Control system for outboard motor

• US 6,364,726 B1
• Filed: 05/18/2000
• Issued: 04/02/2002
• Est. Priority Date: 05/18/1999
• Status: Expired due to Term

• Current Assignee: Sanshin Kogyo Kabushiki Kaisha (Yamaha Corporation)
• Original Assignee: Sanshin Kogyo Kabushiki Kaisha (Yamaha Corporation)
• Inventors: Suzuki, Takehisa, Tanimoto, Kazumasa, Nonaka, Kimihiro, Motose, Hitoshi
• Primary Examiner(s): Sotelo, Jesus D.
• Application Number:
  US09/574,103
• Time in Patent Office: 684 Days
• Field of Search: 440/88, 440/87, 440/75, 440/84, 440/85, 440/86, 474/113, 474/905, 474/111, 474/112, 474/101, 474/102, 474/105, 474/107, 123/73.C
• US Class Current: 440/86
• CPC Class Codes: B63H 20/20 with provision for reverse drive
• CPC Class Codes: B63H 21/213 Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
• CPC Class Codes: F02B 2075/1824 six
• CPC Class Codes: F02B 61/045 for marine engines
• CPC Class Codes: F02B 75/22 with cylinders in V, fan, or star arrangement
• CPC Class Codes: F02D 2041/389 for injecting directly into the cylinder
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/064 at cold start F02D41/067 takes precedence
• CPC Class Codes: F02P 5/1506 with particular means during starting
• CPC Class Codes: F02P 9/005 by weakening or suppression of sparks to limit the engine speed
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

An outboard motor includes the direct fuel injection system. The outboard motor also includes an ECU that monitors various engine operating conditions and controls various engine operating parameters that are at least partially dependent on the positioning of the transmission. In instances in which the transmission is positioned in a neutral location, the load is decreased and therefore the ECU outputs one set of parameters. In similar low-speed operations, when the transmission is placed in a drive arrangement, the ECU outputs a second set of parameters due to the increased load. Several control routines are disclosed which facilitate low-speed operation, over-rev limiting, and engine warm-up.

Claims

1. An outboard motor comprising an engine and a propulsion unit, said engine having an output shaft and said propulsion unit comprising a propeller shaft, a shiftable transmission being interposed between said output shaft and said propulsion unit, said shiftable transmission being adapted to move between a neutral state and a drive state whereby movement of said output shaft is removed from said propeller shaft when said shiftable transmission is in said neutral state and movement of said output shaft is transferred to said propeller shaft when said shiftable transmission is in said drive state, said outboard motor further comprising a control unit adapted to control at least one operating parameter of said engine, a shift detector being in electrical communication with said control unit and being adapted to output a signal indicative of a shift state of said shiftable transmission, an engine speed sensor being in electrical communication with said control unit and being adapted to output a signal indicative of an engine speed, a throttle angle sensor being in electrical communication with said control unit and being adapted to output a signal indicative of a throttle angle, said control outputting a first signal if a first input condition is satisfied and outputting a second signal if a second input condition is satisfied.

2. The motor of claim 1, wherein said first input condition comprises said engine speed signal indicating that a detected engine speed is less than a preset engine speed, said throttle angle signal indicating that a detected throttle angle is less than a preset throttle angle and said shift state signal indicating that a detected transmission state is said neutral state and said second input condition comprises said engine speed signal indicating that said detected engine speed is less than said preset engine speed, said throttle angle signal indicating that said detected throttle angle is less than said preset throttle angle and said shift state signal indicating that said detected transmission state is said drive state.

3. The motor of claim 2, wherein said engine comprises a first cylinder and a second cylinder and said first signal disables said first cylinder and said second cylinder.

4. The motor of claim 3, wherein said engine further comprises an ignition system, said ignition system comprising a first spark plug and a second spark plug, said first spark plug being associated with said first cylinder and said second spark plug being associated with said second cylinder, said control being in electrical communication with said ignition system and said first signal disabling an ignition of said first spark plug and an ignition of said second spark plug.

5. The motor of claim 3, wherein said engine comprises a fuel injection system, said fuel injection system comprising a first fuel injector and a second fuel injector, said first fuel injector being associated with said first cylinder and said second fuel injector being associated with said second cylinder, said control being in electrical communication with said fuel injection system and said first signal disabling an injection of fuel by said first fuel injector and an injection of fuel by said second fuel injector.

6. The motor of claim 3, wherein said engine further comprises an ignition system, said ignition system comprising a first spark plug and a second spark plug, said first spark plug being associated with said first cylinder and said second spark plug being associated with said second cylinder, said control being in electrical communication with said ignition system and said second signal disabling an ignition of one of said first spark plug and said second spark plug.

7. The motor of claim 3, wherein said engine comprises a fuel injection system, said fuel injection system comprising a first fuel injector and a second fuel injector, said first fuel injector being associated with said first cylinder and said second fuel injector being associated with said second cylinder, said control being in electrical communication with said fuel injection system and said second signal disabling an injection of fuel by one of said first fuel injector and said second fuel injector.

8. The motor of claim 2, wherein said engine further comprises at least one cylinder, an ignition system and a fuel injection system, said ignition system comprising at least one spark plug and said fuel injection system comprising at least one fuel injector, said fuel injector being positioned to inject fuel directly into said cylinder and said spark plug being positioned to ignite said fuel in said cylinder.

9. The motor of claim 8, wherein said first signal alters fuel injection timing as compared to normal fuel injection timing.

10. The motor of claim 8, wherein said first signal and said second signal are associated with different fuel injection timings.

11. The motor of claim 8, wherein said first signal and said second signal are associated with different fuel injection volumes.

12. The motor of claim 8, wherein said first signal and said second signal are associated with different ignition timings.

13. The motor of claim 8, wherein said first signal is output from a first map and said second signal is output from a second map.

14. The motor of claim 8, wherein said first signal alters fuel injection volume as compared to normal fuel injection volume.

15. The motor of claim 8, wherein said first signal alters ignition timing as compared to normal ignition timing.

16. The motor of claim 1, wherein said first input condition comprises a sensed engine speed being higher than a first present engine speed and the second input condition comprises said sensed engine speed being higher that a second preset engine speed, said second preset engine speed being higher than said first preset engine speed.

17. The motor of claim 16, wherein said engine further comprises a fuel supply system and at least one cylinder, said fuel supply system communicating with said cylinder to supply fuel to said cylinder for combustion, said first signal being received by said fuel supply system and being adapted to reduce a fuel supply volume being supplied by said fuel supply system to said cylinder.

18. The motor of claim 17, wherein said fuel supply system comprises a fuel injector positioned to inject fuel directly into said cylinder.

19. The motor of claim 18, wherein a fuel supply conduit communicates with said fuel injector and a pressure within said supply line is reduced as a result of said first signal.

20. The motor of claim 18, wherein said fuel injector is opened for a shorter period of time than normal in response to said first signal.

21. The motor of claim 18, wherein said fuel injector opens with a different pulse pattern than normal in response to said first signal.

22. The motor of claim 17, wherein said second signal is adapted to disable at least one cylinder of said engine.

23. The motor of claim 22, wherein said second signal interrupts ignition of an ignition system associated with said cylinder.

24. The motor of claim 22, wherein said second signal interrupts operation of a fuel injector associated with said cylinder.

25. The motor of claim 22, wherein said engine resumes normal operation when said sensed engine speed is lower than said first preset engine speed.

26. The motor of claim 1, wherein said first input condition comprises a sensed engine speed being higher than a starter engine speed and said second input condition comprises said sensed engine speed being higher than a warmed-up engine speed.

27. The motor of claim 26, wherein said engine comprises an ignition system and said first signal is adapted to advance an ignition signal to a first preset value until said second signal is received, which second signal results from said sensed engine speed exceeding said warmed-up engine speed.

28. The motor of claim 1, wherein said first input condition comprises a sensed engine speed being higher than a starter engine speed and said second input condition comprises a preset period of ignition advance has elapsed.

29. The motor of claim 28, wherein said engine comprises an ignition system and said first signal is adapted to advance an ignition signal to a first present value until said second signal is received, which second signal results from said preset period of time elapsing.

30. The motor of claim 28, wherein said preset period of time and a degree of engine ignition advance both decrease as a sensed coolant temperature increases.

31. The motor of claim 28, wherein said preset period of time and a degree of engine ignition advance both decrease as a sensed intake air temperature increases.

32. The motor of claim 28, wherein said preset period of time and a degree of engine ignition advance have first respective values with said transmission in said neutral state and said preset period of time and said degree of engine ignition advance have second respective values with said transmission in said drive state, and said first respective values are less than said second respective values.

33. A method of controlling a direct injected engine with a controller comprising sensing a shift position, sensing an engine speed, comparing said sensed engine speed to a preset engine speed, sensing a throttle position, comparing said sensed throttle position to a preset throttle position and taking a first action depending upon said sensed shift position if said sensed engine speed is lower than said preset engine speed and said sensed throttle position is lower than said preset throttle position.

34. The method of claim 33, wherein said first action comprises disabling at least one cylinder.

35. The method of claim 34, wherein a first preset number of cylinders is disabled if said sensed shift position is neutral.

36. The method of claim 35, wherein said first preset number of cylinders is one.

37. The method of claim 34, wherein a second preset number of cylinders is disabled if said sensed shift position is drive.

38. The method of claim 37, wherein said second preset number of cylinders is two.

39. The method of claim 37, further comprising disabling a first preset number of cylinders if said sensed shift position is neutral.

40. The method of claim 34, wherein all cylinders are normally fired if said sensed engine speed exceeds said preset engine speed.

41. The method of claim 34, wherein all cylinders are normally fired if said sensed throttle angle exceeds said preset throttle angle.

42. The method of claim 33, wherein said first action comprises altering at least one engine operating parameter.

43. The method of claim 42, wherein said engine operating parameter is ignition timing.

44. The method of claim 42, wherein said engine operating parameter is altered according to a first value if said sensed shift position is neutral.

45. The method of claim 42, wherein said engine operating parameter is altered according to a second value if said sensed shift posit on is drive.

46. The method of claim 45, further comprising disabling a first preset number of cylinders if said sensed shift position is neutral.

47. The method of claim 42, wherein all parameters are returned to normal operating conditions if said sensed engine speed exceeds said preset engine speed.

48. The method of claim 42, wherein all parameters are returned to normal operating conditions if said sensed throttle angle exceeds said preset throttle angle.

49. The method of claim 42, wherein said engine operating parameter is fuel injection timing.

50. The method of claim 33, wherein said first action comprises consulting at least one of a plurality of maps.

51. The method of claim 50, wherein a first map is selected if said sensed shift position is neutral.

52. The method of claim 50, wherein a second map is selected if said sensed shift position is drive.

53. The method of claim 52, further comprising selecting a first map if said sensed shift position is neutral.

54. The method of claim 50, wherein a third map is selected if said sensed engine speed exceeds said preset engine speed.

55. The method of claim 50, wherein a third map is selected if said sensed throttle angle exceeds said preset throttle angle.

56. A method of controlling a direct injected engine with a controller comprising an over revolution limiting routine comprising sensing an engine speed, comparing said sensed engine speed with a first preset speed, taking a first evasive action if said sensed engine speed exceeds said first preset speed, comparing said sensed engine speed with a second preset engine speed, taking a second evasive action if said sensed engine speed exceeds said second preset speed.

57. The method of claim 56 further comprising ceasing said first evasive action and said second evasive action when said sensed engine speed is reduced below said first preset engine speed.

58. The method of claim 56, wherein said first evasive action comprises reducing a fuel injection volume.

59. The method of claim 56, wherein said second evasive action comprises disabling at least one cylinder.

60. The method of claim 59, wherein said first evasive action comprises reducing a fuel injection volume.

61. The method of claim 56 further comprising sensing a shift position of a transmission associated with the engine and beginning said over revolution limiting routine if said sensed shift position corresponds to a drive engagement.

62. The method of claim 56 further comprising sensing a coolant temperature, comparing said sensed coolant temperature to a preset temperature and beginning said over revolution limiting routine if said sensed temperature exceeds said preset temperature.

63. The method of claim 56 further comprising sensing a throttle angle, comparing said sensed throttle angle to a preset throttle angle and beginning said over revolution limiting routine if said sensed throttle angle exceeds said preset throttle angle.

64. A method of controlling a direct injected engine with a controller comprising advancing an ignition timing of said engine a first preset advance amount, sensing an engine speed and starting a counter, comparing said sensed engine speed to a first preset speed and said counter value to a preset value, changing said ignition timing to a second preset advance amount when said sensed engine speed exceeds said first preset speed or said counter value exceeds said preset value.

65. The method of claim 64, wherein at least one of said preset advance amount and said preset value are decreased when a sensed coolant temperature increases.

66. The method of claim 64, herein at least one of said preset advance amount and said preset value are decreased when a sensed intake air temperature increases.

67. The method of claim 64, wherein at least one of said preset advance amount and said preset value are decreased when a sensed shift position is neutral.

68. An engine comprising at least one cylinder, a piston mounted for reciprocation within said cylinder, a cylinder head mounted to said cylinder and cooperating with said piston and said cylinder to define a variable volume combustion chamber, a fuel injector disposed to supply a fuel charge to said combustion chamber, a fuel supply system communicating with said fuel injector, said fuel supply system comprising a high pressure portion and a low pressure portion, said fuel injector being positioned along said high pressure portion, a bypass line connecting said high pressure portion and said low pressure portion, a valve being positioned along said bypass line, and a controller adapted to control said valve such that a flow rate through said bypass line can be controlled.

69. The engine of claim 68, further comprising a pressure regulator being interposed between said high pressure portion and said low pressure portion and said bypass line being connected to said high pressure portion upstream of said pressure regulator and to said low pressure portion downstream of said pressure regulator.

70. The engine of claim 68, wherein said low pressure portion comprises a fuel return line and said bypass line is connected to said fuel return line.

71. The engine of claim 68, wherein said valve is an electrically actuatable valve.

72. The engine of claim 68, wherein said bypass line comprises an inlet and an outlet and said valve is positioned along a portion of said bypass line located between said inlet and said outlet.

73. The engine of claim 68, wherein said valve is an open-close valve.

74. The engine of claim 68, wherein said valve is a flow rate regulating valve such that the valve is adapted to allowable variable flow rates.