JPH06344987A - Steering gear for propeller of ship - Google Patents

Abstract

PURPOSE:To ensure the stability of steering by preventing working fluid from leaking in a working fluid changing-over device to prevent a propeller of a ship from the influence of an external force. CONSTITUTION:A steering cylinder device 13 is provided in brackets 14, 16 for supporting a propulsive unit 12 in a hull 1. A working oil change-over device 19 for changing over the flow of the working oil supplied from a working oil supply pump to the steering cylinder device is connected to the steering cylinder device. Also, a change-over section of the working oil change-over device is operated by operating a steering wheel 43 provided in the hull to change over the flow of the working oil supplied to the steering cylinder device. A steering gear for a propeller of a ship is constituted to move a piston rod 22 of the steering cylinder device. The change-over section of the working oil change-over device is composed of a first poppet valve 27 for change-over and a second poppet valve 28 for change-over.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering device for a ship propulsion unit mounted on a ship propulsion unit such as an outboard motor or an inboard / outboard motor.

[0002]

2. Description of the Related Art Conventionally, there are steering devices for ship propulsion devices such as the invention described in Japanese Patent Laid-Open No. 2-147497 and the invention disclosed in US Pat. No. 4595370. In this steering apparatus, a propulsion unit is steerably supported by a hull, a steering cylinder device is fixed to the hull, and a piston rod of the steering cylinder device is connected to a steering arm that enables the propulsion unit to be steered. An operation cable connected to a steering handle in a hull is fixed to the steering arm, and a spool valve of a hydraulic oil switching device that switches a flow of hydraulic oil supplied to a steering cylinder device is operated by the operation cable. To be done. Therefore, the operation force of the steering wheel is transmitted to the operation cable, whereby the spool valve of the hydraulic oil switching device moves, the flow of hydraulic oil to the steering cylinder device is switched, and the propulsion unit is operated by the hydraulic pressure of the steering cylinder device. Is steered.

[0003]

However, in the above-described steering device for a marine propulsion device, since the switching portion of the hydraulic oil switching device is composed of the spool valve, the spool sliding gap is provided between the spool and the sleeve. Is formed in. For this reason, when an external force acts on the propulsion unit when the steering assist force is generated by the steering cylinder device, the operating oil may flow through the gap, and steering may become unstable.

The present invention has been made in consideration of the above circumstances, and prevents leakage of the working fluid in the working fluid switching device so that the marine vessel propulsion device is not affected by an external force and steering. It is an object of the present invention to provide a steering device for a ship propulsion device that can ensure the stability of the ship.

[0005]

According to the present invention, a steering cylinder device is installed on a bracket for supporting a propulsion unit on a hull, and a piston rod of the steering cylinder device is connected to a steering arm capable of steering the propulsion unit. ,
A working fluid switching device that switches the flow of the working fluid supplied from the working fluid supply pump to the steering cylinder device is connected to the steering cylinder device, and the operation is performed by operating a steering handle installed on the hull. A marine propulsion device configured to move a piston rod of the steering cylinder device by operating a switching portion of the working fluid switching device by operating the device to switch a flow of the working fluid supplied to the steering cylinder device. In the steering apparatus for vehicle, the switching portion of the working fluid switching device is composed of a poppet valve.

[0006]

Therefore, according to the marine vessel propulsion device steering apparatus of the present invention, since the switching portion of the working fluid switching device is composed of the poppet valve, the inside of the working fluid switching device is different from the case where the switching portion is a spool valve. The leakage of the working fluid can be minimized. Therefore, even if an external force acts on the ship propulsion device during steering, it is not affected by the external force, and the steering stability can be ensured.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view showing a steering apparatus in which a first embodiment of a marine vessel propulsion device steering apparatus according to the present invention is applied to an outboard motor. FIG. 2 is a hydraulic circuit diagram showing a hydraulic circuit of the steering system shown in FIG. 3 is a sectional view taken along the line III-III in FIG. 1, and FIG. 4 is a sectional view taken along the line IV-IV in FIG.
FIG. 5 is an enlarged cross-sectional view of the poppet valve of FIG. Figure 6
[Fig. 2] is an electric circuit diagram showing a control device of the magnetoelectric conversion sensor (Hall IC) of Fig. 1. FIG. 7 is a graph showing a voltage change or a signal change at each point in the electric circuit of FIG. FIG. 8 is a sectional view taken along the line VIII-VIII in FIG.
FIG. 9 is a graph showing the magnetoelectric conversion characteristics of the magnetoelectric conversion sensor (Hall IC) shown in FIGS. 1, 3 and 8. Figure 10
10 is a graph showing a change in output voltage with respect to a supply power supply voltage in a magnetic flux density within hysteresis in the magnetoelectric conversion characteristic of FIG. 9.

As shown in FIG. 1, the steering device 10 steers the propulsion unit 12 of the outboard motor 11 by the hydraulic pressure from the steering cylinder device 13. Here, in the outboard motor 11, a swivel bracket 16 is tiltably supported by a clamp bracket 14 fixed to the hull 1 via a tilt shaft 15, and the swivel shaft 1 is supported by the swivel bracket 16.
7 is rotatably supported, and the propulsion unit 12 is fixed to the steered shaft 17. A steering arm 18 is integrally fixed to the steered shaft 17 on the side of the hull 1 opposite to the propulsion unit 12, and the propulsion unit 12 is steered by swinging the steering arm 18.

A steering cylinder device 13 is attached to the swivel bracket 16 and the steering cylinder device 13 is attached.
A hydraulic oil switching device 19 is arranged on one side of the. The steering cylinder device 13 has a piston 21 housed in a steering cylinder 20 so as to be capable of reciprocating.
1, the piston rod 22 is integrally connected. A cylinder cap 23 is screwed onto the steering cylinder 20 at the end on the side where the piston rod 22 is installed. The piston rod 22 is provided so as to be capable of penetrating through the cylinder cap 23 and protruding, and a seal ring 24 is attached to the inner peripheral portion of the cylinder cap 23. The inside of the steering cylinder 20, which is configured as a closed structure by the seal ring 24, is defined by a piston 21 into a left chamber 25A and a right chamber 25B.

The hydraulic oil switching device 19 includes a switching device housing 26, a pair of switching first poppet valve 27 and switching second poppet valve 28, an oil passage 29 (FIG. 2),
Is configured. The switching device housing 26 is screwed to the steering cylinder 20 at one end of the steering cylinder 20 on the side where the piston rod 22 does not project.

Further, the first switching poppet valve 27 and the second switching poppet valve 28 are, as shown in FIG.
The valve case 32 has the 4A and B flow paths 64B formed therein, and the poppet 35 slidably disposed in the valve case 32 and provided with the valve portions 33 and 34. However, the B port 31 and the B flow path 64B are formed only in the first switching poppet valve 27. The A channel 64A and the B channel 64B are connected to the A port 30 and the B port 31 of the switching device housing 26, respectively. The A port 30 and the B port 31 are always in communication.

The valve portion 34 is provided so as to be able to contact the valve seat 37 by the urging force of the valve spring 36. In the switching device housing 26, a C port 39 is formed in a valve chamber 38 in which a valve spring 36 is arranged. This C port 3
In No. 9, the valve portion 34 contacts the valve seat 37 by the urging force of the valve spring 36, so that the communication state with the A port 30 and the B port 31 is cut off. Further, when the valve portion 34 is separated from the valve seat 37, the C port 39 is
It communicates with the port 30 and the B port 31.

As shown in FIG. 2, the oil passage 29 connects the hydraulic oil supply pump 40 to the A port 30 of the valve 27 of the first switching poppet via the check valve 41. The B port 31 of the first switching poppet valve 27 is connected to the right chamber 25B of the steering cylinder device 13 by an oil passage 29. Further, the C port 39 of the first switching poppet valve 27 is connected to the left chamber 25A of the steering cylinder device 13 by the oil passage 29. Thus, the first switching poppet valve 27
Supplies hydraulic oil from the hydraulic oil supply pump 40 to the steering cylinder device 13.

On the other hand, the A port 30 of the second switching poppet valve 28 is connected to the left chamber 25A of the steering cylinder device 30 by an oil passage 29. The C port 39 of the second switching poppet valve 28 is connected to the drain tank 42. In this way, the second switching poppet valve 28 controls the flow of hydraulic oil from the steering cylinder device 13 toward the drain tank 42.

The poppets 35 of the switching first poppet valve 27 and the switching second poppet valve 28 are selectively pressed by a switching lever 51 described later. That is, when the poppet 35 of the second switching poppet valve 28 is pressed as shown by the arrow O, the A port 3 of the second switching poppet valve 28 is pressed.
0 and C port 39 are in a communication state, and the hydraulic oil from the hydraulic oil supply pump 40 is A of the first switching poppet valve 27.
It is supplied to the right chamber 25B of the steering cylinder device 13 via the port 30 and the B port 31. At this time, the hydraulic oil in the left chamber 25A of the steering cylinder device 13 reaches the A port 30 of the second switching poppet valve 28 and is guided to the drain tank 42 from the C port 39 of the second switching poppet valve 28. In this way, the piston rod 22 of the steering cylinder device 13 is housed (contracted) in the direction of arrow M.

When the poppet 35 of the first switching poppet valve 27 is pushed in the direction of arrow P by the switching lever 51, the A ports 30 and B of the first switching poppet valve 27 are pressed.
The port 31 and the C port 39 are in communication with each other. At this time, the hydraulic oil from the hydraulic oil supply pump 40 is the first switching oil.
It goes through the A port 30 of the poppet valve 27 to the C port 39 and the B port 31, and the left chamber 2 of the steering cylinder device 13
5A and right chamber 25B. In this case, the pressure receiving area of the piston 21 of the steering cylinder device 13 is the right chamber 2
Since the left chamber 25A side is larger than the 5B side, the piston rod 20 advances (extends) in the direction of the arrow N, and the right chamber 25B extends.
The hydraulic oil inside is the B port 3 of the first switching poppet valve 27.
The steering cylinder device 13 is guided from the 1 to the C port 39.
To the left ventricle 25A.

In the check valve 41, neither the first switching poppet valve 27 nor the second switching poppet valve 28 poppet 35 is pressed, and the hydraulic oil supply pump 40 is stopped (described later). At this time, even if an external force acts on the piston rod 22 of the steering cylinder device 13, the hydraulic oil does not flow, and the piston rod 22 does not operate.

On the other hand, as shown in FIG. 1, a steering wheel 43 is installed in the driver's seat in the hull 1. The steering handle 43 is provided with a pinion 44, and the pinion 44
The rack bar 45 is engaged with the rack bar 45.
The inner cable 46A of the operation cable 46 is connected to. The operation cable 46 is obtained by covering the inner cable 46A with the outer cable 46B. One end of the outer cable 46B is fixed to the rack bar housing 47, and the other end is connected to the cable guide 49 of the actuator 48 via the cap nut 50.

The operating device 48 includes the cable guide 49, the switching lever 51 and the cable guide housing 5.
It is configured with 2. Cable guide housing 52
As shown in FIGS. 1 and 3, covers the switching first poppet valve 27 and the switching second poppet valve 28,
It is fixed to the switching device housing 26 with bolts or the like.
The cable guide 49 is slidably arranged in the cable guide housing 52. In addition, the switching lever 51
Is attached to the shaft support portion 53 of the switching device housing 26.
4 is used so as to be rotatable in the directions of the arrows O and P described above. The lower half portion 51 of this switching lever 51 in FIG.
A is bifurcated and is supported by the cable guide 49 by the fixing pin 55. As shown in FIG. 4, the upper half portion 51B of the switching lever 51 in FIG. 3 is formed to extend to a position above both poppets 35 of the switching first poppet valve 27 and the switching second poppet valve 28. Then, these poppets 35 can be pressed.

The core 56 connected to the inner cable 46A of the operation cable 46 is slidably inserted into the cable guide 49. The core 56 and the piston 22 of the steering cylinder device 13 are both connected to the clevis 57. The clevis 57 is connected to the steering arm 18 via a lot link 58.

When the operating force of the steering wheel 43 acts on the inner cable 46A of the operating cable 46, for example, in the direction of the arrow α, this operating force acts on the steering arm 18 via the core 56 and the clevis 57. At this time, the steering resistance force acting on the propulsion unit 12 (this steering resistance force acts in the direction of the arrow β opposite to the operating force) acts on the inner cable 46A and the outer cable 46B, and thus the fixing pin 55. The cable guide 49 slides, for example, in the direction of arrow β via. As a result, the switching lever 51
Rotates around the shaft support pin 54, for example, in the direction of arrow O (FIG. 2), and either one of the switching first poppet valve 27 or the switching second poppet valve 28, for example, the switching second poppet valve 28, is rotated. Press the poppet 35. Therefore, the hydraulic oil supplied from the hydraulic oil supply pump 40 flows into either the left chamber 25A or the right chamber 25B of the steering piston device 13, for example, the right chamber 25B, and flows through the piston 21 and the piston rod 22 by the arrow M, for example. Move in the direction. The piston rod 22 applies a steering assist force in the same direction as when the core 56 acts on the steering arm 18.
Acts on.

By the way, as shown in FIG. 1, the actuator 48 is provided with a neutral return device 59 for returning the fine slide of the cable guide 49 to the neutral position. The neutral return device 59 includes an outer surface groove 60 formed in the cable guide 49, and a pair of forward movers 62A and 62B fitted in the outer surface groove 60 in a separated state by a compression spring 61.
A housing cap 63 that is screwed into the cable guide housing 52 and locks one of the forward movers 62B, and the housing cap 6 inside the cable guide housing 52.
3 and a retainer 65 that is screwed to the third forwarder 62A and is locked. The compression spring 61 is compressed by the minute slide of the cable guide 49, and the biasing force of this compression spring 61 causes the forward movers 62A and 62B to move.
Acting on the cable guide 49 via the cable guide 49, the cable guide 49 is returned to the neutral position when the steering resistance force acting on the cable guide 49 disappears, and the switching lever 51
To the neutral position.

Further, as shown in FIGS. 1, 3 and 8,
A magnet holder 67 is connected to the cable guide 49 via a connecting pin 66. The magnet holder 67 is slidably disposed in the sensor housing 68 and has magnets 69A and 69B at both ends. Therefore, the cable guide 4
The slide of 9 causes the magnet holder 67 to slide in the sensor housing 68 in the same direction as the cable guide 49 by the same slide amount.

In the sensor housing 68, sensor holders 70A and 70B are installed at both ends of the magnet holder 67 in the sliding direction. Hall ICs 71A and 71B as magnetic-electric conversion sensors are installed in the sensor holders 70A and 70B, respectively. Each of these Hall ICs 71A and 71B has three terminals, that is, a power supply terminal 72, an output signal terminal 73 and a ground terminal 74, and converts a change in magnetic flux density into a change in output voltage.

That is, the Hall ICs 71A and 71B are
The cable guide 49 pushes the switching lever 51 to move the switching first poppet valve 27 or the switching second poppet valve 28.
When the magnetic flux density from the magnets 69A and 69B exceeds the operating magnetic flux density B _OP shown in FIG. 9 based on the displacement, the output voltage becomes low and the ON signal is output. To do. In addition, Hall IC71A
And 71B are not slide-moved to the extent that the cable guide 49 operates the switching first poppet valve 27 or the switching second poppet valve 28, and the magnetic flux density from the magnet 69A or 69B based on this displacement is the return flux. Density B
When it becomes less than _RP , the output voltage becomes High and OF
Output F signal. These Hall ICs 71A or 7
Based on the ON signal or the OFF signal from 1B, the motor 75 (FIG. 6) is driven or stopped, respectively, and the hydraulic oil supply pump 40 is started or stopped.

Here, the Hall ICs 71A and 71B
The hysteresis width BH of the magnetoelectric conversion characteristic of is about 15 gauss. In this embodiment, the displacement of the cable guide 49 is small, and the change in the magnetic flux density from the magnets 69A and 69B received by the Hall ICs 71A and 71B does not exceed the hysteresis width BH. That is, when the cable guide 49 is in the neutral position where the switching first poppet valve 27 or the switching second poppet valve 28 is not operated, the magnetic flux density received by the Hall IC 71A or 71B is, for example, B _O within the hysteresis width BH. It is the magnetic flux density at the point.

On the other hand, the Hall ICs 71A and 71B
Depending on the circuit characteristics, when the magnetic flux density is between the operating magnetic flux density B _OP and the return magnetic flux density B _RP , as shown in FIG. 10A, the power supply from the power supply terminal 72 is rapidly or gradually increased. When the power is suddenly supplied after shutting off, the output voltage
In the low state, the ON signal is output from the output signal terminal 73. However, as shown in FIG. 10 (B), when the Hall ICs 71A and 71B have a magnetic flux density in the above range, when the power supply from the power supply terminal 72 is temporarily cut off and then gradually supplied, the output voltage depends on the circuit characteristics. Becomes High, and an OFF signal is output from the output signal terminal 73.

As described above, the Hall ICs 71A and 71
In consideration of the small change in the magnetic flux density received by B and the characteristics of the Hall ICs 71A and 71B, as shown in FIG. 6, a Hall IC control circuit connected to a motor drive circuit 76 for driving the electric motor 75. 77 is used to oscillate the power supplied to the power supply terminal 72 of the Hall ICs 71A and 71B, thereby reducing the hysteresis width BH of the Hall ICs 71A and 71B and detecting the minute slide displacement of the magnet holder 67, that is, the cable guide 49. It is possible.

That is, this Hall IC control circuit 77 is
A power supply unit 78 for charging the power supply to the power supply terminals 72 of the Hall ICs 71A and 71B, and Hall ICs 71A and 7
1B built-in sensor unit 79, ON signal processing unit 80 connected to this sensor unit 79, and ON signal processing unit 8
0 and an off-delay portion 81 connected to the motor drive circuit 76.

The power supply section 78 has an oscillating circuit 82, and the power source of the constant voltage shown in FIG. 7A at the point A in the circuit is shown in FIG. 7B-1 using the oscillating circuit 82. It is converted into a sawtooth oscillation waveform or a triangular oscillation waveform shown in FIG. 7B-2. These oscillation waveforms are generated by the oscillation circuit 8
2 at point B, the voltage of the power supply is about 3.36
The voltage fluctuates periodically within a predetermined range of 4 V and the voltage gradually increases in each cycle.

When a power supply having these oscillation waveforms is applied to the power supply terminals 72 of the Hall ICs 71A and 71B, the magnetic flux density acting on the Hall ICs 71A and 71B changes from the operating magnetic flux density B _OP to the operating magnetic flux density B _OP and Return magnetic flux density B _RP range (Hysteresis width BH range)
At the time of decreasing to (for example, the magnetic flux density at the point B _{O in} FIG. 9),
The output voltage of the Hall ICs 71A and 71B becomes High, and the OFF signal is output from the output signal terminal 73. In this way, the hysteresis width BH of the Hall ICs 71A and 71B is reduced, and the Hall ICs 71A and 71B are
Detects a minute slide displacement of the magnet holder 67, that is, the cable guide 49, and detects that the cable guide 49 and the switching lever 51 are in the neutral position.

When the power supply oscillates as described above, the cable guide 49 causes the switching lever 51 to be displaced enough to operate the switching first poppet valve 27A or the switching second poppet valve 28, When the magnetic flux density received by the Hall IC 71A or 71B becomes equal to or higher than the operating magnetic flux density B _OP , an ON signal is output from the Hall 71A or 71B, and this ON signal is turned ON / OFF as shown in FIG. 7C. I will repeat. The graph of FIG. 7C is at point C in FIG. The ON signal processing unit 80 processes the ON signal that repeats the ON / OFF described above into an ON signal having a substantially constant value as shown in FIG. 7D, further inverts the ON and OFF values, and turns off. The signal is output to the motor drive circuit 76 via the delay unit 81.
The graph in FIG. 7D shows the signal at point D in FIG.

The motor drive circuit 76 inputs the above-mentioned ON signal to drive the electric motor 75, inputs an OFF signal to stop the motor 75, and the hydraulic oil supply pump 4
0 is started and stopped respectively. Therefore, the operating force does not act on the steering wheel 43, the cable guide 49 does not slide and the switching lever 51 is in the neutral position, and the switching first poppet valve 27 and the switching second poppet valve 28 are in the inoperative state. Sometimes, Hall ICs 71A and 71
Since B outputs an OFF signal, the hydraulic oil supply pump 40
Will be stopped. Even when the cable guide 49 is returned to the neutral position by the action of the neutral return device 59 and the first switching poppet valve 27 and the second switching poppet valve 28 are in the inoperative state, the hydraulic oil supply device 40 is similarly stopped. . Further, an operating force acts on the steering handle 43, the cable guide 49 is slid and displaced, and the switching lever 51 is switched to the first switching member.
When either the poppet valve 27 or the second switching poppet valve 28 is actuated, the Hall IC 71A or 71B outputs an ON signal. Therefore, the hydraulic oil supply pump 40 operates as the switching first poppet valve 27 or the switching first poppet valve 27. Second
It starts when the poppet valve 28 is activated. Reference numeral 83 in FIG. 6 is a relay circuit.

By the way, as shown in FIG.
Since the neutral return device 59 is built in 8, when the steering handle 43 is slowly rotated, the cable guide 49 is moved a little and returned to neutral, and then it is moved a little again and returned to neutral. Oil supply pump 40
Repeatedly starts and stops, and the steering cylinder device 13 may or may not generate an assist force. Therefore, the signal from the ON signal processing unit 80 shown in FIG.
1 and then, from the ON signal to O as shown in FIG.
When changing to an FF signal, set the delay time T to
The output of the F signal is delayed, and the start / stop of the hydraulic oil supply pump 40 is delayed. As a result, even when the steering handle 43 is slowly operated, the hydraulic oil supply pump 40 is continuously activated, the steering assist force is continuously generated, and the occurrence of discomfort in the steering handle 43 is eliminated.

Next, the operation will be described. When the steering handle 43 shown in FIG. 1 is not rotated in either the left or right direction, the cable guide 49 does not slide and displace via the operation cable 46. For this reason, the magnet holder 67 also does not slide, so the Hall ICs 71A and 71B are turned off.
A signal is output and the hydraulic oil supply pump 40 is in a stopped state. At this time, the switching lever 51 is in the neutral position, and the first switching poppet valve 27 and the second switching poppet valve 28 are switched.
Is not operating, the left chamber 2 of the steering cylinder device 13
The oil pressures of 5A and the right chamber 25B are balanced. As a result, the piston rod 22 of the steering cylinder device 13 does not move, and the assist force does not act on the steering arm 18 from the steering cylinder device 13.

When the steering handle 43 shown in FIG. 1 is rotated leftward, the inner cable 46A of the operation cable 46 moves in the direction of arrow α, and the outer tube 46B moves in the direction of arrow β by the steering resistance force. The cable guide 49 also moves in the β direction. The movement of the cable guide 49 causes the switching lever 51 to rotate in the O direction of FIG. 2, and at the same time, the magnet holder 67 is moved to the position shown in FIG.
Hall IC71B is turned on by sliding displacement in β direction
A signal is output and the hydraulic oil supply pump 40 is activated. Rotation of the switching lever 51 in the O direction (FIG. 2) activates the second switching poppet valve 28, and the A port 30 and the C port 39 of the second switching poppet valve 28 are in a communication state. As a result, the hydraulic oil from the hydraulic oil supply pump 40 is transferred to the A ports 30 and B of the first switching poppet valve 27.
The hydraulic oil in the left chamber 25A is guided to the right chamber 25B of the steering cylinder device 13 via the port 31, and is guided to the drain tank 42 via the A port 30 and the C port 39 of the second switching poppet valve 28. Therefore, the steering cylinder device 13
The piston 21 and the piston rod 22 are moved (stored) in the direction of the arrow M, and the left steering assist force acts on the steering arm 18.

When the steering handle 43 shown in FIG. 1 is rotated to the right, the cable guide 49 is slid in the opposite direction to the β direction, and the Hall IC 71A becomes O.
At the same time as outputting the N signal to activate the hydraulic oil supply pump 40, the switching lever 51 rotates in the P direction in FIG. 2 and the switching first poppet valve 27 operates. As a result, the hydraulic oil from the hydraulic oil supply pump 40 is guided to the left chamber 25A of the steering cylinder device 13 from the A port 30 of the first switching poppet valve 27 through the C port 39, and the hydraulic oil of the right chamber 25B. From the B port 31 to the C of the first switching poppet valve 27
The left chamber 2 of the steering cylinder device 13 is passed through the port 39.
You are led to 5A. Therefore, the piston 21 and the piston rod 22 of the steering cylinder device 13 move (advance) in the direction of the arrow N, and the right steering assist force acts on the steering arm 18.

According to the above embodiment, the hydraulic oil switching device 19
Since the switching section of No. 1 is composed of the switching first poppet valve 27 and the switching second poppet valve 28, the switching first and second poppet valves 27 are different from those in the case where the switching section is a spool valve.
Between the A port 30 or B port 31 and the C port 39 of Nos. 28 and 28, the leakage of hydraulic oil can be extremely reduced. Therefore, during steering, even if an external force acts on the propulsion unit 12, the piston 21 and the piston rod 22 of the steering cylinder device 13 do not operate, and therefore the propulsion unit 12
The steering stability can be secured without being affected by external force.

A Hall IC as a magnetoelectric conversion sensor
Depending on the characteristics of the circuit, when the magnetic flux density is between the operating magnetic flux density B _OP and the return magnetic flux density B _RP , the voltage of 71A and 71B is cut off after temporarily interrupting the power supply to these Hall ICs 71A and 71B. When the power is gradually increased, the output voltage of these Hall ICs 71A and 71B
It goes to High state and outputs an OFF signal. When a voltage that periodically fluctuates within a predetermined value range and a voltage that gradually increases in one cycle is applied (powered) to such Hall ICs 71A and 71B, the magnetic flux density returns to the operating magnetic flux density B _OP . When in the range of the magnetic flux density B _RP , the Hall ICs 71A and 71B output the OFF signal. Therefore, the electric signal (ON signal and OF
The hysteresis width BH of the output characteristics of the F signal) can be reduced, and as a result, a minute change in the magnetic flux density can be detected,
The small slide displacement of the cable guide 49 can be detected, and the hydraulic oil supply pump 40 can be started or stopped.

Further, in the oil passage 29 shown in FIG. 2, since the check valve 41 is arranged between the A port 30 of the first switching poppet valve 27 and the hydraulic oil supply pump 40, the hydraulic oil supply pump 40 is Even when an external force acts on the piston rod 22 of the steering cylinder device 13 via the propulsion unit 12 at the neutral time when the steering cylinder device 13 is stopped and the assist force is not generated from the steering cylinder device 13, the valve of the first switching poppet valve 27 is switched. Part 3
4 and the closed state of the valve seat 37 and the check valve 41, the left chamber 25A and the right chamber 25 of the steering cylinder device 13
The flow of hydraulic oil from B can be blocked. As a result, even when an external force acts on the propulsion unit 12 in the neutral state, the propulsion unit 12 can be held in a stationary state.

FIG. 11 is a hydraulic circuit diagram showing a second embodiment of the steering device for a ship propulsion device according to the present invention. 12
11A is a sectional view corresponding to FIG. 3 in the second embodiment of FIG. 11, and FIG. 14B is a sectional view corresponding to FIG. 4 in the second embodiment. In the second embodiment, the same parts as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

In the hydraulic oil switching device 84 of the second embodiment shown in FIG. 11, in addition to a set of two switching first poppet valves 27 and a switching second poppet valve 28, two sets of two are similarly set. It has a switching third poppet valve 85 and a switching fourth poppet valve 86. The first switching poppet valve 27 and the second switching poppet valve 28 are provided for operating oil flowing from the operating oil switching device 40 toward the steering cylinder device 13 and operating oil flowing from the steering cylinder device 13 toward the drain tank 42. A switching unit 87 that switches the flow. On the other hand, the third switching poppet valve 85 and the fourth switching poppet valve 86 are a drain control unit 88 that controls the flow of hydraulic oil flowing from the hydraulic oil supply pump 40 toward the drain tank 42.

The third switching poppet valve 85 has the same structure as the second switching poppet valve 28, and the fourth switching poppet valve 86 has the same structure as the first switching poppet valve 27. Further, the third switching poppet valve 85 is shown in FIG.
As shown in (B), it is arranged on the same side as the second switching poppet valve 28 with the pivot pin 54 as a boundary. The fourth switching poppet valve 86 has the first switching valve with the pivot pin 54 as a boundary.
It is arranged on the same side as the poppet valve 27.

The upper half portion 89B of the switching lever 89 in FIG. 12A is, as shown in FIG. 12B, the switching first, second, third and fourth poppet valves 27, 28, 85 and. It is formed so as to extend in four directions to the upper side of each poppet 35 of 86. An adjusting screw 90 is screwed onto the extended end portion of the upper half portion 89B extending to the switching third poppet valve 85 and the switching fourth poppet valve 86, and the tip end portion of the adjusting screw 90 is used for switching. The poppet 35 of the third and fourth poppet valves 85 and 86 is constantly pressed. By this pressing, the valve portion 34 of the third switching poppet valve 85 and the fourth switching poppet valve 86 is always separated from the valve seat 37, and the third switching poppet valve 85 moves to the A port 30.
And the B port 31 and the C port 39 are in communication with each other,
In the fourth switching poppet valve 86, the A port 30 and the C port 39 are in communication with each other. That is, the third switching poppet valve 85 and the fourth switching poppet valve 86 are normally open.

The switching lever 89 moves around the pivot pin 54
When rotated in the direction, the second switching poppet valve 28 operates and the fourth switching poppet valve 86 operates. When the switching lever 89 rotates in the P direction around the pivot pin 54, the switching first poppet valve 27 operates and the switching third poppet valve 85 operates. The switching fourth poppet valve 86 and the switching third poppet valve 85 are predetermined for the operation of the switching second poppet valve 28 and the switching first poppet valve 27, respectively, by adjusting the protrusion amount of the adjusting screw 90. Operates with a delay. Adjust screw 9
If the protrusion amount of 0 is increased, the predetermined time is increased.

Therefore, when the operating force is not applied to the steering handle 43 of FIG. 1, the switching lever 89 is in the neutral position, and the switching first poppet valve 27, the switching second poppet valve 28, and the switching first poppet valve 27 are operated. 3 poppet valve 85 and 4th for switching
When the poppet valve 86 is deactivated and the hall I
The OFF signal is output from C71A and 71B, and the hydraulic oil supply pump 40 is stopped.

When an operating force acts on the steering wheel 43 and the cable guide 49 slides through the operating cable 46, an ON signal is output from the Hall IC 71A or 71B to activate the hydraulic oil supply pump 40. At the same time, due to the sliding displacement of the cable guide 49, the switching lever 89 rotates in the O direction or the P direction, and the switching first poppet valve 27 or the switching second poppet valve 28 operates. A predetermined time after this operation, the third switching poppet valve 85 or the fourth switching poppet valve 86 is operated.

As described above, the switching third poppet valve 85 or the switching fourth poppet valve 8 is delayed after the operation of the switching first poppet valve 27 or the switching second poppet valve 28.
6 operate, the hydraulic oil from the hydraulic oil supply pump 40 partially flows to the switching third poppet valve 85 and the switching fourth poppet valve 86 at the beginning of activation of the hydraulic oil supply pump 40, and remains. Flows to the switching first or second poppet valve 27 or 28. After the lapse of a predetermined time, the switching third poppet valve 85 or the switching fourth poppet valve 86.
When is closed, all the hydraulic oil from the hydraulic oil supply pump 40 flows to the switching first poppet valve 27 or the switching second poppet valve 28. As a result, the hydraulic oil supply pump 40
When the hydraulic oil supply pump 40 is started, the hydraulic oil does not suddenly flow to the steering cylinder device 13 via the first switching poppet valve 27 or the second switching poppet valve 28 of the switching section 87. , Steering cylinder device 1
The assist force generated by 3 can be smoothly increased, and smooth steering performance can be secured.

In the third embodiment of the steering apparatus for a marine propulsion device according to the present invention, the hydraulic oil switching device is constructed similarly to the hydraulic oil switching device 84 of the second embodiment shown in FIG. Is configured to always start. In this case, Hall IC 71A or 71B is OFF
When the signal is output, the motor drive circuit 7 shown in FIG.
6 controls the hydraulic oil supply pump 40 to rotate at a low speed. Also, turn on from Hall IC 71A or 71B
When the signal is output, the motor drive circuit 76
Controls the hydraulic oil supply pump 40 to a normal high speed rotation.

When no operating force acts on the steering handle 43 and the cable guide 49 and the switching lever 89 are in the neutral position, the hydraulic oil supply pump 40 rotates at a low speed, and
First switching poppet valve 27, second switching poppet valve 2
8. The third switching poppet valve 85 and the fourth switching poppet valve 86 do not operate. In this case, the hydraulic oil from the hydraulic oil supply pump 40 passes from the C port 39 of the fourth switching poppet valve 86 to the A port 30 of the fourth switching poppet valve 85, as shown in FIG. It reaches the C port and is guided to the drain tank 42.

When an operating force is applied to the steering wheel 43, the cable guide 49 is slid and displaced,
An ON signal is output from the hall IC 71A or 71B, and the hydraulic oil supply pump 40 rotates at a high speed.
The switching lever 89 operates to close the switching third poppet valve 85 or the switching fourth poppet valve 86, and activates the switching first poppet valve 27 or the switching second poppet valve 28. Therefore, a large amount of hydraulic oil from the hydraulic oil supply pump 40 flows to the left chamber 25A or the right chamber 25B of the steering cylinder device 13 via the first switching poppet valve 27 or the second switching poppet valve 28, and the steering arm 18 Assist force acts on.

According to the third embodiment described above, since the hydraulic oil switching pump 40 is always activated, the hydraulic oil supply pump 4 for the operation of the cable guide 49 in the operating device 48.
The start-up delay of 0 is eliminated, and the hydraulic oil can be quickly and smoothly introduced to the steering cylinder device 13 via the first switching poppet valve 27 or the second switching poppet valve 28. As a result, the steering assist force by the steering cylinder device 13 can be generated quickly and smoothly.

In the first, second and third embodiments described above, the first poppet valve 27 for switching the switching levers 51 and 89 is used.
Also, the adjusting screw 90 may be installed at the extending end portion corresponding to the second switching poppet valve 28. Also, the third
In the embodiment, the switching lever 89 of the hydraulic oil switching device 84
Alternatively, the adjusting screw 90 may not be attached, and the switching lever 89 may directly press the third poppet valve 85 for switching and the poppet 85 of the fourth poppet valve 86 for switching.

The embodiment of the present invention has been described in detail above with reference to the drawings. However, the specific configuration of the present invention is not limited to this embodiment, and changes in design within the scope not departing from the gist of the present invention can be made. Even if it exists, it is included in the present invention.

[0055]

As described above, according to the marine vessel propulsion device steering device of the present invention, the leakage of the working fluid in the working fluid switching device is prevented so that the marine vessel propulsion device is not affected by the external force. Therefore, the steering stability can be ensured.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a steering apparatus in which a first embodiment of a marine vessel propulsion device steering apparatus according to the present invention is applied to an outboard motor.

FIG. 2 is a hydraulic circuit diagram showing a hydraulic circuit of the steering system shown in FIG.

FIG. 3 is a sectional view taken along line III-III in FIG.

FIG. 4 is a sectional view taken along line IV-IV in FIG.

5 is an enlarged cross-sectional view of the poppet valve of FIG.

FIG. 6 is a magnetoelectric conversion sensor (Hall IC) of FIG. 1;
3 is an electric circuit diagram showing the control device of FIG.

7 is a graph showing voltage changes or signal changes at various points in the electric circuit of FIG.

8 is a sectional view taken along line VIII-VIII in FIG.

FIG. 9 is a graph showing the magnetoelectric conversion characteristics of the magnetoelectric conversion sensor (Hall IC) shown in FIGS. 1, 3 and 8.

10 is a graph showing a change in output voltage with respect to a supply power supply voltage in a magnetic flux density within a hysteresis in the magnetoelectric conversion characteristic of FIG. 9.

FIG. 11 is a hydraulic circuit diagram showing a second embodiment of the marine vessel propulsion device steering apparatus according to the present invention.

12A is a sectional view corresponding to FIG. 3 in the second embodiment of FIG. 11, and FIG. 12B is a sectional view corresponding to FIG. 4 in the second embodiment.

[Explanation of symbols]

 1 Hull 10 Steering Device 11 Outboard Motor 12 Propulsion Unit 13 Steering Cylinder Device 14 Clamp Bracket 16 Swivel Bracket 18 Steering Arm 19 Hydraulic Oil Switching Device 22 Piston Rod 25A Left Chamber 25B Right Chamber 27 Switching First Poppet Valve 28 Switching First 2 Poppet valve 40 Hydraulic oil supply pump 42 Drain tank 43 Steering handle 46 Operating cable 48 Actuator 49 Cable guide 51 Switching lever 69A, 69B Magnet 71A, 71B Hall IC 72 Hall IC power supply terminal 73 Hall IC output signal terminal 77 Hall IC control circuit 78 Power supply section 80 ON signal processing section 82 Transmission circuit 84 Hydraulic oil switching device 85 Third poppet valve for switching 86 Fourth poppet valve for switching 87 Switching section 88 Drain control section 89 Switching lever 90 Adjust Hysteresis width of the clew BH Hall IC

Front page continuation (72) Inventor Toshiya Senda 1-1-14 Fujiwaracho, Gyoda City, Saitama Prefecture Showa Co., Ltd.

Claims (2)

[Claims] 1. A steering cylinder device is installed on a bracket for supporting a propulsion unit on a hull, and a piston rod of the steering cylinder device is connected to a steering arm capable of steering the propulsion unit.
A working fluid switching device for switching the flow of the working fluid supplied from the working fluid supply pump to the steering cylinder device is connected, and the working fluid is operated by the operation of the operating device operated by operating the steering handle installed on the hull. A steering device for a marine vessel propulsion device configured to operate a switching portion of a switching device to switch a flow of a working fluid supplied to the steering cylinder device to move the piston rod of the steering cylinder device, A steering device for a ship propulsion device, characterized in that the switching portion of the working fluid switching device comprises a poppet valve. 2. A set of two said poppet valves is installed, one poppet valve switches the flow of the working fluid from the working fluid supply pump to the steering cylinder device, and the other poppet valve from the steering cylinder device to the drain tank. 2. The steering device for a marine propulsion device according to claim 1, wherein the flow of the working fluid is controlled so that the one and the other poppet valves are selectively actuated.