JPH02162193A - Tilt locking device for ship propeller - Google Patents

Abstract

PURPOSE:To simply lock or release a propeller with a piston rod by variously controlling operating fluids in both chambers with absorber valves provided on multiple communicating paths between the first chamber and the second chamber partitioned by a piston and a selector valve provided on another communicating path. CONSTITUTION:The tilt locking device of a propeller is operated by the expansion or shrinkage of the piston rod 21 of a cylinder 20. The first chamber 23 and the second chamber 24 of the cylinder 20 partitioned by a piston 22 are communicated by multiple communicating paths 25 and 26, and absorber valves 27 and 28 are provided. The absorber valve 27 is opened when the pressure of the first chamber 23 rises to the preset pressure or above. The second check valve 33 and a selector valve consisting of the second manual opening/closing device 34 are provided on a separate communicating path 30, and the fluid movement to the second chamber 24 can be blocked or allowed when the pressure of the first chamber 23 is the preset pressure or below. Various external forces during cruising are properly absorbed, and the propeller can be simply and surely locked or released.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a tilt-rotation ducking device suitable for use in a marine vessel propulsion device such as an outboard motor or an inboard/outboard motor.

[Prior Art] A tilt lock device for an outboard motor must satisfy the following functions.

That is, first of all, the outboard motor must be kept in a locked state so that it does not jump up due to the thrust generated by the rotation of the propeller when going in reverse.

Second, the outboard motor must be kept in a locked state during deceleration or braking to prevent it from jumping up due to water resistance.

Thirdly, when the outboard motor collides with an obstacle such as driftwood while moving forward, the latching state is automatically released to prevent the outboard motor from jumping up and being damaged.

Fourthly, when performing a so-called tilt-up operation to raise the outboard motor for shallow water cruising or landing, the latched state can be released.

[Problems to be Solved by the Invention] However, the conventional tilt lock device uses many links and springs in order to satisfy the above-mentioned functions, and is also equipped with a large number of latching mechanisms, resulting in an unnecessarily increased number of parts. The structure was complex.

An object of the present invention is to simplify the structure in satisfying various functions required of a tilt lock device.

[Means for Solving the Problems] A tilt lock device for a marine propulsion device according to the present invention is rotatably supported by one of a clamp bracket and a swivel bracket that attach and support the marine propulsion device body to the hull, and accommodates a working fluid. a cylinder, a piston rod that is inserted into and out of the cylinder and rotatably supported by the remaining one of the brackets; ,
A piston that is divided into two chambers, a first chamber that is compressed when an external force is applied to the rod in the withdrawal direction and a second chamber, and a plurality of communication passages that communicate the first chamber and the second chamber. , is disposed in at least one communication path, opens when the pressure in the first chamber rises above a predetermined level, releases the compressed working fluid in the first chamber to the other second chamber, and causes the working fluid to flow from the second chamber into the first chamber. mx in the communication path excluding the communication path in which the absorber valve is arranged, and the first
A switching valve that allows selection of either a state in which movement of the working fluid from the first chamber to the second chamber is prevented or a state in which movement is permitted when the pressure in the chamber is at least below a predetermined value. It was designed so that

[Function] (1) When moving backward, the pressure in the first chamber rises due to the backward thrust, but this level of pressure rise does not open the absorber valve, and the propulsion machine body is held in its down position without jumping up.

Note that at this time, the switching valve is set to a state that prevents movement of the working fluid from the first chamber to the second chamber.

(2) Similarly to (1) above, even during deceleration or braking, the propulsion device body is held in its down position without jumping up.

(3) In the event of a collision with an obstacle, the pressure in the first chamber increases abnormally due to the impact force, so the absorber valve opens, the working fluid in the first chamber is transferred to the second chamber, and the piston rod moves into the cylinder. The propulsion unit expands and the propulsion unit flips up to absorb the impact force and prevent damage to the propulsion unit.

(4) The switching valve is opened during shallow water navigation or landing. As a result, the working fluid in the first chamber is transferred to the second chamber via the switching valve, the piston rod extends relative to the cylinder, and the propulsion device body can be tilted up.

As described above, the present invention locks and releases the main body of the propulsion device using a cylinder containing working fluid and a piston rod inserted into the cylinder, so that the structure can be simplified. The functions (1) to (4) above can be satisfied.

In the present invention, when the tilt-up load reduction means is provided, the external energy when the propulsion unit is lowered from the up side is stored in gas contained in a cylinder or the like, and the energy is used to reduce the tilt-up load. It can be effectively used as an auxiliary force for

[Embodiment] Figure 1 shows an outboard 411 to which an embodiment of the present invention is applied.
10, FIG. 2 is an enlarged side view of the main part of FIG. 1, and FIGS. 3 to 8 are circuits showing different operating states of the tilt lock device operating circuit according to the same embodiment. It is a diagram.

A clamp bracket 12 is fixed to the hull 11, and a swivel bracket 14 is pivotally attached to the clamp bracket 12 via a tilt shaft 13 so as to be rotatable around a substantially horizontal axis. A casing 15 containing a propulsion unit is attached to the swivel bracket 14 via a steering shaft (not shown).
is pivotably mounted around the steering shaft. An engine unit 16 is mounted on the upper part of the casing 15, and a propeller 17 is provided on the lower part of the casing 15. That is, the outboard motor 1o is held in the down position shown by the solid line in FIG. 1 by the tilt lock device described below, and the propeller 17 is rotated forward or reverse by the operation of the engine unit 16, and the hull 11 is moved forward or backward. It is possible. Note that a plurality of insertion holes 19 are provided at the lower part of the clamp bracket 12 to allow the locking pins 18 to be selectively inserted, and the front portion of the swivel bracket 14 is locked with the locking pins 18. , the outboard motor 10 can be held in a down position at a predetermined angle with respect to forward thrust.

Clamp bracket 12 or swivel bracket 1
4, for example, in this embodiment, the base end of the cylinder 20 is rotatably supported by the clamp bracket 12. The other of the two brackets 12,14, for example in this embodiment the swivel bracket 14, has a
The tip of a piston rod 21 that is extendably inserted into the cylinder 20 is rotatably supported. The interior of the cylinder 20 is defined by the piston 22 of the piston rod 21 into a first chamber 23 on the side where the piston rod 21 is accommodated and a second chamber 24 on the side where the piston rod 21 is not accommodated. The first chamber 23 and the second chamber 24 contain oil as a working fluid. Further, in the upper space inside the cylinder, that is, in the upper space of the first chamber 23 in this embodiment, the volume inside the first chamber 23 is changed by expansion and contraction as the piston rod 21 advances and retreats with respect to the first chamber 23. An inert gas is contained to enable compensation.

Each piston 22 of the piston rod 21 has a first
A first passage 25 and a second passage 26 that enable communication between the chamber 23 and the second chamber 24 are arranged in parallel with each other. 1st passage 25
An absorber valve 27 is interposed therein. The absorber valve 27 opens when the pressure within the first chamber 23 abnormally increases and reaches a predetermined pressure value or higher, such as when an impact force is applied due to a collision with an obstacle. 1 room 23
The oil inside can be transferred to the second chamber 24.

A relief valve 28 is interposed in the second passage 26 . The relief valve 28 is activated when the pressure in the second chamber 24 abnormally increases, such as when the outboard motor is held in an arbitrary up position and a forward thrust of more than a predetermined value is applied during shallow water cruising. The valve can be opened when the rising pressure reaches a predetermined pressure value or higher.

The first chamber 23 and the second chamber 24 in the cylinder 20 are communicated by a first bypass passage 29 and a second bypass passage 30 which are arranged in parallel to each other, bypassing the piston 22, respectively. The first bypass path 29 includes a second chamber 2
4 to the first chamber 23.
1 and a first opening/closing device fi32 that opens and closes the first bypass path 29 by being switched by manual operation are interposed in series with each other. Further, the second bypass path 30 includes a second check valve 33 that allows oil to be transferred from the first chamber 23 to the second chamber 24, and a second check valve 33 that is switched by manual operation to open the second bypass path 30. A second opening/closing device f34 is interposed in series with each other. In addition, in this embodiment, the first opening/closing device 32 and the second opening/closing device 34 are connected so as to be interlocked,
By switching the manual knob 35, the first opening/closing device 232 and the second opening/closing device! 34 can be set to open and closed, or closed and open.

Incidentally, the second check valve 33 and the second opening device 34 described above constitute the switching valve of the present invention.

Furthermore, in this embodiment, a third bypass passage 36 is arranged in parallel with the first bypass passage 29 and the second bypass passage 30 and connects the first chamber 23 and the second chamber 24 by bypassing the piston 22. It is provided. A third check valve 37 and a return valve 38 are interposed in series with each other in the third bypass passage 36 .

The opening pressure of the third check valve 37 is set lower than the opening pressure of the absorber valve 27. The return valve 38 is composed of a check valve 38A and a piston 38B. The check valve 38A is normally capable of preventing oil from being transferred from the second chamber 24 to the first chamber 23. When the third check valve 37 is opened, the piston 38B receives pressure from the first chamber 23 side and moves from its original position toward the check valve 38A, pushes the check valve 38A open, and then opens the third check valve 38B. When the stop valve 37 closes, the throttle passage 38
Due to the presence of C, it gradually returns to the original position. Return valve 3
8 between the check valve 38A and the piston 38B, and the first
An intermediate portion between the first check valve 31 and the first opening/closing device 32 of the bypass passage 29 is communicated with each other by a communication passage 39 . That is, the above pressure in the first chamber 23 opens the third check valve 37,
Furthermore, the piston 38B of the return valve 38 is moved to open the check valve 38A. Thereafter, when the pressure in the second chamber 24 rises under the influence of the outboard motor's own weight, etc., the check valve 38A of the return valve 38 remains open for a certain period of time. The oil in the second chamber 24 can be transferred to the first chamber 23 via the return valve 38, the communication path 39, and the first check valve 31 even when the first opening/closing device 32 is closed.

Next, the operation of the above embodiment will be explained.

First, the operation during normal cruising will be explained.During normal cruising, as shown in FIG.
The front edge of the swivel bracket 14 is locked to a locking pin 18 supported by the clamp bracket 12, and is held in the down position.

When the outboard motor 10 is traveling forward during normal cruising, the forward thrust is supported by the locking pin 18, and the outboard motor 10 is held in the down position. During normal cruising, when cruising astern, the pressure in the first chamber 23 increases due to the astern thrust.
does not open and the outboard filO is held in the down position.

Incidentally, during deceleration or braking, the outboard motor 10 is held in its down position without jumping up, in the same manner as in the above-mentioned backward cruising.

In the case of collision with an obstacle while traveling forward during the above-mentioned normal traveling, the pressure in the first chamber 23 will abnormally increase due to the impact force, so as shown in FIG.
opens, the oil in the first chamber 23 is transferred to the second chamber 24, the piston rod 21 extends relative to the cylinder 20, the outboard motor 10 jumps up, and the impact force is absorbed. At this time, the first
The increased pressure in chamber 23 opens third check valve 37 and then returns valve 38 as described above. As described above, this open state of the return valve 38 continues for a certain period of time after the above-mentioned flip-up. Therefore, when the pressure in the second chamber 24 increases due to the dead weight of the outboard motor 10 after the above-mentioned impact force is released, the oil in the second chamber 24 is removed from the first opening/closing device 32) as shown in FIG. Or, via the return valve 38 and the communication path 39, the first check valve 31
is transferred to the first chamber 23, and by contracting the piston rod 21 against the cylinder 20, the outboard 4j
Return J10 to the down position before jumping up.

Next, the operation during shallow water navigation will be explained.

During shallow M navigation, as shown in Fig. 6, the first opening/closing device 3
2 is closed, and the second opening/closing device 34 is opened. Therefore, when the outboard motor 10 is manually pulled up to an arbitrary intermediate tilt-up position, the oil in the first chamber 23 is
As shown by the solid line arrow in the figure, the piston rod 21 is transferred to the second chamber 24 through the second check valve 33 and the second opening/closing device W34, and the piston rod 21 is extended to a predetermined extended position relative to the cylinder 20. However, after the above-mentioned lifting force was released, the outboard motor 10
The pressure inside the second chamber 24 increases due to the weight of the outboard motor 1, but the relief valve 28 does not open due to this level of pressure increase, and the outboard motor 1
0 is held in said arbitrary intermediate tilt-up position, ie, shallow water navigation position.

Incidentally, when landing, the outboard motor 10 can be tilted up in the same way as when cruising in shallow water.

When traveling forward during shallow water travel, the pressure within the second chamber 24 increases due to forward thrust.

However, under conditions where the forward thrust is small, the second chamber 2
The pressure inside the outboard motor 4 does not exceed the opening pressure of the relief valve 28, and therefore the outboard motor 10 is maintained at the shallow water cruising position. When the forward thrust becomes large and the pressure in the second chamber 24 exceeds the opening pressure of the relief valve 28, the oil in the second chamber 24 passes through the relief valve 28 and flows into the first chamber as shown by the broken line arrow in FIG. The outboard motor 10 is moved to the room 23, and the outboard motor 10 is lowered from its shallow water cruising position to the normal cruising down position;
It will be in normal sailing condition.

When traveling in reverse during shallow water travel, the pressure in the first chamber 23 increases due to the backward thrust.

However, when the reverse thrust is small and the pressure rise in the first chamber 23 is small, the oil in the first chamber 23 is not transferred to the second chamber 24 side, and the outboard motor 10 It is held in the shallow water navigation position. When the reverse thrust becomes large and the pressure rise in the first chamber 23 becomes large, the oil in the first chamber 23 flows to the second check valve 3.
3. The outboard motor 10 is transferred to the second chamber 24 via the second opening/closing device 34, and the outboard motor 10 is displaced upward from the shallow water cruising position.

However, if a large forward thrust is applied to the outboard motor 10 after the outboard motor 10 is displaced from the shallow water cruising position to the up side, the outboard motor 10 will immediately move down to the down position in normal cruising. It is possible.

If the outboard motor 10 collides with an obstacle during forward cruising during the shallow water cruising, the outboard motor 10 is flipped up from its shallow water cruising position in substantially the same way as the flip-up operation during normal cruising. That is, when the pressure in the first chamber 23 rises abnormally due to an impact force caused by a collision with an obstacle, the absorber valve 27 opens and the oil in the first chamber 23 flows into the second chamber 24, as shown in FIG. Then, the piston rod 21 extends with respect to the cylinder 2o, and the outboard motor 10 is lifted upward from its shallow water cruising position. At this time, the first room 23
The return valve 38 is opened in the manner described above due to the increased pressure inside, and the open state of the return valve 38 is maintained for a certain period of time after the above-mentioned flip-up operation. Therefore, when the pressure in the second chamber 24 increases due to the dead weight of the outboard motor 1o after the above-mentioned impact force is released, the oil in the second chamber 24 is drained through the return valve 38 and the communication path, as shown in FIG. 39, the first through the first check valve 31
The piston rod 21 is transferred to the chamber 23 and the piston rod 21 is moved to the cylinder 20.
This allows the outboard motor 10 to be restored to its shallow water cruising position.

In addition, in the event of a collision with an obstacle during shallow water navigation, the second
Since the opening/closing device 34 is in the open state, some of the oil transferred from the first chamber 23 to the second chamber 24 when absorbing the impact force is transferred to the second chamber 24.
The oil passes through the check valve 33 and the second opening/closing device 34, and therefore, compared to when all the oil in the first chamber 23 is transferred to the second chamber 24 via the absorber valve 27 as during normal cruising. As a result, the shock absorption ability is slightly reduced.

When traveling in shallow water, if a collision occurs with an obstacle while traveling in reverse, the pressure in the second chamber 24 will abnormally increase.
As shown by the broken line in FIG. 6, the relief valve 28 opens, transfers the oil in the second chamber 24 to the first chamber 23, and contracts the piston rod 21 with respect to the cylinder 20, thereby reducing the outboard motor 10. falls down from that shallow 11th position and absorbs the impact force.

In the above embodiment, the first opening/closing device 32 and the second opening/closing device 34 are interlocked to provide a combination of opening and opening or closing and opening between them. However, the first opening/closing device 32 and the second opening/closing device 34 do not necessarily have to be interlocked, and even if they are given a combination of open and open or close and lock, the above-mentioned tilt lock functions will be hindered. Never. In particular, the first switching device 32 and the second switching device 34
In addition, when providing a combination of closing and closing, (1) even if the pressure in the first chamber 23 increases greatly due to the large backward thrust during backward cruising, the second opening/closing device 34 Since the oil in the first chamber 23 is closed, the oil in the first chamber 23 is not transferred to the second chamber 24, and the outboard motor 10 is held in its shallow water cruising position and cannot be displaced further upward. (2) In the case of collision with an obstacle during forward cruising during shallow water cruising, the second opening/closing device 34 is closed, so all the oil in the first chamber 23 is drained away from the absorber valve 27. The shock absorption capacity is therefore not reduced.

As described above, the outboard motor IO includes a cylinder 20 containing hydraulic oil and a piston rod 21 inserted into the cylinder 20.
Since the outboard motor 10 is locked and unlocked by the locking mechanism, the structure can be simplified and the various functions described above can be satisfied.

[Effects of the Invention] According to the tilt lock device of the present invention, the main body of the propulsion unit is locked and unlocked by a cylinder containing working fluid and a piston rod inserted therein, so that the structure can be simplified. In addition, it is possible to satisfy various functions required for a tilt lock device.

[Brief explanation of the drawing]

Fig. 1 is a side view showing an outboard motor to which an embodiment of the present invention is applied, Fig. 2 is a side view showing an enlarged main part of Fig. 1, and Figs. 3 to 8 are the same. FIG. 3 is a circuit diagram showing different operating states of the operating circuit of the tilt lock device according to the embodiment. DESCRIPTION OF SYMBOLS 11... Hull, 12... Clamp bracket, 14... Swivel bracket, 20... Cylinder, 21... Piston rod, 22... Piston, 23... First chamber, 24... - Second chamber, 25... First passage, 27... Absorber valve, 30... Second bypass valve, 33... Second check valve, 34... Second opening/closing device. Figure 3

Claims (4)

[Claims] (1) A cylinder that is rotatably supported by one of the clamp bracket and swivel bracket that attaches and supports the marine propulsion unit to the hull and accommodates working fluid; a piston rod rotatably supported on one side; a first chamber connected to the piston rod and slidably fitted into the cylinder; the inside of the cylinder is compressed by an external force acting on the rod in the withdrawal direction; and a piston partitioned into two chambers, the other second chamber, a plurality of communication passages communicating the first chamber and the second chamber, and a piston disposed in at least one communication passage, the pressure of the first chamber being equal to or higher than a predetermined value. It opens when it rises, allowing the compressed working fluid in the first chamber to escape to the other second chamber, and
An absorber valve that prevents movement of working fluid from the chamber to the first chamber, and a communication path other than the communication path in which the absorber valve is disposed, and when the pressure in the first chamber is at least below a predetermined level,
A tilt lock device for a marine propulsion device, which includes a switching valve that allows selection of either a state that prevents movement of working fluid from the first chamber to the second chamber or a state that allows movement of the working fluid. . (2) In claim 1, the external energy that changes the piston rod from the extended state to the advanced state is stored, and the stored external energy is used as the working fluid moves from the second chamber to the first chamber. A tilt-lock device for a marine propulsion device, which is equipped with a tilt-up load reduction means that applies a force in the withdrawal direction to a rod based on the tilt-up load reduction means. (3) In claim 2, the tilt-up load reducing means is configured to act on a gas whose pressure is higher than atmospheric pressure at least when the piston rod is in the inserted state, and which exerts a force in the withdrawal direction on the piston from the second chamber side. Tilt lock device for marine propulsion equipment. (4) A tilt lock device for a marine vessel propulsion device according to claim 3, in which gas is contained in a cylinder.