JP2002332893A - Engine control device for ship propulsion machine - Google Patents
Engine control device for ship propulsion machineInfo
- Publication number
- JP2002332893A JP2002332893A JP2001136545A JP2001136545A JP2002332893A JP 2002332893 A JP2002332893 A JP 2002332893A JP 2001136545 A JP2001136545 A JP 2001136545A JP 2001136545 A JP2001136545 A JP 2001136545A JP 2002332893 A JP2002332893 A JP 2002332893A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- warm
- engine
- fuel supply
- control device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、船舶推進機のエ
ンジン制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device for a marine propulsion device.
【０００２】[0002]
【従来の技術】船舶に備えられる船舶推進機には、エン
ジンが搭載され、このエンジンの動力によりプロペラを
回転して推進力を得ている。この船舶推進機には、エン
ジンの燃料供給装置から燃料供給経路を介して供給され
る燃料供給量を制御する燃料制御装置を有し、燃料供給
経路内に発生する蒸散ガスを吸気経路内に戻すものがあ
る。2. Description of the Related Art An engine is mounted on a marine propulsion device provided on a marine vessel, and a propeller is rotated by the power of the engine to obtain a propulsion force. This marine propulsion device has a fuel control device for controlling a fuel supply amount supplied from a fuel supply device of an engine via a fuel supply route, and returns vaporized gas generated in the fuel supply route to an intake route. There is something.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、暖機時
にはべーパーセパレータの内圧が上昇し、吸気系への蒸
散ガスの戻し量が多くなり、暖機時にエンジンが停止し
た直後はさらにエンジン温度が上昇し蒸散ガスの戻し量
が多くなる。この状態で、再始動を行なうと吸気系に戻
された多量の蒸散ガスを含む吸入空気が供給されるた
め、空燃比が濃くなり、始動性が悪くなる。However, during warm-up, the internal pressure of the vapor separator increases, and the amount of vaporized gas returned to the intake system increases, and the engine temperature further increases immediately after the engine stops during warm-up. The amount of evaporative gas returned is increased. When restarting is performed in this state, intake air containing a large amount of vaporized gas returned to the intake system is supplied, so that the air-fuel ratio is increased and the startability is deteriorated.
【０００４】この発明は、かかる事情を考慮してなされ
たもので、暖機再始動時に吸気系に戻る蒸散ガスにて空
燃比が濃くなり、始動性が悪くなることを回避する船舶
推進機のエンジン制御装置を提供することを目的とす
る。The present invention has been made in consideration of the above circumstances, and has been developed for a marine propulsion device that avoids a deterioration in the starting performance due to an increase in the air-fuel ratio due to the vaporized gas returning to the intake system when the warm-up is restarted. It is an object to provide an engine control device.
【０００５】[0005]
【課題を解決するための手段】前記課題を解決し、かつ
目的を達成するために、この発明は、以下のように構成
した。Means for Solving the Problems In order to solve the above problems and achieve the object, the present invention has the following constitution.
【０００６】請求項１に記載の発明は、『船舶推進機に
搭載されたエンジンの燃料供給装置から燃料供給経路を
介して供給される燃料供給量を制御する燃料制御装置を
有し、前記燃料供給経路内に発生する蒸散ガスを吸気経
路内に戻す船舶推進機のエンジン制御装置において、暖
機再始動状態を判定する暖機再始動判定手段と、暖機再
始動状態の判定に基づき通常始動モードから暖機再始動
モードに切り替える始動モード切替手段と、を有するこ
とを特徴とする船舶推進機のエンジン制御装置。』であ
る。The first aspect of the present invention provides a fuel control apparatus for controlling a fuel supply amount supplied from a fuel supply device of an engine mounted on a marine propulsion device via a fuel supply path. In the engine control device of the marine propulsion device for returning the vaporized gas generated in the supply path to the intake path, a warm-up restart determining means for determining a warm-up restart state and a normal start based on the determination of the warm-up restart state An engine control device for a marine propulsion machine, comprising: a start mode switching unit that switches from a mode to a warm-up restart mode. ].
【０００７】この請求項１に記載の発明によれば、暖機
再始動状態の判定に基づき通常始動モードから暖機再始
動モードに切り替え、燃料供給量を減らして混合気中の
燃料量を適切な量に維持して空燃比が濃くならないよう
にし、始動性を向上させる。According to the first aspect of the present invention, the normal start mode is switched to the warm-up restart mode based on the determination of the warm-up restart state, the fuel supply amount is reduced, and the fuel amount in the air-fuel mixture is appropriately adjusted. In order to prevent the air-fuel ratio from becoming too rich by maintaining an appropriate amount, the startability is improved.
【０００８】請求項２に記載の発明は、『前記暖機再始
動判定手段は、少なくともエンジン温度を検出するサー
モセンサ及び気筒温度を検出するサーモスイッチの信号
を含むことを特徴とする請求項１に記載の船舶推進機の
エンジン制御装置。』である。According to a second aspect of the present invention, there is provided an apparatus according to the first aspect, wherein the warm-up restart determination means includes at least a signal of a thermo sensor for detecting an engine temperature and a signal of a thermo switch for detecting a cylinder temperature. An engine control device for a marine propulsion device according to item 1. ].
【０００９】この請求項２に記載の発明によれば、暖機
再始動判定手段は、少なくともエンジン温度を検出する
サーモセンサ及び気筒温度を検出するサーモスイッチの
信号を含むことで、簡単な構造で確実に暖機再始動の判
定を行なうことができる。According to the second aspect of the present invention, the warm-up restart judging means has a simple structure by including at least the signals of the thermo sensor for detecting the engine temperature and the thermo switch for detecting the cylinder temperature. It is possible to reliably determine whether to restart the warm-up.
【００１０】請求項３に記載の発明は、『前記暖機再始
動モードでは、始動時の燃料噴射時間、始動直後の燃料
増量補正係数、始動直後の燃料増量減衰係数、始動時の
アイドルスピードコントローラの制御値の少なくとも１
つを切り替え、前記燃料供給装置から供給される燃料供
給量を減少させることを特徴とする請求項１または請求
項２に記載の船舶推進機のエンジン制御装置。』であ
る。According to a third aspect of the present invention, in the warm-up restart mode, the fuel injection time at the start, the fuel increase correction coefficient immediately after the start, the fuel increase attenuation coefficient immediately after the start, the idle speed controller at the start At least one of the control values
3. The engine control device for a marine propulsion device according to claim 1, wherein the fuel supply device is switched to reduce the amount of fuel supplied from the fuel supply device. 4. ].
【００１１】この請求項３に記載の発明によれば、始動
時の燃料噴射時間、始動直後の燃料増量補正係数、始動
直後の燃料増量減衰係数、始動時のアイドルスピードコ
ントローラの制御値の少なくとも１つを切り替えること
で、燃料供給装置から供給される燃料供給量を減少さ
せ、混合気中の燃料量を適切な量に維持して空燃比が濃
くならないようにし、始動性を向上させる。According to the third aspect of the invention, at least one of the fuel injection time at the start, the fuel increase correction coefficient immediately after the start, the fuel increase attenuation coefficient immediately after the start, and the control value of the idle speed controller at the start is provided. By switching between the two, the amount of fuel supplied from the fuel supply device is reduced, the amount of fuel in the air-fuel mixture is maintained at an appropriate amount so that the air-fuel ratio does not increase, and the startability is improved.
【００１２】請求項４に記載の発明は、『前記始動時の
燃料噴射時間を、短くして暖機時燃料供給量を減少させ
ることを特徴とする請求項３に記載の船舶推進機のエン
ジン制御装置。』である。According to a fourth aspect of the present invention, there is provided an engine for a marine propulsion device according to the third aspect, wherein the fuel injection time at the time of starting is shortened to reduce the fuel supply amount at the time of warm-up. Control device. ].
【００１３】この請求項４に記載の発明によれば、始動
時の燃料噴射時間を、短くして暖機時減量し、混合気中
の燃料量を適切な量に維持して空燃比が濃くならないよ
うにし、始動性を向上させる。According to the fourth aspect of the invention, the fuel injection time at the time of starting is shortened to reduce the amount of fuel during warm-up, and the fuel amount in the air-fuel mixture is maintained at an appropriate amount to increase the air-fuel ratio. And improve startability.
【００１４】請求項５に記載の発明は、『前記始動直後
の燃料増量補正係数を、小さくして暖機時燃料供給量を
減少させることを特徴とする請求項３に記載の船舶推進
機のエンジン制御装置。』である。According to a fifth aspect of the present invention, there is provided a watercraft propulsion device according to the third aspect, wherein the fuel increase correction coefficient immediately after the start is reduced to reduce the warm-up fuel supply amount. Engine control device. ].
【００１５】この請求項５に記載の発明によれば、始動
直後の燃料増量補正係数を、小さくして暖機時燃料供給
量を減少させ、混合気中の燃料量を適切な量に維持して
空燃比が濃くならないようにし、始動性を向上させる。According to the fifth aspect of the invention, the fuel increase correction coefficient immediately after the start is reduced to reduce the warm-up fuel supply amount, and the fuel amount in the air-fuel mixture is maintained at an appropriate amount. To prevent the air-fuel ratio from becoming rich and improve the startability.
【００１６】請求項６に記載の発明は、『前記始動直後
の燃料増量減衰係数を、大きくして暖機時燃料供給量を
減少させることを特徴とする請求項３に記載の船舶推進
機のエンジン制御装置。』である。According to a sixth aspect of the present invention, there is provided the marine propulsion device according to the third aspect, wherein the fuel supply amount during warm-up is reduced by increasing the fuel increase attenuation coefficient immediately after the start. Engine control device. ].
【００１７】この請求項６に記載の発明によれば、始動
直後の燃料増量減衰係数を、大きくして暖機時燃料供給
量を減少させ、混合気中の燃料量を適切な量に維持して
空燃比が濃くならないようにし、始動性を向上させる。According to the sixth aspect of the present invention, the fuel supply amount during warm-up is reduced by increasing the fuel increase attenuation coefficient immediately after the start, and the fuel amount in the air-fuel mixture is maintained at an appropriate amount. To prevent the air-fuel ratio from becoming rich and improve the startability.
【００１８】請求項７に記載の発明は、『前記始動時の
アイドルスピードコントローラの制御値を、切り替えて
アイドルスピードコントローラの吸入空気量を増加させ
ることを特徴とする請求項３に記載の船舶推進機のエン
ジン制御装置。』である。According to a seventh aspect of the present invention, there is provided a boat propulsion system according to the third aspect, wherein the control value of the idle speed controller at the time of starting is switched to increase the intake air amount of the idle speed controller. Engine control device. ].
【００１９】この請求項７に記載の発明によれば、始動
時のアイドルスピードコントローラの制御値を、切り替
えてアイドルスピードコントローラの吸入空気量を増加
させ、混合気中の燃料量を適切な量に維持して空燃比が
濃くならないようにし、始動性を向上させる。According to the present invention, the control value of the idle speed controller at the time of starting is switched to increase the intake air amount of the idle speed controller, and the fuel amount in the air-fuel mixture is adjusted to an appropriate amount. Maintain so that the air-fuel ratio does not increase, and improve the startability.
【００２０】請求項８に記載の発明は、『前記点火時期
を、始動直後に進角させることを特徴とする請求項３乃
至請求項７のいずれか１項に記載の船舶推進機のエンジ
ン制御装置。』である。The invention according to an eighth aspect of the present invention is directed to an engine control for a marine propulsion device according to any one of the third to seventh aspects, wherein the ignition timing is advanced immediately after starting. apparatus. ].
【００２１】この請求項８に記載の発明によれば、点火
時期を、始動直後に進角させ、エンジン停止が起きにく
いようにして始動性を向上させる。According to the eighth aspect of the present invention, the ignition timing is advanced immediately after the start, so that the engine is hardly stopped, thereby improving the startability.
【００２２】[0022]
【発明の実施の形態】以下、この発明の船舶推進機のエ
ンジン制御装置の実施の形態を図面を参照しつつ説明す
る。図１乃至図３は、この発明が適用される船外機の例
を示し、図１は船外機の側面図、図２はエンジンの側面
図、図３はエンジンの平面図である。なお、各図面間で
同一の構成については同一番号を付して説明を省略する
場合がある。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an engine control device for a marine propulsion device according to the present invention will be described below with reference to the drawings. 1 to 3 show examples of an outboard motor to which the present invention is applied. FIG. 1 is a side view of the outboard motor, FIG. 2 is a side view of the engine, and FIG. 3 is a plan view of the engine. In the drawings, the same components are denoted by the same reference numerals, and description thereof may be omitted.
【００２３】この実施の形態では、船舶に搭載される船
舶推進機として船外機を示すが、船内機にも同様に適用
される。船外機１は、船体２の船尾２ａにクランプブラ
ケット３を介して上下、左右に揺動可能に支持されてい
る。この船外機１は、トップカウリング４ａ、ボトムカ
ウリング４ｂ、上部ケース５及び下部ケース６を有し、
トップカウリング４ａ及びボトムカウリング４ｂ内にエ
ンジン７が配置され、上部ケース５及び下部ケース６内
に推進ユニット８が配設された構造のものである。In this embodiment, an outboard motor is shown as a ship propulsion device mounted on a ship, but the invention is similarly applied to an inboard motor. The outboard motor 1 is supported by a stern 2a of a hull 2 via a clamp bracket 3 so as to be able to swing up and down, left and right. The outboard motor 1 has a top cowling 4a, a bottom cowling 4b, an upper case 5, and a lower case 6,
The engine 7 is disposed in the top cowling 4a and the bottom cowling 4b, and the propulsion unit 8 is disposed in the upper case 5 and the lower case 6.
【００２４】エンジン７は、４サイクルのＶ型６気筒の
エンジンであり、このエンジン７により推進ユニット８
が駆動される。推進ユニット８は、垂直方向に延びるド
ライブシャフト９の下端に傘歯車機構１０を介して推進
軸１１を連結し、この推進軸１１の後端にプロペラ１２
を結合した構成となっている。The engine 7 is a four-cycle V-type six-cylinder engine.
Is driven. The propulsion unit 8 has a lower end of a vertically extending drive shaft 9 connected to a propulsion shaft 11 via a bevel gear mechanism 10, and a rear end of the propulsion shaft 11 having a propeller 12.
Are combined.
【００２５】エンジン７は、排気ガイド１３上に配置さ
れ、クランク軸２０を航走時に略垂直をなすように縦向
きに配置して構成されており、クランク軸２０の下端に
ドライブシャフト９の上端が連結されている。エンジン
７は、シリンダブロック２１、クランクケース２２によ
りクランク軸２０が軸支されている。クランクケース２
２には、クランクケースカバー２３が取り付けられてい
る。排気ガイド１３の下面には、オイルパン６４が吊り
下げ支持される。The engine 7 is arranged on an exhaust guide 13 and is configured so that a crankshaft 20 is arranged vertically so as to be substantially vertical when traveling. An upper end of the drive shaft 9 is attached to a lower end of the crankshaft 20. Are connected. In the engine 7, a crankshaft 20 is supported by a cylinder block 21 and a crankcase 22. Crankcase 2
2, a crankcase cover 23 is attached. An oil pan 64 is suspended and supported on the lower surface of the exhaust guide 13.
【００２６】シリンダブロック２１のＶ型の気筒には、
シリンダヘッド２４が締結され、シリンダヘッド２４に
は、ヘッドカバー２５が取り付けられている。シリンダ
ヘッド２４には、動弁機構のカム軸２６が軸支され、ク
ランク軸２０の回転力がタイミングベルト２７により伝
達され、このカム軸２６の回転で図示しない吸気弁及び
排気弁を駆動する。The V-shaped cylinder of the cylinder block 21 includes:
The cylinder head 24 is fastened, and a head cover 25 is attached to the cylinder head 24. A cam shaft 26 of a valve mechanism is rotatably supported on the cylinder head 24, and the rotational force of the crank shaft 20 is transmitted by a timing belt 27, and the rotation of the cam shaft 26 drives an intake valve and an exhaust valve (not shown).
【００２７】クランク軸２０の上端部には、フライホイ
ールマグネト３０が設けられ、このフライホイールマグ
ネト３０及びシリンダブロック２１、クランクケース２
２、クランクケースカバー２３、シリンダヘッド２４、
ヘッドカバー２５はカバー３１で覆われている。A flywheel magneto 30 is provided at the upper end of the crankshaft 20. The flywheel magneto 30, the cylinder block 21, and the crankcase 2
2, crankcase cover 23, cylinder head 24,
The head cover 25 is covered with a cover 31.
【００２８】エンジン７には、船体前方向に左右に吸気
サイレンサ４０が配置され、この左右の吸気サイレンサ
４０は、対向面に連通孔４０ａを有し連通している。こ
の左右の吸気サイレンサ４０には、吸気管４１がそれぞ
れ接続され、さらに吸気管４１はスロットルバルブ５１
の下流側のスロットルボディ４２に接続されている。イ
ンテークマニホールド８１にはそれぞれの気筒に応じて
インジェクタ４３が設けられ、このインジェクタ４３に
より燃料が吸気通路に供給される。それぞれのインジェ
クタ４３はシリンダブロック２１側に配置され、シリン
ダブロック２１周りの空間ＳＰ１を利用し、コンパクト
な構造になっている。In the engine 7, intake silencers 40 are arranged on the left and right sides in the forward direction of the hull, and the left and right intake silencers 40 have communicating holes 40a on their opposing surfaces and communicate with each other. The intake pipes 41 are connected to the left and right intake silencers 40, respectively.
Is connected to the throttle body 42 on the downstream side. Intake manifold 81 is provided with injectors 43 corresponding to the respective cylinders, and fuel is supplied to the intake passage by injectors 43. Each injector 43 is arranged on the cylinder block 21 side, and has a compact structure using the space SP1 around the cylinder block 21.
【００２９】左側の吸気管４１とクランクケース２２と
の空間ＳＰ２には、燃料ポンプ４５及びベーパーセパレ
ータ４６が配置され、クランクケース２２周りの空間Ｓ
Ｐ２を利用し、コンパクトな構造になっている。燃料ポ
ンプ４５で構成される燃料供給装置から燃料供給経路９
０を介してインジェクタ４３に供給され、制御装置ＥＣ
Ｕにより構成される燃料制御装置でインジェクタ４３を
制御し、燃料供給量をエンジンの運転状態に応じて制御
する。In a space SP2 between the left intake pipe 41 and the crankcase 22, a fuel pump 45 and a vapor separator 46 are disposed, and a space S around the crankcase 22 is provided.
It has a compact structure using P2. From the fuel supply device constituted by the fuel pump 45 to the fuel supply path 9
0 to the injector 43 via the controller EC
The injector 43 is controlled by a fuel control device constituted by U, and the fuel supply amount is controlled according to the operating state of the engine.
【００３０】ベーパーセパレータ４６は、燃料供給経路
９０内の燃料ガスから燃料成分とガス成分とを分離し、
ガス成分はベーパー排出管４８を介して吸気サイレンサ
４０へ送られる。ベーパー排出管４８には、逆止弁４
９、フィルタ５０が設けられ、燃料供給経路９０内に発
生する蒸散ガスを吸気経路内に戻している。The vapor separator 46 separates a fuel component and a gas component from the fuel gas in the fuel supply path 90,
The gas component is sent to the intake silencer 40 via the vapor discharge pipe 48. The vapor discharge pipe 48 has a check valve 4
9. A filter 50 is provided to return vaporized gas generated in the fuel supply path 90 to the intake path.
【００３１】次に、図４乃至図７に基づいて船舶推進機
のエンジン制御装置を説明する。図４はエンジン制御装
置の構成図、図５はエンジン制御装置の配置を示すエン
ジンの平面図、図６はエンジン制御のタイミングチャー
ト、図７はエンジン制御装置の動作フローチャートであ
る。Next, an engine control device for a marine propulsion device will be described with reference to FIGS. 4 is a configuration diagram of the engine control device, FIG. 5 is a plan view of the engine showing an arrangement of the engine control device, FIG. 6 is a timing chart of the engine control, and FIG. 7 is an operation flowchart of the engine control device.
【００３２】この船外機１には、制御装置ＥＣＵが船体
前方向に配置されている。フライホイールマグネト３０
には、第１気筒、第２気筒及び第３気筒に応じてパルサ
コイルＳ１が配置されている。このパルサコイルＳ１か
らの信号が制御装置ＥＣＵに送られ、制御装置ＥＣＵに
は、エンジン回転速度検出手段７２が備えられ、パルサ
コイルＳ１からの信号に基づき演算してエンジン回転速
度を検出する。In this outboard motor 1, a control unit ECU is disposed in the forward direction of the hull. Flywheel magneto 30
Are provided with pulsar coils S1 corresponding to the first cylinder, the second cylinder, and the third cylinder. The signal from the pulsar coil S1 is sent to the control unit ECU, and the control unit ECU is provided with an engine rotational speed detecting means 72, which detects the engine rotational speed by calculating based on the signal from the pulsar coil S1.
【００３３】シリンダブロック２１の側壁には、エンジ
ン温度検出手段Ｓ２が取り付けられ、シリンダブロック
２１の側壁温度からエンジン温度を検出して制御装置Ｅ
ＣＵに送る。エンジン温度検出手段Ｓ２は、サーモセン
サで構成される。また、左右の気筒には、気筒温度検出
手段ＳＷが取り付けられ、左右の気筒温度を検出して制
御装置ＥＣＵに送る。気筒温度検出手段ＳＷは、サーモ
スイッチで構成される。An engine temperature detecting means S2 is mounted on the side wall of the cylinder block 21, and detects the engine temperature from the side wall temperature of the cylinder block 21 to control the engine E.
Send to CU. The engine temperature detecting means S2 is composed of a thermo sensor. The left and right cylinders are provided with cylinder temperature detecting means SW, which detects the left and right cylinder temperatures and sends them to the control unit ECU. The cylinder temperature detecting means SW is constituted by a thermo switch.
【００３４】制御装置ＥＣＵは、エンジン回転速度、エ
ンジン温度及び左右の気筒温度等の情報に基づき、第１
及び第４の点火コイル１Ｇ、第２及び第５の点火コイル
１Ｇ及び第３及び第６の点火コイル１Ｇを駆動し、また
第１及び第４のインジェクタ４３、第２及び第５のイン
ジェクタ４３及び第３及び第６のインジェクタ４３を駆
動する。Based on information such as the engine speed, the engine temperature, and the left and right cylinder temperatures, the control unit ECU executes a first
And the fourth and fourth ignition coils 1G, the second and fifth ignition coils 1G, the third and sixth ignition coils 1G, and the first and fourth injectors 43, the second and fifth injectors 43 and The third and sixth injectors 43 are driven.
【００３５】また、制御装置ＥＣＵは、エンジン回転速
度、エンジン温度及び左右の気筒温度等の情報に基づ
き、アイドルスピードコントローラＩＳＣの開度、即ち
制御値を制御することで、アイドル回転数の制御を行な
う。The control unit ECU controls the idle speed by controlling the opening of the idle speed controller ISC, that is, the control value, based on information such as the engine speed, the engine temperature, and the left and right cylinder temperatures. Do.
【００３６】また、制御装置ＥＣＵは、エンジン温度及
び左右の気筒温度等の情報に基づき、オーバーヒート状
態を検出し、警報ブザーＢＺを鳴らし、警告ランプＬＰ
を点灯して警告を行なう。The control unit ECU detects an overheat condition based on information such as the engine temperature and the left and right cylinder temperatures, sounds an alarm buzzer BZ, and issues a warning lamp LP.
Lights up to give a warning.
【００３７】さらに、オーバーヒート時のエンジン保護
として、オーバーヒート状態を検出し、エンジン回転速
度を所定回転速度以下に落とす制御を行っている。即
ち、オーバーヒート検出手段として気筒温度検出手段Ｓ
Ｗのサーモスイッチを用いているが、サーモスイッチ故
障時には判定できなくなる。このため、点火、噴射、Ｉ
ＳＣ制御用にエンジン温度を検出しているエンジン温度
検出手段Ｓ２のサーモセンサでもオーバーヒート検出で
きるようにしている。Further, as protection of the engine at the time of overheating, control is performed to detect an overheating state and reduce the engine speed to a predetermined speed or less. That is, as the overheat detecting means, the cylinder temperature detecting means S
Although the W thermoswitch is used, it cannot be determined when the thermoswitch fails. Therefore, ignition, injection, I
The overheat can also be detected by the thermo sensor of the engine temperature detecting means S2 which detects the engine temperature for SC control.
【００３８】このように、気筒温度検出手段ＳＷのサー
モスイッチのＯＮまたはエンジン温度検出手段Ｓ２のサ
ーモセンサが所定温度以上の検出にてオーバーヒート制
御に入り、警報ブザーＢＺを鳴らし、警告ランプＬＰを
点灯し、エンジン回転速度を所定回転速度まで点火制御
及び燃料供給制御により低下させる。As described above, when the thermo switch of the cylinder temperature detecting means SW is turned on or the thermo sensor of the engine temperature detecting means S2 detects the temperature equal to or higher than the predetermined temperature, the overheat control is started, the alarm buzzer BZ is sounded, and the warning lamp LP is turned on. Then, the engine rotation speed is reduced to a predetermined rotation speed by ignition control and fuel supply control.
【００３９】また、船外機１では、急に逆進シフトに切
り替えると、プロペラによる連れ回りにより、瞬時、エ
ンジン７が逆転し、排気通路よりシリンダ内への水入り
が発生することがあるが、エンジン回転速度検出手段Ｓ
１のパルサコイルによるパルサー信号により逆転を検出
し、点火、噴射停止させ、逆転を助長させないようにす
る。Also, in the outboard motor 1, when the reverse shift is suddenly switched, the engine 7 reverses instantaneously due to the rotation by the propeller, and water may enter the cylinder from the exhaust passage. , Engine rotational speed detecting means S
The reverse rotation is detected by a pulser signal from one pulsar coil, ignition and injection are stopped, and the reverse rotation is not promoted.
【００４０】この実施の形態では、制御装置ＥＣＵに、
暖機再始動判定手段７０と始動モード切替手段７１とを
有する。暖機再始動判定手段７０は、オーバーヒート検
出用として用いている気筒温度検出手段ＳＷのサーモス
イッチのＯＮ／ＯＦＦ信号とエンジン温度検出手段Ｓ２
のサーモセンサの両信号を用い、暖機再始動状態か否か
判定する。このように暖機再始動判定手段７０は、エン
ジン温度を検出するサーモセンサ及び気筒温度を検出す
るサーモスイッチの信号を含むことで、簡単な構造で確
実に暖機再始動の判定を行なうことができる。In this embodiment, the control unit ECU includes:
It has a warm-up restart determining means 70 and a starting mode switching means 71. The warm-up restart determining means 70 includes an ON / OFF signal of a thermo switch of the cylinder temperature detecting means SW used for detecting overheating and an engine temperature detecting means S2.
It is determined whether or not the engine is in the warm-up restart state using both signals of the thermo sensor. As described above, the warm-up restart determining means 70 includes the signals of the thermo sensor for detecting the engine temperature and the signal of the thermo switch for detecting the cylinder temperature, so that the warm-up restart can be reliably determined with a simple structure. it can.
【００４１】始動モード切替手段７１は、気筒温度検出
手段ＳＷのサーモスイッチのＯＮかつエンジン温度検出
手段Ｓ２のサーモセンサが所定値以上で暖機再始動状態
の判定を行ない、この暖機再始動状態の判定に基づき通
常始動モードから暖機再始動モードに切り替える。The start mode switching means 71 determines the warm-up restart state when the thermo switch of the cylinder temperature detecting means SW is ON and the thermo sensor of the engine temperature detecting means S2 is equal to or higher than a predetermined value. Is switched from the normal start mode to the warm-up restart mode based on the determination of.
【００４２】このように、暖機再始動状態の判定に基づ
き通常始動モードから暖機再始動モードに切り替え、暖
機再始動モードでは、暖機再始動時に吸気系に戻る蒸散
ガスにて空燃比が濃くならないようにして、始動性を向
上させる。As described above, the normal start mode is switched to the warm-up restart mode based on the determination of the warm-up restart state. Is not increased, and the startability is improved.
【００４３】この暖機再始動モードでは、図６に示すよ
うに、始動時の燃料噴射時間、始動直後の燃料増量補正
係数、始動直後の燃料増量減衰係数、始動時のアイドル
スピードコントローラの制御値の少なくとも１つを切り
替え、燃料ポンプ４５で構成される燃料供給装置から供
給される燃料供給量を減少させ、混合気中の燃料量を適
切な量に維持して空燃比が濃くならないようにし、始動
性を向上させる。In this warm-up restart mode, as shown in FIG. 6, the fuel injection time at the start, the fuel increase correction coefficient immediately after the start, the fuel increase attenuation coefficient immediately after the start, the control value of the idle speed controller at the start Is switched to reduce the fuel supply amount supplied from the fuel supply device constituted by the fuel pump 45, maintain the fuel amount in the air-fuel mixture at an appropriate amount, and prevent the air-fuel ratio from becoming rich, Improve startability.
【００４４】また、点火時期を、始動直後に進角させ、
エンジン停止が起きにくいようにして始動性を向上させ
る。Further, the ignition timing is advanced immediately after starting,
Improve startability by making it difficult for the engine to stop.
【００４５】図６に示すように、エンジン制御が始動時
の始動モードと、始動後の通常モードによって行なわれ
るが、この実施の形態では始動時の始動モードでは、通
常始動モードと暖機再始動モードとの切り替えが行なわ
れる。As shown in FIG. 6, the engine control is performed in the start mode at the start and the normal mode after the start. In this embodiment, the start mode at the start is the normal start mode and the warm-up restart. Switching to the mode is performed.
【００４６】図６の（ａ）は点火時期のタイミングチャ
ート、（ｂ）は燃料噴射量のタイミングチャート、
（ｃ）はアイドルスピードコントローラの開度のタイミ
ングチャート、（ｄ）はエンジン回転速度のタイミング
チャートである。FIG. 6A is a timing chart of the ignition timing, FIG. 6B is a timing chart of the fuel injection amount,
(C) is a timing chart of the opening degree of the idle speed controller, and (d) is a timing chart of the engine rotation speed.
【００４７】図６の（ａ）では、始動時の点火時期から
通常の点火時期では、遅角されるが、点火時期を始動直
後に進角Ａ１させており、始動直後進角補正値を設定す
ることで、エンジン停止が起きにくいようにして始動性
を向上させることができる。In FIG. 6A, the ignition timing is retarded from the ignition timing at the start to the normal ignition timing, but the ignition timing is advanced A1 immediately after the start, and the advance correction value is set immediately after the start. By doing so, the startability can be improved by making it difficult for the engine to stop.
【００４８】図６の（ｂ）では、始動時には燃料を増量
して噴射するが、通常より始動時の燃料噴射時間Ｔ１を
短くして暖機時減量し、混合気中の燃料量を適切な量に
維持して空燃比が濃くならないようにし、始動性を向上
させる。In FIG. 6 (b), the fuel is increased and injected at the time of starting. However, the fuel injection time T1 at the time of starting is made shorter than usual to reduce the amount of fuel during warm-up, and the fuel amount in the mixture is appropriately adjusted. The air-fuel ratio is maintained at a low level to prevent the air-fuel ratio from becoming rich, and the startability is improved.
【００４９】また、始動直後の燃料増量補正係数を、小
さくして始動直後の燃料増量補正値によって補正された
燃料噴射量Ｑ１を暖機時減量することで、混合気中の燃
料量を適切な量に維持して空燃比が濃くならないように
し、始動性を向上させる。Further, the fuel amount in the air-fuel mixture is appropriately adjusted by reducing the fuel injection amount Q1 corrected by the fuel increase correction value immediately after the start and decreasing the fuel injection amount Q1 corrected by the fuel increase correction value immediately after the start. The air-fuel ratio is maintained at a low level to prevent the air-fuel ratio from becoming rich, and the startability is improved.
【００５０】また、始動直後の燃料増量減衰係数を、大
きくして暖機時には減衰を早くして燃料を減量する。即
ち、大きい始動直後燃料増量減衰係数による補正された
燃料噴射量Ｑ２を暖機時減量することで、混合気中の燃
料量を適切な量に維持して空燃比が濃くならないように
し、始動性を向上させる。Further, the fuel increase attenuation coefficient immediately after the start is increased to increase the attenuation at the time of warm-up to reduce the fuel. That is, the fuel injection amount Q2 corrected by the large fuel increase attenuation coefficient immediately after the start is reduced at the time of warm-up, so that the fuel amount in the air-fuel mixture is maintained at an appropriate amount so that the air-fuel ratio does not become rich, and the startability is improved. Improve.
【００５１】図６の（ｃ）では、始動時のアイドルスピ
ードコントローラの開度θ、即ち制御値を、大きくして
吸入空気量を増加させるアイドルフィールドバック制御
を行ない、始動時のアイドルスピードコントローラの制
御値を、切り替えてアイドルスピードコントローラの吸
入空気量を増加させ、混合気中の燃料量を適切な量に維
持して空燃比が濃くならないようにし、始動性を向上さ
せる。In FIG. 6C, idle field back control for increasing the intake air amount by increasing the opening θ of the idle speed controller at the start, ie, increasing the control value, is performed. The control value is switched to increase the intake air amount of the idle speed controller, the fuel amount in the air-fuel mixture is maintained at an appropriate amount so that the air-fuel ratio does not increase, and the startability is improved.
【００５２】次に、図７に基づきエンジン制御装置の作
動を説明する。Next, the operation of the engine control device will be described with reference to FIG.
【００５３】ステップａにおいて、始動モード（エンジ
ン停止でない）か否かの判断を行ない、始動モード（エ
ンジン停止でない）の場合には、暖機状態か否かの判断
を行なう（ステップｂ）。この暖機状態か否かの判断
は、気筒温度検出手段ＳＷのサーモスイッチのＯＮかつ
エンジン温度検出手段Ｓ２のサーモセンサが所定値以
上、例えば８０℃以上で暖機状態の判定を行なう。In step a, it is determined whether or not the engine is in a start mode (the engine is not stopped). In the case of the start mode (the engine is not stopped), it is determined whether or not the engine is in a warm-up state (step b). The determination as to whether or not the engine is in a warm-up state is made when the thermo switch of the cylinder temperature detecting means SW is turned on and the thermo sensor of the engine temperature detecting means S2 is equal to or more than a predetermined value, for example, 80 ° C. or more.
【００５４】暖機状態では、ステップｃに移行して暖機
始動制御を行ない、暖機用の始動噴射量制御、また始動
時アイドルスピードコントローラの開度制御の少なくと
も１つ、また始動時点火時期制御を行なう。In the warm-up state, the process proceeds to step c to perform warm-up start control, at least one of a start-up injection amount control for warm-up, an opening degree control of a start-up idle speed controller, and a fire timing at start-up. Perform control.
【００５５】冷機状態では、ステップｄに移行して冷機
始動制御を行ない、冷機用の始動噴射量制御、また始動
時アイドルスピードコントローラの開度制御の少なくと
も１つ、また始動時点火時期制御を行なう。In the cold state, the process proceeds to step d to perform the cold start control, to perform at least one of the start injection amount control for the cold, the opening control of the idle speed controller at the start, and the ignition timing control at the start. .
【００５６】エンジンが起動したらステップｅで、始動
モードから通常モードに移行したか否かの判断を行な
う。この判断はエンジン回転速度で行ない、例えば５０
０ｒｐｍ以上でない場合には、ステップｂに移行し、５
００ｒｐｍ以上の場合には、ステップｆで暖機状態か否
かの判断を行なう。この暖機状態か否かの判断は、気筒
温度検出手段ＳＷのサーモスイッチのＯＮかつエンジン
温度検出手段Ｓ２のサーモセンサが所定値以上、例えば
８０℃以上で暖機状態の判定を行なう。When the engine is started, it is determined in step e whether or not the mode has shifted from the start mode to the normal mode. This determination is made based on the engine speed.
If it is not 0 rpm or more, the process proceeds to step b and 5
If it is not less than 00 rpm, it is determined in step f whether or not the engine is in a warm-up state. The determination as to whether or not the engine is in a warm-up state is made when the thermo switch of the cylinder temperature detecting means SW is turned on and the thermo sensor of the engine temperature detecting means S2 is equal to or more than a predetermined value, for example, 80 ° C.
【００５７】暖機状態では、ステップｇに移行して暖機
再始動制御を行ない、暖機用の図６に示す始動時の燃料
噴射時間、始動直後の燃料増量補正係数、始動直後の燃
料増量減衰係数、始動時のアイドルスピードコントロー
ラの開度制御の少なくとも１つ、また点火時期制御を行
なう。In the warm-up state, the process proceeds to step g to perform a warm-up restart control. The fuel injection time at the start-up, the fuel increase correction coefficient immediately after the start-up, and the fuel increase immediately after the start-up shown in FIG. At least one of a damping coefficient, opening control of an idle speed controller at the time of starting, and ignition timing control are performed.
【００５８】冷機状態では、ステップｈに移行して冷機
始動制御を行ない、冷機用の始動時の燃料噴射時間、始
動直後の燃料増量補正係数、始動直後の燃料増量減衰係
数、始動時のアイドルスピードコントローラの開度制御
の少なくとも１つ、また点火時期の制御を行なうが、こ
の冷機始動制御では、暖機再始動制御より燃料噴射量を
多く、また空気の吸入量を少なく、また点火時期を遅角
して始動性を向上させている。In the cold state, the process proceeds to step h to perform the cold start control, the fuel injection time for the cold start at the start, the fuel increase correction coefficient immediately after the start, the fuel increase attenuation coefficient immediately after the start, the idle speed at the start. At least one of the opening control of the controller and the ignition timing are controlled. In this cold start control, the fuel injection amount is larger, the air intake amount is smaller, and the ignition timing is delayed than in the warm-up restart control. Angled to improve startability.
【００５９】[0059]
【発明の効果】前記したように、請求項１に記載の発明
では、暖機再始動状態の判定に基づき通常始動モードか
ら暖機再始動モードに切り替え、燃料供給量を減らして
混合気中の燃料量を適切な量に維持して空燃比が濃くな
らないようにし、始動性を向上させる。As described above, according to the first aspect of the present invention, the normal start mode is switched to the warm-up restart mode based on the determination of the warm-up restart state, and the fuel supply amount is reduced to reduce the fuel supply amount. The fuel amount is maintained at an appropriate amount so that the air-fuel ratio does not increase, and the startability is improved.
【００６０】請求項２に記載の発明では、暖機再始動判
定手段は、少なくともエンジン温度を検出するサーモセ
ンサ及び気筒温度を検出するサーモスイッチの信号を含
むことで、簡単な構造で確実に暖機再始動の判定を行な
うことができる。According to the second aspect of the present invention, the warm-up restart determining means includes at least a signal of a thermosensor for detecting an engine temperature and a signal of a thermoswitch for detecting a cylinder temperature, so that the warm-up is reliably performed with a simple structure. It is possible to determine the restart of the machine.
【００６１】請求項３に記載の発明では、始動時の燃料
噴射時間、始動直後の燃料増量補正係数、始動直後の燃
料増量減衰係数、始動時のアイドルスピードコントロー
ラの制御値の少なくとも１つを切り替えることで、燃料
供給装置から供給される燃料供給量を減少させ、混合気
中の燃料量を適切な量に維持して空燃比が濃くならない
ようにし、始動性を向上させる。According to the third aspect of the present invention, at least one of the fuel injection time at the start, the fuel increase correction coefficient immediately after the start, the fuel increase attenuation coefficient immediately after the start, and the control value of the idle speed controller at the start is switched. Thus, the amount of fuel supplied from the fuel supply device is reduced, the amount of fuel in the air-fuel mixture is maintained at an appropriate amount so that the air-fuel ratio does not increase, and the startability is improved.
【００６２】請求項４に記載の発明では、始動時の燃料
噴射時間を、短くして暖機時減量し、混合気中の燃料量
を適切な量に維持して空燃比が濃くならないようにし、
始動性を向上させる。According to the fourth aspect of the present invention, the fuel injection time at the time of starting is reduced to reduce the amount of fuel during warm-up, and the amount of fuel in the air-fuel mixture is maintained at an appropriate amount so that the air-fuel ratio does not become rich. ,
Improve startability.
【００６３】請求項５に記載の発明では、始動直後の燃
料増量補正係数を、小さくして暖機時燃料供給量を減少
させ、混合気中の燃料量を適切な量に維持して空燃比が
濃くならないようにし、始動性を向上させる。According to the fifth aspect of the present invention, the fuel increase correction coefficient immediately after the start is reduced to reduce the warm-up fuel supply amount, and the air-fuel ratio is maintained by maintaining the fuel amount in the mixture at an appropriate amount. Is not increased, and the startability is improved.
【００６４】請求項６に記載の発明では、始動直後の燃
料増量減衰係数を、大きくして暖機時燃料供給量を減少
させ、混合気中の燃料量を適切な量に維持して空燃比が
濃くならないようにし、始動性を向上させる。According to the sixth aspect of the present invention, the fuel supply amount during warm-up is reduced by increasing the fuel increase attenuation coefficient immediately after the start, and the air-fuel ratio is maintained by maintaining the fuel amount in the mixture at an appropriate amount. Is not increased, and the startability is improved.
【００６５】請求項７に記載の発明では、始動時のアイ
ドルスピードコントローラの制御値を、切り替えてアイ
ドルスピードコントローラの吸入空気量を増加させ、混
合気中の燃料量を適切な量に維持して空燃比が濃くなら
ないようにし、始動性を向上させる。According to the present invention, the control value of the idle speed controller at the time of starting is switched to increase the intake air amount of the idle speed controller and maintain the fuel amount in the air-fuel mixture at an appropriate amount. Prevents the air-fuel ratio from becoming rich and improves startability.
【００６６】請求項８に記載の発明では、点火時期を、
始動直後に進角させ、エンジン停止が起きにくいように
して始動性を向上させる。In the invention according to claim 8, the ignition timing is
The engine is advanced immediately after starting to improve engine startability by preventing the engine from stopping.
【図１】船外機の側面図である。FIG. 1 is a side view of an outboard motor.
【図２】エンジンの側面図である。FIG. 2 is a side view of the engine.
【図３】エンジンの平面図である。FIG. 3 is a plan view of the engine.
【図４】エンジン制御装置の構成図である。FIG. 4 is a configuration diagram of an engine control device.
【図５】エンジン制御装置の配置を示すエンジンの平面
図である。FIG. 5 is a plan view of the engine showing an arrangement of the engine control device.
【図６】エンジン制御のタイミングチャートである。FIG. 6 is a timing chart of engine control.
【図７】エンジン制御装置の動作フローチャートであ
る。FIG. 7 is an operation flowchart of the engine control device.
１ 船外機 ７ エンジン ７０ 暖機再始動判定手段 ７１ 始動モード切替手段 ７２ エンジン回転速度検出手段 ＳＷ 気筒温度検出手段 Ｓ２ エンジン温度検出手段 ＥＣＵ 制御装置 REFERENCE SIGNS LIST 1 outboard motor 7 engine 70 warm-up restart determination means 71 start mode switching means 72 engine rotation speed detection means SW cylinder temperature detection means S2 engine temperature detection means ECU controller
フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｆ０２Ｄ 43/00 Ｆ０２Ｄ 43/00 ３０１Ｈ 45/00 ３１４ 45/00 ３１４Ｂ ３６０ ３６０Ｂ Ｆ０２Ｐ 5/15 Ｆ０２Ｐ 5/15 Ｅ Ｆターム(参考） 3G022 CA01 DA01 EA04 FA04 GA05 GA09 3G084 AA08 BA05 BA13 BA17 CA01 DA09 DA37 EB11 FA20 FA33 3G093 AA19 BA04 BA24 CA02 DA01 DA04 DA05 EA05 EA09 EA13 FA04 FB02 3G301 HA08 HA26 JA03 JA32 KA04 LA00 LA03 LB02 MA11 MA24 ND01 NE06 NE11 PE01Z PE08Z Continuation of the front page (51) Int.Cl. 7 Identification symbol FI Theme coat II (Reference) F02D 43/00 F02D 43/00 301H 45/00 314 45/00 314B 360 360B F02P 5/15 F02P 5/15 EF term (Reference) 3G022 CA01 DA01 EA04 FA04 GA05 GA09 3G084 AA08 BA05 BA13 BA17 CA01 DA09 DA37 EB11 FA20 FA33 3G093 AA19 BA04 BA24 CA02 DA01 DA04 DA05 EA05 EA09 EA13 FA04 FB02 3G301 HA08 HA26 JA03 JA32 EA04 NE01 LB04
Claims (8)
給装置から燃料供給経路を介して供給される燃料供給量
を制御する燃料制御装置を有し、前記燃料供給経路内に
発生する蒸散ガスを吸気経路内に戻す船舶推進機のエン
ジン制御装置において、 暖機再始動状態を判定する暖機再始動判定手段と、 暖機再始動状態の判定に基づき通常始動モードから暖機
再始動モードに切り替える始動モード切替手段と、を有
することを特徴とする船舶推進機のエンジン制御装置。A fuel control device for controlling a fuel supply amount supplied from a fuel supply device of an engine mounted on the marine propulsion device via a fuel supply path, wherein a vaporized gas generated in the fuel supply path; Restart determination means for determining a warm-up restart state, and switching from the normal start mode to the warm-up restart mode based on the determination of the warm-up restart state. An engine control device for a marine propulsion device, comprising: a start mode switching means for switching.
ンジン温度を検出するサーモセンサ及び気筒温度を検出
するサーモスイッチの信号を含むことを特徴とする請求
項１に記載の船舶推進機のエンジン制御装置。2. The engine of a marine propulsion device according to claim 1, wherein said warm-up restart determination means includes at least a signal of a thermo sensor for detecting an engine temperature and a signal of a thermo switch for detecting a cylinder temperature. Control device.
噴射時間、始動直後の燃料増量補正係数、始動直後の燃
料増量減衰係数、始動時のアイドルスピードコントロー
ラの制御値の少なくとも１つを切り替え、前記燃料供給
装置から供給される燃料供給量を減少させることを特徴
とする請求項１または請求項２に記載の船舶推進機のエ
ンジン制御装置。3. In the warm-up restart mode, at least one of a fuel injection time at the start, a fuel increase correction coefficient immediately after the start, a fuel increase attenuation coefficient immediately after the start, and a control value of the idle speed controller at the start is set. 3. The engine control device for a marine propulsion device according to claim 1, wherein the switching is performed to reduce a fuel supply amount supplied from the fuel supply device. 4.
機時燃料供給量を減少させることを特徴とする請求項３
に記載の船舶推進機のエンジン制御装置。4. The fuel supply time during warm-up is reduced by shortening the fuel injection time at the time of starting.
An engine control device for a marine propulsion device according to item 1.
くして暖機時燃料供給量を減少させることを特徴とする
請求項３に記載の船舶推進機のエンジン制御装置。5. The engine control apparatus for a marine propulsion device according to claim 3, wherein the fuel increase correction coefficient immediately after the start is reduced to reduce the warm-up fuel supply amount.
くして暖機時燃料供給量を減少させることを特徴とする
請求項３に記載の船舶推進機のエンジン制御装置。6. The engine control device for a marine propulsion device according to claim 3, wherein the fuel increase amount attenuation coefficient immediately after the start is increased to reduce the warm-up fuel supply amount.
ラの制御値を、切り替えてアイドルスピードコントロー
ラの吸入空気量を増加させることを特徴とする請求項３
に記載の船舶推進機のエンジン制御装置。7. The intake air amount of the idle speed controller is increased by switching a control value of the idle speed controller at the time of starting.
An engine control device for a marine propulsion device according to item 1.
とを特徴とする請求項３乃至請求項７のいずれか１項に
記載の船舶推進機のエンジン制御装置。8. The engine control device for a marine propulsion device according to claim 3, wherein the ignition timing is advanced immediately after starting.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001136545A JP2002332893A (en) | 2001-05-07 | 2001-05-07 | Engine control device for ship propulsion machine |
| US10/141,534 US6892700B2 (en) | 2001-05-07 | 2002-05-07 | Engine control system for an outboard motor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001136545A JP2002332893A (en) | 2001-05-07 | 2001-05-07 | Engine control device for ship propulsion machine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2002332893A true JP2002332893A (en) | 2002-11-22 |
Family
ID=18983803
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001136545A Pending JP2002332893A (en) | 2001-05-07 | 2001-05-07 | Engine control device for ship propulsion machine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2002332893A (en) |
Cited By (6)
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|---|---|---|---|---|
| US7461622B2 (en) | 2005-07-26 | 2008-12-09 | Toyota Jidosha Kabushiki Kaisha | Controller for a direct-injection internal combustion engine and method of controlling the direct-injection internal combustion engine |
| JP2010242641A (en) * | 2009-04-07 | 2010-10-28 | Suzuki Motor Corp | Control device in starting for internal combustion engine |
| US7958868B2 (en) | 2006-01-10 | 2011-06-14 | Toyota Jidosha Kabushiki Kaisha | Control device for vehicle |
| WO2017013939A1 (en) * | 2015-07-23 | 2017-01-26 | ヤンマー株式会社 | Engine device |
| JP2017025818A (en) * | 2015-07-23 | 2017-02-02 | ヤンマー株式会社 | Engine device |
| JP2017025817A (en) * | 2015-07-23 | 2017-02-02 | ヤンマー株式会社 | Engine device |
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| US7461622B2 (en) | 2005-07-26 | 2008-12-09 | Toyota Jidosha Kabushiki Kaisha | Controller for a direct-injection internal combustion engine and method of controlling the direct-injection internal combustion engine |
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| US10221796B2 (en) | 2015-07-23 | 2019-03-05 | Yanmar Co., Ltd. | Engine device |
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