JPH09291864A - Engine controller for outboard motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent bad conditions of an engine caused by insufficient fuel, by detecting battery voltage so that the fuel ejection quantity of a fuel pump is calculated from the voltage value of the battery voltage, and executing engine speed lowering control by which an engine speed is lowered on the basis of results that this fuel ejection quantity and the required fuel quantity of an engine are compared with each other. SOLUTION: An engine controller 20 (control unit 27) detects battery voltage after an auxiliary device is operated, by a battery voltage detector 28, and calculates a fuel ejection quantity that a fuel pump 34 can eject from this battery voltage, and simultaneously calculates the required fuel quantity of an engine from respective data such as an engine speed, a throttle opening, atmospheric pressure and the temperature of the engine. Then, a value in which an excess quantity is subtracted from the fuel ejection quantity and the required fuel quantity are compared with each other, and when the value is insufficient to the required fuel quantity, engine speed lowering control is carried out. That is, the misfire of a cylinder that should be ignited and thinning of fuel injection or the decrease of an ejection quantity and delay of ignition timing, are executed, thereby the engine speed lowering control is carried out.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device for an outboard motor, which controls the engine speed and the operation of an auxiliary device according to the battery voltage to prevent the engine from malfunctioning.

[0002]

2. Description of the Related Art An outboard motor is equipped with a battery and a generator as in an automobile or the like, and a voltage of the battery causes a fuel pump and an ignition device to operate to operate an engine. Moreover, the generator is driven by the operation of the engine, and the battery is charged.

On the other hand, in addition to the fuel pump and the ignition device, the outboard motor is provided with some auxiliary devices that operate using the battery as the main power source. For example, a power trim & tilt device (hereinafter abbreviated as PTT) that changes the attitude (trim angle and tilt angle) of the outboard motor is one of them. This PTT
Is to rapidly change the attitude of the outboard motor by using a high-output electric motor and a hydraulic device.

[0004]

However, this P
An auxiliary device provided with an electric motor of high output such as TT consumes a large amount of current during its operation, so that the battery voltage is significantly lowered when the performance of the battery is deteriorated. As a result, the voltage applied to the fuel pump and the ignition device is lowered, which may cause an engine malfunction due to a decrease in the fuel discharge amount and an engine malfunction such as a misfire due to weakening of the ignition voltage (spark).

In order to improve such a situation, a large battery having a large charge capacity and a large generator having a large power generation capacity are provided, and a large capacity capable of ensuring a sufficient amount of fuel even when the battery voltage drops. It is necessary to install the fuel pump of. However, doing so is not preferable because the installation space and weight of the battery, the generator and the fuel pump increase, which leads to an increase in the size and weight of the outboard motor and also an increase in cost.

Further, when the large-capacity fuel pump as described above is mounted, several times as much fuel as required by the engine is circulated in the fuel supply system during normal times when the battery voltage is not lowered. In addition to the large waste of power consumption, adverse effects such as temperature rise of fuel and generation of pump noise are involved.

The engine control device for an outboard motor according to the present invention was invented to solve such a problem, and the first purpose thereof is to reduce the battery voltage by using an auxiliary device such as PTT. If it falls, it is to prevent engine malfunction due to lack of fuel.

A second object of the present invention is to make the operator aware of the execution of engine control when the battery voltage is low, and prevent the operator from mistakenly recognizing that the engine is out of order.

A third object of the present invention is to prevent the engine speed from rapidly increasing when canceling the engine control when the battery voltage drops, and to maintain good steering stability.

A fourth object of the present invention is to stop the use of an auxiliary device which consumes a large current when the battery voltage applied to the fuel pump or the ignition device is expected to drop, so that the fuel is stopped. The purpose is to properly maintain the applied voltage to the pump and the ignition device and to avoid engine malfunction.

[0011]

In order to achieve the above object, an engine control device for an outboard motor according to the present invention detects a battery voltage as described in claim 1, and a fuel pump from the battery voltage. The fuel discharge amount of the engine is calculated, and this fuel discharge amount is compared with the required fuel amount of the engine. When the fuel discharge amount is less than the required fuel amount, the engine speed reduction control is performed to reduce the engine speed. It is characterized by being programmed.

Further, as described in claim 2, display means is provided for displaying to the operator that the rotation speed reduction control is being performed.

Further, as described in claim 3, when releasing the rotation speed reduction control, the rotation speed reduction control is performed until the operator recognizes that the rotation speed reduction control is being performed and loosens the throttle. There is provided a release holding means for holding the release of.

Alternatively, as described in claim 4, the battery voltage is detected, and the ignition voltage that can be applied to the ignition device when the auxiliary device that consumes a large current is used is obtained based on the battery voltage. The operable speed of the ignition system of the engine is calculated from the ignition voltage, and the operable speed is compared with the actual engine speed. If the actual engine speed cannot satisfy the operable speed, the above auxiliary The device was programmed to display an indication to stop using it.

Alternatively, as described in claim 5, the battery voltage is detected, the fuel discharge amount of the fuel pump at the time of use of the auxiliary device that consumes a large current is calculated based on the battery voltage, and the fuel discharge amount is calculated. While calculating the operable speed of the fuel system of the engine from the amount, the ignition voltage that can be applied to the ignition device when using the auxiliary device is obtained, and the operable speed of the ignition system of the engine is calculated from this ignition voltage. , Comparing the operable speeds of the fuel system and the ignition system with the actual engine speed, and if the actual engine speed does not satisfy at least one of the operable speeds of the fuel system and the ignition system, It is programmed to stop the use of the auxiliary device and automatically stop the auxiliary device after a predetermined time.

According to the first aspect of the present invention, when the engine control device for the outboard motor is configured, an auxiliary device that consumes a large current, such as PTT, operates to lower the battery voltage, and at the same time, the fuel discharge amount of the fuel pump. Even if the fuel consumption is reduced, the engine speed is reduced until the fuel discharge amount matches the required fuel amount of the engine, so that the fuel shortage is prevented and the engine malfunction is prevented.

According to the second aspect of the present invention, when the engine control device for the outboard motor is constructed, even if the engine speed is reduced due to the engine speed reduction control being performed when the battery voltage drops, the engine speed reduction control is performed. The operator can recognize that it is in the middle by the display of the display means, and it will not be mistaken as an engine failure.

Further, if the engine control device for the outboard motor is constructed as in claim 3, the engine speed does not suddenly increase even when the battery voltage is restored, and the engine speed is not increased again by the operator. Since it is performed by the throttle operation, good steering stability is maintained.

Alternatively, in the case where the engine control device for the outboard motor is configured as in claim 4, when an auxiliary device that consumes a large current such as PTT is used, the voltage applied to the ignition device decreases and the ignition system When it is expected that the operable rotational speed of 1 will not be satisfied, a message is displayed to stop the use of the auxiliary device, and the operator cancels the use of the auxiliary device. Therefore, the voltage applied to the ignition device is properly maintained, and engine malfunction caused by the ignition system is avoided.

Alternatively, in the case where the engine control device for the outboard motor is configured as in claim 5, when an auxiliary device that consumes a large current such as PTT is used, the operable rotational speeds of the fuel system and the ignition system are satisfied. When it is expected that the auxiliary device will not be used, a message is displayed to stop the use of the auxiliary device, and the operator cancels the use of the auxiliary device. Therefore, the voltage applied to the ignition device and the fuel pump is properly maintained, and engine malfunction caused by both sides of the ignition system and the fuel system is avoided. Note that, for example, when the operator does not notice the display and does not cancel the use of the auxiliary device, the operation of the auxiliary device is automatically stopped, so that sudden engine malfunction does not occur.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a left side view of an outboard motor provided with an engine control device according to the present invention.
The outboard motor 1 is mounted on a transom 3 of a hull 2 via a clamp bracket 4 and can swing right and left around a swivel shaft 5 provided on the clamp bracket 4.

Connected to the clamp bracket 4 is a drive housing 6 which occupies the center of the outboard motor 1. An engine 8 is mounted on an upper part of the drive housing 6 with an engine holder 7 interposed therebetween. Covered with cover 9. The engine 8 is, for example, a water-cooled four-cylinder fuel injection type gasoline engine, and is mounted vertically so that a crankshaft (not shown) extends in the vertical direction.

On the other hand, a gear case 11 is provided below the drive shaft housing 6, and this gear case
A propeller shaft 12 that extends in the horizontal direction is axially supported inside 11, and a propeller 13 is fixed to the rear end of the propeller shaft 12. A drive shaft 14 connected to the crank shaft of the engine 8 and extending downward is configured to drive the propeller shaft 12 via a bevel gear device 15.

As indicated by the chain double-dashed line 1a, the outboard motor 1 is capable of posture adjustment (trim angle adjustment) about a pivot shaft 16 provided on the upper part of the clamp bracket 4, and this trim angle It has a tilt angle of around 60 ° from the top of the adjustment range. The trim angle and tilt angle are adjusted by the power trim & tilt device (PTT).
(Not shown).

By adjusting the trim angle, the outboard motor 1 is kept perpendicular to the water surface even if the forehead of the hull 2 is lifted up as the navigation speed increases, and the propeller efficiency is maximized. be able to. The outboard motor 1 is provided with the engine control device 20 according to the present invention.

FIG. 2 is a block diagram showing the structure of the engine control unit 20. The engine control device 20 detects the engine speed, throttle opening, atmospheric pressure, engine temperature, intake air temperature, etc. by the detectors 21 to 25, and inputs these data to the control unit 27 via the input interface 26. To do. At the same time, the battery voltage is measured by the battery voltage detector 28, and the data is also input to the control unit 27 via the input interface 26.

In the control unit 27, the CPU 30 calculates the intake air amount on the basis of the above-mentioned data, and after making various corrections, calculates the fuel injection amount and the ignition timing, and the injector (fuel injection device) via the output interface 31. ) 32, air conditioner 33, fuel pump 34, ignition device 35, etc.

The voltage of the battery 36 is applied to the ignition device 35 via the ignition coil 37. Also, each detector
21 to 25, 28 and the control unit 27, devices such as the injector 32, the air conditioner 33, the fuel pump 34, and the PTT are also operated by the voltage of the battery 36.

The control unit 27 includes a control circuit 39 for PTT.
Is provided, and a switching unit 40 for activating the PTT is connected to the control circuit 39. The switching unit 40 includes a PTT switch 40a and a PTT relay 40.
b, PTT motor 40c
When the switch 40a is closed, the voltage of the battery 36 becomes P
PT is applied to TT relay 40b and PTT motor 40c
T works.

The engine 8 is also provided with a generator and a charger, not shown, so that the battery 36 can be charged at any time by the generator and the charger.

Next, a first embodiment of control in the control device 20 of the engine 8 will be described. The first embodiment and the second embodiment to be described later implement the contents of claim 1 of the claims.

First, the operation of the engine control unit 20 will be described with reference to the time chart of FIG.
When the auxiliary device that consumes a large amount of current such as PTT is activated when the performance of 36 is deteriorated, the battery voltage drops sharply at time point I. Immediately after that, the battery voltage recovers a little, but drops again at time II.

When the battery voltage drops in this way, the voltage applied to the fuel pump 34 also drops, so the amount of fuel discharged from the fuel pump 34 decreases, and the amount of fuel required for the engine 8 may become insufficient, causing engine malfunction. There is.

Engine control device 20 (control unit 27)
Detects that the battery voltage has dropped at the time point II and calculates the fuel discharge amount Q2 that can be discharged by the fuel pump 34 from this battery voltage, and at the same time, the engine speed, throttle opening, atmospheric pressure, engine temperature , The intake air temperature, the intake air temperature, and other data are used to calculate the required fuel amount Q1 of the engine 8. And
A value Q2-a obtained by subtracting the margin amount a from the fuel discharge amount Q2 is compared with the required fuel amount Q1, and Q2-a is the required fuel amount Q1.
If it does not satisfy the above condition, it is programmed to execute the rotational speed reduction control from the time point II.

In this rotational speed reduction control, the engine rotational speed is forcibly reduced by misfiring the cylinder to be ignited (thinning ignition), but the invention is not limited to misfiring, for example, thinning of fuel injection or The rotational speed reduction control may be performed by reducing the injection amount, delaying the ignition timing, limiting the intake air amount, and the like, or by combining these.

When the rotational speed reduction control is performed, the display means 41 (see FIG. 2) using an indicator light, an alarm, etc. is turned on.
Then, it is displayed to the operator that the rotational speed reduction control is being performed. Therefore, it is possible to prevent the marine vessel operator from erroneously recognizing that the engine speed has decreased due to the engine speed reduction control as an engine failure.

By performing the rotation speed reduction control, the engine rotation speed starts to decrease from the time point II, and the required fuel amount Q1 of the engine 8 also starts to decrease accordingly. It should be noted that the engine speed is controlled to gradually decrease so as not to cause a sudden decrease in the speed at the time point II. Then, at the time point III where Q2-a> Q1, the target rotational speed N2 is set with some allowance e for the rotational speed, and the target rotational speed N2 is maintained by the rotational speed reduction control.

When the operation of the auxiliary device that consumes a large current is terminated while the target rotational speed N2 is maintained (at the time point IV), the battery voltage is restored and the fuel discharge amount Q2 (Q2- Since a) is improved, there is no risk of engine malfunction even if the engine speed reduction control is canceled, but the operator recognizes that the engine speed reduction control is being performed and loosens the throttle to reduce the engine speed. Control for a certain time (from time V to VI
The engine control device 20 suspends the release of the rotation speed reduction control until the target rotation speed N2 or less can be maintained even if it is not performed (during the time point). The suspension of release of this rotation speed reduction control is
As will be described later, it is carried out by the cancellation holding means provided in the engine control device 20.

As described above, the release of the rotation speed reduction control is suspended until the operator recognizes the execution of the rotation speed reduction control and loosens the throttle. Therefore, at the same time when the rotation speed reduction control is released, the engine speed rapidly increases. Is prevented, and the steering stability of the hull 1 is kept good.

Next, the operation of the first embodiment of control in the engine control device 20 will be described based on the flowchart of FIG. In this flowchart, each step is indicated by S1, S2 ....

First, all the operation counters are reset (S1), and then the fuel injection amount is calculated from each data such as engine speed, throttle opening, atmospheric pressure, engine temperature (S2), and this fuel injection amount is calculated. Then, the required fuel amount Q1 of the engine 8 is calculated from the engine speed (S3). Further, the battery voltage is detected, and the fuel discharge amount Q2 that can be discharged by the fuel pump 34 is calculated from this battery voltage (S4). Then, the value Q2-a obtained by subtracting the margin amount a from the fuel discharge amount Q2 and the required fuel amount Q1 are compared (S
5).

When Q2-a is larger than the required fuel amount Q1 (S5 → YES), fuel is injected (S6), normal operation is performed, and the process returns to S1. When Q2-a is smaller than the required fuel amount Q1 (S5 → NO), the counter is incremented (S7), and it is checked whether this state exceeds a certain time b (S8). This ignores the instantaneous battery voltage drop at time point I in the time chart of FIG.
This is to prevent the rotation speed reduction control from being started early, and when S8 is NO, fuel is injected (S9) and S2 is performed.
Return to

If S8 is YES, the target engine speed N1 of the engine 8 is set (S10), and in the subsequent steps S11 to S14, the routines S2 to S5 are repeated. S14 is N
O, that is, the fuel discharge amount Q2-a is still the required fuel amount Q
If it is less than 1, the routine proceeds to S15, where the target rotational speed N1 is gradually decreased.

Then, in S16, the engine speed N and the target speed N1 are compared, and when N is larger than N1 (S
In the case of 16 → YES), the counter is reset to enter the rotational speed reduction control (S17), the cylinder to be ignited next is misfired (S18), the fuel is injected (S19) and the process returns to S11. Also,
When N is smaller than N1 in S16 (S16 → NO)
Is normally ignited (S20), the counter is incremented (S21), and it is checked whether this state exceeds a certain time b (S22).

If S22 is NO, the marine vessel operator does not recognize the execution of the rotational speed reduction control, and it is judged that the throttle is still open, and the routine of S11 to S22 is repeated through S19. Further, if S22 is YES, it is determined that the operator has recognized the execution of the rotation speed reduction control and loosened the throttle. At this time, the rotation speed reduction control is canceled and the process returns to the start.

On the other hand, if S14 is YES, that is, if the fuel discharge amount Q2-a is larger than the required fuel amount Q1, the counter is reset (S23) and then the process proceeds to S24, where N2 is provided with a surplus amount e. Is set. In the subsequent steps S25 to S28, the routines S2 to S5 are repeated.

If S28 is NO, the process proceeds to S15. If S28 is YES, the engine speed N is compared with the target speed N2 in S29. If N is larger than N2 (S29 → YES). The counter is reset to enter the rotational speed reduction control (S30), the cylinder to be ignited next is misfired (S31), and the process returns to S25 after fuel injection (S32).

If S29 is NO, normal ignition (S
33) is executed, the counter is incremented (S34), and it is checked whether this state exceeds a certain time d (S35).
If S35 is NO, the operator does not recognize the execution of the rotation speed reduction control, and it is determined that the throttle is still open, and the routine of S25 to S34 is repeated through S32.
Further, if S35 is YES, it is determined that the boat operator recognizes the execution of the rotation speed reduction control and loosens the throttle, and at this time, the rotation speed reduction control is canceled and the process returns to the start.

As described above, 2 in the flowchart.
The steps S22 and S35 serve as a release holding means for preventing the engine speed from rapidly increasing at the same time as the release of the engine speed reduction control as described above, and for maintaining the steering stability of the hull 1 in a good condition. .

Next, a second embodiment of control in the engine control device 20 will be described.

The fuel pump 34 has a fuel discharge amount characteristic proportional to the applied voltage, that is, the battery voltage, as indicated by the line a in FIG. On the other hand, the required fuel amount of the engine 8 is
Generally, it has characteristics as shown by the line b depending on the number of rotations.

Therefore, in the second embodiment, based on such data, the operable rotational speed N1 of the engine 8 corresponding to when the battery voltage becomes a value of V1 to V5, respectively.
-N5 is set as shown in the table of FIG. 6, and when the battery voltage drops during the operation of an auxiliary device such as a PTT that consumes a large current, the operable rotational speed at that voltage and the current rotational speed are compared, The engine control device 20 (control unit 27) is programmed so as to perform the rotation speed reduction control when the current rotation speed exceeds the operable rotation speed. The operable rotational speed in the middle of each of the voltages V1 to V5 is determined by interpolation calculation.

Explaining based on the time chart of FIG. 7, when the battery voltage changes due to the operation of the auxiliary device such as the PTT, the operable rotational speed of the engine 8 also changes accordingly. For example, if the required fuel amount cannot be secured when operating at Na + c or higher, the rotational speed is reduced to Na, and if the required fuel amount cannot be secured when operating at Na + c or lower, the rotational speed can reach Nb. Be dropped. Simultaneously with the execution of this rotation speed reduction control, the display means 41 (see FIG. 2) is turned on, and the operator is informed that the rotation speed reduction control is being executed.

The difference in the number of revolutions between Na + c and Na and Nb is set to, for example, a value of 500 rpm to 2000 rpm, whereby the operator feels that the engine control unit 20 is performing the reduction of the number of revolutions. Can be recognized. Therefore, even if the operator is not aware of the display by the display means 41, it is possible to recognize the execution of the rotational speed reduction control from the sensation and the display of the tachometer, so that the throttle can be loosened and the rotational speed reduction control can be released. .

Since such a gradual rotation speed reduction control can be utilized as the display means itself, the display means 41 such as an indicator lamp and an alarm can be deleted in some cases.

Next, the operation of the second embodiment of the engine control device 20 will be described based on the flowchart of FIG.
In this flowchart, each step is S41, S42.
Indicated by ...

First, all the operation counters are reset in S41, then the battery voltage is detected (S42),
The operable speed of the engine 8 is calculated based on the battery voltage (S43). Then, in S44, the current rotational speed N and the operable rotational speeds N1 to N5 are compared, and N
When is lower than (S44 → YES), the process returns to S41, and when N is higher (S44 → NO), the counter is incremented (S45), and it is checked whether this state exceeds a certain time d. (S46). This is to prevent the rotation speed reduction control from being started early due to the instantaneous battery voltage reduction.

If S46 is NO, the process returns to S42, but S
If 46 is YES, the current rotational speed N is compared with Na + c in S47. When N exceeds Na + c (S47 → YE
In S, after the battery voltage is detected in S48, the operable rotational speed is calculated based on this battery voltage (S4
9).

Then, in S50, the rotation speed Na, which is one step lower than Na + c, is compared with N1 to N5. If Na is lower than N1 to N5 (S50 → YES), the current rotation speed N is compared with Na in S51, and if YES, the counter is reset and the rotation speed reduction control is started (S50).
52) Then, after the cylinder to be ignited has misfired (S53),
Return to S48.

On the other hand, when S51 is NO, that is, when N is lower than Na, the counter is incremented (S54) and normal ignition (S55) is performed. And this state is e
It is checked whether or not it exceeds (S56). If S56 is NO, the marine vessel operator does not recognize the execution of the rotational speed reduction control, it is determined that the throttle is still open, and the routine from S48 is repeated.

If S56 is YES, it is determined that the operator has recognized the execution of the rotational speed reduction control and has loosened the throttle. Further, in S57, whether the current battery voltage V exceeds the set voltage V5 (voltage Return?) Is checked. If S57 is YES, the rotation speed reduction control is released at this point and the routine returns to the start. If S57 is NO, the routine from S48 is repeated.

On the other hand, when S47 is NO and when S50 is NO, the current rotation speed N is compared with the current rotation speed Nb which is lower than Na in S58, and S58 is YES.
In the case of, the counter is reset and the rotational speed reduction control is entered (S59), and then the cylinder to be ignited is misfired (S59).
60) and returns to S58.

If S58 is NO, the counter is incremented (S61) and normal ignition (S62) is performed. Then, it is checked whether this state exceeds a certain time e (S63). In the case of NO in S63, the marine vessel operator does not recognize the execution of the rotation speed reduction control, it is determined that the throttle is still open, and the routine from S58 is repeated.

If S63 is YES, it is determined that the operator has recognized the execution of the rotation speed reduction control and has loosened the throttle. Further, in S64, the current battery voltage V is one step lower than the set voltage V5. It is checked whether V4 is exceeded (voltage recovery). If S64 is YES,
At this time, the rotation speed reduction control is released and the routine returns to the start. If S64 is NO, the routine from S58 is repeated.

The four steps S56, S57 and S63, S64 in this flow chart are cancellation holding means for preventing the engine speed from rapidly increasing at the same time as the cancellation of the engine speed reduction control and for maintaining the steering stability of the hull 1 in good condition. Becomes

According to the first and second embodiments described above, even if the auxiliary device that consumes a large amount of current, such as the PTT, operates and the battery voltage drops, and at the same time the fuel discharge amount of the fuel pump 34 drops. Since the rotation speed of the engine 8 is lowered until the fuel discharge amount matches the required fuel amount of the engine 8, the fuel shortage is prevented and the engine malfunction is prevented.

Further, since the display means 41 displays to the operator that the engine speed reduction control is being carried out, the operator can recognize the execution of the engine speed reduction control, and the engine speed decrease is confirmed. It is possible to prevent a situation in which the throttle is opened unnecessarily by mistakenly recognizing it as a failure.

Further, even if the operation of the auxiliary device such as the PTT is stopped and the battery voltage is restored, the release suspending means suspends the release of the rotation speed reduction control, and the rotation speed reduction control is performed until the operator loosens the throttle. Is not released, the engine rotation speed does not suddenly increase with release of the rotation speed reduction control, and good steering stability is maintained.

Next, a third embodiment of control in the engine control device 20 will be described. The third embodiment implements the contents of claim 4 of the claims.

Generally, in an ignition device (for example, transistor ignition) that ignites using a battery as a power source, the battery voltage (primary voltage) and the ignition voltage (secondary voltage) that can be generated based on this battery voltage are as shown in FIG. There is a proportional relationship.

Further, the relationship between the engine speed and the ignition voltage (secondary voltage) required by the ignition device is substantially inversely proportional as shown by the line a in FIG. 10, and the ignition increases as the engine speed increases. It is designed so that the voltage may be small. During acceleration, a slightly higher ignition voltage is generally required as indicated by line b.

Therefore, if the voltage of the battery 36 is low,
The battery voltage applied to the ignition device 35 is also reduced, which may cause a misfire when the engine 8 rotates at a low speed, which may cause a problem such as engine stall or idling malfunction. In such a case, a large current is consumed. Avoid using auxiliary devices such as PTT.

Therefore, in the third embodiment, the battery
Based on the voltage of 36, the ignition voltage that can be applied to the ignition device 35 when an auxiliary device such as PTT that consumes a large current is used is obtained, and the operable rotational speed of the ignition system of the engine 8 is calculated from this ignition voltage. The engine control unit 20 (control unit) is operated to compare the drivable speed with the actual engine speed, and when the actual engine speed does not satisfy the drivable speed, the auxiliary device is stopped. Unit 2
7) is programmed.

Specifically, as shown in the table of FIG. 11, when the battery voltage is V1 to V8, the corresponding operable rotational speeds NI1 to NI8 of the ignition system of the engine 8 are preset. , PTT, etc., when the battery voltage drops during operation of the auxiliary device, the battery voltages V1 to V8
Is compared with the actual rotational speed N, and the actual rotational speed N is the operable rotational speed NI.
It was programmed to display an indication to stop the use of auxiliary equipment if below 1-NI8. The operable rotational speed in the middle of each of the voltages V1 to V8 is determined by interpolation calculation.

Next, the operation of the third embodiment will be described based on the flowchart of FIG. In this flowchart, each step is indicated by S71, S72, ....

First, in S71, the voltage of the battery 36 is detected, and then in S72, the change in the throttle opening is detected. This S72 is a step for determining whether or not the vehicle is accelerating, and may be omitted depending on the case.

In S73, the lowered battery voltage when an auxiliary device such as PTT is used is obtained based on the current voltage of the battery 36, and the battery voltage is applied to V1 to V8 in FIG. The operable rotational speeds NI1 to NI8 are calculated.

Then, in the next S74, the actual engine speed N and the operable engine speeds NI1 to NI8 are compared, and the actual engine speed N is determined to be the operable engine speed NI1 to NI1.
If it is below NI8 (S74 → YES), the process proceeds to S75, a message is displayed to stop the use of the auxiliary device such as PTT, and the process returns. The above-mentioned display is performed, for example, by the display means 41 described above.

If S74 is NO, that is, if the actual engine speed N exceeds the operable speeds NI1 to NI8, the routines of S71 to S74 are repeated. When it is determined in S72 that the vehicle is accelerating, S74 may be executed based on the map dedicated to acceleration in which the values of the operable rotational speeds NI1 to NI8 are reduced.

According to the third embodiment, when an auxiliary device such as a PTT is used, the battery voltage applied to the ignition device 35 drops, and the operable rotational speeds NI1 to NI8 of the ignition system are reduced.
If it is expected that the ship will no longer be satisfied, a message will be displayed to stop the use of the auxiliary device, and the operator cancels the use of the auxiliary device. Therefore, the applied voltage to the ignition device 35 is properly maintained, and the engine malfunction caused by the ignition system can be avoided in advance.

Further, when the use stop of the auxiliary device is displayed, the ship operator can recognize that the performance of the battery 36 is deteriorated, and take measures to charge or replace the battery 36. it can.

If the use stoppage of the auxiliary device is not displayed in this way, the engine suddenly falls into a malfunction at the same time as the use of the auxiliary device, and the operator may misunderstand that the engine is out of order, which may cause unnecessary anxiety. However, a lot of time and money will be spent on repairs.

If the operator does not stop the use of the auxiliary device within a predetermined time after the stoppage of the auxiliary device is displayed, the engine controller 20 automatically stops the auxiliary device after the predetermined time. The (control unit 27) may be programmed.

Next, a fourth embodiment of control in the engine control device 20 will be described. This 4th Embodiment implement | achieves the content of Claim 5 of a claim.

As described above, the engine 8
When the proper battery voltage is not applied to the fuel pump 34, the fuel discharge amount becomes insufficient, so that high speed rotation becomes impossible.
Also, if an appropriate battery voltage is not applied to the ignition device 35, the ignition voltage weakens and low speed rotation becomes impossible.

FIG. 13 shows this situation as a whole in a diagram. In FIG. 13, line a is a boundary line of operation propriety depending on the flow rate that can be generated by the fuel pump 34, and line b is an ignition device.
This is a boundary line of operation propriety based on 35 possible voltages. Also,
The c line is an operation propriety boundary line due to the voltage that can be generated by the ignition device 35 during acceleration.

As is apparent from this figure, the operable region of the engine 8 based on the battery voltage is A and B during non-acceleration and only A during acceleration, and the other region (hatched portion). Is the NG region.

Therefore, in the fourth embodiment, when an auxiliary device such as a PTT that consumes a large current is used, the battery voltage drops and it becomes impossible to operate the engine 8 in the A and B regions of FIG. If it is expected, the engine controller 20 (control unit 27) is programmed so as to display that the use of the auxiliary device is stopped and automatically stop the auxiliary device after the elapse of the predetermined time.

Specifically, as shown in the table of FIG. 11 and the table of FIG. 14, when the battery voltage is in the range of V1 to V8, the corresponding operable engine speeds NI1 to NI8 of the ignition system and the corresponding fuel system of the fuel system are shown. The operable rotational speeds NF1 to NF8 are set in advance, and the operable rotational speeds NI1 of the ignition system and the fuel system are set.
-NI8, NF to NF8 are compared with the actual engine speed N, and an indication is displayed to stop the use of the auxiliary device when the actual engine speed N does not satisfy at least one of NI1 to NI8 and NF to NF8. Then, after the predetermined time, the auxiliary device was programmed to be automatically stopped. It should be noted that the values of NF1 to NF8 in FIG. 14 are values calculated by obtaining the ignition voltage that can be applied to the fuel pump 34 when the auxiliary device is used, and operating from this ignition voltage. The number is determined by interpolation calculation.

Next, the operation of the fourth embodiment will be described based on the flowchart of FIG. In this flowchart, each step is indicated by S81, S82 ...

First, all the operation counters are reset (S81), then the voltage of the battery 36 is detected (S82),
Based on this battery voltage, the operable speeds NF1 to NF8 of the fuel system of the engine 8 and the operable speeds NI1 to NI8 of the ignition system are calculated (S83 and S84).

Then, in S85, the actual engine speed N and the operable engine speeds NF1 to NF8 and NI1 to N are set.
I8 is compared, and NI1 to NI8 <N <NF1 to NF
If 8 is not satisfied (S85 → NO), proceed to S86,
An indication is given to stop using the auxiliary device that consumes a large amount of current. This display is performed by the display means 41, for example.

Thereafter, the counter is incremented (S87) and S
At 88, it is checked whether a certain time has passed. S88
If NO is returned to S82 and the routines of S82 to S88 are repeated, but if S88 is YES, it is considered that the operator did not notice the display in S86 and the process proceeds to S89.
The auxiliary device that consumes a large current is automatically stopped and the process returns to S82.

On the other hand, if S85 is YES, the process proceeds to S90,
It is checked whether the switch that releases the automatic stop of the auxiliary device that consumes a large current is ON, and if YES, S91
Then, the automatic stop of the auxiliary device is released. Also, S90
If is NO, the process returns to S81. The steps S90 and S91 may be applied only in the case of an auxiliary device of a type that may endanger the operator if the automatic stop is arbitrarily released, and may be omitted in the case of PTT, for example.

According to the fourth embodiment, for example, when it is expected that the operable rotational speeds of the fuel system and the ignition system cannot be satisfied when the auxiliary device that consumes a large current due to deterioration of the battery 36 is used. Is displayed to stop the use of the auxiliary device, so that the ship operator cancels the use of the auxiliary device, and the voltage applied to the ignition device and the fuel pump is properly maintained, which causes both the ignition system and the fuel system. The engine malfunction is avoided. Note that, for example, when the operator does not notice the display and does not cancel the use of the auxiliary device, the operation of the auxiliary device is automatically stopped, so that sudden engine malfunction does not occur.

[0096]

As described above, the engine control device for an outboard motor according to the present invention has the following features.
Detects the battery voltage, calculates the fuel discharge amount of the fuel pump from this battery voltage, compares this fuel discharge amount with the required fuel amount of the engine, and if the fuel discharge amount is less than the required fuel amount, the engine speed It is characterized in that it is programmed so as to carry out rotation speed reduction control for decreasing the number of rotations.

According to this structure, even if the auxiliary device that consumes a large amount of current, such as the PTT, operates and the battery voltage drops and the fuel discharge amount of the fuel pump decreases, this fuel discharge amount is reduced. The engine speed can be reduced until the required fuel amount is satisfied so that fuel shortage does not occur. Therefore, engine malfunction can be prevented.

Further, the engine control device for an outboard motor according to the present invention, as described in claim 2, is provided with the display means for displaying to the operator that the rotational speed reduction control is being executed. Even if the engine speed is reduced when the engine speed is reduced when the battery voltage is low, the operator can recognize from the display on the display means that the engine speed is being reduced, and the engine failure is detected. It is possible to prevent misidentification.

Furthermore, the engine control device for an outboard motor according to the present invention, as described in claim 3, when the engine speed lowering control is canceled, the engine speed lowering control is performed. Since the release suspending means for suspending the release of the rotational speed reduction control is provided until the person recognizes and loosens the throttle,
The engine speed does not suddenly increase at the same time as the battery voltage is recovered, and the engine speed is re-increased by the throttle operation by the operator, so that the steering stability can be kept good.

According to another aspect of the present invention, the engine control device for an outboard motor detects a battery voltage and when an auxiliary device that consumes a large current is used based on the battery voltage. In this case, the ignition voltage that can be applied to the ignition device is calculated, the operable speed of the ignition system of the engine is calculated from this ignition voltage, and the operable speed is compared with the actual engine speed to determine the actual engine speed. Is programmed below the operable speed, the display is programmed to stop the use of the auxiliary device.

With this configuration, when it is expected that the auxiliary device which consumes a large current such as PTT is used, the voltage applied to the ignition device is lowered and the operable rotational speed of the ignition system cannot be satisfied. Is displayed to stop the use of the auxiliary device, the operator cancels the use of the auxiliary device. Therefore, it is possible to appropriately maintain the voltage applied to the ignition device and avoid the engine malfunction caused by the ignition system.

Further, the engine control device for an outboard motor according to the present invention detects the battery voltage and uses the auxiliary device which consumes a large current based on the battery voltage. In this case, the ignition voltage that can be applied to the ignition device is obtained, and the operable speed of the ignition system of the engine is calculated from this ignition voltage, while the fuel discharge amount of the fuel pump when the auxiliary device is used is calculated. The operable speed of the fuel system of the engine is calculated from the above, and the operable speed of the ignition system and the fuel system is compared with the actual engine speed, and the actual engine speed is the operation of the ignition system and the fuel system. When at least one of the possible rotation speeds is not satisfied, a display is displayed to stop the use of the auxiliary device, and after a predetermined time, the auxiliary device is programmed to be automatically stopped.

According to this structure, if an auxiliary device that consumes a large amount of current such as PTT is used, the use of the auxiliary device is stopped when it is expected that the operable rotational speeds of the fuel system and the ignition system cannot be satisfied. The display indicates that the marine vessel operator should stop using the auxiliary device, so that the voltage applied to the ignition device and the fuel pump is properly maintained. Therefore, it is possible to avoid engine malfunction caused by both the ignition system and the fuel system. Note that, for example, when the operator does not notice the display and does not cancel the use of the auxiliary device, the operation of the auxiliary device is automatically stopped, so that it is possible to prevent sudden engine malfunction.

[Brief description of drawings]

FIG. 1 is a left side view of an outboard motor provided with an engine control device according to the present invention.

FIG. 2 is a block diagram showing a configuration of an engine control device.

FIG. 3 is a time chart showing the operation of the engine control device according to the first embodiment of the present invention.

FIG. 4 is a flowchart showing the operation of the engine control device according to the first embodiment of the present invention.

FIG. 5 is a diagram showing the relationship between the applied voltage of the fuel pump and the fuel discharge amount characteristic, and the characteristics of the engine speed and the required fuel amount.

FIG. 6 is a diagram showing the operable engine speed of the engine corresponding to each battery voltage.

FIG. 7 is a time chart showing the operation of the engine control device according to the second embodiment of the present invention.

FIG. 8 is a flowchart showing the operation of the engine control device according to the second embodiment of the present invention.

FIG. 9 is a diagram showing a relationship between a battery voltage and an ignition voltage that can be generated based on the battery voltage.

FIG. 10 is a diagram showing a relationship between an engine speed and an ignition voltage required by an ignition device.

FIG. 11 is a diagram showing a battery voltage and the corresponding operable engine speed of the ignition system of the engine.

FIG. 12 is a flowchart showing the operation of the engine control device according to the third embodiment of the present invention.

FIG. 13 is a diagram showing an operation propriety boundary line based on a generable flow rate of a fuel pump and an operation propriety boundary line based on a generable voltage of an ignition device based on a battery voltage and an engine speed.

FIG. 14 is a diagram showing the battery voltage and the corresponding operable engine speed of the fuel system of the engine.

FIG. 15 is a flowchart showing the operation of the engine control device according to the fourth embodiment of the present invention.

[Explanation of symbols]

 1 Outboard Motor 8 Engine 20 Engine Control Device 27 Control Unit 34 Fuel Pump 35 Ignition Device 36 Battery 41 Display Means Q1 Required Fuel Amount of Engine Q2 Fuel Discharge Amount of Fuel Pump N Actual Engine Speed NF1 to NF8 Fuel System of Engine Operable Revolutions NI1 to NI8 Operable Revolutions of Engine Ignition System

Claims (5)

[Claims] 1. A battery voltage is detected, a fuel discharge amount Q2 of a fuel pump is calculated from this battery voltage, and this fuel discharge amount Q2 is compared with a required fuel amount Q1 of the engine 8 to determine a fuel discharge amount Q2. An engine control device 20 for an outboard motor, which is programmed so as to carry out a rotation speed reduction control for decreasing the engine rotation speed when the required fuel amount Q1 is not reached. 2. The engine control device 20 for an outboard motor according to claim 1, further comprising display means 41 for displaying to the operator that the rotation speed reduction control is being performed. 3. When releasing the rotational speed reduction control,
The engine control device for an outboard motor according to claim 1, further comprising a release holding means for holding the release of the rotation speed reduction control until the operator recognizes that the rotation speed reduction control is being performed and loosens the throttle. 4. A battery voltage is detected, and based on this battery voltage, an ignition voltage that can be applied to the ignition device 35 when an auxiliary device that consumes a large current is used is obtained, and the ignition system of the engine 8 is calculated from this ignition voltage. Operating speeds NI1 to
NI8 is calculated, and the operable engine speeds NI1 to NI8 are compared with the actual engine speed N. If the actual engine speed N cannot satisfy the operable engine speeds NI1 to NI8, use of the auxiliary device is performed. An engine control device 20 for an outboard motor, which is programmed so that a display for stopping the engine is displayed. 5. The battery voltage is detected, the fuel discharge amount of the fuel pump 34 when an auxiliary device that consumes a large current is used is calculated based on the battery voltage, and the fuel discharge amount of the engine 8 is calculated from this fuel discharge amount. Operable speed NF1 to NF
8 is calculated, the ignition voltage that can be applied to the ignition device 35 when the auxiliary device is used is calculated, and the operable rotational speeds NI1 to NI8 of the ignition system of the engine 8 are calculated from this ignition voltage to calculate the fuel system and Ignition system operable speed NF
1 to NF8, NI1 to NI8 and the actual engine speed N
The actual engine speed N is compared with
If at least one of I8 is not satisfied, it is displayed that the use of the auxiliary device is stopped, and the auxiliary device is programmed to be automatically stopped after a predetermined time has passed. 20.