JP4469046B2 - Tilt device for ship propulsion equipment - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a tilt device for a marine propulsion device.
[0002]
[Prior art]
Conventionally, as a tilting device for ship propulsion devices, a cylinder device is interposed between a stern bracket fixed to the hull side and a swivel bracket that supports the propulsion unit, and the cylinder device is fixed by a piston fixed to a piston rod. The first tilt chamber on the side that accommodates the piston rod and the second tilt chamber on the side that does not accommodate the piston rod are divided and provided, and a manual valve is provided for the first tilt chamber, the second tilt chamber, and the tank. Some of them can be conducted through.
[0003]
[Problems to be solved by the invention]
However, the prior art has the following problems.
(1) At the time of tilting down with the manual valve opened, the propulsion unit automatically contracts and tilts down the cylinder device, but if a downward external force other than its own weight acts on the propulsion unit for some reason, the oil in the second tilt chamber There is a risk that it will suddenly flow into the tank and the internal pressure of the tank will rise, causing damage to the tank. In a large marine vessel propulsion device, when the manual valve is fully opened, the oil in the second tilt chamber suddenly flows into the tank only by the weight of the propulsion unit, and the internal pressure of the tank rises and the tank may be damaged. .
[0004]
(2) The length of the pipeline connecting the manual valve and the first tilt chamber is longer and more complicated than the length of the pipeline connecting the manual valve and the tank. When the oil flows more easily into the tank than into the first tilt chamber, the above-mentioned (1) is remarkable. During normal operation by the pump of the tilt device, the discharge flow rate of the pump is small and the pipeline resistance is small. However, when the manual valve is activated, the pressure in the second tilt chamber is high due to the weight of the propulsion unit, etc. The oil will flow rapidly into the tank.
[0005]
An object of the present invention is to prevent the oil in the second tilt chamber from abruptly flowing into the tank and damaging the tank when tilting down using a manual valve in the tilt device for a marine propulsion device.
[0006]
[Means for Solving the Problems]
The present invention described in claim 1 includes a cylinder device interposed between a stern bracket fixed to the hull side and a swivel bracket that supports the propulsion unit, and the cylinder device is fixed by a piston fixed to the piston rod. The first tilt chamber on the side that accommodates the piston rod and the second tilt chamber on the side that does not accommodate the piston rod are divided and provided, and a manual valve is provided for the first tilt chamber, the second tilt chamber, and the tank. In the tilting device for a marine vessel propulsion device that can be conducted through, the manual valve communicates with the second tilt chamber and the first manual conduit communicating with the first tilt chamber , which are separate pipes, at the open position. a second manual line, the three parties of the third manual pipe directly connected in communication with the tank, which allows conducting the first tilt chamber and a second tilt chamber and the tank, the manual valve and the tank Nag is provided with a orifice in the third manual line.
[0007]
According to a second aspect of the present invention, a check valve that allows a flow from the tank to the manual valve is provided in parallel with the third manual conduit provided with the orifice. It is.
[0008]
According to a third aspect of the present invention, a cylinder device is interposed between a stern bracket fixed to the hull side and a swivel bracket supporting the propulsion unit, and the cylinder device is fixed by a piston fixed to the piston rod. The first tilt chamber on the side that accommodates the piston rod and the second tilt chamber on the side that does not accommodate the piston rod are divided and provided, and a manual valve is provided for the first tilt chamber, the second tilt chamber, and the tank. In the tilting device for a marine vessel propulsion device that can be conducted through, the manual valve communicates with the second tilt chamber and the first manual conduit communicating with the first tilt chamber , which are separate pipes, at the open position. The first manual pipe line is configured to directly connect the second manual pipe line and the third manual pipe line communicating with the tank so that the first tilt chamber, the second tilt chamber, and the tank can be electrically connected to each other. And second The conduit connecting the manual line, in which provided interposed blow valve for blowing the internal pressure of the tank to the first tilt chamber.
[0009]
[Action]
According to the first aspect of the invention, the following actions (a) and (b) are obtained.
(a) At the time of tilt down with the manual valve opened, the oil in the second tilt chamber pressurized by the weight of the propulsion unit is not limited in any way from the manual valve to the first tilt chamber. The flow to the tank through the third manual line is limited by the presence of the orifice. Accordingly, the rapid flow into the tank can be prevented and the internal pressure of the tank can be prevented from rising rapidly, so that damage to the tank can be avoided.
[0010]
(b) Even if the orifice is provided in the second manual conduit connecting the second tilt chamber and the manual valve, it is possible to prevent the above-mentioned rapid flow into the tank, but in this case, the presence of the orifice leads to the first tilt chamber. This also restricts the flow of the first and the negative pressure in the first tilt chamber cannot be released quickly. For this reason, if the manual valve is closed immediately after tilting down with the manual valve opened, the first tilt chamber maintains a negative pressure, and the propulsion unit is lifted up during reverse travel when the marine propulsion unit is operated as it is. Will end up unstable. In the present invention, since the orifice is provided in the third manual conduit that connects the manual valve and the tank, the flow to the first tilt chamber is not limited at all, and damage to the tank can be avoided.
[0011]
The invention according to claim 2 has the following action (c) .
(c) A check valve that allows flow from the tank to the manual valve was placed in parallel with the orifice. Accordingly, when the manual valve is tilted up, the oil for compensating the volume of the piston rod that retreats from the cylinder device can be smoothly sucked into the second tilt chamber from the tank via the check valve and the manual valve. That is, the check valve can cancel that the oil suction into the second tilt chamber is limited by the presence of the orifice.
[0012]
The invention according to claim 3 has the following action (d) .
(d) when the tilt-down opening the manual valve, the resistance of the second manual line connecting the manual valve and the first tilt chamber, due to the resistance Yoriookiiko third manual line connecting the manual valve and the tank When the oil in the second tilt chamber suddenly flows into the tank and the internal pressure of the tank tends to rise rapidly, the internal pressure of the tank is blown by the blow valve, so that damage to the tank can be prevented. That is, the oil in the second tilt chamber flows into the tank side where it easily flows, and only a small amount flows into the first tilt chamber side, and the first tilt chamber is in a negative pressure state. Thus, it can be easily blown into the first tilt chamber.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
1 is a schematic diagram showing a ship propulsion device, FIG. 2 is a front view showing a partially broken power unit, FIG. 3 is a side view of FIG. 2, FIG. 4 is a circuit diagram showing a hydraulic circuit, and FIG. It is a circuit diagram which shows another example.
[0014]
As shown in FIG. 1, a ship propulsion device 10 (outboard motor, but may be an inboard / outboard motor) has a stern bracket 12 fixed to a stern plate 11A of a hull 11 and a stern bracket 12 provided with a tilt shaft 13. The swivel bracket 14 is pivotally mounted so as to be tiltable about a substantially horizontal axis. A propulsion unit 15 is pivotally attached to the swivel bracket 14 via a turning shaft (not shown) arranged substantially vertically so as to be rotatable around the turning shaft. An engine unit 16 is mounted on the upper part of the propulsion unit 15, and a propeller 17 is provided on the lower part of the propulsion unit 15.
[0015]
That is, the marine vessel propulsion device 10 is supported by a stern bracket 12 fixed to the hull 11 so that the propulsion unit 15 can be tilted via a tilt shaft 13 and a swivel bracket 14, and tilted between the stern bracket 12 and the swivel bracket 14. The cylinder device 21 of the power unit 20A constituting the device 20 is interposed, and the hydraulic fluid is supplied to or discharged from the hydraulic oil supply / discharge device 22 of the power unit 20A to the cylinder device 21 so that the cylinder device 21 is expanded and contracted. The unit 15 can be tilted.
[0016]
(Cylinder device 21) (FIG. 2)
The cylinder device 21 of the power unit 20 </ b> A constituting the tilt device 20 is integrally coupled to a later-described valve block 65 of the hydraulic oil supply / discharge device 22. That is, the cylinder device 21 includes an outer cylinder 31 and an inner cylinder 32 that are formed by a pultruded steel pipe, and these cylinders 31 and 32 are integrally coupled to the valve block 65. The valve block 65 is made of, for example, an aluminum alloy, and includes a mounting pin insertion hole 65A for the stern bracket 12.
[0017]
Further, the cylinder device 21 has a piston rod 33 used by being connected to the swivel bracket 14, and the piston rod 33 is provided from the rod guide 34 provided at the opening end of the outer cylinder 31 to the tilt chamber 35 of the inner cylinder 32. It is inserted in the telescopically. The rod guide 34 includes a seal member 36 that is in sliding contact with the piston rod 33. The piston rod 33 includes a mounting pin insertion hole 33 </ b> A for the swivel bracket 14. The rod guide 34 includes an oil hole 34 </ b> A that allows the back surface of the seal member 36 to communicate with the tilt chamber 35.
[0018]
The cylinder device 21 has a piston 39 fixed to the end of the piston rod 33 in the tilt chamber 35 of the inner cylinder 32 with a nut 38. The piston 39 includes a seal member 41 such as an O-ring that is in sliding contact with the inner surface of the inner cylinder 32, and the tilt chamber 35 includes a first tilt chamber 35 </ b> A that accommodates the piston rod 33 and a side that does not accommodate the piston rod 33. It divides into the 2nd tilt chamber 35B.
[0019]
The cylinder device 21 has a free piston 40 that is close to the piston 39 in the second tilt chamber 35B.
[0020]
In the cylinder device 21, the valve block 65 includes concentric large diameter holes 42A, medium diameter holes 42B, and small diameter holes 42C, and the rod guide 34 includes concentric large diameter portions 43A and small diameter portions 43C. Then, one end of the outer cylinder 31 is fitted into the large-diameter hole 42A of the valve block 65 via a seal member 44 such as an O-ring, and the other end of the outer cylinder 31 is fitted into the large-diameter portion 43A of the rod guide 34. It is worn and fixed by the caulking portion 46. One end of the inner cylinder 32 is fitted into the small diameter hole 42C of the valve block 65 via a seal member 47 such as an O-ring, and the other end of the inner cylinder 32 is fitted to the small diameter portion 43C of the rod guide 34. And fix. Thus, a ring space-like oil passage 48 is formed between the outer cylinder 31 and the inner cylinder 32, and the first tilt chamber 35 </ b> A and the oil passage 48 are opened to the oil passage 49 (or the rod guide 34). Communication is made by the provided communication channel 49A) (not shown). Further, an oil passage 48 communicating with the first tilt chamber 35A is provided in the first oil passage 66A communicating with the medium diameter hole 42B of the valve block 65, and a second oil passage provided with the second tilt chamber 35B in the valve block 65. Each communicates with 66B.
[0021]
With respect to the structure for coupling the cylinder device 21 to the valve block 65, a ring groove 53 having a circular arc or rectangular cross section is provided in the large diameter hole 42A of the valve block 65, and one end of the outer cylinder 31 is connected to the large diameter hole 42A. The bulge portion 52 is formed by bulging one end portion of the outer cylinder 31 by bulge processing, and the bulge portion 52 is engaged with the ring groove 53 described above.
[0022]
The cylinder device 21 has a shock blow valve 50 and a return valve 51 in the piston 39. The shock blow valve 50 opens at a set pressure to protect the hydraulic circuit when an impact force in the extending direction of the cylinder device 21 is applied, for example, when a driftwood collides with the propulsion unit 15, and the first tilt chamber 35A is opened. The hydraulic oil is transferred to the second tilt chamber 35B so that the piston rod 33 can be extended. The return valve 51 is opened by the pressure of the second tilt chamber 35 </ b> B that is boosted under the weight of the propulsion unit 15 that has been tilted up after absorbing the impact force.
[0023]
(Hydraulic oil supply / discharge device 22) (FIGS. 2 and 3)
The hydraulic oil supply / discharge device 22 of the power unit 20 </ b> A constituting the tilt device 20 includes a reversible motor 61, a reversible gear pump 62, a tank 63, and a flow path 64 with a switching valve, and a first oil passage provided in the valve block 65. The hydraulic oil can be supplied to and discharged from the first tilt chamber 35A and the second tilt chamber 35B of the cylinder device 21 through 66A and the second oil passage 66B.
[0024]
At this time, the hydraulic oil supply / discharge device 22 forms a flow path 64 with a switching valve by a valve block 65 made of an aluminum alloy casting, and includes a first oil path 66A, a second oil path 66B, and the like. The valve block 65 is provided with the large-diameter hole 42A, the medium-diameter hole 42B, and the small-diameter hole 42C for integrating the cylinder device 21 as described above, and at a position close to the integral coupling portion of the cylinder device 21. A tank 63 (main tank) is provided. The tank 63 is provided with a state where the hydraulic oil is accommodated and the pump 62 is immersed in the hydraulic oil. The pump 62 is fixed to the valve block 65 with bolts 68.
[0025]
However, in the hydraulic oil supply / discharge device 22, a motor 61 for driving the pump 62 is disposed above the tank 63 provided in the valve block 65, and a reservoir 67 (subtank) is installed in a reservoir housing 74 that covers the motor 61. It constitutes. The motor 61 fixes the end plate 72 to the lower end opening of the iron yoke 70 through a sealing member such as an O-ring while being liquid-tightly fitted, and sets the stepped portions 72A and 72B above and below the end plate 72. The portion around the tank 63 of the valve block 65 is fitted to the provided lower stepped portion 72B, and the O-ring 83 is liquid-tightly sealed, and the reservoir housing 74 is fitted to the upper stepped portion 72A and the O-ring 81 is liquid-tightly sealed. Sealing is performed, and the reservoir housing 74 and the end plate 72 are fastened to the valve block 65 with bolts 73. Details will be described below.
[0026]
The hydraulic oil supply / discharge device 22 fixes the mounting portion 70 </ b> B of the mounting seat 70 </ b> A of the iron yoke 70 of the motor 61 to a synthetic resin end plate 72 for the motor 61 with a set screw 71. The lead wire 61L of the motor 61 is drawn out from the side portion of the end plate 72 to the outside. The end plate 72 of the motor 61 is fixed around the tank 63 of the valve block 65 together with the mounting portion 74B of the mounting seat 74A of the reservoir housing 74 with a bolt 73, and seals the tank 63. An output shaft 61A of the motor 61 penetrates the end plate 72 in a liquid-tight manner and is connected to a driven shaft of the pump 62. The reservoir 67 and the tank 63 communicate with each other via a communication path provided in the end plate 72 of the motor 61.
[0027]
In addition, the hydraulic oil supply / discharge device 22 covers the yoke 70 of the motor 61 with a dome-shaped synthetic resin reservoir housing 74 having a shape that follows the outer shape of the yoke 70 of the motor 61, and the reservoir housing 74 is bolted. 73, together with the end plate 72 of the motor 61, is fixed to the valve block 65, and the space between the reservoir housing 74 and the yoke 70 of the motor 61 is defined as a reservoir 67.
[0028]
However, in the tilt device 20, as shown in FIG. 1, when the power unit 20A is interposed between the stern bracket 12 and the swivel bracket 14 as described above, the power unit 20A is configured as shown in FIGS. A chamfered portion 76 is formed on the upper side of the reservoir housing 74 facing the swivel bracket 14, an oil supply hole 77 is provided in the chamfered portion 76, and a cap 78 with a vent hole is attached to the oil supply hole 77. .
[0029]
The hydraulic oil supply / discharge device 22 includes a shuttle type switching valve 91, check valves 92 and 93, a contraction side relief valve 94, an extension side relief valve 95, and a manual and thermal valve 96 (FIG. 4).
[0030]
The shuttle type switching valve 91 has a shuttle piston 101, a first check valve 102A and a second check valve 102B located on both sides of the shuttle piston 101, and the first shuttle chamber 103A on the first check valve 102A side of the shuttle piston 101. The second shuttle chamber 103B is defined on the second check valve 102B side of the shuttle piston 101. The first check valve 102 </ b> A is opened by oil supply pressure applied to the first shuttle chamber 103 </ b> A through the pipe line 64 by the normal rotation of the pump 62, and the second check valve 102 </ b> B is operated by the reverse rotation of the pump 62. The opening operation is enabled by the oil supply pressure applied to the second shuttle chamber 103B via the. Further, the shuttle piston 101 opens the second check valve 102B by the oil supply pressure by the forward rotation of the pump 62, and enables the first check valve 102A by the oil supply pressure by the reverse rotation of the pump 62. The first check valve 102A of the shuttle type switching valve 101 is connected to the first oil passage 66A, and the second check valve 102B is connected to the second oil passage 66B.
[0031]
A check valve 92 is interposed in an intermediate portion of the connection pipe line between the pump 62 and the tank 63. That is, when the ship propulsion device 10 is tilted up, the internal volume of the cylinder 32 increases by the retracted volume of the piston rod 33, and the circulating oil amount of the hydraulic oil is insufficient, so that the check valve 92 is opened. In addition, the shortage of the circulating oil amount from the tank 63 to the pump 62 can be compensated.
[0032]
A check valve 93 is interposed in an intermediate portion of the connection pipe line between the pump 62 and the tank 63. That is, at the time of the tilt down operation of the marine propulsion device 10, the piston 39 reaches the maximum contracted position, the tilt down is completed, and when the return oil from the second tilt chamber 35B to the pump 62 is exhausted, the pump 62 is still activated. In this case, the check valve 93 is opened and hydraulic oil can be supplied from the tank 63 to the pump 62.
[0033]
The compression-side relief valve 94 is connected to the pipe 64, and returns the oil amount corresponding to the remaining rod during the tilt-down operation to the tank 63, and the hydraulic pressure when the pump 62 continues to operate even after the tilt-down is completed. In order to protect the circuit, the circuit pressure is released to the tank 63 with the set pressure.
[0034]
The expansion-side relief valve 95 is built in the shuttle piston 101 and releases the circuit pressure to the pump suction side with a set pressure to protect the hydraulic circuit when the pump 62 is still operated even when the tilt up is completed. is there.
[0035]
Accordingly, the automatic tilt operation by the motor 61 of the tilt device 20 is as follows.
[0036]
(1) When the tilt down motor 61 and the pump 62 are rotated forward, the oil discharged from the pump 62 opens the first check valve 102A of the shuttle type switching valve 91 and the second check valve 102B is also connected via the shuttle piston 101. Open. Accordingly, the oil discharged from the pump 62 is supplied to the first tilt chamber 35A of the cylinder device 21 through the first check valve 102A and the first oil passage 66A, and the hydraulic oil in the second tilt chamber 35B of the cylinder device 21 is supplied to the first tilt chamber 35A. Returning to the pump 62 through the two oil passages 66B and the second check valve 102B, the cylinder device 21 is contracted and tilted down.
[0037]
(2) When the tilt-up motor 61 and the pump 62 are reversed, the oil discharged from the pump 62 opens the second check valve 102B of the shuttle type switching valve 91 and also opens the first check valve 102A via the shuttle piston 101. Let it work. Accordingly, the oil discharged from the pump 62 is supplied to the second tilt chamber 35B of the cylinder device 21 through the second check valve 102B and the second oil passage 66B, and the hydraulic oil in the first tilt chamber 35A of the cylinder device 21 is supplied to the second tilt chamber 35B. Returning to the pump 62 through the one oil passage 66A and the first check valve 102A, the cylinder device 21 is extended and tilted up.
[0038]
The manual and thermal valve 96 includes a first manual pipe 201 communicating with the first tilt chamber 35A via the first oil path 66A, and a second manual pipe communicating with the second tilt chamber 35B and the second oil path 66B. The first tilt chamber 35 </ b> A, the second tilt chamber 35 </ b> B, and the tank 63 are connected to each other by the passage 202 and the third manual conduit 203 communicating with the tank 63.
[0039]
The manual and thermal valve 96 connects the thermal relief valves 96A and 96B to the first manual pipe line 201 and the second manual pipe line 202, respectively, in the closed position (position shown in FIG. 4). When the abnormal pressure increase occurs due to the circuit pressure, the circuit pressure is released to the tank 63 with the set pressure.
[0040]
The manual and thermal valve 96 directly connects the first manual pipe line 201, the second manual pipe line 202, and the third manual pipe line 203 in the open position, and the first tilt chamber 35A and the first manual pipe 203 are connected to each other. The 2-tilt chamber 35B and the tank 63 are electrically connected. Thus, the cylinder device 21 is manually expanded and contracted, and the propulsion unit 15 can be tilted up and down freely. At the time of manual tilt down, the oil corresponding to the volume of the piston rod 33 entering the cylinder 32 is returned from the second tilt chamber 35B to the tank 63, and at the time of manual tilt up, the oil corresponding to the volume of the piston rod 33 retracting from the cylinder 32 is tanked. 63 is sucked into the second tilt chamber 35B.
[0041]
However, in the marine vessel propulsion device 10, as shown in FIG. 4 (A), an orifice 203A is provided in the third manual conduit 203 that connects the manual / thermal valve 96 and the tank 63. There is.
[0042]
(1) When the manual / thermal valve 96 is tilted down, the oil in the second tilt chamber 35B pressurized by the weight of the propulsion unit 15 and the like flows from the manual / thermal valve 96 to the first tilt chamber 35A. The flow from the manual / thermal valve 96 to the tank 63 is restricted by the presence of the orifice 203A. Accordingly, since the rapid flow into the tank 63 can be prevented and the internal pressure of the tank 63 can be prevented from rising rapidly, damage to the tank 63 (breakage of the O-ring 83 of the tank 63, the O-ring 81 of the reservoir 67, etc.) can be avoided.
[0043]
(2) Even if the orifice 203A is provided in the pipe line 202 connecting the second tilt chamber 35B and the manual / thermal valve 96, the sudden flow into the tank 63 can be prevented, but in this case, the existence of the orifice 203A is present. The flow to the first tilt chamber 35A is also limited, and the negative pressure in the first tilt chamber 35A cannot be released quickly. For this reason, if the manual / thermal valve 96 is closed immediately after the manual / thermal valve 96 is tilted down, the first tilt chamber 35A maintains a negative pressure, and the marine propulsion device 10 is operated as it is during reverse travel. As a result, the propulsion unit 15 is lifted up and becomes unstable. In the present invention, since the orifice 203A is provided in the pipe line 203 connecting the manual / thermal valve 96 and the tank 63, the flow to the first tilt chamber 35A is not limited at all, and damage to the tank 63 can be avoided.
[0044]
(3) The down speed of the propulsion unit 15 when the manual and thermal valve 96 is fully opened can be limited, and the propulsion unit 15 is not rapidly lowered and is safe.
[0045]
In the marine vessel propulsion apparatus 10, as shown in FIG. 4B, the third manual pipe 203 provided with the orifice 203A is arranged in parallel with the orifice 203A, and the tank 63 is connected to the manual and thermal valve 96. A check valve 203B that allows flow may be provided. According to this, there exists the following effect | action.
[0046]
A check valve 203B that allows the flow from the tank 63 to the manual and thermal valve 96 is arranged in parallel with the orifice 203A. Accordingly, when the manual and thermal valve 96 is opened and tilted up, the oil that compensates for the volume of the piston rod 33 that retreats from the cylinder device 21 is smoothly transferred from the tank 63 via the check valve 203B and the manual and thermal valve 96. It can be sucked into the second tilt chamber 35B. That is, the check valve 203B can cancel that the oil suction into the second tilt chamber 35B is limited by the presence of the orifice 203A.
[0047]
Further, in the marine vessel propulsion device 10, instead of providing the orifice 203A in the third manual conduit 203, a blow valve 204A for blowing the internal pressure of the tank 63 to the first tilt chamber 35A may be provided. As shown in FIG. 5, the blow valve 204 </ b> A can be provided via a pipe line 204 that connects the first manual pipe line 201 and the third manual pipe line 203. According to this, there exists the following effect | action.
[0048]
At the time of tilting down using the manual / thermal valve 96, the resistance of the pipe 201 connecting the manual / thermal valve 96 and the first tilt chamber 35 </ b> A is larger than the resistance of the pipe 203 connecting the manual / thermal valve 96 and the tank 63. As a result, when the oil in the second tilt chamber 35B suddenly flows into the tank 63 and the internal pressure of the tank 63 tends to rise rapidly, the internal pressure of the tank 63 is blown by the blow valve 204A, and the tank 63 is damaged. Can be prevented. That is, the oil in the second tilt chamber 35B flows into the tank 63 side where it easily flows, and only a small amount flows into the first tilt chamber 35A side, and the first tilt chamber 35A is in a negative pressure state. Can be easily blown into the first tilt chamber 35A via the blow valve 204A.
[0049]
Although the embodiment of the present invention has been described in detail with reference to the drawings, the specific configuration of the present invention is not limited to this embodiment, and there are design changes and the like without departing from the gist of the present invention. Is included in the present invention. For example, the tilt device for a marine propulsion device to which the present invention is applied is not limited to the cylinder device 21 and the hydraulic oil supply / discharge device 22 that are integrated by the valve block 65 or the like. The device 22 may be arranged separately. The cylinder device 21 is not limited to the upright type in which the piston rod 33 protrudes upward, but may be an inverted type in which the piston rod 33 protrudes downward.
[0050]
Although the present invention prevents the tank 63 from being damaged, the reservoir 67 communicating with the tank 63 can be similarly prevented from being damaged.
[0051]
【The invention's effect】
As described above, according to the present invention, in the tilt device for a marine vessel propulsion device, it is possible to prevent the oil in the second tilt chamber from suddenly flowing into the tank and damaging the tank when tilting down using the manual valve. it can.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a ship propulsion device.
FIG. 2 is a front view showing the power unit with a part broken away.
FIG. 3 is a side view of FIG. 2;
FIG. 4 is a circuit diagram showing a hydraulic circuit.
FIG. 5 is a circuit diagram showing another example of a hydraulic circuit.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Ship propulsion machine 11 Hull 12 Stern bracket 14 Swivel bracket 15 Propulsion unit 20 Tilt device 21 Cylinder device 33 Piston rod 35A First tilt chamber 35B Second tilt chamber 39 Piston 63 Tank 96 Manual and thermal valve (manual valve)
201 1st manual pipeline
202 Second manual pipeline
203 Third manual conduit 203A Orifice 203B Check valve
204 Pipeline 204A Blow valve

Claims (3)

A cylinder device is interposed between a stern bracket that is fixed to the hull side and a swivel bracket that supports the propulsion unit, and a first piston on the side that accommodates the piston rod by a piston that is fixed to the piston rod by the cylinder device. A marine vessel propulsion device that is provided with a tilt chamber and a second tilt chamber that does not receive the piston rod, and that can communicate with the first tilt chamber, the second tilt chamber, and the tank via a manual valve. In the tilt device,
The manual valve is a separate manual pipe at the open position, the first manual pipeline communicating with the first tilt chamber, the second manual pipeline communicating with the second tilt chamber, and the third manual communicating with the tank. The three members of the pipe line are directly connected so that the first tilt chamber, the second tilt chamber, and the tank can be electrically connected.
A tilting device for a marine propulsion device, characterized in that an orifice is provided in a third manual conduit connecting the manual valve and the tank.   2. A tilting device for a marine propulsion device according to claim 1, wherein a check valve is provided in parallel with the orifice in the third manual pipeline provided with the orifice and allows a flow from the tank to the manual valve. A cylinder device is interposed between a stern bracket that is fixed to the hull side and a swivel bracket that supports the propulsion unit, and a first piston on the side that accommodates the piston rod by a piston that is fixed to the piston rod by the cylinder device. A marine vessel propulsion device that is provided with a tilt chamber and a second tilt chamber that does not receive the piston rod, and that can communicate with the first tilt chamber, the second tilt chamber, and the tank via a manual valve. In the tilt device,
The manual valve is a separate manual pipe at the open position, the first manual pipeline communicating with the first tilt chamber, the second manual pipeline communicating with the second tilt chamber, and the third manual communicating with the tank. The three members of the pipe line are directly connected so that the first tilt chamber, the second tilt chamber, and the tank can be electrically connected.
A tilting device for a marine vessel propulsion device, characterized in that a pipe connecting the first manual pipe and the third manual pipe is provided with a blow valve for blowing the internal pressure of the tank into the first tilt chamber.

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