JPS63137098A - Auxiliary device for shift of ship propeller - Google Patents

Abstract

PURPOSE:To smoothly carry out the disconnection of a clutch by connecting first and second link members to first and second cables interlocked with the operating force of a shift lever, respectively, and detecting their relative displacement to reduce a driving torque. CONSTITUTION:By the operation of a shift operating lever 10, the first lever 56 of a shift auxiliary device 34 is swung centering around a pin 62 via a remote control cable 12, thereby, swinging the shift arm 36 of an advancing/backing switchover mechanism 18 via a drive cable 16, to switch over a clutch 20 to advancing and backing. In this case, if the clutch 20 is locked, the first lever 56 is swung against a spring 6 preceding a second lever 58 connected to the drive cable to produce displacement between both, and the sensing part 72 of the first lever approaches the ferrite switch 70 of the second lever to turn on the switch, causing a control circuit 42 to momentarily reduces the driving torque of an engine. Thereby, the disconnection of the clutch can be smoothly carried out securely returning to the ordinary operating condition after that.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a shift assist device for a marine propulsion device, and in particular,
The present invention relates to a shift assisting device provided for smooth operation of a forward/reverse switching mechanism of a drive unit of a marine vessel propulsion device using a shift operating lever via a so-called remote control cable.

[Prior Art] As a forward/reverse switching mechanism for a drive unit of a marine propulsion device, a dock clutch is selectively engaged with a forward gear and a reverse gear that rotate in opposite directions depending on the engine output. Many devices require switching. In this case, if the switching operation is performed with the dog clutch engaged with either the forward or forward gear, it may be difficult to release the dog clutch or its gear while it remains engaged. r!
# It has been conventionally done to reduce the number of times.

An example of such a device is shown in FIG. By operating the shift operation lever 10, the arm 14 is connected via the remote control cable 12.
one end of the drive cable 16 is connected to the arm 14, the other end of the drive cable 16 is connected to the clutch 20 of the forward/reverse switching mechanism 18, and the outer tube 22 of the drive cable 16 is fixed to the eccentric plate 24. However, the rotation of the eccentric plate 24 is configured to operate a misfire activation switch 26 that controls ignition of the engine.

When attempting to shift the clutch 20 to the neutral position by operating the shift operating lever lO from the state shown in FIG. Since the outer tube 22 also bends, the eccentric plate 24 rotates, actuating the misfire activation switch 26 to cause the engine to misfire, thereby instantly reducing the driving torque on the engine side and smoothly displacing the clutch 20 from the gear. It is intended to be released into a neutral position.

[Problems to be Solved by the Invention] As described above, the above-mentioned prior art is configured to operate when the dry cable 16 is deflected, and the outer tube 22 is also deflected due to this deflection. If the outer tube 22 loses its flexibility and hardens, the movement of the drive cable 16 will be restricted, and the movement stroke of the fixing point of the outer tube 22 on the eccentric plate 24 may not be obtained. Alternatively, after the forward/reverse switching operation is completed, the eccentric plate 24 should return to the reference position by spring force and turn the misfire activation switch 26 to the OFF state.
If the outer tube 22 is hardened, this return may not be sufficient, and in this case, the engine will always be in a misfire state, and there is a risk that the engine will stop.

In this way, in the prior art, the forward/reverse switching mechanism 18
The problem is that the engine drive torque is reduced only when the clutch 20 of the engine is in a locked state in which it cannot be released from the gears, but it cannot be done reliably.

The present invention has been made in order to eliminate such drawbacks of the prior art, and its purpose is to reliably reduce the driving torque on the engine side when the clutch of the forward/reverse switching mechanism enters a so-called locked state. Another object of the present invention is to provide a shift assist device for a marine propulsion device that can return the engine to a normal ignition state when the clutch is released.

Means for Solving Problem c] In order to achieve this object, the present invention is provided with a shift control lever interposed between a shift operation lever and a forward/reverse switching mechanism of a drive unit,
The operating force of the shift operating lever is transferred to the first cable and the first cable.
J on cable! Forward/forward switching via the second cable that moves 1! In the shift auxiliary device for a marine propulsion device, the shift assist device reduces the drive torque of the engine when a certain deviation occurs in interlocking from the first cable to the second cable. A link member and a second link member connected to the second cable are disposed so as to be movable independently of each other, and biasing means for biasing one link member toward a reference position between the two link members; A detecting means for detecting the amount of relative deviation between the link members is provided, and the drive torque of the engine is reduced based on a signal from the detecting means.

[Function] As described above, the present invention does not rely on the 0T flexibility of the outer tube covering the cable to operate the entire device as in the conventional case, but instead attaches the first link member to the first cable and the second link member to the second cable. connecting the second link members, respectively;
A change in the relative position of both link members is detected to reduce the driving torque of the engine.

[Example" The present invention will be explained below based on embodiments shown in the drawings.

Note that the same or equivalent parts as in the prior art shown in FIG. 6 are indicated by the same reference numerals.

FIG. 1 shows an overall schematic diagram of the case where the present invention is applied to an inboard/outboard motor. Reference numeral 28 is an engine provided within the hull 30, whereas the drive unit 32 is located outside the boat. The shift operation lever IO is provided in a wheelhouse (not shown), and is connected to a shift assist device 34 provided on a side wall of the engine 28 via a remote control cable 12 serving as a first cable. Shift assist device 34
A drive cable 16 as a second cable that interlocks with the remote control cable 12 extends from there, and this drive cable 16 is connected via a shift arm 36 to a clutch 20 of a forward/reverse switching mechanism 18 provided in a drive unit 32. has been done.

Reference numeral 38 is a drive shaft that rotates in the direction selected by the forward/reverse switching mechanism 18, 40 is a propeller, and 42 is a control that reduces the driving torque of the engine in response to a signal from a switch of the shift assist device 34, which will be described later. It is a unit. In addition, this control unit 42 receives a signal from the switch of the shift assist device 34 in the case of the engine 28 or a gasoline engine, and controls the engine to stop ignition, and in the case of a diesel engine, controls to stop fuel injection. do.

FIG. 2 shows an enlarged view of the forward/reverse switching mechanism 18, in which a bevel gear 46 is fixed to the output shaft 44 of the engine. or are interlocked with each other. The forward/reverse gears 48,50 are loosely fitted to the drive shaft 38, and therefore, the forward/reverse gears 48,50 always rotate in opposite directions due to the rotation of the output shaft 44. A spline is formed on the outer periphery of the drive shaft 38, and a clutch 20 called a dog is provided so as to mesh with the spline and between the forward and backward gears 48 and 50. This clutch 20 includes the forward/reverse gear 48.50.
It has a pawl 52 facing the clutch 20 or the drive shaft 38, and by moving along the spline of the clutch 20 or the drive shaft 38, it meshes with either the forward/reverse gear 48, 50, and is rotated by this mesh to rotate the drive shaft 38. It is configured to rotate. The clutch 20 has a fulcrum 5
The shift arm 36 is supported around a shift arm 36 that can rotate around the rotation angle 4, and the drive cable 16 is connected to one end of the shift arm 36.

3 to 5 show the detailed structure of the shift assist device 34 in an enlarged manner. Shift assist device 34
is mainly connected to the first remote control cable 12.
A first lever 56 that is a link member and a second lever 5 that is a second link member that is connected to the drive cable 16.
8. Both levers 56 and 58 are formed in an abbreviated shape, and both are swingably supported by a pin 62 with respect to a base 60. The bin 62 supports the bent position of both levers, is disposed below the first lever 56 or the second lever 58, and has a reference position in which the axes of both levers are substantially coincident. The remote control cable 12 and the drive cable 16 are each connected to one end of each lever relative to the bin 62 (see FIG. 5), and the other ends relative to the bin 62 are both free ends. Reference numeral 64 is a spring for biasing both levers toward the reference position.
The lever 56 is engaged with a pair of protrusions 66 protruding from its side edges, and the second lever 58 is engaged with a pair of similarly formed protrusions 68. Second lever 5
As shown in FIG. 4, the free ends of 8 protrude in a bifurcated shape, and a ferrite switch 70 as a limit switch is provided at each end. Meanwhile, the free end of the first lever 56 is provided with a sensing portion 72 located at the center of the ferrite switch 70 when both levers are at the reference position. The ferrite switch 70 and the sensing section 72 constitute a proximity switch, and when the sensing section 72 is in the state shown by the two-dot chain line in Fig. 3.4, the proximity switch is in the ON state, and the A signal is sent to the control unit 42 of FIG. 1 to reduce the engine drive torque.

In such a configuration, by operating the shift operating lever lO, the operating force is transmitted to the first lever 56 of the shift assist device 34 via the remote control cable 12,
The first lever 56 swings around the pin 62. Second
The lever 58 is swung by the spring 64 while maintaining the first lever 56 and its reference position, and thereby the shift arm 3 of the forward/reverse switching mechanism 18 is connected to the first lever 56 via the drive cable 16.
6 is oscillated, the clutch 20 is selectively engaged with the forward/reverse gears 48, 50, and the propeller 40 is thereby rotationally driven in that direction.

Here, if the shift operation lever 10 is operated to switch to the neutral position with either the clutch 20 or the forward/reverse gear 48. Forward and backward gear 48.50
Sometimes you can't get out of it. In this case, shift auxiliary bag 2?
The first lever 56 of No. 34 swings in advance of the second lever 58 against the biasing force of the spring 64, thus causing a deviation between the two levers. This state is shown by the two-dot chain line in FIG. 3, and when the amount of deviation reaches a certain value, it approaches the sensing portion 72 of the ml lever 56 or the ferrite switch 70 of the second lever 58, and thereby The configured proximity switch is turned on. That signal is sent to the control unit 42, thereby instantaneously reducing the engine drive torque.

As a result, the driving torque of one gear of the forward/reverse gears 48, 50 that was engaged with the clutch 20 is reduced, and the clutch 20 is therefore disengaged from that gear and becomes a neutral position, and the second
The lever 58 returns to its reference position relative to the first lever 56 due to the biasing force of the spring 64. This turns the proximity switch off again and the engine resumes normal operation.

In addition, in the above embodiment, the first link member is the first link member.
Lever 56 and second lever 58 which is the second link member
Although an example is shown in which the cursor is bent into an abbreviated shape, there is no need to limit it to this, and it goes without saying that various modifications can be considered. That is, by biasing the two link members toward the reference position, the amount of movement of the first cable and the second cable is maintained at a predetermined ratio.

In addition, any structure capable of detecting that the relative displacement amount of both link members, that is, the amount of movement of both cables, at a mutually determined ratio is included in the present invention.

[Effect] As explained above, according to the present invention, when the clutch of the forward/reverse switching mechanism is in a so-called locked state, the driving torque on the engine side is reliably reduced to facilitate clutch disengagement, and This has the excellent effect of ensuring that the engine returns to normal operating condition after the clutch is disengaged.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the entire embodiment of the shift assisting device for a marine propulsion device according to the present invention, FIG. 1 is an enlarged front view of the shift assisting device, FIG. 4 is an arrow view taken along line IV-rlr in FIG. 3, and FIG. 5 is a view along v-V in FIG. 3.
FIG. 6, a cross-sectional view taken along the line, is a schematic diagram showing a conventional shift assist device. 10...Shift operation lever 12...Remote control cable 16...Drive cable 18...Forward/forward switching mechanism 20...Clutch, 28...Engine 34...Shift auxiliary device 56...No. 1st lever, 58...2nd lever 70...
・Ferrite switch 72...sensing section

Claims (2)

[Claims] (1) Interposed between the shift operating lever and the forward/reverse switching mechanism of the drive unit, the operating force of the shift operating lever is
A ship that transmits the torque to the forward/reverse switching mechanism via a cable and a second cable connected to the first cable, and reduces the driving torque of the engine when a certain deviation occurs in the interlocking movement of the first cable and the second cable. In the shift assist device for a propulsion device, a first link member connected to the first cable and a second link member connected to the second cable are arranged to be movable independently of each other, and a , a biasing means for biasing both link members toward a reference position and a detection means for detecting a relative deviation amount between both link members are provided, and the drive torque of the engine is reduced by a signal from the detection means. A shift auxiliary device for a marine propulsion system configured as follows. (2) The shift assisting device for a marine vessel propulsion device according to claim 1, wherein the first link member and the second link member are a first lever and a second lever, respectively, which are pivotably supported.