Sanshin Kogyo Kabushiki Kaisha

Yamaha Marine Kabushiki Kaisha

Yamaha Hatsudoki Kabushiki Kaisha

Yoshibumi Iwata

Masanori Takahashi

Goichi Katayama

Takayuki Osakabe

Junichi Hasegawa

Masaru Suzuki

Hitoshi Watanabe

Akihiro Onoue

Katsumi Ochiai

Noriyoshi Hiraoka

Yasuhiko Shibata

Akihiko Hoshiba

Yukio Sumigawa

Yukinori Kashima

Kentaro Kameoka

Satoshi Miyazaki

Kuzuhiro Nakamura

An engine body of the multiple-cylinder engine for an outboard motor can include a crankcase for supporting a crankshaft whose axis extends vertically, and plural cylinders that are vertically arranged in line, each cylinder horizontally extending outward from the crankcase, and each cylinder having a respective exhaust port formed in a cylinder head. There are can be provided plural exhaust passages, each passage extending from the downstream end of the exhaust port, each passage communicating with the exhaust port and expansion chambers. Each expansion chamber can communicate with the extending end of the exhaust passage.

Multiple-cylinder engine for outboard motor

A marine engine is arranged such that it compares a detected ion current value with a predetermined sea water-ingress current value, which is indicative of sea water being present in the combustion chamber at the time of combustion.

Marine engine

An outboard motor mounted to a hull of a watercraft includes a V-type engine having right and left cylinder banks positioned in a cowling and having a crankshaft generally vertically disposed when the watercraft is under a running condition. A surge tank is disposed in the cowling. Right and left side long intake conduits and right and left side short intake conduits both connect the surge tank to intake ports of respective right and left banks of cylinders. The associated long intake conduits and short intake conduits can be selectively established depending on information about operational conditions of the hull and/or the outboard motor. The outboard motor includes right and left shut-off valves interchanging the long intake conduits and the short intake conduits. Right and left actuators individually actuate the right and left shut-off valves in accordance with information about operational conditions. A control means individually controls operations of the respective actuators.

Outboard motor

An outboard motor is mounted on a hull and has an engine disposed in an upright position in a cowling so that a crankshaft thereof extends generally vertically during cruising. An embodiment of the motor includes a first surge tank disposed on the opposite side of a cylinder head of the engine with respect to the crankshaft of the engine; long intake pipes that communicate with the first surge tank and an intake port of the engine; second surge tanks disposed between the long intake pipes and the engine for communicating with the first surge tank; short intake pipes provided in the midway of the long intake pipes on the engine side for communicating with the second surge tanks; and on-off valves for opening and closing the short intake pipes.

An engine air intake device for an outboard motor includes a plurality of main intake pipes corresponding to each cylinder. First and second branch pipes extend from an upstream end of each main part. The first branch pipes are longer than the second branch pipes. The second branch pipes each include a valve and are selectively closed. The first branch pipes open into a first surge tank. The second branch pipes open into a second surge tank that is formed separately from the first surge tank. In operation, the valves of the second branch pipes are open when the engine is operating in high engine speed and are closed at low-to-medium speeds.

Intake device for outboard motor

A system for replenishing a lubricant pan with the lubricant comprises a lubricant tank provided separately from the lubricant pan. A lubricant replenishing pump is provided in the lubricant tank for replenishing the lubricant pan with the lubricant. A lubricant level sensor is adapted to detect the lubricant level in the lubricant tank upon a main switch of an engine being turned on. The lubricant replenishing pump is operated according to the detected lubricant level to replenish the lubricant pan with a specified replenishing amount of the lubricant from the lubricant tank.

An engine for a marine drive has a combustion chamber. An engine body of the engine defines an air intake port communicating with the combustion chamber. An air induction device communicates with the air intake port to introduce air to the combustion chamber through the air intake port. The air induction device includes a throttle valve to regulate an amount of the air. An air intake valve moves between an opening position and a closing position of the intake port. A camshaft actuates the intake valve. A VVT mechanism changes an actuating timing of the camshaft at which the camshaft actuates the intake valve. A control device controls the change mechanism. A throttle position sensor, an intake pressure or other sensors sends respective signals to the control device. The control device determines a sudden acceleration state of the engine based upon at least one of the signals. The control device triggers the VVT mechanism to advance the actuating timing based only upon the throttle opening degree signal when the control device determines the sudden acceleration state.

Valve timing control for marine engine

A marine drive has an engine, a propeller and a transmission to switch the propeller between a propulsion position and a non-propulsion position. The engine has a combustion chamber. An air induction system communicates with the combustion chamber through an intake port. An exhaust system communicates with the combustion chamber through an exhaust port. Intake and exhaust valves move between an opening position and a closing position of the intake port and the exhaust port, respectively. Intake and exhaust camshafts actuate the intake and exhaust valves, respectively. A VVT mechanism changes an actuating timing of the intake camshaft at which the camshaft actuates the intake valve. An ECU controls the intake camshaft to set the actuating timing at a generally optimum timing. A transmission position change operation sensor senses that the transmission is under operation and sends a signal to the ECU. The ECU controls the VVT mechanism based upon the signal to move the actuating timing away from the optimum timing. Otherwise, a transmission position sensor senses that the transmission is in a neutral position and sends a signal to the ECU. The ECU controls the VVT mechanism based upon the signal to bring the actuating timing to a generally fully retarded timing.

An electronically controlled engine management system for adjusting camshaft timing, taking into account mechanical deficiencies of a variable camshaft timing mechanism and compensating the mechanical deficiencies by manipulating the amount and/or timing of the fuel injection. The engine management system enables the operator to enjoy high torque and good fuel efficiency representative of the compensated adjustable camshaft timing system.

Control device for four cycle engine of outboard motor

A fuel supply system for an outboard motor regulates the fuel pressure to a vapor separator in a fuel injection system by using a pressure relief valve that returns excess fuel to the intake of the fuel pump. In order to permit excess fuel flow without substantial excess at low speeds, the fuel pump speed is regulated depending upon engine speed, fuel temperature, and fuel pressure.

Fuel supply control system for an outboard motor

An outboard motor includes an internal combustion engine having an induction system formed of a pair of vertically extending plenum chambers which communicate with the combustion chambers formed in the engine via a plurality of intake runners. A common throttle device is located upstream from the plenum chambers and communicates with the plenum chambers via an induction passage having an branch portion. The throttle device is arranged at least partially below an upper surface of the crankcase of the engine. Thus, the overall height of the engine is reduced, thereby reducing the overall height of an outer cowling member provided over the engine.

Induction system for engine of outboard motor

An engine control for an internal combustion engine is disclosed. The engine preferably includes at least two cylinders or combustion chambers. The engine control is arranged to run the engine in a first mode in which all cylinders are operating and a second mode in which at least one of the cylinders is disabled, such as by misfiring the ignition element corresponding thereto. The engine control is arranged to operate the engine in the second mode only when a predetermined condition, such as idle, is detected for a predetermined amount of time. The engine control is also arranged to prevent the operation of the engine in the second mode if an engine operating condition has changed states, even if the predetermined condition is detected.

Engine control

A number of embodiments of engine control for marine application wherein the engine is called upon to operate for long periods at speeds substantially below normal idling speed. This is encountered when trolling. The arrangement includes a system for substantially retarding the spark to assist in shifting and also to maintain stability when running at these low speeds. Adjustments may be made in air flow and fuel supply amounts so as to further augment the smooth running and avoid stalling under these trolling conditions. Various control routines for achieving appropriate ignition timing under the widely varying instantaneous speeds during trolling are also disclosed.

Marine engine control

An internal combustion engine having a cooling system which cools a portion of a fuel delivery system is disclosed. The engine has at least one combustion chamber and an intake system for supplying air to the combustion chamber. The fuel delivery system includes a fuel supply mechanism for supplying fuel under pressure to a fuel injector through a fuel rail, the fuel injector supplying fuel to the combustion chamber. The cooling system includes a coolant supply mechanism for supplying coolant to a cooling jacket about at least a portion of the fuel rail for cooling fuel passing through the fuel rail.

Engine cooling system

A cooling system for an outboard motor propelling a watercraft and powered by an engine, is disclosed. The cooling system includes a first cooling system comprising a coolant flow path through the engine and an oil cooler for cooling the engine and oil of the lubricating system. The cooling system includes a second cooling system comprising a water path from the body of water in which the motor is operating to a heat exchanger and thereon to a discharge back to the body of water. The first cooling system includes two branches, one branch which passes through the heat exchanger and a second branch which does not. A control is provided for routing the coolant through the first branch for cooling within the heat exchanger when the coolant is hot, and for routing through the second branch when the coolant is cool, allowing the engine to warm up.

Growing community of inventors

Shizuoka, Japan

Yoshibumi Iwata