JPH032120B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a tilt lock device suitable for use in marine propulsion devices such as outboard motors and inboard/outboard motors.

Marine propulsion systems are generally equipped with a propulsion state switching device such as a forward/reverse switching device operated by a shift lever, and the propulsion state can be changed to forward, neutral, or forward.
Alternatively, it can be set to forward, neutral, or reverse.

In addition, the marine propulsion device is rotatably supported by either a clamp bracket or a swivel bracket that enables the main body of the propulsion device to be supported on the hull, and is rotatably supported by a cylinder that accommodates hydraulic oil and the other of the two brackets. a piston rod that is supported by the piston rod and is extendably inserted into the cylinder; and a piston rod that is fixed to the end of the piston rod in the cylinder and defines a first chamber on the side where the piston rod is accommodated and a second chamber on the side where the piston rod is not accommodated in the cylinder. a piston, a bypass passage that bypasses the piston and communicates a first chamber and a second chamber in the cylinder, and is interposed in the bypass passage,
Equipped with a tilt lock device having a switch device that can switch the state of transfer of hydraulic oil between the first chamber and the second chamber, the operating mode of the tilt lock device is promoted by switching operation of the switch device. Some are capable of being switched to different states that suit each propulsion state of the aircraft.

However, the conventional tilt lock device requires a switching operation of the opening/closing device independent of the switching operation of the propulsion state using the shift lever, which complicates the operating operation of the propulsion device.

SUMMARY OF THE INVENTION An object of the present invention is to provide a tilt lock device that can automatically switch and set the operating mode of the tilt lock device in response to a change in the propulsion state of a propulsion device.

In order to achieve the above object, the present invention includes a cylinder rotatably supported by one of a clamp bracket or a swivel bracket that enables the main body of the propulsion unit to be supported on the ship's hull, and containing hydraulic oil; a piston rod rotatably supported by the cylinder and extendably inserted into the cylinder;
A piston is fixed to an end of the piston rod in the cylinder and defines a first chamber in the cylinder on the side where the piston rod is accommodated and a second chamber on the side where the piston rod is not accommodated.
A marine propulsion device having a bypass passage that communicates a chamber and a second chamber, and a switching device that is interposed in the bypass passage and that makes it possible to switch the state of movement of hydraulic oil between the first chamber and the second chamber. In the tilt lock device, a shift lever that enables switching operation of the propulsion state of the propulsion unit body and an operating part of the opening/closing device are interlocked, and the switching operation applied to the shift lever can also switch the opening/closing device. This is how it works.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a side view showing an outboard motor 1 to which a first embodiment of the present invention is applied, and FIGS. 2 to 4 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 3 is fixed to the hull 2, and a swivel bracket 5 is pivotally attached to the clamp bracket 3 via a tilt shaft 4 so as to be rotatable around a substantially horizontal axis. A propulsion unit 6 serving as a main body of the propulsion device in the present invention is pivotally attached to the swivel bracket 5 via a steering shaft (not shown) so as to be rotatable about the steering shaft. An engine unit 7 is mounted above the propulsion unit 6. The output of the engine unit 7 is transmitted to a propeller 11 via a drive shaft 8, a forward/reverse switching device 9, and a propeller shaft 10, causing the propeller 11 to rotate forward or reverse, thereby enabling the hull 2 to move forward or backward.

The forward/reverse switching device 9 includes a shift lever 12 that can be operated to switch between three positions: a forward position (F), a neutral position (N), and a reverse position (R), and a propulsion unit 6 connected to the shift lever 12. The shift rod 13 moves up and down inside the shift rod 13, and the shift cam 14 is connected to the lower end of the shift rod 13. The shift cam 14 has a forward cam surface, a neutral cam surface, and a reverse cam surface corresponding to each of the switching operation positions of the shift lever 12, and moves the dog clutch 15, which is integrated with the propeller shaft 10 in the rotational direction, into the forward position and the neutral position. It can be driven to three positions: and reverse position. In its forward position, the dog clutch 15 selectively engages with a forward gear 17 that is always in mesh with the drive gear 16 to rotate the propeller 11 forward, and in its forward position, the dog clutch 15 selectively engages with a forward gear 17 that is always in mesh with the drive gear 16 and rotates the propeller 11 forward. The propellers 11 can be rotated backwards by selectively meshing with each other.

Note that a plurality of insertion holes 19A are provided at the lower part of the clamp bracket 3 to allow the locking pins 19 to be selectively inserted, and the lower front edge of the swivel bracket 5 is locked by the locking pins 19. However, the outboard motor 1 can be held in a down position at a predetermined angle with respect to forward thrust.

The end of the cylinder 20 is rotatably supported on one of the clamp bracket 3 or the swivel bracket 5, for example the clamp bracket 3 in this embodiment. Both brackets 3 above,
5, for example, in this embodiment, the swivel bracket 5 rotatably supports the tip of a piston rod 21 which is extendably inserted into the cylinder 20. Inside the cylinder 20, a main piston 22 which is fixed to the end of the piston rod 21 and constitutes a piston in the present invention opens 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. First chamber 23 and second chamber 24
contains oil as a working fluid. Note that a free piston 25 disposed close to the main piston 22 is housed in the second chamber 24 .
The free piston 25 has a second chamber 24, a second chamber 24A on the main piston side, and a second chamber 24A on the side opposite to the main piston.
It is divided into B.

In the main piston 22 of the piston rod 21, a first passage 26 and a second passage 27 are arranged in parallel with each other, allowing communication between a first chamber 23 and a second chamber 24, respectively. An absorber valve 28 is provided in the first passage 26.
is interposed. The absorber valve 28 opens when the pressure within the first chamber 23 abnormally increases and the increased pressure reaches a predetermined pressure value or higher, such as under the action of an impact force due to a collision with an obstacle. 1st
The oil in the chamber 23 can be transferred to the second chamber 24A on the main piston side. A return valve 2 is provided in the second passage 27.
9 is interposed. After absorbing the impact force caused by the collision with an obstacle, the return valve 29 opens the second valve on the main piston side under the action of the weight of the tilted outboard motor body.
The valve can be opened when the pressure within the chamber 24A reaches a predetermined pressure value or higher. Further, the free piston 25 is provided with a passage 30 that allows communication between the main piston side second chamber 24A and the non-main piston side second chamber 24B, and the passage 30 is provided with a relief valve 31.
is interposed. The relief valve 31 is configured to reduce the pressure in the second chamber 24B on the side opposite to the main piston when a forward thrust of a predetermined level or more is applied during shallow water navigation in which the propulsion unit 15 is held at an arbitrary intermediate tilt-up position. The valve can be opened when the pressure rises abnormally and reaches a predetermined pressure value or higher.

The first chamber 23 in the cylinder 20 and the second chamber 24B on the side opposite to the main piston can communicate with each other by a bypass passage 32 that bypasses the main piston 22. The bypass path 32 is provided with the following switching device. That is, the bypass passage 32 includes a first check valve 33 that allows the transfer of hydraulic oil from the second chamber 24B on the side opposite to the main piston to the first chamber 23, and a second check valve 33 that allows the transfer of hydraulic oil from the second chamber 24B on the side opposite to the main piston to the second chamber 24B on the side opposite to the main piston. Second check valves 34 are interposed in series with each other to allow transfer of hydraulic oil to 24B. The first check valve 33 and the second check valve 34 are opened and closed by the operation of a switching lever 35 as an operating part of the opening/closing device.
It is possible to switch the transfer state of hydraulic oil within the tank.

Here, the switching lever 35 is operatively connected to the shift lever 12 of the forward/reverse switching device 9 via a cable 37 inserted through the outer tube 3. Note that one end of the outer tube 36 is fixed to the cylinder 20 by a fixed stay 36A,
The other end is fixed in place on the engine unit 7 by a fixture 36B.

That is, when the shift lever 12 is switched to the forward position, the switching lever 35 is automatically set to the forward position shown in FIG. By setting the valve body 33A, the valve body 33A is pushed up from its valve seat, the first check valve 33 is opened to stop its check function, and the rod 42 is opened by the base surface 41 of the cam 38.
is set to the retracted position, the valve body 34A is seated on the valve seat, the second check valve 34 is closed without stopping its check function, and the permissible transfer direction of the bypass passage 32 is changed from the first chamber 23 to the second check valve 34. Only the direction toward the second chamber 24B on the side opposite to the main piston is assumed.

Furthermore, when the shift lever 12 is switched to the neutral position, the switching lever 35 is automatically set to the third position.
Both check valves are set at the neutral position shown in the figure, and both rods 40 and 42 are set at the protruding position by the bulging surface 39 of the cam 38 to push up both valve bodies 33A and 34A from their valve seats. 33 and 34 are opened to stop their non-return function, and the first chamber 23 is opened.
It is possible to form a state in which oil can be freely transferred between the main piston side second chamber 24B and the second chamber 24B on the side opposite to the main piston.

Furthermore, when the shift lever 12 is switched to the reverse position, the switching lever 35 is automatically moved to the fourth position.
The rod 40 is set to the retracted position by the base surface 41 of the cam 38 as shown in the figure, the valve body 33A is seated on the valve seat, and the check function of the first check valve 33 is stopped. Never close and cam 3
By setting the rod 42 to the protruding position by the bulging surface 39 of the second check valve 34 and pushing the valve body 34A up from its valve seat, the second check valve 34 is opened to stop its check function, and the bypass passage 32 is opened. The permissible transfer direction is only the direction from the second chamber 24B on the side opposite to the main piston toward the first chamber 23.

Note that a gas chamber 44 is communicated via a communication path 43 between a portion of the bypass path 32 where the first check valve 33 is installed and a portion where the second check valve 34 is installed. ing. The gas chamber 44 is connected to the separation piston 4
5, so that hydraulic oil can be accommodated on the side of the communication path 43 of the separation piston 45, and working gas can be accommodated on the side opposite to the communication path 43. The working gas contained in the gas chamber 44 can compensate for the increase and decrease in volume within the cylinder 20 as the piston rod 21 advances and retreats with respect to the first chamber 23 of the cylinder 20 by expanding and contracting.

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

First, during forward travel when the shift lever 12 is switched to the forward position, as shown in FIG. The valve 33 is set to an open position that stops its check function, and the second check valve 34 is set to a closed position that does not stop its check function. Only the direction from the main piston side toward the second chamber 24B.

Therefore, during this forward cruising, the outboard motor 1
The front edge of the swivel bracket 5 is locked to a locking pin 19 supported by the clamp bracket 3 to hold the propulsion unit 6 in its down position to enable normal forward travel. As shown below, forward shallow water navigation is also possible. That is, when the propulsion unit 6 is manually pulled up to an arbitrary intermediate tilt-up position in the forward traveling state, the hydraulic fluid in the first chamber 23 is discharged from the first check valve 33.
and the second valve on the opposite side of the main piston via the second check valve 34.
The piston rod 21 is transferred to the chamber 24B, 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 1
A compressive force acts on the piston rod 21 due to its own weight, and the pressure in the second chamber 24B on the side opposite to the main piston increases.
1 is not opened, and the propulsion unit 6 is held in an arbitrary intermediate tilt-up position, i.e. a forward shoal navigation position. Here, hydraulic oil corresponding to the volume of the piston rod 21 withdrawn from the cylinder 20 is replenished from the gas chamber 44 side through the second check valve 34 into the second chamber 24B on the side opposite to the main piston.

In addition, when the propulsion unit 6 collides with an obstacle during forward cruising set to the normal cruising position or shallow water cruising position as described above, the impact force resulting from the collision with the obstacle piston rod 21
A large tensile force acts on the first chamber 23, the pressure inside the first chamber 23 increases abnormally, the absorber valve 28 opens, and the first
The hydraulic oil in the chamber 23 is transferred to the second chamber 24A on the main piston side, the piston rod 21 is extended with respect to the cylinder 20, and the propulsion unit 6 is flipped upward. After absorbing the above impact force, the propulsion unit 6
When a compression force acts on the piston rod 21 due to its own weight and the pressure in the main piston side second chamber 24A increases, the hydraulic oil in the main piston side second chamber 24A is returned to the first chamber 23 via the return valve 29. The piston rod 21 is retracted relative to the cylinder 20, allowing the propulsion unit 6 to return to its shallow water cruising position. In addition, in this first embodiment, since the first check valve 33 has stopped its check function, a part of the hydraulic fluid in the first chamber 23 flows into the first check valve 33 and the second check valve. Although the free piston 25 passes through the stop valve 34 and is transferred to the second chamber 24B on the side opposite to the main piston, the free piston 25 remains at a substantially constant position before and after absorbing the shock caused by the collision with the obstacle, and therefore the cylinder The return position of the piston rod 21 relative to the piston rod 20 after absorbing the shock can be made to substantially match the resting position of the piston rod 21 before absorbing the shock. Furthermore, when the propulsion unit 6 is set at the above-mentioned shallow water cruising position, for example, when a forward thrust at a predetermined position is applied, a large compressive force is applied to the piston rod 21, and the second chamber on the side opposite to the main piston is 24B increases excessively, the relief valve 31 is opened, and the return valve 2 is opened.
9 is also opened, and the hydraulic oil in the second chamber 24B on the side opposite to the main piston passes through the second chamber 24A on the main piston side and flows into the first chamber 23.
The piston rod 21 enters the cylinder 20, and the propulsion unit 6 moves down to the down position, entering the normal running state. Here, the hydraulic oil corresponding to the volume of the piston rod 21 that has entered the cylinder 20 is absorbed into the gas chamber 44 via the first check valve 33.

Next, when the shift lever 12 is set to the neutral position, as shown in FIG. 33 and the second check valve 34 are opened to stop their check function,
The hydraulic oil in the cylinder 20 can be freely transferred in any direction between the first chamber 23 and the second chamber 24B on the side opposite to the main piston. Therefore, if the propulsion unit 6 is set to the shallow water cruising position during forward cruising, the propulsion unit 6 will be moved from the shallow water cruising position to the down position when the shift lever 12 is switched to the neutral position. Tilt down is possible.

Next, when traveling in reverse with the shift lever 12 set to the reverse position, as shown in FIG. The valve 33 is closed without stopping its check function, and the second check valve 3 is closed.
4 is opened to stop the non-return function, and the permissible transfer direction of the bypass passage 32 is set to the second chamber 24 on the side opposite to the main piston.
Only the direction from B toward the first chamber 23 is assumed.

That is, during the subsequent cruise, the outboard motor 1:
The front edge of the swivel bracket 5 is locked to a locking pin 19 supported by the clamp bracket 3 to hold the propulsion unit 6 in its down position. When traveling in reverse with the propulsion unit 6 held in the down position, a tensile force acts on the piston rod 21 due to the backward thrust and the pressure in the first chamber 23 increases. The absorber valve 28 will not open if the pressure increases to a certain extent, and the presence of the non-return function of the first check valve 33 allows the propulsion unit 6 to be stably held in the above-mentioned down position.

Note that in the first embodiment, it is not necessary to provide the separation piston 45 in the gas chamber 44, but since the separation piston 45 is provided in the gas chamber 44 in this embodiment, the gas chamber 44 does not necessarily have to be provided with the separation piston 45. The working gas in 44 does not move to the second chamber 24B or the first chamber 23 on the side opposite to the main piston. Therefore,
Without the working gas flowing into the second chamber 24B on the side opposite to the main piston, it is possible to reliably and stably hold the propulsion unit 6 at any intermediate tilt position during forward travel. In addition, the working gas does not flow into the first chamber 23, and therefore, it is possible to reliably prevent the propulsion unit 6 from floating up to the tilt-up side when the outboard motor 1 suddenly decelerates or when the outboard motor 1 is running in reverse. becomes.

Further, in the first embodiment, the second chamber 24
Although the case where the free piston 25 is provided has been described, the free piston 25 does not necessarily need to be provided.

5 to 7 are circuit diagrams showing different operating states of the tilt lock device operating circuit according to the second embodiment of the present invention.

The tilt lock device according to the second embodiment includes a cylinder 51 which is rotatably supported by either the clamp bracket 3 or the swivel bracket 5 which enables the propulsion unit 6 to be supported on the hull 2, and which houses hydraulic oil; A piston rod 52 is rotatably supported by the other of the brackets 3 and 5 and is telescopically inserted into the cylinder 51. It has a piston 55 defining a first chamber 53 and a second chamber 54 on the side where the piston rod 52 is not accommodated.

Furthermore, the first chamber 53 and the second chamber 5 in the cylinder 51
4 can be communicated with by a bypass passage 56 that bypasses the piston 55, and the bypass passage 56
is opened and closed by the following opening/closing device, and the permissible transfer direction of hydraulic oil can be changed. That is,
The bypass passage 56 includes a passage from the second chamber 54 to the first chamber 53.
A first check valve 57 that allows the transfer of hydraulic oil from the first chamber 53 to the second chamber 54 and a second check valve 58 that allows the transfer of the hydraulic oil from the first chamber 53 to the second chamber 54 are interposed in series with each other. ing. Both check valves 57 and 58 can be opened and closed by operating a switching lever 29 as an operating part of the opening/closing device.

Here, the switching lever 59 is operatively connected to the shift lever 12 via the cable 37 inserted through the outer tube 36, as in the first embodiment. That is, shift lever 1
2 is switched to the forward position, the switching lever 59 is set to the forward position shown in FIG.
64 to the protruding position and both valve bodies 57A, 58A
By pushing up from the valve seat, both check valves 57 and 58 are opened so that their check function is stopped, and a state in which oil is freely transferred between the first chamber 53 and the second chamber 54 can be created. shall be.

When the shift lever 12 is set to the neutral position, the switching lever 59 is set to the neutral position shown in FIG. By pushing up the body 57A from its valve seat, the first check valve 5
7 is opened to stop its check function, the rod 64 is set to the retracted position by the base surface 65 of the cam 60, the valve body 58A is seated on the valve seat, and the second check valve 5 is opened.
8 is closed so that its non-return function does not stop,
The permissible transfer direction in the bypass path 56 is set to the first chamber 5.
3 to the second chamber 54 only.

When the shift lever 12 is set to the reverse position, the switching lever 59 is set to the reverse position shown in FIG. The body 57A is seated on the valve seat, the first check valve 57 is closed without stopping its check function, and the bulging surface 6 of the cam 60 is closed.
1 sets the rod 64 to the protruding position and pushes the valve body 58A up from its valve seat, thereby opening the second check valve 58 so that its check function stops;
The allowable transfer direction of the bypass path 56 is only the direction from the second chamber 54 to the first chamber 53.

In this second embodiment, as in the first embodiment, a gas chamber 44 containing a separation piston 45 is connected to the bypass passage 56 via a communication passage 43.

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

First, during forward cruising when the shift lever 12 is set to the forward position, as shown in FIG. 57 and 2nd
Check valves 58 are set open to disable their check function.

Therefore, during this forward cruising, the outboard motor 1:
The front edge of the swivel bracket 5 is locked to a locking pin 19 supported by the clamp bracket 3, and the forward thrust is supported by the locking pin 19.
The propulsion unit 6 is held in the down position.

Note that in the case of colliding with an obstacle during the above-mentioned forward cruising, the pressure in the first chamber 53 will rise abnormally, so the hydraulic fluid in the first chamber 53 will flow into the bypass path 56.
The piston rod 5 is transferred to the second chamber 54 through
2 extends relative to the cylinder 51, and the propulsion unit 6 springs up. At this time, the impact force is absorbed by the throttles of both check valves 57 and 58 interposed in the bypass path 56. Furthermore, after absorbing this impact force,
When the weight of the outboard motor 1 exerts a compressive force on the piston rod 52 and the pressure in the second chamber 54 increases, the hydraulic oil in the second chamber 54 is returned to the first chamber 53 via the bypass passage 56. , the piston rod 52 is retracted relative to the cylinder 51, and the propulsion unit 6
It bounces up and returns to its previous down position.

Next, when the shift lever 12 is set to the neutral position, as shown in FIG. is open to stop its check function, the second check valve 58 is closed without stopping its check function, and the bypass path 56 is closed to stop its check function.
The allowable transfer direction is from the first chamber 53 to the second chamber 5.
Only in the direction toward 4. That is, in this neutral state, the propulsion unit 6 can be tilted up and held at any tilted up position. Note that when tilting down the propulsion unit 6 that has been tilted up as described above, the shift lever 12 is switched to the forward position while the engine is stopped, and the first check valve 57 and the second check valve 58 are opened.
It is sufficient to obtain the operating mode shown in FIG. 5 in which both are open.

Next, when traveling in reverse with the shift lever 12 set to the reverse position, as shown in FIG. The valve 57 is closed without stopping its check function, the second check valve 58 is closed so as to stop its check function, and the permissible transfer direction of the bypass passage 56 is changed from the second chamber 54 to the first chamber. Only the direction toward the chamber 53 is assumed.

That is, during this backward cruising, a tensile force acts on the piston rod 52 and the pressure in the first chamber 53 increases, but due to the non-return function of the first check valve 57, the propulsion unit 6 is prevented from moving against the swivel bracket 5. is held in its down position by locking its front edge into a locking pin 19 supported on the clamp bracket 3.

In the second embodiment, it is not necessary to provide the separation piston 45 in the gas chamber 44, but since the separation piston 45 is provided in the gas chamber 44 in this embodiment, the gas chamber 44 does not necessarily have to be provided with the separation piston 45. The working gas in 44 does not flow into the first chamber 53. Therefore, it is possible to reliably prevent the propulsion unit from floating toward the tilt-up side when the outboard motor suddenly decelerates or when the outboard motor is running astern.

As described above, the tilt lock device for a marine propulsion device according to the present invention is provided between a shift lever that can switch the propulsion state of the propulsion device body, and a first chamber and a second chamber defined in a cylinder. The operating part of the opening/closing device that can switch the state of transfer of hydraulic oil in the shift lever is interlocked with the operating part of the opening/closing device, so that the opening/closing device can also be switched by a switching operation applied to the shift lever. Therefore, in accordance with the switching operation of the shift lever, the opening/closing device is also switched, and the transfer state of hydraulic oil between the first chamber and the second chamber is switched, and the operating mode of the tilt lock device is automatically switched and set. It becomes possible to do so.

[Brief explanation of drawings]

FIG. 1 is a side view showing an outboard motor to which the first embodiment of the present invention is applied, FIGS. 2, 3, and 4.
The figures are circuit diagrams showing the operating circuit of the tilt lock device according to the first embodiment of the present invention in different operating states, and FIGS. 5, 6 and 7 are circuit diagrams of the tilt lock device according to the second embodiment of the present invention. FIG. 3 is a circuit diagram showing the operating circuit in different operating states; 2...hull, 3...clamp bracket, 5...
...Swivel bracket, 6...Propulsion unit, 7
...Engine unit, 9...Forward/forward switching device,
12...Shift lever, 20,51...Cylinder, 21,52...Piston rod, 22,55
... Piston, 23,53 ... First chamber, 24,5
4...Second chamber, 32,56...Bypass path, 3
3,57...First check valve, 34,58...Second
Check valve, 35, 59...switching lever.

Claims (1)

[Claims] 1 A cylinder rotatably supported by one of a clamp bracket or a swivel bracket that allows the propulsion unit to be supported on the ship's hull and containing hydraulic oil; a piston rod that is extendably inserted, a piston that is fixed to an end of the piston rod in the cylinder and defines a first chamber on the side where the piston rod is accommodated and a second chamber on the side where the piston rod is not accommodated in the cylinder; and a piston that bypasses the piston. a bypass passage that connects a first chamber and a second chamber in the cylinder; and a switch device that is interposed in the bypass passage and is capable of switching the transfer state of hydraulic oil between the first chamber and the second chamber. In the tilt lock device for a marine propulsion device, a shift lever that enables switching operation of the propulsion state of the propulsion device body and an operating portion of the opening/closing device are interlockably connected, and the switching operation applied to the shift lever causes the shift lever to switch the propulsion state of the propulsion device body. A tilt lock device for a marine propulsion device, characterized in that the opening/closing device can also be switched.