JP2006199239A - Steering device of outboard motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device of an outboard motor, fixing a steering wheel without any increase in mounting space when a driving source is not operated in simple constitution. <P>SOLUTION: This steering device of an outboard motor includes: a hydraulic damper mechanism 72 having a vane 72b displaced according to the rotation of the steering wheel 32 and applying friction to the rotation of the steering wheel 32 by displacing the vane 72b to flow a hydraulic fluid; an oil passage 74 communicating oil chambers 72a partitioned by the vane 72b of the hydraulic damper mechanism 72, to be concrete, a first oil chamber and a second oil chamber with each other to flow the hydraulic fluid; and an oil passage shut-off valve 76 shutting off the flow of the hydraulic oil not to displace the vane 72b and to fix the same, thereby fixing the steering wheel 32. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an outboard motor steering apparatus.

  Conventionally, a steering wheel disposed on a hull is connected to a steering mechanism of an outboard motor via a push-pull cable or the like, and the rotation of the steering wheel is transmitted to the steering mechanism to steer the outboard motor. However, since the steering wheel and the steering mechanism are mechanically connected, the steering wheel operating load fluctuates depending on the size of the hull and outboard motor, and the running conditions such as the ship speed, and the operation feeling is always good. Couldn't always get. The same applies when a hydraulic mechanism is used instead of the mechanical connection.

As a technique for solving such a problem, a steering device (electronic steering mechanism) in which the mechanical connection between the steering wheel and the steering mechanism is disconnected has been proposed in recent years. In the steering apparatus, an actuator is connected to the steering shaft of the outboard motor, and a rotation angle sensor is disposed in the vicinity thereof to detect the rotation angle of the steering shaft. On the other hand, a rotation angle (steering angle) sensor for detecting the rotation angle (steering angle) is provided in the vicinity of the steering wheel, and the drive of the actuator is controlled so that the deviation between the detected rotation angle and the rotation angle becomes zero. (For example, refer to Patent Document 1).
JP 2004-249790 A (paragraph 0036 etc.)

  By the way, when the steering shaft is driven by an actuator as described above, if the steering wheel is rotated in a state where the drive source (for example, the internal combustion engine) is not operated, the phase difference between the rotation angle of the steering wheel and the rotation angle of the steering shaft. Therefore, when the drive source is started, for example, the angle of the steering shaft on the outboard motor side must be corrected by an electronic control unit or the like to eliminate the phase difference. Therefore, it is desirable to fix the steering wheel when the drive source is not operated so that no phase difference is generated.

  Therefore, a mechanical fixing mechanism (detent mechanism), for example, a gear-shaped plate is arranged on the steering shaft of the steering wheel, while a claw portion is formed in a portion that is not displaced by the rotation of the steering wheel, and the drive source When the is not operated, it is conceivable to attach a mechanism for fixing the steering wheel by engaging the plate and the claw portion. However, in that case, the number of parts increases, the configuration becomes complicated, and there is a disadvantage that the mounting space increases.

  Accordingly, the object of the present invention is to solve the above-mentioned problems and to provide an outboard motor that is configured to fix the steering wheel without increasing the mounting space when the drive source is not operating while having a simple configuration. The object is to provide a steering device.

  In order to solve the above-described object, according to claim 1, the outboard motor is steered by driving an actuator connected to a steering shaft of the outboard motor in accordance with rotation of a steering wheel arranged in the hull. A hydraulic damper mechanism that imparts friction to rotation of the steering wheel by displacing a movable part connected to the steering wheel to cause the hydraulic oil to flow, and the movable of the hydraulic damper mechanism An oil passage that communicates between the oil chambers divided into a plurality of parts according to a part and flows the hydraulic oil, and a steering that blocks the flow of the hydraulic oil and fixes the movable part, thereby fixing the steering wheel. And wheel fixing means.

  In the outboard motor steering apparatus according to the second aspect, the steering wheel fixing means is constituted by an oil passage cutoff valve which can be operated by the operator.

  The outboard motor steering apparatus according to claim 3 includes a switch for starting a drive source disposed in the outboard motor, and the steering wheel fixing means is linked to an operation of the switch. It was configured to block the flow of hydraulic oil.

  The outboard motor steering apparatus according to claim 1 includes a movable portion that is displaced according to the rotation of the steering wheel, and the hydraulic fluid flows by displacing the movable portion to cause friction in the rotation of the steering wheel. A hydraulic damper mechanism that provides fluid, an oil passage that communicates between oil chambers defined by movable parts of the hydraulic damper mechanism, and a flow of hydraulic oil, and a movable part that is prevented from being displaced by blocking the flow of hydraulic oil. And a steering wheel fixing means for fixing the steering wheel. Therefore, the steering wheel can be simply operated by operating the steering wheel fixing means when the drive source is not operating, although it has a simple structure. Therefore, the phase difference as described above does not occur. In addition, since the steering wheel fixing means only needs to be configured to cut off the flow of hydraulic oil, it does not increase the installation space, and even if the steering wheel is at any rotation angle, The steering wheel can be fixed, that is, the steering wheel can be fixed steplessly.

  In the steering apparatus for an outboard motor according to claim 2, since the steering wheel fixing means is constituted by an oil passage cutoff valve that can be operated by the operator, in addition to the effects described above, the operator can The wheel fixing means can be easily operated.

  The outboard motor steering apparatus according to claim 3 includes a switch for starting a drive source disposed in the outboard motor, and the steering wheel fixing means is configured to flow the hydraulic oil in conjunction with the operation of the switch. In addition to the effects described above, the operation of starting and stopping the drive source and the operation of unlocking and fixing the steering wheel can be performed at the same time by operating the switch. The operability of the machine steering device is improved. In addition, since the steering wheel is fixed in conjunction with the operation of the switch, the ship operator never forgets to fix the steering wheel when the drive source is stopped, and further helps prevent theft. .

  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 generally showing an outboard motor steering apparatus according to a first embodiment of the present invention, and FIG. 2 is a partial explanatory side view of FIG.

  1 and 2, reference numeral 10 indicates an outboard motor in which an internal combustion engine, a propeller shaft, a propeller, and the like are integrated. As shown in FIG. 2, the outboard motor 10 includes a hull through a swivel case 12 in which a shaft portion (steering shaft, which will be described later) of a mount frame is rotatably accommodated, and a stern bracket 14 to which the swivel case 12 is connected. (Hull) Attached to the tail (transom) of 16 so as to be steerable about the gravity axis and the horizontal axis.

  An internal combustion engine (drive source; hereinafter referred to as “engine”) 18 is disposed on the outboard motor 10. The engine 18 is a spark ignition type in-line four cylinder, which is a four-cycle gasoline engine having a displacement of 2200 cc. The engine 18 is located on the water surface, covered with the engine cover 20, and disposed inside the outboard motor 10. In the vicinity of the engine 18 covered with the engine cover 20, an ECU (Electronic Control Unit) 22 composed of a microcomputer is arranged.

  The outboard motor 10 includes a propeller 24 and a ladder 26 provided in the vicinity thereof. The propeller 24 is connected to the engine 18 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 16.

  As shown in FIG. 1, a steering wheel 32 that can be freely rotated by a marine vessel operator is disposed near the cockpit 30 of the hull 16. A rotation angle sensor 34 is disposed in the vicinity of the steering wheel 32. Specifically, the rotation angle sensor 34 includes a rotary encoder, and outputs a signal corresponding to the rotation angle or the rotation amount of the steering wheel 32 input by the vessel operator.

  A throttle lever 36 and a shift lever 38 are arranged on the right side of the cockpit 30 and their operations are transmitted to a throttle valve and a shift mechanism (both not shown) of the engine 18 via a push-pull cable (not shown). .

  Further, a power tilt switch 40 for inputting a tilt angle adjustment instruction for the outboard motor 10 and a power trim switch 42 for inputting a trim angle adjustment instruction are disposed near the cockpit 30. Each of the switches 40 and 42 outputs a signal corresponding to the tilt up / down and trim up / down instructions of the outboard motor 10 input by the operator. The outputs of the rotation angle sensor 34, the power tilt switch 40, and the power trim switch 42 described above are sent to the ECU 22 via signal lines 34L, 40L, and 42L.

  Further, as shown in FIG. 2, in the vicinity of the swivel case 12 and the stern bracket 14, a steering actuator, specifically a hydraulic cylinder (hereinafter referred to as “steering hydraulic cylinder”) 44, and an outboard motor are provided. A known power tilt trim unit 46 for adjusting 10 tilt angles and trim angles is arranged and connected to the ECU 22 via signal lines 44L and 46L, respectively.

  Further, a rotation angle sensor 48 is disposed in the vicinity of the steering hydraulic cylinder 44 and outputs a signal corresponding to the rotation angle of the shaft portion (described later) of the mount frame housed inside the swivel case 12. The output of the rotation angle sensor 48 is sent to the ECU 22 via the signal line 48L.

  The ECU 22 drives the steering hydraulic cylinder 44 to steer the outboard motor 10 based on the outputs of the sensors and switches described above, and operates the power tilt trim unit 46 to operate the tilt angle and the outboard motor 10. Adjust the trim angle.

  FIG. 3 is an enlarged partial sectional view of the vicinity of the swivel case 12 shown in FIG.

  The swivel case 12 is connected to the stern bracket 14 through the tilting shaft 50 so as to be capable of relative angular displacement about the tilting shaft 50.

  The power tilt trim unit 46 has one hydraulic cylinder for adjusting the tilt angle (hereinafter referred to as “tilt hydraulic cylinder”) 46a and two hydraulic pressures for adjusting the trim angle (only one is shown in FIG. 3). A cylinder (hereinafter referred to as “trim hydraulic cylinder”) 46b is integrally provided.

  The tilt hydraulic cylinder 46a is attached to the hull 16 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 12. The trim hydraulic cylinder 46 b is also attached to the hull 16 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 12. As a result, the tilting hydraulic cylinder 46a or the trimming hydraulic cylinder 46b is driven (expanded / contracted), whereby the swivel case 12 is rotated about the tilting shaft 50 as the rotation axis, and the outboard motor 10 is tilted up / down. Or it is trimmed up and down.

  Further, as described above, the shaft portion 56 of the mount frame 54 is rotatably accommodated in the swivel case 12. The shaft portion 56 has an axial direction in the direction of gravity, and its upper end is fixed to the mount frame 54 and its lower end is fixed to a lower mount center housing (not shown). The mount frame 54 and the lower mount center housing are respectively fixed to frames on which the engine 18 and the propeller 24 are disposed.

  FIG. 4 is a plan view of the vicinity of the swivel case 12 as viewed from above.

  As shown in FIGS. 3 and 4, a concave portion 58 having a concave shape (C shape) in a sectional view is formed in the upper portion of the swivel case 12, and the above-described steering hydraulic cylinder 44 is disposed in the internal space. Is done. The steering hydraulic cylinder 44 includes a return cylinder, and is connected to a hydraulic pump (not shown) via two oil passages (not shown) to be supplied with hydraulic pressure.

  The steering hydraulic cylinder 44 is mounted on a mount frame 54 (a portion that produces a horizontal angle (steering angle) displacement with respect to the long axis of the hull 16) with its rod head 44a supported by a stay 60, and a cylinder bottom. 44b is supported by a stay 62 (shown in FIG. 3) on the outboard motor main body side and is attached to the swivel case 12 (a portion that does not cause a horizontal angle (steering angle) displacement with respect to the long axis of the hull 16). The inner space of the recess 58 is disposed.

  Further, as shown in FIG. 4, the rotation angle sensor 48 is arranged in the internal space of the recess 58. The rotation angle sensor 48 is connected to the stay 60 via a sensor rod 64. That is, the rotation angle of the shaft portion 56 is transmitted to the rotation angle sensor 48 via the mount frame 54, the stay 60 and the sensor rod 64, and is detected by the rotation angle sensor 48.

  Next, the steering of the outboard motor 10 will be outlined based on the above. When the boat operator steers the steering wheel 32, the steering angle is input to the ECU 22 via the rotation angle sensor 34. The ECU 22 determines that the deviation between the rotation angle of the steering wheel 32 detected by the rotation angle sensor 34 and the rotation angle of the shaft portion 56 detected by the rotation angle sensor 48 is a steering angle (an angle of the outboard motor 10 with respect to the hull 16). Then, the hydraulic pump is driven to drive (extend / contract) the steering hydraulic cylinder 44 so as to be zero, and the shaft portion 56 is rotated to steer the outboard motor 10.

  As described above, when the steering hydraulic cylinder 44 is driven, the horizontal steering of the outboard motor 10 is power-assisted using the shaft portion 56 as a steering shaft, and thus the propeller 24 and the ladder 26 are swung. The hull 16 is steered. Specifically, when the steering hydraulic cylinder 44 is driven in the extending direction, as shown in FIG. 4, the shaft portion 56 and the mount frame 54 are clockwise (rightward in top view) with respect to the hull 16. The outboard motor 10 is turned clockwise, so that the hull 16 is steered counterclockwise (counterclockwise in top view) (turned left).

  On the other hand, when the steering hydraulic cylinder 44 is driven in the contracting direction, as shown in FIG. 5, the shaft portion 56 and the mount frame 54 rotate counterclockwise with respect to the hull 16, and the outboard motor 10 is moved to the left. The hull 16 is steered clockwise (turned right).

  4 and 5, reference numeral 66 indicates an outline (vertical projection plane) of the outboard motor 10 in a top view. 4 is a plan view of the vicinity of the swivel case 12 when the outboard motor 10 is rotated clockwise to the maximum turning angle (30 degrees), and FIG. It is the top view which looked at swivel case 12 vicinity when rotating the outer unit 10 to the maximum turning angle (30 degree | times) counterclockwise. Also, in FIGS. 4 and 5, the illustration of some components is simplified so that the movement of the steering hydraulic cylinder 44 is well illustrated.

  Next, the structure near the steering wheel 32 will be described.

  FIG. 6 is a longitudinal sectional view of the column portion 32 a of the steering wheel 32. 7 is an enlarged sectional view taken along line VII-VII in FIG. 6, and FIG. 8 is an enlarged sectional view taken along line VIII-VIII in FIG.

  As shown, the steering shaft 32b fixed to the steering wheel 32 extends through the column portion 32a. A key unit portion (switch) 66 is provided in the vicinity of the steering wheel 32 of the column portion 32a, and when the ignition key 68 is inserted and operated by the operator, an energizing circuit (not shown) is provided. Then, power is supplied to the engine 18 from a battery (not shown), and the engine 18 is started.

  The steering shaft 32b is provided with a speed reduction mechanism 70 including a planetary gear mechanism and a stopper mechanism downstream of the arrangement position of the key unit 66. The maximum rotation amount (lock-to-lock) of the steering wheel 32 is 3 rotations (that is, 1.5 rotations counterclockwise and 1.5 rotations clockwise from the neutral position of the steering wheel 32).

  Referring also to FIG. 7, the planetary gear mechanism in the speed reduction mechanism 70 includes a sun gear 70a fixed to the steering shaft 32b, an internal gear 70b fixed to the column portion 32a, a sun gear 70a, and an internal gear 70b. The three planetary pinions 70c that rotate about the sun gear 70a and the carrier 70d that fixes the three planetary pinions 70c.

  As shown in FIGS. 6 and 7, the carrier 70d has a substantially disk shape. Further, one stopper (projection) 70d1 projects from the circumference of the carrier 70d, and one projection 70e projects from the column portion 32a, thereby constituting a stopper mechanism.

  In the speed reduction mechanism 70 configured as described above, the steering wheel 32, more specifically, the steering shaft 32b, is connected to a planetary gear mechanism including a sun gear 70a, an internal gear 70b, and a planetary pinion 70c. The rotation of the steering wheel 32 is reduced to about ¼ rotation speed through the planetary gear mechanism and transmitted to the carrier 70d connected to the planetary gear mechanism. As a result, for example, when the steering wheel 32 is rotated three times from the left or right steering limit toward the other, the carrier 70d rotates 3/4 (more precisely, 290 degrees), and the stopper 70d1 moves to the end of the protrusion 70e. It abuts on the portion 70e1 and locks (blocks) further rotation of the steering wheel 32.

  Returning to the description of FIG. 6, a hydraulic damper mechanism 72 is provided on the front end (lower end in the drawing) side of the speed reduction mechanism 70 in the steering shaft 32 b.

  As shown in FIGS. 6 and 8, the hydraulic damper mechanism 72 has a substantially circular oil chamber 72a formed around the steering shaft 32b inside the column portion 32a (as viewed from the axial direction of the steering shaft 32b). Is attached to the steering shaft 32b (more precisely, the jacket 32b1 fitted on the outer periphery thereof) so as to protrude in the radial direction, and separates the oil chamber 72a into a plurality (specifically, two). A vane (movable part) 72b and hydraulic oil (lubricating oil, not shown) filled in the oil chamber 72a are provided. Hereinafter, among the oil chambers 72a partitioned by the vanes 72b, the oil chamber on the upper side in FIG. 8 (the back side in the drawing in FIG. 6) is referred to as a “first oil chamber” and is denoted by reference numeral 72a1. Similarly, the lower oil chamber in FIG. 8 (the front side in FIG. 6) is referred to as a “second oil chamber” and is denoted by reference numeral 72a2.

  The first oil chamber 72a1 and the second oil chamber 72a2 are connected to the end portions of the oil passages 74 at appropriate positions on the upper side in FIG. 72a2 communicates with each other. That is, the first oil chamber 72a1 and the second oil chamber 72a2 are connected via an oil passage 74 having an inverted U shape.

  With this configuration, in the hydraulic damper mechanism 72, when the steering wheel 32 (steering shaft 32b) is rotated and the vane 72b is rotated, the hydraulic oil is transferred from the first oil chamber 72a1 to the second oil chamber 72a2. Alternatively, the fluid flows from the second oil chamber 72a2 to the first oil chamber 72a1 through the oil passage 74. At this time, since the vane 72b displaces (moves) in the hydraulic oil filled in the oil chamber 72a, the steering wheel 32 (more precisely, the steering shaft 32b) has a viscosity and a filling amount of the hydraulic oil in the oil chamber 72a. That is, the friction according to the hydraulic pressure is received. Therefore, an appropriate friction can be given to the rotation of the steering wheel 32, and the operation feeling can be improved.

  An oil passage cutoff valve (steering wheel fixing means) 76 is disposed in the middle of the oil passage 74. The oil passage cutoff valve 76 includes a valve body 76a that opens and closes the oil passage 74, and an operation portion (knob) 76c that is connected to the valve body 76a via a rotary shaft 76b.

  As shown in FIG. 6, the operation portion 76c is arranged outside the column portion 32a and at a position where the operator can operate it. Therefore, when the operation portion 76c is operated (rotated) by the operator, the rotation shaft 76b and the valve body 76a (specifically, the oil passage 76a1 formed on the valve body 76a and connected to the oil passage 74). ) Is rotated accordingly, so that the oil passage 74 is communicated or closed (opened / closed). 6 and 8 show a state where the oil passage 74 is closed.

  As a result, when the operator stops the engine 18 and operates (rotates) the operation portion 76c of the oil passage cutoff valve 76 in the direction in which the oil passage 74 is closed, the flow of the hydraulic oil in the oil passage 74 is caused. The vane 72b cannot be displaced (moved) in the oil chamber 72a. Therefore, the steering shaft 32b and the steering wheel 32 connected to the vane 72b cannot be rotated, and the steering wheel 32 is fixed.

  Thereafter, when the operator operates (rotates) the operation portion 76c of the oil passage cutoff valve 76 in the direction in which the oil passage 74 communicates when starting the engine 18, the hydraulic fluid flows in the oil passage 74. Thus, since the vane 72b can be displaced in the oil chamber 72a, the steering shaft 32b and the steering wheel 32 can also be rotated, that is, the fixation of the steering wheel 32 is released.

  Continuing the description of the structure in the vicinity of the steering wheel 32, as shown in FIG. 6, the rotary encoder is located in the vicinity of the distal end side (downward side) of the steering shaft 32 b at the position where the hydraulic tamper portion 72 is disposed. The rotation angle sensor 34 is arranged. The rotation of the steering shaft 32b is transmitted to the rotation angle sensor 34 via a worm gear (not shown), and the rotation angle sensor 34 generates an output corresponding to the rotation amount of the steering shaft 32b, in other words, the steering wheel 32. As described above, the output of the rotation angle sensor 34 is sent to the ECU 22.

  As described above, in this embodiment, the vane 72b that displaces according to the rotation of the steering wheel 32 is provided, and the hydraulic pressure that gives friction to the rotation of the steering wheel 32 by displacing the vane 72b and causing the hydraulic oil to flow. Oil that causes hydraulic fluid to flow by communicating between the damper mechanism 72 and the oil chamber 72a (specifically, the first oil chamber 72a1 and the second oil chamber 72a2) defined by the vane 72b of the hydraulic damper mechanism 72. Since the configuration is provided with the passage 74 and the oil passage cutoff valve 76 that fixes the vane 72b so as not to be displaced (moved) by shutting off the flow of the hydraulic oil, and thus the steering wheel 32 is fixed. Even when the engine 18 is not operating, the steering wheel is simply operated by operating the oil passage cutoff valve 76. Can be fixed Le 32, thus is not a phase difference in rotation angle of the rotation angle and the shaft portion 56 of the steering wheel 32 arises.

  The oil passage shut-off valve 76 only needs to be configured to shut off the flow of hydraulic oil, so that the installation space is not increased and the steering wheel 32 is at any rotation angle. In addition, the steering wheel 32 can be fixed, that is, the steering wheel 32 can be fixed steplessly.

  In addition, since the steering wheel 32 is fixed by the oil passage blocking valve 76 that can be operated by the operator, the operator can easily fix the steering wheel 32.

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

  FIG. 9 is a partial longitudinal sectional view similar to FIG. 6, showing a column portion 32a of a steering wheel 32 having the configuration of an outboard motor steering apparatus according to a second embodiment. It is an XX line expanded sectional view. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted.

  In the outboard motor steering apparatus according to the second embodiment, the oil passage cutoff valve 76 is provided in the middle of the oil passage of the hydraulic damper unit 78 for adjusting the friction applied to the rotation of the steering wheel 32. Configured to place.

  In this specification, the hydraulic damper unit 78 is a variable orifice (variable flow rate adjusting valve) that adjusts the flow rate of hydraulic fluid flowing through the oil passage in the vicinity of the hydraulic damper mechanism 72 of the first embodiment, This means that a pressure control valve (relief valve) (both described later) for adjusting the pressure is disposed and integrated into a unit.

  FIG. 11 is an explanatory view schematically showing the hydraulic damper unit 78.

  More specifically, referring to FIG. 9 to FIG. 11, particularly FIG. 11, an oil passage 80 a (not shown in FIG. 9) is provided below the first oil chamber 72 a 1 of the hydraulic damper mechanism 72. Oil passages 80b are respectively connected below the oil chambers 72a2. A first outbound check valve (one-way valve) 82a (not shown in FIG. 9) is provided in the middle of the oil passage 80a, and a second outbound check valve 82b is provided in the middle of the oil passage 80b. Provided.

  The ends of the oil passage 80a and the oil passage 80b (more precisely, the end opposite to the end connected to the first oil chamber 72a1 in the oil passage 80a and the second oil chamber 72a2 in the oil passage 80b) The end portion on the opposite side of the connected end portion joins and is connected to the oil passage 80c.

  The variable orifice 84 described above is provided in the middle of the oil passage 80c, and the oil passage 80c is branched into an oil passage 80d and an oil passage 80e. A pressure regulating valve 86 is provided in the middle of the oil passage 80d. Further, the end of the oil passage 80d opposite to the end connected to the oil passage 80c is an oil passage 80a (specifically, the first going-side check valve 80a and the oil passage 80b in the oil passage 80a). To the junction).

  The variable orifice 84 includes a needle valve and an excitation coil (not shown), and the needle valve is moved (opened / closed) according to the magnitude of the excitation current of the excitation coil. Thereby, the opening degree of the variable orifice 84 is freely adjusted (set). The pressure regulating valve 86 is configured to open (communicate) the oil passage 80d when a hydraulic pressure equal to or greater than a predetermined value is applied.

  An oil passage shut-off valve 76 is provided in the middle of the oil passage 80e, as well shown in FIGS. Accordingly, the oil passage 80e can be freely opened and closed by the oil passage cutoff valve 76. The oil passage 80e is branched into an oil passage 80f and an oil passage 80g, and the oil passage 80f is branched again into an oil passage 80h and an oil passage 80i.

  The oil passage 80h is connected to an accumulator 88, and a first return-side check valve 90a (not shown in FIG. 9) is provided in the middle of the oil passage 80i. The end of the oil passage 80i (more precisely, the end of the oil passage 80i opposite to the end connected to the oil passage 80f and the oil passage 80h) is a first oil chamber 72a1, which is shown in FIG. Connected upward.

  A second return-side check valve 90b is provided in the middle of the oil passage 80g. The end of the oil passage 80g (more precisely, the end of the oil passage 80g opposite to the end connected to the oil passage 80e and the oil passage 80f) is the second oil chamber 72a2, and in FIG. Connected upward.

  Next, the operation of the hydraulic damper unit 78 configured as described above will be described.

  When the steering wheel 32 is steered (rotated) clockwise (in the direction indicated by the solid arrow A in FIGS. 6, 10 and 11), the steering shaft 32b and the vane 72b also rotate clockwise. . As a result, the hydraulic damper mechanism 72 discharges the hydraulic oil filled in the first oil chamber 72a1 in the direction of the oil passage 80a as shown by the solid line arrow in FIG.

  The hydraulic oil discharged from the hydraulic damper mechanism 72 includes an oil passage 80a, a first going-side check valve 82a, an oil passage 80c, a variable orifice 84, an oil passage 80e, an oil passage cutoff valve 76, an oil passage 80g, and a second oil passage 80g. Is supplied to the second oil chamber 72a2 of the hydraulic damper mechanism 72 through the return-side check valve 90b. As can be seen from this, the hydraulic damper mechanism 72 in the second embodiment also has a role similar to that of the hydraulic pump.

  The first return side check valve 90a is connected to the upstream side (specifically, the side connected to the first oil chamber 72a1) and the downstream side (specifically, to the oil passage 80f). However, since the hydraulic pressure from the downstream side, that is, the hydraulic pressure that has passed through the variable orifice 84 is lower than the upstream hydraulic pressure, the hydraulic oil is supplied to the oil passage 80f, It flows as described above without backflowing 80i.

  On the other hand, when the steering wheel 32 is steered (rotated) counterclockwise (the direction indicated by the broken arrow B in FIGS. 6, 10, and 11), the steering shaft 32b and the vane 72b also rotate counterclockwise. To do. As a result, the hydraulic damper mechanism 72 discharges the hydraulic oil filled in the second oil chamber 72a2 in the direction of the oil passage 80b, as indicated by the dashed arrows in FIG.

  The hydraulic oil discharged from the hydraulic damper mechanism 72 includes an oil passage 80b, a second outward check valve 82b, an oil passage 80c, a variable orifice 84, an oil passage 80e, an oil passage cutoff valve 76, oil passages 80f and 80i, The oil is supplied to the first oil chamber 72a1 of the hydraulic damper mechanism 72 through the first return-side check valve 90a.

  The second return side check valve 90b is connected to the upstream side (specifically, the side connected to the second oil chamber 72a2) and the downstream side (specifically, to the oil passage 80e). As described above, the hydraulic pressure from the downstream side, that is, the hydraulic pressure that has passed through the variable orifice 84 is lower than the upstream hydraulic pressure. The oil passage 80g does not flow backward.

  As described above, in the second embodiment, by adjusting the opening degree of the variable orifice 84, the flow rate of the hydraulic oil flowing through the oil passage 80c is adjusted to reduce the friction applied to the rotation of the steering wheel 32. In an outboard motor steering apparatus including a hydraulic damper unit 78 that can be freely adjusted, an oil passage cutoff valve 76 is provided in the middle of an oil passage constituting the hydraulic damper unit 78, specifically, in the middle of an oil passage 80e. As in the first embodiment, the configuration is simple, but when the engine 18 is not operating, the oil passage 80e is closed and the vane 72b is fixed only by operating the oil passage cutoff valve 76. Thus, the steering wheel 32 can be fixed. Thereby, in the first place, there is no phase difference between the rotation angle of the steering wheel 32 and the rotation angle of the shaft portion 56. 9 and 10 show a state where the oil passage 80e is closed.

  In the oil passage 80e, the hydraulic damper unit 78 that adjusts the friction applied to the rotation of the steering wheel 32 and the steering wheel fixing means (the oil passage cutoff valve 76) that fixes the steering wheel 32 are shared. Therefore, the number of parts can be reduced, and the installation space can be reduced.

  Further, since the hydraulic damper unit 78 is configured to include the pressure adjusting valve 86 that opens the oil passage 80d when a hydraulic pressure of a predetermined value or more is applied, the hydraulic pressure supplied to any of the oil passages suddenly increases. Even in this case, by opening the oil passage 80d, the flow rate of the hydraulic oil can be increased, and thus the increase in the hydraulic pressure can be reduced (reduced).

  Further, since the hydraulic damper unit 78 is configured to include the accumulator 88, the accumulator 88 can continue to supply hydraulic pressure to each oil passage as a hydraulic source in a state where the steering wheel 32 is fixed. The state where 32 is fixed can be held for a long time.

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

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

  FIG. 12 is a partial longitudinal sectional view similar to FIG. 6 showing the column portion 32a of the steering wheel 32 provided with the configuration of the outboard motor steering apparatus according to the third embodiment, and FIG. It is an XIII-XIII line expanded sectional view. In the following description, the same components as those in the first and second embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the outboard motor steering apparatus according to the third embodiment, the arrangement location of the key unit 66 is moved downward as compared with the second embodiment, and as well shown in FIG. The rotary shaft 76b of the valve 76 is configured to be connected to the key unit portion 66 instead of the operation portion 76c of the second embodiment.

  More specifically, the key unit portion 66 is disposed in the vicinity of the hydraulic cutoff valve 76. The rotation shaft 76 b of the oil passage cutoff valve 76 is locked to the ignition key 68 via a locking mechanism (not shown) disposed inside the key unit portion 66. Thereby, the rotating shaft 76b and the valve body 76a connected thereto are rotated in accordance with the rotation of the ignition key 68. The oil passage cutoff valve 76 (more precisely, the valve element 76a of the oil passage cutoff valve 76) is configured to close the oil passage 80e when the ignition key 68 is in the OFF position. When the key 68 is at a position other than the OFF position, the oil passage 80e is communicated.

  With this configuration, when the ignition key 68 inserted into the key unit 66 is rotated (operated) to the OFF position by the operator, the engine 18 is not supplied with power from the battery, and the fuel to the engine 18 is not supplied. And the operation is stopped and the oil passage 80e of the hydraulic damper unit 78 is blocked (closed) by the valve body 76a as the rotating shaft 76b rotates. That is, the oil passage cutoff valve 76 operates in conjunction with the operation of the key unit portion 66, and thus the flow of hydraulic oil is shut off. 12 and 13 show a state where the oil passage 80e is closed.

  When the flow of the hydraulic oil in the oil passage 80e is interrupted, the vane 72b cannot be displaced (moved) in the oil chamber 72a as described above, so that the steering shaft 32b and the steering wheel 32 connected to the vane 72b Fixed.

  Thereafter, when the ignition key 68 is rotated to a position other than the OFF position by the operator when starting the engine 18, the engine 18 is started and the oil path 80e of the hydraulic damper unit 78 is The rotating shaft 76b is rotated and communicated by the valve body 76a, and the hydraulic fluid flows. Therefore, the vane 72b can be displaced in the oil chamber 72a, and the fixation of the steering wheel 32 is released.

  As described above, in the third embodiment, the oil passage cutoff valve 76 is configured to shut off the flow of the hydraulic oil in conjunction with the operation of the key unit portion 66, so that the engine 18 is started and stopped. The operation and the operation of releasing and fixing the steering wheel 32 can be performed simultaneously only by operating the key unit 66, and the operability of the outboard motor steering device is improved.

  Further, since the steering wheel 32 is fixed in conjunction with the operation of the key unit portion 66, the boat operator does not forget to fix the steering wheel 32 when the engine 18 is stopped. It also helps prevent theft.

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

  As described above, in the first to third embodiments of the present invention, the steering shaft (shaft portion 56) of the outboard motor (10) according to the rotation of the steering wheel (32) disposed in the hull (16). In the outboard motor steering apparatus that drives the outboard motor by driving the actuator (steering hydraulic cylinder 44) connected to the steering wheel), and operates by displacing the movable part (vane 72b) connected to the steering wheel. A hydraulic damper mechanism (72. In the second and third embodiments, a hydraulic damper unit 78) that imparts friction to the rotation of the steering wheel by causing oil to flow, and a plurality of compartments by the movable part of the hydraulic damper mechanism Oil passages (74a. Specifically, the first oil chamber 72a1 and the second oil chamber 72a2) communicate with each other to flow the hydraulic oil (74. second and third oil chambers). In the embodiment, there are provided oil passages 80a to 80i), and steering wheel fixing means (oil passage closing valve 76) for blocking the flow of the hydraulic oil and fixing the movable portion, thereby fixing the steering wheel. It was configured as follows.

  Specifically, a rotation angle sensor 34 that detects the rotation angle of the steering wheel 32 disposed on the hull 16 and a rotation angle sensor 48 that detects the rotation angle of the steering shaft (shaft portion 56) of the outboard motor 10. The steering of the outboard motor 10 is made such that the deviation between the detected rotation angle of the steering wheel 32 and the rotation angle of the shaft portion 56 becomes zero at the steering angle (the angle of the outboard motor 10 with respect to the hull 16). In an outboard motor steering apparatus that drives an outboard motor 10 by driving an actuator (steering hydraulic cylinder 44) connected to a shaft, the movable portion (vane 72b) connected to the steering wheel 32 is displaced. A hydraulic damper mechanism 72 (in the second and third embodiments, a hydraulic damper unit 78) that applies friction to the rotation of the steering wheel 32 by flowing oil; and a hydraulic damper An oil passage 74 (second oil flow) in which hydraulic oil flows through the oil chambers 72a divided into two by the movable part of the mechanism 72, more specifically, the first oil chamber 72a1 and the second oil chamber 72a2 communicate with each other. In the third embodiment, the oil passages 80a to 80i) and the oil passage 74 (in the second and third embodiments, the oil passage 80e) are closed to block the flow of the hydraulic oil and fix the movable part. Therefore, a steering wheel fixing means (oil passage closing valve 76) for fixing the steering wheel 32 is provided.

  In the first and second embodiments of the present invention, the steering wheel fixing means is constituted by an oil passage cutoff valve (76) which can be operated by the operator.

  The third embodiment of the present invention further includes a switch (key unit portion 66) for starting a drive source (engine 18) disposed in the outboard motor (10), and the steering wheel fixing means. (76) is configured to block the flow of the hydraulic oil in conjunction with the operation of the switch.

  In the above description, an outboard motor has been described as an example of a steering device including an electronic steering mechanism.

  Further, although the vane type is used as the hydraulic damper mechanism 72, a piston type hydraulic damper mechanism may be used.

  Further, although the engine 18 is provided as a drive source of the propeller 24, a hybrid outboard motor including an engine and an electric motor may be used.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view illustrating an outboard motor steering apparatus according to a first embodiment of the present invention. It is a partial explanatory side view of the steering device shown in FIG. FIG. 3 is an enlarged partial sectional view in the vicinity of a swivel case shown in FIG. 2. FIG. 2 is a plan view of the vicinity of a swivel case viewed from above when the outboard motor shown in FIG. 1 is turned clockwise to the maximum turning angle. Similarly, FIG. 5 is a plan view similar to FIG. 4, showing the vicinity of the swivel case when the outboard motor shown in FIG. 1 is turned counterclockwise to the maximum turning angle. It is a longitudinal cross-sectional view which shows the structure of the column part of the steering wheel shown in FIG. 1 in detail. It is the VII-VII line expanded sectional view of FIG. It is the VIII-VIII line expanded sectional view of FIG. FIG. 7 is a partial vertical sectional view similar to FIG. 6, showing in detail the structure of a column portion of a steering wheel provided with the configuration of an outboard motor steering device according to a second embodiment of the present invention. FIG. 10 is an enlarged sectional view taken along line XX in FIG. 9. It is explanatory drawing which shows typically the hydraulic damper unit shown in FIG. FIG. 7 is a partial longitudinal sectional view similar to FIG. 6, showing in detail the structure of a column portion of a steering wheel provided with the configuration of an outboard motor steering device according to a third embodiment of the present invention. FIG. 13 is an enlarged sectional view taken along line XIII-XIII in FIG. 12.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Outboard motor, 16 Hull, 18 Engine (drive source. Internal combustion engine), 32 Steering wheel, 44 Steering hydraulic cylinder (actuator), 56 Shaft part (steering shaft), 66 Key unit part (switch), 72 Hydraulic damper Mechanism, 72a oil chamber, 72a1 first oil chamber (oil chamber), 72a2 second oil chamber (oil chamber), 72b vane (movable part), 74 oil passage, 76 oil passage closing valve (steering wheel fixing means) , 78 Hydraulic damper unit, 80a-80i oil passage

Claims (3)

  In an outboard motor steering apparatus that drives an actuator connected to a steering shaft of an outboard motor in response to rotation of a steering wheel disposed on the hull to steer the outboard motor, a movable device connected to the steering wheel The hydraulic damper mechanism that imparts friction to the rotation of the steering wheel by causing the hydraulic oil to flow by displacing the part and the oil chamber divided into a plurality by the movable part of the hydraulic damper mechanism communicate with each other to perform the operation. An outboard motor steering apparatus comprising: an oil passage through which oil flows; and a steering wheel fixing unit that blocks the flow of the hydraulic oil and fixes the movable part, thereby fixing the steering wheel. .   The outboard motor steering apparatus according to claim 1, wherein the steering wheel fixing means comprises an oil passage cutoff valve that can be operated by a marine vessel operator.   The switch for starting the drive source arrange | positioned at the said outboard motor is provided, The said steering wheel fixing means interrupts | blocks the flow of the said hydraulic oil in response to operation of the said switch. Outboard motor steering device.

Images