JPS5975894A - Tilt lock device of outboard engine - Google Patents

Abstract

PURPOSE:To enable tilt up of an outboard engine when colliding with an obstacle and to hold a locked condition when suddenly decelerated, by engaging the forward position catching part of a lock lever with a lock pin through the energizing force of a spring. CONSTITUTION:A tilt lock lever 37 is pushed by an intermediate lever 44 working in linkage with a shift rod 28 to be controlled in its engagement with a lock pin 38. In a forward posiion (shown in an upper drawing), a first catching part 41 of the lock lever 37 is actuated, and a spring 40 is held in a locked condition. This enables tilt up of an outboard engine when colliding with an obstacle, and holding of a locked condition by enduring a tilt force produced when suddenly decelerated. Thus, a device may be smoothly shifted also to a backward position (shown in a lower drawing).

Description

[Detailed description of the invention] The present invention relates to a tilt lock device for an outboard motor.

Conventionally, a swivel bracket on the propulsion unit side is tiltably supported with respect to a clamp bracket fixed to the hull side, and a lock lever connected to the swivel bracket is operated to switch the shift device to the reverse position. In conjunction with this, an outboard motor tilt lock device is used that can be engaged with a lock pin held on a clamp bracket.

In the above-mentioned conventional tilt lock device, the lock lever is set to a position where it cannot engage with the lock pin even when the shift device is in the forward position as well as in the neutral position. The propulsion unit can be tilted up in the event of a collision with an object.

However, in outboard motors that use such a tilt lock device, during sudden deceleration during forward cruising, the swivel bracket separates from the clamp bracket toward the tilt-up side, and then when the boat is stopped Even if the shift device is switched to the astern position, the r1 lever can no longer be locked in the lock bin, the propulsion unit will tilt up, and the ship will no longer be able to maneuver.

In addition, if the frictional force between the clamp bracket Y and the swivel bracket is increased in order to solve the above problem, the tilt-up load will increase and 1. C is not valid.

SUMMARY OF THE INVENTION An object of the present invention is to provide a tilt lock device for an outboard motor that can maintain the tilt lock state during deceleration while traveling forward, and release the tilt lock state when colliding with an underwater obstacle. .

In order to achieve the above object, the tilt lock device for an outboard motor according to the present invention provides a first tilt lock device that maintains a locked state with a lock bin under the biasing force of a spring when the tilt up Kikuzuki 1 is below a predetermined value. The lock lever is provided with a locking part and a second locking part that maintains the locked state with the lock bin against any tilt-up load, and when the shift device is switched to the forward position, the lock lever (-) The second locking portion of the lock lever can be secured to the lock bin when the shift device is switched to the reverse position.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows an outboard motor 10 to which an embodiment of the present invention is applied.
FIG. 2 is an enlarged view of the cover part of FIG. 1, and FIG. 3 is a front view of FIG. 2.

A clamp bracket 12 is fixed to the stern plate 11 of the hull, and a swivel bracket 14 is supported on the clamp bracket 12 via a tilt shaft 13 so as to be rotatable around a substantially horizontal axis. A cylindrical steering shaft 16 is supported by the substantially cylindrical support portion 15 of the swivel bracket 14 , and a portion of the steering shaft 16 that protrudes upward from the support portion 15 is connected to the propulsion unit 18 via the upper bracket 17 . The part of the steered shaft 16 that is fixed to the support part 15 and protrudes downward from the support part 15 is
It is fixed to the propulsion unit 18 via a lower bracket 19. A cowling 20A that accommodates the engine unit 20 is fitted onto the top of the propulsion unit 18, and the output of the engine unit 20 is transmitted through a drive shaft 21 and a forward/reverse switching mechanism 22 built into the propulsion unit 18. The signal can be transmitted to a propeller 24 fixed to a propeller shaft 23.

Further, a steering bracket 25 is integrated with the upper bracket 17, and a steering handle (not shown) can be connected to it. Through,
rotates relative to the support portion 15 of the swivel bracket 14;
It is said to be steerable.

In addition, the swivel bracket 14 and the propulsion unit 18
is capable of tilting between a tilt-up position and a tilt-down position 11 times with respect to the clamp bracket 12 via a tilt shaft 13.

The cowling 20A has a shift lever 26 in a forward position (1!''), a neutral position (N), and a reverse position (it).
) can be swung between three positions. An upper end portion of an upper shift rod 28 is coupled to the shift lever 26 via a shift arm 27 .

The upper end of the lower shift rod 30 is connected to the lower end of the upper shift rod 28 via a connector 29 . A shift cam 31 is fixed to the lower end of the lower shift rod 30. Note that the lower end of the upper shift rod 28 and the upper end of the lower shift rod 30 are inserted into the steering til+ 16, and have an open tr 15A with a relatively large notch toward the hull side of the support portion 15 and the steering shaft 16. , 16A, and are connected by the connector 29 described above.

The shift cam 31 has a forward cam surface, a neutral cam surface, and a reverse cam surface corresponding to the swinging position of the shift lever 26, and is integrated with the propeller @ 23 in the rotational direction, and is a dog that constitutes the front and rear appropriate replacement @ 22. The clutch 32 can be driven to a forward position, a neutral position, and a third position t6 of a reverse position. In its forward position, the dog clutch 32 selectively engages with the forward gear 34, which is always in mesh with the drive gear 33, to rotate the propeller 24 forward. The propeller 24 is selectively meshed with the reverse gear 35 that rotates backward.

A lock lever 37 shown in FIG. 4 is swingably supported on the front surface of the swivel bracket 14 with respect to the opening 15A of the support portion 150 via a support shaft 36. On the other hand, a lock pin 3 is provided at the bottom of the clamp bracket 12.
8 is supported in the bottle hole 39. The pin holes 39 are arranged in multiple stages at predetermined intervals in the front-rear direction of the crank bracket 12, so that the lock pin 38 can be supported in the pin holes 39 at arbitrary positions. Furthermore, a torsion spool 40 is interposed between the swivel bracket 14 and the lock lever 37. The torsion spool 40 urges the swivel lever 37 counterclockwise in the figure about the support shaft 36. 37, as shown in FIG.
A first locking portion 41 that maintains a locked state with the lock pin 38 under the action of a biasing force, and a second locking portion 42 that maintains a locked state with the lock pin 3B against any tilt-up load. It is provided. Further, within the opening 15A of the support portion 150 in the swivel bracket 14, an intermediate lever 44 shown in FIGS. 5(A) and 5(I3) is swingably supported via a support shaft 43. The proximal end (length) of the intermediate par 44, the fork-shaped bulge 46 with the slit 45 and the slit, the intermediate part of the -L shift F rod 28 is inserted into the slit 45, and the top and bottom of the bulge 46 are Both outer peripheries, respectively -
It is supported from the back by pins 47 fixed at two positions in the axial direction of the first shifting rod 28, and can be held by a pair of lower washers 48. That is, the position of the upper shift rod 28 due to the shift operation applied to the shift lever 26 is T rj! For +, the intermediate l/par 44 is
Through which engagement between the bulge 46 and the pair of washers 48
It can be set to any of the neutral position shown in FIG. 6(A), the forward position shown in FIG. 6(B), and the reverse position shown in 61st MI(C).

Further, a neutral cam surface 4 is provided at the tip of the intermediate lever 44.
9N, a forward cam surface 49F, and a backward cam surface 4914. Each cam surface 49N, 49F, 49L is
The neutral position and forward position of the shift lever 26 are respectively ff!
, can be engaged with a driven surface 50 formed on the proximal end side of the lock lever 37 when switching to the reverse position. That is, when switching the shift lever 26 to the neutral position,
As shown in FIG. 6(A), the neutral cam surface 49N of the intermediate lever 44 engages with the driven surface 50 of the lock lever 31, and the first locking portion 41 and the second locking portion 4 of the lock lever 37,
2 are both held in positions where they cannot be engaged with the lock pin 38. When the shift lever 26 is switched to the forward position, as shown in FIG. 6(D), the forward cam surface 49F of the intermediate lever 44 engages with the driven surface 50 of the lock lever 37, and the first locking portion of the lock lever 31 41 is held in a position where it can be engaged with the lock pin 38. When the shift lever 26 is switched to the reverse position, the reverse cam surface 49 of the par 44 engages with the driven surface 50 of the lock lever 37, as shown in FIG. The second locking part 4 of
2 is held in a position where it can be engaged with the lock pin 38.

Next, the operation of the above embodiment will be explained.

When the shift lever 26 is set to the neutral position, R
(r6) As shown in Figure (A), the lock lever 37 is held in a position where it cannot be engaged with the lock pin 38, and the propulsion unit 1B can be tilted up freely.

When the shift lever 26 is set to the forward position, as shown in FIG. 6 (I3), the first lock lever 37 is
The locking portion 41 is held in a position where it can be engaged with the lock pin 38. Here, the first locking portion 41 can maintain a state of engagement with the lock pin 38 under the biasing force of the torsion spring 40 against a tilt-up load of a predetermined value or less. Therefore, even if the vehicle suddenly decelerates during forward travel, the tilt lock state is reliably maintained. Furthermore, if an underwater obstacle collides with the propulsion unit 18 during forward travel, the tilt lock state is released due to a large tilt-up load, and the propulsion unit 18 becomes capable of tilting up.

When the shift lever 26 is set to the reverse position, the second locking portion 42 of the lock lever 37 is held in a position where it can be engaged with the lock pin 38, as shown in FIG. 6(C). . Here, the second locking portion 42 is capable of maintaining the engaged state of the lock bin 38 against any tilt-up load. That is, during this backward movement, the propulsion unit 1
8 can be reliably transmitted to the hull side through engagement between the second locking portion 42 and the lock bin 38.

Therefore, according to the above embodiment, even if there is sudden deceleration during forward cruising, the first locking portion 41 of the lock lever 37 and the lock
The tilt lock state is maintained by which engagement of the bin 38, and then when the shift device is switched to the astern position in order to stop the ship, the second locking part 42 of the lock lever 37 engages with the lock bin 38, which securely secures the hull. It becomes possible to maneuver.

As described above, in the outboard motor tilt lock device fi according to the present invention, the first locking portion maintains the engaged state with the lock bin under the action of the biasing force of the spring against a tilt-up load below a predetermined value. The lock lever is provided with a second locking portion that maintains the engaged state with the lock bin against any tilt-up load, and the first locking portion of the lock lever is provided when the shift device is switched to the forward position. The lock lever can be engaged with the lock bin, and the second locking portion of the lock lever can be engaged with the lock bin when the shift device is switched to the reverse position. Therefore, during deceleration when the tilt-up load acting on the propulsion unit is relatively small during forward cruising, the engagement state between the first locking portion of the lock lever and the lock bin is maintained, and the tilt-lock state is maintained. . In addition, in the event of a collision with an underwater obstacle that causes a large tilt-up load to act on the propulsion unit, the tilt lock state is released and the propulsion unit
to ensure that it can be tilted up.

[Brief explanation of drawings]

FIG. 1 is a partially cutaway side view of an outboard motor to which an embodiment of the present invention is applied; FIG. 2 is an enlarged view of the main parts of FIG. 1;
Fig. 3 is a front view of Fig. 2, Fig. 4 is a side view showing the lock lever in the same embodiment, Fig. 5 (A) is a side view showing the intermediate lever in the same embodiment, Fig. 5 CB) is Figure 5 (
A) is a plan view, FIG. 6(A) is an explanatory diagram showing the operating state during the neutral shift in the same embodiment, and FIG. 6 CB) is an explanatory diagram showing the operating state during the forward shift in the same embodiment. 6(C) are explanatory diagrams showing the operating state during reverse shift in the same embodiment. 10... Outboard motor, 12... Clamp bracket, 1
3...Tilt axis, 14...Swivel bracket F, 2
6...Shift lever-128...-Hi shift rod,
31...Lock lever-138...Lock bin, 40
...Torsion spring, 41...First locking part, 42
...Second locking part, 44...Intermediate lever, 49N...
・Neutral cam surface, 49F... Forward cam surface, 491L...
- Reverse cam surface, 50...driven joint. Agent Patent Attorney Osamu Shiokawa Figure 3 25 Figure 4 7 Item 5 (A), &A (B) M4

Claims (1)

[Claims] (1) The swivel bracket on the propulsion unit side is tiltably supported with respect to the clamp bracket fixed on the hull side, and the lock lever connected to the swivel bracket is linked to the switching operation of the shift device. In a tilt lock device for an outboard motor that can be connected to and detached from a lock pin held in a clamp bracket, the device maintains a locked state with the lock pin under the biasing force of a spring against a tilt-up load of less than a predetermined value. The lock lever is provided with a first locking portion and a second locking portion that maintains a locked state with the lock pin against any tilt-up load, and the first locking portion of the lock lever is provided when the shift device is switched to the forward position. A tilt lock device for an outboard motor, characterized in that a second locking portion of a lock lever can be locked to a lock pin when the shift device is switched to a reverse position.