Language selection

Search

Patent 2619847 Summary

Third-party information liability

Some of the information on this Web page has been provided by external sources. The Government of Canada is not responsible for the accuracy, reliability or currency of the information supplied by external sources. Users wishing to rely upon this information should consult directly with the source of the information. Content provided by external sources is not subject to official languages, privacy and accessibility requirements.

Claims and Abstract availability

Any discrepancies in the text and image of the Claims and Abstract are due to differing posting times. Text of the Claims and Abstract are posted:

  • At the time the application is open to public inspection;
  • At the time of issue of the patent (grant).
(12) Patent: (11) CA 2619847
(54) English Title: OUTBOARD MOTOR CONTROL SYSTEM
(54) French Title: SYSTEME DE COMMANDE DE MOTEUR HORS-BORD
Status: Deemed expired
Bibliographic Data
(51) International Patent Classification (IPC):
  • B63H 21/21 (2006.01)
  • B63H 25/00 (2006.01)
(72) Inventors :
  • MIZUGUCHI, HIROSHI (Japan)
  • NAKAYAMA, SHINSAKU (Japan)
(73) Owners :
  • HONDA MOTOR CO., LTD. (Japan)
(71) Applicants :
  • HONDA MOTOR CO., LTD. (Japan)
(74) Agent: LAVERY, DE BILLY, LLP
(74) Associate agent:
(45) Issued: 2010-05-11
(22) Filed Date: 2006-05-16
(41) Open to Public Inspection: 2006-11-17
Examination requested: 2008-02-21
Availability of licence: N/A
(25) Language of filing: English

Patent Cooperation Treaty (PCT): No

(30) Application Priority Data:
Application No. Country/Territory Date
JP2005-143647 Japan 2005-05-17
JP2005-148016 Japan 2005-05-20

Abstracts

English Abstract

In an outboard motor control system, a position of a clutch (moved by an actuator) is memorized as a neutral position when a neutral switch produces an ON signal and the clutch position corresponding to a forward position where the clutch engages with a forward gear or a reverse position where the clutch engages with a reverse gear is determined based on the memorized position. With this, the clutch can be accurately shifted to the positions where the forward, neutral and reverse shift positions are established, thereby preventing shifting errors. Similarly, by memorizing rudder angle sensor outputs when the outboard motor is mechanically stopped by left and right steer stops as maximum leftward or rightward rudder angles, desired values for control purposes when steering the outboard motor to the maximum rudder angles can be determined as values that take the unit-specific properties of the outboard motor into account.


French Abstract

Système de commande de moteur hors-bord dont la position d'un embrayage (déplacé par un actionneur) est mémorisée en tant que position neutre lorsqu'un interrupteur neutre produit un signal de MARCHE, et dont les positions d'embrayage correspondant à la position avant, dans laquelle l'embrayage entre en prise avec un engrenage de marche avant, ou à la position arrière, dans laquelle l'embrayage entre en prise avec un engrenage de marche arrière sont déterminées en fonction de la position mémorisée. Ainsi, l'embrayage peut être placé avec précision dans des positions avant, neutre et arrière établies, permettant d'éviter des erreurs de changement de position. De même, grâce à la mémorisation de signaux de détection d'angle de gouvernail émis lorsque le pivotement du moteur hors-bord est mécaniquement arrêté par des butées de direction gauches et droites définissant des angles de gouvernail maximaux gauches ou droits, des valeurs de commande souhaitées pour faire obliquer un moteur hors-bord jusqu'aux angles de gouvernail maximaux peuvent être déterminées, ces valeurs tenant compte des caractéristiques propres au moteur hors-bord.

Claims

Note: Claims are shown in the official language in which they were submitted.





WHAT IS CLAIMED IS:
1. ~A system for controlling steering of an outboard motor mounted on a
stem of a boat and having an internal combustion engine to power a propeller,
comprising:
an actuator steering the outboard motor relative to the boat;
a left steer stop mechanically stopping leftward steering of the outboard
motor;
a right steer stop mechanically stopping rightward steering of the outboard
motor;
a rudder angle sensor producing an output indicating a rudder angle of the
outboard motor; and
a maximum rudder angle memorizer memorizing the output of the rudder angle
sensor
as a maximum leftward rudder angle of the outboard motor when the outboard
motor is
mechanically stopped by the left steer stop, while memorizing the output of
the rudder
angle sensor as a maximum rightward rudder angle of the outboard motor when
the
outboard motor is mechanically stopped by the right steer stop.


2. ~The system according to claim 1, further including:
a neutral rudder angle determiner determining an average value of the
memorized
maximum leftward rudder angle and maximum rightward rudder angle as a neutral
rudder angle.


3. ~The system according to claim 1, further including:
a desired-value-set switch located to be operable by an operator; and
a desired value determiner determining a desired value when steering the
outboard motor to the maximum leftward rudder angle or the maximum rightward
rudder angle when the desired-value-set switch produces an output.


4. ~A system for controlling steering of an outboard motor mounted on a
stern of a boat and having an internal combustion engine to power a propeller,

comprising:
an actuator steering the outboard motor relative to the boat;




a left steer stop mechanically stopping leftward steering of the outboard
motor;
a right steer stop mechanically stopping rightward steering of the outboard 5
motor;

a rudder angle sensor producing an output indicating a rudder angle of the
outboard motor;

a first operator switch located to be operable by an operator and when
operated, producing an output indicating that leftward steering of the
outboard motor is
stopped by the left steer stop;
a second operator switch located to be operable by the operator and when
operated, producing an output indicating that rightward steering of the
outboard motor
is stopped by the right steer stop; and
a maximum rudder angle memorizer memorizing the output of the rudder
angle sensor as the maximum leftward rudder angle of the outboard motor when
the
first operator switch produces the output, while memorizing the output of the
rudder
angle sensor as the maximum rightward rudder angle of the outboard motor when
the
second operator switch produces the output.


5. ~The system according to claim 4, further including:
a neutral rudder angle determiner determining an average value of the
memorized maximum leftward rudder angle and maximum rightward rudder angle as
a
neutral rudder angle.


6. ~The system according to claim 4, further including:
a manual steering mechanism operable by an operator for enabling manual
steering of the outboard motor.

Description

Note: Descriptions are shown in the official language in which they were submitted.



CA 02619847 2008-02-21

HF-423
OUTBOARD MOTOR CONTROL SYSTEM

BACKGROUND OF THE INVENTION

Field of the Invention

This invention relates to an outboard motor control system.
Description of the Related Art

Japanese Laid-Open Patent Application No. 2004-218812 (particularly
paragraphs 0034 to 0045; '812), for example, teaches an outboard motor
configured to
change shift position of the outboard motor clutch using an actuator.
Specifically, the
outboard motor of '812 changes shift position between forward, neutral and
reverse by
applying the output of the actuator to rotate a shift rod connected to the
actuator so as to
shift the clutch to a selected position among one where it engages a forward
gear, one

where it engages a reverse gear, and a neutral position where it does not
engage either of
these gears.

In actuator-operated shift change, a desired or specified clutch position is
usually determined or defined for each shift position. However, differences
may arise
between the positions of the clutch where the shift positions are actually
established and

the desired clutch positions because of, for instance, assembly variance and
allowances,
aging of components, and unit-specific deviation in the output of the sensor
for
detecting the clutch position. So when the desired clutch positions are
determined or
defined as predetermined values beforehand, shifting errors may occur because
the
clutch is not accurately shifted to the positions where the shift positions
are established.
Aside from the above, Japanese Laid-Open Patent Application No.
2004-249791, for example, teaches actuator-operated outboard motor configured
to
steer clockwise and counterclockwise using an actuator. This type of actuator-
operated
steering generally determines or defines a maximum or permissible steering
angle of a
steering wheel installed in the boat and controls the operation of the
actuator so as to
-1-


CA 02619847 2008-02-21

make the detected steering angle match a desired value within the maximum
angle.
However, differences may also arise between the desired value and the actual
steering
angle because of unit-specific differences among outboard motors owing to, for
instance,
assembly variance and allowances, aging of components, and unit-specific
deviation in

the output of the sensor for detecting the steering angle. So if a
predetermined value is
used as a desired value for control purposes when the outboard motor is
steered to the
maximum steering angle, there is a risk of the steering performance being
degraded
because the outboard motor cannot be steered to the maximum steering angle or,
to the
contrary, the outboard motor is steered beyond the maximum steering angle to
cause
interference between parts.

SUMMARY OF THE INVENTION

A first object of this invention is therefore to overcome this drawback by
providing an outboard motor control system that prevents shifting errors by
accurately
moving the clutch to the positions where the forward, neutral and reverse
shift positions
are established.

A second object of this invention is to provide an outboard motor control
system that regulates the outboard motor steering angle to the maximum angles
with
good accuracy, thereby preventing degradation of steering performance owing to

insufficient steering angle and interference between parts owing to excessive
steering
angle.

In order to achieve the first object, this invention provides a system for
controlling shift change of an outboard motor mounted on a stern of a boat and
having
an internal combustion engine to power a propeller, comprising a clutch being

engageable with a forward gear to make the boat to propel in a forward
direction or a
reverse gear to make the boat to propel in a reverse direction; an actuator
moving the
clutch to one from among a first position to engage with the forward gear to
establish a
forward position, a second position to engage with the reverse gear to
establish a reverse
position, and a third position to engage neither with the forward gear nor
with the
-2-


CA 02619847 2008-02-21

reverse gear to establish a neutral position; a switch producing an output
when the
clutch is moved to the third position; a clutch position memorizer memorizing
a position
of the clutch as the neutral position when the switch produces the output; and
a clutch
position determiner determining a position of the clutch corresponding to the
first
position or the second position based on the memorized position of the clutch.

In order to achieve the second object, this invention provides a system for
controlling steering of an outboard motor mounted on a stern of a boat and
having an
internal combustion engine to power a propeller, comprising an actuator
steering the
outboard motor relative to the boat; a left steer stop mechanically stopping
leftward

steering of the outboard motor; a right steer stop mechanically stopping
rightward
steering of the outboard motor: a rudder angle sensor producing an output
indicating a
rudder angle of the outboard motor; and a maximum rudder angle memorizer
memorizing the output of the rudder angle sensor as a maximum leftward rudder
angle
of the outboard motor when the outboard motor is mechanically stopped by the
left steer

stop, while memorizing the output of the rudder angle sensor as a maximum
rightward
rudder angle of the outboard motor when the outboard motor is mechanically
stopped
by the right steer stop.

BRIEF DESCRIPTION OF THE DRAWINGS
The above and other objects and advantages of the invention will be more
apparent from the following description and drawings in which:

FIG 1 is an overall schematic view of an outboard motor control system
according to a first embodiment of the invention;

FIG 2 is an enlarged side view of an outboard motor shown in FIG 1;
FIG 3 is a sectional view of the outboard motor shown in FIG 2;

FIG 4 is an enlarged sectional view of a speed reduction gear mechanism
shown in FIG 3;

FIG 5 is a sectional view taken along line V-V shown in FIG 4;
FIG 6 is a sectional view taken along line VI-VI shown in FIG 4;
-3-


CA 02619847 2008-02-21

FIG 7 is a sectional view similar to FIG 4;
FIG 8 is also a sectional view similar to FIG 4;
FICx 9 is a sectional view similar to FIG 5;

FIG. 10 is a flowchart showing the sequence of the processing operations of
the control system shown in FIG 1;

FIG 11 is a side view of an outboard motor similar to FIG 2 showing an
outboard motor control system according to a second embodiment of the
invention;

FIG 12 is a flowchart showing the sequence of the processing operations of
the control system according to the second embodiment in FIG 11;

FIG 13 is a side view of an outboard motor similar to FIG 2 showing an
outboard motor control system according to a third embodiment of the
invention;

FICz 14 is a flowchart showing the sequence of the processing operations of
the control system according to the third embodiment shown in FIG. 13;

FIG 15 is an overall schematic view of an outboard motor control system
according to a fourth embodiment of the invention;

FIG 16 is an enlarged side view of an outboard motor shown in FIG 15;

FIG 17 is an enlarged perspective view of stem brackets, a swivel case and a
mount frame shown in FIG 16;

FIG 18 is an enlarged plan view of the swivel case etc. shown in FIG 17;
FIG 19 is a sectional side view of the swivel case etc. shown in FIG 18;

FIG 20 is a circuit diagram representing a hydraulic circuit connected to a
hydraulic cylinder shown in FIG 18;

FIC! 21 is an enlarged plan view of the swivel case etc. similar to FIG 18;
FIG 22 is a flowchart showing the sequence of the processing operations of
the control system according to the fourth embodiment shown in FIG 15;

FIG 23 is an overall schematic view similar to FIG 15 showing an outboard
motor control system according to a fifth embodiment of the invention;

FIG 24 is a flowchart showing the sequence of the processing operations of
the control system according to the fifth embodiment shown in FICx 23;

-4-


CA 02619847 2008-02-21

FIG 25 is a side view similar to FIG 16 showing an outboard motor control
system according to a sixth embodiment of the invention; and

FIG 26 is a flowchart showing the sequence of the processing operations of
the control system shown in FIG 25.


DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
An outboard motor control system according to embodiments of the present
invention will now be explained with reference to the attached drawings.

FIG 1 is an overall schematic view of an outboard motor control system
according to a first embodiment of the invention and FIG 2 is an enlarged side
view of
an outboard motor shown in FIG 1.

In FIGs. 1 and 2, the symbol 10 indicates an outboard motor. The outboard
motor 10 is mounted on the stern or transom of a boat (hull) 12. As shown in
FIG. 1, a
steering wheel 16 is installed near a cockpit (the operator's seat) 14 of the
boat 12. A

steering angle sensor 18 is installed near a rotary shaft (not shown in FIGs.
1 and 2, but
shown in FIGs. 15 and 23 as "16a") of the steering wheel 16 and produces an
output or
signal indicative of the steering angle of the steering wheel 16 operated by
the operator.

A remote control box 20 is installed near the cockpit 14. The remote control
box 20 is provided with a lever 22. The lever 22 is free to be rotated fore
and aft (toward
and away from the operator) from the initial position, and is positioned to be

manipulated by the operator to input an instruction to shift (change gears) or
to regulate
a speed of an internal combustion engine.

The remote control box 20 is equipped with a lever position sensor 24 that
produces an output or signal corresponding to a position to which the lever 22
is
manipulated by the operator. The outputs from the steering angle sensor 18 and
lever

position sensor 24 are sent to an electronic control unit (hereinafter
referred to as
"ECU") 26 mounted on the outboard motor 10. The ECU 26 comprises a
microcomputer.

As shown in FIG 2, the outboard motor 10 is equipped with the internal
-5-


CA 02619847 2008-02-21

combustion engine (now assigned with symbol 28; hereinafter referred to as
"engine")
at its upper portion. The engine 28 comprises a spark-ignition gasoline
engine. The
engine 28 is located above the water surface and covered by an engine cover
30. The
ECU 26 is installed in the engine cover 30 at a location near the engine 28.

The outboard motor 10 is equipped at its lower portion with a propeller 32.
The output of the engine 28 is transmitted to the propeller 32 through a shift
mechanism
(described below) and the like, such that the propeller 32 is rotated to
generate thrust
that propels the boat 12 in the forward and reverse directions.

The outboard motor 10 is further equipped with an electric steering motor
(steering actuator) 34 that steers the outboard motor 10 to the right and left
directions,
an electric throttle motor (throttle actuator) 36 that opens and closes a
throttle valve (not
shown in FIG 2) of the engine 28 and an electric shift motor (shift actuator)
38 that
operates the shift mechanism.

A rudder angle sensor 40 is installed near the steering motor 34 and produces
an output or signal in response to the rudder angle of the outboard motor 10.
A throttle
position sensor 42 is disposed near the throttle motor 36 and produces an
output or
signal indicative of the opening of the throttle valve. Two shift position
sensors 44, 46
and one neutral switch 48 are installed near the shift motor 38. The shift
position
sensors 44, 46 produce outputs or signals in response to the shift (gear)
position (neutral,

forward or reverse). The neutral switch 48 produces an ON signal when the
neutral
(shift) position is established and an OFF signal when the forward or reverse
(shift)
position is established.

A crank angle sensor 50 is installed near a crankshaft (not shown) of the
engine 28 and produces an output or signal in response to the engine speed.
The outputs
of the aforesaid sensors and switch are sent to the ECU 26.

The ECU 26 permits to start the operation of the engine 28 only when the
neutral switch 48 outputs the ON signal, i.e., when it is detected that the
shift (gear) is at
the neutral position, so as to prevent the boat 12 from moving at the engine
start
erroneously.

-6-


CA 02619847 2008-02-21

The ECU 26 controls the operation of the steering motor 34 based on the
outputs of the steering angle sensor 18 and rudder angle sensor 40 so that the
steering
angle of the outboard motor 10 converges to a desired steering angle. The ECU
26 also
changes or shifts the gear position, i.e., conducts the shift change by
controlling the

operation of the shift motor 38 based on the output of the lever position
sensor 24.
When the establishment of either the forward or reverse position is detected
from the
outputs of the shift position sensors 44, 46, the ECU 26 controls the
operation of the
throttle motor 36 based on the output of the lever position sensor 24 and the
output of
the throttle position sensor 42 so that the engine speed converges to a
desired engine

speed. The two shift position sensors 44, 46 are installed to deal with
occurrence of
failure or the like.

Thus the outboard motor 10 according to this embodiment is provided with
the manipulator (the steering wheel 16, lever 22) and the control system that
is not
mechanically connected to the outboard motor 10.

The outboard motor 10 will then be described in detail with reference to FIG
3. FIG 3 is a partial sectional view of the outboard motor 10.

As shown in FIG 3, the outboard motor 10 is equipped with stem brackets 54
fastened to the stem of the boat 12. A swivel case 58 is attached to the stem
brackets 54
through a tilting shaft 56. The outboard motor 10 is also equipped with a
mount frame

60 having a shaft member 62. The shaft member 62 is housed in the swivel case
58 to
be freely rotated about a vertical axis. The upper end of the mount frame 60
and the
lower end thereof, i.e., the lower end of the shaft member 62, are fastened to
a frame
(not shown) constituting a main body of the outboard motor 10.

The upper portion of the swivel case 58 is installed with the steering motor
34. The output shaft of the steering motor 34 is connected to the upper end of
the mount
frame 60 via a speed reduction gear mechanism 66. Specifically, a rotational
output
generated by driving the steering motor 34 is transmitted via the speed
reduction gear
mechanism 66 to the mount frame 60 such that the outboard motor 10 is steered
about
the shaft member 62 as a rotational axis to the right and left directions
(i.e., steered
-7-


CA 02619847 2008-02-21
about the vertical axis).

The engine 28 has an intake pipe 70 that is connected to a throttle body 72.
The throttle body 72 has a throttle valve 74 installed therein and the
throttle motor 36 is
integrally disposed thereto. The output shaft of the throttle motor 36 is
connected via a

speed reduction gear mechanism (not shown) installed near the throttle body 72
with the
throttle valve 74. Specifically, the throttle motor 36 is driven to make the
throttle valve
74 move (open and close), thereby regulating the flow rate of the air sucked
in the
engine 28 to regulate the engine speed.

An extension case 80 is installed at the lower portion of the engine cover 30
and a gear case 82 is installed at the lower portion of the extension case 80.
A drive
shaft (vertical shaft) 84 is supported in the extension case 80 and gear case
82 to be
freely rotated about the vertical axis. The upper end of the drive shaft 84 is
connected to
the crankshaft (not shown) of the engine 28 and the lower end thereof is
equipped with a
pinion gear 86.

A propeller shaft 90 is supported in the gear case 82 to be freely rotated
about the horizontal axis. One end of the propeller shaft 90 extends from the
gear case
82 toward the rear of the outboard motor 10 and the propeller 32 is attached
to the one
end of the propeller shaft 90.

The gear case 82 also houses the shift mechanism (now assigned with
symbol 96). The shift mechanism 96 comprises a forward (bevel) gear 98,
reverse
(bevel) gear 100, clutch 102, shift slider 104 and shift rod 106. The forward
gear 98 and
reverse gear 100 are disposed onto the outer periphery of the propeller shaft
90 to be
rotatable in opposite directions by engagement with the pinion gear 86. The
clutch 102
is installed between the forward gear 98 and reverse gear 100 and rotates
integrally with
the propeller shaft 90.

The shift rod 106 is positioned parallel to the direction of the vertical
axis.
The clutch 102 is connected via the shift slider 104 to a rod pin 106a
disposed on the
bottom of the shift rod 106. The rod pin 106a is formed at a location offset
from the
center of the rotation of the shift rod 106 by a predetermined distance. The
rotation of
-8-


CA 02619847 2008-02-21

the shift rod 106 therefore causes the rod pin 106a to move while describing
an arcuate
locus whose radius is the predetermined distance. The movement of the rod pin
106a is
transferred through the shift slider 104 to the clutch 102 as displacement
parallel to the
axial direction of the propeller shaft 90. As a result, the clutch 102 is slid
to a position

where it engages one or the other of the forward gear 98 and reverse gear 100
or to a
position where it engages neither of them.

The interior of the engine cover 30 is provided with the shift motor 38. The
output shaft of the shift motor 38 is connected to the upper end of the shift
rod 106
through a speed reduction gear mechanism 110. As a result, a rotational output

generated by driving the shift motor 38 is transmitted via the speed reduction
gear
mechanism 110 to the shift rod 106, thereby sliding the clutch 102 to conduct
a shift
change, specifically select a gear position from among the foregoing forward,
neutral
and reverse positions.

FIG 4 is an enlarged sectional view of the speed reduction gear mechanism
110 shown in FIG. 3. FIG. 5 is a sectional view taken along line V-V in FIG 4.

As shown in FIGs. 4 and 5, the output shaft (now assigned with symbol 38a)
of the shift motor 38 is connected to the upper end of the shift rod 106
through the
speed reduction gear mechanism 110. The speed reduction gear mechanism 110
comprises a plurality of gears, specifically eleven gears, all of which are
external gears.

A first gear 110a is provided on the shift motor output shaft 38a and meshes
with a second gear 110b of larger diameter. A third gear 110c, which is
smaller in
diameter than the second gear 110b, is provided on the same shaft as the
second gear
1lOb and meshes with a fourth gear 110d of larger diameter. A fifth gear 110e,
which is
smaller in diameter than the fourth gear 110d, is provided on the same shaft
as the

fourth gear 110d and meshes with a sixth gear 110f of larger diameter. The
sixth gear
110f meshes with a seventh gear 110g of larger diameter.

The gears up to the seventh gear 110g reduce the rotational output of the
shift
motor 38 to a rotation angle of less than 180 degrees at the seventh gear
110g. Therefore,
as shown in FIG. 4, teeth of the seventh gear 110g are formed on only part of
the
-9-


CA 02619847 2008-02-21
periphery of the seventh gear 110g.

An eighth gear 110h is provided on the same shaft as the seventh gear 110g.
The eighth gear 1 lOh meshes with a ninth gear 110i, which is provided on the
upper end
of the shift rod 106. The output of the shift motor 38 is therefore
transmitted to the shift

rod 106 through the first gear 110a to ninth gear 1101 at reduced speed and
increased
torque. A tenth gear 1lOj is also provided on the same shaft as the seventh
gear 110g.
The tenth gear 1 l Oj meshes with an eleventh gear 110k.

The aforesaid shift position sensor 44 is attached to the rotary shaft 110m of
the seventh gear 110g. The shift position sensor 44 produces an output
indicative of the
rotation angle of the rotary shaft 110m as the shift position signal (signal
representing

the position of the clutch 102). In addition, the shift position sensor 46 is
attached to the
rotary shaft IIOn of the eleventh gear 110k. The shift position sensor 46
produces an
output indicative of the rotation angle of the rotary shaft 110n as the shift
position signal
(signal representing the position of the clutch 102).

FIGs. 4 and 5 show the speed reduction gear mechanism 110 with the shift
position established to neutral. In this embodiment, the output shaft 38a of
the shift
motor 38 rotates counterclockwise when the shift position is changed from
neutral to
forward, as viewed in FIG 4, and rotates clockwise when it is changed from
neutral to
reverse.

FICz 6 is a sectional view taken along line VI-VI in FIG 4.

As shown in FIG 6, the aforesaid neutral switch 48 is located above the
seventh gear 110g. The neutral switch 48 is equipped with a detection member
48a. As
shown in FIGs. 4 and 6, a protrusion 110p rising from the upper surface of the
seventh
gear 110g makes contact with the detection member 48a when the clutch 102 is
moved

to a position where it engages neither the forward gear 98 nor reverse gear
100, i.e., to
the neutral position (specifically when the neutral position is established).
When the
protrusion 110p makes contact with the detection member 48a, in other words
when the
clutch 102 is displaced to the neutral position, the neutral switch 48 outputs
an ON
signal.

-10-


CA 02619847 2008-02-21

The speed reduction gear mechanism 110 is equipped with a detent
mechanism 120. Once a shift position has been changed or established, the
detent
mechanism 120 holds the changed position. The detent mechanism 120 comprises
the
seventh gear 110g, a contact member 122 that is located near and makes contact
with

the seventh gear 1 l Og, a coil spring (urging member) 124 for urging the
contact member
122 onto the seventh gear 110g, and indentations 126, 128, 130 formed in the
seventh
gear 110g.

The detent mechanism 120 will be explained in detail. The contact member
122 comprises a lever 122a and a round portion 122b. A casing 110q of the
speed
reduction gear mechanism 110 is provided with a cylindrical projection 110r
whose

axial direction is parallel to the rotary shaft 110m of the seventh gear 110g.
One end of
the lever 122a is connected to the projection 110r. The lever 122a is
swingable about its
one end connected to the projection 110r and thus about an axis lying parallel
to the
rotary shaft 110m. In addition, its other end is biased toward the seventh
gear 110g by
the coil spring 124.

The other (distal) end of the lever 122a is attached to the round portion
122b.
The round portion 122b makes contact with the portion of the periphery of the
seventh
gear 110g that is not formed with teeth. The portion of the periphery of the
seventh gear
110g not formed with teeth (the portion contacted by the round portion 122b)
is formed

with the three indentations 126, 128, 130, i.e., with a number of indentations
equal to
the number of shift positions. The round portion 122b engages the one of the
three
indentations 126, 128, 130 that is associated with the current shift position.

Specifically, as shown in FIG 4, when the clutch 102 is displaced to the
neutral position, i.e., when the neutral position is established, the urging
force of the coil
spring 124 presses the round portion 122b into engagement with the indentation
126.

When the shift motor 38 is operated to displace the clutch 102 to a position
where it engages the forward gear 98 (hereinafter called the "forward
position"), i.e.,
when the output shaft 38a is turned counterclockwise as viewed in FIG 4, the
seventh
gear 110g rotates counterclockwise, so that the round portion 122b engages the
- 11 -


CA 02619847 2008-02-21

indentation 128 formed upward of the indentation 126 in the drawing sheet (see
FIG 7).
The angle of rotation of the rotary shaft 110m at this time (i.e., when the
clutch 102 is
shifted from the neutral position to the forward position to establish the
forward
position) is set to be +36 (the counterclockwise rotating direction is
determined or
defined positive).

When the shift motor 38 is operated to displace the clutch 102 to a position
where it engages the reverse gear 100 (hereinafter called the "reverse
position"), i.e.,
when the output shaft 38a is turned clockwise as viewed in FIG. 4, the seventh
gear
110g rotates clockwise, so that the round portion 122b engages the indentation
130

formed downward of the indentation 126 in the drawing sheet (see FIG 8). The
angle of
rotation of the rotary shaft 110m at this time (i.e., when the clutch 102 is
shifted from
the neutral position to the reverse position to establish the reverse
position) is set to be
-36 .

In other words, the forward position (first position) or reverse position
(second position) is a position where the clutch 102 is moved from the neutral
position
(third position) by a predetermined amount (+/-36 in terms of the rotation
angle of the
rotary shaft 1 l Orn).

The explanation of FIG 5 will be resumed. The sixth gear 110f is slidable in
the tooth facewidth direction together with its rotary shaft 110s. The sixth
gear 110f is
hereinafter referred to as a "sliding gear."

As shown in FIG 5, the gears on the upstream and downstream sides of the
sliding gear 1 l Of in the output transmission train of the speed reduction
gear mechanism
110 (the train from the first gear 110a to ninth gear 110i), i.e., the fifth
gear 110e and
seventh gear I l Og, are different in facewidth. Namely, the facewidth of the
seventh gear

110g is larger than that of the fifth gear 110e and the difference (extra
facewidth)
extends upward from the level of the top surface of the fifth gear 110e. The
sliding gear
110f is urged downward by a compression coil spring 134. That is, it is urged
or biased
in the direction of meshing with both the fifth gear 110e and the seventh gear
110g.

The upper segment of the rotary shaft 110s of the sliding gear 110f projects
-12-


CA 02619847 2008-02-21

upward beyond the casing 110q, and a manual lever (manual shift mechanism) 132
is
attached to the portion rising above the casing 110q. The lower end of the
manual lever
132 is formed with a cam 132a that makes contact with the casing 110q. The
manual
lever 132 is positioned so that it can be freely manipulated by the operator.

As shown in FICz 9, the manual lever 132 can be tilted to make an angle of
90 degrees with the rotary shaft 110s. In FIGs. 4, 7 and 8 explained above,
the manual
lever 132 is shown in the tilted orientation. When the manual lever 132 is
tilted, the
action of the cam 132a slides the rotary shaft 110s and sliding gear 110f
upward to
release the engagement between the sliding gear 110f and the fifth gear 110e.
This

means that the output transmission train of the speed reduction gear mechanism
110 is
broken between the sliding gear 110f and the fifth gear 1 l0e upstream
thereof.

Since the seventh gear 110g is given a larger facewidth than that of the fifth
gear 110e, the sliding gear 110f and seventh gear 110g stay meshed after the
sliding gear
1 l Of is slid upward. Therefore, if the shift motor 38 should fail or
malfunction , the shift

position can still be changed manually by tilting the manual lever 132 and
producing the
rotations shown in FIGs. 7 and 8.

The processing operations of the control system according to the
embodiment will now be explained.

FIG 10 is a flowchart showing the sequence of the processing operations.
The illustrated routine is executed by the ECU 26 at each starting of the
outboard motor
10.

First, in S10, an initialization operation of the shift motor 38 is conducted.
The initialization operation is an operation for attempting to shift the
clutch 102 to the
neutral position.

Next, in S 12, it is determined whether the neutral switch 48 is producing an
ON signal. As explained earlier, the neutral switch 48 produces an ON signal
when the
clutch 102 has been shifted to the neutral position. The determination in S 12
therefore
amounts to determining whether the neutral position has been established.

When the result in S12 is NO, the program returns to S 10 to repeat the
-13-


CA 02619847 2008-02-21

initialization operation. When the result in S12 is YES, the program goes to
S14, in
which the current position of the clutch 102 is memorized (stored in memory)
as the
neutral position (desired clutch position when changing the shift position to
neutral).
The values actually used to indicate the neutral position are the current
outputs (rotation

angles) of the shift position sensors 44, 46 and these are stored in a RAM
(not shown)
of the ECU 26.

Next, in S 16, the forward position (desired clutch position when changing
the shift position to forward) and reverse position (desired clutch position
when
changing the shift position to reverse) are determined based on the memorized
(stored)

neutral position. This is done by determining or defining positions of the
clutch 102
offset by predetermined amounts from the neutral position as the forward
position and
reverse position.

As explained above, the angle of rotation of the rotary shaft 110m when the
clutch 102 is shifted from the neutral position to the forward position is +36
, so the
value obtained by adding 36 to the output of the shift position sensor 44
stored as a

value indicating the neutral position is determined or defined as the forward
position.
Moreover, the angle of rotation of the rotary shaft 1lOm when the clutch 102
is shifted from the neutral position to the reverse position is -36 , so the
value obtained
by subtracting 36 from the output of the shift position sensor 44 stored as a
value
indicating the neutral position is determined or defined as the reverse
position.

Similarly, the values obtained by adding and subtracting a predetermined
value to and from the output of the shift position sensor 46 (angle of
rotation of the
rotary shaft 110n) stored as a value indicating the neutral position are
determined or
defined as the forward position and reverse position.

When the shift position is to be changed and the desired shift position is
neutral, the ECU 26 controls the operation of the shift motor 38 to make the
outputs of
the shift position sensors 44, 46 match the angle of rotation stored as
indicating the
neutral position. When the desired shift position is forward, the ECU 26
controls the
operation of the shift motor 38 to make the outputs of the shift position
sensors 44, 46
-14-


CA 02619847 2008-02-21

match the angle of rotation stored as indicating the forward position. And
when the
desired shift position is reverse, the ECU 26 controls the operation of the
shift motor 38
to make the outputs of the shift position sensors 44, 46 match the angle of
rotation
stored as indicating the reverse position.

As explained in the foregoing, the first embodiment of this invention
provides an outboard motor control system that uses an actuator (the shift
motor 38) to
shift the clutch 102 to a position where it engages with either the forward
gear 98 or the
reverse gear 100, or the neutral position, thereby changing the shift position
of the
outboard motor 10 between forward, neutral and reverse, which outboard motor
control

system comprises: a neutral switch 48 connected to the clutch 102 for
producing an
output (ON signal) indicating that the neutral position has been established
when the
clutch 102 is not engaged with either the forward gear 98 or the reverse gear
100;
neutral position memorizer (the ECU 26, S14 in the flowchart of FICz 10) for
memorizing as the neutral position the position of the clutch 102 when the
neutral

switch 48 produces the aforesaid output; and clutch position determiner (the
ECU 26,
S 16 in the flowchart of FIG 10) for using the memorized neutral position as
the basis
for determining or defining the position (the forward position) of the clutch
102 when
the clutch 102 engages with the forward gear 98 to establish the forward
position and
the position (the reverse position) of the clutch 102 when the clutch 102
engages with
the reverse gear 100 to establish the reverse position.

Owing to this configuration, the clutch 102 can be accurately shifted to the
positions where the forward, neutral and reverse shift positions are
established, thereby
preventing shifting errors. A simple configuration also can be achieved
because the
clutch position determiner determines positions of the clutch 102 offset by

predetermined amounts from the neutral position as the positions of the clutch
102 when
the forward position and the reverse position are established.

Although it is explained in the foregoing that the neutral position and the
forward and reverse positions are determined or defined every time the
outboard motor
10 is started, it is instead possible, for example, to determine or define
them only once
-15-


CA 02619847 2008-02-21

upon completion of the assembly of the outboard motor 10 or determine them
only
when the outboard motor 10 is started after elapse of a predetermined period
from the
last time it was operated.

An outboard motor control system according to a second embodiment of the
invention will now be explained.

FIG 11 is a side view of the outboard motor similar to that of FIG 2 showing
the outboard motor control system according to the second embodiment of the
invention.

The second embodiment will be explained with focus on the points of
difference from the first embodiment.

As shown in FIG. 11, in the second embodiment the outboard motor 10 is
provided with an operator switch 134. The operator switch 134 is located to be
operable
by the operator. When the operator switch 134 is operated, it produces an
output (ON
signal) indicating that the neutral position has been established by movement
of the

clutch 102 to a position, i.e., the neutral position where it is not in
engagement with
either the forward gear 98 or the reverse gear 100. The output of the operator
switch 134
is sent to the ECU 26.

The processing operations of the control system according to the second
embodiment will now be explained.

FIG 12 is a flowchart showing the sequence of the processing operations.
The illustrated routine is executed by the ECU 26 at predetermined intervals
(e.g., every
10 milliseconds).

First, in S 100, it is determined whether the operator switch 134 is producing
an ON signal. When the result in S 100 is YES, the program goes to S102, in
which,
similarly to in S 14 of the flowchart of FIG 10, the current position of the
clutch 102 is

memorized (stored in memory) as the neutral position. Specifically, the
current outputs
of the shift position sensors 44, 46 are stored in the RAM of the ECU 26 as
values
indicating the neutral position.

Therefore, once the neutral position has been established by operating the
-16-


CA 02619847 2008-02-21

manual lever 132, the operator can store the exact neutral position in the ECU
26 by
operating the operator switch 134 simultaneously. During manual operation of
the shift
mechanism 96, the detent mechanism 120 provided therein produces a click feel
which
enables the operator to accurately ascertain that the neutral position has
been
established.

Next, in S 104, similarly to in S16 of the flowchart of FIG 10, the forward
position and reverse position are determined based on the memorized (stored)
neutral
position. This is done by determining or defining positions of the clutch 102
offset by
predetermined amounts from the neutral position as the forward position and
reverse

position. When the result in S 100 is NO, the processing of S102 and S104 is
skipped.
The remaining aspects of the second embodiment are the same as those of the
first
embodiment and will not be explained again here.

As explained in the foregoing, the second embodiment of this invention
provides an outboard motor control system having the shift motor (actuator) 38
to shift
the clutch 102 to a position where it engages with either the forward gear 98
or the

reverse gear 100, or a neutral position, thereby changing the shift position
of the
outboard motor 10 between forward, neutral and reverse, which outboard motor
control
system comprises: a manual shift mechanism (the manual lever 132) operable by
the
operator for shifting the clutch 102; the operator switch 134 located to be
operable by

the operator that when operated produces an output (ON signal) indicating that
the
neutral position has been established by movement of the clutch 102 to a
position where
it is not in engagement with either the forward gear 98 or the reverse gear
100; neutral
position memorizer (the ECU 26, S 102 in the flowchart of FIG 12) for
memorizing or
storing as the neutral position the position of the clutch 102 when the
operator switch

134 produces the aforesaid output; and clutch position determiner (the ECU 26,
S 104 in
the flowchart of FIG 12) for using the memorized neutral position as the basis
for
determining or defining the position (the forward position) of the clutch 102
when the
clutch 102 engages with the forward gear 98 to establish the forward position
and the
position (the reverse position) of the clutch 102 when the clutch 102 engages
with the
-17-


CA 02619847 2008-02-21

reverse gear 100 to establish the reverse position.

Owing to this configuration, similarly to in the first embodiment, the clutch
102 can be accurately shifted to the positions where the forward, neutral and
reverse
shift positions are established, thereby preventing shifting errors. Moreover,
a simple

configuration can be achieved because the clutch position determiner
determines
positions of the clutch 102 offset by predetermined amounts from the neutral
position as
the positions of the clutch 102 when the forward position and the reverse
position are
established.

An outboard motor control system according to a third embodiment of the
invention will now be explained.

FIG 13 is a side view of the outboard motor similar to that of FICz 2 showing
the outboard motor control system according to the third embodiment of the
invention.
The third embodiment will be explained with focus on the points of

difference from the second embodiment. In the outboard motor shift system
according
to the third embodiment, the outboard motor 10 is equipped with two operator
switches
136, 138 in addition to the operator switch 134. The operator switches 136,
138 are also
located to be operable by the operator. In the ensuing description of this
embodiment,
the operator switch 134 will be referred to as the "first operator switch,"
the operator
switch 136 as the "second operator switch," and the operator switch 138 as the
"third
operator switch."

As explained regarding the second embodiment, when the first operator
switch 134 is operated by the operator, it produces the output indicating that
the neutral
position has been established by movement of the clutch 102 to the neutral
position
where it is not in engagement with either the forward gear 98 or the reverse
gear 100.

When the second operator switch 136 is operated by the operator, it produces
an output (ON signal) indicating that the forward position has been
established by
movement of the clutch 102 to a position (forward position) where it is in
engagement
with the forward gear 98. When the third operator switch 138 is operated by
the operator,
it produces an output (ON signal) indicating that the reverse position has
been
-18-


CA 02619847 2008-02-21

established by movement of the clutch 102 to a position (reverse position)
where it is in
engagement with the reverse gear 100. The outputs of the first to third
operator switches
134, 136 and 138 are sent to the ECU 26.

The processing operations of the control system according to the third
embodiment will now be explained.

FIG 14 is a flowchart showing the sequence of the processing operations.
The illustrated routine is executed by the ECU 26 at predetermined intervals
(e.g., every
milliseconds).

First, in S200, it is determined whether the first operator switch 134 is
10 producing an ON signal. When the result in S200 is YES, the program goes to
S202, in
which, similarly to in S 14 of the flowchart of FIG. 10, the current position
of the clutch
102 is memorized (stored in memory) as the neutral position. Specifically, the
current
outputs of the shift position sensors 44, 46 are memorized (stored) in the RAM
of the
ECU 26 as values indicating the neutral position.

Next, in S204, it is determined whether the second operator switch 136 is
producing an ON signal. When the result in S204 is YES, the program goes to
S206, in
which the current position of the clutch 102 is memorized (stored in memory)
as the
forward position. Specifically, the current outputs of the shift position
sensors 44, 46 are
memorized (stored) in the RAM of the ECU 26 as values indicating the forward
position.

Next, in S208, it is determined whether the third operator switch 138 is
producing an ON signal. When the result in S208 is YES, the program goes to
S210, in
which the current position of the clutch 102 is memorized (stored in memory)
as the
reverse position. Specifically, the current outputs of the shift position
sensors 44, 46 are

memorized (stored) in the RAM of the ECU 26 as values indicating the reverse
position.
The operator can therefore store any of the exact neutral position, forward
position and reverse position in the ECU 26 by operating the manual lever 132
to
establish the shift position and then operating the one of the operator
switches 134, 136
and 138 associated with the established position.

-19-


CA 02619847 2008-02-21

When the result in S200, S204 or S208 is NO, the processing of S202, S206
or S210 is skipped.

As explained in the foregoing, the third embodiment of this invention
provides an outboard motor control system that uses an actuator (the shift
motor 38) to
shift the clutch 102 to a position where it engages with either the forward
gear 98 or the

reverse gear 100, or a neutral position, thereby changing the shift position
of the
outboard motor 10 between forward, neutral and reverse, which outboard motor
control
system comprises: a manual shift mechanism (the manual lever 132) operable by
the
operator for shifting the clutch 102; the first operator switch 134 located to
be operable

by the operator that when operated produces an output (ON signal) indicating
that the
neutral position has been established by movement of the clutch 102 to a
position where
it is not in engagement with either the forward gear 98 or the reverse gear
100; neutral
position memorizer (the ECU 26, S202 in the flowchart of FIG 14) for
memorizing or
storing as the neutral position the position of the clutch 102 when the first
operator

1$ switch 134 produces the aforesaid output; the second operator switch 136
located to be
operable by the operator that when operated produces an output (ON signal)
indicating
that the forward position has been established by movement of the clutch 102
to a
position where it is in engagement with the forward gear 98; forward position
memorizer (the ECU 26, S206 in the flowchart of FIG 14) for memorizing or
storing as

the forward position the position of the clutch 102 when the second operator
switch 136
produces the aforesaid output; the third operator switch 138 located to be
operable by
the operator that when operated produces an output (ON signal) indicating that
the
reverse position has been established by movement of the clutch 102 to a
position where
it is in engagement with the reverse gear 100; and reverse position memorizer
(the ECU

26, S210 in the flowchart of FIG 14) for memorizing or storing as the reverse
position
the position of the clutch 102 when the third operator switch 138 produces the
aforesaid
output.

Similarly to in the first and second embodiments, the so-configured third
embodiment also enables the clutch 102 to be accurately shifted to the
positions where
-20-


CA 02619847 2008-02-21

the forward, neutral and reverse shift positions are established, thereby
preventing
shifting errors.

Although the actuator for shifting the clutch 102 is exemplified as an
electric
motor in the foregoing description, it can instead be a hydraulic cylinder or
any of
various other kinds of actuator.

Although the angles of rotation of the rotary shaft 110m and rotary shaft
110n of the speed reduction gear mechanism I10 are detected as the values
indicating
the position of the clutch 102 in the foregoing embodiments, it is possible
instead to
directly detect the position of the clutch 102 or to detect the angle of
rotation of the shift
rod 106 or the like.

In the second and third embodiments, it is possible to provide a switch for
disabling the operation of the operator switches 134, 136, 138 so as to
prevent
unintended storage in memory of the neutral position, forward position and
reverse
position.

An outboard motor control system according to a fourth embodiment of the
invention will now be explained with reference to the attached drawings.

FIG 15 is an overall schematic view of the outboard motor control system
according to the fourth embodiment of the invention. FIG 16 is an enlarged
side view of
the outboard motor shown in FIG 15. FICz 17 is an enlarged perspective view of
the

stem brackets 54, swivel case 58 and mount frame 60 shown in FIC'z 16. The
swivel
case 58 is shown in FICx 17 in its orientation when the outboard motor 10 is
tilted up.

As shown in FIG 17, the swivel case 58 includes a horizontal section 58a
that lies parallel to the horizontal direction when the outboard motor 10 is
tilted down
and a vertical section 58b extending vertically downward from the horizontal
section

58a. The vertical section 58b of the swivel case 58 is formed with a
cylindrical portion
58c. The axial direction of the cylindrical portion 58c lies parallel to the
vertical axis.
The tilting shaft 56 is inserted into the horizontal section 58a near its
forward end. The
axial direction of the tilting shaft 56 lies parallel to the lateral axis.

The stern brackets 54 are provided one on either lateral side of the swivel
-21-


CA 02619847 2008-02-21

case 58. The swivel case 58 is connected to the two stern brackets 54 through
the tilting
shaft 56 to be rotatable about the lateral axis. An actuator, e.g., a
hydraulic cylinder for
tilting and trimming the outboard motor 10 up and down is installed between
the two
stern brackets 54 but is omitted in the drawing to make the overall structure
easier to
understand.

As shown in FIGs. 16 and 17, the mount frame 60 is equipped with the shaft
member 62. The shaft member 62 is accommodated in the cylindrical portion 58c
of the
swivel case 58 to be rotatable about the vertical axis.

Owing to this structure, the outboard motor 10, more exactly, the outboard
motor main unit can be tilted and trimmed up and down about the tilting shaft
56 as the
axis of rotation, and the shaft member 62 can be turned laterally (around the
vertical
axis) as the rudder shaft.

As shown in FIG. 16, a hydraulic cylinder 35 and the rudder angle sensor 40
are installed above the swivel case 58. Like the steering motor 34, the
hydraulic
cylinder 35 functions as an actuator for driving the shaft member 62. The
rudder angle

sensor 40 produces an output indicating the rudder angle of the outboard motor
10. The
output of the rudder angle sensor 40 is sent to the ECU 26.

FIG 18 is an enlarged plan view of the swivel case 58 shown in FIG 17. FIG
19 is a sectional side view of the swivel case 58 shown in FIG 18 and other
members.
As shown in FIGs. 18 and 19, the hydraulic cylinder 35 is installed on the

upper surface 58d of the swivel case 58 (on the upper surface of the
horizontal section
58a thereof). The hydraulic cylinder 35 is a reciprocating cylinder. It is
supplied with
operating fluid from a hydraulic circuit (explained below) through two oil
lines 144,
146.

FIG 20 is a circuit diagram representing the hydraulic circuit connected to
the hydraulic cylinder 35.

As shown in FIG 20, the hydraulic circuit (now assigned with symbol 148) is
equipped with a hydraulic pump 150 and an electric motor 152 for driving the
hydraulic
pump 150. The electric motor 152 is connected to and supplied with drive
current by the
-22-


CA 02619847 2008-02-21

ECU 26. A current sensor 154 is provided in the energizing circuit of the
motor 152.
The current sensor 154 produces an output indicating the drive current of the
motor 152.
The output of the current sensor 154 is sent to the ECU 26.

An oil line 156a is connected to one end of the hydraulic pump 150. The oil
line 156a branches into three oil lines 156b, 156c and 156d. A first check
valve 158 is
disposed in the oil line 156b and a first relief valve 160 is disposed in the
oil line 156c.

A first switching valve 162 for switching the direction of operating fluid
flow
is connected to the oil line 156d. The first switching valve 162 is
constituted as a pilot
check valve whose primary side is connected to the oil line 156d and secondary
side is

connected through the oil line 144 to a first oil chamber 35a of the hydraulic
cylinder 35.
An oil line 156e is connected to the other end of the hydraulic pump 150. The
oil line
156e branches into three oil lines 156f, 156g and 156h. A second check valve
164 is
disposed in the oil line 156f and a second relief valve 166 is disposed in the
oil line
156g. A second switching valve 168 is connected to the oil line 156h. Like the
first

switching valve 162, the second switching valve 168 is also constituted as a
pilot check
valve. Its primary side is connected to the oil line 156h and secondary side
is connected
through the oil line 146 to a second oil chamber 35b of the hydraulic cylinder
35. The
pilot side of the first switching valve 162 is connected through an oil line
156i to the oil
line 156h. The pilot side of the second switching valve 168 is connected
through an oil
line 156j to the oil line 156d.

The oil line 144 and oil line 146 are interconnected through an oil line 156k.
A manual valve with attached thermal valve (manual steering mechanism;
hereinafter
called simply "manual valve") 170 provided in the oil line 156k connects the
oil line
156k to an oil line 1561. The manual valve 170 is located at a position where
the

operator can manipulate. The oil line 156b and oil line 156f merge to form an
oil line
156m. The oil line 156c, oil line 156g, oil line 1561 and oil line 156m are
connected to a
reserve tank 172 through an oil line 156n.

When the operation of the motor 152 is controlled to deliver operating fluid
from the hydraulic pump 150 into the oil line 156a, operating fluid stored in
the reserve
- 23 -


CA 02619847 2008-02-21

tank 172 passes through the oil line 156n, oil line 156m, oil line 156f,
second check
valve 164, oil line 156e, hydraulic pump 150, oil line 156a, oil line 156d,
first switching
valve 162 and oil line 144 to be supplied to the first oil chamber 35a of the
hydraulic
cylinder 35.

When greater than a predetermined hydraulic pressure is applied through the
oil line 156j to the pilot side of the second switching valve 168, the second
switching
valve 168 communicates the oil line 146 with the oil line 156h to pass
operating fluid
into the second oil chamber 35b. As a result, the piston 35c of the hydraulic
cylinder 35
is driven to the right in the drawing sheet (pull direction).

On the other hand, when the operation of the motor 152 is controlled to
deliver operating fluid from the hydraulic pump 150 into the oil line 156e,
operating
fluid stored in the reserve tank 172 passes through the oil line 156n, oil
line 156m, oil
line 156b, first check valve 158, oil line 156a, hydraulic pump 150, oil line
156e, oil
line 156h, second switching valve 168 and oil line 146 to be supplied to the
second oil
chamber 35b of the hydraulic cylinder 35.

At this time, when greater than a predetermined hydraulic pressure is applied
through the oil line 1561 to the pilot side of the first switching valve 162,
the first
switching valve 162 communicates the oil line 144 with the oil line 156d to
pass
operating fluid into the first oil chamber 35a. As a result, the piston 35c of
the hydraulic
cylinder 35 is driven to the left in the drawing sheet (push direction).

When the supply of operating fluid to the hydraulic cylinder 35 is terminated,
the first switching valve 162 and second switching valve 168 respectively shut
off
communication of the oil line 156d with the oil line 144 and communication of
the oil
line 156h with the oil line 146, thereby preventing operating fluid supplied
to the first

and second oil chambers 35a, 35b from flowing out so as to retain the position
of the
piston 35c (to latch the rudder angle of the outboard motor 10).

When the manual valve 170 is opened, the oil chambers 35a, 35b of the
hydraulic cylinder 35 are communicated with the reserve tank 172 through the
oil line
144, oil line 146, oil line 156k, oil line 1561 and oil line 156n. The
operator can
-24-


CA 02619847 2008-02-21

therefore enable manual steering of the outboard motor 10 by opening the
manual valve
170. When the temperature of the operating fluid rises above a predetermined
value, the
thermal valve associated with the manual valve 170 automatically opens to
return
operating fluid to the reserve tank 172.

The explanation of FIGs. 18 and 19 will be resumed. A rod head 35d of the
hydraulic cylinder 35 is connected to the shaft member 62, and a cylinder
bottom 35e is
connected to the upper surface 58d of the swivel case 58. Movement of the
piston 35c
of the hydraulic cylinder 35 turns the outboard motor 10 (outboard motor main
unit)
leftward or rightward around the shaft member 62 as the rudder turning axis.
In this

specification, the rudder turning direction when the propeller 32 moves to the
left as
viewed from behind relative to boat forward travel is called leftward and that
when the
propeller 32 is moved to the right is called rightward. In FIG 18, the
outboard motor 10
is tumed leftward.

A left steer stop 180 and a right steer stop 182 are formed on the upper
surface 58d of the swivel case 58. As shown in FIG 18, when the outboard motor
10
turns leftward (when the hydraulic cylinder 35 is driven in the push
direction), the
mount frame 60 hits the left steer stop 180, thereby mechanically stopping the
leftward
turning of the outboard motor 10. On the other hand, as shown in FIG 21, when
the
outboard motor 10 turns rightward (when the hydraulic cylinder 35 is driven in
the pull

direction), the mount frame 60 hits the right steer stop 182, thereby
mechanically
stopping the rightward turning of the outboard motor 10. In other words, the
locations
of the left steer stop 180 and right steer stop 182 are design factors that
determine the
values of the maximum leftward rudder angle and the maximum rightward rudder
angle
of the outboard motor 10. This embodiment is designed to make both the maximum
leftward rudder angle and the maximum rightward rudder angle 30 .

The rudder angle sensor 40 is disposed on the upper surface 58d of the
swivel case 58. A detector element 40a of the rudder angle sensor 40 is
connected to the
shaft member 62 through a linkage 184. The rudder angle sensor 40 detects the
rotation
angle of the shaft member 62 transmitted to the detector element 40a through
the
-25-


CA 02619847 2008-02-21

linkage 184 as the rudder angle of the outboard motor 10.

Returning to the explanation of FIG 15, the steering wheel 16 installed near
the operator's seat of the boat 12 turns lock-to-lock in three revolutions.

In the fourth embodiment, based on the inputted sensor outputs, the ECU 26
determines or defines desired values for use in control when the outboard
motor 10 is
steered to the maximum rudder angles or the neutral rudder angle.

FIG 22 is a flowchart showing the sequence of the processing operations of
the control system according to the fourth embodiment. The illustrated routine
is
executed at each starting of the outboard motor 10.

First, in S300, the hydraulic cylinder 35 is operated (the operation of the
motor 152 is controlled) to steer the outboard motor 10 leftward. Next, in
S302, it is
determined whether the output of the current sensor 154 exceeds a
predetermined value.

When leftward steering of the outboard motor 10 is mechanically stopped by
the mount frame 60 hitting the left steer stop 180, the load on the motor 152
increases to
increase the drive current. So if in S302 the output of the current sensor 154
is found to

exceed the predetermined value (increase in the drive current is detected),
this means
that the outboard motor 10 has been steered to the maximum leftward rudder
angle.
When the result in S302 is NO, the program returns to S300, and when it is

YES, the program goes to S304, in which the output of the rudder angle sensor
40 at
that time is memorized (stored) in the RAM (not shown) of the ECU 26 as
indicating
the maximum leftward rudder angle.

Next, in S306, the operation of the hydraulic cylinder 35 is controlled to
steer
the outboard motor 10 rightward. Then, in S308, it is determined whether the
output of
the current sensor 154 exceeds a predetermined value, i.e. whether rightward
steering of

the outboard motor 10 has been mechanically stopped by the right steer stop
182. When
the result in S308 is NO, the program returns to S306, and when it is YES, the
program
goes to S310, in which the output of the rudder angle sensor 40 at that time
is
memorized (stored) in the RAM of the ECU 26 as indicating the maximum
rightward
rudder angle.

-26-


CA 02619847 2008-02-21

Next, in S312, the neutral rudder angle is determined or defined based on the
maximum leftward rudder angle and maximum rightward rudder angle memorized
(stored in memory). The neutral rudder angle is the rudder angle of the
outboard motor
during straight forward travel of the boat 12 and is therefore 0 .

5 Specifically, the value obtained by averaging the maximum leftward rudder
angle and maximum rightward rudder angle stored in memory is determined or
defined
as the neutral rudder angle. Therefore, in the case where, for example, the
actual values
of the maximum leftward rudder angle and maximum rightward rudder angle are 30

and -30 (rudder angles leftward of the neutral rudder angle being determined
(defined)

10 as positive and those rightward thereof as negative) but the maximum
leftward rudder
angle and maximum rightward rudder angle stored in memory are nevertheless 31
and
-29 , i.e., when the output of the rudder angle sensor 40 has drifted 1 in
the leftward
rudder angle direction, the neutral rudder angle is determined taking the
drift into
account (= {31 + (-29)} / 2).

When the steering wheel 16 is turned to the maximum leftward steering
angle, the ECU 26 determines or defines the maximum leftward rudder angle
stored in
memory (or a value slightly closer to the neutral rudder angle) as the desired
value for
control purposes and controls the operation of the hydraulic cylinder 35 so as
to make
the output of the rudder angle sensor 40 equal to the determined desired
value, thereby
steering the outboard motor 10 to the maximum leftward rudder angle.

Similarly, when the steering wheel 16 is turned to the maximum rightward
steering angle, the ECU 26 determines or defines the maximum rightward rudder
angle
stored in memory (or a value slightly closer to the neutral rudder angle) as
the desired
value and controls the operation of the hydraulic cylinder 35. When the
steering wheel

16 is steered to the neutral steering angle (steering angle of 0 ), the ECU 26
determines
or defines the defined neutral rudder angle as the desired value.

Desired values are also determined or defined based on the aforesaid stored
(defined) maximum rudder angles and the neutral rudder angle in cases where
the
steering wheel 16 is steered to steering angles between the maximum steering
angles
-27-


CA 02619847 2008-02-21

and the neutral steering angle. When, as in the example above, the maximum
leftward
rudder angle and maximum rightward rudder angle stored in memory are 31 and -
29 ,
the total rudder angle range of the outboard motor 10 is 60 . Since, as is
pointed out
above, the steering wheel 16 turns lock-to-lock in three revolutions, i.e.,
has a total

steering angle range of 1,080 , it follows that in this case the desired value
increases or
decreases by 1 per 18 (= 1,080 / 60) turning of the steering wheel 16.
Therefore, when
the steering wheel 16 is, for example, turned 360 leftward from the neutral
steering
angle, the desired value is determined or defined as 21 , which is the value
obtained by
adding 20 (= 360/18) to the neutral rudder angle (= 1 ). The desired value
(21 ) can

also be derived by subtracting 10 (= {540 - 360}/18) from the maximum
leftward
rudder angle (= 31 ).

As explained in the foregoing, the fourth embodiment of this invention
provides an outboard motor control system that steers the outboard motor 10
leftward
and rightward using the hydraulic cylinder (actuator) 35, which outboard motor
control

system comprises: the left steer stop 180 for mechanically stopping leftward
steering of
the outboard motor 10; the right steer stop 182 for mechanically stopping
rightward
steering of the outboard motor 10; the rudder angle sensor 40 for producing an
output
indicating the rudder angle of the outboard motor 10; and maximum rudder angle
memorizer (the ECU 26, S304, S3 10) for memorizing (storing) the output of the
rudder

angle sensor 40 in memory as the maximum leftward rudder angle of the outboard
motor 10 when the outboard motor 10 is mechanically stopped by the left steer
stop 180
and memorizing (storing) the output of the rudder angle sensor 40 in memory as
the
maximum rightward rudder angle of the outboard motor 10 when the outboard
motor 10
is mechanically stopped by the right steer stop 182.

Owing to this configuration, the desired values for control purposes when
steering the outboard motor 10 to the maximum rudder angles can be determined
or
defined as values that take the unit-specific properties of the outboard motor
10 into
account. As a result, the rudder angle of the outboard motor 10 can be
regulated to the
maximum rudder angles with good accuracy, thereby preventing degradation of
turning
-28-


CA 02619847 2008-02-21

performance owing to insufficient rudder angle and interference between
constituent
members owing to excessive rudder angle.

Moreover, the outboard motor control system according to the fourth
embodiment is configured to further comprise neutral rudder angle determiner
(the ECU
26, S312) for determining or defining the average value of the maximum
leftward

rudder angle and maximum rightward rudder angle memorized (stored in memory)
as
the neutral rudder angle. The desired value for control purposes when steering
the
outboard motor 10 to the neutral rudder angle can therefore be determined or
defined as
a value that takes the unit-specific properties of the outboard motor 10 into
account. As

a result, the rudder angle of the outboard motor 10 can be regulated to the
neutral rudder
angle with good accuracy, thereby enhancing straight course-holding
performance.
Although it is explained in the foregoing that desired values (desired values

for control purposes when steering the outboard motor 10 to a maximum rudder
angle
or the neutral rudder angle) are determined every time the outboard motor 10
is started,
it is instead possible, for example, to determine them only once upon
completion of the

assembly of the outboard motor 10 or define them only when the outboard motor
10 is
started after elapse of a predetermined period from the last time it was
operated.

An outboard motor control system according to a fifth embodiment of the
invention will now be explained.

FICz 23 is a schematic view similar to FIG 15 showing an outboard motor
control system according to the fifth embodiment of the invention.

The fifth embodiment will be explained with focus on the points of
difference from the fourth embodiment. As shown FIG 23, the fifth embodiment
is
provided near the operator's seat of the boat 12 with a desired-value-set
switch 188. The

desired-value-set switch 188 is located to be operable by the operator. When
the
desired-value-set switch 188 is operated, it produces a predetermined output
(ON
signal). The output of the desired-value-set switch 188 is sent to the ECU 26.

FIG 24 is a flowchart showing the sequence of the processing operations
executed by the outboard motor control system according to the fifth
embodiment for
-29-


CA 02619847 2008-02-21

determining or defining a desired value (desired value for control purposes
when
steering the outboard motor 10 to a maximum rudder angle or the neutral rudder
angle).
The illustrated routine is executed by the ECU 26 at predetermined intervals
(e.g., every
milliseconds).

5 In S400 of the flowchart of FIG. 24, it is determined whether the desired-
value-set switch 188 is producing an ON signal. When the result in S400 is
YES, the
program goes to S402, in which processing for determining or defining the
desired
value (desired value for control purposes when steering the outboard motor 10
to a
maximum rudder angle or the neutral rudder angle) is executed. This processing
is the

10 same as that of the flowchart of FIG 22 explained above with respect to the
fourth
embodiment. When the result in S400 is NO, S402 is skipped.

Owing to this configuration, the outboard motor control system according to
the fifth embodiment of the invention enables the desired values to be
determined not
only at starting of the outboard motor 10 but also at other times. Since the
processing

for determining or defining the desired values involves setting the outboard
motor to the
maximum rudder angles, it may impair the safety of the boat when it is being
operated.
This problem can be overcome by enabling operation of the desired-value-set
switch
188 only when the boat speed detected by a boat speed sensor (not shown) is
zero or a
very low speed.

An outboard motor control system according to a sixth embodiment of the
invention will now be explained.

FIG. 25 is a side view similar to FIG. 16 showing an outboard motor control
system according to the sixth embodiment of the invention.

The sixth embodiment will be explained with focus on the points of
difference from the fourth embodiment. As shown FIG 25, the outboard motor 10
of the
sixth embodiment is provided with a fourth operator switch 190 and a fifth
operator
switch 192. The fourth operator switch 190 and fifth operator switch 192 are
both
located to be operable by the operator. When operated, the fourth operator
switch 190
produces an output (ON signal) indicating that leftward steering of the
outboard motor
-30-


CA 02619847 2008-02-21

has been mechanically stopped by the left steer stop 180. When operated, the
fifth
operator switch 192 produces an output (ON signal) indicating that rightward
steering
of the outboard motor 10 has been mechanically stopped by the right steer stop
182. The
output of the fourth operator switch 190 and the output of the fifth operator
switch 192
5 are sent to the ECU 26.

FICi. 26 is a flowchart showing the sequence of the processing operations
executed by the outboard motor control system according to the sixth
embodiment for
determining a desired value (desired value for control purposes when steering
the
outboard motor 10 to a maximum rudder angle or the neutral rudder angle). The

10 illustrated routine is executed by the ECU 26 at predetermined intervals
(e.g., every
10 milliseconds).

In S500 of the flowchart of FIG 26, it is determined whether the fourth
operator switch 190 is producing an ON signal. When the result in S500 is YES,
the
program goes to S502, in which the output of the rudder angle sensor 40 at
that time is

memorized (stored) in the RAM of the ECU 26 as indicating the maximum leftward
rudder angle.

Next, in S504, it is determined whether the fifth operator switch 192 is
producing an ON signal. When the result in S504 is YES, the program goes to
S506, in
which the output of the rudder angle sensor 40 at that time is memorized
(stored) in the
RAM of the ECU 26 as indicating the maximum rightward rudder angle.

The operator can therefore store desired values that take the unit-specific
properties of the outboard motor 10 into account in the ECU 26 by opening the
manual
valve 170, manually steering the outboard motor 10 leftward, operating the
fourth
operator switch 190 when leftward steering of the outboard motor 10 is
mechanically

stopped by the left steer stop 180, manually steering the outboard motor 10
rightward,
and operating the fifth operator switch 192 when rightward steering of the
outboard
motor 10 is mechanically stopped by the right steer stop 182.

Next, S508, the neutral rudder angle is determined or defined based on the
maximum leftward rudder angle and maximum rightward rudder angle memorized
-31-


CA 02619847 2008-02-21

(stored in memory). This is done by the same processing as in S312 of the
flowchart of
FIG 22 and will not be explained again here. When the result in S500 is NO,
S502 is
skipped. When the result in S504 is NO, S506 is skipped.

As explained in the foregoing, the sixth embodiment of this invention
provides an outboard motor control system that steers the outboard motor 10
leftward
and rightward using the hydraulic cylinder (actuator) 35, which outboard motor
control
system comprises: the left steer stop 180 for mechanically stopping leftward
steering of
the outboard motor 10; the right steer stop 182 for mechanically stopping
rightward
steering of the outboard motor 10; the rudder angle sensor 40 for producing an
output

indicating the rudder angle of the outboard motor 10; the manual steering
mechanism
(manual valve 170) operable by the operator for enabling manual steering of
the
outboard motor 10; the fourth operator switch 190 located to be operable by
the
operator that when operated produces an output indicating that leftward
steering of the
outboard motor 10 has been stopped by the left steer stop 180; the fifth
operator switch

192 located to be operable by the operator that when operated produces an
output
indicating that rightward steering of the outboard motor 10 has been stopped
by the
right steer stop 182; and maximum rudder angle memorizer (the ECU 26, S502,
S506)
for memorizing (storing) the output of the rudder angle sensor 40 as the
maximum
leftward rudder angle of the outboard motor 10 when the fourth operator switch
190

produces the aforesaid output and memorizing (storing) the output of the
rudder angle
sensor 40 as the maximum rightward rudder angle of the outboard motor 10 when
the
fifth operator switch 192 produces the aforesaid output.

Owing to this configuration, the desired values for control purposes when
steering the outboard motor 10 to the maximum rudder angles can be determined
or
defined as values that take the unit-specific properties of the outboard motor
10 into

account. As a result, the rudder angle of the outboard motor 10 can be
regulated to the
maximum rudder angles with good accuracy, thereby preventing degradation of
turning
performance owing to insufficient rudder angle and interference between
constituent
members owing to excessive rudder angle.

-32-


CA 02619847 2008-02-21

Moreover, the outboard motor control system according to the sixth
embodiment is configured to further comprise neutral rudder angle determiner
(the ECU
26, S508) for determining or defining the average value of the maximum
leftward
rudder angle and maximum rightward rudder angle stored in memory as the
neutral

rudder angle. Therefore, as in the fourth embodiment, the desired value for
control
purposes when steering the outboard motor 10 to the neutral rudder angle can
be
determined as a value that takes the unit-specific properties of the outboard
motor 10
into account. As a result, the rudder angle of the outboard motor 10 can be
regulated to
the neutral rudder angle with good accuracy.

Although the actuator for steering the outboard motor 10 is exemplified as
the hydraulic cylinder 35 in the foregoing description, it can instead be an
electric motor
or any of various other kinds of actuator.

In the sixth embodiment, it is possible to provide a switch for disabling the
operation of the fourth operator switch 190 and fifth operator switch 192 so
as to
prevent unintended storage in memory of the maximum rudder angles.

Thus, the first to second embodiments are configured to have a system for
controlling shift change of an outboard motor (10) mounted on a stern of a
boat (12) and
having an internal combustion engine (28) to power a propeller (32),
comprising: a
clutch (102) being engageable with a forward gear (98) to make the boat to
propel in a

forward direction or a reverse gear (100) to make the boat to propel in a
reverse
direction; an actuator (shift motor 38) moving the clutch to one from among a
first
position to engage with the forward gear to establish a forward position, a
second
position to engage with the reverse gear to establish a reverse position, and
a third
position to engage neither with the forward gear nor with the reverse gear to
establish a

neutral position; a switch (neutral switch 48, operator switch 134) producing
an output
when the clutch is moved to the third position; a clutch position memorizer
(ECU 26,
S 14, S 102) memorizing a position of the clutch as the neutral position when
the switch
produces the output; and a clutch position determiner (ECU 26, S 16, S 104)
determining
a position of the clutch corresponding to the first position or the second
position based
-33-


CA 02619847 2008-02-21
on the memorized position of the clutch.

In the system, the switch comprises a neutral switch (48) that is connected
to the clutch and produces the output when the clutch is moved to the third
position.

In the system, the clutch position determiner determines the position of the
clutch corresponding to the first position or the second position at a
position moved
from the neutral position by a predetermined amount (+/-36 in terms of the
rotation
angle of the rotary shaft 110m).

In the system, the switch comprises an operator switch (134) located to be
operable by an operator.

The system further includes: a manual shift mechanism (manual lever 132)
located to be operable by the operator and to make the clutch move manually
when
operated by the operator; and the operator switch is located to be operable by
the
operator when the operator moves the clutch to the third position through the
manual
shift mechanism.

The third embodiment is configured to have a system for controlling shift
change of an outboard motor (10) mounted on a stem of a boat (12) and having
an
internal combustion engine (28) to power a propeller 32), comprising: a clutch
(102)
being engageable with a forward gear to make the boat to propel in a forward
direction
or a reverse gear to make the boat to propel in a reverse direction; an
actuator (shift

motor 38) moving the clutch to one from among a first position to engage with
the
forward gear to establish a forward position, a second position to engage with
the
reverse gear to establish a reverse position, and a third position to engage
neither with
the forward gear nor with the reverse gear to establish a neutral position; a
first operator
switch (134) located to be operable by an operator and producing an output
when the

clutch is moved to the third position; a first clutch position memorizer (ECU
26, S202)
memorizing a position of the clutch as the neutral position when the first
operator
switch produces the output; a second operator switch (136) located to be
operable by the
operator and producing an output when the clutch is moved to the first
position; a
second clutch position memorizer (ECU 26, S206) memorizing a position of the
clutch
-34-


CA 02619847 2008-02-21

as the first position when the second operator switch produces the output; a
third
operator switch (138) located to be operable by the operator and producing an
output
when the clutch is moved to the second position; and a third clutch position
memorizer
(ECU 26, S210) memorizing a position of the clutch as the second position when
the
third operator switch produces the output.

The system further includes: a manual shift mechanism (manual lever 132)
located to be operable by the operator and to make the clutch move manually
when
operated by the operator; and the first to third operator switches are located
to be
operable by the operator when the operator moves the clutch to the positions
through
the manual shift mechanism.

The fourth to fifth embodiments are configured to have a system for
controlling steering of an outboard motor (10) mounted on a stern of a boat
(12) and
having an internal combustion engine (28) to power a propeller (32),
comprising: an
actuator (hydraulic cylinder 35) steering the outboard motor relative to the
boat; a left

steer stop (180) mechanically stopping leftward steering of the outboard
motor; a right
steer stop (182) mechanically stopping rightward steering of the outboard
motor: a
rudder angle sensor (40) producing an output indicating a rudder angle of the
outboard
motor; and a maximum rudder angle memorizer (ECU 26, S304, S310) memorizing
the
output of the rudder angle sensor as a maximum leftward rudder angle of the
outboard

motor when the outboard motor is mechanically stopped by the left steer stop,
while
memorizing the output of the rudder angle sensor as a maximum rightward rudder
angle
of the outboard motor when the outboard motor is mechanically stopped by the
right
steer stop.

The system further includes: a neutral rudder angle determiner (ECU 26,
S312) determining an average value of the memorized maximum leftward rudder
angle
and maximum nghtward rudder angle as a neutral rudder angle.

The system further includes: a desired-value-set switch (188) located to be
operable by an operator; and a desired value determiner (ECU 26, S400, S402)
determining a desired value when steering the outboard motor to the maximum
rudder
-35-


CA 02619847 2008-02-21

angle or a neutral rudder angle when the desired-value-set switch produces an
output.
The sixth embodiment is thus configured to have a system for controlling
steering of an outboard motor (10) mounted on a stern of a boat (12) and
having an
internal combustion engine (28) to power a propeller (32), comprising: an
actuator

(hydraulic cylinder 35) steering the outboard motor relative to the boat; a
left steer stop
(180) mechanically stopping leftward steering of the outboard motor; a right
steer stop
(182) mechanically stopping rightward steering of the outboard motor: a rudder
angle
sensor (40) producing an output indicating a rudder angle of the outboard
motor; a first
operator switch (fourth operator switch 190) located to be operable by the
operator and

when operated, producing an output indicating that leftward steering of the
outboard
motor is stopped by the left steer stop; a second operator switch (fifth
operator switch
192) located to be operable by the operator and when operated, producing an
output
indicating that rightward steering of the outboard motor is stopped by the
right steer
stop; and a maximum rudder angle memorizer (ECU 26, S502, S506) memorizing the

output of the rudder angle sensor as the maximum leftward rudder angle of the
outboard
motor when the first operator switch produces the output, while memorizing the
output
of the rudder angle sensor as the maximum rightward rudder angle of the
outboard
motor when the second operator switch produces the output.

The system further includes: a neutral rudder angle determiner (ECU 26,
S508) determining an average value of the memorized maximum leflward rudder
angle
and maximum rightward rudder angle as a neutral rudder angle.

The system further includes: a manual steering mechanism (manual valve
170) operable by an operator for enabling manual steering of the outboard
motor.

It should be noted that one of the first to third embodiments can be
combined together with one of the fourth to sixth embodiment. For example, the
first
embodiment can be combined into the fourth embodiment.

-36-

Representative Drawing
A single figure which represents the drawing illustrating the invention.
Administrative Status

For a clearer understanding of the status of the application/patent presented on this page, the site Disclaimer , as well as the definitions for Patent , Administrative Status , Maintenance Fee  and Payment History  should be consulted.

Administrative Status

Title Date
Forecasted Issue Date 2010-05-11
(22) Filed 2006-05-16
(41) Open to Public Inspection 2006-11-17
Examination Requested 2008-02-21
(45) Issued 2010-05-11
Deemed Expired 2020-08-31

Abandonment History

There is no abandonment history.

Payment History

Fee Type Anniversary Year Due Date Amount Paid Paid Date
Request for Examination $800.00 2008-02-21
Registration of a document - section 124 $100.00 2008-02-21
Application Fee $400.00 2008-02-21
Maintenance Fee - Application - New Act 2 2008-05-16 $100.00 2008-02-21
Maintenance Fee - Application - New Act 3 2009-05-19 $100.00 2009-03-05
Final Fee $300.00 2010-03-01
Maintenance Fee - Application - New Act 4 2010-05-17 $100.00 2010-03-15
Maintenance Fee - Patent - New Act 5 2011-05-16 $200.00 2011-04-11
Maintenance Fee - Patent - New Act 6 2012-05-16 $200.00 2012-04-30
Maintenance Fee - Patent - New Act 7 2013-05-16 $200.00 2013-05-06
Maintenance Fee - Patent - New Act 8 2014-05-16 $200.00 2014-04-09
Maintenance Fee - Patent - New Act 9 2015-05-19 $200.00 2015-04-22
Maintenance Fee - Patent - New Act 10 2016-05-16 $250.00 2016-04-20
Maintenance Fee - Patent - New Act 11 2017-05-16 $250.00 2017-04-26
Maintenance Fee - Patent - New Act 12 2018-05-16 $250.00 2018-04-26
Maintenance Fee - Patent - New Act 13 2019-05-16 $250.00 2019-04-24
Owners on Record

Note: Records showing the ownership history in alphabetical order.

Current Owners on Record
HONDA MOTOR CO., LTD.
Past Owners on Record
MIZUGUCHI, HIROSHI
NAKAYAMA, SHINSAKU
Past Owners that do not appear in the "Owners on Record" listing will appear in other documentation within the application.
Documents

To view selected files, please enter reCAPTCHA code :



To view images, click a link in the Document Description column. To download the documents, select one or more checkboxes in the first column and then click the "Download Selected in PDF format (Zip Archive)" or the "Download Selected as Single PDF" button.

List of published and non-published patent-specific documents on the CPD .

If you have any difficulty accessing content, you can call the Client Service Centre at 1-866-997-1936 or send them an e-mail at CIPO Client Service Centre.


Document
Description 
Date
(yyyy-mm-dd) 
Number of pages   Size of Image (KB) 
Abstract 2008-02-21 1 24
Description 2008-02-21 36 1,767
Claims 2008-02-21 2 70
Drawings 2008-02-21 25 489
Representative Drawing 2008-04-11 1 12
Cover Page 2008-05-01 2 51
Cover Page 2010-04-20 2 51
Correspondence 2008-03-07 1 37
Assignment 2008-02-21 7 203
Correspondence 2008-04-08 1 13
Prosecution-Amendment 2008-06-04 2 34
Fees 2010-03-15 1 200
Fees 2009-03-05 1 47
Correspondence 2010-03-01 1 33