JP4546840B2 - Outboard motor steering system - Google Patents

Description

  The present invention relates to an outboard motor steering apparatus.

  Conventionally, as an outboard motor steering device, a hydraulic pump (helm pump) is connected to a steering wheel arranged in a hull, and a hydraulic actuator is connected to a steering shaft of the outboard motor to steer the steering wheel. A technique in which a hydraulic pump is driven to operate a hydraulic actuator and thus an outboard motor is steered is widely known.

  However, in the above-described conventional steering device, the hydraulic pump for the steering wheel is connected to the hydraulic actuator of the outboard motor via the oil passage, so that it is necessary to lay the oil passage on the hull, and the installation work is complicated. There was a problem of becoming. In addition, the steering wheel operating load varies depending on the size of the hull, outboard motor, ship speed, etc., and the maximum steering angle range of the steering wheel varies according to the maximum steering angle of the outboard motor. It was not always possible to obtain a comfortable operation feeling.

In recent years, as a technique for solving such a problem, a steering device has been proposed in which the mechanical connection between the steering wheel and the steering mechanism is disconnected. Specifically, an actuator is connected to the steering shaft of the outboard motor, and a steering angle sensor for detecting the steering angle of the steering wheel is provided, and the driving of the actuator is controlled based on the detected value of the steering angle sensor. A technique (electronic steering mechanism) has been proposed (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 2002-187597 (paragraphs 0011, 0025, 0027, FIG. 1, etc.)

  By the way, when the mechanical connection between the steering wheel and the steering mechanism is cut off as in Patent Document 1 described above, the operation load on the steering wheel becomes excessively light, and therefore a hydraulic damper such as a rotary damper is provided on the steering wheel. It is necessary to increase the operating load by connecting a mechanism and a reduction gear mechanism such as a gear train.

  In addition, since the mechanical connection between the steering wheel and the outboard motor is broken, the problem that it is difficult for the operator to recognize that the outboard motor has been steered to the maximum steering angle is eliminated. Therefore, a mechanical stopper mechanism is provided in the above-described reduction gear mechanism so that the steering (rotation) is restricted when the steering wheel is steered by a predetermined amount.

  However, when the stopper mechanism is provided integrally with the reduction gear mechanism, the configuration becomes complicated and the reduction gear mechanism becomes large, and the degree of freedom in the layout near the steering wheel that connects it is limited. Inconvenience arises.

  In addition, when the conventional steering device is changed to an electronic steering mechanism, it is necessary to newly install the above-described reduction gear mechanism and the like, but there is no space for installing such a large reduction gear mechanism near the steering wheel. Many. Even if there is a space for attaching the reduction gear mechanism, the installation work is complicated, for example, it is necessary to process the attachment portion of the steering wheel in accordance with the shape (flange size, etc.) of the attachment portion of the reduction gear mechanism.

  Therefore, the object of the present invention is to solve the above-mentioned problems, and while always having a simple configuration, it is possible to always obtain a good operation feeling, and to increase the degree of freedom of the layout near the steering wheel, so that an existing steering device can be obtained. It is an object of the present invention to provide an outboard motor steering apparatus that can be easily mounted even when the engine is changed to an electronic steering mechanism.

  In order to solve the above-mentioned object, in the first aspect of the present invention, the outboard motor steering apparatus is displaced by hydraulic oil supplied via a hydraulic pump in response to rotation of a steering wheel disposed in the hull. A hydraulic damper mechanism that applies friction to the rotation of the steering wheel and restricts a steering angle range by the rotation of the steering wheel; and a hydraulic circuit that connects the hydraulic pump and the hydraulic damper mechanism to supply hydraulic oil; Steering angle detection means for detecting a steering angle from a displacement amount of a movable part of the hydraulic damper mechanism, and an actuator connected to a steering shaft of the outboard motor based on the detected steering angle to drive the outboard A steering mechanism for steering the machine, and the hydraulic damper mechanism, the hydraulic circuit, and the steering angle detecting means are integrated into a unit. Form was.

  In the outboard motor steering apparatus according to a second aspect, the hydraulic circuit includes a variable flow rate adjusting valve that adjusts a flow rate of the hydraulic oil supplied to the hydraulic damper mechanism.

  In the outboard motor steering apparatus according to claim 3, the hydraulic damper mechanism is configured to include a steering angle range changing mechanism that changes the steering angle range by adjusting a maximum displacement amount of the movable part. did.

  In the outboard motor steering apparatus according to a fourth aspect, the hydraulic pump is arranged separately from the unitized hydraulic damper mechanism, hydraulic circuit, and steering angle detecting means.

  In the outboard motor steering apparatus according to claim 1, a hydraulic damper mechanism that applies friction to the rotation of the steering wheel and restricts a steering angle range by the rotation of the steering wheel, and a hydraulic pump and a hydraulic damper mechanism are connected. And a steering angle detecting means for detecting a steering angle from a displacement amount of a movable part of the hydraulic damper mechanism, and driving an actuator of the steering shaft of the outboard motor based on the detected steering angle. Since the machine is configured to be steered, the operation load of the steering wheel can be appropriately increased while being simple, and the rotation is restricted when the steering wheel is steered (rotated) by a predetermined amount. Therefore, it is possible to always obtain a good operation feeling. In addition, since the hydraulic damper mechanism, the hydraulic circuit, and the steering angle detecting means are integrated into a unit, the space required for arranging them can be reduced, and thus the layout near the steering wheel can be freely set. The degree (freedom of attachment) can be increased. In addition, when an existing steering device is changed to an electronic steering mechanism, even if the space near the steering wheel is relatively narrow, there is a space necessary for arranging the hydraulic damper mechanism, the hydraulic circuit, and the steering angle detection means. Since it is reduced as a unit, it can be assembled easily. Further, when an existing steering device is changed to an electronic steering mechanism, an existing hydraulic pump can be used, which is advantageous in terms of cost.

  In the outboard motor steering apparatus according to claim 2, the hydraulic circuit is configured to include a variable flow rate adjusting valve that adjusts the flow rate of the hydraulic oil supplied to the hydraulic damper mechanism. Since it is configured to freely adjust (set) the friction, in addition to the effects described above, it is possible to freely adjust the steering wheel operating load that changes according to the friction of the hydraulic oil. More can be obtained.

  In the steering apparatus for an outboard motor according to claim 3, the hydraulic damper mechanism changes the steering angle range by adjusting the maximum displacement amount of the movable part of the hydraulic damper mechanism to change the steering angle range by rotating the steering wheel. In addition to the effects described above, the maximum steering angle range (lock-to-lock) of the steering wheel can be changed (adjusted) to a value desired by the operator, in addition to the above-described effects, so that a good operation can be achieved. A feeling can be obtained further.

  In the outboard motor steering apparatus according to the fourth aspect, the hydraulic pump is configured to be arranged separately from the unitized hydraulic damper mechanism, the hydraulic circuit, and the steering angle detecting means. For example, since the hydraulic pump is configured not to be integrally connected to the unitized hydraulic damper mechanism, the hydraulic circuit, and the steering angle detection means, in addition to the above-described effects, the hydraulic damper mechanism and the like are connected to the hydraulic pump in the hull. They can be arranged at appropriate positions apart from each other, so that the degree of freedom of layout near the steering wheel can be further increased.

  The best mode for carrying out the outboard motor steering apparatus according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an outboard motor steering apparatus according to a first embodiment of the present invention.

  In FIG. 1, reference numeral 10 indicates an outboard motor in which an internal combustion engine, a propeller shaft, a propeller, and the like are integrated. The outboard motor 10 includes a stern bracket 14 fixed to the rear (transom) of a hull (boat body) 12, a swivel case 16 attached to the stern bracket 14, and a mount frame (described later) housed in the swivel case 16. The shaft portion (steering shaft) 18 is attached to the hull 12 through them.

  FIG. 2 is an enlarged partial sectional view of the vicinity of the swivel case 16 shown in FIG.

  The outboard motor 10 includes a mount frame 20. The mount frame 20 includes the shaft portion 18 described above, and the shaft portion 18 is accommodated in the swivel case 16 so as to be rotatable about the vertical axis. Further, the upper end of the mount frame 20 is fixed to the frame 10 </ b> A of the outboard motor 10, and the swivel case 16 is attached to the stern bracket 14 via the tilting shaft 22. As a result, the outboard motor 10 can be steered with respect to the hull 12 and the stern bracket 14 with the shaft portion 18 as a rotation axis, and can be tilted up / down and trimmed up / down with the tilting shaft 22 as a rotation axis. It is said.

  An actuator for adjusting the steering angle of the outboard motor 10, specifically, a steering electric motor 26 is disposed on the swivel case 16. A reduction gear mechanism 28 is disposed in the vicinity of the steering electric motor 26, and the output shaft of the steering electric motor 26 is a steering axis of the outboard motor 10 via the reduction gear mechanism 28 and the mount frame 20. Connected to the shaft portion 18. As a result, the shaft portion 18 is rotated by the rotational output of the steering electric motor 26, so that the outboard motor 10 is steered left and right (around the vertical axis). The maximum steering angle of the outboard motor 10 is 30 ° left steering and 30 ° right steering.

  Further, a known power tilt trim unit 30 for adjusting the tilt angle and trim angle of the outboard motor 10 is disposed in the vicinity of the stern bracket 14 and the swivel case 16. The power tilt trim unit 30 includes one hydraulic cylinder for adjusting the tilt angle (hereinafter referred to as “tilt hydraulic cylinder”) 30a and two hydraulic cylinders for adjusting the trim angle (only one is shown in FIG. 2). (Hereinafter referred to as “trim hydraulic cylinder”) 30b.

  The tilt hydraulic cylinder 30 a is fixed to the stern bracket 14 and attached to the hull 12, and the rod head of the piston rod is brought into contact with the swivel case 16. The trim hydraulic cylinder 30 b is also attached to the hull 12 with its cylinder bottom fixed to the stern bracket 14, and the rod head of the piston rod is brought into contact with the swivel case 16. As a result, the tilt hydraulic cylinder 30a or the trim hydraulic cylinder 30b is driven (expanded / contracted), whereby the swivel case 16 is rotated about the tilting shaft 22 as a rotation axis, and the outboard motor 10 is tilted up / down. Or it is trimmed up and down.

  Returning to the description of FIG. 1, the steering electric motor 26 and the power tilt trim unit 30 described above are ECUs (Electronics) composed of microcomputers arranged at appropriate positions on the cockpit 32 via signal lines 26L and 30L, respectively. Control Unit (electronic control unit) 34 is connected.

  The outboard motor 10 includes an internal combustion engine (hereinafter referred to as “engine”) 36 at an upper portion thereof. The engine 36 is a spark ignition type in-line four cylinder, which is a four-cycle gasoline engine having a displacement of 2200 cc. The engine 36 is located on the water surface, is covered with an engine cover 38, and is disposed inside the outboard motor 10.

  On the other hand, at the lower part of the outboard motor 10, a propeller 40 and a ladder 42 provided in the vicinity thereof are provided. The propeller 40 is connected to the engine 36 via a crankshaft, a drive shaft, a gear mechanism, and a shift mechanism (not shown), and the motive power (engine output) is transmitted to rotate to advance or reverse the hull 12.

  Further, a power tilt switch 46 for inputting an instruction for adjusting the tilt angle of the outboard motor 10 and a power trim switch 48 for inputting an instruction for adjusting the trim angle are disposed near the cockpit 32 of the hull 12. The switches 46 and 48 output signals to the ECU 34 via signal lines 46L and 48L according to the tilt up / down and trim up / down instructions of the outboard motor 10 input by the operator.

  Thus, the ECU 34 operates the power tilt trim unit 30 based on the signals output from the power tilt switch 46 and the power trim switch 48, and adjusts the tilt angle and trim angle of the outboard motor 10.

  The hull 12, specifically, the dashboard 50 of the cockpit 32 of the hull 12 includes an operation unit 56 including a steering wheel 52 and a hydraulic pump (helm pump) 54, and a hydraulic circuit and a hydraulic damper mechanism described later. A detection unit 58 is arranged.

  In addition, levers for inputting a shift change instruction, a speed adjustment instruction, and the like are arranged near the cockpit 32 of the hull 12, and the outboard motor 10 is an actuator that operates a shift mechanism in accordance with the shift change instruction. In addition, an actuator that opens and closes the throttle valve of the engine 36 in response to a speed adjustment instruction is provided. However, since these are not directly related to the gist of the present application, they are not shown in the drawing.

  FIG. 3 is a partial cross-sectional explanatory view showing the configuration of the operation unit 56 and the detection unit 58 described above.

  As described above, the operation unit 56 includes the steering wheel 52 and the hydraulic pump 54 connected to the steering wheel 52 (more precisely, the rotating shaft 52a of the steering wheel 52). The hydraulic pump 54 is configured to be driven (operated) in response to the steering (rotation) of the steering wheel 52 clockwise or counterclockwise by the vessel operator.

  An operation unit side flange 62 is disposed at a portion of the operation unit 56, specifically, the hydraulic pump 54 of the operation unit 56 connected to the dashboard 50, and a mounting bolt is provided at an appropriate position of the operation unit side flange 62. A plurality of 64 (specifically, two) 64 are provided.

  As described above, in the operation unit 56, the hydraulic pump 54, the operation unit side flange 62, and the like are provided close to the steering wheel 52 and unitized.

  On the other hand, the detection unit 58 includes a hydraulic damper mechanism 66 that is displaced by hydraulic oil supplied by the operation of the hydraulic pump 54, a hydraulic circuit 68 that supplies the hydraulic oil by connecting the hydraulic pump 54 and the hydraulic damper mechanism 66, and hydraulic pressure. The damper mechanism 66 includes a stroke sensor (steering angle detection means, which will be described later) that detects the amount of displacement of the piston (movable part) of the damper mechanism 66 and is housed (built in) the detection unit case 72.

  FIG. 4 is an explanatory diagram schematically showing the hydraulic circuit 68 and the like centering on the detection unit 58.

  The detection unit 58 will be described with reference to FIGS. 3 and 4. The detection unit 58 and the operation unit 56 (specifically, the hydraulic pump 54 of the operation unit 56) are first and second extending from the hydraulic pump 54. It connects via hydraulic piping 76a, 76b.

  The first hydraulic pipe 76 a is connected to an oil path 78 a inside the detection unit case 72, and the oil path 78 a is connected to one end of the hydraulic damper mechanism 66.

  The hydraulic damper mechanism 66 includes a cylinder 66a in which hydraulic oil is sealed, and a piston (movable part) 66b that is reciprocally moved in the cylinder 66a and divides the inside of the cylinder 66a into two oil chambers. Hereinafter, among the oil chambers partitioned by the piston 66b, the oil chamber on the upper side in FIG. 3 (right side in FIG. 4) is referred to as a “first oil chamber” and is denoted by reference numeral 66c1. Similarly, the lower oil chamber (left side in FIG. 4) in FIG. 3 is referred to as a “second oil chamber” and is denoted by reference numeral 66c2.

  Also, a piston rod 66d (shown only in FIG. 3) is connected near the center of the piston 66b, and both ends of the piston rod 66d are arranged so as to protrude from the cylinder 66a as shown in FIG. The

  A stroke sensor (steering angle detection means) 80 that detects the displacement amount of the piston rod 66d, in other words, the displacement amount of the piston 66b, is located near the hydraulic damper mechanism 66 (more precisely, near both ends of the piston rod 66d). Arranged integrally. The stroke sensor 80 outputs a signal corresponding to the detected displacement amount to the ECU 34 via the signal line 80L. The stroke sensor 80 is schematically shown in FIG.

  Further, a stopper mechanism (steering angle range changing mechanism) 82 for adjusting the maximum displacement amount of the piston 66b is provided in the vicinity of the wall surface 66a1 through which the piston rod 66d is inserted in the wall surface of the hydraulic damper mechanism 66, specifically, the cylinder 66a. Is placed.

  The stopper mechanism 82 has a substantially cylindrical shape, and includes a stopper portion 82 a that is disposed substantially parallel to the axis of the piston rod 66 d and an adjustment portion 82 b that is attached to the detection unit case 72.

  One end 82a1 of the stopper portion 82a projects into the cylinder 66a, specifically, the second oil chamber 66c2 of the cylinder 66a, and the other end 82a2 projects from the detection unit case 72 as shown in FIG. (Exposure) is arranged. A male screw (not shown) is threaded at an appropriate position on the outer peripheral portion of the stopper portion 82a.

  The adjustment part 82b has a substantially nut shape. That is, a female screw (not shown) that can be engaged with the male screw is threaded on the inner peripheral portion of the adjusting portion 82b, and the outer peripheral portion can be operated (rotated freely) by a marine vessel operator (or maintenance personnel). ), For example, a hexagonal shape. The stopper mechanism 82 is schematically shown in FIG.

  The stopper portion 82a configured as described above is inserted into the adjustment portion 82b. Thereby, the stopper part 82a is moved in the up-down direction in FIG. 3 (left-right direction in FIG. 4) when the adjusting part 82b is operated by the operator. That is, when the adjusting portion 82b is operated and the stopper portion 82a is moved, the protruding length of the one end 82a1 of the stopper portion 82a in the first oil chamber 66c1 (indicated by “d1” in FIGS. 3 and 4) is adjusted. Is done.

  An oil passage 78b is connected to the other end (the second oil chamber 66c2 side) of the hydraulic damper mechanism 66, and the oil passage 78b is branched into an oil passage 78c and an oil passage 78d. A first going-side check valve (one-way valve) 86a is provided in the middle of the oil passage 78c, and a first return-side check valve 88a is provided in the middle of the oil passage 78d.

  The oil passage 78c is branched into an oil passage 78e and an oil passage 78f. The second going-side check valve 86b is provided in the middle of the oil passage 78e, while the oil passage 78f is branched again into the oil passage 78g and the oil passage 78h. A pressure regulating valve (relief valve) 90 is provided in the middle of the oil passage 78g, and a variable orifice (variable flow regulating valve) 92 is provided in the middle of the oil passage 78h.

  The pressure regulating valve 90 is configured to open the oil passage 78g when a hydraulic pressure of a predetermined value or more is applied. The variable orifice 92 includes an exciting coil 92a and a needle valve 92b (both shown in FIG. 4). The needle valve 92b of the variable orifice 92 is moved (opened / closed) in accordance with the magnitude of the exciting current of the exciting coil 92a, so that the opening degree of the variable orifice 92 is freely adjusted (set).

  The ends of the oil passage 78g and the oil passage 78h (more precisely, the end opposite to the end connected to the oil passage 78f) merge and are connected to the oil passage 78i. Further, the end portions of the oil passage 78i and the oil passage 78d (more precisely, the end portion of the oil passage 78i opposite to the end portion connected to the oil passage 78g and the oil passage 78h, and the oil passage 78d are connected to the oil passage 78b. The ends opposite to the connected ends join together and are connected to the oil passage 78j. A second return-side check valve 88b is provided in the middle of the oil passage 78j.

  The ends of the oil passage 78e and the oil passage 78j (more precisely, the end of the oil passage 78e opposite to the end connected to the oil passage 78c and the oil passage 78j are connected to the oil passage 78d and the oil passage 78i. The end opposite to the end) is joined and connected to the oil passage 78k. The oil passage 78k is connected to the second hydraulic pipe 76b inside the detection unit case 72.

  As described above, in the detection unit 58, the stroke sensor 80, the hydraulic circuit 68, and the like are provided in the vicinity of the hydraulic damper mechanism 66, and these are housed (built in) in the detection unit case 72 and integrated into a unit.

  In the detection unit case 72, a detection unit side flange 94 is disposed at a portion connected to the dashboard 50, as shown in FIG. A mounting boss 96 into which the mounting bolt 64 described above is to be inserted is formed in the detection unit side flange 94.

  Thereby, the operation unit 56 and the detection unit 58 can be fixed to the dashboard 50, in other words, the hull 12. Specifically, the mounting bolt 64 of the operation unit 56 is inserted into an insertion hole (not shown) drilled at an appropriate position of the dashboard 50, and the mounting boss 96 of the detection unit 58 is inserted into the mounting bolt 64. (In other words, after the dashboard 50 is disposed between the operation unit side flange 62 and the detection unit side flange 94) and then fastened with a nut (not shown) to detect the operation unit 56. The unit 58 is fixed to the hull 12 as shown in FIG.

  Next, operations of the operation unit 56 and the detection unit 58 will be described with reference to FIG.

  As shown in FIG. 4, when the steering wheel 52 is steered (rotated) clockwise (in the direction indicated by the arrow A in FIG. 4), the hydraulic pump 54 responds to the hydraulic oil as indicated by the arrow. Drive (actuate) to discharge in the direction of the first hydraulic pipe 76a. The hydraulic oil discharged from the hydraulic pump 54 is supplied to the first oil chamber 66c1 of the hydraulic damper mechanism 66 through the oil passage 78a.

  When the hydraulic oil is supplied to the first oil chamber 66c1, the piston 66b of the hydraulic damper mechanism 66 is pressed by the hydraulic oil and moved (displaced) in the direction indicated by the arrow B in FIG. When the piston 66b is moved in the direction of arrow B (in other words, the steering wheel 52 is steered clockwise by a predetermined amount) and comes into contact with one end 82a1 of the stopper portion 82a of the stopper mechanism 82, the movement of the piston 66b is performed. Be regulated. As a result, the hydraulic pump 54 cannot supply hydraulic oil to the first oil chamber 66c1, and thus the clockwise steering angle range of the steering wheel 52 is restricted.

  Therefore, the maximum steering angle range (lock-to-lock) of the steering wheel 52 corresponds to the moving distance of the piston 66b, that is, the maximum displacement (indicated by “d2” in FIG. 4). From this, when the operator (or the mechanic) operates the adjusting portion 82b of the stopper mechanism 82 to adjust the protruding length d1 of the stopper portion 82a, the maximum displacement d2 of the piston 66b is also adjusted, and thus the steering. The maximum steering angle range of the wheel 52 is changed.

  When the piston 66b is moved in the direction of arrow B by the hydraulic oil, friction is given to the rotation of the steering wheel 52 and the hydraulic oil in the second oil chamber 66c2 is discharged to the oil passage 78b. The hydraulic oil discharged to the oil passage 78b is an oil passage 78c, a first going-side check valve 86a, an oil passage 78f, 78h, a variable orifice 92, an oil passage 78i, 78j, and a second return-side check valve 88b. The oil is supplied to the hydraulic pump 54 via the oil passage 78k and the second hydraulic pipe 76b.

  The first return-side check valve 88a is hydraulically applied from both the upstream side (specifically, the oil passage 78b) and the downstream side (specifically, the oil passage 78i). Since the hydraulic pressure from the downstream side, that is, the hydraulic pressure that has passed through the variable orifice 92 is lower than the hydraulic pressure on the upstream side, the hydraulic oil flows as described above without flowing back through the oil passage 78d.

  The stroke sensor 80 detects the amount of displacement of the moved piston 66b and outputs a signal corresponding to the displacement to the ECU 34. The ECU 34 detects the steering angle from the signal, and based on the detected steering angle, the outboard is detected. The steering electric motor 26 of the machine 10 is driven. Accordingly, the steering electric motor 26 rotates the shaft portion 18 and the mount frame 20 counterclockwise (counterclockwise in a top view) to steer the outboard motor 10 counterclockwise, and thus the hull 12. Is steered clockwise (clockwise in top view).

  Next, operations of the operation unit 56 and the detection unit 58 when the steering wheel 52 is steered counterclockwise will be described.

  FIG. 5 is an explanatory view similar to FIG. 4, schematically showing the hydraulic circuit 68 and the like centering on the detection unit 52.

  When the steering wheel 52 is steered (rotated) counterclockwise (the direction indicated by the arrow C in FIG. 5), the hydraulic pump 54 accordingly supplies the hydraulic oil to the second hydraulic pipe as indicated by the arrow in FIG. It is driven (actuated) to discharge in the 76b direction. The hydraulic oil discharged from the hydraulic pump 54 includes oil passages 78k and 78e, a second going-side check valve 86b, oil passages 78f and 78h, a variable orifice 92, oil passages 78i and 78d, and a first return-side check. The oil is supplied to the second oil chamber 66c2 of the hydraulic damper mechanism 66 through the valve 88a and the oil passage 78b.

  The second return-side check valve 88b is subjected to hydraulic pressure from both the upstream side (specifically, the oil passage 78k) and the downstream side (specifically, the oil passage 78i). As described above, since the hydraulic pressure from the downstream side, that is, the hydraulic pressure that has passed through the variable orifice 92 is lower than the upstream hydraulic pressure, the hydraulic oil does not flow back through the oil passage 78j.

  When the hydraulic oil is supplied to the second oil chamber 66c2, the piston 66b of the hydraulic damper mechanism 66 is pressed by the hydraulic oil and moved (displaced) in the direction indicated by the arrow D in FIG. When the piston 66b is moved in the direction of arrow D (in other words, the steering wheel 52 is steered counterclockwise by a predetermined amount) and abuts against the wall surface 66a2 of the cylinder 66a, the movement is restricted. As a result, the hydraulic pump 54 cannot supply hydraulic oil to the second oil chamber 66c2, so that the counterclockwise steering angle range of the steering wheel 52 is restricted.

  When the piston 66b is moved in the direction of arrow D by the hydraulic oil, friction is given to the rotation of the steering wheel 52, and the hydraulic oil in the first oil chamber 66c1 is discharged to the oil passage 78a. The hydraulic oil discharged to the oil passage 78a is supplied to the hydraulic pump 54 via the first hydraulic pipe 76a.

  The stroke sensor 80 detects the amount of displacement of the moved piston 66b and outputs a signal corresponding to the displacement to the ECU 34. The ECU 34 detects the steering angle from the signal, and based on the detected steering angle, the outboard is detected. The steering electric motor 26 of the machine 10 is driven. Accordingly, the steering electric motor 26 rotates the shaft portion 18 and the mount frame 20 clockwise with respect to the hull 12 (clockwise in a top view) to steer the outboard motor 10 clockwise, and thus the hull 12. Is steered counterclockwise (counterclockwise when viewed from above).

  As described above, in this embodiment, the hydraulic damper mechanism 66 that applies friction to the rotation of the steering wheel 52 and restricts the steering angle range by the rotation of the steering wheel 52, the hydraulic pump 54, and the hydraulic damper mechanism 66 are provided. A hydraulic circuit 68 to be connected and a stroke sensor 80 for detecting the steering angle from the displacement amount of the piston 66b of the hydraulic damper mechanism 66 are provided, and the electric motor for steering the shaft portion 18 of the outboard motor 10 is based on the detected steering angle. Since the motor 26 is driven to steer the outboard motor 10, the operation load on the steering wheel 52 can be appropriately increased while the structure is simple, and the steering wheel 52 is steered by a predetermined amount. Since the rotation of the outboard motor can be restricted when the In that the steering can be recognized, thus it is possible to always obtain a good operation feeling.

  In addition, since the hydraulic damper mechanism 66, the hydraulic circuit 68, and the stroke sensor 80 are configured as a unit, the space required for arranging them can be reduced, and thus the layout near the steering wheel 52 can be reduced. The degree of freedom (mounting freedom) can be increased.

  Further, when the existing steering device is changed to an electronic steering mechanism, it is necessary to arrange the hydraulic damper mechanism 66, the hydraulic circuit 68, and the stroke sensor 80 even when the space near the steering wheel 52 is relatively narrow. Since the space is unitized and reduced, it can be easily assembled.

  Further, when an existing steering device is changed to an electronic steering mechanism, an existing hydraulic pump can be used, which is advantageous in terms of cost.

  Further, the hydraulic circuit 68 is configured to include a variable orifice 92 that adjusts the flow rate of the hydraulic oil supplied to the hydraulic damper mechanism 66, that is, the needle valve 92b of the variable orifice 92 has an excitation current of the excitation coil 92a. The flow rate of the hydraulic oil (that is, the hydraulic oil supplied to the hydraulic damper mechanism 66) that moves (opens and closes) according to the size and flows through the oil passage 78e is adjusted, so that the friction of the hydraulic oil can be freely adjusted ( Therefore, it is possible to freely adjust the operation load of the steering wheel 52 that changes according to the friction of the hydraulic oil, and it is possible to further obtain a good operation feeling.

  Further, the hydraulic damper mechanism 66 is configured to include a stop mechanism 82 that adjusts the maximum displacement d2 of the piston 66b of the hydraulic damper mechanism 66 to change the steering angle range (maximum steering angle range) due to the rotation of the steering wheel 52. Therefore, the maximum steering angle range (lock-to-lock) of the steering wheel 52 can be changed (adjusted) to a value desired by the operator, so that a good operation feeling can be further obtained.

  In addition, the hydraulic circuit 68 is configured to include the pressure adjusting valve 90 that opens the oil passage 78d when a hydraulic pressure of a predetermined value or more is applied, so that the hydraulic pressure supplied to the hydraulic circuit 68 suddenly increases. However, by opening the oil passage 78d, the flow rate of the hydraulic oil can be increased, and thus the increase in the hydraulic pressure can be mitigated (reduced).

  Next, an outboard motor steering system according to a second embodiment of the present invention will be described.

  As described above, in an outboard motor steering apparatus equipped with a conventional electronic steering mechanism, a large reduction gear mechanism equipped with a hydraulic damper mechanism, a stopper mechanism, etc. is integrally connected to the steering wheel. For this reason, the degree of freedom of layout near the steering wheel is limited. In addition, when the conventional steering device is changed to an electronic steering mechanism, when a reduction gear mechanism or a detection unit 58 (detection unit case 72) is newly attached, the vicinity of the steering wheel (specifically, the vicinity of the rear surface of the dashboard 50). ) May not have space to install them.

  Therefore, in the outboard motor steering apparatus according to the second embodiment, the hydraulic pump 54 is separated from the unitized hydraulic damper mechanism 66, hydraulic circuit 68, and stroke sensor 80 (that is, the detection unit 58). The detection unit 58 is configured to be disposed at an appropriate position of the hull 12 (specifically, the floor surface 32a of the cockpit 32 of the hull 12).

  FIG. 6 is a schematic view similar to FIG. 1 showing the overall configuration of the outboard motor steering apparatus according to the second embodiment, and FIG. 7 is arranged on the floor surface 32 a of the cockpit 32. FIG. 6 is an explanatory partial cross-sectional view showing a configuration near a detection unit 58. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and the operations of the operation unit 56 and the detection unit 58 are the same as those in the first embodiment, and the description thereof is omitted. .

  The operation unit 56 is shown in FIG. 6 by inserting the mounting bolt 64 of the operation unit 56 into an insertion hole (not shown) drilled at an appropriate position of the dashboard 50 and fastening with a nut (not shown). Thus, the dashboard 50 is fixed to the hull 12 in other words.

  As shown in FIG. 7, it has substantially the same shape as the mounting bolt 64 of the steering unit 56 (that is, the mounting boss 96 of the detection unit 58 can be inserted in an appropriate position of the floor surface 32 a near the cockpit 32. ) A plurality of bolt portions 100 (specifically, two) are protruded.

  The attachment boss 96 of the detection unit 58 is fastened and fixed by the nut 102 after being inserted into the bolt part 100. Accordingly, the detection unit 58 is fixed to the floor surface 32a near the cockpit 32, in other words, the hull 12.

  As shown in FIG. 6, the hydraulic pump 54 of the operation unit 56 is connected to the hydraulic circuit 68 of the detection unit 58 via the first and second hydraulic pipes 76a and 76b, and the operation unit 56 and the detection unit 58 are assembled. Complete.

  As described above, in the second embodiment, the hydraulic pump 54 is arranged separately from the unitized hydraulic damper mechanism 66, hydraulic circuit 68, and stroke sensor 80 (that is, the detection unit 58). In other words, since the hydraulic pump 54 is configured not to be integrally connected to the detection unit 58, the detection unit 58 such as the hydraulic damper mechanism 66 is disposed at an appropriate position separated from the hydraulic pump 54 in the hull 12. Therefore, the degree of freedom of layout near the steering wheel 52 can be further increased.

  In addition, when the conventional steering device is changed to an electronic steering mechanism, there is a case where there is no space for mounting the detection unit 58 (detection unit case 72) near the steering wheel 52 (specifically, near the rear surface of the dashboard 50). However, since the operation unit 56 is arranged separately from the detection unit 58, the detection unit 58 can be arranged at an appropriate position in the hull 12, and the degree of freedom of layout near the steering wheel 52 can be further increased. It can be further increased, and the versatility of the steering device can be improved.

  Since the remaining effects are the same as those of the first embodiment, description thereof is omitted.

  As described above, in the first and second embodiments of the present invention, in the steering device for the outboard motor (10), the hydraulic pump is driven according to the rotation of the steering wheel (52) disposed in the hull (12). A hydraulic damper mechanism (66) that displaces by the hydraulic oil supplied via (54) and applies friction to the rotation of the steering wheel and restricts a steering angle range by the rotation of the steering wheel; and the hydraulic pump; A hydraulic circuit (68) for supplying hydraulic oil by connecting the hydraulic damper mechanism, and a steering angle detecting means (stroke sensor 80) for detecting a steering angle from a displacement amount of a movable part (piston 66b) of the hydraulic damper mechanism; The actuator (steering electric motor 26) connected to the steering shaft (shaft portion 18) of the outboard motor based on the detected steering angle A steering mechanism (ECU 34) that drives and steers the outboard motor is provided, and the hydraulic damper mechanism, the hydraulic circuit, and the steering angle detection means are integrated into a unit (detection unit 58, detection unit case 72). It was configured as follows.

  The hydraulic circuit (68) includes a variable flow rate adjusting valve (variable orifice 92) that adjusts the flow rate of hydraulic fluid supplied to the hydraulic damper mechanism (66).

  The hydraulic damper mechanism (66) is configured to include a steering angle range changing mechanism (stopper mechanism 82) that changes the steering angle range by adjusting the maximum displacement (d2) of the movable part (66b). did.

  In the second embodiment of the present invention, the hydraulic pump (54) is separate from the unitized hydraulic damper mechanism (66), hydraulic circuit (68), and steering angle detecting means (80). Configured to be arranged.

  In the above description, an outboard motor has been described as an example of a steering apparatus including an electronic steering mechanism. However, the present invention is not limited to this, and any apparatus having an electronic steering mechanism may be used.

  Further, the hydraulic damper mechanism 66 is configured to use a cylinder type, but may be a hydraulic damper mechanism such as a rotary rotary vane as long as the movable range of the movable part is limited.

  Moreover, although it comprised so that the attachment bolt 64 and the attachment boss | hub 94 may each be provided in two places, you may comprise so that one place or three places or more may be provided.

  In the second embodiment, the place where the detection unit 58 is disposed is the floor surface 32a in the vicinity of the cockpit 32, but it is needless to say that the present invention is not limited thereto.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory view generally showing an outboard motor steering apparatus according to a first embodiment of the present invention; FIG. 2 is an enlarged partial cross-sectional view in the vicinity of a swivel case shown in FIG. 1. FIG. 2 is a partial cross-sectional explanatory diagram illustrating configurations of an operation unit and a detection unit illustrated in FIG. 1. It is explanatory drawing which shows typically a hydraulic circuit etc. centering on the detection unit shown in FIG. It is explanatory drawing similar to FIG. 4 which shows typically a hydraulic circuit etc. centering on the detection unit shown in FIG. It is explanatory drawing similar to FIG. 1 which shows the steering apparatus of the outboard motor based on 2nd Example of this invention generally. FIG. 7 is a partial cross-sectional explanatory view showing a configuration in the vicinity of the detection unit shown in FIG. 6.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Outboard motor, 12 Hull, 18 Shaft part (steering shaft), 26 Electric motor (actuator) for steering, 34 ECU (steering mechanism), 52 Steering wheel, 54 Hydraulic pump, 58 Detection unit, 66 Hydraulic damper mechanism, 66b Piston (movable part), 68 hydraulic circuit, 72 detection unit case, 80 stroke sensor (steering angle detecting means), 82 stopper mechanism (steering angle range changing mechanism), 92 variable orifice (variable flow rate adjusting valve)

Claims (4)

  In an outboard motor steering system, the steering oil is displaced by hydraulic oil supplied via a hydraulic pump in accordance with the rotation of a steering wheel disposed on the hull to give friction to the rotation of the steering wheel, and the rotation of the steering wheel. A hydraulic damper mechanism for restricting a steering angle range by a hydraulic pressure, a hydraulic circuit for supplying hydraulic oil by connecting the hydraulic pump and the hydraulic damper mechanism, and a steering for detecting a steering angle from a displacement amount of a movable part of the hydraulic damper mechanism An angle detection means; and a steering mechanism for driving the actuator connected to a steering shaft of the outboard motor based on the detected steering angle to steer the outboard motor, and the hydraulic damper mechanism and the A steering apparatus for an outboard motor, wherein a hydraulic circuit and the steering angle detecting means are integrated into a unit.   2. The outboard motor steering apparatus according to claim 1, wherein the hydraulic circuit includes a variable flow rate adjusting valve that adjusts a flow rate of hydraulic oil supplied to the hydraulic damper mechanism.   3. The outboard motor according to claim 1, wherein the hydraulic damper mechanism is configured to include a steering angle range change mechanism that changes the steering angle range by adjusting a maximum displacement amount of the movable part. 4. Steering device.   The outboard according to any one of claims 1 to 3, wherein the hydraulic pump is arranged separately from the unitized hydraulic damper mechanism, a hydraulic circuit, and a steering angle detection means. Machine steering device.

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