JP4367621B2 - Shift operation control device - Google Patents

Description

  The present invention relates to a shift operation control device for an outboard motor including a forward / reverse switching mechanism that switches forward, neutral, and reverse positions by operating a shift operation lever.

  Conventionally, in an outboard motor, a forward / reverse switching for switching between neutral (neutral) and forward / reverse is performed between a drive shaft connected to an engine crankshaft (or geared) and a propeller shaft that is a rotating shaft of the propeller. Equipped with a mechanism.

  This forward / reverse switching mechanism is arranged between a forward gear and a reverse gear by meshing a forward gear and a reverse gear, which are rotatably arranged on the propeller shaft, with a drive gear fixed to the lower end of the drive shaft. By shifting the dog clutch that has been made to a neutral, forward, or reverse position, the neutral, forward, and reverse positions are switched.

  In this type of forward / reverse switching mechanism, when a shift operation is performed from a state in which the dog clutch is engaged with either the forward gear or the reverse gear, the dog clutch remains engaged with any of the gears and is difficult to come off. Sometimes. For this reason, the engine output is detected by ignition cut (misfire control) or the like when the load applied to the shift operation lever during the shift operation (operating force / extraction force of the shift operation lever) is detected and the load exceeds a predetermined load (load set value). There has been proposed a device that makes the shift operation easier by reducing the number (for example, see Patent Documents 1 to 4).

In addition, when a shift operation is performed forward or backward from neutral in an outboard motor, the rotation part on the engine side and the gear part on the propeller side are instantaneously connected by the dog clutch, so the gear part on the propeller side stops. A large shock (impact) is generated during shift operation. Also, immediately after the shift operation, a shock (vibration) is generated in the hull by the propeller thrust. For this reason, a method is proposed in which when the engine is idling and the shift is detected to be out of the neutral position, the engine speed is controlled to decrease, and when the shift operation is detected, the control is canceled. (For example, see Patent Document 5).
JP-A-63-137098 Japanese Patent Laid-Open No. 63-195094 Japanese Patent Laid-Open No. 01-182196 JP 02-216391 A JP 2001-152897 A

  However, according to the control according to the above-described prior art, which detects the load applied to the shift operation lever during the shift operation and reduces the engine output when the load exceeds the predetermined load, the magnitude and stability of the engine torque of the outboard motor It is difficult to accurately detect the load applied to the shift operation lever due to the influence of the characteristics (torque fluctuation), and it is actually difficult to set the set value of the load.

  Furthermore, according to the above prior art, since it is detected that the load applied to the shift operation lever during the shift operation (the magnitude of the shift operation force) has reached the set value, the engine output (drive torque) is controlled to decrease. The shift operation force required for the shift operation is actually larger than the set value until the drive torque actually decreases, and the shift operation cannot be easily performed.

  On the other hand, in order to reduce the shift shock during the shift operation described above, it is important to quickly detect the presence or absence of the shift operation. For this reason, for example, if a switch that detects a shift operation is set so that the timing of deviating from neutral is detected early, a shift operation that is not based on the operator's intention to operate is detected, which is a false detection. There is a problem that it is easy to do. On the other hand, if the timing for deviating from the neutral is set to be detected late, detection of the presence / absence of the shift operation is delayed, and a shock at the time of sufficient shift operation cannot be reduced.

  Also, when performing control to detect the presence or absence of a shift operation and decrease the engine rotation speed, the elapsed state after the shift operation cannot be detected, so if the shift operation lever stops at a position that is out of neutral and does not shift, the engine There is a problem that rotation reduction control continues.

  The present invention has been made to solve the above-described problem, and reduces the load applied to the shift operation lever during the shift operation and the shock during the shift operation, thereby facilitating the shift operation. An object is to provide an operation control device.

In order to achieve the above-mentioned object, the present invention transmits the engine output to the forward gear and the reverse gear to drive the dog clutch by driving the shift operation lever to shift the dog clutch to the forward gear. An outboard motor equipped with a forward / reverse switching mechanism for switching to a forward position for meshing with the gear, a reverse position for meshing with the reverse gear, and a neutral position for meshing with neither the forward gear or the reverse gear. In the shift operation control device, a shift operation detecting means attached to a shift operation link that is first driven in the shift mechanism including the forward / reverse switching mechanism, and continuously detecting the shift operation by the shift operation lever; and the engine and the engine output change control means for changing the output, the shift operation link by said shifting operation detecting means sets Upon detection of the early stages of the shift operation to be displaced a predetermined amount or more in between, performs control to change the engine output by the engine output change control means, and control means for release of the control for changing the engine output, the It is characterized by providing.

According to the present invention, a shift operation in which the shift operation link is displaced by a predetermined amount or more within a set time by the shift operation detection means attached to the shift operation link that is first driven in the shift mechanism including the forward / reverse switching mechanism. By detecting the initial stage and changing the engine output when the operating force applied to the shift operation lever is predicted to increase, the load applied to the shift operation lever during the shift operation and the shock during the shift operation are reduced. The shifting operation can be facilitated. In addition, since the detection is performed as the initial stage of the shift operation when the change amount of the output voltage of the shift operation detection means is 100 mV or more, erroneous detection can be eliminated.

  Further, the initial stage of the shift operation from the forward position to the neutral position or the shift operation from the reverse position to the neutral position is detected, and when the engine speed at the time of detection is equal to or higher than the set speed, that is, the shift operation lever is applied. By reducing the engine output when the operation force is predicted to increase, the shift operation can be performed with less force than in the prior art, and the shift operation can be facilitated.

  Also, when the shift operation detection means detects the initial stage of the shift operation, control is performed to change the engine output when the throttle opening is equal to or less than the set opening. In addition, erroneous detection of the shift operation when an external force other than the shift operation is applied to the shift operation lever can be prevented.

  In addition, when the shift operation detecting means detects the initial stage of the shift operation, control is performed to change the engine output when the intake negative pressure is equal to or lower than the set negative pressure. It is possible to avoid an increase in shift operation force that occurs when the follow-up of the engine speed is delayed.

  Also, the engine output change control means changes the engine output by performing ignition control based on the number of consecutive misfires or ignition timing retarded value set in advance for each engine speed range, so that engine stall is also achieved under various conditions. While preventing, the engine output can be reduced rapidly.

  The engine output change control means sets an allowable decrease gradient of the engine speed for each predetermined number of ignitions of the engine, and the number of consecutive misfires when the decrease gradient of the engine speed exceeds a preset allowable decrease gradient. Alternatively, since the ignition timing retardation value is changed, the effect of preventing the engine stall can be reliably achieved.

Further, the control unit, when setting the lower limit of the allowable decrease gradient of the engine speed for each predetermined number of times of ignition of the engine, lowering the gradient of the engine speed exceeds a predetermined lower limit value, the engine output Since the control to be changed is released, engine stall during engine output change can be prevented.

  Further, when the initial stage of the shift operation from the neutral position to the forward position or the shift operation from the neutral position to the reverse position is detected by the shift operation detection means, the control means performs control to change the engine output and sets Since the control to change the engine output after the elapse of time is released, the shock during the shift operation can be reduced and the shift operation can be facilitated.

  Further, the shift position detected by the shift operation detection means is in the vicinity of the neutral position, the detected shift position change amount is equal to or greater than a predetermined change amount, and exceeds the set value set for the neutral position. In this case, since the control means determines that it is the initial stage of the shift operation, the erroneous detection of the shift operation and the detection delay due to the assembly error of the shift operation detection means and the output variation are prevented, and the presence or absence of the shift operation is determined. The determination can be made quickly and accurately.

  Further, the shift operation detection means has a learning means for detecting the fluctuation in the output value at the neutral position and learning the output value at the neutral position after the fluctuation when the output value fluctuates. Even when the output value at the neutral position changes, the presence or absence of a shift operation can be detected quickly and accurately.

  Further, the shift operation detecting means has a determining means for determining the shift operation speed based on the detected change amount of the shift position, and the control means is when the determining means determines that the shift operation speed is equal to or less than a set value. Since the engine output is changed, the engine output change control at the time of sudden acceleration can be limited to prevent the occurrence of breathing.

  Further, the control means determines the ship speed based on the engine speed during the shift operation from the forward position to the neutral position and the continuation time during which the neutral position is maintained. When the ship speed is equal to or lower than the set value, the engine output Therefore, the shock during the shift operation can be reduced and the shift operation can be facilitated.

  The engine output change control means has intake air amount control means for controlling the intake air amount to the engine, changes the engine output by misfire or retard control, and takes the intake air amount by the intake air amount control means. Since the engine output is changed by increasing the engine output, the engine output can be quickly reduced while preventing engine stall under various conditions.

  Further, the control means immediately cancels the control to change the engine output when the predetermined engine output change control release condition is satisfied before the set time elapses. In addition, the engine output can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(First embodiment)
FIG. 1 is a partial longitudinal sectional view showing an example of an outboard motor to which a shift operation control device according to a first embodiment of the present invention is applied.

  In FIG. 1, the outboard motor 1 includes an engine cover 2 that can be divided into upper and lower parts, a drive shaft housing 3, and a gear housing 4. An engine 5 is installed in the engine cover 2. The engine 5 is a water-cooled four-cycle V-type six-cylinder engine in which a crankshaft is disposed substantially vertically (vertically placed).

  A drive shaft 6 connected (or gear-connected) to a crankshaft in the engine 5 extends from the lower end of the engine 5 through the drive shaft housing 3 to the gear housing 4. A forward / reverse switching mechanism 9 is disposed in the gear housing 4.

  The forward / reverse switching mechanism 9 includes a driving gear 9a composed of a bevel gear fixed to the lower end of the drive shaft 6 and a forward gear 9b composed of a bevel gear rotatably disposed on the propeller shaft 8 and a reverse gear 9c. The dog clutch 9d disposed between the forward gear 9b and the reverse gear 9c is moved to switch between forward, reverse, and neutral (neutral).

  The shift rod 10 extending in parallel with the drive shaft 6 in the drive shaft housing 3 moves the dog clutch 9d by its rotation, and meshes with either the forward gear 9b or the reverse gear 9c, or an intermediate portion thereof. Therefore, the rotational force is transmitted / disconnected from the drive shaft 6 to the propeller shaft 8 by preventing them from engaging with each other.

  The outboard motor 1 is supported by a swivel bracket 11 so as to be rotatable in a horizontal direction, and an upper portion of the swivel bracket 11 is supported so as to be rotatable in a vertical direction with respect to a clamp bracket 13 via a horizontal tilt shaft 12. The clamp bracket 13 is detachably fixed to the hull plate (not shown) of the hull (not shown), so that the clamp bracket 13 can be attached to the hull so as to be rotatable in the horizontal direction (steering direction) and the vertical direction (tilt direction). .

  In addition, an electrical component box 14 in which control system electrical components including an ECM (Engine Control Module) 15 are installed is disposed at the front of the engine 5.

  FIG. 2 is a cross-sectional view of the inside of the engine cover 2 in the outboard motor 1 of FIG.

  In FIG. 2, the remote control box 20 is disposed in the hull and includes a shift operation lever 21 for performing a shift operation (switching operation) by switching forward, neutral, and reverse. The shift operation lever 21 is connected to a shift lever 23 in the outboard motor 1 via a remote control cable 22 composed of inner and outer cables. The shift lever 23 is connected to the shift rod 10 via a plurality of shift operation links 25a, 25b, and 25c. A shift position detector 24 is disposed at the upper end of the rotation shaft of the shift lever 23.

  FIG. 3 is a partial cross-sectional view from the shift lever 23 to the shift rod 10.

  In FIG. 3, when the operator operates the shift operation lever 21, the shift lever 23 connected via the remote control cable 22 rotates about the rotation shaft 23 a, and this rotation causes the shift lever 23 to rotate the rotation shaft 23 a. The shift rod 10 is rotated by driving the shift operation links 25a, 25b, and 25c that are connected to each other. As a result, as described above, the dog clutch 9d of the forward / reverse switching mechanism 9 moves to switch forward, reverse, and neutral (shift).

  A damper 25d made of an elastic body such as rubber is sandwiched between connecting portions of the shift operation link 25a and the shift operation link 25b. The damper 25d may be sandwiched between the connecting portions of the shift operation link 25b and the shift operation link 25c.

  For example, when the shift operation is performed from the F (forward) position to the N (neutral) position, or when the reverse shift operation is performed, the gear does not come off and the movement on the shift rod side may stop for a moment. In this case, as a result, the output value of the shift position detector 24 stops for a moment and becomes flat, causing a delay in the start of the output change control. In the above case, the operator feels uncomfortable or makes the shift operation feel heavy. Therefore, the damper 25d is provided to rotate the shift lever 23 without stopping the movement of the shift lever 23.

  FIG. 4 is an enlarged view of the vicinity of the shift position detector 24 in FIG.

  In FIG. 4, a shift position detector 24 connected to the ECM 15 via a signal line is disposed on the rotation shaft 23 a of the shift lever 23. The shift position detector 24 is composed of, for example, a rotation type variable resistor, and generates an output (voltage) corresponding to the rotation position of the shift lever 23 as shown in FIG. 5 to continuously detect the shift position. Thus, the presence / absence of the shift operation, the shift operation timing, and the shift position are detected.

  The shift position detector 24 is disposed at the first rotating portion (drive portion) of the shift mechanism including the shift lever 23 inside the outboard motor 1, the shift operation links 25 a, 25 b, 25 c, and the forward / reverse switching mechanism 9. Therefore, it is suitable for detecting an operator's shift operation quickly and accurately. This is a structure in which the rotary shaft of the rotary variable resistor of the shift position detector 24 is directly connected to the upper end of the rotary shaft 23a of the shift lever 23, so that it can be made compact with a small number of parts and has excellent assembly workability. Since the rotary shaft of the rotary variable resistor is oriented downward, it has excellent reliability on the waterproof surface. Further, it is possible to reduce the vibration received by the shift position detector 24 from the rotation shaft of the shift lever 23 by connecting the rotation shaft 23a and the rotation shaft of the rotary variable resistor via a resin member or the like.

  6A and 6B are diagrams illustrating output waveforms of the shift position detector 24, where FIG. 6A illustrates a case where the load applied to the shift operation lever 21 is small, and FIG. 6B illustrates a case where the load applied to the shift operation lever 21 is slightly large. (C) is a case where the load applied to the shift operation lever 21 is large.

  6 (a) to 6 (c), when the shift operation lever 21 is shifted from the F (forward) position to the N (neutral) position, the output of the shift position detector 24 changes from C to B. When the shift operation lever 21 is shifted from the R (reverse) position to the N position, the output of the shift position detector 24 changes from A to B.

  When the shift operation is performed from the F position to the N position with the engine speed being low, as shown in FIG. 6A, the dog clutch 9d is moved from the timing (time) T1 when the shift position detector 24 detects the shift operation. The timing (time) T2 at which the gear 9b is removed from the forward gear 9b and becomes neutral is slightly delayed Ta, but the load (operation force) applied to the shift operation lever 21 is small.

  When the engine speed is slightly high and the shift operation is performed from the F position to the N position, as shown in FIG. 6B, the dog clutch 9d is moved forward from the timing T3 when the shift position detector 24 detects the shift operation. There is a delay Tb at the timing T4 when the gear 9b is released and becomes neutral. The relationship between the delay Tb and the delay Ta is Tb> Ta, and the timing when the dog clutch 9d is disengaged from the forward gear 9b and becomes neutral from the timing when the shift position detector 24 detects the shift operation is shown in FIG. It can be seen that the operation force applied to the shift operation lever 21 is slightly larger than the case.

  Further, when the shift operation is performed from the F position to the N position with the engine speed being high, the dog clutch 9d moves forward from the timing T5 when the shift position detector 24 detects the shift operation, as shown in FIG. The timing T6 that leaves the gear 9b and becomes neutral becomes a delay Tc. The relationship between the delay Tc and the delay Tb is Tc> Tb, and the dog clutch 9d is used for the forward movement from the timing when the shift position detector 24 detects the shift operation. The timing of leaving the gear 9b and becoming neutral is very late.

  Thus, although the shift position detector 24 detects a considerable displacement (movement / rotation) of the shift operation lever 21, the state in which the dog clutch 9d is not disengaged from the forward gear 9b continues. Since the operator increases the operation force to the shift operation lever 21, the operation force is accumulated (spread and deformed) in the play of the shift cable 22 and the like from the remote control box 20 to the dog clutch 9d, and the dog clutch 9d is moved to the forward gear 9b. At the moment of exiting, the neutral position is passed by the force applied so far, and then it is returned to the neutral position by the lever operation of the operator who recognizes that it has passed the detent force and the neutral position. In this state, the operator requires a great amount of operating force and requires an operation for returning the shift operation lever 21 to the neutral position from a position that has passed the neutral position.

  In the present invention, in order to prevent such a problem, the engine driving torque (engine output) is not decreased after detecting that the operating force applied to the shift operation lever has reached the set value during the shift operation. The operator detects the initial stage of the shift operation before increasing the operation force to the shift operation lever 21, predicts the magnitude of the operation force applied to the shift operation lever 21 from the engine speed at the time of detection, and outputs the engine output. The engine output reduction (change) control process to be reduced is performed, and a shift operation can be performed with a very small force compared to the conventional technique.

  FIG. 7 is a block diagram showing a schematic configuration of the control system of the outboard motor 1 of FIG.

  7, the control device 30 includes a central processing unit (CPU) 31 having a RAM and a ROM, a memory 32 including an EEPROM (Electrically Erasable and Programmable ROM), and a communication interface (connected to an external communication device 38). I / F) 33, an input circuit 34, an output circuit 35, an ignition device 36 connected to an external ignition coil 53, and a power supply circuit 37.

  The input circuit 34 includes an external camshaft signal detector 39, a crank angle signal detector (engine speed detector) 40, a throttle opening detector 41, an intake pressure detector 42, and an atmospheric pressure detector. 43, an intake air temperature detector 44, an engine temperature detector (cooling water temperature detector) 45, an engine inclination angle detector 46, a shift position detector 24, and a stop switch 47 are connected.

  The output circuit 35 includes an external fuel injection injector 48, an air amount adjusting valve / actuator 49 including a step motor and a solenoid valve, and a display device including an LED monitor, a buzzer, a tachometer, a trim meter, and the like. 50 and a fuel pump 51 are connected.

  The CPU 31 in the control device 30 calculates the intake air amount based on detection signals from various detectors input via the input circuit 34, and calculates the optimum fuel injection amount after performing various corrections on the intake air amount. Then, a drive signal having a duty ratio corresponding to the fuel injection amount is output to the injector 48 via the output circuit 35. Thereby, the injector 48 injects the optimum fuel injection amount corresponding to the calculated intake air amount by duty control.

  FIG. 8 is a flowchart showing a processing procedure of engine output reduction control of the outboard motor 1 of FIG. This processing is executed by the CPU 31 of the control device 30 based on a predetermined program stored in the ROM of the CPU 31.

  In FIG. 8, first, the CPU 31 determines whether or not the shift position of the shift operation lever 21 is in the forward (F) or reverse (R) position based on the output of the shift position detector 24 (ie, neutral (N)). Or not) (step S100).

  Next, when the shift position of the shift operation lever 21 is in the forward (F) or reverse (R) position, it is determined whether or not there has been a shift operation by the operator (step S101). In order to reduce the operating force applied to the shift operation lever 21 when the shift operation lever 21 is shifted from the F position or the R position to the N position, the shift operation based on the will of the operator is performed more quickly. It is important to detect accurately. Therefore, not only the shift position when the shift operation is performed, but also the output change amount of the shift position detector 24 is detected.

  Detection of the shift operation is difficult to perform quickly by determining only the position (absolute value) at the time of shift because there is variation due to the assembly error of the shift position detector 24 and the tolerance of each component. In addition, there is a problem in determining the shift position based only on the absolute value in terms of deterioration of the shift position detector 24 and each component (change in output due to wear of each component, variable resistance, etc.).

  For example, as shown in FIG. 10, the output of the shift position detector 24 when the shift position of the shift operation lever 21 is F has a variation C1 to C1 due to the assembly error of the shift position detector 24 and the tolerance of each component. When C2 is detected, when the shift operation is detected based on the preset absolute value c for determining the shift operation, in the case of C2, the detection of the shift operation is delayed by Δt with respect to the case of C1. Will occur. In this case, the shift operation cannot be detected despite the fact that the output of the shift detection means has changed greatly (operating force is accumulated in the cable, link, etc. from the remote control box 20 to the dog clutch 9d). The engine output change control function does not work and a very large operating force is required. Further, when the detection of the shift operation is determined by the absolute value c ′, there is a problem that C1 is erroneously detected as N.

  Therefore, as shown in FIG. 9, the output of the shift position detector 24 is compared with the current output for a predetermined time. That is, the output of the shift position detector 24 is measured at a short sampling interval (for example, 10 ms interval), and the timing Ta before a certain time (for example, 200 ms) before the output voltages Vb and Tb at the current timing (time) Tb. A change amount (Va−Vb) with respect to the output voltage Va at the time is calculated, and when the output change amount is equal to or larger than a preset output change amount A (for example, 100 mV), it is determined that there is a shift operation. This is to prevent erroneous detection of instantaneous changes due to noise or some external force (impact) on the shift position detector 24.

  Further, when the control device 30 is provided with a learning function to learn the output value of the shift position detector 24 at the F position or R position, and there is a change amount equal to or greater than the set value Vc with respect to the learned value. It may be determined that there is a shift operation. As a learning method, for example, when the same output value is detected a predetermined number of times at the F position, the output value (learning value) is set as the F position. For example, as shown in FIG. 10, the output voltage C2 of the shift position detector 24 is set as a learning value, and it is determined that there is a shift operation when the output voltage C2 changes by a set value Vc or more. Even when the output value at the F position becomes C1 due to aging or the like, C1 is set as the learning value by the learning function, so that the shift operation can be accurately detected.

  Further, the output of the shift position detector 24 at the F position or the R position is always measured at a short sampling interval, and it is determined that there is a shift operation when there is a change amount greater than the set value Vc with respect to the measured value. You may do it. For example, as shown in FIG. 10, when the output voltage C2 of the shift position detector 24 is measured and stored at regular intervals as a normal output, and the output voltage C2 changes by more than a set value Vc, there is a shift operation. Determine. In this case, the shift operation can be accurately detected even if the normal output becomes C1 due to aging or the like.

  In this way, the current shift position of the shift operation lever 21 is always determined by the output of the shift position detector 24, and the amount of change in the output of the shift position detector 24 is always detected, so that the presence or absence of the shift operation is as much as possible. It can be detected quickly and accurately.

  Next, it is determined whether or not the throttle opening is equal to or less than the set opening (low opening) (step S102).

  In an outboard motor, normally, a portion where the outboard motor is mounted is displaced with respect to a fixed mounting portion (clamp bracket or the like) at the stern by the propeller thrust during sudden acceleration. Further, the fixed portion of the throttle cable that opens and closes the throttle and the fixed portion of the shift cable that performs the shift operation are close to each other, and these fixed portions may be slightly displaced when the throttle is suddenly fully opened. In such a case or when an external force is received due to a jump during traveling, the shift position detector 24 detects the displacement, and the shift operation is performed even though the operator is not performing the shift operation. There is a problem that false detection is performed.

  Therefore, in the present embodiment, in order to prevent this erroneous detection, the engine output reduction control process is performed only when the throttle opening is equal to or less than the set opening (low opening).

  A general outboard motor throttle and shift operation mechanism has a structure in which a shift operation and a throttle operation are performed by one shift operation lever by a remote control box, and the shift operation lever is moved forward from a neutral position. The throttle can be operated from fully closed to fully opened as the shift operation lever is moved forward as it is shifted forward.

  Conversely, the shift operation lever is moved backward from the neutral position to shift backward (reverse), and the throttle can be operated from the fully closed position to the middle opening degree as the shift operation lever is tilted backward. Due to this structure, in the outboard motor, the throttle opening is substantially fully closed during the shift operation even if the engine speed is high or low. Therefore, by performing the engine output reduction control process only when the throttle opening is equal to or less than the set opening, it is possible to prevent a problem that a displacement that occurs during sudden acceleration or the like is erroneously detected as a shift operation.

  Next, the engine speed is detected to determine whether or not the engine output reduction control process is necessary (step S103 in FIG. 8). That is, when the engine speed is equal to or lower than the set speed, the engine drive torque is also low, and it is not necessary to perform the engine output reduction control process.

  Subsequently, it is determined whether or not the intake negative pressure is equal to or lower than the set negative pressure (step S104). That is, when the throttle is suddenly closed and suddenly decelerated from a constant driving state in the middle / high engine speed range, the engine speed is greatly reduced without performing engine output reduction control, and the shift operation is easy. This is because there is a possibility that the engine stalls when the engine output reduction control is performed, so that it is not necessary to perform the control process.

  On the other hand, at the time of throttle snap such as sudden opening → sudden closing, rapid acceleration → sudden deceleration, etc., the follow-up of the engine speed is delayed with respect to sudden opening and closing of the throttle. A very large operating force is required for the immediately following shift operation.

  Therefore, in the present embodiment, by detecting the intake negative pressure at the time of detecting the shift operation, it is determined whether the vehicle is suddenly decelerated from a constant operation state in the middle / high rotation range or the case of sudden deceleration by the throttle snap.

  If the throttle is suddenly closed from the middle or high speed range of the engine, the engine speed will decrease while the engine speed continues to be high to some extent even after the throttle valve is closed and the intake air amount is reduced. Therefore, the intake negative pressure becomes very large. Therefore, by detecting the intake negative pressure at the time of detecting the shift operation, it is possible to discriminate between sudden deceleration from a constant driving state in the middle / high rotation range and sudden deceleration by throttle snap.

  As another embodiment, whether or not the engine output reduction control is performed by determining whether or not the operation state before the throttle is suddenly closed, for example, whether or not the operation in the middle / high rotation range has been continued for a certain time or more. It is also possible to determine whether or not.

  Next, in step S105 of FIG. 8, engine output reduction control processing, that is, engine output reduction control by misfire control is performed.

  After detecting the shift operation, it is necessary to reduce the engine speed as quickly as possible without causing the engine stall. The sudden reduction in engine speed and the prevention of engine stall are contradictory items. In addition, in the case of the outboard motor 1, the mounted hull and the mounted propellers vary. It is necessary to control the reduction to the optimum engine speed according to the shape, weight, and load) and the load of the propeller.

  Therefore, it is effective to perform misfire (ignition signal cut) control from the scheduled ignition cylinder immediately after detecting the shift operation without specifying the misfire cylinder of the engine 5 in order to reduce the engine output. Not only the misfire control but also the fuel injection amount and intake air amount control (bypass air amount control, etc.) can be implemented in the same way to reduce the engine drive torque. However, the control of the fuel injection amount and the air amount is performed after ignition control (misfire control and delay) while the changed fuel injection amount and air amount enter the combustion chamber and the driving force decreases after several cycles. Angle control) is very effective because the driving force decreases immediately after the start of control.

  In this engine output reduction control, when a shift operation is detected, the engine speed is detected by the crank angle signal detector 40, and misfire control (ignition signal cut) according to the engine speed at that time is performed based on Table 1.

  For example, assuming that the engine speed at the time of the shift operation is 2800 rpm and N5 is in the engine speed range, the CPU 31 immediately performs misfire control with E being the number of consecutive misfires. For example, when E = 6, as shown in FIG. 11 (a), misfire control is performed from the ignition timing of the next cylinder ((1) in FIG. 11 (a)), and six consecutive misfires (# 5 → # 4 → # 3 → # 2 → # 1 → # 6) and the next cylinder (# 5) is ignited. After that, fire misfires 6 times in a similar manner. When the engine speed is reduced by this control and becomes the engine speed range of N4 in Table 1, the number of consecutive misfires is changed to D (for example, D = 3), and the process proceeds to three consecutive misfires. The set values in Table 1 are set according to the types of the engine 5 and propeller 7 mounted on the outboard motor 1, the hull on which the outboard motor 1 is mounted, and the like.

  On the other hand, when the engine speed rapidly decreases during the above-described continuous misfire control, engine stall may be caused. Therefore, an engine speed decrease gradient of an allowable engine speed as shown in Table 2 (engine per ignition) The engine speed reduction amount is set for each engine speed range, and when the detected engine speed reduction gradient exceeds the set value, the number of consecutive misfires is automatically changed.

  The CPU 31 calculates the deceleration (rotational decrease gradient) during misfire control, and when the value exceeds the set values (af) in Table 2, the number of consecutive misfires is changed from X times to (X-1) times. Change automatically. For example, as shown in FIG. 11 (b), when the deceleration exceeds e during 6 consecutive misfires in the engine speed range N5, for example, 300 rpm or more during one ignition (misfire) When the engine speed decreases, the six consecutive misfires are changed to (6-1) times, that is, five consecutive misfires. If the deceleration still exceeds e, change to (5-1) consecutive misfires. It is also possible to change to (X-n (n: 2, 3,...)) Times. The set values in Table 2 are set according to the type of the engine 5 and the like mounted on the outboard motor 1 as in Table 1.

  Further, a lower limit value of the engine rotation speed decrease gradient of the engine speed as shown in Table 3 is set for each engine speed range in advance, and the engine output decrease control is canceled when the lower limit value is exceeded.

  The CPU 31 calculates the deceleration during the misfire control, and cancels the engine output reduction control when the value exceeds the lower limit value (g to l) in Table 3. For example, if the deceleration exceeds k during six consecutive misfires in the engine speed range N5, for example, if the engine speed drops by 500 rpm or more during one ignition (misfire), Therefore, the engine output reduction control is immediately canceled (step S107 described later). The set values in Table 3 are set according to the type of the engine 5 and the like mounted on the outboard motor 1 as in Tables 1 and 2.

  In the above-described embodiment, the continuous misfire control is performed based on Tables 1 to 3 during the engine output reduction control. However, the engine is not limited to the misfire control, and the ignition timing is changed to a predetermined retardation value. The output may be reduced.

  By the way, when the engine speed at the time of detecting the shift operation is low (for example, when the engine speed range is N1), the engine output is also small and the shift operation force is small. In this region, in order to improve the shift feeling, not the operating force, the timing at which the dog clutch 9d becomes neutral after being released from the forward gear 9b or the reverse gear 9c is predicted, and one misfire control or ignition is performed. Implement timing delay control.

  In this regard, in the present embodiment, the execution timing of the engine output reduction control differs between when the engine speed is high and when it is low (trolling). That is, when the engine speed is high, the shift operation is accurately detected as soon as possible, the torque (engine output) is reduced as soon as possible, and the execution timing is set early so as to decrease the engine speed. On the other hand, when the engine speed is low, the risk of engine stall increases when the misfire control is carried out a plurality of times continuously. Therefore, the dog clutch 9d advances the execution timing of one misfire or ignition timing retard. The timing is adjusted to the neutral position when the gear 9b or the reverse gear 9c is pulled out (misfire or ignition timing delay is performed immediately before the neutral position is reached).

  Therefore, in this embodiment, when the engine speed is low, the timing at which the dog clutch 9d is disengaged from the change rate (output change gradient) of the shift position detector 24 is predicted (calculated).

  FIG. 12 is a diagram showing engine output reduction control timing (execution timing) when a shift operation is detected, (a) shows an example of engine output reduction control timing when a shift operation is detected, and (b) is an error operation time. An example of the shift position detector output is shown.

  In FIG. 12A, the timing at which the shift operation by the shift position detector output is detected is the position A, and the timing at which the dog clutch 9d is actually moved from the forward gear 9b to become neutral is the position D.

  a shows a change in the engine speed when the engine output reduction control is performed immediately after the shift operation is detected by the shift position detector 24. In this case, the engine output is reduced and the engine speed is reduced, and the dog clutch 9d is released from the forward gear 9b and becomes neutral after the engine speed is restored by the end of the engine output reduction control. Can not be reduced.

  On the other hand, c calculates (predicts) the timing D at which the dog clutch 9d is disengaged from the forward gear 9b and becomes neutral based on the rate of change (output change gradient) between A and C of the shift position detector output. The change in the engine speed when the engine output reduction control is performed at the timing C is shown. In this case, the engine output speed is reduced by performing the engine output reduction control process at the timing when the dog clutch 9d is disengaged from the forward gear 9b and becomes neutral, so that the shift operation force can be reduced.

  Further, when the engine speed is low, there is a time margin from the timing A at which the shift operation is first detected to the timing C at which the engine output reduction control is executed. Therefore, the shift operation is continued even after the shift operation is detected. This is calculated from the rate of change of the shift position detector output (output change gradient) to increase the accuracy of shift operation detection, and the timing at which the dog clutch 9d is disengaged from the forward gear 9b and becomes neutral based on the rate of change of the output. Predict (calculate). By this control, an error caused when an unintended minute displacement of the shift operation lever 21 is detected when the operator is holding the shift operation lever (throttle and shift lever) of the remote control box 20 (for example, FIG. 12B). Control can be prevented.

  On the other hand, when the engine speed is in the low speed range, the shift operation lever 21 of the remote control box 20 is in the vicinity of the throttle fully closed and in the shift operation possible region. The output of 24 varies. For this reason, there is a possibility that the movement of the operator holding the shift operation lever 21 (the movement of the operator without the intention to perform the shift operation) is erroneously detected as a shift operation. Therefore, the displacement due to the operator's intention to shift can be detected.

  Even in the case of a shift operation at a low speed, when shifting from forward to neutral and then shifting backward, the operator performs the shift operation with a clear will, so the shift operation force is large, and the shift position detector 24 The rate of change in output also increases.

  When the engine speed is in the middle rotation range, the shift operation lever 21 of the remote control box 20 is in a state where the throttle is opened, and the shift operation lever 21 is configured not to move due to the structure of the remote control box 20. Therefore, the movement of the operator holding the shift operation lever 21 is not transmitted to the shift position detector 24.

  Next, when the shift position detector 24 detects that the shift position has been switched to the neutral (N) position (YES in step S106 in FIG. 8), the engine output reduction control is canceled. Whether or not the shift position is at the N position can be determined by providing a specified value E as shown in FIG. 12 (a). However, the shift position depends on the assembly error and tolerance of each component. Due to the variation, the position of switching to the neutral position varies depending on the shift operation force during the shift operation even in the same engine, etc., the point at which the change amount of the output of the shift position detector 24 changes greatly (timing D at FIG. 12 (a)). ) Is the most accurate to detect. This point is the moment when the dog clutch 9d comes out of the forward gear 9b and becomes neutral, and the shift operation lever 21 suddenly rotates.

  Further, when the engine rotation decrease gradient described above exceeds the lower limit value (YES in step S107), the engine output decrease control is immediately canceled. Furthermore, even when the engine speed has decreased below the set speed (YES in step S108), the engine output reduction control is canceled.

  If the output gradient of the shift position detector 24 is reversed, it is determined that the shift operation has been canceled during the shift operation (YES in step S109), and the engine output reduction control is released.

  In addition, a set time is provided in case the control release condition is not satisfied due to a failure of a sensor such as the shift position detector 24 or the crank angle signal detector 40. Normally, the set time is set to a short time (Δt sec). If the shift operation ends, but it is longer than this, it is determined that there is some abnormality, and the engine output reduction control is forcibly canceled before the engine stalls (YES in step S110). For example, the set time is set to about three times the normal shift operation time (3Δt sec).

  In the above embodiment, the shift position detector 24 is arranged at the first rotating part in the shift mechanism, but at any position between the remote control box 20 and the dog clutch 9d in the outboard motor 1. It may be arranged. However, since the remote control cable 22 and a large number of link mechanisms are interposed between the remote control box 20 and the dog clutch 9d, and play (play) and hysteresis exist in each, the shift operation of the operator can be performed more quickly and accurately. In order to detect, it is desirable to arrange at a position close to the operator, that is, the remote control box 20.

  FIG. 13 is a schematic diagram illustrating another arrangement example of the shift position detector 24.

  In FIG. 13, the rotary shaft of the rotary variable resistor 24 is directly connected to the rotary shaft 21a of the shift operation lever 21, so that the shift operation can be detected more quickly and accurately. Further, as described above, the shift operation lever 21 of the remote control box 20 is configured to open and close the throttle opening, and there is an advantage that not only the shift operation but also the throttle opening can be detected at the same time.

  FIGS. 14A to 14C and FIGS. 15A to 15B are schematic views showing still other arrangement examples of the shift position detector 24.

  14 (a) to 14 (c) and FIGS. 15 (a) to 15 (b), reference numeral 23a denotes a shift lever rotating shaft, 61 denotes a forward / reverse switching mechanism component bracket, and 62 denotes a detection lever rotation fixed to the shift lever 23. A protrusion 63, a detection lever 64, a detent plate 64 which is a corrugated plate for setting the shift position moderation, 65 a ball and spring built-in component for setting the shift moderation, and 66 a detection lever fixing plate.

  The detection lever 63 is fixed to a variable resistance rotating shaft inside the shift position detector 24, and is rotated counterclockwise by a spring mechanism inside the shift position detector 24 as shown by X in FIG. It is configured to be pressed against the movement protrusion 62. As a result, the detection lever rotating projection 62 that rotates together with the shift lever 23 rotates the detection lever 63 about the variable resistance rotation axis, and can detect a shift operation.

  The contact surface 63a of the detection lever 63 in contact with the detection lever rotation protrusion 62 is formed of a curved surface, and the rotation amount (angle) of the detection lever 63 can be arbitrarily designed with respect to the rotation amount (angle) of the shift lever 23. There are benefits. As a result, it is possible to increase the detection resolution only in an angular range (for example, a change range such as F to N, R to N, etc.) that is important for shift detection. For example, the detection lever 63 rotates at a large angle only in a specific region with respect to the change of the shift lever 1 °. Thereby, the non-linear output characteristic as shown in FIG. 5 can be obtained.

  Further, there is an advantage that the lever ratio of the detection lever 63 can be arbitrarily designed, and the operation angle of the detection lever 63 (angle B in FIG. 15B) with respect to the shift lever operation angle (angle A ° in FIG. 15B). (°) can be set to a large value, so that a configuration utilizing the maximum usable angle of the variable resistor becomes possible.

  Further, in this configuration, the shift lever 23 and the rotary shaft of the variable resistance are not directly connected, and the spring mechanism absorbs vibration. Therefore, the wear of the rotary shaft of the variable resistance due to vibration, the internal resistance material and the brush In addition to being excellent in vibration resistance, there is a degree of freedom in the arrangement of the shift position detector 24, and a compact configuration utilizing the unused (empty) space of the mounted engine is possible.

  As described above, according to the present embodiment, the shift operation by the shift operation lever 21 is continuously detected by the shift position detector 24, and the shift operation from the forward position to the neutral position or the reverse position to the neutral position. When the initial stage of the shift operation is detected, engine output reduction control is performed when the engine speed at the time of detection is equal to or higher than the set speed, and it is detected that the shift position detector 24 has switched to the neutral position. Since the engine output reduction control is canceled, the initial stage of the shift operation, that is, the state before the operator increases the operating force to the shift operation lever 21 is detected, and the engine speed at the time of detection is the set speed. If the number is greater than the number, that is, if the operating force applied to the shift operating lever 21 is predicted to increase, the engine output is decreased. And, the prior art enables shifting operation with less force than can facilitate the shift operation.

  Further, when the shift position detector 24 detects the initial stage of the shift operation, control is performed to change the engine output when the throttle opening is equal to or less than the set opening, so during sudden acceleration or jumping during cruising Thus, erroneous detection of the shift operation when an external force other than the shift operation is applied to the shift operation lever 21 can be prevented.

  Further, when the shift position detector 24 detects the initial stage of the shift operation, control is performed to change the engine output when the intake negative pressure is equal to or lower than the set negative pressure. Thus, it is possible to avoid an increase in the shift operation force that occurs when the follow-up of the engine speed is delayed.

  Further, when the shift position detector 24 detects that the shift position detected by the shift operation lever 21 is in the vicinity of the forward position or the reverse position, and when the detected shift position change amount is greater than or equal to the set value, Since the CPU 31 determines that it is the initial stage of the shift operation, it prevents erroneous detection of the shift operation and detection delay due to the assembly error of the shift position detector 24 and variations in the output, and quickly and accurately determines the presence or absence of the shift operation. can do.

  Further, since the CPU 31 changes the engine output by performing ignition control based on the number of consecutive misfires or ignition timing retardation value set in advance for each engine speed range, while preventing engine stall under various conditions, The engine output can be quickly reduced.

  Further, the CPU 31 sets an allowable decrease gradient of the engine speed for each predetermined number of ignitions of the engine, and changes the number of consecutive misfires or the ignition timing retard value when the set allowable decrease gradient exceeds the set value. As a result, the effect of rapidly reducing the engine output while preventing engine stall can be achieved more reliably.

  Further, the CPU 31 sets a lower limit value of an allowable decrease gradient of the engine speed for each predetermined number of ignitions of the engine, and changes the engine output when the decrease gradient of the engine speed exceeds a preset lower limit value. Since the control is released, engine stall during engine output change can be prevented.

  Furthermore, since the shift position detector 24 is installed in the first drive unit of the forward / reverse switching mechanism 9 inside the outboard motor 1, it is affected by play and hysteresis in the forward / backward switching mechanism 9 inside the outboard motor 1. Therefore, the operator's shift operation can be detected quickly and accurately.

  Further, since the shift position detector 24 is installed in the drive unit of the shift operation lever 21 disposed in the remote control box 20 for remotely operating the forward / reverse switching mechanism 9 inside the outboard motor 1, The shift operation of the operator can be detected more quickly and accurately without being affected by play and hysteresis in a large number of link mechanisms interposed between the dog clutch 9d of the outboard motor 1.

  In the first embodiment, step S101 in FIG. 8 is performed before steps S102 to S104, but may be performed after step S104. Further, the order of steps S102 to S104 is not limited to the description in FIG.

(Second Embodiment)
Next, a second embodiment will be described. In the first embodiment, the shift operation by the shift operation lever 21 is continuously detected by the shift position detector 24, and the shift operation from the forward position (F) to the neutral position (N) or the reverse position (R). When the initial stage of the shift operation from to the neutral position (N) is detected, the engine output reduction control is performed. In contrast, the second embodiment detects the initial stage of the shift operation from the neutral position (N) to the forward position (F) or the shift operation from the neutral position (N) to the reverse position (R). The engine output reduction control is sometimes performed. About another structure, it is the same structure as the said 1st Embodiment, The description is abbreviate | omitted, In the following description, the same code | symbol is used about the same member or functional component as 1st Embodiment. Shall.

  FIG. 16 is a flowchart showing a processing procedure of engine output reduction control of the shift operation control device according to the second embodiment of the present invention. This processing is executed by the CPU 31 of the control device 30 based on a predetermined program stored in the ROM of the CPU 31.

  In FIG. 16, first, the CPU 31 determines whether or not the shift position of the shift operation lever 21 is in the neutral (N) position based on the output of the shift position detector 24 (step S201). If the result of this determination is that the shift position of the shift operation lever 21 is in the neutral (N) position, it is determined whether or not there has been a shift operation by the operator (steps S202 to S205).

  As described in the first embodiment, the shift operation is detected because there is variation or deterioration due to the assembly position error / tolerance of the shift position detector 24 and each component, so the position (absolute (Value) alone is difficult to make quickly.

  For example, in FIG. 17A, when there are variations B1 and B2 in the output B of the shift position detector 24 when the shift position is N, the shift is performed based on the preset absolute value Bt for determining the shift operation. When the operation is detected, in the case of B1, there is a delay of Δt in the detection of the shift operation with respect to the case of B2.

  On the other hand, when the output of the shift position detector 24 is B2, there arises a problem that a subtle movement due to an unconscious load on the shift operation lever 21 is erroneously detected as a shift operation. For example, when the operator is placing a hand on the shift operation lever 21, the output of the shift position detector 24 fluctuates due to unconscious weighting on the shift operation lever 21 as shown in FIG. When this variation is detected and engine output reduction control described later is performed, a variation in engine speed unintended by the operator is generated as reference numeral 60. Further, as indicated by reference numeral 61 in FIG. 17B, even when the shift operation is returned to N after the shift operation is detected, the engine speed fluctuates.

  Therefore, as shown in FIG. 18, the output value (for example, the value of B1 or B2) of the shift position detector 24 at the N position is stored as a neutral (N) learning value, and a width b with respect to the N learning value. When the output of the shift position detector 24 exceeds the dead zone and the output change amount of the shift position detector 24 exceeds the preset output change amount A, N → F (or N (R) It is determined that there is a shift operation.

  When the output of the shift position detector 24 is in the range of b to c shown in FIG. 5, the N learning value is within a preset value where the fluctuation range of the output voltage of the shift position detector 24 within a certain time is set in advance. Is stored as the output of the shift position detector 24 at the N position. For example, the initial N learning value is b1, the output of the current shift position detector 24 is b2 (b2 <b1), and the fluctuation range of the output voltage within a predetermined time is within a set value and is stable at a value near b2. In this case, a value obtained by subtracting a small amount of the predetermined value b3 from b1 is set as a new N learning value (N learning value = b1-b3).

  On the other hand, if the current output of the shift position detector 24 is b4 (b4> b1) and the fluctuation range of the output voltage within a certain time is within the set value and is stable near b4, b3 is set to b1. The added value is set as a new N learning value (N learning value = b1 + b3). By repeating this method, the N learning value converges, and even when the output value at the N position changes due to deterioration over time or the like, a new N learning value is set by the learning function. It can be detected accurately.

  Further, as indicated by reference numeral 61 in FIG. 17B, even when the shift operation is returned to N after the shift operation is detected, the engine speed fluctuates. Therefore, it is determined that there is a shift operation when the output of the shift position detector 24 exceeds the dead band having the width b and the output change amount of the shift position detector 24 exceeds a preset output change amount.

  As for the output change amount of the shift position detector 24, the shift position detector output before a certain time is compared with the current shift position detector output, not immediately before. That is, as shown in FIG. 19, the output of the shift position detector 24 is measured at a short sampling interval (for example, every 10 ms), and a certain time (for example, the output voltage Vb and Tb at the current timing (time) Tb). , 200 ms), the amount of change (Va−Vb) with respect to the output voltage Va at the timing Ta is calculated, and the amount of change is increased (or decreased in the case of N → R), and the output change A (for example, 100 mV) ) In the above case, it is determined that there is a shift operation.

  As a result, even if the output of the shift position detector 24 fluctuates beyond the dead zone of the width b set for the N learning value, it can be controlled not to easily perform the engine output reduction control. In order to prevent erroneous detection due to noise or some external force (impact) on the shift position detector 24, it is determined continuously whether or not the output change amount is equal to or greater than a predetermined output change amount A. Also good.

  Returning to FIG. 16, in step S202, the shift speed is detected by the output change amount (gradient) of the shift position detector 24 obtained by the above-described method, and the shift speed exceeds the predetermined output change amount A (output). It is determined whether or not the change amount> A). If the result of this determination is that the predetermined output change amount A has been exceeded (YES in step S202), it is determined that there is rapid acceleration and the process returns to step S201. As shown in FIG. 20, when engine output reduction control is executed at the time of rapid acceleration in which a shift operation is quickly performed from N to F, the engine speed drops temporarily and a breath 62 is generated, resulting in reduced acceleration. A malfunction occurs. In order to prevent this problem, even in the dead zone, when the output change amount of the shift position detector 24 exceeds the predetermined output change amount A, it is determined that the acceleration is abrupt and the engine output reduction control is not performed.

  In the case of an outboard motor, the lever for operating the shift and the throttle is common, and when suddenly accelerating from N, the output of the shift position detector 24 changes suddenly before the throttle is suddenly opened as shown in FIG. Therefore, it is possible to discriminate between the sudden acceleration and the steady shift operation from the output change amount (gradient) of the shift position detector 24.

  When the output change amount of the shift position detector 24 does not exceed the predetermined output change amount A (NO in step S202), the output value of the shift position detector 24 is (N learning value−b) <output value <( It is determined whether or not it is in the range of N learning value + b) (step S203). As described above, this is to determine whether or not there is an output value output from the shift position detector 24 in the dead zone having a width b for each of the N learning values.

  If the output value of the shift position detector 24 is not in the range of (N learning value−b) <output value <(N learning value + b) as a result of the determination in step S203, the output change amount (gradient) is a predetermined value. It is determined whether or not the relationship of output change A ≧ output change (gradient) ≧ predetermined output change B is satisfied (step S204). The predetermined output change amount B (B <A) is an arbitrarily set value. This is for detecting the gradient of the output change amount and predicting the shift IN timing. Further, as shown in FIG. 19, the output change amount is obtained by comparison with the output before the set time, but the set time is not so long, and when it is short, it becomes a sampling interval. Therefore, the output change amount can be regarded as a value having the same meaning as the gradient, and the gradient may be used instead of the output change amount. However, when the gradient is used, naturally, the above A and B are values set for the gradient. As a result of the determination, when the output change amount (gradient) is in the relationship of A ≧ output change amount (gradient) ≧ B, it is determined that there is a shift operation and the process proceeds to step S206.

  On the other hand, when the output change amount (gradient) is not in the relationship of A ≧ output change amount (gradient) ≧ B (NO in step S204), the output change amount (gradient) is a predetermined output change amount B ≧ output change amount. It is determined whether or not (gradient) ≧ predetermined output change amount C is satisfied (step S205). This is to determine whether the shift speed is slow. The predetermined output change amount C is a value arbitrarily set together with the above A and B (A> B> C).

  As a result of the determination in step S205, when the output change amount (gradient) is not in the relationship of B ≧ output change amount gradient ≧ C (NO in step S205), it is determined that the shift speed is slow, and a plurality of times. In step S201, the process returns to step S201 to detect the presence or absence of the shift operation. Thereby, the detection accuracy of the shift operation can be improved.

  On the other hand, when the output change amount (gradient) is in the relationship of B ≧ output change amount (gradient) ≧ C (YES in step S205), it is determined that there is a shift operation and the process proceeds to step S206. Note that the engine output reduction control is not performed even when the output change amount becomes 0 or when the gradient of the output change amount becomes the reverse gradient.

  Next, in step S206, an engine output reduction control process is performed.

  After the shift operation is detected, since the time until the shift position is actually switched from N to F is very short, it is necessary to reduce the engine speed as quickly as possible without causing the engine stall. Therefore, in order to reduce the engine output, it is not necessary to specify the cylinder that retards (or misfires) the ignition timing of the engine 5 and performs the retard (or misfire) control from the ignition scheduled cylinder immediately after detecting the shift operation. It is valid.

  In this engine output reduction control, the engine output reduction control is continued for a while after the shift position is switched from N to F, and the engine rotation speed is reduced, and then gradually returned to the steady rotation speed, that is, the retarded ignition timing. By gradually returning to normal ignition timing, the shock during shift operation is further reduced.

  Not only the retard angle control or misfire control, but also the fuel injection amount and intake air amount control (bypass air amount control, etc.) can be implemented by the same concept to reduce the engine drive torque. However, the control of the fuel injection amount and the intake air amount, while the changed fuel injection amount and the intake air amount enter the combustion chamber and the driving force decreases after several cycles, the misfire control and the retarded angle. The ignition control, which is a control, has a great effect because the driving force decreases immediately after the start of the control.

  FIG. 21 is a timing chart showing processing of engine output reduction control.

  In FIG. 21, t1 indicates the start point of the shift operation, t2 indicates the time when the dead zone is exceeded, and t3 indicates the time when the output change amount exceeds the predetermined value in the increasing direction.

  In this engine output reduction control, as shown in FIG. 21, when a shift operation is detected at t3, the retard control is immediately performed by retarding the predetermined amount (ignition timing retard amount a) from the normal ignition timing. To do.

  On the other hand, when the engine speed rapidly decreases during the ignition timing retarding control, engine stall may be caused. Therefore, an allowable engine speed decrease gradient (an engine speed decrease amount per ignition) ) And constantly calculating the engine speed reduction amount. If the engine speed reduction amount is larger than a preset value, for example, the ignition timing retard amount is changed from a to a ′ to prevent engine stall. Change the engine output reduction control amount.

  In order to prevent the engine stall, the intake air amount may be controlled as indicated by reference numeral 63 in FIG. When the intake air amount is controlled, the ignition timing is retarded (or misfired), and the case where the engine rotation reduction amount suddenly decreases during the shift operation (for example, when the load from the propeller side is large). Thus, the intake air amount is increased (reference numeral 61 in FIG. 21).

  And if the load from the propeller side is large and the engine rotation reduction amount exceeds a predetermined value, there is a risk of engine stall, so the ignition timing that is retarded by canceling the engine output reduction control is changed to the regular ignition timing. The ignition timing is controlled to be returned or advanced, and the intake air amount increased in advance is controlled to prevent engine stall.

  In addition, since the changed fuel injection amount or intake air amount enters the combustion chamber and the driving force decreases after several cycles, the intake air amount must be controlled instantaneously (high effect). It is not used for engine output reduction control at any time. The reason why the intake air amount is increased in advance is to prevent engine stall when a decrease in engine rotation that exceeds a predetermined value occurs.

  In this engine output reduction control, the shift speed may be detected based on the output change amount (gradient) of the shift position detector 24, and the engine output reduction control amount may be changed according to the shift speed. As shown in FIG. 22B, when the shift speed is slow, detection of the presence / absence of the shift operation may be performed a plurality of times. Thereby, the detection accuracy of the presence or absence of the shift operation can be improved. On the other hand, as shown in FIG. 22A, when the shift speed is fast, it is determined that the acceleration is rapid.

  In the engine output reduction control, the engine output reduction control amount may be changed depending on the warm-up state of the engine. When the engine is cold, there is much friction in the engine, and the warm-up state is determined from the engine temperature, the coolant temperature, etc., and the engine output reduction control amount is changed.

  In the engine output reduction control, the tachometer output is controlled. That is, although it is a short time, the engine speed decreases more than the steady idling speed, and the tachometer pointer greatly decreases, which causes a problem that makes the operator feel uncomfortable or uneasy. In order to prevent this problem, the tachometer output is controlled so that the engine speed reduction control does not display below the set rotational speed.

  After the engine output reduction control is performed, if the engine rotation reduction amount of the engine speed is larger than the set value, the engine output reduction control amount is reduced. On the other hand, when the engine rotation decrease amount is larger than the limit set value, the engine output decrease control is canceled or, depending on the case, engine output increase control is performed.

  Returning to FIG. 16, when the engine rotation decrease amount (engine rotation decrease gradient) exceeds a preset lower limit value (YES in step S207), engine stall may occur. Cancel immediately. Furthermore, even when the engine speed has decreased below the set speed (YES in step S208), the engine output decrease control is canceled.

  If the gradient of the output change amount of the shift position detector 24 is reversed, it is determined that the shift operation has been canceled during the shift operation (YES in step S209), and the engine output reduction control is released. Note that the engine output reduction control may be canceled when the shift position is changed from the N position to the F position (or R position).

  Next, it is determined whether or not a set time (for example, c in FIG. 21) has elapsed since the start of the engine output reduction control (step S210). When the set time has elapsed, the retarded ignition timing is set to the normal ignition timing. The time is gradually returned (step S211). The set time (c) is a value set according to the hull (shape, weight, load capacity) to be mounted and the load of the propeller. It should be noted that the ignition timing may be returned in the same manner even when the shift operation direction is reversed or when the warm-up state is changed.

  Further, in the shift operation detection, a slight movement of the shift operation lever 21 (an unconscious load on the shift operation lever 21 or an output fluctuation of the shift position detector 24) is not erroneously detected as a shift operation. Even after the operation is detected, the output change amount of the shift position detector 24 is always detected. As shown in FIG. 17B, when the output change in the reverse direction or when the output change disappears (for example, the shift operation lever When 21 is fixed in the middle of the shift operation), the engine output reduction control may be canceled immediately.

  In the engine output reduction control, the case where the shift operation is performed from N to F has been described, but the case where the shift is performed from N to F and the case where the shift is performed from N to R is divided into an ignition timing retard amount, an intake air amount, and the like The engine output reduction control amount including the engine rotation reduction gradient, the engine rotation reduction gradient lower limit value, etc. are set independently for each shift operation direction.

  Next, processing when the boat speed is present when the shift operation lever 21 is switched from F to N will be described with reference to FIG.

  FIG. 23 is a diagram illustrating a processing procedure when there is a boat speed when the shift operation lever 21 is switched from F → N.

  In FIG. 23, first, it is determined whether or not a shift operation has been performed from F to N (step S300). The engine speed at the time of detecting the shift operation from F to N and the N position after being shifted to the N position are determined. Based on the maintained duration, the hull traveling direction (forward or reverse) and the boat speed are determined (steps S301 to S304).

  For example, there is a case where there is a boat speed even in the case of fully open operation → rapid deceleration → shift operation from F to N → maintenance of the idling speed, or when the idling state continues for 10 seconds thereafter. Therefore, when the engine output reduction control is performed only when the idle state continues, the shift operation is repeated when the engine is stopped or at a slow speed (F → N → R → N → F → N → R...). The engine output lowering control does not work and a shock occurs when shifting.

  Therefore, the engine speed at the time of detecting the shift operation is detected (step S301), and Xn and Yn are set from the engine speed based on Table 4 (step S302). In Table 4, X1 to Xn are engine output lowering control prohibition times during the N → R shift operation, and Y1 to Yn are engine output increasing control transition determination times during the N → R shift operation.

  Next, after detecting the N → R shift operation (step S303), an elapsed time t from the detection of the F → N shift operation to the detection of the N → R shift operation is calculated (step S304).

  The elapsed time t is compared with Xn (n: 1, 2,..., N) set in step S302, and if t <Xn (YES in step S305), it is determined that the boat speed in the forward direction is high. Then, engine output increase control is performed during the shift operation from N to R (step S301).

  On the other hand, if Xn ≦ t ≦ Yn (YES in step S306), it is determined that there is a forward speed, and engine output reduction control is prohibited during a shift operation from N to R (step S309). Further, when t> Yn (YES in step S307), engine output reduction control is permitted (step S308). Thus, even after the shift operation from F → N is performed and the boat speed is high, the shift shock can be reduced even if the shift operation is performed from N → R.

  For example, when the F → N shift operation is performed while the hull is traveling at the throttle fully opened and the engine speed is 6000 rpm, it can be easily determined that the boat speed immediately after the shift operation is high. Therefore, when engine speed Na = 5000 to 6000 rpm, Xa = 10 sec, Ya = 20 sec are set, when the shift operation (F → N) is followed by a shift operation from N → R at t = 5 sec, the engine output Ascent control is implemented.

  On the other hand, when the shift operation is performed from N to R at t = 15 sec, the engine output reduction control is prohibited. Further, when the shift operation is performed from N to R at t = 25 sec, the engine output reduction control is permitted and the control is performed.

  As described above, according to the present embodiment, the shift operation by the shift operation lever 21 is continuously detected by the shift position detector 24, and the shift operation from the neutral position to the forward position is detected by the shift position detector 24. When the initial stage of the shift operation from the neutral position to the reverse position is detected, the control for changing the engine output is performed, and the control for changing the engine output is canceled after the set time elapses. By detecting the state before the operator increases the operating force to the shift operation lever 21 and decreasing the engine output, the shock during the shift operation can be reduced and the shift operation can be facilitated.

  Further, the shift position detected by the shift position detector 24 is in the vicinity of the neutral position, the output change amount of the detected shift position is greater than or equal to the predetermined output change amount A, and is set for the neutral position. When the set value b is exceeded, it is determined that the shift operation is in the initial stage. Therefore, it is possible to prevent misdetection and detection delay of the shift operation due to the assembly error of the shift position detector 24 and variations in the output. Presence / absence can be determined quickly and accurately.

  When the shift position detector 24 detects a change in the output value of the neutral position, the output value of the neutral position after the change is learned. Therefore, even when the output value at the N position changes due to deterioration over time, etc. Since a new N learning value is set by the learning function, the presence / absence of the shift operation can be detected quickly and accurately.

  Further, since the shift speed is determined from the shift position change detected by the shift position detector 24 and the shift speed is determined to be equal to or less than the output change A, the engine output is changed. The output change control can be restricted to prevent the occurrence of breathing.

  In addition, the ship speed is determined based on the engine speed during the shift operation from the forward position to the neutral position and the duration during which the neutral position is maintained.If the ship speed is below the set value, the engine output is changed. The shock during the shift operation can be reduced and the shift operation can be facilitated.

  In addition, the engine output is changed by misfire or retard control, and the engine output is changed by increasing the intake air amount, so that engine output can be reduced quickly while preventing engine stall under various conditions. it can.

  Also, when the release condition of the predetermined engine output change control is satisfied before the set time elapses, the control to immediately change the engine output is canceled, so engine output can be quickly performed while preventing engine stall under various conditions. Can be reduced.

1 is a partial longitudinal sectional view showing an example of an outboard motor to which a shift operation control device according to a first embodiment of the present invention is applied. FIG. 2 is a cross-sectional view of the inside of an engine cover 2 in the outboard motor 1 of FIG. 1. It is a fragmentary sectional view which follows the AA line of FIG. It is the figure which expanded the vicinity of the shift position detector 24 in FIG. It is a figure which shows the relationship between the output of shift position detector 24, and a shift position. It is a figure which shows the output waveform of the shift position detector 24, (a) is a case where the load applied to the shift operation lever 21 is small, (b) is a case where the load applied to the shift operation lever 21 is slightly large, and (c) is a shift. This is a case where the load applied to the operation lever 21 is large. FIG. 2 is a block diagram illustrating a schematic configuration of a control system of the outboard motor 1 of FIG. 1. 3 is a flowchart showing a processing procedure for engine output reduction control of the outboard motor 1 of FIG. 1. It is a figure which shows an example of the shift operation detection method by the output of the shift position detector. It is a figure which shows the other example of the shift operation detection method by the output of the shift position detector. It is a timing chart which shows the ignition control method at the time of engine output fall control, (a) shows the change of the number of continuous misfires implemented according to the fall of engine speed, (b) shows the rotation fall gradient of engine speed. Indicates the change in the number of consecutive misfires performed in response to. It is a figure which shows the engine output fall control timing (execution timing) at the time of shift operation detection, (a) shows the example of the engine output fall control timing at the time of shift operation detection, (b) is the shift position detector at the time of incorrect operation An example of output is shown. FIG. 10 is a schematic diagram illustrating another arrangement example of the shift position detector 24. It is the schematic which shows the other example of arrangement | positioning of the shift position detector 24, (a) is a top view of the vicinity of the shift position detector 24 in FIG. 2, (b) is a partial cross-sectional view of FIG. (C) shows the other partial cross section figure of Fig.14 (a). FIGS. 14A to 14C are partial enlarged views, in which FIG. 14A is a partial sectional view taken along line BB in FIG. 14A, and FIG. 14B is an enlarged view of the vicinity of the detection lever 63 in FIG. FIG. It is a flowchart which shows the process sequence of the engine output fall control of the shift operation control apparatus which concerns on the 2nd Embodiment of this invention. (A) is a figure which shows an example of the shift operation detection method by the output of the shift position detector 24, (b) is a figure which shows the change of the engine speed at the time of the output fluctuation of the shift position detector 24. It is a figure which shows the shift operation detection method in 2nd Embodiment. It is a figure which shows the other example of the shift operation detection method by the output of the shift position detector. It is a figure which shows the engine output fall control timing at the time of sudden acceleration. It is a figure which shows the engine output fall control timing (execution timing) at the time of shift operation detection. (A) shows the engine output reduction control timing when detecting the shift operation when the shift speed is fast, and (b) shows the engine output reduction control timing when detecting the shift operation when the shift speed is slow. It is a figure which shows the process sequence when the shift operation lever 21 is switched to F-> N when there exists ship speed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Outboard motor 5 Engine 6 Drive shaft 8 Propeller shaft 9 Forward / reverse switching mechanism 10 Shift rod 20 Remote control box 21 Shift operation lever 24 Shift position detector 30 Controller 31 CPU

Claims (15)

A forward position for transmitting the engine output to the forward gear and the reverse gear, driving the dog clutch by a shift operation of a shift operation lever, and meshing the dog clutch with the forward gear, the reverse gear A shift operation control device for an outboard motor comprising a reverse drive mechanism for switching to a reverse position to be engaged with, and a neutral position not to be engaged with either the forward gear or the reverse gear,
Shift operation detecting means attached to a shift operation link that is first driven in the shift mechanism including the forward / reverse switching mechanism, and continuously detecting the shift operation by the shift operation lever;
Engine output change control means for changing the engine output;
When the shift operation detecting unit detects an initial stage of a shift operation in which the shift operation link is displaced by a predetermined amount or more within a set time, the engine output change control unit performs control to change the engine output, and the engine Control means for releasing the control to change the output ;
A shift operation control device comprising: 2. The shift according to claim 1, wherein the predetermined amount is a change amount of an output voltage obtained by converting an output change when the displacement of the shift operation link is measured by the shift operation detecting means into a voltage of 100 mV. Operation control device. When the shift operation detecting means detects the initial stage of the shift operation from the forward position to the neutral position or the shift operation from the reverse position to the neutral position, the engine speed at the time of detection is set as the set speed. If the engine output change control means detects that the engine output change control means changes to the neutral position, the engine output change control means performs control to change the engine output. shifting control apparatus according to claim 1 or 2, wherein the releasing. 4. The shift operation according to claim 3, wherein when the shift operation detecting means detects an initial stage of the shift operation, control is performed to change the engine output when the throttle opening is equal to or less than a set opening. Control device. Wherein when the shift operation detecting means detects the initial stage of the shift operation, the shift operation according to claim 3, characterized in that the control for changing the engine output when the intake negative pressure under the preset negative pressure or Control device. The engine output change control means to claim 3, characterized in that to change the engine output by performing ignition control based on a previously engine speed range by the set consecutive misfires number or ignition timing retard value The shift operation control device according to claim 5.   The engine output change control means sets an allowable decrease gradient of the engine speed for every predetermined number of ignitions of the engine, and the continuous misfire frequency when the decrease gradient of the engine speed exceeds a preset allowable decrease gradient The shift operation control device according to claim 6, wherein the ignition timing retardation value is changed. The control means sets a lower limit value of an allowable engine speed decrease gradient for each predetermined number of ignitions of the engine, and changes the engine output when the engine speed decrease gradient exceeds a preset lower limit value. The shift operation control device according to any one of claims 3 to 7, wherein control to perform is canceled. When the shift operation detecting means detects the initial stage of the shift operation from the neutral position to the forward position or the shift operation from the neutral position to the reverse position, the engine output change control means detects the engine output. 3. The shift operation control device according to claim 1, wherein control for changing the engine output is performed, and control for changing the engine output is canceled after a set time has elapsed.   The shift position detected by the shift operation detecting means is in the vicinity of the neutral position, the detected shift position change amount is equal to or greater than a predetermined change amount, and exceeds a set value set for the neutral position. 10. The shift operation control apparatus according to claim 9, wherein the control means determines that the shift operation is in an initial stage.   The shift operation detecting means includes learning means for detecting a change in the output value at the neutral position and learning the output value at the neutral position after the change when the output value changes. The shift operation control device according to 9 or 10.   The shift operation detection means includes determination means for determining a shift operation speed based on the detected shift position change amount, and the control means is determined by the determination means that the shift operation speed is a set value or less. The shift operation control device according to any one of claims 9 to 11, wherein control for changing the engine output is performed.   The control means determines the ship speed based on the engine speed during the shift operation from the forward position to the neutral position and the duration during which the neutral position is maintained, and when the ship speed is equal to or less than a set value, the engine output The shift operation control apparatus according to any one of claims 9 to 12, wherein control for changing the control is performed.   The engine output change control means has intake air amount control means for controlling the intake air amount to the engine, changes the engine output by misfire or retard control, and the intake air amount by the intake air amount control means. The shift operation control device according to any one of claims 9 to 13, wherein the engine output is changed by increasing the engine output.   15. The control unit according to claim 9, wherein the control unit immediately cancels the control for changing the engine output when a predetermined engine output change control cancellation condition is satisfied before the set time elapses. The shift operation control device according to item.

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