JP2006111050A - Remote control device of outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To embody an outboard motor in a light and small construction by allowing one driving means to perform adjustment of the throttle opening and the shifting. <P>SOLUTION: When an operating lever 28 is turned within the shift operation range SH to the forward position, a driven gear 51 rotates counterclockwise in a single piece with a cam 54 for throttle, when a push rod 57 is not driven by the cam 54 as the rotation remains within the range of angle θ and the angle α, and a rack 56 is driven because pinion teeth 53a are meshed with the toothed part 56a of the rack 56. When the operating lever 28 is operated within the throttle operating range THf, the driven gear 51 rotates beyond the angle θ, and the push rod 57 is driven by the first half 54a of the cam 54. Therein the meshing of the pinion teeth 53a and rack toothed part 56a is disengaged, and the rack 56 is no more driven. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a remote control device for an outboard motor that can perform shift switching and throttle opening adjustment by remote control.

Conventionally, as shown in Patent Document 1 below, a remote control device for an outboard motor that can perform shift switching and throttle opening adjustment by remote control is known. In this apparatus, a clutch motor that drives a rod through a link and a throttle motor that drives a throttle lever of a carburetor through a link are detected. Shift control and throttle opening adjustment are performed by controlling the drive of each motor.
JP-A-3-589

  However, in the apparatus of Patent Document 1, a clutch motor and a throttle motor, which are driving means, are provided separately for shift switching and for throttle opening adjustment, so in an outboard motor covered with an engine cover, However, since an arrangement space for two different drive means is required, there is a problem that the outboard motor becomes larger and the weight increases.

  The present invention has been made to solve the above-described problems of the prior art, and an object of the present invention is to enable adjustment of the throttle opening and shift switching with a single driving means, thereby reducing the weight and size of the outboard motor. It is to provide a remote control device for an outboard motor.

  To achieve the above object, a remote control device for an outboard motor according to claim 1 of the present invention comprises a throttle body (25) and a shift switching mechanism (9), and the throttle body by means of an operator (28). A remote control device for an outboard motor that enables remote control of the throttle opening of the throttle and the shift switching of the shift switching mechanism. The throttle arm (34) that adjusts the throttle opening of the throttle body by being driven. ), A throttle drive transmission member (57) for transmitting a driving force to the throttle arm, a shift rod (10) for performing shift switching of the shift switching mechanism by being driven, and a shift rod connected to the shift rod A shift drive transmission member (56) for transmitting a driving force to the shift arm (30), and the slot according to an operation by the operation element And the shift drive transmitting member and the drive transmission member in parallel and having a drivable one concurrent drive means (60).

  Preferably, the outboard motor has an engine and an intake manifold (19), and the parallel drive means is disposed in the vicinity of the front portion of the engine on the opposite side of the intake manifold across the throttle body. Item 2).

  Preferably, the operation element has a shift operation range (SH) and a throttle operation range (TH) adjacent to the shift operation range as the operation range, and the parallel drive means is configured to The shift drive transmission member can be driven only within the shift operation range, while the throttle drive transmission member can be driven only outside the shift operation range and within the throttle operation range (claim). Item 3). More preferably, the shift drive transmission member is configured in a rack shape having a rack tooth portion (56a), and the parallel drive means includes a pinion gear portion (53a) and a cam portion (54), It is configured to rotate integrally in response to an operation in any of the shift operation range and the throttle operation range by a child, and the pinion gear portion is configured to perform the shift drive only within the shift operation range. The shift drive transmission member meshes with the rack tooth portion of the transmission member to drive the shift drive transmission member, while the cam portion drives the throttle drive transmission member only outside the shift operation range and within the throttle operation range. (Claim 4).

  More preferably, each of the throttle drive transmission member and the shift drive transmission member is configured to be driven and linearly move, between the throttle drive transmission member and the throttle arm, and to the shift drive transmission member. The shift arm is connected to each other by a link mechanism (32, 36).

  In addition, the code | symbol in the said parenthesis is an illustration.

  According to the present invention, the throttle opening adjustment and the shift switching can be performed by one driving means, and the outboard motor can be reduced in weight and size.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a left side view showing an example of an outboard motor to which a remote control device according to an embodiment of the present invention is applied. 2 is a side view of the upper half of the outboard motor, FIG. 3 is a front view of the upper half of the outboard motor, and FIG. 4 is a horizontal sectional view of the outboard motor. Hereinafter, regarding the outboard motor 1, the left side (the hull side) in FIG. 1 is referred to as “front”, and the upper side is referred to as “upward”.

  In FIG. 1, the outboard motor 1 includes an engine cover 5 that can be divided into upper and lower parts, a drive shaft housing 3, and a gear housing 4. A four-cycle in-line four-cylinder engine 2 is installed in the engine cover 5. A crankshaft 16 (see FIG. 4) is arranged substantially vertically (vertically placed) inside the engine 2.

  As shown in FIGS. 2 and 3, the engine 2 is installed on the engine holder 12, and an oil pan 11 is disposed below the engine holder 12. As shown in FIG. 4, in the engine 2, the crankcase 13 is disposed in the front portion, and the cylinder block 14 and the cylinder head 15 (see FIG. 4) are sequentially disposed behind the crankcase 13.

  Further, as shown in FIG. 1, the drive shaft 6 extends substantially vertically from the lower end portion of the engine 2 through the drive shaft housing 3 to the gear housing 4, and is driven into the gear housing 4 by the drive shaft 6. The propeller 7 that is a propulsion device is driven through the arranged shift switching mechanism 9 and the propeller shaft 8.

  A rotary shift rod 10 extends in the vertical direction in parallel with the drive shaft 6, and its lower end is connected to the shift switching mechanism 9. The shift switching mechanism 9 includes a drive gear 9a composed of a bevel gear fixed to the lower end portion of the drive shaft 6, a forward gear 9b and a reverse gear 9c composed of a bevel gear rotatably disposed on the propeller shaft 8. , And a dog clutch 9d disposed between the forward gear 9b and the reverse gear 9c.

  The shift switching mechanism 9 meshes the drive gear 9a with the forward gear 9b or the reverse gear 9c to switch (shift) forward, reverse, and neutral (neutral). That is, when the shift rod 10 rotates, the dog clutch 9d moves, and the dog clutch 9d meshes with either the forward gear 9b or the reverse gear 9c, or does not mesh with any of the intermediate portion thereof. Transmission / cutting of the rotational force from the drive shaft 6 to the propeller shaft 8 is performed.

  As shown in FIGS. 3 and 4, an intake manifold 19 is disposed on the left side of the engine, and the intake manifold 19 is connected to an intake port 39 (see FIG. 4) of the cylinder head 15. An injector 24 is disposed in the middle of the intake port 39. A throttle body 25 is connected to the right side that is the upstream side of the surge tank 22 at the front of the intake manifold 19. The throttle body 25 is located in front of the crankcase 13. A silencer 17 is connected to the left end of the throttle body 25. A vapor separator 23 is disposed inside the intake manifold 19.

  As shown in FIGS. 2 and 4, an exhaust manifold 18 is disposed on the right side of the rear part of the engine, and the exhaust manifold 18 is connected to an exhaust port 38 (see FIG. 4) of the cylinder head 15. An oil filter 21 is attached to the right side of the cylinder block 14.

  As shown in FIGS. 2 to 4, the outboard motor 1 is provided with a drive mechanism unit 50 that can perform both shift switching and throttle opening adjustment. The drive mechanism 50 is disposed near the front of the engine 2 on the opposite side of the intake manifold 19 (on the right side of the engine 2) with the throttle body 25 interposed therebetween, and is fixed to the crankcase 13 with a fixing bolt 26 (see FIG. 2). Has been. The drive mechanism unit 50 is located below the throttle body 25 and the silencer 17. An ECU (engine control unit) 20 is disposed above the drive mechanism unit 50.

  As will be described later, the outboard motor 1 is controlled by the ECU 20 in accordance with the operation of the remote control box 27 described later, and shift switching for switching forward, neutral, and reverse (reverse) and the throttle opening of the throttle body 25 are performed. Adjustments are made.

  FIG. 5A is a side view of the remote control box 27. FIG. 5B is a schematic diagram showing a remote control device for shift switching and throttle opening adjustment including the ECU, the remote control box 27 and the drive mechanism 50, and particularly shows a neutral state.

  The remote control box 27 is connected to the ECU 20 by a harness 67. The remote control box 27 is disposed at a position away from the outboard motor 1, for example, in the vicinity of the driver's seat (not shown) at the front of the hull, and as shown in FIGS. 5 (a) and 5 (b), A rotatable operation lever 28 for performing a throttle operation is provided. The remote control box 27 is provided with a lever position sensor 29 that is configured by a variable resistor or the like and detects the rotational position of the operation lever 28, and a detection signal of the lever position sensor 29 is supplied to the ECU 20 through the harness 67.

  As shown in FIG. 5B, the operation range of the operation lever 28 includes a shift operation range SH from the forward (F) position to the reverse (R) position around the neutral (N) position, and the shift operation range SH. Is divided into the throttle operation range TH (THf, THr) on both outer sides adjacent to each other. The shift operation is normally performed by positioning the operation lever 24 at one of the positions “F”, “N”, and “R” shown in FIG.

  As shown in FIGS. 3 and 5B, the throttle body 25 is provided with a throttle arm 34 that is rotationally driven to adjust the throttle opening, and the throttle arm 34 is connected to the link bar 36 by a connecting pin 35. One end is pivotally connected. The other end of the link bar 36 is rotatably connected to one end of the push rod 57 by a connecting pin 37.

  The upper end of the shift rod 10 is provided with a shift arm 30 that is rotationally driven to rotate the shift rod 10. The shift arm 30 is rotatably connected to one end of the link bar 32 by a connecting pin 31. Is done. The other end of the link bar 32 is rotatably connected to one end of the rack 56 by a connecting pin 33.

  The drive mechanism unit 50 includes an electric actuator 63 and a drive unit 60 (see FIGS. 2 to 4). The drive unit 60 is shown in plan view in FIG. As shown in FIG. 5B, the electric actuator 63 includes a motor 64 controlled by the ECU 20 and a motor output shaft 65 that is rotationally driven by the motor 64. The drive unit 60 includes a drive gear 62, a driven gear 51, a throttle cam 54, and the like. The motor output shaft 65 extends straight downward from the motor 64, and a drive gear 62 is fixed to a lower end portion thereof so as to rotate integrally.

  As shown in FIGS. 2 and 5B, in the drive unit 60, the driven gear 51 is disposed adjacent to the front of the drive gear 62. The driven gear 51 is integrally formed by stacking an upper gear 52 and a lower gear 53 having a smaller diameter than the upper gear 52. The upper gear 52 is formed with a tooth part 52 a over the entire outer periphery thereof, and the tooth part 52 a is always meshed with the tooth part 62 a of the drive gear 62. The lower gear 53 is formed with pinion gear teeth 53a only in the range of the angle 2α at the front portion at the neutral position.

  The rack 56 is slidably supported by the rack guide 55 on the opposite side of the drive gear 62 (in front of the lower gear 53) across the lower gear 53, and the rack tooth portion 56a of the rack 56 is connected to the lower gear 53. When facing the 53 pinion gear teeth 53a, the pinion gear teeth 53a mesh with each other. The angle 2α corresponds to the shift operation range SH. Accordingly, the rack 56 is driven by the lower gear 53 when the operation lever 28 is operated within the shift operation range SH. The one end of the rack 56 protrudes leftward from the drive unit 60 (see FIG. 4).

  Further, a throttle cam 54 is fixed above the driven gear 51 via a spacer 66 (see FIG. 2), and the throttle cam 54 rotates integrally with the driven gear 51. The vertical position of the throttle cam 54 can be adjusted by adjusting the thickness of the spacer 66. The radius of the base circle of the throttle cam 54 is r1, and the range of the angle 2θ at the push rod 57 side (lower side in FIG. 5B) at the neutral position is constant at the radius r1. Yes.

  In the neutral position, the throttle cam 54 includes a rack 56 side half (hereinafter referred to as “first half”) 54a and a drive gear 62 side half (hereinafter referred to as “second half”). 54b). The radius of the first half 54a gradually increases from r1 to r2 after the angle θ as it goes clockwise in plan view. On the other hand, the radius of the second half portion 54b gradually increases from r1 to r3 after the angle θ as it goes counterclockwise in plan view. Here, r2> r3.

  One end of the push rod 57 protrudes obliquely forward and leftward from the drive unit 60 (see FIG. 4), and the other end is inserted into the drive unit 60. The push rod 57 is moved in the longitudinal direction by the movement direction being restricted by the push rod guide 58, and in the neutral position by the urging force of the spring 59, is approximately at the center of the radius r1 portion of the throttle cam 54. Always in contact.

  The angle 2θ also corresponds to the shift operation range SH. Therefore, when the operation lever 28 is operated within the shift operation range SH, the push rod 57 is not driven by the throttle cam 54, but when the operation lever 28 is operated within the throttle operation range TH beyond the shift operation range SH, The push rod 57 is driven by a portion of the first half 54a or the second half 54b of the throttle cam 54 that is larger than the radius r1.

  Further, the drive unit 60 is provided with a position sensor 61 that detects the rotational position of the driven gear 51, and the detection signal is supplied to the ECU 20. The ECU 20 rotates the motor 64 in the rotational direction corresponding to the detection signal of the lever position sensor 29 of the remote control box 27 by an amount specified by the detection signal. At that time, the rotational direction and rotational position of the driven gear 51 are feedback-controlled by the detection signal of the position sensor 61. In FIG. 5B, the clockwise rotation of the driven gear 51 corresponds to the rotation of the operation lever 28 from the neutral position to the reverse direction.

  Next, the operation of the drive mechanism unit 50 will be described. FIGS. 6A and 6B are schematic diagrams illustrating the operation of the drive mechanism unit 50 in plan view. FIG. 4A corresponds to the forward position, and FIG. 4B corresponds to the forward throttle fully open position.

  For example, when the operation lever 28 is operated from the neutral position to the forward position within the shift operation range SH, the operation is detected by the lever position sensor 29, a detection signal is sent to the ECU 20, and the ECU 20 sets the motor 64 in FIG. Since it is rotated in the clockwise direction of a), the drive gear 62 is also rotated in the same direction via the motor output shaft 65. Then, as shown in FIG. 6A, the lower gear 53 of the driven gear 51 meshing with the driving gear 62 receives the rotational force in the counterclockwise direction, so that the driven gear 51 is coupled with the throttle cam 54. Rotates counterclockwise as a unit.

  Here, since the operation of the operation lever 28 is within the shift operation range SH, the rotation of the driven gear 51 is within the range of the angle θ from the neutral position, and the push rod 57 is a portion of the radius r1 of the throttle cam 54. It is not driven because it remains in contact with. On the other hand, since the rotation of the driven gear 51 is also within the range of the angle α from the neutral position, the pinion gear teeth 53a of the lower gear 53 are in mesh with the rack tooth portions 56a of the rack 56. The rack 56 is driven in the direction of the shift arm 30. As a result, the shift arm 30 rotates in the forward direction via the link bar 32 and is transmitted to the shift rod 10. Thus, in the shift switching mechanism 9, the drive gear 9 a meshes with the forward gear 9 b and moves forward. Is switched to.

  Next, when the operation lever 28 is further rotated from the forward position and is operated in a direction away from the neutral position within the throttle operation range THf beyond the shift operation range SH, the drive gear 62 is further rotated clockwise, The drive gear 51 further rotates counterclockwise. Then, as shown in FIG. 6B, since the driven gear 51 rotates beyond the angle θ, the push rod 57 that is in contact with the first half 54a of the throttle cam 54 is It is driven in the direction of the throttle arm 34 as the radius of the first half 54a gradually increases from r1 to r2. As a result, the throttle arm 34 rotates via the link bar 36 and the throttle opening in the throttle body 25 is increased. When the radius of the first half 54a of the portion with which the push rod 57 abuts becomes r2, the throttle is fully opened.

  On the other hand, since the driven gear 51 rotates beyond the angle α at this time, the engagement between the pinion gear teeth 53a of the lower gear 53 and the rack tooth portion 56a of the rack 56 is disengaged, and the rack 56 is stationary at the forward position. It is not driven by the lower gear 53 any more. Therefore, unnecessary driving force is not applied to the shift arm 30 after the shift switching is completed.

  Contrary to the above, when the operation lever 28 is operated in the reverse direction from the neutral position, the rotation direction of components such as rotating gears and the movement direction of the rack 56 are operated in the forward direction. The basic operation is the same except for the reverse. However, as described above, since r2> r3, the throttle is not fully opened in the reverse state.

  According to the present embodiment, in the drive mechanism unit 50, by driving one drive unit 60 with one electric actuator 63, it is possible to perform throttle opening adjustment and shift switching in parallel. The outboard motor 1 can be reduced in weight and size as compared with the conventional configuration in which both are operated by providing separate driving means.

  In particular, the push rod 57 connected to the throttle arm 34 is driven only in the throttle operation range TH, and the rack 56 connected to the shift arm 30 is driven only in the shift operation range SH. Thus, throttle opening adjustment and shift switching can be performed by natural operation without using a cable as in the prior art. Furthermore, when controlling by ECU20, control is easy.

  The drive mechanism 50 is disposed in the vicinity of the front portion of the engine 2 on the opposite side of the intake manifold 19 with the throttle body 25 interposed therebetween. Since the mechanism for coupling to the shift rod and the throttle body is disposed, disposing the drive mechanism unit 50 here does not affect the layout of other components, and the outboard motor is large. It does not become. Moreover, maintenance of the drive mechanism 50 is easy.

  The push rod 57 and the rack 56 are both configured to be driven and linearly move. The push rod 57 and the throttle arm 34 are connected by a link bar 36, and the rack 56 and the shift arm 30 are connected. Are connected by a link bar 32. Since the throttle arm 34 and the shift arm 30 are driven through the link mechanism as described above, the link bar 32 and the link bar 34 can be removed and the throttle bar can be removed even if the operation becomes difficult in the event of an emergency. If a manual operation cable or the like is separately connected to the arm 34 and the shift arm 30, both can be manually driven without using the drive mechanism 50.

  In the electric actuator 63, the motor output shaft 65 extends in the vertical direction. However, the motor output shaft 65 is not limited thereto, and may be disposed in the horizontal direction, for example.

  The protruding position of the rack 56 (the position of the connecting pin 33), the protruding position of the push rod 57 (the position of the connecting pin 37), and the protruding direction thereof are appropriately adjusted according to the positions of the shift arm 30 and the throttle body 25. Is possible.

  The push rod 57 and the throttle body 25 may be connected by a cable or the like without using a link mechanism such as the link bar 36. In that case, a mechanism for once converting the linear motion of the push rod 57 into a rotational motion may be provided, and the mechanism and the throttle body 25 may be connected by the cable. In this way, in an outboard motor equipped with a V-type engine, the present invention can be applied even when the throttle body is disposed above the cylinder head at the rear of the engine.

  In the present embodiment, the ECU 20 is driven and controlled by the ECU 20 to drive the drive gear 62. Therefore, the remote control box 27 and the outboard motor 1 can be connected only by the harness 67, and the connection work is extremely difficult. It becomes easy and has excellent maintainability. Furthermore, there is no sliding resistance due to the cable and the operation load of the operation lever 28 can be reduced, and the operability is improved. However, the present invention is not limited to this. For example, the drive gear 62 may be mechanically driven to rotate using a push-pull cable. According to this, it becomes possible to cope with an operation method similar to the conventional one. Moreover, in the past, two push-pull cables for shift switching and throttle adjustment were required. In the above configuration, only one push-pull cable is required. Is simplified and the connection work is facilitated.

  If there is a margin in the output of the motor 64, the driven gear 51 to the lower gear 53 and the throttle cam 54 are directly rotated by the motor output shaft 65 without the drive gear 62 interposed. May be. By doing so, the drive gear 62 and the upper gear 52 to the tooth portion 52a can be omitted, so that the drive unit 60 becomes simpler and more compact.

1 is a left side view illustrating an example of an outboard motor to which a remote control device according to an embodiment of the present invention is applied. It is a side view of the upper half part of the outboard motor. It is a front view of the upper half part of the outboard motor. It is a horizontal sectional view of the outboard motor. FIG. 4 is a side view of a remote control box (FIG. (A)) and a schematic diagram showing a remote control device for shift switching and throttle opening adjustment including an ECU, a remote control box and a drive mechanism (FIG. (B)). ). It is a schematic diagram by planar view which shows operation | movement of a drive mechanism part, and respond | corresponds to a forward position (figure (a)) and a forward direction throttle fully open position (figure (b)).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Outboard motor 2 Engine 9 Shift mechanism 10 Shift rod 19 Intake manifold 20 ECU
28 Operation lever (operator)
25 Throttle body 30 Shift arm 32 Link bar (link mechanism)
34 Throttle arm 36 Link bar (link mechanism)
50 Drive mechanism 51 Driven gear 57 Push rod (throttle drive transmission member)
53a Pinion gear teeth (pinion gear part)
54 Throttle cam (cam part)
56 racks (shift drive transmission member)
56a Rack tooth portion 60 Drive unit (parallel drive means)
62 Drive gear 63 Electric actuator 64 Motor 65 Motor output shaft SH Shift operation range TH Throttle operation range

Claims (5)

A remote control device for an outboard motor having a throttle body and a shift switching mechanism, and enabling remote operation of the throttle opening of the throttle body and the shift switching of the shift switching mechanism by an operator,
A throttle arm that adjusts the throttle opening of the throttle body by being driven;
A throttle drive transmission member for transmitting drive force to the throttle arm;
By being driven, a shift rod that performs shift switching of the shift switching mechanism;
A shift drive transmission member for transmitting a driving force to a shift arm connected to the shift rod;
A remote control device for an outboard motor, comprising: one parallel drive unit capable of driving the throttle drive transmission member and the shift drive transmission member in parallel according to an operation by the operation element.   2. The outboard motor has an engine and an intake manifold, and the parallel drive means is disposed in the vicinity of the front portion of the engine on the opposite side of the intake manifold across the throttle body. The outboard motor remote control device described.   The operation element has a shift operation range and a throttle operation range adjacent to the shift operation range as its operation range, and the parallel drive means is the shift drive transmission member only within the shift operation range of the operation element. 3. The ship according to claim 1, wherein the boat is configured to be able to drive the throttle drive transmission member outside the shift operation range and only within the throttle operation range. Remote control device for external unit.   The shift drive transmission member is configured in a rack shape having a rack tooth portion, and the parallel drive means has a pinion gear portion and a cam portion, and any one of the shift operation range and the throttle operation range by the operator. The pinion gear portion meshes with the rack tooth portion of the shift drive transmission member only within the shift operation range so as to rotate integrally with the operation within the range. 4. The drive mechanism according to claim 3, wherein the cam member is configured to drive the throttle drive transmission member only within the throttle operation range while driving the transmission member. Remote control device for outboard motor.   The throttle drive transmission member and the shift drive transmission member are both configured to be driven and linearly move, between the throttle drive transmission member and the throttle arm, and between the shift drive transmission member and the shift arm. 5. The remote control device for an outboard motor according to claim 1, wherein the two are connected by a link mechanism.

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