according to a second embodiment of the present invention will be described with reference to FIG. 11 with a focus on differences from the first embodiment.

  As shown in FIG. 11, in the second embodiment, the changeover switch 120 is provided on the column portion 100 a of the lever 100. Specifically, the changeover switch 120 is disposed immediately below the power tilt trim switch 116 in the column portion 100a and is covered with a button 130. When the button 130 is operated by the operator, the changeover switch 120 is pressed and an on signal is output. Since the remaining configuration is the same as that of the first embodiment, the same reference numerals are given and description thereof is omitted.

  FIG. 12 is a cross-sectional view similar to FIG. 5 showing an outboard motor control apparatus according to a third embodiment of the present invention.

  As shown in FIG. 12, in the third embodiment, the changeover switch 120 overlaps the casing 20a when viewed from the side of the column portion 100a of the lever 100 that is lower than the height of the casing 20a. Site). The changeover switch 120 is covered with a button 132. When the button 132 is operated by the operator, the changeover switch 120 is pressed and an on signal is output. The remaining configuration is the same as in the first embodiment.

  As described above, in the second and third embodiments of the present invention, since the changeover switch 120 is provided on the column portion 100a of the lever 100, the hand is released from the lever 100 as in the first embodiment. It is possible to switch between warm-up and navigation without any problems, and the operability can be further improved.

  FIG. 13 is a schematic view similar to FIG. 1 showing the outboard motor control apparatus according to the fourth embodiment of the present invention as a whole including the hull.

  Hereinafter, an outboard motor control apparatus according to a fourth embodiment of the present invention will be described with reference to FIG. 13 and subsequent drawings, focusing on differences from the first embodiment. Note that the same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIG. 13, in the fourth embodiment, a plurality of, specifically two, outboard motors are mounted on the rear portion of the hull 12. That is, multiple outboard motors are hung on the hull 12 (two hung). Hereinafter, the outboard motor on the port side (the outboard motor arranged on the left side toward the front in the traveling direction) is referred to as “portal outboard motor” and is denoted by reference numeral 10L. The starboard-side outboard motor is referred to as a “starboard outboard motor” and is indicated by reference numeral 10R. The structure of each outboard motor is the same as that of the outboard motor 10 described in the first embodiment.

  The port outboard motor 10L and the starboard outboard motor 10R include an ECU 22L and an ECU 22R, respectively. The ECU 22L and the ECU 22R can communicate with each other. A remote control box 200 is disposed near the cockpit 14 of the hull 12.

  FIG. 14 is an enlarged cross-sectional view of remote control box 200 shown in FIG. FIG. 15 is a cross-sectional view taken along line XV-XV in FIG.

  As shown in FIG. 15, the remote control box 200 includes two substantially symmetrical levers (shift / throttle lever). In the figure, the left lever 100L is for maneuvering the port outboard motor 10L and has the same configuration as the lever 100 described in the first embodiment. The right lever 100R is for maneuvering the starboard outboard motor 10R, and has the same configuration as the lever 100 except that the power tilt trim switch 116 is not provided. That is, when the changeover switch 120L provided on the lever 100L is operated (when pressed and an on signal is output), the control executed by the port outboard motor 10L is switched from the first idle control to the normal control. It is done. On the other hand, when the changeover switch 120R provided on the lever 100R is operated, the control executed by the starboard outboard motor 10R is switched.

  As shown in FIG. 14, the remote control box 200 includes three lever position sensors 104L, 106L, and 108L that output a signal corresponding to the operation position of the lever 100L. The shift position and engine speed of the port outboard motor 10L are controlled based on the outputs of the lever position sensors 104L, 106L, and 108L. Although illustration is omitted, the operation position of the lever 100R is also detected by the three lever position sensors, and the shift position and the engine speed of the starboard outboard motor 10R are controlled based on their outputs.

  In addition to the permission switch 126 described in the first embodiment, a selection switch 202 (third switch) is provided in the vicinity of the levers 100L and 100R, specifically, the casing 200a of the remote control box 200. The selection switch 202 outputs a signal indicating an outboard motor that is permitted to execute the first idle control (hereinafter referred to as “execution permitted outboard motor”) of the two outboard motors according to the operation of the boat operator.

  FIG. 16 is an enlarged plan view of the selection switch 202. As shown in the figure, the selection switch 202 has three positions “L”, “R”, and “L + R”. When the ship operator operates the L position, the port outboard motor 10L is selected as the execution permitted outboard motor. A signal indicating that the starboard outboard motor 10R has been selected when operated to the R position, and that both outboard motors 10L and 10R have been selected when operated to the L + R position. A signal indicating is output.

  FIG. 17 is a block diagram showing the operation of the apparatus shown in FIG. In FIG. 17, three lever position sensors for detecting the operation position of the lever 100R are denoted by reference numerals 104R, 106R, and 108R. Further, electric motors and sensors mounted on the outboard motors 10L and 10R are shown by adding L or R to the same reference numerals as in the first embodiment.

  The outputs of sensors and switches provided in the steering angle sensor 18 and the remote control box 200 are input to one of the outboard motors 10L and 10R, specifically, to the ECU 22R of the starboard outboard motor 10R. The port outboard motor 10L and the starboard outboard motor 10R can communicate with each other as described above, and share input / output values.

  The ECUs 22L and 22R control the operations of the steering electric motors 34L and 34R based on the output of the steering angle sensor 18, and control the operations of the power tilt trim units 40L and 40R based on the output of the power tilt trim switch 116. To do.

  Further, the ECU 22L controls the operation of the shift electric motor 38L based on the outputs of the shift position sensor 42L, the lever position sensors 104L, 106L, and 108L, the changeover switch 120L, the permission switch 126, and the selection switch 202, and electrically controls the throttle. The operation of the motor 36L is controlled. Similarly, the ECU 22R controls the operation of the shift electric motor 38R based on the outputs of the shift position sensor 42R, the lever position sensors 104R, 106R, and 108R, the changeover switch 120R, the permission switch 126, and the selection switch 202, and electrically controls the throttle. The operation of the motor 36R is controlled.

  The control of the shift electric motors 38L and 38R and the throttle electric motors 36L and 36R executed by the ECUs 22L and 22R differs from the first embodiment in that the output of the selection switch 202 is referred to in the control mode setting process. It is to have done. This will be described below.

  FIG. 18 is a flowchart similar to FIG. 9 showing a control mode setting process executed by the ECU 22L of the port outboard motor and the ECU 22R of the starboard outboard motor.

  The difference between the flowchart in FIG. 18 and the flowchart in FIG. 9 will be described. In the flowchart in FIG. 18, when the result in S106 is affirmative, the process proceeds to S107. . The ECU 22L determines that the own device is selected when the selection switch 202 is operated to the L position or the L + R position. The ECU 22R determines that the own device is selected when the selection switch 202 is operated to the R position or the L + R position.

  When the result in S107 is affirmative, the program proceeds to S108, and the control mode is set to the engine warm-up mode. When the result in S107 is negative, the program proceeds to S112 and the control mode is set to the normal operation mode.

  In the flowchart of FIG. 18, when the result in S114 is affirmative, the process proceeds to S115, and it is determined whether or not the own aircraft is selected as an execution-permitted outboard motor as in S107. When the result is negative in S115, the control mode is set to the normal operation mode in S112, while when the result is positive in S115, the process proceeds to S116 and subsequent steps. In the processing after S116, as described in the first embodiment, the control mode is set to either the normal operation mode or the engine warm-up mode.

  Thus, in the outboard motor control apparatus according to the fourth embodiment of the present invention, the signal indicating the outboard motor that is permitted to perform the first idle control out of the two outboard motors 10L and 10R. And a selector switch 202 that outputs the output of the engine, and executes either normal control or fast idle control for an outboard motor that is permitted to perform fast idle control, while not performing fast idle control. Since it is configured to perform normal control on the outboard motor, in addition to the effects described in the previous embodiment, an outboard motor that generates thrust when multiple outboard motors are mounted or a ship that performs warm-up An external unit can be arbitrarily selected, and operability can be further improved.

  Further, since the selection switch 202 is arranged in the vicinity of the shift / throttle lever, the operability can be further improved.

  In the fourth embodiment, the change-over switches 120L and 120R are arranged at the same positions as in the first embodiment, but may be arranged at the same positions as in the second and third embodiments. Although two outboard motors are used, three or more outboard motors may be used.

As described above, in the first to fourth embodiments of the present invention, the throttle valve for driving the throttle valve (74) of the internal combustion engine (engine 24) mounted on the outboard motor (10, 10L, 10R). An actuator (throttle electric motor 36) and a shift actuator (shift electric motor 38) for driving a shift mechanism (clutch 90, shift rod 92, shift slider 94) of the outboard motor. In the outboard motor control apparatus that controls the operation of the throttle actuator and adjusts the engine speed by controlling the operation of the throttle actuator, the shift / throttle lever ( 100, 100L, 100R) and a signal corresponding to the operation position of the shift / throttle lever. A lever position sensor (104, 106, 108, 104L, 106L, 108L, 104R, 106R, 108R) to be applied, and a first actuator for controlling the operation of the shift actuator and the throttle actuator based on the output of the lever position sensor. Control for executing 1 control (normal control) and second control (first idle control) for controlling the operation of the throttle actuator based on the output of the lever position sensor while the shift position is held neutral. Means (ECU22, 22L, 22R) and a first switch that is arranged so as to be freely operated by the operator and outputs a signal indicating a switching instruction between the first control and the second control when operated. (Control change-over switches 120, 120L, 120R) , The control means, while performing the first control when the first switch is pressed, the second control when the shift position by the first control is switched to the neutral from-gear This is configured to be executed (S120, S108, and S112 in the flowcharts of FIGS. 9 and 18).

The first switch (control changeover switch 120, 120L, 120R) is configured to be a touch switch that outputs a signal indicating the changeover instruction when pressed by the operator.

  The first switch (control changeover switch 120, 120L, 120R) is configured to be provided on the shift / throttle lever (100, 100L, 100R).

  Furthermore, a second switch (first idle control execution permission switch) that outputs a signal indicating either permission or prohibition of execution of the second control when the ship operator is disposed and operated. 126), and the control means (ECU 22, 22L, 22R) is one of the first control and the second control when a signal indicating execution permission is output from the second switch. On the other hand, the first control is executed when a signal indicating that the execution is prohibited is output (S106, S108, S112, S114 in the flowcharts of FIGS. 9 and 18).

  The second switch (first idle control execution permission switch 126) is arranged in the vicinity of the shift / throttle lever (casings 20a, 200a of the remote control boxes 20, 200).

  In the outboard motor control apparatus according to the fourth embodiment, a plurality (two) of the outboard motors are mounted on the hull, and are further arranged and operated so as to be operated by the operator. A third switch (selection switch 202) for outputting a signal indicating an outboard motor that is permitted to execute the second control among the plurality of outboard motors (10L, 10R), and The control means (ECU 22, 22L, 22R) executes either the first control or the second control on the outboard motor permitted to execute the second control, The first control is executed for an outboard motor that is not permitted to execute the second control (S107, S108, S112, and S115 in the flowcharts of FIGS. 9 and 18).

  The third switch (selection switch 202) is arranged in the vicinity of the shift / throttle lever (the casing 200a of the remote control box 200).

  In the first to fourth embodiments, the shift mechanism and the actuator for driving the throttle valve are both electric motors, but other actuators such as electromagnetic solenoids and hydraulic cylinders may be used. Moreover, although the changeover switch 120 is a touch switch, other types of switches may be used. Further, the location of each switch is not limited to the specific example described above.

1 is a schematic view showing an outboard motor control apparatus according to a first embodiment of the present invention including a hull as a whole. It is the schematic of the outboard motor shown in FIG. It is a fragmentary sectional view of the outboard motor shown in FIG. It is an expanded sectional view of the remote control box shown in FIG. It is the VV sectional view taken on the line of FIG. It is an enlarged plan view of the permission switch shown in FIG. It is a block diagram showing operation | movement of the apparatus shown in FIG. 3 is a main routine flowchart showing a shift position switching process and an engine speed adjustment process executed by the ECU shown in FIG. 1. FIG. 9 is a sub-routine flowchart showing a control mode setting process performed in the flowchart of FIG. 8. FIG. 9 is a sub-routine flowchart showing a shift control process executed in the flowchart of FIG. 8. It is sectional drawing similar to FIG. 5 which shows the control apparatus of the outboard motor which concerns on 2nd Example of this invention. It is sectional drawing similar to FIG. 5 which shows the control apparatus of the outboard motor which concerns on 3rd Example of this invention. FIG. 5 is a schematic view similar to FIG. 1, showing the outboard motor control apparatus according to the fourth embodiment of the present invention as a whole including the hull. It is an expanded sectional view of the remote control box shown in FIG. It is the XV-XV sectional view taken on the line of FIG. FIG. 15 is an enlarged plan view of the selection switch 202 shown in FIG. 14. It is a block diagram showing operation | movement of the apparatus shown in FIG. FIG. 14 is a flowchart similar to FIG. 9 showing control mode setting processing executed by the ECU of the port outboard motor and the ECU of the starboard outboard motor shown in FIG. 13.

Explanation of symbols

10, 10L, 10R: Outboard motor, 24: Engine (internal combustion engine), 36: Electric motor for throttle (throttle actuator), 38: Electric motor for shift (shift actuator), 74: Throttle valve, 90: Clutch (Shift mechanism), 92: shift rod (shift mechanism), 94: shift slider (shift mechanism), 100, 100L, 100R: shift throttle lever, 104, 106, 108, 104L, 106L, 108L, 104R, 106R, 108R: Lever position sensor, 22, 22L, 22R: ECU (control means), 120, 120L, 120R: Control changeover switch (first switch), 126: Fast idle control execution permission switch (second switch), 20a , 200a: Remote control button Box of the casing (the vicinity of the shift throttle lever) 202: selection switch (third switch)

Claims (7)

A throttle actuator for driving a throttle valve of an internal combustion engine mounted on the outboard motor, and a shift actuator for driving a shift mechanism of the outboard motor, and controlling a shift position by controlling the operation of the shift actuator. In the outboard motor control device that controls the operation of the throttle actuator and adjusts the engine speed,
a. A shift / throttle lever arranged to be freely operated by the operator,
b. A lever position sensor for outputting a signal corresponding to the operation position of the shift / throttle lever;
c. First control for controlling the operation of the shift actuator and the throttle actuator based on the output of the lever position sensor, and the throttle control based on the output of the lever position sensor while maintaining the shift position in neutral. Control means for executing a second control for controlling the operation of the actuator;
And d. A first switch that outputs a signal indicating an instruction to switch between the first control and the second control when the ship operator is operably disposed and operated;
And the control means executes the first control when the first switch is operated, while the second control unit performs the second control when the shift position is switched from in-gear to neutral by the first control. A control device for an outboard motor, wherein The first switch, the control device according to claim 1, wherein the outboard motor, characterized in that it consists of a touch switch for outputting a signal indicative of the switching instruction when pressed against the vessel operator.   3. The outboard motor control device according to claim 1, wherein the first switch is provided on the shift / throttle lever. further,
e. A second switch that is arranged so as to be freely operated by the ship operator and that outputs a signal indicating either execution permission or prohibition of the second control when operated;
The control means executes either the first control or the second control when a signal indicating execution permission is output from the second switch, while prohibiting execution. The outboard motor control device according to any one of claims 1 to 3, wherein the first control is executed when a signal to be output is output.   5. The outboard motor control device according to claim 4, wherein the second switch is disposed in the vicinity of the shift / throttle lever. A plurality of the outboard motors are mounted on the hull, and
f. A third switch that outputs a signal indicating an outboard motor that is permitted to execute the second control among the plurality of outboard motors when arranged and operated by the operator.
And the control means executes either the first control or the second control for an outboard motor permitted to execute the second control, while the second control The outboard motor control apparatus according to any one of claims 1 to 5, wherein the first control is executed for an outboard motor that is not permitted to execute the control.   7. The outboard motor control device according to claim 6, wherein the third switch is disposed in the vicinity of the shift / throttle lever.

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