JPS63101194A - Tilt device for vessel propulsion machine - Google Patents

Abstract

PURPOSE:To prevent floating due to meandering, by providing a second tilt lock arm which engages with a lock pin to hold a propulsion unit at a predetermined tilt-down position independently from a first tilt lock arm and rotatably to a swivel bracket. CONSTITUTION:When a vessel sails rearward a first tilt lock arm 29 engages with a lock pin 28. Consequently, a propulsion unit 14 can be reverse locked reliably for the reverse thrust. When the vessel sail forward, the tilt lock arm 29 is disengaged from the lock pin 28, but a second tilt lock arm 37 is engaged with the lock pin 28. Consequently, the thrust unit 14 is locked against meandering and prevented from floating.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a tilt device for a marine vessel propulsion device.

[Prior Art] The present applicant has proposed a tilt device for a marine vessel propulsion device in Japanese Patent Application No. 81-28894. This tilt device is
A clamp bracket that is fixed to the hull, a swivel bracket that is rotatably attached to the clamp bracket via a tilt axis in a tilt-up or tilt-down direction and supports the propulsion unit, a lock pin provided on the clamp bracket, and a swivel bracket. It has a tilt lock arm that is rotatably supported by the vehicle, engages with the lock bin to hold the propulsion unit ( ) in a fixed tilt-down position when moving backward, and disengages from the lock bin when moving forward. .

According to the above-mentioned tilt device, (1) it is possible to reliably hold the propulsion unit (y) in the tilt-down position against the backward thrust when traveling backward, and (2) it is possible to flip up the propulsion unit in response to a collision with a driftwood when traveling forward.

[Problems to be Solved by the Invention] However, in the above-mentioned tilt device, when the output is reduced during forward movement to stop or switch to reverse, the coasting foot of the ship (independent of the engine output, the inertia of the ship The propulsion unit lifts up from the tilt-down position when the ship is sailing in a state in which the ship is sailing in a state in which the ship is sailing in a state in which the ship is sailing in a state in which the ship is sailing at a low speed.

In addition, when the propulsion unit is in the floating state,
Even if reverse switching is performed, the lock bin is disengaged from the engagement position with the tilt lock arm to the tilt-up side, so it is not possible to lock astern, and the ship continues to coast without receiving astern thrust and comes to a stop. Otherwise, the inconvenience of not being able to go backwards occurs.

The object of the present invention is to reliably lock the propulsion unit in reverse when traveling backward, and to enable the propulsion unit/h to flip up when traveling forward, and to prevent it from floating up due to the coasting leg.

[Means for Solving the Problems] A tilt device for a marine propulsion device according to the present invention includes a clamp bracket fixed to the hull, and a clamp bracket that is rotatable in a tilt-up or tilt-down direction via a tilt shaft. a swivel bracket that is attached and supports the propulsion unit; a lock bin provided on the clamp bracket; and a lock bin that is rotatably supported by the swivel bracket and engages with the lock bin when traveling in reverse to hold the propulsion unit in a constant tilt-down position; A first tilt lock arm is disengaged from the lock bin when moving forward, and is rotatably supported by a swivel bracket independently of the first tilt lock arm, and engages with the lock bin to tilt down the propulsion unit to a certain degree. The second tilt lock arm is held in position, and the second tilt lock arm is set to have a smaller disengagement load with the lock bin than the first tilt lock arm.

[Operation] According to the present invention, the first tilt lock arm engages with the lock bin during reverse travel, so that the propulsion unit can be reliably locked in reverse against reverse thrust.

On the other hand, when moving forward, although the engagement between the first tilt lock arm and the lock bin is released, the second tilt lock arm engages with the lock bin, thereby locking the propulsion unit against the coasting leg and preventing its floating. can be prevented. Here, since the disengagement load of the second tilt lock arm is set to be smaller than that of the first tilt lock arm, the second tilt lock arm is more resistant to collisions with driftwood.

To easily disengage from a lock bin without causing severe wear, and to flip up a propulsion unit.

That is, the propulsion unit can be reliably locked in reverse when traveling backward, and the propulsion unit can be flipped up when traveling forward, and it can be prevented from floating due to the coasting foot.

Note that by making the rotation centers of the first tilt lock arm and the second tilt lock arm coincide with each other, the support shaft of both arms can be made common.

Furthermore, if the rotation operation of the first tilt lock arm is linked to the shift operation, the settings for the backward movement and the forward movement of the first tilt lock arm can be reliably and stably performed.

[Embodiment] FIG. 1 is a schematic diagram of a main part showing a first embodiment of the present invention, and FIG. 2 is a view taken along the line ■-■ in FIG. 1.

The outboard motor IO includes a clamp bracket 12 fixed to the hull 11, and a swivel bracket 15 that is rotatably attached to the clamp bracket 12 via a tilt shaft 13 in a tilt-up or tilt-down direction and supports a propulsion unit 14. It is equipped with Propulsion 2) 14 is equipped with an engine (not shown), and the output of the engine is generated by the drive shaft 1.
6. It is transmitted to the propeller 19 via the forward/reverse switching device 17 and the propeller shaft 18.

A shift lever 20 is provided on the upper side of the propulsion unit 14 and is swingable between three positions: a forward position, a neutral position, and a reverse position. The upper end of a shift rod 22 is pin-coupled to the shift lever 20 via a shift arm 21 . A shift cam 23 is fixed to the lower end of the shift rod 22. The shift cam 23 has a forward cam surface, a neutral cam surface, and a reverse cam surface corresponding to the swinging position of the shift lever 20, and is integrated with the propeller shaft 18 in the rotational direction, and includes a dog clutch 24 that constitutes the forward/reverse switching device 17. can be moved to three positions: a forward position, a neutral position, and a reverse position. In its forward position, the dog clutch 24 selectively engages with the forward gear 26, which is always engaged with the drive gear 25, to rotate the propeller 19 forward, and in its backward position, it is always engaged with the drive gear 25. The propeller 1 selectively meshes with the reverse gear 27.
9 can be rotated backwards.

A lock pin 28 is provided at the bottom of the clamp bracket 12.

A first tilt lock arm 29 and an intermediate arm 30 are rotatably supported on the swivel bracket 15 via a support shaft 31. The first tilt lock arm 29 includes a claw portion 32 that engages with the lock pin 28. The first tilt lock arm 29 and the intermediate arm 30 each have a substantially U-shape as shown in FIG.
A portion of the upper surface of the intermediate arm 30 abuts a portion of the lower surface of the intermediate arm 30 . A spring 33 is interposed between the first tilt lock arm 29 and the swivel bracket 15 to bias the claw portion 32 of the first tilt lock arm 29 toward the lock pin 28. A spring 34 is interposed between the intermediate arm 30 and the first tilt lock arm 29 to apply rotational force to the first tilt lock arm 29. The spring force of the spring 34 is equal to the spring force of the spring 33. On the other hand, an interlocking rod 35 is coupled to a portion of the shift rod 22 located below the swivel bracket 15, and a distal end hook portion 36 of the interlocking rod 35 engages with the intermediate arm 30. ing.

That is, during forward shifting, the shift rod 22 and the interlocking rod 35 are above the position shown in FIG. 1, and the intermediate arm 30 is rotated clockwise from the position shown in FIG. The claw portion 32 of the first tilt lock arm 29 with which the arm 30 abuts is set to a non-engaging position with the lock pin 28. When shifting backwards,
Since the shift rod 22 and the interlocking rod 35 are in the position shown in FIG. 1, and the intermediate arm 30 is set in the position shown in FIG.
The spring force of the locking pin 28 sets the propulsion unit 14 in a fixed tilt-down position.

A second tilt lock arm 37 is also rotatably supported on the support shaft 31 of the swivel bracket 15. The second tilt lock arm 37 includes a claw portion 38 that engages with the lock pin 28 , and has a claw portion 38 between the second tilt lock arm 37 and the swivel bracket 15 .
A spring 39 is interposed to bias the lock pin 28 toward the lock pin 28. That is, the second tilt lock arm 37 is provided independently of the first tilt lock arm 29, and the spring 3
The spring force of 9 engages the pawl 38 with the low pin 28 to hold the propulsion unit 14 in a constant tilt-down position. Here, the second tilt lock arm 37 transfers the disengagement load with the lock pin 28 to the first tilt lock arm 2.
It is set smaller than that in 9.

Note that an intermediate lever 42 rotatably provided on the swivel bracket 15 is connected to the connecting portion 40 of the second tilt lock arm 37 via a connecting rod 41. A tilt lock operating lever 44 rotatably supported by the tilt shaft 13 is connected to the intermediate lever 42 via a connecting rod 43 . That is, when attempting to set the second tilt lock arm 37 to a non-engaging position with the lock bin 28 for manual tilt-up, the second tilt lock arm 37 must be rotated using the tilt lock operation lever 44. Can be done.

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

According to the above embodiment, the first tilt lock arm 29 engages with the lock bin 28 during the backward movement, so that the propulsion unit 14 can be reliably locked in the backward movement against the backward thrust.

On the other hand, when moving forward, although the first tilt lock arm 29 and the lock bin 28 are disengaged, the second tilt lock arm 37 engages with the lock bin 28, so the propulsion unit 14 is not locked against the coasting leg. It is possible to prevent the rise of raw material and water. Here, since the disengagement load of the second tilt lock arm 37 is set to be smaller than that of the first tilt lock arm 29, the second tilt lock arm 37 has a smaller distance between the second tilt lock arm 37 and the lock bin 28 in response to a driftwood collision. To easily disengage the propulsion unit 14 without causing severe wear, and to flip up the propulsion unit 14.

That is, according to the embodiment described above, the propulsion unit 14 is reliably locked in reverse when traveling backward, and the propulsion unit 14 can be flipped up when traveling forward, and it is possible to prevent the propulsion unit 14 from floating up due to the coasting foot.

Note that since the rotational centers of the first tilt lock arm 29 and the second tilt lock arm 37 coincide, the support shaft 31 of both arms can be shared.

Further, since the rotation operation of the first tilt lock arm 29 is linked to the shift operation, the setting of the first tilt lock arm 29 when moving backward and when moving forward can be performed reliably and stably.

Note that when the forward shift is switched to the reverse shift while the propulsion unit 14 is tilted up, the lock bin 28 that descends as the propulsion unit 14 is tilted down temporarily lifts the first tilt lock arm 29. At this time, the first
If the tilt lock arm 29 and the interlocking rod 35 are directly connected, there will be problems such as the reverse shift being missed or the interlocking rod 35 being bent.However, in this embodiment, the first tilt lock arm 29 and Since the intermediate arm 30 is interposed between the interlocking rods 35, these disadvantages do not occur.

FIG. 3 is a schematic diagram of main parts showing a second embodiment of the present invention, and FIG. 4 is a schematic rear view of FIG. The explanation will be omitted.

This second embodiment differs from the first embodiment in that the first tilt lock arm 29 is rotatably operated by a tilt lock operating lever 5o that is parallel to the tilt lock operating lever 44 for the second tilt lock arm 37. There are many things. That is, by operating the operating lever 50, the driver engages the first tilt lock arm 29 with the lock bin 28 when traveling backward, and releases the engagement between the first tilt lock arm 29 and the lock bin 28 when traveling forward. 51 is a connecting portion provided on the first tilt lock arm 29; 52 is a connecting rod; 5
3 is an intermediate lever, and 54 is a connecting rod.

FIG. 5 is a schematic diagram of main parts showing a third embodiment of the present invention,
Portions that are substantially the same as those in the first embodiment are given the same reference numerals and explanations will be omitted.

The third embodiment differs from the first and second embodiments in that the disengagement direction of the first tilt lock arm 60, which replaces the first tilt lock arm 29, is different from the first tilt lock arm 29. The first tilt lock arm 60 is connected to a portion of the shift rod 22 located above the swivel bracket (15) via an interlocking rod 61, and the first tilt lock arm 60 is interlocked with the shift operation. The lock bin 28 can be engaged with and detached from the lock bin 28 by rotating.

[Effects of the Invention] As described above, according to the present invention, the first tilt lock arm engages with the lock bin during reverse travel, so that the propulsion unit can be reliably locked in reverse against reverse thrust.

On the other hand, when moving forward, although the engagement between the first tilt lock arm and the lock bin is released, the second tilt lock arm engages with the lock pin, locking the propulsion unit against the coasting leg and preventing its floating. It can prevent rising. Here, since the disengagement load of the second tilt lock arm is set smaller than that of the first tilt lock arm, the second tilt lock arm suffers severe wear between it and the lock pin due to a collision with driftwood. To easily release engagement without causing any trouble and to flip up a propulsion unit.

In other words, when reversing, the propulsion unit is reliably set to reverse low,
This allows the propulsion unit to flip up when moving forward, and prevents it from floating up due to the coasting legs.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of main parts showing a first embodiment of the present invention, FIG. 2 is a view taken along the line II-II in FIG. 1, and FIG. 3 is a schematic diagram showing a second embodiment of the present invention. FIG. 4 is a schematic rear view of FIG. 3, and FIG. 5 is a schematic diagram of main parts showing a third embodiment of the present invention. DESCRIPTION OF SYMBOLS 10... Outboard motor, 11... Hull, 12... Clamp bracket, 13... Tilt axis, 14... Propulsion unit, 15... Swivel bracket, 22...
Shift rod, 28...lock pin, 29...first
Tilt lock arm, 31... Support shaft, 35... Interlocking rod, 37... Second tilt lock arm, 60...
・First tilt lock arm, 61... Interlocking rod. Agent Patent Attorney Osamu Shiokawa 2nd Office 3rd Figure 4th Figure 5EIO

Claims (3)

[Claims] (1) A clamp bracket that is fixed to the hull, a swivel bracket that is rotatably attached to the clamp bracket via a tilt axis in a tilt-up or tilt-down direction and supports the propulsion unit, and a lock pin provided on the clamp bracket. a first tilt lock arm that is rotatably supported by the swivel bracket, engages with a lock pin to hold the propulsion unit in a constant tilt-down position when moving backward, and disengages from the lock pin when moving forward; It is rotatably supported by the swivel bracket independently of the first tilt lock arm, and engages with the lock pin to hold the propulsion unit in a constant tilt-down position, and the disengagement load with the lock pin is applied to the first tilt. A tilt device for a marine vessel propulsion device, comprising a second tilt lock arm that is set smaller than that of the lock arm. (2) A tilt device for a marine vessel propulsion device according to claim 1, wherein the rotation centers of the first tilt lock arm and the second tilt lock arm with respect to the swivel bracket are aligned. (3) A tilt device for a marine vessel propulsion device according to claim 1, in which the first tilt lock arm is rotated in conjunction with a shift operation and is engaged and detached from a lock pin.