JPH07115671B2 - Tilt control device for outboard motors - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an outboard motor tilt angle control device, and more particularly to a power tilt mechanism for varying the tilt angle of an outboard motor body with respect to a hull by power such as hydraulic pressure. The present invention relates to an outboard motor tilt angle control device.

[Conventional technology]

In general, outboard motors, especially large outboard motors, have a tilt angle with respect to the hull of the outboard motor body (hereinafter referred to as "tilt angle").
Power tilting mechanism (hereinafter PTT)
(Power trim and tilt mechanism) is equipped. The tilt angle range that can be changed by this PTT mechanism is a trim range (for example, 0-15
)) And the tilt area (eg 15
There are some that extend to more than 70 degrees.

A conventional example equipped with such a PTT mechanism is proposed by Japanese Utility Model Application No. 59-147802. In this conventional example, the tilt angle can be continuously changed from the trim area to the tilt area by turning the trim switch up or down.

[Problems to be solved by the invention]

However, in the above-mentioned conventional example, the tilt angle is variably manipulated by one trim switch, so that the tilt angle is erroneously manipulated even to a tilt region which is not necessary during traveling. Often occurred. If such a situation is brought about, the inclination angle will be forcibly increased against the thrust of the outboard motor, which may cause a bouncing and the like, resulting in a problem that the maneuvering becomes extremely unstable. there were.

Since the above problems become more remarkable during high speed traveling, there has been a demand that the inclination angle should be substantially completely out of the tilt region during high speed traveling.

[Object of the Invention]

The present invention has been made in view of the above-mentioned problems of the prior art, and substantially completely eliminates the occurrence of a situation in which the tilt angle is increased to the tilt region due to an erroneous operation during high-speed running, thereby making it possible to operate the ship. The aim is to achieve remarkable stabilization of the.

[Means for solving problems]

In view of this, the present invention provides an outboard motor tilting device including a predetermined tilting command switch and a power tilting mechanism that is urged by a switch operation on the tilting command switch to increase or decrease the tilt angle of the outboard motor body. In the angle control device, the tilt instruction switch is composed of a trim switch for the trim area of the tilt angle and a tilt switch for the tilt area of the tilt angle, and when the tilt angle is in the trim area, There is provided a path switching means for connecting the trim switch and the power tilting mechanism, and for connecting the tilt switch and the power tilting mechanism when the tilt angle is within a tilt region, for detecting the engine speed. When the detected value is equal to or higher than a predetermined reference value for high-speed rotation, the tilt switch is turned up and the power tilt is increased. A configuration that includes the inclination angle restraining means to force the passage of the mechanism "OFF", thereby it is intended to achieve the object.

[Action]

A trim switch and a tilt switch are separately provided as tilt instruction switches. The route switching means connects the trim switch and the power tilting mechanism when the tilt angle is in the trim area, and connects the tilt switch and the power tilting mechanism when the tilt angle is in the tilt area. It For this reason, even if the trim switch is operated to increase the tilt angle more than necessary during running, the tilt angle does not become larger than the maximum value in the trim area. Further, since the tilt instruction switches are provided separately for each region, the probability of accidentally operating the tilt switch during traveling can be significantly reduced.

Further, when the engine speed is higher than the reference value, the tilt angle suppressing means does not work the up operation by the tilt switch.

From the above, the occurrence of a situation in which the tilt angle is increased to the tilt region due to an erroneous operation during traveling, particularly during high-speed traveling, can be almost completely eliminated, and stable marine vessel maneuvering can be performed.

Example of Invention

An embodiment of the present invention will be described below with reference to FIGS. 1 to 5.

The embodiment shown in FIG. 1 includes a battery 2 as a power source,
A power tilt mechanism (PTT mechanism) 4 driven by a power source supplied from the battery 2 is provided, and the energization between the battery 2 and the PTT mechanism 4 is controlled by an ignition switch 6 and a trim instruction switch. It is controlled by a switch 8 and a tilt switch 10, a micro switch 12 as a path switching means, and a tilt angle suppressing means 13,
Further, the warning means 14 issues a warning if necessary.

More specifically, the battery 2 is mounted at a predetermined position of the hull 15 (see FIGS. 3 and 4), the negative side of which reaches the ground, and the positive side of the trim switch 8 and the trim switch 8 via the ignition switch 6. It reaches the middle terminal of the tilt switch 10. The micro switch 12 has a structure in which the contact piece is switched to the contact “a” or the contact “b” side depending on the inclination angle as described later. This micro switch 12
Contact b is to the up (UP) side terminal of the trim switch 8,
The contact point a is a normally open contact point 16 of the switching relay 16 of the inclination angle suppressing means 13.
Each of them is connected to the up (UP) side terminal of the tilt switch 10 via A. The common terminal c of the microswitch 12 is the relay coil 1 of the up relay 18 of the PTT mechanism 4.
It reaches the ground through 8A.

On the other hand, the down (DN) side terminals of the trim switch 8 and the tilt switch 10 reach the ground via the relay coil 20A of the down relay 20 of the PTT mechanism 4.

The PTT mechanism 4 includes the up relay 18 and the down relay 20 described above, a PTT motor 22, a hydraulic pump 23 (see FIG. 4), and a hydraulic cylinder (not shown). The load side end of the ignition switch 6 reaches one end of the armature 22C through the relay contact 18B (normally open) of the up relay 18 and the up side field winding 22A of the PTT motor 22 in order. Further, the load side end of the ignition switch 6 has a relay contact 20B of the down relay 20.
(Normally open) and the down side field winding 22B of the PTT motor 22 are sequentially passed to reach one end of the armature 22C. The other end of the armature 22C reaches the ground via the thermo protector 24, thereby forming a closed circuit with the battery 2.

Therefore, when control is performed so that the up side field winding 22A of the PTT motor 22 is energized, the armature 22C rotates in the “up” direction specified in advance. On the contrary, when the down side field winding 22B is energized, the armature 22C rotates in the "down" direction. The driving of the armature 22C drives the hydraulic pumps 23 connected in series, and extends or contracts the rods of the hydraulic cylinders that are interlocked.

In addition to the switching relay 16 described above, the tilt angle suppressing means 13 is constituted by a lighting coil 26, a full-wave rectifier 28, and a rotation speed detection circuit 30 mounted in a flywheel (not shown), as shown in the drawing. Specifically, both ends of the lighting coil 26 are connected to predetermined input terminals A and B of the rotation speed detection circuit 30 via a full-wave rectifier 28. Of these, the input end A is also connected to the load side end of the ignition switch 6. Further, the output terminal C of the rotation speed detection circuit 30
Reaches the ground via the relay coil 16C of the switching relay 16. The switching relay 16 is configured to have a normally closed contact 16B in addition to the normally open contact 16A and the relay coil 16C described above. As shown, one end of the normally closed contact 16B reaches the up-side terminal of the tilt switch 10 and the other end thereof reaches the warning means 14.

Here, in the switching relay 16, when the relay coil 16C is energized, its normally open contact 16A is turned on (continued), and when the energization is stopped, the contact piece is switched and the normally closed contact 16B is turned on. Is set to.

The AC voltage V induced in the lighting coil 26 is rectified by the full-wave rectifier 28 and applied to the rotation speed detection circuit 30 for detecting the rotation speed and the battery 2 for charging. The rotation speed detection circuit 30 is configured to detect the engine rotation speed by utilizing the fact that the engine speed and the magnitude of the AC voltage V, that is, the amplitude of the rectified DC voltage V are in a proportional relationship. Then, the rotation speed detection circuit 30 receives the input DC voltage V
If the value of is less than the predetermined reference value, an operation signal is output from the output terminal C to the relay coil 16C to energize it. When the DC voltage V exceeds the reference value, the output of the operation signal is stopped. Then, the reference value here is a boundary point between the high-speed running and the low-speed running (20 in this embodiment).
DC voltage corresponding to the engine speed at 00 rpm).

The warning means 14 comprises a parallel circuit of a buzzer 32 and a light emitting diode 34. This parallel circuit is inserted between the load side end of the normally closed contact 16B of the relay 16 and the ground.

Therefore, when the engine speed exceeds the reference value, the relay coil 16C is de-energized and the normally closed contact 16B is turned on. In this case, when the tilt switch 10 is turned up, the buzzer 32 sounds and the light emitting diode 34 lights up only during the time the switch is turned on.

Here, a mounting state of the micro switch 12 will be described.

The micro switch 12 is provided at a predetermined position in the trim sender 36 as shown in FIGS. 2 (A) and 2 (B).
As shown in FIG. 3, the trim sender 36 is provided at a predetermined position inside one of the clamp brackets 38, 38 attached to the stern of the hull 15. Clamp bracket 38,3
A swivel bracket 42, which is equipped with an outboard motor body 41 on its back, is rotatably supported on the tilt shaft 40 of 8. As the hydraulic cylinder (not shown) of the PTT mechanism 4 mounted between the clamp brackets 38, 38 and the swivel bracket 42 expands and contracts, the inclination angle of the outboard motor body 41 increases as shown in FIG. To be down. Here, the range of the tilt angle corresponding to the rotation range of 0 to 15 ° from the predetermined reference plane around the tilt shaft 40 is defined as the trim area, and the tilt angle corresponding to the rotation range of more than 15 ° to 70 °. The range is designated as the tilt area (however, the trim area may be used for repairs, etc.). Further, 41A in FIG. 4 indicates an engine cowling, and 41B indicates a propeller. Furthermore, the PTT motor 22 shown in FIG.
Hydraulic pump 23 on one side of the clamp bracket 38
It is provided with.

The trim sender 36 as a whole is formed in a substantially box shape, and is attached to the clamp bracket 38 at predetermined upper and lower positions.
36A and 36A are provided so as to project as shown. Further, on one side surface of the trim sender 36, a lever 36B which is locked to the clamp bracket 38 and rotates together with the clamp bracket 38 as shown by an arrow P in FIG. 2 is provided. The rotation of the lever 36B is configured to be transmitted to the internal eccentric cam 36D via the shaft 36C. On the other hand, the micro switch 12 is provided so that the tip of the leaf spring 12A of the micro switch 12 contacts the periphery of the eccentric cam 36D, and the leaf spring 12A moves up and down as the eccentric cam 36D rotates. It is supposed to do. The vertical movement of the leaf spring 12A is configured to drive the operating projection 12B projectingly provided on the upper portion of the microswitch 12 up and down. The actuating projection 12B is connected to the contact piece of the microswitch 12, and the contact piece is switched by being biased by the driving of the actuating projection 12B.

Then, as the PTT mechanism 4 operates and the swivel bracket 42 moves up, the lever 36B of the trim sender 36 rotates. Here, when the tilt angle of the swivel bracket 42, that is, the outboard motor body 41 shifts from the trim area to the tilt area and reaches the maximum value of the trim area, the micro switch 12
Is set in advance so as to switch from the b side to the a side. That is, when the tilt angle is in the trim area, the contact points “bc” of the microswitch 12 are closed, and when it is in the tilt area, the “ac” area is closed. ing.

Next, the overall operation of this embodiment will be described.

First, when the inclination angle is in the trim area, the contact points “bc” of the microswitch 12 are closed. Therefore, when the ignition switch 6 is closed and the trim switch 8 is closed to the up side, the relay coil 18A of the up relay 18 is excited. This allows relay contact 1
8B is turned on (closed), battery 2 to PTT motor 22
An electric current flows through the up side field winding 22A. Therefore, the armature 22C rotates in the predetermined up direction, drives the hydraulic pump, and extends the cylinder rod. That is, as shown by the phantom line in FIG.
It will increase in proportion to the input time. Therefore,
The up operation of the trim switch 8 is possible regardless of the engine speed. Moreover, in this case, even if the tilt switch 10 is mistakenly turned to the up side, the contact between the contacts "a-c" of the micro switch 12 is off (disconnected), so the tilt up is related to the engine speed. It does not work without any effect (above, refer to the operating state in FIG. 5).

When the tilt angle continues to increase based on the operation of the trim switch 8 and the tilt angle reaches the maximum value in the trim area, the contact piece of the micro switch 12 moves from the contact b side to the contact a side as described above. Switch. That is, the up path of the trim switch 8 is in the "off" state, and instead the up path of the tilt switch 10 is in the "continue" state. That is, when the tilt angle exceeds the predetermined trim area and enters the tilt area, the tilt switch 10 becomes the operation area.

As described above, the normally open contact 16 of the micro switch 12 and the relay 16 is included in the path for increasing the tilt angle in this tilt region.
A and A are inserted as an AND circuit. Therefore, as described above, the closed circuit is formed only when the contacts "a-c" of the microswitch 12 are closed and the engine speed is equal to or lower than the reference value (low speed). Therefore, only in this case, the PTT
The up side field winding 22A of the motor 22 is excited and the armature 22C rotates in the up direction. When the engine speed is equal to or higher than the reference value (high speed), the normally open contact 16A of the relay 16 is turned off and the normally closed contact 16B is turned on, so that the tilt angle cannot be increased. Of course, the up of the trim switch 8 does not work in this tilt area (for the above, refer to the operation state of FIG. 5).

Furthermore, when the engine is rotating at high speed (the normally closed contact 16B of the relay 16 is on), if the tilt switch 10 is turned up, the buzzer 32
And a warning about the lighting of the light emitting diode 34 are issued (see the operating state in FIG. 5). As a result, the driver can be informed of that fact and necessary measures can be taken.

On the other hand, in each of the above-mentioned states, when the trim switch 8 or the tilt switch 10 is closed to the down side, the relay coil 20A of the down relay 20 in the PTT mechanism 4 is excited at any time. As a result, the down side field winding 2 of the PTT motor 22 is
2B is energized. As a result, the armature 22C rotates in the direction opposite to the above-mentioned up direction (down direction), whereby the inclination angle can be lowered at any time regardless of the engine speed (see the operating state in FIG. 5).

As described above, in the present embodiment, since the tilt indicating switches are separately provided corresponding to the trim area and the tilt area of the tilt angle, as compared with the conventional example in which the number of the switches is one, the vehicle is under running. The probability of erroneous operation of operating the tilt switch 10 can be reduced.

Further, in this embodiment ,. Even if an attempt is made to operate the trim switch 8 in the trim area so as to exceed the trim area, the inclination angle should not exceed the maximum value in the trim area. Make sure that the tilt switch 10 does not work "up" in the trim area.
In the tilt area, "up" by the trim switch 8
The tilt switch 10
The “up” by the above is also inoperable during high-speed cruising, which would cause significant instability in ship maneuvering. For these reasons, it is possible to avoid the situation where the boat operation becomes unstable due to an erroneous operation as in the conventional example. In particular, the situation where the tilt angle reaches the tilt region due to an erroneous operation during high-speed running is almost completely eliminated.

Further, since the micro switch 12 is incorporated in the trim sender 36, there is no need to newly provide a switch or the like,
It can be miniaturized and has excellent weather resistance.

Although the micro switch is used as the path switching unit, the present invention is not necessarily limited to this, and another type of limit switch having the same function may be used. Further, it goes without saying that the mounting position of the route switching means is not necessarily limited to that of the above embodiment.

Further, the inclination angle suppressing means 13 may be configured to use an F / V (frequency / voltage) converter by utilizing that the engine speed is proportional to the frequency of the AC voltage v induced across the lighting coil 26. Good. Furthermore, the rotation speed detection circuit
The operation signal to the switching relay 16 of 30 is output when the engine is rotating at a predetermined high speed, and a control method opposite to that of the above embodiment may be used.

〔The invention's effect〕

Since the present invention is configured and functions as described above, when controlling the up-down angle of the outboard motor main body during traveling, it is possible not only during low-speed traveling but also due to erroneous operation especially during high-speed traveling. It is possible to significantly reduce the situation where the tilt angle is increased to the tilt area, which significantly reduces the occurrence of bouncing of the hull,
It is possible to provide an unprecedented excellent outboard motor tilt angle control device capable of performing stable ship maneuvering.

[Brief description of drawings]

FIG. 1 is a circuit diagram showing an embodiment of the present invention, and FIG. 2 (A).
Is a partially cut-away front view showing the mounted state of the microswitch of FIG. 1, FIG. 2 (B) is a partially cut right side view of FIG. 1 (A), and FIG. 3 is FIG. 2 (A). FIG. 4 (B) is an explanatory view showing the mounted state of the trim sender, FIG.
FIG. 5 is an explanatory diagram showing down, and FIG. 5 is a table showing operating states. 4 ... PTT mechanism as power tilting mechanism, 8 ... Trim switch as tilt indicating switch, 10 ... Tilt switch as tilt indicating switch, 12 ... Micro switch as path switching means, 13 ... Tilt Corner suppression means, 41
…… Outboard motor body.

Claims (1)

[Claims] 1. A tilt angle for an outboard motor, comprising: a predetermined tilt instructing switch; and a power tilting mechanism for energizing a switch operation for the tilt instructing switch to increase or decrease the tilt angle of the outboard motor body. In the control device, the tilt instruction switch includes a trim switch for the trim area of the tilt angle and a tilt switch for the tilt area of the tilt angle, and when the tilt angle is within the trim area, Path switching means for connecting the trim switch and the power tilting mechanism, and for connecting the tilt switch and the power tilting mechanism when the tilt angle is within a tilt region,
When the engine speed is detected and the detected value is equal to or higher than a predetermined reference value for high speed rotation, a tilt angle forcibly "disconnecting" the path between the up side of the tilt switch and the power tilt mechanism. An outboard motor tilt angle control device comprising suppression means.