JPS62166193A - Steering device of propelling machine of ship - Google Patents

Abstract

PURPOSE:To stabilize responsiveness of steering under a rapid condition by reducing oil feed rate per unit time to a steering cylinder when navigating at high speeds. CONSTITUTION:A left turning condition of a solenoid changeover valve 39 changed over and set with a controller 45 makes an oil feed passage 47 communicate with a left electromotive route oil passage 41 and makes an oil return passage 48 communicate with a right electromotive route oil passage 43 to supply working oil to a port 18A of a steering cylinder 18. The controller 45 to which sensed results are transmitted from a ship speed sensor 50 drives and controls a flow rate control valve 57 arranged in the middle section of the oil feed passage 47. And the oil feed rates per unit time to the steering cylinder are controlled to be greater when the ship speeds are lower and smaller when the ship speeds are higher.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application 1] The present invention relates to a steering system for a marine vessel propulsion machine such as an outboard motor or an inboard/outboard motor.

[Prior Art] In a steering system for a marine propulsion system, the appropriate value of the amount of rudder turning necessary to zero the deviation value between the set course direction of the vessel and the actual heading direction is determined depending on whether the vessel speed is fast or slow. different. That is, for example, when the boat speed is slow, if the amount of rudder turning is relatively small, the rudder becomes difficult to steer, resulting in poor maneuverability.

Therefore, in order to ensure good maneuverability regardless of the ship's speed, Japanese Patent Application Laid-Open No. 52-518
A steering device described in Publication No. 9111 has been proposed. The previously proposed steering device has a steering device for operating the rudder, a set course input section, a heading input section, and a heading input section. A controller that controls the steering gear so that the input value matches the set value of the set course input unit, and a ship speed input unit, and adjusts the amount of steering of the steering gear controlled by the controller according to the ship speed. That's what I do.

[Problems to be Solved by the Invention] However, the above-mentioned conventional steering device is based on a large ship, and the specific operation means of the steering device are not clearly described, and it is difficult to control the amount of steering of the steering device. It simply adjusts the size according to the ship's speed.

Therefore, even if the conventional steering device described above is applied to a high-speed boat such as an outboard motor or a motor port equipped with an outboard motor,
Good steering response cannot be expected. In other words, when cruising at high speeds such as motorports, the steering response must be reduced not only by reducing the amount of rudder turning but also by slowing down the amount of rudder turning per unit time, that is, the turning speed. There is a possibility that the ship could become unstable, and the inertia could cause the crew to fall into the water or the ship to capsize. In addition, when sailing at low speeds such as at the motor port mentioned above, it is necessary not only to increase the amount of rudder turn, but also to increase the speed of rudder turn, otherwise there will be a delay in response to the actual rudder angle, making agile maneuvering difficult. Conceivable.

An object of the present invention is to improve steering response and improve maneuverability regardless of the ship speed.

[Means for Solving the Problems] The present invention provides a propulsion unit that is steerably supported on a ship, a steering cylinder device that can apply steering force to the propulsion unit, and a right turning oil on the cylinder side. The cylinder side oil distribution path consisting of the oil passage and cylinder side oil passage for left rotation, the oil reservoir, and the oil
An electric steering pump that supplies the hydraulic oil in the reservoir to the steering cylinder device via the cylinder side oil distribution path, an oil supply path that guides the hydraulic oil in the oil reservoir to the cylinder side oil distribution path via the electric steering pump, and the cylinder. An oil return path that guides the hydraulic oil in the side oil distribution path to an oil reservoir, a rudder angle indicator that indicates the direction in which the propulsion unit should be steered, and a rudder angle sensor that detects the actual direction in which the propulsion unit is steered. , the sensing result of the steering angle sensor matches the direction indicated by the steering angle indicator, and the dynamic steering pump supplies oil to the right turning oil passage on the cylinder side. A steering device for a marine vessel propulsion device comprising a controller for switching to either a left turning state in which oil is supplied to a side left turning oil passage, and a ship speed sensor for sensing the speed of the ship. The amount of oil sent per hour to the steering cylinder device is increased when the ship's speed is low, and less when the ship's speed is high.

[Function] According to the present invention, when the ship is traveling at high speed, the amount of oil sent to the steering cylinder device per unit time is small, so the amount of steering of the propulsion unit per unit time is slowed down, and the responsiveness of the steering is improved. It becomes possible to achieve stability under fast conditions.

In addition, when the ship is running at low speed, there is a large amount of timely oil supply h1 to the steering cylinder device, which speeds up the rudder turning per unit time of the propulsion unit, allowing agile steering without response delay. is possible. This makes it possible to improve steering response and improve maneuverability no matter what the boat speed is.

[Embodiment j FIG. 1 is a control system diagram showing one embodiment of the present invention, and FIG. 2 is a schematic diagram showing a part of a steering device.

In FIG. 2, reference numeral 11 denotes a clamp bracket, which can be fixed to the stern plate of the hull. A swivel bracket 13 is supported on the clamp bracket 11 via a hollow tilt sleeve 12 so as to be tiltable approximately around the water axis. A steering shaft 14 is connected to the swivel bracket 13.
A propulsion unit 15 is supported so as to be rotatable around an axis substantially perpendicular to the tilt axis 12 . The propulsion unit 15 is
An engine unit is mounted on the bottom part, and the propeller installed at the bottom can be rotated in forward and reverse directions via the drive shaft and forward/reverse switching device. A steering wheel 7-m 16 is fixed to the upper end of the steering shaft 14. As shown in FIG. That is, the steering arm 1
By applying a steering torque to the steering wheel 6, the propulsion unit 15 is rotated as described above via the steering shaft 14, and can be steered.

On the front side of the swivel bracket 13, there is a bow 18A connected to the first chamber via the fixture 17.

Steering cylinder 18 with bow) 18B connected to the second chamber
are arranged parallel to the tilt axis 12. A piston rod 20 including a piston 19 is inserted into the steering cylinder 18 so as to be able to reciprocate. The piston 19 mutually partitions the first chamber and the second chamber. A reinforcing rod 23, which is movable in the axial direction within the tilt shaft 12, is connected to both ends of the piston rod 5.20 via a connecting plate 21.22. That is, piston rod 2
0 can be connected to a reinforcing rod 23 to strengthen its bending rigidity.

One end of the steering link 24 is connected to a pin 24 on the connecting plate 21.
It is pin-coupled via A. The other end of the steering link 24 is pin-coupled to the tip of the steering arm 16 via a pin 24B. That is, the piston rod 20 of the steering cylinder 18 and the steering arm 16 are connected to the steering link 2
4 and thus the piston rod 20
The steering arm 16 can be rotated by reciprocating.

In FIG. 1, A is a manual steering system.

Reference numeral 25 denotes a manually steered pump, and by rotating the steering handle 26 clockwise or counterclockwise using manual operation force, the driving part built in the pump chamber is rotated forward or reverse, and the drive part built in the pump chamber is rotated in the forward or reverse direction. A left manual system oil passage equipped with a left manual system check valve 28 for moving the steering cylinder 18 to the right and rotating the steering arm 16 to the right to turn the ship to the left during counterclockwise rotation. 29, or the bow of the steering cylinder 18) 18A, via a right manual oil passage 31 equipped with a right manual check valve 30 for turning right
It is said that it can be supplied to 18B. When hydraulic oil is supplied to the boat 18A of the steering cylinder 18, the steering 7-m1
6 is rotated to the right as shown by the solid line in FIG. 1 to enable the propulsion unit 15 outside the steering shaft 14 to be steered to the left, and when hydraulic oil is supplied to the boat 18B of the steering cylinder 18. , the steering arm 16 rotates to the left as shown by the broken line in FIG. 1, thereby enabling the propulsion unit 15 to be steered to the right. In addition, 3
2.33 is a suction pipe, and 32A and 33A are check valves. Also, 34.35 is the oil return road.

34A and 35A are operated reversal valves. 34A is
The left manual oil passage 29 led to the boat 18A is opened by pressure, allowing oil from the boat 18B to be returned to the reservoir tank 27 via the oil return passage 34. 35A is opened by the pressure of the right manual system oil passage 31 led to the boat 18B, allowing oil from the boat 18A to be returned to the reservoir tank 27 via the oil return passage 35.

In FIG. 1, B is an electric steering system.

Reference numeral 36 denotes an electric steering pump, which is rotated in the forward direction by electric operating force generated by an electric motor 37, and is capable of pumping hydraulic oil in a reservoir tank (oil reservoir) 38. The hydraulic oil pumped by the electric steering pump 36 is transferred to the left electric system oil passage (oil passage for left turning on the cylinder side) 41 equipped with the left electric system operated reverse valve 40 or to the right electric system by switching the electromagnetic switching valve 39. The steering cylinder 18 is
It is said that it can be supplied to boats 18A and 18B. The oil passages 41 and 43 constitute the cylinder side oil distribution passage of the present invention.

44 is a steering angle indicator. The steering angle indicator 44 constitutes an operating section of an autopilot device or a remote control device, and allows the controller 45 to indicate the direction in which the propulsion unit 15 should be steered. The controller 45 uses an electric motor so that the deviation between the command turning angle transmitted by the steering angle indicator 44 and the actual steering angle transmitted by the steering angle sensor 46 connected to the steering arm 16 is zero. The steering pump 36 is driven and controlled, and the electromagnetic switching valve 39 is controlled to be switched to either a right-turning state or a left-turning state, which will be described later, so that the propulsion unit 15 can be steered in the direction commanded by the steering angle indicator 44. .

Here, reference numeral 47 denotes an oil feed path that guides the hydraulic oil in the reservoir tank 38 to the oil path 41 and 43 via the electric steering pump 36;
Reference numeral 8 designates an oil return path that guides the hydraulic oil in the oil paths 41 and 43 to the reservoir tank 38, and 49 represents a relief valve. This causes the controller 45 to switch and set the ? Li magnetic cutoff switching valve 39
In the turning state, the oil supply path 47, the left electric system oil path 41, and the oil return path 4
8 and the right electric system oil passage 43 to supply hydraulic oil to the port 18A of the steering cylinder 18, the steering arm 16 is rotated in the direction shown by the solid line in FIGS. 1 and 2, and the propulsion unit 15 is rotated.
steer to the left. On the other hand, when the electromagnetic switching valve 39 is turned to the right, the oil supply path 47 and the right electric system oil path 43, the oil return path 48 and the left electric system oil path 41 are connected, and the port 18 of the steering cylinder 18 is connected.
Hydraulic oil is supplied to B, and the steering arm 16 is rotated in the direction shown by broken lines in FIGS. 1 and 2 to steer the propulsion unit 15 to the right.

Note that the left electrically operated check valve 40 is connected to port 18B.
Opens due to the pressure of the right electric oil line 43 led to
The oil from 18A is sent to the reservoir tank 3 via the oil return path 48.
8 can be returned. The right electrically operated system check valve 42 is opened by the pressure of the left electrically operated oil passage 41 led to the port 18A, allowing oil from the port 18B to be returned to the reservoir tank 38 via the oil return passage 48.

Therefore, this embodiment has a ship speed sensor 50 that senses the ship's speed, and transmits the sensing result to the controller 45. The boat speed sensor 50 is configured as shown in FIG. 3 or 4, for example.

In the example shown in FIG. 3, water pressure introduced by a water pressure introduction pipe 51 provided on the submerged part of the outer surface of the ship is converted into a voltage by a converter 52.
or current), and the conversion result can be transmitted to the controller 45 as the ship speed. The example in Figure 4 is
A sensor 54 is installed on the outer peripheral surface of the fluffing plug 53 of the ship propulsion engine.
The pulses induced in the sensor 54 by a permanent magnet 55 fixed to the outer circumferential surface of the fluffer 53 are converted into voltage (or electric Ft) by a converter 56, and the conversion result is transmitted to the controller 45 as the ship speed. It makes it possible.

The controller 45 to which the sensing results of the ship speed sensor 50 are transmitted in this way drives and controls the flow rate control valve 57 provided in the middle part of the oil feed path 47, thereby increasing the amount of water per hour to the steering cylinder 18. The amount of oil fed is controlled so that it increases when the ship speed is low and decreases when the ship speed is high. Note that 58 is a signal amplifier.

Note that the flow rate control valve 57 is located not in the middle of the oil feed path 47 but in the oil feed path 47. It may be arranged in at least one of the oil return path 48, the left electric system oil path 41, and the right electric system oil path 43. FIG. 1i: This is an example in which the control valve 57 is arranged in the right electric system oil passage 43.

In addition, in order to adjust the amount of oil sent per hour to the steering cylinder 18, the flow rate control valve 57 as described above is not used.
The rotation speed of the electric steering pump 36 may be variably controlled by the controller 45.

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

According to the above embodiment, when the ship is running at high speed, such as at a motor port, the amount of oil sent to the steering cylinder 18 per unit time is small, so the amount of steering of the propulsion unit 15 per unit time is slowed down, and the steering It becomes possible to stabilize the response in a fast state, and it becomes possible to reliably prevent dangers such as the boat t'1 being blown off onto the ice or the hull capsizing due to inertial force.

In addition, when the ship is running at low speed, the amount of oil sent to the steering cylinder 18 per unit time is large, so 4 (L-advance unit)
15, the rudder turns per unit time are made faster, and agile steering without response delay becomes an ITF function.

This makes it possible to improve steering response and improve maneuverability no matter what the boat speed is.

FIG. 6 is a control system diagram showing the main parts of another embodiment of the present invention. The embodiment shown in FIG. 6 differs from the embodiment shown in FIG. 1 in the following points.

That is, in FIG. 6, 60 is an electric motor capable of forward and reverse rotation, 61 is a bidirectional pump, 62 is a right check valve, 63 is a left check valve, and 64 is a suction pipe connecting the right check valve 62 and the reservoir tank 38. 65 is the left check valve 63 and the reservoir tank 38
66 is a first oil line that connects the right check valve 62 and the left electric operated reverse valve 40, and 67 is a second oil line that connects the left check valve 63 and the right electric operated check valve 42. 68 is a third oil passage connecting the first oil passage 66 and the pump 61, 69 is a second oil passage
A fourth oil passage connects the oil passage 67 and the pump 61, 70 is a fifth oil passage that connects the first oil passage 66 and the reservoir tank 38, and 71 is a second oil passage.
A sixth oil passage connects the oil passage 67 and the reservoir tank 38, 72 is a relief valve disposed in the fifth oil passage 70, 73 is a relief valve disposed in the sixth oil passage 71, and 74 is the first relief valve. IJi in the illustrated embodiment is a flow rate controller consisting of a quantity control valve 57 and a signal amplifier 58.

In the embodiment shown in FIG. 6, when the electric motor 60 rotates counterclockwise in the solid line direction in FIG. 6 in response to a control command from the controller 45, the pump 61 is driven, and the third oil passage 68 and the first oil passage 6 are driven.
6. Left electric oil line 41 through the operated reverse IF valve 40
Oil flows into the piston and moves the piston of the steering cylinder 18 to the right. This causes the ship to turn to the left. At this time, the pressure of the oil in the first oil passage 66 is increased to open the operated check valve 42, and the oil in the right chamber of the cylinder 18, which is pushed by the movement of the piston, is transferred to the second oil passage 67 and the fourth oil passage 69. From pump 61
flow into. When the piston of the cylinder 18 reaches its rightward limit, the pressure in the first oil passage 66 further increases. Then, the relief valve 72 opens, and the oil discharged from the pump 61 flows into the reservoir tank 38 through the fifth oil passage 70. At this time, oil does not flow into the right electric system oil passage 43, but the left check valve 63
is opened, and oil is supplied from the reservoir tank 3B to the pump 61.

When the electric motor 60 rotates clockwise in the direction of the broken line in FIG. 6 in response to a control command from the controller 45, oil flows in the opposite direction to the above, causing the ship to turn to the right.

However, in the embodiment shown in Fig. 56, the first
Similar to the embodiment shown in the figure, the controller 45 to which the sensing result of the ship speed sensor 50 is transmitted controls the flow rate control valve 57 of the flow rate controller 74 disposed in the third oil passage 68,
The amount of oil sent per hour to the ship is controlled so that it increases when the ship's speed is low and decreases when the ship's speed is high. As a result, in this embodiment as well, the steering response is good no matter what the boat speed is, and it is possible to improve the maneuverability.

Note that the flow rate controller 74 may be provided in the middle of the left electric system oil passage 41 as shown by 74A in FIG. Alternatively, it may be provided in the second oil passage 67 and the fourth oil passage 69.

[9. Effects of Light] As described above, the present invention provides a steering unit that is supported by a turning section of a ship, a steering cylinder device that can apply steering force to a propulsion unit, and a cylinder. A cylinder-side oil distribution path consisting of a side right-turning oil path and a cylinder-side left-turning oil path, an oil sump, and an electric steering system that supplies hydraulic oil in the oil sump to the steering cylinder device via the cylinder-side oil distribution path. A pump, an oil supply path that leads the hydraulic oil in the oil sump to the cylinder side oil distribution path via the electric steering pump, an oil return path that leads the hydraulic oil in the cylinder side oil distribution path to the oil sump, and the rotation of the propulsion unit. A rudder angle indicator that indicates the direction to steer, a rudder angle sensor that detects the actual steering direction of the 5th propulsion unit, and a rudder angle sensor that ensures that the sensing results of the rudder angle sensor match the direction indicated by the rudder angle indicator. A controller that controls switching between a right-turning state in which oil is supplied from the electric steering pump to the right-turning oil passage on the cylinder side and a left-hand turning state in which oil is supplied from the electric steering pump to the left-turning oil passage in the cylinder side. In a steering system for a ship propulsion system, a ship speed sensor that senses the speed of the ship is installed, and the amount of oil sent per hour to the steering cylinder device is increased when the ship speed is low, and when the ship speed is low. I decided to get rid of it last night.

Therefore, according to the present invention, when the ship is traveling at high speed,
The amount of oil sent to the steering cylinder device per unit time is small, so the amount of steering of the propulsion unit per unit time can be slowed down, making it possible to stabilize the steering response under fast conditions. Additionally, when the ship is running at low speed, a large amount of oil is sent to the steering cylinder device per unit time, which speeds up the amount of steering the propulsion unit can turn per unit time, enabling agile steering without response delays. shall be. This makes it possible to improve steering response and improve maneuverability no matter what the boat speed is.

[Brief explanation of drawings]

Fig. 1 is a control system diagram showing one embodiment of the present invention, Fig. 2 is a schematic diagram showing a part of the steering device, Fig. 3 is a schematic diagram showing an example of a ship speed sensor, and Fig. 4 is a schematic diagram showing an example of a ship speed sensor. , a schematic diagram showing another example of the ship speed sensor, FIG. 5 is a control system diagram showing main parts of a modified example of the present invention, and FIG. 6 is a control system diagram showing another embodiment of the present invention. . 15... Propulsion unit, 18... Steering cylinder, 3
6.61...Electric steering pump, 38...Reservoir/reservoir, 39...Solenoid switching valve, 41...Left electric oil line (oil line for left turning on Schilling side), 43...Right Electric system oil path (cylinder side right turning oil path), 44... Rudder angle indicator,
45... Controller, 46... Rudder angle sensor, 47...
Oil supply path, 48...Oil return path, 50...Ship speed sensor, 5
7...Flow control valve. Agent Patent Attorney Osamu Shiokawa 1 Figure 4 Figure 50

Claims (3)

[Claims] (1) Consisting of a propulsion unit that is supported on a ship so that it can be steered, a steering cylinder device that can apply steering force to the propulsion unit, an oil passage for right-hand turning on the cylinder side, and an oil passage for turning left on the cylinder side. A cylinder side oil distribution path, an oil reservoir, an electric steering pump that supplies hydraulic oil in the oil reservoir to the steering cylinder device via the cylinder side oil distribution path, and an electric steering pump that supplies hydraulic oil in the oil reservoir to the cylinder via the electric steering pump. An oil supply path that leads to the side oil distribution path, an oil return path that leads the hydraulic oil in the cylinder side oil distribution path to the oil reservoir, a steering angle indicator that indicates the direction in which the propulsion unit should be steered, and the actual propulsion unit. a rudder angle sensor that detects the steering direction of the
The electric steering pump supplies oil to the right-turning oil passage on the cylinder side so that the sensing result of the steering angle sensor matches the direction indicated by the steering angle indicator, and the electric steering pump supplies oil to the cylinder-side turning oil passage to the left. A steering device for a marine vessel propulsion device comprising a controller for switching control to either a left turning state in which oil is supplied to an oil passage, comprising a vessel speed sensor for sensing the speed of the vessel,
A steering device for a ship propulsion device, characterized in that the amount of oil sent per hour to a steering cylinder device is increased when the ship speed is low and is decreased when the ship speed is high. (2) As a means for adjusting the amount of oil sent per hour to the steering cylinder device, one of the oil supply path, oil return path, cylinder side right turning oil path, and cylinder side left turning oil path is used. The steering device for a marine vessel propulsion device according to claim 1, characterized in that a flow rate control valve is disposed in at least one of them. (3) Steering of a marine vessel propulsion device according to claim 1, characterized in that the rotational speed of the electric steering pump is made variable in order to adjust the amount of oil sent per hour to the steering cylinder device. Device.